Tag Archives: motorcyclistonline

Motorcycles in John Wick: Chapter 4

Hitman John Wick takes the Aprilia Tuono 660 for a ride in the action-packed John Wick: Chapter 4 film.

Hitman John Wick takes the Aprilia Tuono 660 for a ride in the action-packed John Wick: Chapter 4 film. (Lionsgate/YouTube/)

Motorcycles and scooters have been seen on the silver screen for decades. Roman Holiday (1953) featured the romantic duo Audrey Hepburn and Gregory Peck astride a Vespa, whereas movies like The Wild One (1953) and Easy Rider (1969) zero in on cruiser culture and motorcycle documentary classic On Any Sunday (1971) shines a spotlight on motorcycle racing.

Related: Does Your Favorite Celebrity Ride A Motorcycle?

New motorcycles most often co-star in action films. For example, in No Time to Die (2021) Daniel Craig’s has an action-packed ride aboard the Triumph Scrambler 1200 XE or in recent Mission: Impossible and Top Gun movies Tom Cruise rides motorcycles such as the BMW R nineT Scrambler (seen in Mission: Impossible – Fallout) or the Kawasaki Ninja H2 (seen in Top Gun: Maverick).

The latest film to draw the attention of motorcyclists and action fans alike is John Wick: Chapter 4, where Keanu Reeves is seen on the Aprilia Tuono 660.

Related: Keanu Reeves, Gard Hollinger and the Arch Motorcycle Company KRGT-1

Reeves, who plays hitman John Wick in the series, is an avid motorcyclist in real life and a co-founder of Arch Motorcycle Company, manufacturer of premium motorcycles such as the 124ci V-twin-powered KRGT-1 and 1S.

In the brief scene within the John Wick trailer, the middleweight naked bike’s rear wheel spins over the rain-slicked streets of Paris, but you’ll see a little more moto action than just this glimpse in the grisly neo-noir film.

Sightings of scooters and other parked motorcycles can be seen here and there in the flick as well, but—spoiler alert—those just add to the urban environment and don’t get pulled into the action.

Related: 2020 Arch KRGT-1 Preview

Catch John Wick and the Tuono in John Wick: Chapter 4. The movie is currently in theaters.

Related: 2021 Aprilia Tuono 660 MC Commute Review

Source: MotorCyclistOnline.com

Kove Moto’s FSE 450R Is the Cheapest Rally Bike You Can Buy

New for 2023 is Chinese motorcycle manufacturer Kove Moto’s FSE 450R Rally ($8,999). As its model name implies, the 450R is a purpose-built 450cc rally bike that’s engineered for real adventure. Part adventure motorcycle, part dual sport, this new motorcycle will be arriving to US shores beginning May, 2023, says Kove Moto’s US distributor GPX Motorcycles out of Utah.

We take a spin on Kove Moto’s Chinese-built $8,999 450cc Rally bike

We take a spin on Kove Moto’s Chinese-built $8,999 450cc Rally bike (Jeff Allen/)

In current configuration, this motorcycle is a non-street-legal example, however Kove Moto says it is currently working with the EPA in an effort for it to be street-legal in the future. It competed during the 2023 Dakar Rally (view the 2023 Dakar Rally in Pictures article) that took place earlier in the year. This motorcycle is so neat because it is the first bike that you can buy off a dealership floor—in theory, because it hasn’t actually arrived at dealerships yet—that is a turn-key 450cc rally bike. Sure, Austrian motorcycle brand KTM says it offers a limited-edition rally bike for purchase, but good luck getting one.

China’s Kove Moto and Utah’s GPX Moto team up to offer this $8,999 450cc rally bike for US consumption.

China’s Kove Moto and Utah’s GPX Moto team up to offer this $8,999 450cc rally bike for US consumption. (Jeff Allen/)

This Kove FSE 450R Rally is built and engineered in China. The tires, rims, suspension, engine, and every other component is made by Chinese suppliers. As we know, with our iPhones and other gadgets that we rely on everyday, the People’s Republic of China has progressed considerably in the last few years. And the motorcycles it manufactures are becoming more real. We say that because if you recall, back in the early 2000s, when the minibike craze was going bananas in Southern California and in the other 49 US states, there was a flood of cheap and questionably-made Chinese bikes.

The 2023 Kove Moto FSE 450R Rally is adorned with a functional and attractive color TFT display.

The 2023 Kove Moto FSE 450R Rally is adorned with a functional and attractive color TFT display. (Jeff Allen/)

Bikes like the FSE 450R can’t be considered below average. Reasonably priced and well engineered, this bike is powered by a 450cc water-cooled single. Although it employs dual overhead camshafts, it sounds lumpy like a single overhead cam design reminiscent of Honda’s CRF450R. This motorcycle features electric start with switch gear that resembles what Piaggio group was using a few years ago.

The 449cc DOHC liquid-cooled single pumps out a pleasing spread of power with sharp throttle response.

The 449cc DOHC liquid-cooled single pumps out a pleasing spread of power with sharp throttle response. (Jeff Allen/)

It rides on inverted suspension that is made by Yuan. It has air bleeds atop each fork leg so you can purge pressure just like an off-road or motocross bike. Braking duties are handled by a Nissin double-piston caliper and single-piston rear brakes. A 21-inch spoked front wheel is shod with CST rubber, another Chinese supplier. At the rear is an 18-inch wheel with a hybrid aluminum and steel rear sprocket. The inner alloy portion keeps it light while steel teeth help mitigate wear. The linkage-enabled shock includes compression and rebound adjustment.

The front suspension/tire/brake combo performed well over soft terrain. We were surprised by how effective the front brake performed in deep sand.

The front suspension/tire/brake combo performed well over soft terrain. We were surprised by how effective the front brake performed in deep sand. (Jeff Allen/)

The rider’s footpegs are huge and more beefy than other production motorcycles we have ridden recently. This bike includes three different fuel tanks: two up front on either side and one in the rear. All told, this vehicle carries 8 gallons of fuel. Approximately 2.5 gallons in each forward container and 3 gallons in the rear. Full LED lighting and sleek body panels and a clean swept exhaust make for an aesthetically pleasing ride. A clever button allows you to remove the seat. This provides access to the battery and the foam air filter.

The FSE 450R Rally carries a whopping 8 gallons of fuel split among three fuel tanks (two forward, one aft).

The FSE 450R Rally carries a whopping 8 gallons of fuel split among three fuel tanks (two forward, one aft). (Jeff Allen/)

Getting the engine fired is as simple as turning the ignition key on and thumbing the starter button. Aside from ABS, there are no electronics on this motorcycle.

Kove Moto’s FSE 450R Rally is one-of-a-kind in the powersport segment. It’s especially attractive with its reasonable $8,999 MSRP.

Kove Moto’s FSE 450R Rally is one-of-a-kind in the powersport segment. It’s especially attractive with its reasonable $8,999 MSRP. (Jeff Allen/)

Seated at the controls it feels narrow and the saddle height in typical dirt bike form is tall, but it certainly isn’t overly so. When you’re riding off-road, you want a motorcycle that has a nice, flat surface above the footpegs where your legs go so you can squeeze the motorcycle. The harder you squeeze, the more control you have of the vehicle. And the more you will be able to stay safe when the motorcycle does funky things.

You’d be surprised at how nimble this 368-pound rally bike is. It offers neutral handling and is easy to get up to speed quickly.

You’d be surprised at how nimble this 368-pound rally bike is. It offers neutral handling and is easy to get up to speed quickly. (Jeff Allen/)

Twisting the throttle reveals a punchy engine that barks. With a full 8 gallons of fuel, this motorcycle weighs 368 pounds. It’s not the lightest dirt bike, but when riding, it feels pretty svelte. We’re impressed with its compactness and low center of gravity. The handlebar is tall, but a tad narrow. We wouldn’t say it’s too narrow, but it’s a little shorter than other motorcycles we’ve ridden recently. It’s also neat that you can adjust the handlebar forward or back by just rolling it with by loosening the double-duty Torx/metric fasteners. These fasteners are a nice touch as you can use either a Torx tool or a traditional metric socket to make adjustments.

The 2023 Kove Moto FSE 450R Rally is an attractive bike. Full LED lighting helps it stand out during night rides.

The 2023 Kove Moto FSE 450R Rally is an attractive bike. Full LED lighting helps it stand out during night rides. (Jeff Allen/)

Throttle response from the 450 single is nice and crisp. There is noticeable engine vibration, especially at higher rpm, but it’s not necessarily bad. You have to remember these big singles are notorious for putting off a lot of engine vibration. Rubber dampers inside the handlebar help mitigate some of the bad vibes.

The 2023 Kove Moto FSE 450R Rally is powered by a liquid-cooled 449cc DOHC fuel-injected single.

The 2023 Kove Moto FSE 450R Rally is powered by a liquid-cooled 449cc DOHC fuel-injected single. (Jeff Allen/)

It’s worth noting, if you’ve never ridden in the sand dunes, the sand requires a unique type of riding style. When it’s windy, sand blows and can make for hazardous terrain, including “witch’s eyes.” These obstacles swallow bike and rider. Be aware of your surroundings and keep your eyes up because you never know what’s ahead. The engine is mated to a six-speed transmission with a cable-actuated clutch. The clutch mechanism is bathed in engine oil just like a traditional Japanese or European spec bike while a chain final drive delivers power to the 18-inch rear wheel, with a left-hand-side chain final drive. We haven’t ridden a motorcycle that’s this much fun in the last couple months.

Motorcyclists seeking a true rally bike at an affordable price will appreciate the $8,999 2023 Kove Moto FSE 450R Rally.

Motorcyclists seeking a true rally bike at an affordable price will appreciate the $8,999 2023 Kove Moto FSE 450R Rally. (Jeff Allen/)

When upshifting into fifth gear, you can definitely feel the engine laboring. The gearing is a tad tall, but it all depends on the kind of terrain you’re riding. If you’re going to be riding a lot of fast terrain, obviously you’re going to need to have taller gearing just so you don’t have that engine spinning out of control. But for all intents and purposes, in the desert, I think the gearing could be a little taller. To be fair, this is the first time we’ve ever operated a vehicle like this on relatively unfamiliar terrain for us, because we haven’t ridden in the sand in many, many years. So maybe we’ll look into it. I do like the shift procession of the transmission. It definitely goes through cogs well. Nice, solid shift. There is no electronic quickshifter, so shifts are made the old-fashioned way, with throttle and clutch.

In terms of maintenance and durability, this engine holds 1.8 liters of engine oil and has a service interval of 5,000 miles, says Kove Moto. Kove also makes a racing-specification vehicle for a $5,000 up-charge that includes a Scotts steering damper, titanium exhaust, carbon fiber tower to mount a roll chart for navigation purposes, and mousse-style tire bibs to mitigate flat tires. Those parts are all for the discerning rally rider and racer. It also offers a short-seat-height-equipped version that uses 2-inch-lower suspension.

After a short hour’s ride, this Chinese-engineered and -manufactured 450cc Dakar rally bike is a hoot to ride. The ergonomics are awesome making it feel like a real dirt bike. The brakes work well and it handles nicely out of the crate. It feels a lot more nimble and compact than you would think despite its 368-pound curb weight.

While it isn’t the fastest 450, it isn’t the slowest either and has enough pep in soft terrain. Despite a low-voltage battery on one bike, and another being retired early because of a transmission problem, the FSE has potential. It’s worth noting that for US customers, Kove Moto stands behind its machine with a six-month warranty. Of course there’s not going to be a lot of dealers around, but Kove says it’s willing to work with its customers, so you can bring your motorcycle to your favorite shop and it will get it handled.

Would we spend our $9,000 on it? Not yet, but soon enough Kove Moto will iron out the teething problems of this motorcycle, and then it will be yet another bike needed in the garage.

Gear Box

Helmet: Arai VX-Pro4

Goggle: 100% Racecraft 2

Jersey: Alpinestars Racer Semi

Gloves: Alpinestars Radar

Pant: Alpinestars Racer Graphite

Boots: Alpinestars Tech 10 Supervented

2023 Kove Moto FSE 450R Rally Technical Specifications and Price

PRICE $8,999
ENGINE 449cc, DOHC, liquid-cooled single; 4-valve
BORE x STROKE 94.5 x 64.0mm
COMPRESSION RATIO TBD
FUEL DELIVERY Digital Bosch fuel injection
CLUTCH Wet, multiplate; cable actuation
TRANSMISSION 6-speed
FINAL DRIVE Chain
FRAME Steel
FRONT SUSPENSION Yuan 49mm inverted fork; fully adjustable; 12.0 in. travel
REAR SUSPENSION Yuan linkage-equipped shock; fully adjustable; 12.0 in. travel
FRONT BRAKE 2-piston caliper; TBD brake disc
REAR BRAKES 1-piston caliper, TBD brake disc
WHEELS, FRONT/REAR 21 in./18 in.
TIRES, FRONT/REAR CST; 90/90-21; 140/80-18
GROUND CLEARANCE 12.0 in.
WHEELBASE 58.0 in.
SEAT HEIGHT 38.0 in.
FUEL CAPACITY 8.0 gal.
CLAIMED CURB WEIGHT 368 lb.
WARRANTY 6 months
AVAILABLE May 2023
CONTACT gpxmoto.com

Source: MotorCyclistOnline.com

Best Budget-Friendly Motorcycles for Beginners 2023

Look at that longing look. That’s the power of the 2023 Yamaha V Star 250.

Look at that longing look. That’s the power of the 2023 Yamaha V Star 250. (Yamaha/)

They say the best part about your first motorcycle is that you won’t own it forever. It’s a cliché, but they exist for a reason. Put real thought into your choice, but give yourself a pass on finding “the perfect bike.” Got a picture in your head about what bike you look really cool on? Forget that picture. Focus on value, safety, and accessibility. Worry about looking good later. For now, worry about getting a motorcycle you can handle. Also peruse the Best Affordable Used Motorcycles for New Riders 2022 and Best Budget-Friendly Beginner Motorcycles 2019 articles for more affordable streetbike options.

Related: Best Budget-Friendly Beginner Motorcycles

The do-it-all, friendly-as-can-be 2023 Honda CB500F.

The do-it-all, friendly-as-can-be 2023 Honda CB500F. (Honda/)

In the interest of upholding Motorcyclist’s reputation for hard-hitting motorcycle journalism, none of last year’s bikes are included in this year’s list. The 2022 choices are great bikes, but let’s dig a bit deeper.

Sporty spice on two wheels: the 2023 Honda CBR500R.

Sporty spice on two wheels: the 2023 Honda CBR500R. (Honda/)

This year’s criteria for inclusion included model longevity, usable power, and more dual sport and/or ADV options. The adventure category is inspiring folks to take the MSF course (Motorcycle Safety Foundation), which is highly recommended. It’s not an exact stat, but taking the MSF course results in 98 percent fewer injuries compared with learning in a parking lot from “Jeff.”

Here’s a brand-new list of affordable motorcycles for beginners. Obviously we missed a few contenders or are completely wrong, so feel free to tastefully disagree in the comments section.

Get mildly lost in adventure on the 2023 Honda CB500X.

Get mildly lost in adventure on the 2023 Honda CB500X. (Honda/)

Small Cruiser: Yamaha V Star 250

Made from 2008 to present, the V Star 250 features the smallest V-twin you can buy that powers a real motorcycle. An air-cooled 249cc 60-degree V-twin inspired by the classic Virago will hustle you anywhere you want to go, within reason. Fun fact: People who make fun of Viragos are secretly in love with them. And while most of the V-twin world is busy stocking up on apparel and merchandise extolling freedom and individuality, V Star owners are living the dream atop their 27-inch seats.

This 2018 Kawasaki KLR650 would look nice in your garage. Or pasture. Or dirt road leading to your ranch.

This 2018 Kawasaki KLR650 would look nice in your garage. Or pasture. Or dirt road leading to your ranch. (Kawasaki/)

Still not sold? Try this: Spend a season cutting your teeth on a V Star, flip it for what you paid, and use the money you saved on a bike you want (and are totally ready for). Remember, you only paid a couple of grand and don’t have bike payments. A new rider gets their first training wheels while you get experience and, eventually, the wheels you want. Karmic, eh?

Price Range: $1,750–$3,000 (good/great condition), $4,699 (2023 MSRP)

All-Around Value: Honda CB500 Family

Did you see this coming? This 2022 Royal Enfield Himalayan in camouflage.

Did you see this coming? This 2022 Royal Enfield Himalayan in camouflage. (Royal Enfield/)

Everybody’s making parallel twins that serve across a wide variety of models. In that spirit, Motorcyclist is getting in on the act. The Honda CB500 family of 2013–present includes the ADV-minded CB500X, naked CB500F, and sport-oriented CBR500R. All are powered by the same 471cc liquid-cooled parallel twin putting out 47 hp of tractable, torquey, beginner-friendly power. And it’s the single reason all three get to cheat into one category. ABS brakes don’t really warrant mention these days, but the CB500X does get a two-position-adjustable windshield, a nice touch for an entry-level contender.

It’s been around 36 years for a reason: the fun and versatile 2023 Yamaha TW200.

It’s been around 36 years for a reason: the fun and versatile 2023 Yamaha TW200. (Yamaha/)

The 10-year model history is a plus. But if you can swing it, look for post-2016 models. The CB500X got a bigger tank and a taller windshield, while the CB500F got upgraded front and rear suspension. The CB500F has a friendly curb weight of 416 pounds, while the CB500X weighs in at 439 pounds. The CBR500R comes in at 430 pounds. They’re not featherweights, but you might end up keeping them longer than the average first bike.

CB500F Price Range: $3,500–$5,000 (good/great condition), $6,799 (2023 MSRP)

CB500X Price Range: $3,750–$5,000 (good/great condition), $7,299 (2023 MSRP)

CBR500R Price Range: $4,000–$5,000 (good/great condition), $7,299 (2023 MSRP)

Dual Sport for Taller Riders: KLR650

You can buy fast. Or learn how to be it. Welcome to the latter on the 2023 Suzuki GSX250R ABS.

You can buy fast. Or learn how to be it. Welcome to the latter on the 2023 Suzuki GSX250R ABS. (Suzuki/)

This one comes with a qualifier: Riders of short stature need not apply. But for beginner riders who physically fit the bill, the Kawasaki KLR650 offers tractorlike performance with a 36-year history of phenomenal reliability. You’re best off sticking to 2008–present models, with 2022 models seeing the only significant upgrades thereafter (fuel injection and ABS). The 652cc DOHC liquid-cooled single-cylinder four-stroke might seem large for a beginner. But the ox-strong engine tops out at 36.5 hp and 35.2 lb.-ft. of torque, which limits the trouble you can get into, dirt adventures notwithstanding. The 34.3-inch seat height is a bit tall, but for bigger newbs who want to take on the world (or ride around it), the KLR is worth considering.

Retro charm without retro reliability. Hello, 2018 Yamaha SR400.

Retro charm without retro reliability. Hello, 2018 Yamaha SR400. (Yamaha/)

Price Range: $2,500–$5,000 (good/great condition), $4,699 (2023 MSRP)

Dual Sport for Shorter Riders: Royal Enfield Himalayan

We did include Royal Enfield in last year’s list, but we didn’t call out the Himalayan specifically. The 31.5-inch seat height means almost anyone can throw a leg over a Himalayan and head for parts unknown. Around since 2015, early Himalayans had some fit and finish issues, but in 2018 a renewed push toward reliability resulted in (by most accounts) a much improved product.

If it ain’t smokin’, it’s broken. The lovely 1975 Yamaha RD350.

If it ain’t smokin’, it’s broken. The lovely 1975 Yamaha RD350. (Motorcyclist Staff/)

Unlike most of the retro-inspired Royal Enfield lineup, the Himalayan is an almost entirely distinct bike in terms of engine, frame, and concept. Owing to the success of the long-stroke, air-cooled SOHC 411cc single-cylinder fuel-injected four-stroke motor, the newly released Scram scrambler (get it?) shares the same engine. Putting out a friendly 24.5 hp, it capably hauls 438.9 pounds around, not counting the aluminum panniers or bags you can mount. Avoid interstate slabs and you might enjoy the Himalayan longer than you think.

Straight outta 1972: a beautiful Honda CB350 survivor.

Straight outta 1972: a beautiful Honda CB350 survivor. (Nicolas Will from Brooklyn, USA, via Wikimedia Commons/)

Price Range: $3,000–$4,000 (good/great condition), $5,449 (2023 MSRP)

Daily City Rider: Yamaha TW200

Just look at the Yamaha TW200. How can that not be fun? Big chonky tires and enough scrambler DNA to jump a curb or two? This is an ideal city motorcycle. And Yamaha’s been making it forever, meaning 1987. In 2001 it got electric starting and a disc brake up front. It’s simple, inexpensive, and meant for moderate abuse. With no TFT nonsense or rider aids, you can put a leg over the 31.1-inch seat and enjoy anywhere the 10.4-inch ground clearance allows. You might have a tough time traveling several states away, but Japanese rider Shinji Kazama made it to the North Pole on one in 1987. So adjust expectations accordingly. The other downside is that it’s carbureted, so prolonged winter storage might necessitate a spring carb cleaning.

Alternate: The 2017–19 Suzuki Van Van 200 looks almost identical and makes a fine second choice.

Price Range: $2,500–$3,500 (good/great condition), $4,899 (2023 MSRP)

Sportbike: Suzuki GSX250R

On paper, the Suzuki GSX250R is the least interesting and capable entry-level “sportbike.” While the Honda CBR300 went to 286cc and the Kawasaki Ninja 400 went to 399cc, Suzuki clings to an aging 248cc four-stroke liquid-cooled SOHC parallel-twin mill. It’s underpowered, yet proportioned like a midsize bike. Graphics and design suggest something bigger underneath, but alas. The oversquare bore and stroke means all the power is up high, not down low. So you’ll have lots to learn about powerband, shifting, and maximizing speed.

In other words, it’s the perfect beginner sportbike. Channel your inner Álex Rins and make every ride to work a warmup lap at Silverstone. Despite the 56.3-inch wheelbase, it’s narrow and easy to lane-split and keeps good composure at speed, even if the engine’s working overtime. The six-year model history means they’re not easy to find, plus they’ve held their value for some reason. Likely because they usually haven’t been stunted or “modded” like many Gixxers.

Price Range: $3,500–$4,500 (good/great condition), $4,999 (2023 MSRP)

Retro Thumper: Yamaha SR400

While much of the rest of the world got 43 years of time with the classic Yamaha SR400, the US market enjoyed the kickstart-only classic single from 2014 to 2021. And the 2021 Final Edition was limited to just 1,000 examples. Still, a six-year production run isn’t bad. And it’s basically a vintage bike without the issues that vintage bikes come with. Gaining fuel injection for its American debut, it personified minimalist fun and accessibility, with a caveat. The single-cylinder air-cooled 399cc two-valve engine only comes to life with kickstarting. But that will really impress people in 10 years. And if you’re considering the SR400, you’re a person who appreciates vintage design and smart decisions. Plus, you can simply pretend you’re on a vintage SR500.

Price Range: $3,750–$4,500 (good/great condition)

Vintage: Yamaha RD350 and Honda CB350

Piggybacking on the above, don’t buy a vintage motorcycle as your first bike. Unless you grossly overspend on a perfect example, you’re just buying oil stains and disappointment. But if you won’t listen to reason, spend as much money as your budget allows on a Yamaha RD350 or Honda CB350.

Yamaha R5/RD350/RD400

The original Giant Killers, the R5 (1970–72), RD350 (’73–75), and RD400 (’76–79) embarrassed thousands of CB750s and KZ900s at stoplights in the 1970s and handled better. Two-strokes are the simplest machines on earth. Unless you’re tuning for the track, they’re easy-ish to dial in. Did it stop running? Try another spark plug. Still not working? You probably holed a piston. That’s an hourlong job at most. Reproduction parts are plentiful, thanks to shared engine concepts with the four-wheel Banshee and generations of loyal owners and amateur racers. And all three models share similar 64mm pistons. Stock up, you’ll need them.

Price Range: $1,000 (non-running)–$4,000 (great/good condition)

Honda CB350

Listen, you’re probably drooling over CB750s and CB550s, but the Honda CB350 is the best all-around bike Honda made in the early 1970s. Made from ‘68–73, they’re bulletproof, fun, easy to own, and even raceable. Rough ones start at $1,000, but try to spend north of $2,000. Reproduction and aftermarket parts are plentiful, as are forums, tutorials, and all sorts of semi-helpful advice on the interwebs. If you buy the nicest one you can find, you’ll have a fun year of riding before learning about carb cleaning and replacement gaskets. When that happens, you’ll have only two carbs to worry about. Easy-peasy.

Price Range: $1,000 (non-running)–$4,000 (great/good condition)

Related: Best Beginner Motorcycles 2023

Source: MotorCyclistOnline.com

2023 Kawasaki Teryx KRX 1000 Review

Motorcycle enthusiasts who want to explore off the beaten path, with a friend or loved one, in comfort, will be well served by Kawasaki’s Teryx KRX 1000 ($23,199). This is Kawasaki’s non-street-legal, sport-oriented two-seat UTV. Contrary to a new motorcycle, where you have to have a certain level of physical skill, including balance and dexterity, these vehicles are more similar to driving a car. And there’s over 200 million licensed drivers in the United States. Vehicles like the Teryx open up a world of exploration for someone who wants to get outside.

Editor’s note: We test drove the ‘22 version of Kawasaki’s do-it-all sport UTV during the 2022 Kawasaki Teryx KRX 1000 Review article and video.

We trade two wheels for four, and go exploring aboard Kawasaki’s easy driving 2023 Teryx KRX 1000.

We trade two wheels for four, and go exploring aboard Kawasaki’s easy driving 2023 Teryx KRX 1000. (Adam Waheed/)

For the 2023 model year Kawasaki’s done a couple of subtle improvements to this Teryx KRX 1000: new steering wheel material, and improved floorboard design to evacuate the mud and rain more efficiently. It also includes ride-by-wire throttle. Plus, there’s a KRX4 four-seat model ($27,499), so more of your friends and family can participate in outdoor fun. The Teryx is powered by a heavy-duty 999cc parallel-twin engine. The engine case and transmission housing are noticeably beefier than a streetbike and was purposely engineered for the rigors of this nearly 1,900-pound vehicle. Oversize shocks with 21 inches of rearward suspension travel and 19 inches up front, with four wheel disc brakes (two-piston calipers up front, single-piston in the rears) and true four-wheel drive (with an electronically locking front differential) allow the KRX 1000 to climb serious terrain that Jeeps and other modified four-wheel-drive vehicles would be hard pressed to navigate.

Outdoor enthusiasts seeking a vehicle that is more comfortable and easy to operate than a motorcycle will appreciate Kawasaki’s capable Teryx KRX 1000.

Outdoor enthusiasts seeking a vehicle that is more comfortable and easy to operate than a motorcycle will appreciate Kawasaki’s capable Teryx KRX 1000. (Adam Waheed/)

Electronic power steering provides support so you don’t have to be a strong human to turn the steering wheel. Sometimes electronic power steering offers a vague steering feel because there isn’t that classic feel-rich hydraulic mechanical connection. With Kawi’s setup, the steering feel is decent. If you’re an operator who lives and dies by handling feel, you’re not going to have a ton of feedback, but it’s not terrible either.

LCD instrumentation is basic and a tad hard to read when seated at the controls of the Teryx KRX 1000.

LCD instrumentation is basic and a tad hard to read when seated at the controls of the Teryx KRX 1000. (Adam Waheed/)

Speaking of steering, this vehicle is fairly maneuverable. It doesn’t take up a ton of real estate to turn around or do tight maneuvers in limited space (it has a 20.3-foot turning radius), which is nice. Again the electronic power steering just makes for a very light steering feel.

With over 200 million licensed U.S. driver’s, vehicles like Kawasaki’s Teryx KRX 1000 allow a wider audience to get outside and explore Mother Nature with friends and family.

With over 200 million licensed U.S. driver’s, vehicles like Kawasaki’s Teryx KRX 1000 allow a wider audience to get outside and explore Mother Nature with friends and family. (Adam Waheed/)

Hopping into the KRX is similar to getting into the seat of an automobile. Passenger-car-style doors have easy-to-use handles. A pair of bucket seats and a three-point safety belt secure the rider and passenger inside the vehicle. The doors are tall enough to keep your arms inside the cockpit (more on that later…). This vehicle employs a conventional steering wheel with tilt steering. So you can move the steering wheel up or down based on preference. We have the steering wheel in a lower setting. Adjustable seat position for both rider and passenger make for a roomy cockpit for tall and short operators alike. This cockpit does a good job of shielding the rider’s lower extremities from the elements. Plus it doesn’t kick off excessive engine heat like Polaris’ Slingshot.

The Kawasaki Teryx KRX 1000 benefits from heavy-duty suspension components that soak up rough terrain with ease. It’s a remarkably comfortable steed over uneven terrain.

The Kawasaki Teryx KRX 1000 benefits from heavy-duty suspension components that soak up rough terrain with ease. It’s a remarkably comfortable steed over uneven terrain. (Adam Waheed/)

A mechanical shift lever allows the operator to select between drive modes (H, L, N, and R). “H” stands for high running gear and is the selection for forward propulsion at all vehicle speeds. Conversely “L” is low range and meant for traversing steep obstacles at low speeds. For instance, if you’re climbing a steep grade, rock crawling, going down a treacherous decline, or towing something heavy, you want to use L. The vehicle must be stopped to switch between drive modes. There’s also an “N” selection to roll the vehicle, without power, i.e., in the garage. Lastly, “R” is for reverse.

The 2023 Kawasaki Teryx KRX 1000 rolls on 15-inch rims shod with meaty 31-inch tires. Four-wheel disc brakes with stainless-steel brake lines keep speed in check.

The 2023 Kawasaki Teryx KRX 1000 rolls on 15-inch rims shod with meaty 31-inch tires. Four-wheel disc brakes with stainless-steel brake lines keep speed in check. (Adam Waheed/)

A nice wide mirror does a good job of showing us what is going on behind us. This particular KRX 1000 is not outfitted with Kawasaki’s slick color TFT display. That is an accessory and we would absolutely opt for it if this vehicle was ours. It’s touchscreen compatible, and has GPS navigation so you’re never lost. Depress the brake pedal and twist the automotive-style ignition key and away we go…

The 2023 Teryx KRX 1000 has pleasing lines. Driver’s will appreciate the low hood which makes it easy to peer out of, especially over uneven terrain.

The 2023 Teryx KRX 1000 has pleasing lines. Driver’s will appreciate the low hood which makes it easy to peer out of, especially over uneven terrain. (Adam Waheed/)

The Teryx KRX 1000 engine is water-cooled with dual overhead camshafts and an eight-valve cylinder head. Kawasaki rates this engine configuration at around 116 hp at the crank with approximately 77 lb.-ft. torque. So compared to other contemporary sport UTVs, this Teryx isn’t the fastest four-wheeler on the trail. But what it lacks in raw power, it makes up for in ease of use. Despite offering ride-by-wire throttle, throttle response is a tad muted and feels identical to the previous mechanical setup.

Tall doors with automotive-style latches help keep occupants safe. For ‘23, Kawasaki’s Teryx features improved steering wheel material, an updated floorboard design to better evacuate debris and ride-by-wire throttle.

Tall doors with automotive-style latches help keep occupants safe. For ‘23, Kawasaki’s Teryx features improved steering wheel material, an updated floorboard design to better evacuate debris and ride-by-wire throttle. (Adam Waheed/)

There’s also a high and low engine power mode. Full power gives you access to the claimed 116 ponies. Low power is ideal for a new rider, or even your 16-year-old kid, when teaching them how to operate this vehicle. This will help them get a feel for the vehicle in a safer way. For the last 15 years, many streetbikes have offered this (Suzuki was the innovator with its ‘07 GSX-R1000).

UTVs like Kawasaki’s Teryx KRX 1000 are neat, because they allow powersport enthusiasts to bring friends and family along for the ride.

UTVs like Kawasaki’s Teryx KRX 1000 are neat, because they allow powersport enthusiasts to bring friends and family along for the ride. (Adam Waheed/)

This engine is built specifically for the rigors of UTVing and features a rear layout so the powertrain is located behind and underneath us. Like the engine case, the transmission housing is beefy looking. The engine transfers power to the wheels via a centrifugal clutch and a CVT (continuously variable) automatic transmission. It’s the same type of transmission that Team Green’s used in its Brute Force ATVs and in its original Teryx that debuted for the 2008 model year. It’s a popular transmission that powersport manufacturers use in ATVs, UTVs, and scooters. The engine drinks from a 10.6-gallon fuel cell.

The benefit of a CVT is it allows the engine to operate at the rpm where it’s producing the meat of its power. It also gives the transmission a greater range in terms of speed. For example, when you accelerate from a standstill you’ve got power. Yet when you’re traveling at 60 mph, the parallel twin is not revving to the moon. Speaking of top speed, we operated this vehicle during the 2022 Kawasaki Teryx KRX 1000 Review and it is limited to 65 mph. While that top speed is plenty quick for us, realistically the new breed of ultra-high-performance sport UTVs like Polaris’ recently introduced RZR inline-four is capable of nearly 100 mph.

These Teryxes are easy to drive. You can operate like a car: with your right foot on the gas pedal, and switch for brake pedal duties. Or you can drive double-foot style in which the right foot covers the gas pedal and left, the brake. That’s what we recommend.

Instrumentation consists of a basic-looking LCD. It includes a speedometer, gear position, and fuel gauge. There’s also a tachometer readout, which is kind of silly since there are no gears to shift, nor any way to over-rev the engine. So you really don’t need an rpm gauge—but it’s there… And it’s hard to see. An engine coolant temperature meter keeps tabs on the engine’s cooling water and sits right around 172 degrees Fahrenheit. There’s also a nifty belt temperature gauge. During our ride the gauge was pegged at “low.” Kawasaki includes this readout because heat is the primary factor that causes CVT belts to fail. Oddly enough, an ambient air temperature gauge is missing.

If you’re into UTVs, you’ve likely heard horror stories about other manufacturers’ CVT transmissions and how prone they are to belt failure. Kawasaki’s done its homework, as usual, with its Brute Force ATVs and the original Teryx to ensure that this gearbox won’t leave you stranded. How do you get the CVT belt temp up? Mashing on the throttle all the time over rough terrain and doing a lot of start stops. This type of operation is hard on CVTs and generates heat. It’s worth noting that there are intake ducts to help push ambient air into the belt housing to keep it in normal operating temperature.

Generally we’re not big fans of CVT transmissions, instead preferring conventional mechanical (or DCT) gearboxes, but Kawasaki’s setup functions well. Of course, there is some annoying drone that is par for the course with a CVT, however it isn’t overwhelming. To be fair, we wear earplugs which do reduce the droning but we still notice it.

Contrary to other high-hood UTVs, the Teryx is easy to peer out of. The viewport is nice and big, and the hood slopes at a low angle so it’s easy to see ahead. There’s also three-quarter viewing ports on either side so it’s easy to check the blind spot on both sides of the vehicle. We always check the blind spot real quick when entering or crossing over a trail network.

It’s worth noting that when operating these vehicles, just because you’re on four wheels and have a steel cage doesn’t make side-by-sides any less dangerous than a motorcycle or other powersport vehicles. Always operate the vehicle within your limits, wear the appropriate safety gear, and keep limbs inside the vehicle. Keep your eyes on the trail ahead. If everyone respects one another regardless if you’re on a motorcycle or UTV, everything will be that much better for all. Be respectful and operate the vehicle within your limits. If you want to improve your ability, seek professional training.

A sturdy steel roll cage helps protect occupants in the event of a rollover. When you expect a rollover it’s always critical to keep your limbs inside the cockpit. If you sense the vehicle is going to roll, firmly grab the steering wheel and do not let go. The passenger should grasp the grab handle as well. When Yamaha first introduced its original side-by-side decades ago, there were a lot of people getting injured due to rollovers. Always wear the safety belt and a full-face helmet. We prefer dual-sport-style helmets because they include a traditional visor. And unlike an off-road helmet with goggles, the interior is sealed so there’s no dirt or dust. It’s also quiet and you don’t have air moving over your face.

The Teryx offers push-button four-wheel drive that can be used at any vehicle speed. It takes some of the worry out of driving with reduced vehicle slip. Two-wheel drive (with locked rear differential) allows for added fun by doing slides and drifting but you can still get sideways in four-wheel drive. Of course it’s a tad more difficult because the KRX is more hooked up. It also comes outfitted with a selectable locking front differential allowing for true four-wheel drive. This is ideal for rock crawling or navigating very precarious terrain. With the differential locked, steering is a tad heavier, but only marginally, and not enough to adversely affect steering effort.

Railing ruts is a different sensation in the KRX versus a dirt bike. But it’s fun, especially in four-wheel drive, where one can feel those 31-inch front meats dig in and help it pull the vehicle out of soft dirt. It also makes for some tasty deep ruts when fellow drivers keep their wheels on track and power out in four-wheel drive.

Kawasaki prides itself with visceral powertrain sound from its Ninja sportbikes and KX motocross bikes. Even its supercharged Ultra 310 Jet Ski sounds wicked. Oddly enough, you don’t hear too much character out of this engine configuration. It would be nice if it had added visceral excitement. We do value how smooth the powerband is, but it’s almost too smooth. Sometimes when you’re driving these off-road vehicles you want the powerband to have some hit so you can motor out of soft terrain. If you’re a power-hungry person who desires more oomph that’s going to put you back in the bucket seat, this vehicle isn’t it. It’s worth noting multitime motocross and Supercross champ and the King of Supercross, Jeremy McGrath, Kawasaki’s official US ambassador, has a KRX 1000 outfitted with an aftermarket turbocharger. So there are aftermarket solutions to literally boost the power output of this liter-sized twin.

In terms of engine vibration, there isn’t a whole lot of it to be felt through the seat or controls.

This KRX 1000 employs advanced suspension. Double-wishbone suspension up front (18.6 inches of travel) and four-link-style rear suspension (21.1 inches of travel). For reference, a motocross bike is right around 12 inches of travel fore and aft. So these vehicles have nearly double the travel of an off-road motorcycle. The suspenders offer a comfortable ride, yet provide a pleasing level of support over the rough stuff. Each shock offers spring preload and compression damping adjustment. So if you have good mechanical aptitude and vehicle handling skills, you can tailor the action of the shocks based on driving preference or application.

Even though the KRX is more sporty than the existing V-twin-powered Teryx 800, there’s still a degree of utility built into it. If you want to tow some Jet Skis or run around the farm to do work and still have a bit of fun, you can do it with the KRX 1000. It aligns with the person who desires a sporty UTV but doesn’t want to give up utility functionality.

Storage-wise, in lieu of the accessory TFT dash, there’s an empty box in which you could install a radio, etc. There’s also a glove box–style compartment. In terms of creature comforts there are a pair of cupholders and one 12-volt power socket. The front bumper also benefits from auxiliary wiring, so if you get a winch, it’s easy to connect it to a power source.

To park this vehicle, since there’s no parking mode like a traditional car, you leave it in “H” and apply the cable-actuated parking brake lever.

This vehicle rolls on 31-inch beadlock eight-ply Maxxis tires mounted on 15-inch cast aluminum wheels. Not only are the wheels functional but they look cool too. For some, a popular accessory for the KRX will be a windshield. We generally, at least in Southern California, don’t need a windshield—as all it’s going to do is get hard to see with dust, and the weather is fairly temperate here. But if you’re somewhere where it’s cold and it rains a lot, snows a lot, having a windshield is a handy accessory.

Strong linked four-wheel hydraulic disc brakes (with stainless steel brake lines) keep speed in check. The front brakes employ twin-piston calipers, while the rears use single-piston brake calipers. The brakes offer adequate response. They’re not as sharp as a modern automobile but they’re not as spongy as they used to be on Teryxes of old. Because this is a non-street-legal off-road vehicle there is no ABS. If you press hard enough on the brake pedal, the brakes will lock up.

This Teryx KRX 1000 measures 68 inches in terms of width. That splits the difference between the modern ultra-high-performance sport UTV class (72 inches) and the original ATV-trail-friendly Teryx 800 (62 inches). The extra width enhances stability and helps mitigate rollover, yet doesn’t make the vehicle overly cumbersome on trails. Still, it’s worth noting that the KRX 1000 won’t be as maneuverable through narrow forest trails as its 800 sibling.

Maintenance-wise, after initial break-in service (20 hours or 600 miles) the KRX requires engine oil changes every 100 hours or each six months. Engine oil filters need to be made once a year. Realistically, considering how easy it is to access the engine oil filter, if it’s our vehicle, we would replace the filter at every oil service. Valve inspection intervals are every 200 hours. Kawasaki also recommends replacing the transmission oil and the differential oil annually. And a whopping 400 hours is recommended for fuel filter swaps.

Of course because you’re operating these vehicles usually in very dusty environments it’s always good to pay attention to the air filter. Make sure that thing isn’t clogged. Kawasaki recommends inspection every 50 hours.

A fun fact about these Teryx KRX 1000s is that they are assembled in Lincoln, Nebraska. The Green Team has operated US manufacturing in Lincoln since the ‘70s. So for more than 40 years Kawasaki has been manufacturing many of its ATVs, Jet Skis, and UTVs at its Nebraska factory. Kawasaki also builds cars for the New York subway. So when it comes to manufacturing, Kawasaki sets itself apart from the competition. Overall build quality is above average for a UTV. It’s not going to be as well put together as a Ninja ZX-10R but for $23,200 it’s pretty good. Kawasaki stands behind its product with a six-month warranty. It also offers extended warranty plans for riders seeking extra protection from mishaps.

Outdoor enthusiasts seeking added comfort, convenience, and ease of use, as compared to an adventure or dirt bike, plus the ability for a non-riding friend to tag along will naturally appreciate Kawasaki’s 2023 Teryx KRX 1000 sport UTV. It’s really easy to drive; has nice smooth power; rides and drives well; and has suspension that gobbles up rough stuff and delivers you to where you want to be in a comfortable way. Sure, it’s not the fastest sport UTV out there, but the performance is enough to put a smile on your face. In the end, that’s what these things are about: bringing you and your favorite person out into Mother Nature. For being a modern motorcyclist, a sport UTV like Kawasaki’s Teryx works into our powersport portfolio.

Gear Box

Helmet: Shoei Hornet X2

Boots: TCX Rush 2 Air

2023 Kawasaki Teryx KRX 1000 Technical Specifications and Price

PRICE $23,199
ENGINE 999cc, DOHC, liquid-cooled parallel twin; 8-valve
BORE x STROKE 92.0 x 75.1mm
COMPRESSION RATIO 11.5:1
CLAIMED TORQUE 76.7 lb.-ft. @ 7,000 rpm
FUEL DELIVERY Digital fuel injection w/ dual 50mm throttle bodies
CLUTCH Centrifugal
TRANSMISSION Automatic CVT w/ high/low range, reverse
FINAL DRIVE Selectable 2WD/4WD w/ locking front differential, shaft
FRAME Ladder-type tubular steel
FRONT SUSPENSION Double wishbone, Fox 2.5 Podium LSC shocks, spring preload, 24-position compression damping adjustable; 18.6 in. travel
REAR SUSPENSION 4-link trailing arm, Fox 2.5 Podium LSC shocks, spring preload, 24-position compression damping adjustable; 21.1 in. travel
FRONT BRAKE 2-piston calipers, dual hydraulic discs
REAR BRAKES 1-piston caliper, dual hydraulic discs
WHEELS Alloy w/ beadlocks; 15 in.
TIRES, FRONT/REAR Maxxis Carnivore; 31/10-15
GROUND CLEARANCE 14.8 in. max./14.2 in. standard
WHEELBASE 98.8 in.
OVERALL WIDTH 68.1 in.
FUEL CAPACITY 10.6 gal.
CLAIMED CURB WEIGHT 1,896 lb.
WARRANTY 6 months
AVAILABLE January 2022
CONTACT kawasaki.com

Source: MotorCyclistOnline.com

2023 Harley-Davidson Street Glide Special Anniversary Review

You’d recognize it with your eyes closed: the loping potato-potato idle of the 2023 Harley-Davidson Street Glide Special Anniversary touring-style cruiser. It’s an exhaust tune that echoes virtually every hog that has hailed from Milwaukee for well over a century—if this audio daily double clue doesn’t link this latest Harley with its past, nothing will. On the occasion of the brand’s 120th anniversary, the $30,899 Street Glide Special is a commemorative edition limited to 1,600 units alongside seven other Anniversary models, including the Fat Boy 114 ($21,699), Heritage Classic ($22,699), Road Glide Special ($30,899), Ultra Limited ($32,799), and CVO Road Glide Limited, which rings in at a steep $51,999 thanks to its unusually elaborate, eagle-themed paint scheme.

The Street Glide Special Anniversary’s maximum lean angles of 32 degrees right and 31 degrees left are modest, but sufficient for most roads traveled by big baggers like the Street Glide Special.

The Street Glide Special Anniversary’s maximum lean angles of 32 degrees right and 31 degrees left are modest, but sufficient for most roads traveled by big baggers like the Street Glide Special. (Harley-Davidson/)

What does nearly 31 large get you? For starters, the FLHXSANV (Harley-speak for Street Glide Special Anniversary) receives a unique Heirloom Red paint scheme that adds $2,900 to the non-limited model’s $27,999 MSRP. Straddle the generously proportioned saddle and you’ll find the Special is substantially decked out with a smattering of switch gear revealing its copious features, among them cruise control and audio controls for the Boom! Box GTS audio system. Tucked below four analog gauges is a 5.25-inch touchscreen that can be operated with gloves, managing features like GPS and stereo controls.

Is there a more iconic image than a Harley-Davidson against the American West?

Is there a more iconic image than a Harley-Davidson against the American West? (Harley-Davidson/)

The Street Glide Special has a heavy visual presence. But you won’t comprehend its heft until you try shoving it off the sidestand: With a curb weight of 827 pounds, it takes a serious heave-ho to orient it to vertical, which is a tad easier thanks to the manageable 27.2-inch seat height. Grab the clutch, and the high effort required to pull the non-hydraulic actuation feels consistent with the bike’s heavy metal theme. Once you’ve thunked into first gear and rolled into motion, the Glide starts to glide into motion with ease, dissipating much of the inertia from its large footprint and considerable mass. The batwing fairing incorporates an analog speedo, tach, fuel gauge, and voltmeter; unfortunately missing is an analog ambient temperature gauge, that retro throwback instrument that’s all too easily replaced with a digital temperature readout (which this bike also lacks). While it’s reassuring to see analog dials, we don’t mind the LCD representation of gear position. However, gear positions are not indicated when the clutch is pulled, which is exactly when you’d want to know what gear you’re in. At least a big green “N” illuminates when you’re in neutral, helping avoid awkward lurches at stoplights.

Once at cruising speed, the Street Glide Special comes into its own. While big touring Harleys were once shaky and sloppy in corners, improvements over the years have led to improved handling thanks to the relatively modernized chassis. The mild steel tubular frame incorporates cast and forged junctions, while the two-piece swingarm links the rear wheel solidly to the body. Cornering still requires forethought and won’t confuse this Harley with a sportbike, let alone siblings like the Road Glide which detach the fairing from the fork for lighter, more accurate steering. However, the most egregious aspects of the Street Glide chassis are now limited to a bit of light steering under hard acceleration at higher speeds.

Speaking of speed, Harley’s Milwaukee-Eight 114 powerplant operates under the age-old (slightly) modernized formula, incorporating pushrods, four valves per cylinder, and hydraulic self-adjusting lifters along with electronic sequential port injection. Goose the throttle, and the 1,868cc V-twin lurches ahead with honeyed ease. Most of the grunt resides down low, below the 4,000 rpm range. Although there’s still some momentum in the revs as the needle approaches redline, the official peak power of 95 hp occurs at a claimed 5,020 rpm, with 122 lb.-ft. of torque maxing out at an even lower 2,750 rpm. Never mind rev-happier models like the liquid-cooled Indian Challenger; you’re on Harley time with the Street Glide Special.

Unlike some of its antecedents, however, the Anniversary’s brakes are strong. A press of the automotive-style foot pedal can be enough to bring the cruiser to an easy halt at lower speeds via the rear brake, and the hand lever effectively scrubs speed off at highway velocities via the four-piston fronts.

Although this image dates back to the 2020 model year FLHXS, the 5.25-inch touchscreen and analog gauges remain the same for 2023.

Although this image dates back to the 2020 model year FLHXS, the 5.25-inch touchscreen and analog gauges remain the same for 2023. (Harley-Davidson/)

Long-distance rides reveal a surprising amount of protection from the shorty windscreen, making it easy to cruise at highway speeds for many miles. While my riding was a bit heavy-handed, Harley’s EPA estimate of 43 mpg from the 6-gallon plus 1-gallon reserve fuel tank would equate to a theoretical range of 301 miles. The 25 watt-per-channel, two-speaker stereo is loud enough to overcome the inevitable blast of road noise with decent sound quality, though the multimedia interface through the touchscreen feels like a bit of time travel…not in a good way.

Whereas the screen would have been a prime opportunity for streamlined GPS and audio options, the system instead feels dated and clunky to use. A small grip-mounted joystick can be used to navigate the system, but it’s easier to reach out with your left hand and negotiate the menus while riding. The small cubby to the right of the screen can stow and charge a cellphone, and a port in the fairing enables charging of accessories; at least Apple CarPlay and Android auto are available, though they do require three things: a WHIM (Wireless Headset Interface Module), an H-D wireless or wired headset paired, and the phone to be connected via the bike’s USB port.

Two saddlebags shut with a satisfying chrome latch, offering a modest but better-than-nothing 2.5 cubic feet of storage volume. In typical Harley style, the bags are styled consistently with the rest of the motorcycle, becoming an unmistakable part of the bike’s overall aesthetic experience.

The 2023 Harley-Davidson 120th Anniversary lineup, from left to right: Street Glide Special, Fat Boy, Road Glide Special, Heritage Classic, Ultra Limited. Not pictured is the Tri Glide Ultra.

The 2023 Harley-Davidson 120th Anniversary lineup, from left to right: Street Glide Special, Fat Boy, Road Glide Special, Heritage Classic, Ultra Limited. Not pictured is the Tri Glide Ultra. (Harley-Davidson/)

The Harley Street Glide Special Anniversary delivers The Motor Company’s familiar touch points in a classic, premium finished package that doesn’t stray very far from its OG origins. While it’s easy to criticize the weak spots—the not-quite-there infotainment system, the cumbersome weight, the legacy bits and bobbles that feel anachronistic in 2023—this is nonetheless a potent expression of Harley DNA, lending this retro bagger unmistakable charisma. Sure, it’s easy to call out a $2,900 paint scheme as a shallow money grab for an anniversary callout. But considering it took 120 years for Harley-Davidson to get here, let’s cut The Motor Company some slack for a legacy and sense of identity most other brands aspire to.

2023 Harley-Davidson Street Glide Special Anniversary Technical Specifications and Price

PRICE $30,899
MOTOR 114ci (1,868cc), OHV, air-cooled, 4-stroke V-twin
BORE x STROKE 102.0 x 114.3mm
COMPRESSION RATIO 10.5:1
FUEL DELIVERY Electronic Sequential Port Fuel Injection
CLUTCH Wet, 10-plate assist and slip; mechanically actuated
TRANSMISSION/FINAL DRIVE 6-speed/belt
FRAME Mild steel tubular
FRONT SUSPENSION 49mm dual bending valve fork; 4.6 in. travel
REAR SUSPENSION Hydraulic shock w/ hand adjustable damping; 2.15 in. travel
FRONT BRAKE Dual 4-piston calipers, 300mm discs w/ ABS
REAR BRAKE 4-piston, 300mm disc w/ ABS
WHEELS, FRONT/REAR 19 in./18 in.
TIRES, FRONT/REAR 130/60-19 / 180/55-18
RAKE/TRAIL 26.0°/6.8 in.
WHEELBASE 64.0 in.
SEAT HEIGHT 26.1 in. (laden), 27.2 in. (unladen)
FUEL CAPACITY 6.0 gal. + 1.0 gal. reserve
CLAIMED CURB WEIGHT 827 lb.

The FLHTKANV’s 114ci V-twin routes the 2-1-2 exhaust through tapered mufflers for Harley’s signature sound. Blackout trim and selective chroming round out the visuals.

The FLHTKANV’s 114ci V-twin routes the 2-1-2 exhaust through tapered mufflers for Harley’s signature sound. Blackout trim and selective chroming round out the visuals. (Harley-Davidson/)

Harley’s 2023 Anniversary lineup on the road; look close, and you'll spot the Street Glide Special’s batwing fairing and LED headlamp to the immediate right of the Anniversary edition Fat Boy in the lead.

Harley’s 2023 Anniversary lineup on the road; look close, and you’ll spot the Street Glide Special’s batwing fairing and LED headlamp to the immediate right of the Anniversary edition Fat Boy in the lead. (Harley-Davidson/)

The batwing fairing is a key part of the Street Glide Special’s visual signature, and delivers more wind protection than you might expect.

The batwing fairing is a key part of the Street Glide Special’s visual signature, and delivers more wind protection than you might expect. (Harley-Davidson/)

An unladen seat height of 27.2 inches—which shows in this profile shot—makes the Street Glide Special Anniversary easier to manage at low speeds despite its considerable 827-pound curb weight.

An unladen seat height of 27.2 inches—which shows in this profile shot—makes the Street Glide Special Anniversary easier to manage at low speeds despite its considerable 827-pound curb weight. (Harley-Davidson/)

Source: MotorCyclistOnline.com

Futuristic Suzuki Hayabusa Dominates Pro Stock Drag Racing

Gaige Herrera got his 2023 Pro Stock season off to a killer start with a win in the class at Gainesville on his new Gen III Suzuki Hayabusa. The Vance & Hines/Mission Suzuki rider first joined the team back in November and only got his first passes on the new bike a couple of weeks back.

Editor’s note: Read and watch the 2022 Suzuki Hayabusa GSX1300R MC Commute Review for insight on this model. Also peruse the 2022 Suzuki Hayabusa GSX1300R Track MC Commute Review.

Gaige Herrera made it a perfect weekend in Gainesville on his Gen III Hayabusa.

Gaige Herrera made it a perfect weekend in Gainesville on his Gen III Hayabusa. (Suzuki/)

At Gainesville, he grabbed attention early with a 6.685-second/203.49 mph run that set the track’s top-speed record in the class and marked the sixth-fastest top speed in Pro Stock history. Herrera kept the momentum up through the weekend, taking wins in every round until grabbing his first Pro Stock win with an easy victory over Angie Smith.

“It was a surreal weekend. The new Gen III Suzuki Hayabusa is a dream to ride. There were a lot of firsts for me. My first number one qualifier, a personal best 6.68-second elapsed time, and my first win,” Herrera said in a team press release. “I never thought this would be possible. I’ve got to thank the whole Vance & Hines/Mission Suzuki team and Andrew Hines for seeing the potential in me. It’s amazing being on a team of this level that loves to drag race as much as I do and wants to win as badly as I do. This is a special weekend and I hope there’s more to come.”

Team crew chief Andrew Hines added, “I saw something in Gaige last year during the US Nationals. I was sitting at home with COVID watching the race on my couch for the first time in 30 years. His was the first bike I saw go down the track that weekend. I saw something special in him and he proved it today. With all the work our shop put in over the winter to develop the new Gen III Hayabusa bodywork and new Vance & Hines billet four-cylinder engine cases, plus to debut a new rider, I feel like we earned this one through preparation.”

Herrera’s teammate, the legendary Eddie Krawiec, was one of the riders taken down during the rookie’s impressive weekend, losing to the young rider during the second round on Sunday.

Follow along as Herrera and the Vance & Hines/Mission Suzuki team head to the Circle K NHRA Four-Wide Nationals at zMax Dragway in Concord, North Carolina, April 28–30.

Source: MotorCyclistOnline.com

Jay Leno Motorcycle Accident Update 2023

Jay Leno is back at it again after the accident. In a video on Jay Leno’s Garage the comedian is seen walking around his shop showing his upcoming restoration projects, including the 1940 Indian that he crashed.

Jay Leno is back at it again after the accident. In a video on Jay Leno’s Garage the comedian is seen walking around his shop showing his upcoming restoration projects, including the 1940 Indian that he crashed. (Jay Leno’s Garage/)

Mid-January Jay Leno was injured in a motorcycle crash. He was riding a 1940 Indian motorcycle through a parking lot and was clotheslined and knocked off his bike. This resulted in a series of broken bones. But this injury didn’t keep Leno down for long. He is back making videos on his YouTube channel, Jay Leno’s Garage.

Related: Jay Leno Injured In Motorcycle Crash

“I still got a broken collarbone, two broken ribs, and a couple of cracked knee caps, so if you see me limping around here, well, you probably will for the next couple of videos,” Leno said in his recent video. “But like an idiot I am going to fix [the Indian motorcycle] and get back on it again, because as you know, once a man hits 40 you can’t really teach them anything. They just keep doing the same stuff over, and over, and over again. Luckily, I’m only 72, had I been an older man this could have been a serious accident.

“You can still see a little bit of a scar here [on my chin] and a scar on my neck [where the wire caught]; if I had been going like 50 or something, I probably would have been decapitated, so I was pretty lucky. And anytime you don’t get decapitated, well, that’s good luck,” Leno joked.

Watch the video and you will see that the comedian is walking around his shop and active regardless of the injury, and even cracking jokes about the incident.

The 1940 Indian that he was riding sustained damage on the front of the sidecar, damage on the front fender, and Leno thinks his front fork was tweaked a little bit as well. He plans on replacing the damaged fork and continuing with the restoration.

Source: MotorCyclistOnline.com

2023 Ducati Monster SP First Ride Review

The reduction in overall weight is a claimed 4.4 pounds running order.

The reduction in overall weight is a claimed 4.4 pounds running order. (Jamie Morris/)

A lot has happened in the 30 years since Ducati launched its iconic Monster naked bike. In a time when we weren’t super-glued to our cellphones, struggling Italian manufacturer Ducati came up with the idea of producing a simple air-cooled L-twin featuring a trellis frame and beautifully designed fuel tank—and not much else.

Now just 366 pounds dry, means the SP feels a little livelier than the standard Monster.

Now just 366 pounds dry, means the SP feels a little livelier than the standard Monster. (Jamie Morris/)

Editor’s note: Get up to speed on the major technical improvements of the Monster in the 2021 Ducati Monster First Look Preview article. Also read and watch the 2021 Ducati Monster MC Commute Review and 2021 Ducati Monster Review for in-depth reviews of this streetbike.

Despite the addition of the Termignoni silencer, power and torque remain the same as the standard Monster.

Despite the addition of the Termignoni silencer, power and torque remain the same as the standard Monster. (Jamie Morris/)

This agile and minimalist Ducati was in many ways a parts-bin special, produced from Ducati stock cluttering up the storeroom shelves—but it worked. Thankfully for Ducati its sales success helped sustain the company through some difficult financial times. When Carl Fogarty won the World Superbike Championship on the exciting new 916, it was Monster sales that funded his campaign. And the rest, as they say, is history.

Quoted power is 111 hp at 9,250 rpm, 69 lb.-ft. of torque at 6,500 rpm from the 937cc Testastretta liquid-cooled V-twin.

Quoted power is 111 hp at 9,250 rpm, 69 lb.-ft. of torque at 6,500 rpm from the 937cc Testastretta liquid-cooled V-twin. (Jamie Morris/)

Over the decades, Monsters were churned out in many shapes and sizes, packing out the Ducati range and gaining a global following. Currently, though, the Bologna factory produces just one Monster, an entry-level naked that was launched in 2021 and uses the 111 hp, 937cc Testastretta L-twin. Correction: Make that two Monsters now, because Ducati has just released the much-anticipated Monster SP.

Öhlins fork, which is 1.3 pounds lighter, and new aluminum flanges for the 320mm brake discs (1.1 pounds lighter) as well as the lighter lithium-ion battery all help reduce weight.

Öhlins fork, which is 1.3 pounds lighter, and new aluminum flanges for the 320mm brake discs (1.1 pounds lighter) as well as the lighter lithium-ion battery all help reduce weight. (Jamie Morris/)

The base-model Monster seems made for the SP treatment, and you won’t be surprised to learn that that comprises of Öhlins suspension at both ends, higher-spec Brembo Stylema brakes, a weight reduction (due mainly to a lighter lithium-ion battery and road-legal Termignoni silencer), plus a few sporty tweaks such as new steering damper and a move from Pirelli Diablo Rosso III rubber to Rosso IV. There’s also exclusive styling, including a small fly screen and an attractive SP-only livery. Unlike many Ducati SPs, the Monster doesn’t get lighter wheels.

New nonadjustable steering damper, which doesn’t feature on the standard Monster.

New nonadjustable steering damper, which doesn’t feature on the standard Monster. (Jamie Morris/)

Power and torque figures are unchanged from the standard Monster, meaning the SP’s 111 hp peak is nearly 20 hp down on its Triumph Street Triple RS rival and unlikely to overly impress any friends who ride 200 hp superbikes. But they would be wrong to dismiss this punchy middleweight because it’s an absolute ball to ride in the twisties. There’s usable drive from low in the rev range that builds into a rich stream of V-twin torque through the midrange. You don’t have to chase the revs or dance on the shifter; neither do you have to worry quite so much about the consequences of opening the throttle too much too soon because the delivery is sharp but easy; keen but never intimidating—and seems to encourage a smooth, flowing style of riding.

The 4.3-inch TFT dash is the same as found on the standard and SP Monster and is clear and easy to navigate.

The 4.3-inch TFT dash is the same as found on the standard and SP Monster and is clear and easy to navigate. (Jamie Morris/)

The Euro 5–approved Termignoni silencer may not add any numbers on the dyno readout but looks sensational and adds a welcome bark too, which amplifies the feeling of piloting a sportier and faster bike.

A 4.4-pound weight loss isn’t a particularly substantial change, but on the road it feels like one. Turn off the wheelie control and the chassis comes alive in the way only a middleweight can. The SP is so flickable and effortless to throw around that it feels smaller and lighter than it is, turning noticeably quicker than the notably quick-steering standard bike. The SP sits a little higher too, with the seat height upped by 0.8 inch to 33.1 inches, and gives the Monster a sportier edge while also increasing ground clearance.

The SP features an Öhlins 43mm NIX 30 fork instead of a KYB unit up front and a fully adjustable Öhlins shock instead of a Sachs unit at the rear.

The SP features an Öhlins 43mm NIX 30 fork instead of a KYB unit up front and a fully adjustable Öhlins shock instead of a Sachs unit at the rear. (Jamie Morris/)

The ride from the Öhlins is exceptional: plush and comfortable but always controlled. Light, quick-steering bikes can often feel a little nervous at speed and on dodgy surfaces, but the SP, complete with a new steering damper and Rosso IV rubber, feels reassuringly planted at all times. Fueling is sweetly soft and the carefully packaged riding modes—Sport, Touring, and Rain—plus a plethora of Ducati rider aids help keep you safe. With the SP’s mechanical grip and feedback to the rider so good, however, you could argue that, silky smooth quickshifter aside, they are not needed.

Brembo Stylema stoppers replace the M4.32 calipers of the standard bike.

Brembo Stylema stoppers replace the M4.32 calipers of the standard bike. (Jamie Morris/)

The standard Brembo M4.32 Monster stoppers are quality items, but Ducati has gone one step further with the SP adding Stylema calipers. Race spec brakes on a lightweight naked bike results in immensely potent stopping power—supported by Ducati’s excellent cornering ABS. It’s one-finger braking on the SP, even hauling down from three-figure speeds, and at slow speeds they are not too aggressive either.

SP livery, single seat, and small fly screen all distinguish the SP as a special bike.

SP livery, single seat, and small fly screen all distinguish the SP as a special bike. (Jamie Morris/)

The Monster isn’t the first bike you might choose for a week of touring but the SP’s sportier stance is still relaxed, especially compared to some of its forefathers, though taller riders might want to opt for the higher seat option. The new Öhlins suspension offers more refinement and a non-fatiguing ride, and is easy to adjust should you add a pillion or encounter especially rough terrain. Wind protection is virtually zero, even with the SP’s fly screen, so there are limits, while the 3.7-gallon fuel tank and fuel consumption of around 41 mpg will empty that tank in around 150 miles, and you’ll be looking for fuel every 110 to 120 miles.

The Monster SP doesn’t get lighter wheels like other SP models in Ducati’s range; these are the same as the standard bike.

The Monster SP doesn’t get lighter wheels like other SP models in Ducati’s range; these are the same as the standard bike. (Jamie Morris/)

Make no mistake this neatly blinged-up Monster is a worthy addition to Ducati’s range of SPs. On the road it’s uncut fun and comes without a trace of ego or intimidation. It’s not overcomplicated and delivers meaty V-twin power as well as a little more bark from its Termignoni pipe. As ever with such desirable Italian machinery the downside is price. At $15,595, the “entry-level” Monster is more expensive than the competition, with similar specification and greater power. Ultimately, though, whether that’s too much or not will probably come down to how much you want to own a Ducati SP.

Pirelli Diablo Rosso IV rubber for the SP, instead of Rosso III.

Pirelli Diablo Rosso IV rubber for the SP, instead of Rosso III. (Jamie Morris/)

Ground clearance has increased, but due to poor test conditions, we will have to wait for a track test for a categorical evaluation.

Ground clearance has increased, but due to poor test conditions, we will have to wait for a track test for a categorical evaluation. (Jamie Morris/)

2023 Ducati Monster SP Technical Specifications and Price

PRICE $15,595
ENGINE 937cc, liquid-cooled, 90-degree V-twin; 4 valves/cyl.
BORE x STROKE 94.0 x 67.5mm
COMPRESSION RATIO 13.3:1
FUEL DELIVERY Fuel injection w/ 53mm throttle bodies; ride-by-wire
CLUTCH Wet, multiplate slipper and self-servo; hydraulic actuation
TRANSMISSION/FINAL DRIVE 6-speed/chain
FRAME Aluminum alloy front frame
FRONT SUSPENSION 43mm Öhlins NIX 30 inverted, fully adjustable; 5.5 in. travel
REAR SUSPENSION Single Öhlins shock, fully adjustable; 5.9 in. travel
FRONT BRAKES Radially mounted Brembo Stylema 4-piston calipers, twin 320mm discs w/ Cornering ABS
REAR BRAKE Brembo 2-piston floating caliper, 245mm disc w/ Cornering ABS
WHEELS, FRONT/REAR Light cast alloy; 17 x 3.5 in./17 x 5.5 in.
TIRES, FRONT/REAR Pirelli Diablo Rosso IV; 120/70-17 / 180/55-17
RAKE/TRAIL 23.0°/3.4 in.
WHEELBASE 57.9 in.
SEAT HEIGHT 33.1 in.
FUEL CAPACITY 3.7 gal.
CLAIMED CURB WEIGHT 410 lb. (366 lb. dry)
WARRANTY 24 months, unlimited mileage
CONTACT ducati.com

Source: MotorCyclistOnline.com

Harley-Davidson Screamin’ Eagle 135 Crate Engine Preview

Harley-Davidson has announced a new Screamin’ Eagle 135ci (2,122cc) Stage IV Performance Crate Engine option for 2021 and later touring models. This engine upgrade will be the biggest and most powerful street-legal crate engine H-D has ever offered. It will carry a price tag of $7,999.95 in either black or chrome finish and be available in two versions: one designed to work with models equipped with an air/oil-cooled Milwaukee-Eight engine and another designed for models equipped with a twin-cooled Milwaukee-Eight cruiser engine.

The new 2,122cc V-twin crate engine is packed with Screamin’ Eagle upgrades.

The new 2,122cc V-twin crate engine is packed with Screamin’ Eagle upgrades. (Harley-Davidson/)

The new mill bolts on to the original Touring chassis, so installation will be straightforward. It will feature a bevy of premium Screamin’ Eagle components as well. These include new 10.7:1, high-compression forged pistons, CNC-ported cylinder heads that are designed to maximize efficiency and performance. There will also be a new 68mm throttle body, CNC-machined intake manifold, a Pro Billet cam plate and oil pump, a high-performance cam bearing and high-lift camshaft, and high-capacity injectors.

All together, the new mill puts out 143 lb.-ft. of torque and 130 hp.

All together, the new mill puts out 143 lb.-ft. of torque and 130 hp. (Harley-Davidson/)

All together the package puts out up to 143 lb.-ft. of torque at 3,500 rpm. It also offers 130 hp at 5,500 rpm. These figures are 28 percent and 41 percent more, respectively, than those offered by the production Milwaukee-Eight 117 engine.

The new crate engine will cost $7,999.95.

The new crate engine will cost $7,999.95. (Harley-Davidson/)

Riders will want to utilize the wireless Screamin’ Eagle Pro Street Performance Tuner to recalibrate the ECM and optimize engine output, and will no doubt consider adding the Screamin’ Eagle Ventilator Extreme Air Cleaner and Street Cannon mufflers, both of which are sold separately.

A comparison of torque and hp figures from the Milwaukee-Eight 117 and the new Screamin’ Eagle crate engine.

A comparison of torque and hp figures from the Milwaukee-Eight 117 and the new Screamin’ Eagle crate engine. (Harley-Davidson/)

Source: MotorCyclistOnline.com

2023 Honda CRF300L Rally First Look Preview

Here comes the 2023 Honda CRF300L Rally. The small-displacement Dakar-inspired ADV can be expected on showroom floors in April.

Here comes the 2023 Honda CRF300L Rally. The small-displacement Dakar-inspired ADV can be expected on showroom floors in April. (Honda/)

Honda’s CRF300L Rally hitched a ride on the same official new motorcycle announcement that included new offerings like the 2023 Honda XR150L and CRF300LS. We’ve already covered both these entry-level dual sports as well as the CRF300L/ABS within the LS coverage, so we’re going to focus on the 2023 Rally version here.

Most of the CRF300L Rally’s 330-ish pounds is focused on the front end of the bike while the rear end is kept slim.

Most of the CRF300L Rally’s 330-ish pounds is focused on the front end of the bike while the rear end is kept slim. (Honda/)

The Dakar-inspired CRF300L Rally differs from the CRF300L with its comfort-focused upgrades like hand guards and a frame-mounted windscreen. It also features a fuel tank capacity that’s over a gallon larger and front brake disc that is 40mm wider in diameter.

A 21-inch front wheel helps the CRF300L Rally roll over obstacles on tricky terrain.

A 21-inch front wheel helps the CRF300L Rally roll over obstacles on tricky terrain. (Honda/)

Engine specs are identical to the CRF300L. So from the 286cc engine with liquid-cooling and fuel injection, 76mm by 63mm bore and stroke, and 10.7:1 compression ratio, all the way down to the 14-tooth/40-tooth sprocket combo and O-ring chain final drive, the powerplant is the same. These give the Rally similarly strong low- to midrange engine character that’s seen on the base model.

The 43mm telescopic fork, Pro-Link shock, and 21/18-inch wheelsets do not stray away from the standard either, giving the Rally the same means to smoothly roll over jagged rocks and rutted trails.

Related: Honda CRF250L Rally vs. Kawasaki Versys-X 300

The rear end squats on a single shock that offers 10.2 inches of travel. The front end’s 43mm telescopic fork has the same stroke.

The rear end squats on a single shock that offers 10.2 inches of travel. The front end’s 43mm telescopic fork has the same stroke. (Honda/)

Honda did not highlight any updates in its announcement of the 2023 CRF300L Rally, even graphics are the same as it has been since 2021. MSRP has only increased by $50 compared to 2022′s pricing.

2023 Honda CRF300L Rally/ABS Technical Specifications and Price

PRICE: $6,149 (base)/$6,449 (ABS)
ENGINE: 286cc, DOHC, liquid-cooled single-cylinder; 4 valves/cyl.
BORE x STROKE: 76.0 x 63.0mm
COMPRESSION RATIO: 10.7:1
FUEL DELIVERY: Fuel injection w/ 38mm throttle body
CLUTCH: Wet, multiplate
TRANSMISSION/FINAL DRIVE: 6-speed/chain
FRAME: Double cradle
FRONT SUSPENSION: 43mm inverted telescopic fork; 10.2 in. travel
REAR SUSPENSION: Single shock; 10.2 in. travel
FRONT BRAKE: 2-piston caliper, 296mm disc w/ optional ABS
REAR BRAKE: 1-piston caliper, 220mm disc w/ optional ABS
WHEELS, FRONT/REAR: Spoked aluminum; 21 in./18 in.
TIRES, FRONT/REAR: 80/100-21 / 120/80-18
RAKE/TRAIL: 27.5°/4.3 in.
WHEELBASE: 57.2 in.
SEAT HEIGHT: 35.2 in.
FUEL CAPACITY: 3.4 gal.
CLAIMED WET WEIGHT: 331 lb. (base)/335 lb. (ABS)
WARRANTY: 1 year
AVAILABLE: April
CONTACT: powersports.honda.com

With a skid plate, hand guards, and frame-mounted windscreen, the CRF300L Rally is well-equipped to thwart off the elements.

With a skid plate, hand guards, and frame-mounted windscreen, the CRF300L Rally is well-equipped to thwart off the elements. (Honda/)

The base CRF300L Rally has an MSRP of $6,149. For ABS, add another $300.

The base CRF300L Rally has an MSRP of $6,149. For ABS, add another $300. (Honda/)

Source: MotorCyclistOnline.com