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2021 Motorcycle Buyers Guide: New Street Models

August 17, 2021 mcnews Leave a comment

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

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

2021 Aprilia RS 660

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

Read our 2021 Aprilia RS 660 First Ride Review

Watch our 2021 Aprilia RS 660 Video Review

2021 Aprilia RSV4 / RSV4 Factory

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

Read our 2021 Aprilia RSV4 Factory First Ride Review

2021 Aprilia Tuono 660

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

Read our 2021 Aprilia Tuono 660 First Ride Review

Watch our 2021 Aprilia Tuono 660 Video Review

2021 Aprilia Tuono V4 / Tuono V4 Factory

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

Read our 2021 Aprilia Tuono V4 / Factory First Ride Review

2021 Benelli Leoncino / Leoncino Trail

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

Read our 2021 Benelli Leoncino Road Test Review

Watch our 2021 Benelli Leoncino Video Review

2021 Benelli TRK502X

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

Read our 2021 Benelli TRK502X Road Test Review

2021 BMW R 18 / R 18 First Edition

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

Read our 2021 BMW R 18 First Edition Road Test Review

2021 Ducati Monster

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

Read our 2021 Ducati Monster First Ride Review

2021 Ducati Multistrada V4

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

Read our 2021 Ducati Multistrada V4 S First Ride Review

Watch our 2021 Ducati Multistrada V4 S Video Review

2021 Ducati SuperSport 950

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

2021 Harley-Davidson Electra Glide Revival

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

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

2021 Harley-Davidson Fat Boy 114

2021 Harley-Davidson Softail Fat Boy 114

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

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

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

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

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

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

2021 Harley-Davidson Road Glide Special

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

2021 Harley-Davidson Sportster S

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

Read our 2021 Harley-Davidson Sportster S First Look Review

2021 Harley-Davidson Street Bob 114

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

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

2021 Harley-Davidson Street Glide Special

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

Harley-Davidson Unveils Arctic Blast Limited Edition Street Glide Special

2021 Honda ADV150

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

Read our 2021 Honda ADV150 First Ride Review

2021 Honda CBR1000RR-R Fireblade SP

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

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

Watch our 2021 Honda CBR1000RR-R Fireblade SP Video Review

2021 Honda CRF300L

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

Read our 2021 Honda CRF300L and CRF300L Rally First Ride Review

2021 Honda CRF300L Rally

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

Read our 2021 Honda CRF300L and CRF300L Rally First Ride Review

2021 Honda CRF450RL

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

Read our 2021 Honda CRF450RL Review

2021 Honda Gold Wing / Gold Wing DCT

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

Read our 2021 Honda Gold Wing First Look Review

2021 Honda Gold Wing Tour / Gold Wing Tour DCT

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

Read our 2021 Honda Gold Wing Tour DCT First Ride Review

2021 Honda Rebel 1100 / Rebel 1100 DCT

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

Read our 2021 Honda Rebel 1100 DCT First Ride Review

2021 Honda Trail 125 ABS

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

Read our 2021 Honda Trail 125 ABS First Ride Review

2021 Indian Roadmaster Limited

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

Read our 2021 Indian Roadmaster Limited Tour Test Review

2021 Kawasaki KLX300

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

Read our 2021 Kawasaki KLX300 First Ride Review

Watch our 2021 Kawasaki KLX300 and KLX300SM Video Review

2021 Kawasaki KLX300SM

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

Read our 2021 Kawasaki KLX300SM First Ride Review

Watch our 2021 Kawasaki KLX300 and KLX300SM Video Review

2021 KTM 450 SMR

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

Read our 2021 KTM 450 SMR First Ride Review

2021 KTM 890 Adventure R

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

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

Watch our 2021 KTM 890 Adventure R Video Review

2021 KTM 890 Adventure R Rally

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

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

2021 KTM 890 Duke

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

Read our 2021 KTM 890 Duke First Look Review

2021 Moto Guzzi V7 Stone

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

Read our 2021 Moto Guzzi V7 Stone First Ride Review

Watch our 2021 Moto Guzzi V7 Stone Video Review

2021 Moto Guzzi V7 Special

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

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

2021 Moto Guzzi V85 TT

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

Read our 2021 Moto Guzzi V85 TT First Look Review

2021 Royal Enfield Himalayan

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

Read our 2021 Royal Enfield Himalayan First Look Review

2021 Royal Enfield Meteor 350

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

Read our 2021 Royal Enfield Meteor 350 Road Test Review

Watch our 2021 Royal Enfield Meteor 350 Video Review

2021 Triumph Speed Triple 1200 RS

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

Read our 2021 Triumph Speed Triple 1200 RS Road Test Review

2021 Triumph Tiger 850 Sport

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

Watch our 2021 Triumph Tiger 850 Sport Video Review

2021 Triumph Trident 660

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

Read our 2021 Triumph Trident 660 First Look Review

2021 Yamaha MT-07

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

Read our 2021 Yamaha MT-07 Road Test Review

2021 Yamaha MT-09

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

Read our 2021 Yamaha MT-09 First Ride Review

Watch our 2021 Yamaha MT-09 Video Review

2021 Yamaha Ténéré 700

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

Read our 2021 Yamaha Tenere 700 First Ride Review

Read our 2021 Yamaha Tenere 700 Tour Test Review

Watch our 2021 Yamaha Tenere 700 Video Review

2021 Yamaha Tracer 9 GT

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

Read our 2021 Yamaha Tracer 9 GT First Look Review

2021 Zero FXE

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

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

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

Motorcycle News, News

2022 Honda Monkey Gets 5 Speeds

August 10, 2021 mcnews Leave a comment

Like the updated 2022 Honda Grom, the retro-styled Honda Monkey will also get a 5-speed transmission for the new model year. Both are powered by a revised air-cooled 125cc Single, and two of the most popular model’s in Honda’s miniMOTO lineup, which also includes the Super Cub C125 and Trail 125.

Base price for the 2022 Honda Monkey is $4,199, and ABS is standard.

“While the Monkey has been a hit in the U.S. since we reintroduced it for the 2019 model year, customers have expressed a desire for more comfortable cruising and better acceleration,” said Brandon Wilson, Sports & Experiential Manager at American Honda. “Now we’re happy to offer that capability by equipping the Monkey with the same 5-speed engine that has earned rave reviews in the all-new 2022 Grom. It’s yet another example of Honda producing not only the most diverse lineup of miniMOTO models, but also the most capable.”

At the same time, Honda confirmed that the CB300R, Shadow Aero, and Shadow Phantom are returning for the 2022 model year.

2022 Honda Monkey ABS

A hit with both the new generation of enthusiasts and nostalgic riders seeking a trip down memory lane (its heritage extends back to 1961, when the original version was used in a Honda-owned Japanese amusement park called Tama Tech), the Monkey oozes fun and charm in a pint-sized package. Updates for 2022 include a 5-speed transmission (up from 4) , a wider spread of gear ratios, and a 37-tooth final-drive sprocket (previously 34). The changes provide peppy acceleration from low speeds as well as increased top speed. The air-cooled 125cc Single, which has 2 valves and an overhead cam, has a more undersquare design, with a narrower bore and longer stroke.

MSRP: $4,199
Colors: Pearl Black, Banana Yellow
Info: https://powersports.honda.com/street/minimoto/monkey

2022 Honda CB300R ABS

Boasting Honda’s signature Neo-Sports Café styling in its most lightweight representation, the CB300R ABS is the ultimate entry-level sport-naked machine. It delivers exemplary sporting performance – including responsive, precise handling and excellent braking – thanks to its good power, standard two-channel ABS (with IMU) and feathery, centralized unsprung weight. The optimum chassis feel and balance are complemented by premium features found on its larger-capacity siblings, but what really turns heads is the minimalist design, expressing attitude through exposed hardware and a dramatic cutaway tail.

MSRP: $4,949
Color: Matte Pearl Blue
Info: https://powersports.honda.com/street/neo-sports-cafe/cb300r

2022 Honda Shadow Aero

Even more timeless than a leather jacket, Honda’s retro Shadow Aero is highlighted by classic cruiser touchstones like a large front fender, chrome headlights, low-slung seat, spoke wheels and of course a V-Twin engine with swept-back twin exhausts. At the same time, it benefits from sensible elements including programmed fuel injection, available ABS, a shaft final drive, an affordable price and Honda’s legendary reliability. The combination honors tradition and style while still prioritizing performance and ease of ownership.

MSRP: $7,799 ($8,099 with ABS)
Color: Ultra Blue Metallic
Info: https://powersports.honda.com/street/cruiser/shadow-aero

2022 Honda Shadow Phantom

When it comes to cruisers, sometimes simpler is better – take Honda’s classic Shadow Phantom, a minimalist, bobber-inspired V-Twin whose uncluttered looks are highlighted by a blacked-out engine, short fenders, and black wheels with spokes. At the same time, practical considerations are always welcome, and the Shadow Phantom has them in spades, with programmed fuel injection, a comfortable seating position, low center of gravity and Honda reliability topping the list. No wonder it’s such a popular staple in Honda’s lineup.

MSRP: $7,899
Colors: Matte Black Metallic, Adventure Green
Info: https://powersports.honda.com/street/cruiser/shadow-phantom

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2021 Moto Guzzi V7 Stone | First Ride Review

June 22, 2021 mcnews Leave a comment

“I would know the sound of a big Guzzi in my sleep. It concentrates its aural energies in your upper chest, ringing through your bones. It is … the sound of joy.”
— Melissa Holbrook Pierson, The Perfect Vehicle: What It Is About Motorcycles

When we find joy, we hold it close and nurture it. Woven throughout Pierson’s book, arguably one of the best ever written about motorcycling, is a romance between the author and Moto Guzzi. When searching for her first motorcycle, it was love at first sight: “a 500cc V-twin Moto Guzzi, red-and-black, a workhorse, and I thought it was beautiful.”

Like any true love, Pierson’s passion for Moto Guzzi ran deep and transcended appearance. She fell under the spell of the Italian V-twin’s syncopated beat. She dedicated her mind, body, and spirit to learning to ride, doing her own maintenance, and enduring long hours in the saddle through stifling heat, bitter cold, and drenching rain.

Moto Guzzi is a storied marque that celebrates a century of continuous production this year. Every Moto Guzzi — from the 1921 Normale, a 498cc single, to the 1955 Otto cilindri, a liquid-cooled, DOHC 500cc V-8 GP racer that topped 170 mph, to present-day models — has been built in the factory in Mandello del Lario, Italy, on the shores of Lake Como.

Three models — V7 Stone, V9 Bobber, and V85 TT — are available with a special Centenario color scheme for 2021 that pays tribute to the Otto cilindri. Their silver fuel tanks are inspired by the racebike’s raw alloy tank, their green side panels and front fenders are a nod to its iconic dustbin fairing, and their brown seats and golden eagle tank emblems further set them apart, though all 2021 models/colors display 100th anniversary logos on their front fenders.

Greg’s Gear
Helmet: HJC RPHA 90
Jacket: Joe Rocket Classic ’92
Gloves: Joe Rocket Cafe Racer
Pants: Scorpion Covert Pro Jeans
Boots: Highway 21 Journeyman

Over its long history, Moto Guzzi has designed and built many notable models, but the V7 is a true living legend, the very soul of the brand. After two decades of building small, inexpensive motorcycles after World War II, Moto Guzzi became the first Italian manufacturer to offer a large-displacement model when, in 1967, it introduced the 700cc V7. It was the genesis of the engine configuration that came to define Moto Guzzi: the “flying” 90-degree V-twin, with its air-cooled cylinders jutting outward into the wind and its crankshaft running longitudinally. The V7 also had an automotive-style twin-plate dry clutch, a 4-speed constant mesh transmission, and shaft final drive.

Today’s V7 maintains a strong connection to the original, from its round headlight, sculpted tank, and upright seating position to its dry clutch, shaft drive, dual shocks, and dual exhaust. The V7 Special ($9,490) is classically styled, with spoked wheels, chrome finishes, dual analog gauges, and a traditional headlight. The more modern-looking V7 Stone ($8,990) has matte finishes, a single all-digital gauge, black exhausts, cast wheels, and an eagle-shaped LED set into the headlight.

I’ve ridden a variety of Moto Guzzis over the years — the Norge sport-tourer (named after the Norge GT 500, which Giuseppe Guzzi rode to the Arctic Circle in 1928), the carbon-fiber-clad MGX-21 Flying Fortress hard bagger, the classic California 1400 Touring, and the red-framed, chrome-tanked V7 Racer, among others. Each was unique, but all shared the distinctive cah-chugga-chugga sound when their V-twins fired up and the gentle rocking to the right side when their throttles were blipped at idle.

Riding a Moto Guzzi feels special. It’s a visceral, engaging, rhythmic experience. The V7 Stone brought me back to the simple pleasure of motorcycling — the feel of the wind against my body, the engine’s vibrations felt through various touch points, the exhilaration of thrust. Although the new V7 has a larger 853cc engine, variations of which are found in the V9 and V85 TT, output remains modest — 65 horsepower at 6,800 rpm and 54 lb-ft of torque at 5,000 rpm, measured at the crank. But that’s enough. The V7 is one of those motorcycles that gives you permission to relax, to take your time and really savor the moment. What’s the rush?

Moto Guzzi made many useful, subtle updates to the V7 platform. Reduced effort from the single-disc dry clutch. A stiffer frame and a bigger swingarm with a new bevel gear for the cardan shaft drive. Revised damping and a longer stroke for the preload-adjustable rear shocks. An updated ABS module. A wider rear tire (now 150/70-17). Vibration-damping footpegs. A thicker passenger seat.

All are appreciated, but if I’m honest, I thought about none of them as I rolled through curve after curve on California’s Palms to Pines Highway, climbing higher and higher into the rugged, snow-dusted San Jacinto Mountains. For the better part of a day, I just rode the V7. I didn’t try to figure out its riding modes (it doesn’t have any), nor did I connect my smartphone to Moto Guzzi’s multimedia app. I rolled on and off the throttle. I shifted through the gears. And I smiled. A lot.

The V7 Stone is solid, predictable, carefree. Its engine doles out torque nearly everywhere, but it feels happiest chugging along in the midrange. Throttle response is direct, the exhaust note is soothing. Thanks to its modest weight, low seat, and natural ergonomics, riding and handling are effortless. Braking, shifting, suspension — everything dutifully meets expectations. Like the Guzzi that stole Pierson’s heart, the V7 Stone is a workhorse, and it’s easy on the eyes. Well, except for its peculiar-looking taillight, which has a constellation of red LEDs that look too sci-fi for this style of bike.

The V7 Stone Centenario carries the weight of Moto Guzzi’s century of history with confidence. The brand is an acquired taste, favored by connoisseurs rather than the masses, and it inspires a cult-like following. When I interviewed Melissa Holbrook Pierson for the Rider Magazine Insider podcast, I asked about her first encounter with a Guzzi. “It was chance,” she said. “I just happened upon the bike that was literally perfect for me.”

2021 Moto Guzzi V7 Stone

Base Price: $8,990 
Price as Tested: $9,190 (Centenario edition) 
Website: motoguzzi.com 
Engine Type: Air-cooled, longitudinal 90-degree V-twin, OHV w/ 2 valves per cyl. 
Displacement: 853cc 
Bore x Stroke: 84.0 x 77.0mm 
Horsepower: 65 hp @ 6,800 rpm (claimed, at the crank) 
Torque: 54 lb-ft @ 5,000 rpm (claimed, at the crank) 
Transmission: 6-speed, cable-actuated dry clutch 
Final Drive: Shaft 
Wheelbase: 57.1 in. 
Rake/Trail: 28 degrees/4.1 in. 
Seat Height: 30.7 in. 
Wet Weight: 480 lbs. 
Fuel Capacity: 5.5 gals.

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2021 Moto Guzzi V7 Stone | Video Review

June 21, 2021 mcnews Leave a comment

2021 Moto Guzzi V7 Stone Centenario video review — Riding the 2021 Moto Guzzi V7 Stone Centenario (photo by Larry Chen Photo)

Moto Guzzi is celebrating 100 years of continuous production this year. Its updated V7 Stone is available in a special Centenario edition for 2021 that’s a tribute to Moto Guzzi’s Otto cilindri V-8 GP racer, which went over 170 mph in 1955. The Centenario livery, with a silver tank, green fenders and side panels, a brown seat, and special badging, is also available on 2021 Moto Guzzi V85 TT and V9 Bobber models for an extra $200.

For 2021, the V7 Stone ($8,990) and V7 Special ($9,490) have a larger 853cc V-twin that makes 65 horsepower at 6,800 rpm and 54 lb-ft of torque at 5,000 rpm, measured at the crank. Other updates include reduced effort from the single-disc dry clutch; a stiffer frame and a bigger swingarm with a new bevel gear for the cardan shaft drive; revised damping and a longer stroke for the preload-adjustable rear shocks; an updated ABS module; a wider rear tire (now 150/70-17); vibration-damping footpegs; a thicker passenger seat; an updated styling.

The 2021 Moto Guzzi V7 Stone is solid, predictable, carefree. Find out more by watching our video review:

To find a Moto Guzzi dealer near you, visit motoguzzi.com.

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Honda Monkey: Super-Spreader of Happiness

May 8, 2021 mcnews Leave a comment

Honda Monkey Review Pearl Glittering Blue — 2020 Honda Monkey in Pear Glittering Blue (Photos by Mark Tuttle)

Happy birthday, pandemic! It’s been a long, strange year since the COVID-19 pandemic started spreading like wildfire and the world went into lockdown. With vaccinations rolling out, there’s light at the end of the tunnel. But this time last year? Not so much.

Days before the initial lockdown in California, Honda had delivered a couple of new motorcycles to us. One was a Monkey in a new color, Pearl Glittering Blue. My original plans for it were nebulous at best. Honestly, I just loved the color, and I figured the story would come to me when it was ready. As it turned out, I was right, in an unexpected way.

The streets in my neighborhood were eerily empty. Shops and restaurants were closed, so there was nowhere to go even if you wanted to. Even the beach was off-limits. There wasn’t a lot of smiling going on, as we all tried to find our footing in this suddenly off-balance world. When I looked at the Monkey it brought back fond memories of the press launch event, held what felt like a millennium ago on Catalina Island. Wherever we rode, people mirrored our smiles. The cute little Monkey bike is impossible to frown at.

“That’s what we really need now,” I remember thinking one day last April. “A reason to smile.”

So I grabbed my open-face helmet and headed out for a ride. You’ll never ride far on a Monkey, but around town, topping out around 35 or 40, it’s the bees’ knees. I stuck to residential streets, many of them with people in the front yard, grilling or gardening. Mothers walked with kids in tow. No one was smiling. And there I was, putt-putting by on a miniature motorcycle with 12-inch balloon tires, ponytail giving a 25-mph wave, enjoying the rare sensation of the breeze on my face and grinning the grin that the little Honda Monkey provokes. And people smiled back.

COVID-19 might be contagious, but so is happiness.

Small businesses everywhere were struggling, including the karate dojo where I trained three times a week B.C. (Before COVID). Like many others, the Sensei (head instructor) was scrambling to adapt to the “new normal,” transitioning to online Zoom classes even as he lost students to their own economic struggles. We wanted to show our support for him and for the dojo, so we organized another new normal activity: the drive-by party. Minivans and pickups filled with kids in their white karate uniforms lined up for the parade, festooned with signs that read, “We love you Sensei Shawn.”

When I rode up to join the line, wearing my white karate gi and my blue belt matching the Monkey’s paint perfectly, it was decided that I’d lead the parade. It’s Monkey magic.

Honda Monkey Review Pearl Glittering Blue COVID drive-by parade party

We motorcyclists are often seen as part of some dangerous societal fringe, but I like to remind the Average Jane or Joe that we’re just like them. We ride because it brings joy to our hearts and cleanses the mind and soul. It’s exactly what we needed in those early days of the lockdown, and what we will continue to need in the days ahead. The little Honda Monkey, as it turns out, tells that story very well. In the face of despair and darkness, it induces smiles and connection. It’s a super-spreader of happiness.

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2022 Triumph Street Scrambler | First Look Review

April 26, 2021 mcnews Leave a comment

2022 Triumph Street Scrambler Sandstorm review — 2022 Triumph Street Scrambler Sandstorm Edition

From the 900cc Street Twin and Street Twin Gold Line to the 1,200cc T120, T120 Black, Streetmaster, Bobber and Scrambler 1200 (including the ultra-cool Steve McQueen Edition), Triumph has updated nearly every model in its Bonneville lineup for the 2022 model year.

Last but certainly not least is Triumph’s 900cc Street Scrambler (MSRP starts at $11,000; available in July) and new limited-edition Street Scrambler Sandstorm (MSRP $11,750; available in May).

2022 Triumph Street Scrambler review — 2022 Triumph Street Scrambler in Urban Grey

As with other Bonneville models, the Street Scrambler’s liquid-cooled parallel-twin has been updated to meet Euro 5 emissions yet it still delivers 64 horsepower at 7,250 rpm and 59 lb-ft of torque at 3,250 rpm (claimed). Three riding modes (Road, Rain, and Off-Road), a torque-assist clutch, switchable ABS and switchable traction control are standard equipment.

Styling updates include a new side panel with aluminum number board, a new heel guard, new brushed aluminum headlight brackets, new adventure-oriented seat material, new throttle body finishers and new paint schemes.

Street Scrambler models are equipped with a Brembo front brake, a cartridge fork, a 19-inch front wheel, Metzeler Tourance 90/10 adventure tires, an LED taillight and a USB charging port.

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

The 2022 Street Scrambler is available in three premium paint schemes: Jet Black, Urban Grey and two-tone Matte Khaki and Matte Ironstone with distinctive new tank graphics.

2022 Triumph Street Scrambler Specs

Base Price: $11,000 / $11,750 (Sandstorm Edition)
Website: triumphmotorcycles.com
Engine Type: Liquid-cooled, transverse parallel twin, SOHC w/ 4 valves per cyl.
Displacement: 900cc
Bore x Stroke: 84.6 x 80mm
Horsepower: 64 @ 7,250 rpm (claimed)
Torque: 59 lb-ft @ 3,250 rpm (claimed)
Fuel Delivery: Electronic fuel injection & throttle-by-wire
Transmission: 5-speed, cable-actuated assist-and-slipper wet clutch
Final Drive: O-ring chain
Frame: Tubular steel w/ twin cradles, steel swingarm
Wheelbase: 56.8 in.
Rake/Trail: 25.6 degrees/4.3 in.
Seat Height: 31.1 in.
Suspension, Front: 41mm fork, non-adj., 4.7 in. travel
Rear: Dual shocks, adj. preload, 4.7 in. travel
Brakes, Front: Single 310mm disc w/ opposed 4-piston axial fixed caliper & switchable ABS
Rear: Single 255mm disc w/ 2-piston floating caliper & switchable ABS
Wheels, Front: Spoked aluminum, 2.5 x 19 in.
Rear: Spoked aluminum, 4.25 x 17 in.
Tires, Front: 100/90-19 tube-type
Rear: 150/70-17 tube-type
Wet Weight: 492 lbs. (claimed)
Fuel Capacity: 3.2 gals.
Fuel Consumption: 54.7 mpg (claimed)

2022 Triumph Street Scrambler Photo Gallery:

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Retrospective: 1981-1983 Yamaha XJ550 Seca

December 30, 2020 mcnews Leave a comment

Retrospective: 1981-1983 Yamaha XJ550RH Seca — Photos by Terry South.

Two things a motorcycle manufacturer has to look out for when introducing a new model: the competition and the economy. Yamaha got the competition right when it introduced the XJ550 Seca in 1981, as mid-size bikes had not been very popular during the horsepower wars of the late 1970s. Honda had recently upsized its rather boring CB550 to the CB650, while Suzuki’s GS550E had been around for quite a while. Newish but not dazzling was Kawasaki’s KZ550, which was soon slightly hotted up, with problems, for the GPZ550 version.

While this new Yamaha was the cat’s pajamas…to use a 100-year-old phrase that means it is doing what it is supposed to do extremely well. The engine had been around a while, with all problems sorted out, an in-line four with two shim-adjusted valves per cylinder and two chain-driven overhead camshafts. One tricky bit was this new YCIS — or Yamaha Induction Control System — a rather complicated addition to the cylinder heads that was intended to improve combustion and also mileage. The main fuel intake would move along calmly and rapidly between carburetor and combustion chamber, until it met the YICS just above the valve. These sub-intake ports were all connected and would send fuel remaining in the other intakes into the carb’s cloud of fuel at a very fast rate, improving the firing chamber swirl. The better-burning also meant better mileage, and Yamaha was getting more than 50 mpg with the 550.

But we’re ahead of ourselves. Gas came down from the 4.2-gallon tank, mixed with air in the four 28mm Mikuni carbs, got sucked into the cylinders, compressed 9.5 times, with the magnetically triggered transistorized ignition, meaning no points, producing a spark at the appropriate micro-moment. Rapid burn! Exhaust gases pushed out to a header pipe, with the four headers running into two mufflers. Measuring the power we find this slightly oversquare 528cc engine created 50-plus ponies at 10,000 rpm, and a respectable 30 lb-ft of torque at a more modest 7,500 rpm. And if you had a really skillful rider at the bars, that bike could do the quarter-mile in just, very just, under 13 seconds and exceed 100 mph. Not quite what the average rider was capable of, but nice for boasting.

So how did the power get from the crankshaft to the rear wheel? A Hy-Vo chain from the middle of the crank ran to the jackshaft, with hydraulic tensioning keeping the chain in the best of condition. The clutch was wet, running to a conventional six-speed transmission, and on to a No. 530 chain going to the five-spoke (10 spoke if you’re fussy in your counting) cast wheel, protected by a 100/90 18-inch tire. Rear brake was a rod-operated seven-inch drum. A pair of preload-adjustable shocks offered a little bit less than four inches of travel, and were often changed for superior aftermarket units.

This was one narrow engine, with the alternator having been placed on top of the tranny rather than off to the side, as skinny is very useful for cornering. The engine was rubber mounted in order to keep the minimal vibes away. The steel tube frame was the full cradle variety, with a pair of downtubes coming from the steering head. Here, the non-adjustable front fork was also attached angling at 27 degrees, trailing 4.3 inches, and having 5.3 inches of travel. The 90/90 19-inch tire was well suited for handling just about any type of pavement. A single 11.7-inch disc with a single-piston caliper slowed things down, with a second disc being available and advised if the rider liked to go to a racetrack and do laps, which was becoming popular in the early 1980s.

Seat was long and flat, with the height at 31.5 inches, but was not praised by all. Bars were raised enough to be comfortable on an all-day ride, and the little headlight fairing and windshield kept the wind off. But not the rain. Sidestand and centerstand were both bolted on, making chain adjustment easy. Paper air filter was easily changed, and the battery quite accessible.

The dash was useful, with conventional speedo and tach, a couple of gauges to measure fuel and voltage, and standard idiot lights. The fuel gauge could be overly cautious in its indicating of how much fuel remained, but the bike was definitely good for 200 miles. Of note was the oil light indicating low level, rather than low pressure, which Yamaha felt was more important when preserving the engine was the concern. Light goes on, add oil.

The main complaint was the lack of adjustability in the suspension, both front and back. However, the bike was built down to a price, which was a little more than $2,500 in 1981. Plus, tax. Which brings us to what was mentioned in that first sentence, the economy. The Reagan-era recession resulted in a lot of unemployed, and citizens were focusing on essentials, like food and toilet paper, rather than expensive playthings. The recession caused the whole U.S. motorcycle business to take a hit, and companies contracted. In 1981 the Yamaha brochures showed 17 499cc and larger road bikes on the market; three years later, 1984, the number was down to seven.

Also, the other Japanese companies were improving their mid-range motorcycles, with a greatly improved 1983 Kawasaki GPZ550. And Honda’s new 550 Nighthawk looked good. Competition and recession? The last 550 Seca was the ’83 model, with a few unsold ones still on the market in 1984.

The 550 Seca was a very good motorcycle…in 1981. Two years later new bikes from the other OEMs made it look a bit on the old side. That’s the way a competitive economy works.

Retrospective: 1981-1983 Yamaha XJ550 Seca Photo Gallery:

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2021 Moto Guzzi V7 Special and Stone Announced

December 14, 2020 mcnews Leave a comment

Today, the 2021 Moto Guzzi V7 lineup has been announced by the Italian motorcycle manufacturer. Available in two variants, the V7 Stone and V7 Special, the revised lineup boasts an updated engine, chassis upgrades and subtle visual changes.

The V7 namesake is an essential piece of Guzzi history, dating back to 1967 when the first V7 motorcycles rolled out of its factory in Mandello del Lario, Italy. The V7 was revived in 2007, with subsequent models adding Roman numerals to their names. Moto Guzzi feels that the 2021 update is so significant that they’re simply calling the new line of bikes the V7 once more.

The 2021 Moto Guzzi V7 motorcycles will use an engine derived from the V 85 TT lineup, which features the brand’s most technologically advanced engine yet and is 25% more potent than the previous V7 powerplants. To that end, the air-cooled 853cc longitudinal 90-degree V-twin engine utilizes a tune unique to the V7 and produces a claimed 65 horsepower at 6,800 rpm and 53.8 lb-ft of torque at 5,000, with more than 80% of its peak torque available at just 3,000 rpm.

Other mechanical updates include a revised tubular steel frame, most likely to accommodate the new engine, and new dual shocks. Guzzi representatives stated that suspension travel has increased in the rear. Lastly, the V7 Stone will now use a wider 150/70-17 rear tire.

Tasteful styling changes are introduced to the 2021 V7s while maintaining a classic and authentic look. New side panels and a shorter rear mudguard has tightened up its visual profile. Comfort has been improved thanks to the revised two-tier saddle.

There are a few notable aesthetic differences between the Special and Stone models. The Special keeps things old-school with wire-spoke wheels, dual analog and LCD clocks, and a standard halogen headlight. The Stone uses an LED headlight with a DRL in the shape of the Moto Guzzi Eagle, a more modernized LCD instrument panel and cast-aluminum wheels.

The 2021 Moto Guzzi V7 Stone has an MSRP of $8,990 and is available in three colors: Nero Ruvido, Azzurro Ghiaccio and Arancione Rame. The classic feel of the 2021 Moto Guzzi V7 Special comes at a $500 premium, with an MSRP of $9,499 and features two colors: Blu Formale and Grigio Casual. Both models are expected to arrive in North American dealerships in March 2021.

2021 Moto Guzzi V7 Special and 2021 Moto Guzzi V7 Stone Photo Gallery:

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Retrospective: 1975-1976 Honda CB500T 500 Twin

December 2, 2020 mcnews Leave a comment

Every motorcycle company has made a couple of bikes it wishes it hadn’t, like the Wankel-engined Suzuki RE5, 1974-1976, or Ducati’s GTL 350, a SOHC parallel twin, 1975-1977. And close to the top of Honda’s list might be the CB500T. Curious that the three just mentioned all appeared in the mid-1970s. With any new model, aesthetics play a part, as do performance and price.

Lots of money goes into any development, whether it’s for a new bike or upgrading an old model, and sales have to compensate. Most times it is not the engineers who make these decisions, but the suits, the people who are supposedly experts on what people want to buy. The CB500T was definitely an upgrade, so here is a little background: The CB450 model, along with its fraternal CL and CM versions, had been around for a decade, 10 years, which is a long time in the mind of Japanese motorcycle designers who are competing with other Japanese motorcycle designers. When the 450 first appeared in 1965, it was applauded for its originality, the vertical twin having the first double overhead camshaft engine in a street bike. Plus, an electric starter. And 444cc! This meant Honda was going to do battle with the British motorcycles American dealers had in their shops.

The Europeans had their own thoughts on the subject, but essentially they thought the Japanese would never really be able to compete with BSAs and BMWs. While the sole American company had just gone public in an effort to turn red ink into black, and would soon be bought by an outfit best known for its golf carts.

The Black Bomber, as that first CB450 was known, had problems and did not sell well. In 1968 a much revamped version showed up, with more traditional styling, plus a fifth gear. And a disc brake in 1970. Sales improved somewhat, and Honda felt this mid-sized machine was good for the brand, and had a price point for the casual rider. The more motivated rider would buy the new four-cylinder CB750.

In the early 1970s Honda engineers were very busy working on its Gold Wing, and somebody pointed out the elderliness of the CB450. It probably was the newest guy in the shop who was told to do something about it. And do it without spending too much money. OK, we’ll keep the DOHC and two-valves per cylinder design, but stroke it an additional seven millimeters and bring the cubic capacity up to 498cc and call it a CB500, with big numbers on the side covers. We’ll put a T after it, so people will know it’s a Twin, and not a four like the CB400F and CB550F.

Engine mods? Those extra millimeters in the stroke might cause problems to the crankshaft, so we’ll swap the 450’s roller bearings for big ball bearings, which should extend the life of the engine. We can use the 450’s DOHC head, but better cut the compression a little, from 9:1 to 8.5:1, so the owner can run the cheapest gas — which is getting expensive right about 1975. No need to change the 32mm Keihin CV carburetors. Rear-wheel power will be the same as on the 450, some 34 horses, but there will be a few extra pounds, like 15, on the 500. Wet weight, with 4.2 gallons of gas, was 460 pounds.

Unfortunately, their cost-cutting ways caused them to miss out on what should have been their primary concern — vibration! The 450 was known as a shaker, and the 500 was even worse. Rubber-mounted seat, rubber-mounted handlebars, thick rubbers on the pegs — and it still shook. In a seven-bike middleweight shoot-out, all Japanese, one moto-mag rated the CB500T worst in a number of categories, including vibration and overall. How expensive would it have been to put in a counterbalancer?

The chassis had a standard cradle frame holding the engine, a new fork up front, standard shocks at the back, 19-inch wheel at the front, 18-inch rear. Brakes were adequate, a disc up front, drum at the back. However, anybody who liked a good bit of lean angle was in for unpleasant surprises. On the left side the sidestand would start to scrape, soon followed by the centerstand, while on the right side the rear brake lever, which looped under the exhaust pipe, could pick up the rear wheel. Not fun. To compensate, sportier riders would crank up the spring preload on the shocks to give a bit more altitude, but then the ride could be unpleasantly stiff.

A curious addition was a rather bulky resonator/connector running between the two header pipes, in a successful effort to keep exhaust noise down. The photo bike has rather attractive aftermarket mufflers, which probably would not pass a contemporary sound test. The U.S. was becoming concerned over air pollution, so Honda added a couple of gizmos. One was the blow-by gas circulator in the cylinder head, and the other the air-cut valves in the carburetors, both of which were designed to prevent unburned gas from getting to the atmosphere. There is not enough room here to get into the specifics, just a reminder that green-suited ecology cops have been around for a long time.

With all these complaints, one nice aspect was the long and comfy seat…except for the passenger grab-strap. Easily removed, and many riders preferred to have their passengers pressed up against them with arms around their waists.

The main thing the CB500T had going for it was the classic look, which meant British. If a rider was not interested in going fast or far, for $1,545 this could be his or her ride — that’s $7,400 in 2020 dollars. And a new 2021 twin-cylinder CB500F costs only $6,100.

Retrospective: 1975-1976 Honda CB500T 500 Twin:

The post Retrospective: 1975-1976 Honda CB500T 500 Twin first appeared on Rider Magazine.

Source: RiderMagazine.com

Motorcycle News, News

Retrospective: 1997-1999 Bimota SB6-R 1100cc

October 8, 2020 mcnews Leave a comment

Not many Americans have heard of Bimota motorcycles, and few were sold here, the price of this Italian exotica having something to do with it. The company would buy reputable engines and then build a new chassis around them. SB6-R means that this model was the 6th Bimota to be powered by a Suzuki engine, in this case the GSX-R1100. And the R apparently stood for Race, while in truth this model was only a minor upgrade on the previous SB6. What Bimota did was to make a much better handling machine, as well as diminish the weight. That stock GSX-R weighed in at 509 pounds dry, while the Bimota version weighed 418 pounds dry — quite a difference.

When and where did all this begin? In 1973 in the seaside town of Rimini. After a fellow named Massimo Tamburini crashed his Honda CB750 on the nearby Misano racetrack and broke a few bones. While he was recuperating he thought a lot about the crash and attributed it to a poorly designed chassis. This was the 1970s when the Japanese were building increasingly powerful bikes that went well in a straight line, but their handling was not terribly good when trying to get a knee down in a curve.

Tamburini and a couple of friends, Valerio Bianchi and Giuseppe Morri, had a shop that built commercial air-conditioning ducts, so they had good knowledge of how metal worked. As a sideline they decided to build better frames and suspension for existing motorcycle engines and in 1973 incorporated as Bimota, a mash-up of the first two letters of their three names. In 1975 the CB750-powered HB1 appeared, as well as the SB1, powered by the Suzuki TR500 racing-only two-stroke based on the Titan engine. The company soon realized that the money was in the street-legal bikes.

Tamburini, the son of a farmer, was both a self-taught engineer and an artist, and the designs of his machines quickly drew the attention of other manufacturers. In 1985 the company ran into financial trouble, and he took a job with Ducati. But Bimota continued on, hiring a designer by the name of Pierluigi Marconi, who was responsible for the 1994 SB6, called in later years “the ultimate café racer.”

So what does one do with a big 1,074cc engine with an oversquare 75.5mm bore and 60mm stroke? Initially it was to leave it alone! The 16-valve DOHC engine, with a compression ratio of 11.2:1, put out a decent 138 horses at the rear wheel. There would be a little fiddling with the jetting of the four 40mm Mikuni BST carburetors due to a new exhaust, but that would be about it.

In the road test of a 1996 model in an American magazine, the editors weren’t very happy with the bike, as it made only 128 horsepower on the dyno and the price was $23,000. As a slightly amusing coincidence, Tamburini was developing the famous Ducati 916 model as Marconi was putting together this SB6. While the ’96 Bimota was around $23 large, the Ducati was a more tolerable $16 grand, and the stock Suzuki an even more reasonable $10,000. If you wanted exotica, you paid a price.

The Suzuki’s Japanese frame was a double cradle, but Marconi designed a twin-spar version of aluminum alloy, the spars joining at the steering head. Bimota called this the Straight Line Connection. A pair of rectangular swingarms, made of stout alloy aluminum, pivoted off the back of the SLC frame.

Up front was a 46mm Paioli upside-down, fully adjustable telehydraulic fork, with a rake of 23.5 degrees, trail of 3.6 inches. Low and behold the wheelbase had been shortened; the axle to axle on the Suzuki GSX-R was 58.5 inches, while on the SB6 it was 53.2. Great for diving into those countryside corners, not so good for ambling with heavy traffic in town.

Rear suspension was done by a single Öhlins shock absorber, with a rising-rate rocker arm on the right side of the swingarm, not the center, because the shortened wheelbase did not allow it. The spring preload, rebound and compression damping could all be fiddled with, though the adjusters were a bit difficult to access.

The magnesium Marchesini wheels were both 17-inchers, with a 120/60 tire on the front, a 180/55 on the back. The front wheel had a pair of 320mm Brembo Gold Line discs, squeezed by four-piston calipers, the rear a single 230mm disc and a two-piston caliper.

After three years on the market, Marconi thought a small upgrade was in order, hence the R on the model seen in the photos. Little internal work was done, other than new camshafts. The steering damper had been in an awkward hard-to-adjust place, and now was on the outside of the left spar. Under the saddle two changes were made, one being the enlarging of the airbox for better breathing. The second was finding placement for one large battery, rather than the original’s two small batteries. And the front of the fairing and instrument panel were new. Both price and horsepower went up slightly.

The last year that Suzuki made the GSX-R1100 was 1999, and other Bimota models were not selling well, causing Bimota to go into tremulous economic viability at the turn of the century. However, it has been revived several times since then, the latest after Kawasaki bought 49.9% of the company in 2019 and Bimota showed off the new Tesi H2, with hub steering and powered by Kawasaki’s four-cylinder 998cc supercharged engine. With a price on the far side of $50,000. No word on how Bimota is dealing with the pandemic.

Retrospective: 1997-1999 Bimota SB6-R 1100cc Photo Gallery:

Source: RiderMagazine.com

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