The 2023 Kawasaki Ninja ZX-4RR KRT Edition is an all-new small-displacement sportbike said to offer track-ready performance.
In 2018, Kawasaki distinguished itself from Honda and Yamaha by bumping displacement of its entry-level sportbike up from 300cc to 400cc with the introduction of the Ninja 400. Team Green has thrown down the gauntlet again with the 2023 Kawasaki Ninja ZX-4RR KRT Edition, a new track-focused sportbike.
The 2023 Kawasaki Ninja ZX-4RR KRT Edition chassis was designed with input from the Kawasaki Racing Team (KRT) World Superbike program.
At its heart is a new liquid-cooled, DOHC 16-valve 399cc inline-Four, which adds two more cylinders than the Ninja 400’s 399cc parallel-Twin. Developed with input from Kawasaki’s Ninja ZX supersport machines, the engine has an oversquare bore and stroke of 57.0 x 39.2mm and is said to deliver impressive power and a claimed peak of 26.5 lb-ft of torque at 11,000 rpm.
The engine features fine-sand cast intake ports, large intake and exhaust valves, precision-machined combustion chambers, forged camshafts, cast-aluminum pistons, and a 12.3:1 compression ratio, yet it runs on regular unleaded fuel.
The 2023 Kawasaki Ninja ZX-4RR KRT Edition has ride modes, traction control, and adjustable suspension.
A lightweight flywheel contributes to the Four’s quick-revving nature, a large radiator contributes to efficient cooling, and a ram air duct brings cool, high-pressure air into the engine.
The TFT display has a Circuit Mode for track riding.
Equipped with throttle-by-wire, the Ninja ZX-4RR features four ride modes (Sport, Road, Rain, and Rider customizable) that adjust traction control (Modes 1-3 or Off) and power mode (Low or Full). It has a 6-speed transmission with a slip/assist clutch and an up/down quickshifter. Up front is a 4.3-inch color TFT display that includes a Circuit Mode for track riding and Bluetooth connectivity via Kawasaki’s Rideology The App.
The 2023 Kawasaki Ninja ZX-4RR KRT Edition’s frame and swingarm are made of high-tensile steel. Claimed wet weight is 414.5 lb.
Designed using input from Kawasaki Racing Team’s (KRT) efforts in the World Superbike Championship, the Ninja ZX-4RR’s chassis consists of a high-tensile steel trellis frame with various pipe diameter thicknesses, a swingarm pivot section, and a high-tensile steel swingarm. Up front is a 37mm inverted Showa SFF-BP (Separate Function Fork – Big Piston) fork with adjustable preload and 4.7 inches of travel, and out back is a fully adjustable horizontal back-link Showa BFRC (Balance Free Rear Cushion) Lite shock with 4.9 inches of travel.
Out back is a fully adjustable horizontal back-link Showa BFRC (Balance Free Rear Cushion) Lite shock.
The Ninja ZX-4RR rolls on five-spoke 17-inch cast-aluminum wheels shod with Dunlop Sportmax GPR-300 radial tires (120/70-ZR17 front, 160/60-ZR17 rear). Slowing it down are a pair of 4-piston radial-mount monoblock front calipers squeezing 290mm semi-floating discs and a 1-piston rear caliper squeezing a 220mm disc.
The 2023 Kawasaki Ninja ZX-4RR KRT Edition has aggressive styling with all-LED lighting and a Lime Green/Ebony color scheme. It has an MSRP of $9,699 and will be available this spring.
Pragmatic riders may scoff at a motorcycle like the new Arch Motorcycle 1s. After all, there are several sporty cruisers on the market that offer better value. A Ducati Diavel V4 is a worthy machine, as is Triumph’s massive Rocket 3 R. Harley-Davidson’s Sportster S is similarly enticing.
But none of these capable bikes holds a candle to the glowing 1s, an ultra-premium roadster from the company founded by superstar actor Keanu Reeves and longtime bike builder Gard Hollinger.
Arch Motorcycle handcrafts limited-production bikes featuring exquisite detail elements like CNC-machined aluminum chassis sections and lightweight carbon fiber components wrapped around gigantic air-cooled V-Twins from S&S Cycle.
Arch Motorcycle 1s
Arch’s first model, the KRGT-1, is a performance cruiser that debuted in 2015, and I was one of the lucky few who got to test ride it. More recently, I found myself in the hills of Malibu, California, aboard the “sport cruiser” 1s model.
“Going into a turn,” Reeves told me before our ride, “the input is the thought. Turn your head, look where you’re going, and you don’t push the bike but let it kind of respond and you feel it move. You’re super confident as you lean in, lean in, lean in.”
And Reeves wasn’t just blowing smoke. The new 1s handily exceeds performance expectations for a bike with a 2-liter V-Twin thumping away between your legs and a steamroller-sized back tire. The entire machine is magnificent, and the 1s delivers on the promise demanded of its lofty price tag.
If someone gave you the key to the spectacular new ARCH 1s, you’d have a big smile too.
The Arch Motorcycle 1s is how much?!
“If you have to ask,” the old saying goes, “you can’t afford it.”
Yep, you’re looking at a motorcycle with an eye-popping MSRP of $128,000 – that’s enough dough to buy a Diavel V4, a Rocket 3 R, and a Sportster S and still have nearly enough left over to buy one of each for a friend. A price tag that steep demands incredible attention to detail and premium components, and the 1s delivers. Giant blocks of aluminum have been whittled down with computer-controlled milling machines to create intricate frame elements, the single-sided swingarm, and the curvaceous tailsection.
A billet bullet. Note the graceful line from the headlight through the carbon tank that blends seamlessly into aluminum all the way to the tail.
Indeed, every component is spectacular – from the insanely light BST carbon-fiber wheels to the high-end Öhlins suspension to the intricate carbon-fiber airbox that allows downdraft induction and doubles as the fuel tank. Each part on the 1s is worthy of second and third looks, so it’s easy to see how its build cost quickly adds up.
I had previously ridden with Reeves during the KRGT-1 launch in 2015, and his personality is nearly the opposite of what one might expect from a big-time celebrity. He is humble and down-to-earth. Most importantly, he just loves to ride motorcycles. At a trackday a few years ago, I watched him participate in more sessions than any other rider at the event. His passion for motorcycles is undeniable.
“I think probably at the core of it is just loving to ride a motorcycle and loving the aesthetics of motorcycles,” Reeves told me. “I like how they look, how they feel, how they smell.”
Gearing up for our ride, the guy once known as Neo from TheMatrix films straddled a KRGT-1. Gard took a seat on a red and black 1s, while I saddled up on a black and gold one. Customers can order up whatever livery their hearts desire.
“I think it’s a really beautiful, unique-looking motorcycle,” Reeves stated.
A trio of 124ci S&S motors fire up and broadcast air-cooled V-Twin thunder through carbon-fiber mufflers. As burly as the motors are, they’re also remarkably refined. Throttle response is predictable, and the hydraulic clutch offers a reasonably light pull. The transmission shifts nicer than most big-inch V-Twin gearboxes.
As a sport cruiser, the rider is placed in a forward crouch with relatively high footpegs, but the position isn’t nearly as folded up as a proper sportbike. At 31.5 inches, the seat is 3.7 inches higher than the KRGT-1’s. The engine’s proprietary downdraft induction keeps the midsection narrow, unhindered by a sidedraft intake that eats up space for right legs.
“It’s still really comfortable,” Reeves related, “but you’re not sitting in the bike, you’re on top of it. I think of it like almost equestrian, like the way your feet are underneath you on a horse – that kind of hip-ankle-shoulder relationship, with the torso angled a little more forward. So you’re feeling really balanced on the motorcycle.”
Incredible attention to detail, one-of-a-kind design features, and high-end materials are the hallmarks of Arch’s exclusive motorcycles.
Impressive power is available at all times, with a torque curve so vast it feels like a mighty electric motor aside from the rumbling vibration emitted from a pair of giant 1,016cc cylinders. Ride quality from the fully adjustable Öhlins suspension is excellent, as is the response and power from the ISR brake system with Bosch ABS.
Instrumentation is delivered via an AiM Sports TFT gauge pack, and the bike features an adaptive LED headlamp, bar-end LED front turnsignals, and a cove-reflective LED taillight. The only element that doesn’t scream premium is the generic switchgear on the bars.
The 1s is surprisingly agile when carving corners for a 600-lb machine with a 65.4-inch wheelbase and a 9.4-inch-wide rear tire. The gold-accented 1s turned out to be considerably sharper in its responses than the red one due to customizable setups available with the platform. The red one also had a shorter seat with a bum stop perfectly placed for my small physique.
Reeves: “Going into a turn, the input is the thought.”
The stout chassis of the 1s invites extra-deep lean angles, but cornering clearance proves to be plentiful. I managed to touch down the sidestand foot when exploring the bike’s capabilities, but other journalists reported no clearance problems during their rides. Reeves noted the 1s prefers to be guided rather than manhandled.
“We’d been developing the KRGT-1,” he said, “taking this leap into the 1s and trying to maintain the ride – the feeling of confidence, the responsiveness, the planted-ness – mixed with extraordinary components and finishes. To me, these are the best motorcycles that have ever been ridden.”
Taking It Home
I can only show you the door. You’re the one that has to walk through it. – Morpheus, The Matrix
Incredible attention to detail, one-of-a-kind design features, and high-end materials are the hallmarks of Arch’s exclusive motorcycles.
Properly evaluating a six-figure motorcycle is vexing. The price automatically removes practicality from the purchase equation, as there are plenty of attractive and capable motorcycles available at a fraction of the cost. It’s well beyond the reach of mere mortals, so it’s human nature to want to criticize it.
But to see it through the eyes of a well-heeled moto enthusiast who already has a collection of motorized toys, the svelte and stylish 1s offers a unique riding experience that comes with a compelling backstory.
What do all men with power want? More power. – The Oracle, The Matrix Reloaded
Riders who appreciate thumping air-cooled V-Twins and are fully flush with cash won’t think it’s as impractical as most of us. There is truly nothing else like it in production. It would look marvelous parked next to your Harley CVO Road Glide, Corvette Z06, and P-51 Mustang.
“Sometimes I’ll close the garage door and I’ll just stand there after a ride and stare at the art,” Reeves rhapsodized. “It’s just like, ‘Oh god, that’s beautiful.’”
You take the blue pill, the story ends, you wake up in your bed and believe whatever you want to believe. You take the red pill, you stay in Wonderland, and I show you how deep the rabbit hole goes. – Morpheus, The Matrix
The Italian motorcycle brand Moto Morini recently announce the company’s entrance into the American market. The addition of the United States increases Moto Morini’s global presence, which already included operations in Italy, India, and Asia.
Founded in 1937 by motorcycle designer Alfonso Morini, Moto Morini has its European headquarters in Milan. Facing various struggles in the 1980s, the company was first sold in 1987 and changed hands numerous times in the subsequent years before most recently being purchased in 2018 by the Zhongneng Vehicle Group.
According to a press release from Moto Morini, the company “brings decades of master craftsmanship, exceptional Italian design, premium quality and unparalleled performance to the United States with a portfolio of motorcycles to meet and exceed the demands of today’s riders on and off the road.”
Although the press release didn’t specify which motorcycles would be introduced in the U.S. market, a search of the NHTSA manufacturer information database shows two model VINs that would indicate 650cc and 750cc engines. The former would match the current offerings from Moto Morini: the X-Cape adventure motorcycle and the naked Seiemmezzo STR and SCR, all of which have a liquid-cooled 649cc inline-Twin making a claimed 61 hp at 8,250 rpm and 40 lb-ft of torque at 7,000 rpm and which is said to be derived from an engine of the same configuration manufactured by CFMOTO.
The X-Cape has a 19-inch front wheel shod with Pirelli Scorpion Rally STR tires, 50mm adjustable Marzocci fork, Brembo brakes (dual discs in the front, single in the rear), and switchable ABS. Seat height is adjustable between 32.3 inches and 33 inches, and the bike has an windscreen that is adjustable with one hand. It has a 4.75-gal fuel tank and dry weight of 470 lb.
Moto Morini X-Cape in Red Passion
Moto Morini X-Cape in Smoky Anthracite
The Seiemmezzo has 18-inch and 17-inch front/rear wheels, also with Pirelli tires (MT60RS on the SCR and Angel GT on the STR), Brembo brakes with ABS, fully adjustable Kayaba suspension, a 31.9-inch seat height, 4.2-gal fuel tank, and dry weight of approximately 441 lb.
Moto Morini Seiemmezzo STR in Smoky Anthracite
Moto Morini Seiemmezzo SCR in Navy Green
The new Moto Morini American headquarters in Irvine, California, is in the heart of the U.S. motorcycle industry and will service dealers nationwide. Moto Morini is now accepting new dealer application and hiring sales management, dealer development, and product support personnel. Please email [email protected] for more information.
In addition to previous announcements from Honda about new and returning models for 2023, including the all-new 2023 Rebel 1100T DCT “bagger” model, the company recently confirmed the return of eight motorcycle models across the sport, standard, adventure, dual-sport, and cruiser categories.
The eight returning models include the CBR650R and CBR500R sportbikes; the CB1000R, CB650R, and CB500F naked bikes; the CB500X adventure bike; the XR650L dual-sport; and the Fury cruiser. Honda says that taken as a whole, the group highlights the diversity of the company’s motorcycle offerings.
2023 Honda CB1000R
2023 Honda CB1000R in Black (non-U.S. model)
Honda says the CB1000R “touts both flair and function.” The bike features a 998cc DOHC four-cylinder engine, throttle-by-wire, three-level adjustable quickshifter, four ride modes (Standard, Rain, Sport, and User), and three levels of Engine Power (P), Engine Brake (EB), and Honda Selectable Torque Control (HSTC).
The 2023 Honda CB1000R has a 32.7-inch seat height, adjustable Showa suspension, dual 310mm floating discs and 4-piston calipers up front matched to a 2-piston caliper and 256mm disc in the rear, and two-channel ABS. It has a 4.3-gal fuel tank, and curb weight is a claimed 470 lb.
The 2023 Honda CB1000R will come in Black and be available in February starting at $12,999.
2023 Honda CBR650R
2023 Honda CBR650R in Grand Prix Red (non-U.S. model)
The 2023 Honda CBR650R sportbike has a 649cc DOHC 16-valve inline-Four that Honda says has been tuned to deliver good power above 10,000 rpm, with peak power arriving at 12,000 rpm and peak torque delivered at 8,500.
The bike has a 6-speed gearbox, slip/assist clutch, and Honda Selectable Torque Control (HSTC) that can be turned off should the rider choose. It features a 31.9-inch seat height and adjustable Showa suspension. Four-piston radial-mount front brake calipers work on 310mm floating discs and are paired with a single-piston rear caliper and 240mm discs. Two-channel ABS is standard. It has a 4.1-gal fuel tank and 456-lb curb weight.
The 2023 Honda CBR650 will come in Grand Prix Red and be available in February starting at $9,899.
2023 Honda CB650R
2023 Honda CB650R in Matte Gray Metallic (non-U.S. model)
Honda says the 2023 Honda CB650R middleweight naked bike has excellent emissions performance, stylish aesthetics, and comfortable ergonomics, making it “ideally suited for everything from daily commutes to weekend outings on canyon backroads.”
Like it’s CBR650R stablemate, the CB650R has a 649cc DOHC 16-valve inline-Four mated to a 6-speed gearbox, slip/assist clutch, and Honda Selectable Torque Control (HSTC), as well as the same adjustable Showa suspension and stopping power. It has a 4.1-gal fuel tank and 445-lb claimed curb weight.
From an ergonomic standpoint, a 21.9-inch tapered handlebar is set forward and positioned to offer a “sporty yet comfortable” riding position, as is the foot-peg position. Seat height is 31.9 inches. The 2023 Honda CB650R comes in Matte Gray Metallic starting at $9,399.
2023 Honda CBR500R
2023 Honda CBR500R in Grand Prix Red (non-U.S. model)
Whether you’re a beginning looking for your first bike or a veteran rider looking for a fun ride, Honda says the 2023 CBR500R, originally launched in 2013, offers “the excitement of a sportbike in a smaller package.”
The light-middleweight sportbike has an 8-valve 471cc parallel-Twin with crankshaft pins phased in at 180 degrees, working together to create what Honda says is good low-to-midrange power and torque in the 3,000 to 7,000 rpm range.
2023 Honda CBR500R in Sword Silver Metallic (non-U.S. model)
The CBR500R features a Showa SFF-BP fork and an adjustable ProLink single-tube shock absorber found on larger-capacity sport bikes. Braking is provided by dual 296mm petal-style discs and radial-mounted Nissin two-piston calipers in the front and a single-piston caliper and 240mm petal-style disc in the rear. It has a 4.5-gal tank and 423-lb curb weight.
The CBR500R has straight, wedge-like feature lines and extended lower fairings, and the rider’s seat pad and seat unit – plus the upper and side fairings – are narrow to improve ergonomics and movement. The 2023 Honda CBR500R comes in Grand Prix Red and Sword Silver Metallic and will be available summer 2023 starting at $7,299.
2023 Honda CB500F
2023 Honda CB500F in Matte Gray Metallic (non-U.S. model)
Similar to the CBR500R, the CB500F naked bike was also launched in 2013 and features an 8-valve 471cc parallel-Twin and crankshaft pins firing at 180 degrees. It also shares the suspension and braking power of its stablemate.
However, Honda says the naked form of the CB500F “exudes aggression.”
“Led by the sharply chiseled headlight with extra-powerful LEDs, the machine’s stance is low-set and ready for action,” Honda states, adding that the side shrouds interlock with the fuel tank and “fully emphasize the engine, while the side covers and seat unit continue the theme of muscular angularity.” The compact front fender is drawn directly from the CB650R.
The 2023 Honda CB500F has a 4.5-gal fuel tank, and the lack of fairings shave the curb weight down to 416 lb. It will be available in February in Matte Gray Metallic starting at $6,799.
2023 Honda CB500X
2023 Honda CB500X in Pearl Organic Green (non-U.S. model)
Rounding out Honda’s light-middleweight family featuring the 8-valve 471cc parallel-Twin, the CB500X was also introduced in 2013. A 2016 upgrade included a larger fuel tank and more wind protection via an adjustable screen (56.9 inches and 55.5 inches). The bike also gained LED lighting, a spring preload-adjustable fork and an adjustable brake lever. Another evolution happened in 2019, with a switch to a 19-inch front wheel (from 17 inches) and longer travel suspension. The CB500X received additional improvements for the 2022 model year and is back for 2023.
The 2023 Honda CB500X will come in Pearl Organic Green and will be available in February starting at $7,299.
2023 Honda XR650L
2023 Honda XR650L in White.
Honda says that with its Baja heritage, the XR650L continues to be a hit with dual-sport customers, as it “opens doors to adventure on single-track trails, dirt roads and backroads, while also delivering capable and affordable transportation in the city.”
The XR650L has a 644cc SOHC four-stroke engine, Radial Four-Valve Combustion Chamber (RFVC), and 42.5mm constant-velocity (CV) carburetor. It has a Pro-Link Showa single-shock in the rear with spring-preload, 20-position compression- and 20-position rebound-damping adjustability, and 11.0-inch travel rear shock, and in the front is a 43mm Showa fork featuring 16-position compression damping adjustability.
It has a 21-inch front wheel, an 18-inch rear wheel, a 37-inch seat height, and 13 inches of ground clearance. With a topped off 2.8-gal fuel tank, all standard equipment, and fluids, it comes in at a curb weight of 346 lb.
The 2023 Honda XR650L is now available in White starting at $6,999.
2023 Honda Fury
2023 Honda Fury in Pearl Yellow.
The 2023 Honda Fury represents Honda’s cruising chopper-style design and features a liquid-cooled 1,312 52-degree V-Twin with a single-pin crankshaft and three-valve dual-plug combustion chamber. It has adjustable front and rear suspension, a 336mm disc with a twin-piston caliper up front, and 296mm disc with single-piston caliper in the rear. ABS is standard. With a 32-degree rake, hard-tail styling, and 26.9-inch seat height, Honda calls the Fury a “rolling work of art.”
2023 BMW S 1000 RR in Light White (Photos by Markus Jahn and Jörg Künstle)
A quick glance at the speedometer revealed it was displaying 175 mph before I hit the brakes hard for the upcoming right-hand turn – and that was in just the 5th of six gears. No, this was not – nor should it ever be – on a public road. It was at the end of the long back straight at Spain’s 2.6-mile Almeria Circuit during the press intro of the 2023 BMW S 1000 RR and M 1000 RR. Following a complete redesign in 2019, BMW made some revisions to its flagship S 1000 RR sportbike for 2023, and the changes have made what was already a potent supersport machine even better.
When BMW launched the S 1000 RR in 2009, the German manufacturer set a new benchmark in supersport performance. Until then, open-class supersport machines produced power in the mid-170s to 180-hp range, and very few had traction control or any other form of advanced electronic rider aids.
Then the S 1000 RR came along claiming 193 hp, and it was available with adjustable traction control, selectable ride modes, and track-ready ABS – all at a reasonable price. Electronics have evolved since then, and those on the S 1000 RR are among the most advanced available.
2023 BMW S 1000 RR in Style Passion in Racing Red.
2023 BMW S 1000 RR in Black Storm metallic.
The new S 1000 RR borrows some tech from the higher-spec M 1000 RR, BMW’s high-priced World Superbike homologation special ($32,495 for the M vs. $17,895 for the S). The S 1000 RR’s 999cc inline Four has been updated with a new cylinder head, which now has the same intake port shape as on the M 1000 RR, though the ports are cast into the head, unlike on the M, on which the ports are milled – a much costlier process.
Like before, the S 1000 RR engine uses BMW’s ShiftCam technology, which varies valve timing and valve lift to boost low to midrange torque without sacrificing power at high revs. A new airbox, also borrowed from the M, now uses computer-controlled, variable-length intake snorkels. The engine produces a claimed 205 hp at 13,000 rpm and 83 lb-ft of torque at 11,000 rpm, with the rev limiter kicking in at 14,600 rpm. The final drive ratio has been lowered by adding a tooth to the rear sprocket, to 46 teeth from 45.
Cradling the engine is a new frame that has more flex – which improves handling when applied properly – engineered into its beams. The steering geometry has been altered for more stability: The steering head angle has been pushed out by half a degree (now 23.6 degrees), triple clamp offset has been reduced by 0.1 inch, trail has been stretched by 0.2 inch to 3.9 inches, and wheelbase is 0.7 inch longer at 57.4 inches. The rear wheel is also easier to remove thanks to wheel spacers that won’t fall out and chamfered brake pads and caliper anchor.
The standard suspension is manually adjustable for compression and rebound damping and preload at both ends, while the optional Dynamic Damping Control (DDC) semi-adaptive suspension is electronically adjustable, either through the different ride modes or independently through the instrument panel. DDC is part of the Premium Package ($2,340).
Wet weight is a svelte 434 lb, which is only 8.5 lb more than the M 1000 RR; if you add the optional M package ($4,495), weight drops to within a pound of the M. The M package not only drops weight by replacing the stock wheels with carbon-fiber wheels and adding a lighter battery, it also includes machined foot controls, a sport seat, an adjustable swingarm pivot and adjustable rear ride height, and Ride Pro ride modes, which adds three track-ready Race Pro modes to the standard ride modes. Our test bikes were equipped with DDC and with the M package.
Visually, the biggest change to the S 1000 RR is the addition of MotoGP-inspired fairing winglets. These winglets generate up to nearly 38 pounds of downforce at speed, adding front-end grip and reducing the risk of wheelies. The tailpiece has also been redesigned to incorporate a more compact license-plate/turn-signal bracket that is easily removable for racetrack outings.
Even without any of the options packages, the S 1000 RR showcases the latest in electronic rider aids. It comes with four standard ride modes (Rain, Road, Dynamic, and Race), lean-sensitive ABS and traction control, a quickshifter, and hill-start assist as standard. Aside from the aforementioned DDC suspension and Race Pro modes, our bikes were equipped with adjustable wheelie control, launch control, a pit-lane speed limiter, and new this year, slide control and brake-slide control (the former controls rear-wheelspin to allow the bike to slide out of corners on the gas, while the latter controls the rear brake and engine braking to allow the bike to slide into corners). The ABS also has a “slick” setting when fitting race tires to the bike.
Some open-class supersport machines are incredibly fast on a racetrack but are mentally and physically demanding to ride hard, mostly because of their brutish power delivery. Five track sessions on the S 1000 RR revealed that while it is as fast as they come, it has neutral handling and its advanced electronics make it forgiving and easy to ride – “easy” being a relative term. Make no mistake, this is a bike for experts; riders with less experience should look elsewhere before stepping up to a 205-hp open-class supersport machine, even on the racetrack.
There are so many possible settings you can chose within the ride mode menus for traction- and wheelie-control intervention, throttle response, and slide- and brake-slide control that you’ll have to take your time during a track day or two to settle on a formula that work best for you – and it’ll be in there somewhere. I started the day in the Race Pro modes since our bikes were equipped with Bridgestone racing slicks. While each Pro mode has preset parameters for each of the bike’s control systems, you can also alter each individually within the TFT screen menus. I backed down traction control and ABS intervention as the sessions progressed, eventually settling on the lower settings. You can also turn off TC and ABS, but I can’t see any reason to do so if you have any sense of self-preservation. And you’d be missing out on the bike’s true potential, anyway.
The new slide control was really noticeable in the later sessions, after the race slicks began giving up some of their grip. With this feature set to minimum, which provides the least amount of slip angle, I’d open the throttle to the stop at just past the apex of the fast right-hand turn before the long back straight, and the rear would kick out just a bit and stay there until the bike straightened out. A higher setting would have allowed the rear to swing out more but at the cost of some speed and more tire wear. Ideally, no slip is ideal for quickest lap times; the slide control is really designed more to make you look fast.
The 2023 BMW S 1000 RR is at the pinnacle of supersport performance; trust the electronics, add some skill, and on a racetrack, you’ll look and feel like you’re a MotoGP star.
But maybe you don’t have MotoGP aspirations. Maybe you want something that boasts the performance of the S 1000 RR but comes in a more comfortable, street-oriented package. Well, BMW has you covered with the M 1000 R.
2023 BMW M 1000 R
2023 BMW M 1000 R in Light White
Usually, manufacturers detune naked bikes that are based on their own sportbikes, like BMW did it when it stripped the S 1000 RR of its fairing to produce the S 1000 R, the latter producing 40 fewer horsepower than its double-R stablemate. But for 2023, BMW launched the M 1000 R, an all-new, higher-spec variation of the S 1000 R.
BMW has not, however, toned down the M 1000 R, offering this naked bike with the same 999cc engine in the same 205-hp state of tune as the S 1000 RR supersport machine. There are a few differences, though, which make it a tad fiercer than even the RR: 4th through 6th gears are shorter, and overall gearing is shorter too, with another tooth added to the rear sprocket compared to the RR, at 47 teeth.
This added performance comes at a price, however, as the M 1000 R starts at $21,345, compared to $13,945 for the S 1000 R. But for that extra cash, the M comes with almost every available option you can get for the S 1000 R, as well as the S 1000 RR’s advanced racetrack electronics. Standard items include lightweight forged wheels (cast on the S), DDC semi-active suspension, Ride Pro ride modes, cruise control, track-ready traction control and Race ABS, wheelie control, dynamic brake control, a quickshifter, machined billet levers and foot controls, and many more standard items. Adding all of these to the S 1000 R would raise its price to a few hundred dollars more than the M’s starting price, and you’d still be down 40 hp.
The M 1000 R is a better option than the S 1000 RR supersport if you prioritize street riding over track lapping, as it has a more upright (read: more comfortable) riding position. While the seating position is more upright than on the S 1000 RR, the handlebar is still relatively low, placing you in a mild forward tuck.
The shorter gearing makes the M 1000 R pull even harder than the RR, a feeling further emphasized by the M’s more upright riding position. The shorter gearing does allow the engine to spin higher, which makes the bike buzzier at highway speeds, though the added vibes are not intrusive.
Our ride wasn’t long enough to access the M’s long-distance comfort, but I can say that pitching it about on a smooth, twisty road is more fun than a barrel of bonobos. Steering is neutral, if a tad twitchy, but that twitchiness disappears as soon as you take a deep breath and relax your grip on the wide handlebar. The chassis feels taut, and the suspension is firm even in the softest settings. The suspension is nonetheless compliant despite its firmness, and it’s not harsh, though you will find yourself zigzagging on broken pavement – an ADV bike this is not.
A quick stint on the racetrack revealed that the M’s wider, taller handlebar makes it more fun to ride than the S 1000 RR because the added leverage makes it easier to throw into turns. Of course, since it lacks the streamlining of the RR’s fairing, you do have to fight the wind at speed – and it will go fast. A quick glance at the M’s speedometer at the end of Alemria’s long straight showed 160 mph and climbing, though this time the bike was in top gear.
BMW Motorrad hasn’t been resting on its laurels since the introduction of the S 1000 RR, and the changes introduced for 2023 will assure it remains near the top of the performance ladder. That statement extends to the M 1000 R, which is as capable as the S 1000 RR since it is now essentially the same machine without the bodywork. Just a bit rowdier, which we don’t mind one bit.
The MT-10 SP is a compact, powerful, sophisticated machine that sits at the top of Yamaha’s Hyper Naked range. (Photos by Joseph Agustin)
Gracing the cover of Rider’s October 2022 issue was the Yamaha MT-10, a thrilling naked sportbike based on the YZF-R1. I had the privilege of riding the MT-10 at the press launch in North Carolina, and afterward, Yamaha loaned us an accessorized version for further testing (we’ll have a report in a future issue).
Yamaha also offers an up-spec version called the MT-10 SP. Priced at $17,199 – a $3,000 premium over the standard model – the SP features Öhlins semi-active suspension, steel-braided front brake lines, a polished aluminum swingarm, a YZF-R1M-inspired Liquid Metal/Raven colorway with blue wheels, and a color-matched lower fairing.
The Yamaha MT-10 SP Goes for the Gold
The Öhlins NIX30-SV fork has the company’s signature gold fork tubes and titanium-nitride low-friction coating on the stanchions. Damping is controlled electronically in automatic and manual modes.
The MT-10 SP is the first production motorcycle to be equipped with the Öhlins NIX30-SV fork and TTX36-SV rear shock. The “SV” stands for “spool valve,” a new damping technology that Öhlins claims improves rider comfort – not typically something high-performance sportbikes are known for.
According to the Swedish makers of those coveted yellow and gold suspension components, “unlike a traditional needle valve, Öhlins’ spool valve features a pressure compensation chamber that balances the force applied to the damper’s actuator, enabling quicker adjustment. The spool valve also provides increased sensitivity and responsiveness at the low and high ends of the adjustment range.”
The MT-10 SP’s electronic suspension and rider aids allow the bike to be tailored to specific conditions or a rider’s preferences. The entire package is nicely refined.
Öhlins’ NIX30 fork and TTX36 shock are primo suspenders that were developed in the heat of World Superbike and Supersport competition. The semi-active versions on the MT-10 SP use inputs from sensors and a 6-axis IMU to electronically manage rebound and compression damping. Through the Yamaha Ride Control menu, riders can choose between three semi-active damping modes (A-1, A-2, and A-3) and three manual setting modes (M-1, M-2, and M-3).
The MT-10 SP’s tall handlebar and reasonably placed footpegs create a comfortable upright seating position.
Damping in the semi-active modes progresses from sporty/firm in A-1 (ideal for track riding) to mildly sporty in A-2 (good for public roads) to comfortable in A-3 (for when you’re loaded up with soft luggage and need to burn miles on a weekend tour). Should a rider feel so inclined, the “automatic” modes can be fine-tuned to suit one’s preferences. Though labeled in ascending order as well, the manual modes are customizable, allowing riders to electronically tune rebound and compression damping independently and save those settings. Preload front and rear must be adjusted manually.
Whereas many electronic rider aids like ABS, traction control, and wheelie control are essentially safety nets that work in the background to increase a rider’s margin of error, electronically controlled suspension truly enhances the overall riding experience. As good as the manually adjustable “analog” KYB suspension is on the standard MT-10, there is no ideal set of preload, rebound, and compression settings that adequately cover the range of riding and road conditions a rider is likely to encounter. The SP’s network of sensors and actuators adjust damping almost instantly – firming up the fork under hard braking to prevent excessive dive, stiffening the rear shock under hard acceleration to prevent squat, and compensating for changes in speed, lean angle, and so on.
At the test ride on the MT-10 SP was the usual gaggle of fast guys on curvy roads, with me doing my best to keep up while also trying to coax my ever-expanding beard up inside my helmet’s chinbar so I didn’t look like a billygoat. We started off at the Petersen Automotive Museum in Los Angeles and made our way along beat-up, traffic-clogged surface streets and poured-concrete freeways to the Pacific Coast Highway and then up into the Malibu hills on roads of varying quality and camber.
The “middle ground” A-2 semi-active mode is the SP’s default suspension setting, and as one might expect, it was firm without being too stiff. It absorbed the concrete seams on the freeway and the unavoidable recessed manhole covers on the PCH without undue harshness. The bike must be stopped before suspension settings can be changed, so at a stoplight, I switched to the sportier A-1 mode before the long, mostly smooth climb up Kanan Dume Road. All was well until I hit a big dip in the pavement at speed, which was a little too jarring for my taste.
After turning onto the notoriously tight, twisty, and – especially after a recent rainstorm – dirty Latigo Canyon Road, our group pulled over after our ride leader’s walkie-talkie fell out of his pocket. I switched back to A-2 mode and attacked the familiar corners with gusto while enjoying an upswell of confidence. Part of what makes semi-active suspension such a game changer in terms of both speed and safety is its ability to keep a motorcycle chassis stable and he tires’ contact patches in contact with the pavement.
After lunch, tumescent with too many tortilla chips and shrimp tacos, I switched over to A-3 mode and enjoyed a softer ride for our return to the Petersen. Burp.
Recipe for special sauce: Take one high-performance naked sportbike, add fresh Öhlins semi-active suspension and other tasty bits, hit the road or track, and enjoy!
Except for the Öhlins semi-active suspension and steel-braided front brake lines, the latter providing better feel at the lever since the hoses can’t expand under pressure like rubber lines, the MT-10 SP is mechanically the same as the standard model. Which is to say, it’s one helluva motorcycle. The upgraded suspension pairs nicely with the MT-10 SP’s rock-solid chassis, strong brakes, and grippy tires, making for a potent, satisfying combination.
Our First Ride Review goes into more detail about updates to the MT-10 platform for 2022. In a nutshell, its 998cc inline-Four’s fuel injection, intake, and exhaust systems were revised to enhance the engine’s torque character, and new Acoustic Amplifier Grilles atop the fuel tank transmit tuned induction sound to the rider. Yamaha’s Accelerator Position Sensor Grip gives the throttle-by-wire system a more natural feel, and a new 6-axis IMU informs a full suite of YZF-R1-derived electronic aids, including lean-sensitive traction control, slide control, wheelie control, engine brake management, and cornering ABS. Other changes include a one-tooth-smaller rear sprocket, an up/down quickshifter, Brembo brake master cylinders, Bridgestone S22 tires, a 4.2-inch color TFT display, revised ergonomics, and stripped-down styling with full LED lighting.
All lighting is LED, including a pair of mono-focus headlights.
Without a doubt, the star of the MT-10 show is its CP4 crossplane-crank engine. Rather than the high-pitched whine of a typical inline-Four, the CP4’s uneven firing interval results in a deep growl more like a V-4. Fueling and throttle response are spot-on. The engine feels a tad dull below 4,000 rpm, but it builds up a good head of steam in the midrange and goes gangbusters above 8,000 rpm. This is one of those engines that not only produces impressive power (138 hp at the rear wheel on an MT-10 we dyno’d a few years ago), but also delivers an engaging, visceral experience, encouraging one to roll on and off the throttle repeatedly to savor the full range of its sound and fury.
Yamaha’s cast-aluminum Deltabox frame wraps around the 998cc CP4 crossplane inline-Four.
Through the menus on the TFT display, the Yamaha Ride Control system allows riders to select among four different ride modes (A, B, C, and D) to adjust throttle response and all the other electronic rider aids. Each mode has presets, but everything is customizable. Sifting through the various options and combinations of settings can be a little overwhelming, and Yamaha’s switchgear and menu system isn’t as user-friendly as what’s available on some other bikes we’ve tested, but most owners will find their preferred settings and stick to them. For me, that was suspension mode A-2, power mode 2 (standard), engine braking mode 2 (reduced), brake control mode 2 (lean-sensitive), and middle of the road settings for traction control, slide control, and wheelie control.
Behind the small flyscreen is a 4.2-inch color TFT display, which is used to navigate the Yamaha Ride Control system, and a 12V outlet.
With the customization that the Yamaha Ride Control allows, riders can specify different personalities for the SP: hard-charging track weapon, surgical canyon carver, weekend sport-tourer, or daily commuter. Yamaha’s factory accessories for the MT-10 also fit the SP, so riders can further personalize their bike with frame and axle sliders, a Yoshimura slip-on exhaust, a windscreen, a comfort seat, 30L or 50L top cases, soft side cases, and more.
Most of the bodywork is painted Raven black – only the tank is Liquid Silver. Acoustic Amplifier Grilles sit atop the air intakes.
Special Sauce
If you’ve got your eye on the MT-10 and the SP model is within reach, the Öhlins semi-active suspension is worth the upcharge alone. The only downside is that it adds 5 lb to the bike’s curb weight compared to the standard model. The steel-braided front brake lines, polished swingarm, lower cowl, and exclusive paint job are nice bonuses, leveling up the MT-10 SP into a truly special machine. Or, in the words of G. Love & Special Sauce, a Philadelphia band I listened to in my college days: My baby got sauce, Your baby ain’t sweet like mine.
Suzuki has announced additional models to its 2023 product line, including the sport-touring Suzuki GSX-S1000GT/GT+ models, plus three Boulevard models: the M109R B.O.S.S. muscle cruiser and the C50 and C50T. The announcement comes on the tail of Suzuki’s unveiling of an all-new 776cc DOHC parallel-Twin engine at the EICMA show in Milan, Italy, in November. The new engine will power the 2023 Suzuki V-Strom 800DE (and Adventure variant) and the 2023 Suzuki GSX-8S.
2023 Suzuki GSX-S1000GT/GT+
Announced as Rider’s 2022 Motorcycle of the Year, the Suzuki GSX-S1000GT+ (the ‘+’ denoting the model with standard saddlebags, whereas the base GT model goes without) returns for 2023 with all the features that merit its MOTY status and a new color choice for the GT+.
As we said in our Road Test Review of the GSX-S1000GT+, the GSX-S engine is a “gem with no rough edges.”
In this file photo, we test the 2022 Suzuki GSX-S1000GT+. Photo by Kevin Wing.
The GT is powered by the same 999cc in-line Four as the GSX-S1000, which churned out 136 hp at 10,200 rpm and 73 lb-ft of torque at 9,300 rpm on Jett Tuning’s rear-wheel dyno.
“From cracking open the throttle above idle to twisting the grip to the stop, power comes on cleanly and predictably,” our reviewer wrote.
2023 Suzuki GSX-S1000GT+ in Metallic Triton Blue
Both the GSX-S1000GT and GT+ have throttle-by-wire enabling the Suzuki Intelligent Ride System, which is monitored on the 6.5-inch TFT display and includes three ride modes (Active, Basic, and Comfort) that adjust throttle response and power delivery, 5-level traction control, cruise control, and Suzuki’s Easy Start, Low RPM Assist, and Bi-Directional Quick Shift systems.
2023 Suzuki GSX-S1000GT in Metallic Reflective Blue
The GSX-S1000GT+ returns in Glass Sparkle Black and a new Metallic Triton Blue starting at $14,099. The GSX-S1000GT continues for 2023 in Metallic Reflective Blue starting at $13,349.
2023 Suzuki Boulevard M109R B.O.S.S.
2023 Suzuki Boulevard M109R in deep red and black
The 2023 Suzuki M109R B.O.S.S. features a liquid-cooled 1,783cc, 8-valve DOHC, 54-degree V-Twin engine with 120mm bore and 90.5mm stroke. In Rider’s Road Test Review of the 2015 M109R, the reviewer said the bike had a “dual-personality motor; a typically torquey cruiser initially, it then morphs into a heckuva strong sport mount.”
The M109R has a 46mm inverted fork with 5.1 inches of travel, a hidden single-shock rear suspension, Twin floating disc-brakes with dual-piston calipers in the front and a single-disc rear brake with a single dual-piston caliper, and a low-profile 240/40 x 18 rear tire, the widest ever used on a Suzuki motorcycle.
2023 Suzuki Boulevard M109R in bright blue and black
The M109R’s engine is wrapped with aggressive blacked-out styling with slash-cut mufflers, drag-style bars, a supplied solo seat cowl with a 27.8-inch height, a headlight nacelle that’s uniquely Suzuki, and a 5.2-gallon fuel tank. The bike comes in at 764-lb wet weight.
The 2023 Suzuki M109R comes in a deep red and black or bright blue and black paint scheme starting at $15,599.
2023 Suzuki Boulevard C50/C50T
2023 Suzuki Boulevard C50 in Solid Iron Gray
The 2023 Suzuki Boulevard C50 and C50T feature a liquid-cooled 805cc 45-degree V-Twin with the Suzuki Dual Throttle Valve (SDTV) electronic fuel-injection system and a 5-speed gearbox with shaft drive.
Link-type rear suspension is shaped to mimic the hard-tail lines of a traditional cruiser, connecting a truss-style swingarm and a single shock absorber with seven-way spring preload adjustability, providing 4.1 inches of smooth and responsive suspension travel, and a telescopic front fork delivers 5.5 inches of travel.
Both bikes have wide, buckhorn-style handlebars, 27.6-inch seat height, and spoke-style chrome wheels with large valance fenders. The C50T offering white-wall tires, leather-texture saddlebags with chrome studs, and a removable, height-adjustable windshield.
2023 Suzuki Boulevard C50T in Pearl Brilliant White
Both the Boulevard C50 and C50T have a 4.1-gal tank, and the C50 comes in with a wet weight of 611 lb (644 lb for the C50T).
The 2023 Suzuki Boulevard C50 comes in Candy Daring Red or Solid Iron Gray starting at $8,909. The C50T comes in Pearl Brilliant White paint with subtle blue graphics starting at $15,599.
Husqvarna Motorcycles North America Inc. has announced the availability of its 2023 street lineup, including the single-cylinder Vitpilen 401 and Svartpilen 401, the versatile single-cylinder 701 Supermoto and 701 Enduro, and the parallel-Twin Norden 901.
The 2023 701 Supermoto and 701 Enduro were made available in November at authorized Husqvarna Motorcycles dealers, while the Norden 901 arrives in December 2022. The Vitpilen 401 and Svartpilen 401 models will be available from January 2023 onward.
2023 Husqvarna Svartpilen 401 and Vitpilen 401
2023 Husqvarna Svartpilen 401
Husqvarna says the 2023 Svartpilen 401 is great for urban and rural settings alike, while the lower bar and sport tires of the 2023 Vitpilen 401 make it suitable for twisty roads or as a commuter. Both bikes feature a liquid-cooled 373cc single-cylinder engine making a claimed 44 hp and 27.29 lb-ft of torque, a 6-speed gearbox linked to an Easy Shift sensor allowing for clutchless gear changes, and PASC slip/assist clutch.
2023 Husqvarna Vitpilen 401
The steel trellis frames, low weight (approximately 333 lb dry weight for the Vitpilen 401 and 335 lb for the Svartpilen 401), and WP APEX suspension contribute to the bikes’ middleweight capabilities, and ByBre brakes and Bosch ABS offer powerful, controlled stopping. Both bikes have an approximately 2.5-gal fuel tank.
For 2023, the main changes to the 701 Supermoto and 701 Enduro are new colors and graphics.
2023 Husqvarna 701 Supermoto
Both bikes return with a liquid-cooled 693cc single-cylinder engine making a claimed 74 hp and 54.21 lb-ft of torque at 8,000 rpm, a 6-speed gearbox with the Easy Shift function, and the Adler APTC slip/assist clutch.
2023 Husqvarna 701 Enduro
The 701 Enduro and 701 Supermoto are equipped with an LCD dashboard with a USB port and an RPM display and gear selection indicator. From the handlebar, riders can quickly personalize their machine by selecting from two ride modes. Mode 1 on both bikes offers sporty throttle response and cornering-sensitive traction control. Mode 2 on the 701 Enduro provides a smooth throttle response with off-road traction control, allowing wheel slip and lifting of the front wheel.
2023 Husqvarna 701 Enduro
On the 701 Supermoto, Mode 2 provides a more aggressive throttle response with reduced traction control to allow for drifts and full control on slides. Riders can also deactivate traction control entirely.
2023 Husqvarna 701 Supermoto
The 701 Enduro has WP XPLOR suspension, and the 701 Supermoto has WP APEX suspension. Both bikes feature Brembo brakes (with 300mm/240mm front/rear discs on the 701 Enduro and 320mm/240mm on the 701 Supermoto) and cornering ABS that can be disengaged.
The 701 Enduro has a dry weight of approximately 322 lb, while the 701 Supermoto comes in at approximately 324 lb. Both bikes have 3.4-gal fuel tanks.
2023 Husqvarna Norden 901
Husqvarna says the Norden 901 delivers “the ideal blend of offroad capability and world-traveler ridability.” Our editor-in-chief put this claim to the test with his video review of the 2022 model after two days of on- and off-road testing on to São Miguel, Azores, a wet, foggy island in the North Atlantic Ocean.
2022 Husqvarna Norden 901 in São Miguel
The Norden 901 is based on the KTM 890 Adventure platform. It’s powered by a liquid-cooled 890cc DOHC parallel-Twin that makes a claimed 105 hp at 8,000 rpm and 74 lb-ft of torque at 6,500 rpm at the crank, a 6-speed sequential gearbox with the Easy Shift function, and a PASC slip/assist clutch. It features ABS (Road and Offroad modes), lean-angle-sensitive Motorcycle Traction Control, and cruise control and is equipped with adjustable WP APEX suspension, with 8.7/8.5 inches of front/rear travel.
2023 Husqvarna Norden 901
For 2023, the Norden 901 features updated ride modes, including the return of Street, Offroad, and the optional Explorer mode, as well as a Rain mode that replaces the Urban mode on the 2022 model. Street mode gives direct throttle response with traction control suited for paved surfaces and Road ABS. Rain mode has controllable throttle response with reduced peak power and traction control engaged at lower rpms. Offroad mode has smooth throttle response and allows wheel spin before traction control is engaged and ABS is automatically adjusted to match terrain. The optional Explorer mode gives the rider full control over throttle response, peak power, and ABS.
The CFMOTO 700CL-X is a naked middleweight with a mix of scrambler, street tracker, and sportbike styling elements, and it’s an absolute hoot to ride. (Photos by Kevin Wing)
Last summer I traveled to Minnesota, home of the CFMOTO U.S. headquarters, to test the company’s new lineup of motorcycles. On a flat, paved, tar-snaked road course at the Minnesota Highway Safety & Research Center, about a dozen journalists and influencers buzzed around on bikes ranging from the 125cc Papio minibike to the 800 ADVentura adventure bike.
Launches featuring multiple bikes are like eating at a buffet: You get to taste a little bit of everything, but you don’t get the full experience of a dedicated entree. After the day at the track, I logged 350 miles on the 650 ADVentura, an affordable, middleweight adventure-styled touring bike with saddlebags, and I got to know the bike better.
But the CFMOTO I kept thinking about was the 700CL-X, a feisty middleweight naked bike with scrambler styling.
At the end of the trackday, when all the photography was done and we were given free reign, I hopped aboard the 700CL-X and played cat-and-mouse with two of my fellow scribes. John Burns was on the 800 ADVentura, and Ron Lieback was on the 650NK naked bike.
Our bikes were like the Three Bears. Papa Bear was the 800 ADVentura, with a 799cc parallel-Twin that cranks out 95 hp with a curb weight of 509 lb. Mama Bear was the 700CL-X, with a 693cc parallel-Twin that makes 74 hp and weighing 426 lb. Though hardly a toddler like CFMOTO’s Papio, Baby Bear was the 650NK with a 649cc parallel-Twin that makes 60 hp and has a weight of 454 lb.
Try as we might, with pegs scraped and boot soles beveled, we could not break ranks. We’d bunch up in the corners, but John and I protected our lines so there were no chances to overtake. We’d draft each other heading onto the front straight and then pull three abreast with the throttles pinned, but there was no fighting the displacement advantage. Burns would pull ahead of me, and Lieback would be on my six, filling my mirrors.
Chasing buddies around a track for bragging rights over beers is always fun, but beyond that, I was really digging the 700CL-X. A wide, upright tubular handlebar gives it good steering leverage, and its light weight made it easy to throw into a corner or weave around the chicanes made of traffic cones. The real kicker was the 700CL-X’s throttle response. In Sport mode, giving it the whip revved up the Twin, and at around 7,000 rpm, there was a loud below from the exhaust and a surge in thrust, almost like V-Boost on the old Yamaha V-Max. Having a $6,499 motorcycle deliver that sort of thrill took me by surprise, and I wondered, What is this thing?
CFMOTO 101
Although well-established in the U.S. market in the ATV and side-by-side segments, CFMOTO is not a familiar brand for most American motorcyclists. Founded in 1989, the Chinese company’s first decade was focused on supplying parts, components, and engines to major powersports manufacturers. In 2000, CFMOTO began building motorcycles, scooters, and off-road vehicles.
CFMOTO has been selling its off-road vehicles in the U.S. since 2002, and after gaining a solid foothold in that market, it established its U.S. headquarters near Minneapolis. In 2012, CFMOTO began importing motorcycles to the U.S., but it met with limited success and pulled out a few years later. Reviews of CFMOTO’s motorcycles were generally positive, but American buyers are averse to new brands. Furthermore, many view Chinese-made motorcycles as being of inferior quality to those made in Japan, Europe, or the U.S.
Thanks to its well-established production expertise and capacity, in 2014 CFMOTO entered a strategic partnership with KTM and began manufacturing 200 Dukes and 390 Dukes for the Chinese market. In 2018, the two companies started a joint venture that allows CFMOTO to license and manufacture some of KTM’s engines. CFMOTO’s 800 ADVentura is powered by the 799cc LC8c parallel-Twin from KTM’s 790 Adventure. Starting in 2023, KTM’s parent company Pierer Mobility will distribute CFMOTO’s motorcycles in some European markets, an arrangement similar to the recent announcement that KTM North America will soon take over distribution of MV Agusta motorcycles in the U.S.
The 693cc parallel-Twin is held in place by a tubular chromoly-steel frame. Machined finishes are a nice touch.
While brand or country of origin are important for some buyers, others place a higher priority on style, performance, price, reliability, and dealer experience/proximity. With an MSRP of $6,499, the 700CL-X offers good value and is less expensive than other middleweight naked bikes like the Honda CB650R ($9,299), Kawasaki Z650 ABS ($8,249), Suzuki SV650 ABS ($7,849), Triumph Trident 660 ($8,395), and Yamaha MT-07 ($8,199). The 700CL-X is covered by a two-year, unlimited-mileage warranty, and CFMOTO has about 200 motorcycle dealers in the U.S.
Here’s Lookin’ at You
A tall, wide tapered aluminum handlebar gives the 700CL-X good steering leverage, and its solid chassis holds a line well.
Through its partnership with KTM, CFMOTO’s motorcycles are styled by Kiska. With its minimalist profile, tubular handlebar, bobtail with a one-piece seat, Y-spoke cast wheels with an 18-inch front, and Pirelli MT60 semi-knobby tires, the 700CL-X has the stance of a street tracker. Retro touches include a round headlight, a round gauge cluster, a single front disc, and a stubby exhaust shaped like a Foster’s Oil Can. One can see hints of the Ducati Scrambler in the 700CL-X’s tubular-steel frame, brushed aluminum tank panels, swingarm-mounted license plate carrier, and machined finishes on its engine’s faux cooling fins.
Y-spoke cast-aluminum wheels are shod with Pirelli MT60 semi-knobby tires that provide good grip.
With the exception of its switchgear and the layout of its LCD instrument panel, the 700CL-X doesn’t look cheap, and its fit and finish are on par with more expensive bikes. It is illuminated front and rear by LEDs, and it has a unique, bright-white headlight surround shaped like one of those Craftsman four-way flathead screwdrivers I used to have on my keychain. The turnsignals are self-canceling, the clutch and brake levers are adjustable for reach, the brake lines are steel braided, and the cleated footpegs have removable rubber inserts.
Embedded within the unique star-shaped headlight surround is a white LED daytime running light.
Motorcycles at this price point are usually limited to basic features, but the 700CL-X has throttle-by-wire with two ride modes (Eco and Sport), a slip/assist clutch, standard ABS, and cruise control. Most notable, in a class where the most one can typically hope for is spring preload adjustment, often only at the rear, the 700CL-X has a fully adjustable 41mm inverted KYB fork and a linkage-mounted KYB shock with a progressive spring rate and adjustable preload and rebound. Brakes are supplied by J.Juan (a Brembo subsidiary in Spain), with a radial-mount 4-piston front caliper squeezing a 320mm disc and a 2-piston rear caliper pinching a 260mm disc.
A very tidy tail.
Time to Ride
The 700CL-X is very approachable. Its dished seat is 31.5 inches high and provides decent support. The bike feels compact and light, and the tall handlebar allows the rider to sit mostly upright. Thumb the starter, and the CFMOTO’s 693cc DOHC parallel-Twin burbles to life, settling into a syncopated rumble. The engine compresses fuel and air with forged pistons that move up and down via fracture-split connecting rods.
Roll on the throttle, and the engine spins up quickly with no drama. Concerns about vibration and heat never crossed my mind, and the throttle-by-wire delivers crisp response without any vagueness or abruptness. When we rolled the 700CL-X into Jett Tuning’s dyno room and John Ethell ran it on the big drum, it sent 62 hp at 9,200 rpm (redline is 9,500) and 41.6 lb-ft of torque at 7,400 rpm to the rear wheel. The dyno curves show a notable bump above 7,000 rpm that corresponds with that boost sensation I mentioned earlier – a little extra kick in the pants to keep things lively.
Lightweight, modestly powered bikes like the 700CL-X are some of my favorites to ride. Unlike today’s liter-class fire-breathing beasts, I don’t feel any guilt about not being able to use the bike’s full power, nor inadequacy for not being able to exploit its capabilities. I mostly kept it in Sport mode because the milder throttle response of Eco mode felt like a letdown. If I were commuting or taking a weekend escape, then I’d use Eco and cruise control to conserve fuel.
But all I did on this test ride was flog the darn thing – I couldn’t help myself, and my fuel economy suffered accordingly. Pushing the 700CL-X hard through a series of curves was a blast, taking me right back to the fun I had last summer chasing John Burns and outrunning Ron Lieback. Some bikes just bring out my hyperactive inner child.
We tested a 2022 model. Updates to the 700CL-X for 2023 will include new traction control, some styling changes, and fresh colorways.
While the 700CL-X was solid and responsive and its suspension took a hammering without complaint, the single-disc front brake wasn’t quite up to the task. Stopping power was decent, but feedback at the lever was numb, and it exhibited some fade after repeated hard stops. A second front disc would probably help – or an upgrade like the setup found on CFMOTO’s 700CL-X Sport, a cafe racer version with top-shelf Brembo Stylema front calipers and an MSRP of $6,999.
After logging hundreds of miles on the 700CL-X on city streets, freeways, and winding backroads, there were a few things that left me wanting. The first is the small fuel tank, which holds just 3.5 gallons. (Other bikes in this class have fuel capacities ranging from 3.7-4.1 gallons.) During this test, I averaged 41 mpg, which works out to 143 miles of range. Exhibiting more throttle restraint is the sensible solution, but where’s the fun in that? I’d rather have more fuel to burn.
Brushed aluminum side panels make the fuel tank appear large, but its capacity is only 3.5 gallons. The 700CL-X runs on regular unleaded.
The second is the instrument panel. When less expensive bikes like the KTM 390 Duke – which CFMOTO builds for the Chinese market – have color TFT displays, the monochrome LCD display on the 700CL-X seems like an unfortunate way to save a few bucks. Other than the road in front of us, the instrument panel is the main thing we look at when riding. The 700CL-X’s gauge provides plenty of info, but the perimeter tachometer is hard to read, the text for some of the info functions is too small, and I couldn’t figure out how to reset the tripmeter without also advancing the clock by one hour. If I didn’t do the time warp again with each fill-up, I had to press the “Adjust” button 23 more times to correct it.
The LCD display shows speed, gear position, rpm, and other info, but the perimeter tachometer is difficult to read.
Lastly, the self-canceling turnsignals shut off too early. Hit the button and they’ll flash four or five times and then stop, which sometimes happens before the turn is executed.
Over the past 15 years, I’ve ridden and tested hundreds of new motorcycles of nearly every size, configuration, and style. Because my passion for motorcycles runs deep and my tastes are omnivorous, I can honestly say I’ve enjoyed every motorcycle I’ve ridden. Some aligned with expectations, some fell a bit short, and a few went above and beyond, exceeding expectations because something about their styling, character, or performance – or all three – felt special.
If you’re looking for a unique, exciting, affordable middleweight, the CFMOTO 700CL-X is worthy of consideration.
That happened to me last summer. As I worked my way up through CFMOTO’s eight-model lineup, the 700CL-X caught my eye because I like scrambler styling and I’m a sucker for gold wheels (which come with the Coal Grey colorway; the Twilight Blue colorway has black wheels). Then I rode it and was surprised by how responsive the engine was, especially that extra kick above 7,000 rpm, and it had a nice bark to its exhaust. It was also light, agile, and fun to ride.
The 700CL-X exceeded my expectations – not just for a motorcycle built in China, but for any motorcycle at this price point.
KTM North America Inc. has announced the 2023 Duke and Super Duke Duke range. After a brief hiatus, the 790 Duke and 1290 Super Duke GT will be back in KTM’s lineup, and they’re joined by the returning 890 Duke R and 1290 Super Duke R Evo. The 2023 KTM Duke and Super Duke range will begin shipping to authorized KTM dealers in December 2022, but pricing has not yet been announced.
Introduced in 2017, the KTM 790 Duke sold more than 29,000 units, and was later upgraded to the 890 Duke. KTM says the 2023 790 Duke is a “true mid-range motorcycle” that joins the 890 Duke R to fill the gap between the 390 Duke and the 1290 Super Duke R Evo.
The 790 Duke will be powered by KTM’s LC8c parallel-Twin DOHC engine with 799cc of displacement and two balancer shafts for smooth power delivery and minimum vibration.
2023 KTM 790 Duke
The 2023 KTM 790 Duke features throttle-by-wire, a PASC slip/assist clutch, three ride modes (Rain, Street, and Sport), lean-angle- sensitive Motorcycle Traction Control (MTC), cornering ABS with Supermoto mode, a full-color 5-inch TFT display, and LED lights front and back.
Optional features include Quickshifter+, Motor Slip Regulation (MSR), cruise control, tire-pressure monitoring, and Track mode, which includes traction control slip adjuster, anti-wheelie mode, launch control, and three levels of throttle response variation. The bike has a 3.7-gal tank and a dry weight of 383.6 lb.
2023 KTM 790 Duke
In terms of looks, the 2023 KTM 790 Duke introduces two new colorways to the mix: a traditional KTM orange scheme and an all-new gray and black motif.
2023 KTM 790 Duke in traditional orange scheme
2023 KTM 1290 Super Duke GT
2023 KTM Super Duke GT
The KTM 1290 Super Duke GT sport-touring bike has also returned to North America for 2023. KTM says the bike was “designed to offer riders a unique Grand Touring experience but engineered to be a true Sports bike underneath the touring parts.”
The 2023 KTM 1290 Super Duke GT has enhanced emissions control and a reworked 1,301cc LC8 V-twin engine and the same standard features of the 1290 Super Duke R Evo.
2023 KTM 1290 Super Duke GT
However, the WP APEX semi-active suspension on the 1290 Super Duke GT has been geared for the long-distance tourer, enabling the rider to set the suspension according to four different riding situations: Rider, Rider & Pillion, Rider & Luggage, or Rider, Pillion & Luggage. On top of that, the anti-dive function is fitted as standard. The larger 6.1-gal tank also contributes to the touring capabilities.
The wheels are also the same as the 1290 Super Duke R Evo and boast a weight savings of 2.2 lb of unsprung mass over the old set of rims. These all-new lightweight wheels are wrapped in new Continental ContiSportAttack 4 tires, boasting a sportier and more stable riding experience while delivering on the demand for a sportier tire to match the bike’s versatility. The 1290 Super Duke GT has a dry weight of 476 lb.
2023 KTM Super Duke GT
A new 7-inch TFT display has a newly designed layout, and the setup is completed by the new switchgear that KTM says not only feels premium but also allows for intuitive interaction between the rider and the dash itself.
The 2023 KTM 1290 Super Duke GT will also debut an all-new navigation system called Turn-by-Turn Plus, which will be available via KTMconnect and further enhance the touring experience. TBT+ allows navigation instructions to be projected directly on the TFT display.
2023 KTM Super Duke GT
Powered by SYGIC, TBT+ can also operate offline, allowing riders to plan their journey and adventure from remote locations, with the Navigation feature using industry-standard mapping to guide riders to their destination of choice. There’s also an advanced search feature and a diverse range of POIs including gas stations, restaurants, and rest stops. Or you can select one of your pre-saved destinations directly from the TFT dash.
2023 KTM 1290 Super Duke GT
The new system also allows for waypoints to be skipped without prompting a turnaround. The system will merely recalculate and find the next available route to get you back on track. Also, the last 10 destinations searched are automatically saved and available directly on the dashboard.
2023 KTM 890 Duke R
2023 KTM 890 Duke R
KTM says the 790 Duke is great for introducing a new generation of riders to the world of the Duke naked bike, “and when they’re ready to take things to the next level, the 2023 KTM 890 Duke R is waiting.” The company added that the 890 Duke R is as comfortable on mountain roads as it is on the track.
In addition to the standard features mentioned above for the 790 Duke, the 2023 KTM 890 Duke R has adjustable, track-ready WP APEX suspension, monoblock Brembo Stylema calipers grabbing 320mm front discs, and Michelin Power Cup II tires. The bike has a 3.7-gal tank and a dry weight of 377 lb.
2023 KTM 1290 Super Duke R Evo
2023 KTM 1290 Super Duke R Evo
Taking it up a notch, KTM’s flagship street motorcycle, the KTM 1290 Super Duke R Evo, underwent its most significant update in 2020, boasting a number of tweaks and engineering improvements, including a reworked 1,301cc LC8 engine and an all-new chassis.
In 2022, the latest incarnation of “The Beast” was launched with the same LC8 engine making a claimed 180 hp and 103 lb-ft of torque. The bike was dubbed the “Evo” thanks to the evolution of the second-generation WP APEX Semi Active Suspension with damping adjusted in real-time based on conditions in three preset modes: Sport, Street, and Comfort. Rear spring preload can be set via the TFT display’s menu over a 20mm range in 2mm increments.
KTM says the 2023 KTM 1290 Super Duke R Evo has “the most power and torque in the family and the most advanced electronics to keep it all under control.” The bike features Motorcycle Stability Control (MSC) with cornering ABS by Bosch including Supermoto ABS, ride mode technology, and multi-stage, lean-angle sensitive Motorcycle Traction Control (MTC) using a 6 axis lean angle sensor, and cruise control. The bike has a 4.2-gal tank and a dry weight of 441 lb.
