Check out our video review of the 2021 Royal Enfield Meteor 350, an affordable, approachable cruiser with a base price of $4,399. It’s powered by an all-new 350cc air-cooled single that makes 18 horsepower at 6,200 rpm and 18 lb-ft of torque at 3,500 rpm at the rear wheel, as measured on Jett Tuning’s dyno.
To find a Royal Enfield dealer near you, visit royalenfield.com.
The post 2021 Royal Enfield Meteor 350 | Video Review first appeared on Rider Magazine.
Source: RiderMagazine.com
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.
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.
The post Honda Monkey: Super-Spreader of Happiness first appeared on Rider Magazine.
Source: RiderMagazine.com
Aprilia’s RSV4 is a bike that, like a fine wine, only gets better with age. Racing has always been a driving factor in the design of Aprilia’s sportbikes. The RSV4 was introduced for 2009 to compete in World Superbike, and Max Biaggi stood atop the podium nine times that season and won the championship in 2010. Four years later, the RSV4 was ridden to another WSBK championship by Sylvain Guintoli.
With racing in its DNA, it’s only natural that advancements made on the track influence design and engineering of models ridden by the general public, from advanced electronics to downforce-producing bodywork. The Aprilia RSV4 and RSV4 Factory underwent a ground-up redesign for 2021, giving us an opportunity to see how this racy red Italian wine tastes a decade on.
It’s been a few years since I through a leg over a RSV4, so I was interested to see how the folks back in Noale, Italy, improved an already great motorcycle. And what better place to stretch its legs than the legendary WeatherTech Raceway Laguna Seca in Monterey, California, home of the famous Corkscrew. Laguna Seca has a long history of Superbike racing, plus it’s a favorite track for many of us. If only the fog weren’t so cold and damp, conditions would have been perfect.
Before we get to how the bikes work, let’s take a look at what’s new. Last year, Aprilia’s two RSV4 models had engines with different displacements, with the FIM-homologated RSV4 1100 RR boasting 1,000cc (and a claimed 201 horsepower) and the RSV4 1100 Factory living up to its name with 1,077cc (and 217 horsepower). Aprilia simplified things for 2021, equipping the RSV4 and RSV4 Factory with the same 1,099cc, 65-degree V-4 engine — with an extra 22cc of displacement courtesy of a slightly longer 53.3mm stroke, up from 52.3 — that Aprilia says still 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.
The V-4 architecture allows the engine to be narrow while still offering the power-producing benefit of four cylinders. To keep the engine as light as possible, the crankshaft was made lighter and the external housings, oil sump and cylinder head covers are made of magnesium. To keep the engine as compact as possible, the cam chain drives the intake camshaft and a gear on the intake camshaft drives the exhaust camshaft. To maximize the engine’s rigidity, the crankcase is a monoblock design with integrated aluminum cylinder liners. And to minimize vibration, a countershaft cancels out engine imbalances. A new Magneti Marelli ECU 11MP allows more complex algorithms to be processed at a faster speed, and a new exhaust system not only satisfies Euro 5 but is lighter than its predecessor.
With well over 200 horsepower on tap, electronics allow the riding experience on the RSV4s to be tailored the rider’s skill level and preferences. Guided by a Bosch 6-axis IMU, the APRC (Aprilia Performance Ride Control) suite does crazy fast calculations to optimize the bike’s dynamic behavior while offering a wide range of adjustability. Fifth-generation APRC includes: ATC (Aprilia Traction Control, 8 levels adjustable on the fly), AWC (Aprilia Wheelie Control, 5 levels adjustable on the fly), AEM (Aprilia Engine Map, 3 to choose from), AEB (Aprilia Engine Brake, a new feature with 3 levels that take lean angle into account), ALC (Aprilia Launch Control, 3 settings for track use), AQS (Aprilia Quick Shift), APL (Aprilia Pit Limiter) and ACC (Aprilia Cruise Control). Everything comes together with the six riding modes, with three for the street (Street, Sport and customizable User) and three for the track (Race and customizable Track 1 and Track 2).
That hardworking IMU also provides input for the Bosch 9.1 MP cornering ABS, which ensures maximum safety on the road and exceptional performance on the track. Co-developed between Aprilia and Bosch, it offers three levels of intervention and works in conjunction with Aprilia RLM (Rear Lift Mitigation) to keep the rear tire on the ground during hard braking.
We’re not done yet.
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. An array of sensors and servo motors adjust compression and rebound damping automatically as you ride, adapting to changing conditions. There are two modes — semi-active and manual — and three suspension maps for each mode, and Öhlins’ OBTi (Objective Based Tuning Interface) simplifies pushbutton adjustments. Both RSV4 models are perfectly capable of delivering effective feel and control in any situation, but the standard RSV4 requires manual changes while the Factory’s setup can be changed on the fly with the touch of a button (preload must be manually adjusted on both models).
Perhaps it goes without saying that the RSV4 is smarter than I am. I’ve done a lot of racing over the years, including the Isle of Man TT, back when control was all in the wrist and I had to rely on my own brain rather than the motorcycle’s to keep me out of trouble. But things can and do go wrong from time to time, and I have come to appreciate not only the helping hand but also the convenience and customization that modern electronics provide.
Because most changes can be made on the fly, I was able to try out various setups without having to return to the paddock. Pressing a button on the right cluster below the kill switch changes the riding mode, while a four-button setup on the left makes adjustments within each mode. A lever on the bottom of the left cluster adjusts traction control, and a switch on the top of the left cluster adjusts both cruise control and wheelie control. There wasn’t much cruising going on at Laguna Seca, but there were plenty of wheelies that needed to be tamed! And a new 5-inch full-color TFT display, which offers Road and Track screens, provides an easy-to-read mission control.
Aprilia revised the RSV4’s chassis and bodywork as well. To optimize strength, rigidity and feedback, the twin-beam aluminum frame uses both cast and pressed-and-welded elements. The cast aluminum swingarm has a new lower reinforcing brace for added stiffness and uses three welded sections instead of seven, reducing unsprung weight by 1.3 pounds. Unique among production sportbikes is the degree of adjustment possible with the RSV4’s chassis, including engine position, headstock angle, swingarm pivot and rear ride height. Chassis geometry has been tweaked slightly to improve handling, and to keep mass centralized mass, most of the RSV4’s fuel is carried under the rider’s seat.
Inspired by the Aprilia RS 660, the new RSV4 is more aerodynamic, with revised bodywork, a larger windscreen and new winglets built into the double-wall fairing that provide more wind protection for the rider, more downforce and a 7% increase in airbox pressure. Revisions to the lower cowling help improve cornering agility and reduce cross wind buffeting. A new fuel tank provides more support during braking and cornering and has a deeper chin perch for getting behind the windscreen when fully tucked in. Seat height was reduced by 9mm and the footpegs were lowered by 10mm, yet cornering clearance increased by 1.5 degrees on both sides thanks to narrower pegs. All this adds up to a more comfortable cockpit, especially for someone my size (5 feet, 10 inches).
The RSV4 has always been a looker, and the new bodywork only enhances its go-fast, form-follows-function stance. The front lighting application is what really stuck out to me. New DRL light rails that run under and up the sides of the LED cat-eye headlights really make it pop, and cornering lights add visibility during nighttime riding. And the exhaust muffler looks the business. The Factory is available in either Lava Red or Aprilia Black (shown), while the standard RSV4 comes in Dark Losail. The Factory also rolls on light, strong, five-spoke forged and machined aluminum wheels rather the three-spoke cast aluminum wheels on the standard model.
After a few laps on the RSV4 Factory I realized this bike is seriously fast. The smooth nature and low growling sound of the V-4 were deceptive, making me think I was going slower than I actually was. With 80% of peak torque available in the midrange, you don’t have to rev the engine into the stratosphere to get a strong pull out of corners. And it continues to pull even harder as the revs pick up heading down the straight to the next corner. The new Brembo Stylema monoblock radial front calipers paired with 330mm rotors were perfectly capable of slowing things down. Front brake action was superb, allowing me to modulate the needed pressure to control corner entry with plenty of feel and braking power.
I started the day in Race mode, which had a rather abrupt throttle response, but switching to Street mode smoothed things right out. As the day progressed, I ended up back in the Race and Track modes because, once I found my groove, it’s never fast enough, right? Unlike the Track modes, the three road-going modes tame power delivery for everyday riding, like commuting (don’t forget the cruise control!) or riding through town on your way to the good stuff, with the APRC electronics on standby in the background.
In terms of handling, the RSV4 and RSV4 Factory are perfectly suited to a challenging track like Laguna Seca. The RSV4 has always offered positive feedback to the rider, and the latest iteration is even better, allowing me to attack corners with complete confidence. Leaned over in the middle of a corner, the bike felt planted and told me exactly what was going on. Under hard braking the RSV4 never got out of shape, and with three levels of engine braking I could explore how much to let the rear step out.
I managed to get the RSV4 out of shape a few times on hard exits, especially coming out of Turn 2. The bike started to lift the front and I could feel the rear starting to let go, but before things went pear-shaped the wheelie control and traction control kicked in and kept me from ending the day early. The quickshifter with auto-blip downshifting is almost like cheating; just move your foot and the shift is made up or down with no clutch and no hesitation (it’s adjustable too).
Although the RSV4 Factory performed exceptionally, I struggled with the bike squatting on hard corner exits. Since the day got off to a late start due to a foggy and damp morning, we lost some valuable track time. The bike I was on seemed a little out of balance front to rear, but more preload at the rear remedied the problem. Fine-tuning is part of the process when you’re trying to squeeze every bit of performance out of a race-ready sportbike.
For conoisseurs, Aprilia’s latest RSV4 and RSV4 Factory offer robust, full-bodied vintages suitable for different budgets and tastes. The standard RSV4 has an MSRP of $18,999, whereas the RSV4 Factory has an MSRP of $25,999, with the extra lira paying for the Öhlins Smart EC 2.0 semi-active suspension and primo forged wheels. Enjoy responsibly.
Base Price: $25,999
Website: aprilia.com
ENGINE
Engine Type: Liquid-cooled, transverse 65-degree V-4, DOHC w/ 4 valves per cyl.
Displacement: 1,099cc
Bore x Stroke: 81.0 x 53.3mm
Compression Ratio: 13.6:1
Horsepower: 217 @ 13,000 rpm (claimed)
Torque: 92 lb-ft @ 10,500 rpm (claimed)
Transmission: 6-speed, hydraulically actuated wet slipper clutch
Final Drive: Chain
CHASSIS
Frame: Aluminum dual-beam with pressed & cast sheet elements, cast aluminum swingarm
Wheelbase: 56.5 in.
Rake/Trail: 24.6 degrees/4.1 in.
Seat Height: 33.3 in.
Suspension, Front: 43mm USD fork, electronically adj., 4.9 in. travel
Rear: Single shock, electronically adj., 4.5 in. travel
Brakes, Front: Dual 330mm floating discs w/ 4-piston opposed radial monoblock calipers & ABS
Rear: Single 220mm disc w/ 2-piston caliper & ABS
Wheels, Front: Forged aluminum, 3.5 x 17 in.
Rear: Forged aluminum, 6 x 17 in.
Tires, Front: 120/70-ZR17
Rear: 200/55-ZR17
Wet Weight: 445 lbs. (claimed, 90% fuel)
Fuel Capacity: 4.7 gals.
The post 2021 Aprilia RSV4 Factory | First Ride Review first appeared on Rider Magazine.
Source: RiderMagazine.com
As the growing popularity of the resto-mod customization movement has shown, combining classic styling with modern engineering is a winning formula.
Harley-Davidson has announced its new Icons Collection, and the first model in the collection is the stunning 2021 Harley-Davidson Electra Glide Revival.
The Icons Collection is an annual program that offers very limited-edition motorcycles designed to elevate traditional forms and celebrate Americana, either by revisiting classic Harley-Davidson design themes or by exploring ideas that represent the future of motorcycle style.
Only one or two models will be included in the Icons Collection each year, with a single production run that highlights their exclusivity. Production of that model will never be resumed or repeated. Each Icons Collection motorcycle will be serialized, and the purchaser will receive a certificate of authenticity.
“With The Hardwire, we made a commitment to introduce a series of motorcycles that align with our strategy to increase desirability and to drive the legacy of Harley-Davidson,” said Jochen Zeitz, chairman, president and CEO Harley-Davidson. “With that in mind, I am proud to introduce our new limited production Icons Collection, a series of extraordinary adaptations of production motorcycles which look to our storied past and bright future.”
The first model in the Icons Collection is the Electra Glide Revival model, a drop-dead gorgeous retro-classic motorcycle decked out with chrome and an old-school two-tone paint scheme. Global production of the Electra Glide Revival model will be limited to a one-time build of 1,500 serialized examples, with bikes available at Harley-Davidson dealers in late April, with an MSRP of $29,199.
The look of the Electra Glide Revival model is inspired by the 1969 Electra Glide, the first Harley-Davidson motorcycle available with an accessory “batwing” fairing. The fairing became an iconic Harley-Davidson styling cue, its shape an instant on-the-road identifier of many H-D models and the foundational design of the fairing featured on current models.
In 1969, the accessory fairing and saddlebags were only offered in white molded fiberglass, and the Electra Glide Revival replicates that look with a Birch White painted finish. The period-inspired tank medallion and Electra Glide script on the front fender complete the look. The Electra Glide Revival will be offered in a single color scheme inspired by the original 1969 colorway: The two-tone fuel tank in Hi-Fi Blue and Black Denim bisected with a Birch White stripe, with Hi-Fi Blue paint on the fenders and side panels.
“We live in a very dynamic time, each of us experiencing constant change,” said Brad Richards, Harley-Davidson vice president of styling and design. “The Electra Glide Revival model is an oasis in this daily turbulence, a way to reconnect with the fundamental Harley-Davidson DNA that created Grand American Touring.”
Design highlights of the Electra Glide Revival model include a solo saddle with a black-and-white cover and a chrome rail, mounted over an adjustable coil spring and shock absorber, also a nod to Harley-Davidson FL models from the 1960s and a functional feature that adds rider comfort. Chrome steel-laced wheels and wide whitewall tires add to the nostalgic look, as do brilliant chrome on front fender rails and saddlebag rails, front fender skirt, Ventilator air cleaner cover, fork covers, and auxiliary lights.
The Electra Glide Revival model is powered by a Milwaukee-Eight 114 V-Twin engine which delivers inspiring performance and classic Harley-Davidson look-sound-feel.
The Electra Glide Revival offers classic style, but its design and technology is absolutely modern. The foundation of the Electra Glide Revival model is the single-spar Harley-Davidson Touring frame with a rigid backbone design to sustain the weight of luggage and to support current engine power. The entire chassis is designed for the long haul. A single knob hydraulically adjusts the pre-load of emulsion-technology rear shock absorbers for optimal ride and control. The 49mm fork with dual bending valve suspension technology deliver linear damping characteristics for a smooth ride.
The classic Bat Wing fairing features a tall clear windshield and a splitstream vent to help reduce rider head buffeting. Electronic cruise control holds a steady speed for comfort on long rides, while a halogen headlamp and incandescent auxiliary lamps provide outstanding illumination and maintain the nostalgic styling of the Revival model.
A Boom! Box GTS infotainment system with color touch screen powers two fairing-mount speakers and features advanced navigation and hand and voice commands (when paired with a compatible headset) plus Android Auto application and Apple CarPlay software compatibility.
Also standard is the suite of Harley-Davidson RDRS Safety Enhancements, a collection of technology designed to match motorcycle performance to available traction during acceleration, deceleration and braking, including:
For more information, visit h-d.com/icons.
The post 2021 Harley-Davidson Electra Glide Revival | First Look Review first appeared on Rider Magazine.
Source: RiderMagazine.com
Just a few months after announcing the updated-for-2022 Suzuki Hayabusa, Suzuki has unveiled another updated sportbike. The 2022 Suzuki GSX-S1000 is a naked sportbike powered by an updated version of the GSX-R-derived liquid-cooled 999cc in-line four.
Introduced for 2016 in both naked (GSX-S1000) and faired (GSX-S1000F) versions, the GSX-S used a detuned version of the engine from the K5 (2005-2008) GSX-R1000.
For 2022, the GSX-S1000 gets more aggressive, angular styling with stacked LED headlights and MotoGP-inspired winglets. Its new 4-2-1 exhaust system with a stubby silencer on the right side meets Euro 5 emission standards. Updated camshafts and valve springs, a new fuel injection system and a new airbox deliver increased power and a broader, smoother torque curve. A 6-speed transmission is mated to a wet, multi-plate clutch equipped with the Suzuki Clutch Assist System (SCAS) for smoother deceleration and better control when downshifting.
Like the Hayabusa, the 2022 Suzuki GSX-S1000 is equipped with the Suzuki Intelligent Ride System (S.I.R.S.), which includes the Suzuki Drive Mode Selector (SDMS), Suzuki Traction Control, Ride by Wire Electronic Throttle, Bi-Directional Quick Shift, Suzuki Easy Start and Low RPM Assist systems.
The GSX-S1000’s twin-spar aluminum frame and aluminum-alloy braced swingarm are from the GSX-R1000. Fully adjustable KYB suspension, ABS-equipped radial-mount Brembo monoblock calipers, an updated seat design, new wheels shod with new Dunlop Roadsport 2 tires, revised instrumentation and switches, and a new larger fuel tank (5 gallons, up from 4.5) round out the street-oriented sportbike package.
The 2022 Suzuki GSX-S1000 will be available in Metallic Triton Blue, Metallic Matte Mechanical Gray and Glass Sparkle Black. Pricing is TBD but bikes will arrive in dealerships in Fall 2021.
Base Price: TBD
Website: suzukicycles.com
Engine Type: Liquid-cooled, transverse in-line four, DOHC w/ 4 valves per cyl.
Displacement: 999cc
Bore x Stroke: 73.4 x 59.0mm
Transmission: 6-speed, wet multi-plate assist clutch
Final Drive: O-ring chain
Wheelbase: 57.5 in.
Rake/Trail: 25 degrees/3.9 in.
Seat Height: 31.9 in.
Wet Weight: 472 lbs. (claimed)
Fuel Capacity: 5.0 gals.
The post 2022 Suzuki GSX-S1000 | First Look Review first appeared on Rider Magazine.
Source: RiderMagazine.com
We just spent two days in the Sierra Nevada mountains and Mojave Desert of California testing the all-new 2021 Harley-Davidson Pan America 1250 Special. Over the course of two days, we rode about 350 miles on highways, twisting mountain roads and off-road trails that included gravel, sand, rocks and tricky climbs and descents. In one shot, Harley-Davidson not only built its first adventure bike, it also built its first sportbike and sport-touring bike. We’ll have a full review soon, but for now we’re sharing our top 10 highlights.
Harley-Davidson’s base-model Pan America 1250 and up-spec Pan America 1250 Special (we only rode the latter) are powered by a brand-new engine called the Revolution Max 1250. It’s a liquid-cooled 1,252cc 60-degree V-twin with DOHC, four valves per cylinder, variable valve timing, a 13.0:1 compression ratio and hydraulic valve lash adjusters. Harley-Davidson claims that it makes 150 horsepower at 9,000 rpm and 94 lb-ft of torque at 6,750 rpm and redlines at 9,500 rpm. It packs serious performance and sounds fantastic, delivering generous, tractable power throughout the rev range. And multiple riding modes adjust power output and throttle delivery.
The Pan America 1250 Special is equipped with top-shelf Showa suspension — a 47mm USD Balance Free Fork (BFF) and a Balanced Free Rear Cushion-lite (BFRC) shock, with 7.5 inches of travel front and rear. The suspension offers semi-active electronic adjustment that adjusts damping based on the selected ride mode, and it automatically adjusts preload to provide 30% sag regardless of the load. But the real game-changer is Adaptive Ride Height (a $1,000 factory option), which automatically lowers ride height by 1 to 2 inches when the motorcycle comes to a stop (the amount of ride height adjustment depends on preload). The system works seamlessly and is virtually undetectably, and it makes a huge difference in effective seat height, which is one of the biggest obstacles for some riders to overcome when considering an adventure bike.
Like nearly every high-spec adventure bike, the Pan America 1250 Special is outfitted with a full suite of electronic rider aids. It offers multiple ride modes — Sport, Road, Rain, Off-Road, Off-Road Plus, Custom Off-Road Plus, Custom A and Custom B — which automatically adjust the engine map (power output), throttle response, engine braking, traction control, ABS, suspension damping and, optionally, Adaptive Ride Height. IMU-enabled “cornering enhanced” linked ABS and traction control are available in most modes, but the cornering function and rear ABS are disabled in certain Off-Road modes. Drag-Torque Slip Control, which is like traction control for the engine to manage rear-wheel traction during aggressive riding, as well as cruise control and hill hold control are also part of the package. Everything works well and the different modes have a big impact on the riding character of the bike.
Adventure riders who buy top-level motorcycles expect the best components and latest-and-greatest technology. On many Harley-Davidson motorcycles, component suppliers are not identified, and brake calipers may be branded with a bar-and-shield logo. But the manufacturer of certain components matters to discerning customers, so Harley-Davidson made a smart decision and spec’d the Pan America 1250 Special with Brembo brakes, Showa suspension and an Öhlins steering damper. And all of the components performed to a high level in a wide range of riding conditions.
Standard equipment on both the Pan America 1250 and Pan America 1250 Special includes cast aluminum wheels with a 19-inch front and a 17-inch rear, and they’re shod with specially designed Michelin Scorcher Adventure 90/10 tires. The larger front wheel is good for rolling over obstacles off-road but it does slow down steering somewhat relative to a 17-inch front wheel. The Scorcher Adventure tires offer good grip and handling on the street and they performed well for light off-road riding. We also tested the accessory side-laced tubeless wheels and accessory Michelin Anakee Wild tires, which give up some confidence and grip on pavement, but are excellent off-road tires, even at the higher “street” temperatures we were running. Harley-Davidson did its full range of development testing on both types of wheels and tires to ensure they met performance goals in a wide range of conditions.
Harley-Davidson owners are accustomed to maintenance-free belt final drive, and in street-only riding conditions such a system works extremely well. But when off-road riding is involved, rocks and other debris can get wedged between the rear sprocket and the belt, causing damage that can lead to a belt failure. Although chain final drive requires some maintenance in terms of lubrication, adjustment and occasional replacement, it is the best solution in terms of weight, durability, minimal power loss and field repair. That’s why everything from dirt bikes to race bikes use chain final drive.
To save weight, the Revolution Max 1250 engine is a stressed member of the chassis. Attached to the engine is a front frame element to connect the steering head, an aluminum midframe element behind the engine that is the attachment point for the cast aluminum swingarm and rear shock, and a steel tail section (subframe) that supports the weight of the rider, passenger and luggage/cargo. Overall the chassis is very stiff and robust, which contributes to the Pan America 1250 Special’s neutral, confident handling. Wheelbase is 62.2 inches, rake is 25 degrees and trail is 4.3 inches.
Adventure touring motorcycles are built to go long distances. They have upright seating positions with wide handlebars, and they have fuel capacities to go 200-plus miles between fill-ups (the Pan America has a 5.6-gallon fuel tank and an EPA-tested 46 mpg, which translates into 258 miles of range). The Pan America 1250 Special has a windscreen that is adjustable on the fly over a 1.8-inch range. Its rider seat has two positions — low (33.5 inches) and high (34.5) inches — and there are accessory low (32.5/33.5 inches) and high (34.5/35.5 inches) seats. As described above, Adaptive Ride Height can lower the rider’s seat height by an additional 1 to 2 inches. And above the Daymaker Signature LED headlight, which uses 30 LED elements behind a diffuser lense, the Pan America 1250 Special has a Daymaker Adaptive LED headlight that illuminates a series of three lights as lean angle reaches 8, 15 and 23 degrees.
Harley-Davidson has done its homework. It knows it is entering a very competitive segment with highly evolved adventure bikes from BMW, Ducati, KTM, Triumph, Yamaha and others. The Pan America 1250 is a high-profile motorcycle, not just within the adventure segment, but within the motorcycle industry at large. Can Harley-Davidson, a company known for its cruisers and touring bikes, build a competitive adventure bike? The answer is yes. On the road and off the pavement, the Pan America 1250 delivered an exhilarating, confident riding experience.
Claimed wet weight for the Pan America 1250 Special is 559 pounds. The accessory side-laced wheels and beefier skid plate add more weight. But when we found a gully that had a tabletop hill on one side, we couldn’t resist jumping the Pan America. We aired it out time and again, and the semi-active suspension provided a plush landing with no bottoming and no harsh rebound or kickback. Nothing broke. This is a solidly engineered motorcycle that has gone through extensive durability testing, about half of which was done off-road, and it took a licking and kept on ticking. No, most customers will not jump their Pan America 1250s, but if they wanted to, they certainly could!
Greg’s Gear:
Helmet: Fly Racing Odyssey Adventure Modular
Jacket/Pants: Fly Racing Terra Trek
Gloves: Fly Racing Coolpro
Boots: Fly Racing FR5
Knee/Shin Guards: Fly Racing 5 Pivot
Base Price: $19,999
Website: harley-davidson.com
Engine Type: Liquid-cooled, transverse 60-degree V-twin, DOHC w/ 4 valves per cyl.
Displacement: 1,252cc
Bore x Stroke: 105 x 72mm
Horsepower: 150 @ 9,000 rpm (claimed)
Torque: 94 lb-ft @ 6,750 rpm (claimed)
Transmission: 6-speed, hydraulically actuated assist-and-slipper clutch
Final Drive: O-ring chain
Wheelbase: 62.2 in.
Rake/Trail: 25 degrees/4.3 in.
Seat Height: 33.5/34.5 in.
Wet Weight: 559 lbs. (claimed, no accessories/options)
Fuel Capacity: 5.6 gals.
Fuel Consumption: 46 mpg (EPA)
The post 2021 Harley-Davidson Pan America 1250 Special | Top 10 Review first appeared on Rider Magazine.
Source: RiderMagazine.com
We test two new models from Kawasaki: the KLX300 dual-sport (MSRP $5,599) and the KLX300SM supermoto (MSRP $5,999). Both are powered by a 292cc DOHC liquid-cooled four-valve fuel-injected single borrowed from the KLX300R off-road bike.
The KLX300 dual-sport is equipped with off-road-ready 21- and 18-inch wheels shod with Dunlop D605 knobby tires, a 43mm USD fork with adjustable compression damping and 10 inches of travel and a fully adjustable gas-charged Uni-Trak shock with 9.1 inches of travel. It has a 35.2-inch seat height and weighs 302 pounds wet.
The KLX300SM has 17-inch wire-spoke wheels shod with IRC Road Winner RX-01 rubber. Compared to the KLX300, the SM has stiffer suspension damping, less suspension travel, taller final-drive gearing and a larger front rotor.
Road Test Editor Nic de Sena spent a full day testing each bike, on public roads, at an OHV park (on the KLX300) and on a kart track (on the KLX300SM). He had a ball and says these bikes are great for newer riders or for those who just want to have fun on a budget. Check out his video review below:
The post 2021 Kawasaki KLX300 and KLX300SM | Video Review first appeared on Rider Magazine.
Source: RiderMagazine.com
Triumph has already announced 2022 updates to most of the models on its Bonneville platform, including the T120, T120 Black, T100, Street Twin (and limited-edition Street Twin Gold Line), Streetmaster and Bobber. Rounding out the 2022 Bonneville lineup are updated versions of the the Scrambler 1200 XC and Scrambler 1200 XE, as well as a limited edition Scrambler 1200 Steve McQueen Edition.
All of the 2022 Triumph Scrambler 1200 models are powered by a high-power version of Triumph’s liquid-cooled, 1,200cc parallel-twin that’s been updated to meet Euro 5 emissions regulations, which includes a revised exhaust system that offers improved heat distribution. The twin has a dedicated Scrambler tune that makes 89 horsepower at 7,250 rpm and 81 lb-ft of torque at 4,500 rpm (claimed).
We’ve had a blast hooning around on Scrambler 1200s, which occupy a unique niche with full-on adventure/dual-sport capability in a retro-styled package with state-of-the-art technology. With a 21-inch front wheel, side-laced tubeless wheels and nearly 10 inches of suspension travel, the Scrambler 1200 can take serious off-road abuse and comes back asking for more.
Top-spec kit returns, including fully adjustable suspension with a Showa 47mm USD fork and Öhlins shock, twin Brembo M50 radial monoblock front calipers, a full-color TFT display, keyless ignition, cruise control, a USB charging port, all-LED lighting and advanced rider-aid electronics with five riding modes. The off-road-focused XE model adds a 6th Off-Road Pro mode and cornering-optimized ABS and traction control.
With its seamless fuel tank with brushed aluminum Monza cap, iconic silhouette with a sculpted bench seat and signature high-level twin exhaust, the Triumph Scrambler 1200 brings legendary desert sleds of the past into the modern era.
Limited to 1,000 in individually numbered units worldwide, the Triumph Scrambler 1200 Steve McQueen Edition honors the King of Cool with unique Steve McQueen branding on the tank and handlebar clamp, an exclusive Competition Green custom paint scheme, premium Scrambler accessories fitted as standard and a certificate of authenticity with signatures from Triumph’s CEO, Nick Bloor, and Chad McQueen.
Base Price: $14,000 (XC) / $15,400 (XE) / $16,400 (Steve McQueen Edition)
Website: triumphmotorcycles.com
Engine Type: Liquid-cooled, transverse parallel twin, SOHC w/ 4 valves per cyl.
Displacement: 1,200cc
Bore x Stroke: 97.6 x 80mm
Horsepower: 89 @ 7,250 rpm (claimed)
Torque: 81 lb-ft @ 4,500 rpm (claimed)
Fuel Delivery: Electronic fuel injection & throttle-by-wire
Transmission: 6-speed, cable-actuated assist-and-slipper wet clutch
Final Drive: X-ring chain
Frame: Tubular steel w/ aluminum cradles, cast aluminum swingarm
Wheelbase: 61.8 in.
Rake/Trail: 26.9 degrees/5.1 in.
Seat Height: 33.1 in. (XC) / 34.2 in. (XE)
Suspension, Front: 47mm USD fork, fully adj., 9.8 in. travel
Rear: Dual shocks, fully adj., 9.8 in. travel
Brakes, Front: Dual 320mm discs w/ radial-mount opposed 4-piston calipers, radial-pump master cylinder, switchable ABS
Rear: Single 255mm disc w/ 2-piston floating caliper, switchable ABS
Wheels, Front: Tubeless spoked aluminum, 2.15 x 21 in.
Rear: Tubeless spoked aluminum, 4.25 x 17 in.
Tires, Front: 90/90-21
Rear: 150/70-17
Dry Weight: 425 lbs. (XC) / 456 lbs. (XE, Steve McQueen Edition) (claimed)
Fuel Capacity: 4.2 gals.
The post 2022 Triumph Scrambler 1200 XC, XE and Steve McQueen Edition | First Look Review first appeared on Rider Magazine.
Source: RiderMagazine.com
Since the last time we put a Roadmaster through it paces (Rider, April 2018), Indian’s Touring family has grown to five models. At the top of the heap are the Roadmaster Elite and limited-edition Jack Daniel’s Roadmaster Dark Horse, flashy Harley CVO competitors adorned with premium finishes, accessories and hardware to go with their nearly $40,000 price tags. Riders with simpler tastes have a choice of three Roadmaster models all priced within $750 of one another, the Roadmaster and Roadmaster Dark Horse at $29,999, and the Roadmaster Limited at $30,749. For 2021 all offer the plush, stable Roadmaster highway experience, now with a little more rumble and snort thanks to getting a larger 116ci Thunder Stroke engine versus the original 111ci air-cooled V-twin. Like the Roadmaster Elite, the base Roadmaster still wears the bike’s original swoopy fork-mounted fairing and skirted front fender like Indians of old, while the Limited and Dark Horse models have a more modern streamlined fairing, open front fender and slammed saddlebags.
The “new” Indian Motorcycle company did it right when it launched its first lineup for 2014, delivering three cruiser and bagger models with signature Indian styling like those fully valanced fenders and finned flathead-like cylinder heads with downward-firing exhaust headers on the new Thunder Stroke 111 engine. The Roadmaster full dresser followed shortly after with a complete complement of touring equipment, including an electric windscreen, removable fairing lowers, plush air adjustable single-shock rear suspension and a large top trunk. We were mightily impressed by its comfort, convenience and performance, but had concerns about the bike’s massive weight and engine heat output. As time marched on and the supply of nostalgia buffs interested in their historic styling began to wane, Indian added lighter versions of the Chieftain bagger and Roadmaster with crisper, more modern lines, as well as the all-new Challenger bagger with its liquid-cooled Power Plus 108 V-twin and frame-mounted fairing (a bike we deemed worthy of Rider’s 2020 Motorcycle of the Year award).
As a great touring motorcycle in its own right, with less weight and no engine heat to complain about, the Challenger’s introduction created a dilemma. Since you can add the Roadmaster top trunk to it as an accessory and end up with a cooler, lighter, fully dressed touring machine that handles better and makes more power, is there still a place in the lineup for the hot and heavy Roadmaster? Let’s find out.
Fascinated as we are by shiny things, for this refresher we focused on the Roadmaster Limited, which gets beautiful deep gloss Crimson Metallic or Thunder Black Azure Crystal paint and a V-twin engine swathed in chrome rather than the Dark Horse’s matte paint and black engine. For 2021 both the Limited and Dark Horse come with Indian’s recently released heated and cooled ClimaCommand seats, with controls conveniently integrated into the Ride Command infotainment system’s touchscreen. The seats also have separate temperature button controls for rider and passenger. Their 19-inch Contrast Cut front wheels vs. the 17-incher on the base model further distinguish these two bikes.
Some other nice changes for 2021 include the replacement of the fairing-mounted starter button with a 12-volt, 5-amp accessory socket under a flip cover (the starter button lives on the right handlebar now). That wouldn’t be notable except that the socket is an SAE type, the first we’ve seen integrated from the factory in such a way. It can be used to charge the bike’s battery, and to plug in other accessories with SAE connectors and power draws of five amps or less. The bike also has two 12-volt, 5-amp cigarette outlets, one in the trunk and one in the right saddlebag, so you can charge or power devices from all three sockets while riding. Apple CarPlay is integrated into the Ride Command System now, and there’s a USB port in the small pocket in the top of the fairing for plugging in a thumb drive or your iPhone (required to enable CarPlay, as is a Bluetooth headset).
Of course the major change since we last tested a Roadmaster is the bump in the Thunder Stroke’s displacement from 111ci (1,811cc) to 116ci (1,890cc), a move meant to keep power levels up in the face of more restrictive emissions requirements and counter Harley’s jump to 114ci on some of its models. Cylinder bore in the air-cooled, 49-degree OHV V-twin with two valves per cylinder was increased 2.2mm to 103.2mm to get the extra cubes. On the Jett Tuning dyno this roughly 5-percent increase in volume has resulted in slightly more power at the rear wheel, to the tune of 75.9 horsepower at 4,200 rpm and 105.8 lb-ft of torque at an astoundingly low 2,000 rpm — talk about a stump puller. From its peak, torque output stays above 90 lb-ft up to about 4,000 rpm, but most of us will have shifted long before that. Ridden solo the Thunder Stroke 116 gives the Roadmaster plenty of power with great pulse feel and an enormously satisfying rumble, and even fully loaded for touring and two-up the bike can still be coaxed into making a brisk pass with a single downshift. Shifting the 6-speed transmission is clean and positive, with a decisive “thunk” going into gear that big V-twin riders seem to like, and power gets to the rear via clean and quiet belt final drive.
ABS brakes and suspension are unchanged since our last Roadmaster review, fitting since the bike’s ride remains plush and well controlled, it stops as quickly and easily as desired and has good feel at the front adjustable lever and rear pedal (though the reach to the latter is a bit far for my 29-inch inseam). Handling on such a big, heavy motorcycle with a long wheelbase is a bit like dancing with an elephant — perfectly doable as long as you watch your feet and don’t try any sudden moves, which will just annoy the elephant and run you out of ground clearance right quick. Let’s just say that the Roadmaster’s handling rewards smoothness, more now with the stylish increase in front wheel size to 19 inches that seems to make the bike handle even more slowly. You need to keep your wits about you on a winding road, though steering effort is low and it does hold a line well unless a strong crosswind jostles the fork-mounted fairing.
Wind protection and comfort on the Roadmaster are excellent, with a very functional pushbutton electric windscreen, adjustable vents in the fairing lowers (that with practice you can open with your feet), a low seat and longish floorboards that allow you to move your boots forth and back. Excess engine heat can still be a problem in ambient temperatures of more than 70-75 degrees or so — at the end of long, hot ride in the sun on backroads or the Interstate you will definitely feel pretty baked. Bring the Mitchum. The cooling function of the unique ClimaCommand seat (explained in detail on our website here) helps a little, but on our test bike it mostly made the seat feel less hot, not cold or even especially cool, and only on a strip in the center. Personally I’d rather have more padding instead, since the seat’s thermoelectric module can be felt just below the surface, and it adds several pounds to an already heavy bike. On the other hand, with its substantial wind protection, adjustable heating in the seat and grips and all of that engine warmth, it takes a Blue Norther to get cold on the Roadmaster!
With 142 liters total of storage in the central locking saddlebags, trunk and fairing lower pockets plus its luggage rack you should never run out of room for stuff, and the trunk will hold two full-face helmets. Keyless ignition, throttle-by-wire, cruise control and three ride modes (Tour, Standard, Sport) are all included, though I never felt the need to ride in anything except Standard mode, which provides great throttle response. We’ve written reams about Indian’s highly functional Ride Command infotainment system with its 7-inch glove-friendly touchscreen, navigation, Bluetooth and gigawatt audio with four speakers, and it only seems to get better with each passing year. For 2020 Indian added a new quad-core processor to speed up the experience, more intuitive destination search capabilities, improved customizable ride screens and Connected Services, which include traffic and weather overlays so riders can avoid traffic and poor weather conditions. Combine it all with hands-free Apple CarPlay functionality and you just won’t find a more comprehensive system.
Which brings us back to that dilemma. Now that Indian has the Challenger, is there still a place for the Roadmaster? For me it comes down to a matter of style and tradition—though it adds a lot of electronic and performance advantages to the features found on the Roadmaster, the liquid-cooled Challenger’s looks aren’t everyone’s cup of tea. Both versions of the traditional air-cooled Roadmaster, on the other hand, are and will remain classic beauties for the foreseeable future. And to many riders that’s the most important aspect of a full dresser.
Mark’s Gear:
Helmet: Shoei Neotec II
Jacket: Highway 21 Motordrome
Pants: Olympia X Moto II
Boots: Dianese Long Range
Base Price: $30,749
Warranty: 2 yrs., unltd. miles
Website: indianmotorcycle.com
Engine
Type: Air-cooled, transverse 49-degree V-twin
Displacement: 1,890cc (116ci)
Bore x Stroke: 103.2 x 113.0mm
Compression Ratio: 11.0:1
Valve Train: OHV, 2 valves per cyl.
Valve Insp. Interval: NA (self-adjusting)
Fuel Delivery: Closed loop EFI w/ 54mm throttle body
Lubrication System: Semi-wet sump, 6.0-qt. cap.
Transmission: 6-speed, cable-actuated wet assist clutch
Final Drive: Belt
Electrical
Ignition: Electronic
Charging Output: 710 watts @ 3,500 rpm
Battery: 12V 18AH
Chassis
Frame: Modular, aluminum backbone w/ cast aluminum swingarm
Wheelbase: 65.7 in.
Rake/Trail: 25 degrees/5.9 in.
Seat Height: 26.5 in.
Suspension, Front: 46mm stanchions, no adj.,
4.7-in. travel
Rear: Single shock, air-adj. preload, 4.5-in. travel
Brakes, Front: Dual 300mm discs w/ 4-piston opposed calipers & ABS
Rear: Single 300mm disc w/ 2-piston pin-slide caliper & ABS
Wheels, Front: Cast, 3.50 x 19 in.
Rear: Cast, 5.00 x 16 in.
Tires, Front: 130/60-BH19
Rear: 180/60-RH16
Wet Weight: 895 lbs.
Load Capacity: 490 lbs.
GVWR: 1,385 lbs.
Performance
Horsepower: 75.9 horsepower at 4,200 rpm
Torque: 105.8 lb-ft at 2,000 rpm
Fuel Capacity: 5.5 gals., last 1.0 gal. warning light on
MPG: 91 PON min. (high/avg/low) 41.3/39.9/38.8
Estimated Range: 219 miles
Indicated RPM at 60 MPH: 2,250
The post 2021 Indian Roadmaster Limited | Tour Test Review first appeared on Rider Magazine.
Source: RiderMagazine.com
When the current generation of Kawasaki’s Versys 650 LT appeared on the scene in 2015, the motorcycle landscape was a different place. Things like full-color TFT instrument panels, ride-by-wire throttles, and electronic aid packages with IMUs were reserved for an elite class. Today, those features are all but ubiquitous among liter bikes in nearly every category. They have even begun trickling down to select middleweights. Heck, the latest Kawasaki Ninja 650 has a TFT display with Bluetooth connectivity.
In a rapidly advancing world, the Versys 650 LT has studiously marched on, gaining a devout following for its affordability and utility. Its basic analog and LCD dash works well enough — the first LT came out long before ride modes were a twinkle in an engineer’s eye for this segment. Modern LED headlights would be an improvement over its halogen bulbs. The 649cc parallel-twin engine is eager and astoundingly dependable while missing some of the excitement seen in competitors. All of that is mated to a compliant chassis that’s proven itself in commuting and touring roles.
What I’m describing isn’t the flashiest model with the latest whiz-bang gadgetry; although ABS is standard, the 2020 Kawasaki Versys 650 LT is a blue-collar workhorse — a bike of the people.
Two essential features define the LT model: hand guards and key-matched, quick-release 28-liter hard saddlebags that will hold a full-face helmet in each side. That’s plenty of storage for trips, short and long.
Saddle up on the 650 LT, and you’re met with a bolt upright, neutral riding position, and riser handlebars that elevate your arms comfortably. Interestingly, the seat height is a somewhat lofty 33.1-inches, but the pleasantly plush saddle and compliant suspension squish down, allowing my 32-inch inseam to plant my feet on the deck. Also, Kawasaki has done a decent job of keeping the Versys 650 LT chassis at a trim width, further aiding the plight of shorter riders. Toss in the adjustable windscreen, standard hand guards and decently sized fairing, and the rider is adequately protected from the elements on long rides or short. From the handlebars to the footpegs, just about every touch point is rubber damped or counter-weighted, whittling the engine’s vibrations down to a tolerable minimum.
The Versys’ beating heart is a 649cc DOHC parallel-twin powerplant, which churned out a respectable 63.2 horsepower at 8,700 rpm and 43 lb-ft of torque at 7,300 rpm on the Jett Tuning dyno. There are more powerful machines out there, yet I’d wager that this level of performance is about what most riders need. It’s approachable, welcoming and never overwhelming, happy to chow-down miles at freeway speeds or plod along in traffic — made that much easier by the light slip-assist clutch.
Tractability is the name of the game on the 650, building power predictably and progressively until plateauing in the upper rev-range. There is some low-end grunt to be had, while ample mid-range power steals the spotlight’s attention. The 180-degree crank layout and pitter-patter exhaust note don’t exude performance by any stretch of the imagination. Still, the engine has a pleasing personality, revving up quickly once you crack the whip, capable of eking out more than an approving smirk. The only hiccup in the works is abrupt initial throttle response.
The LT’s sporty 6-speed transmission certainly gets a workout in the twisties, and you’ll also have the assist and slip clutch to help prevent wheel hop, should you bang down through the gears with too much gusto.
I suspect that many find the Versys 650 LT’s cooperative handling to be a high point, and I count myself among that group. Tipping the 650 into corners requires little to no effort, and it does so nicely, which is impressive considering its sizeable 501 pound wet weight. In urban and canyon environments, its adept flickability is one of its outstanding characteristics, paying dividends for novice and intermediate riders alike.
The 41mm fork with adjustable spring-preload and rebound damping and the shock featuring a snazzy spring-preload adjuster hide all of the road’s maleficence quite well, thanks to a relatively soft setup, though it’s unusual for a rear shock on a sport-touring bike to lack rebound damping adjustment. Still, to the potholes in the urban sprawl, phooey, I say!
Of course, that is a setup choice done in the name of comfort. There is a downside: when faced with rough tarmac while cornering or correcting lines at pace, some nervousness is felt through the front end, which could be quelled by beefing up the springs and damping circuits. Luckily, the rear doesn’t suffer from the same issues.
The positives and negatives of the chassis are underscored on the wonderfully diverse stretch of tarmac known as California Route 58. The 650 LT’s agility shines when whipping through the winding sections of road, while riders with sportier desires may want a tauter chassis, less prone to fidgeting when leaned over on the edge of the tire. On abused sections of highway, the cushy suspension setup pays off in outright comfort.
Dual 300mm discs and 2-piston calipers in the front handle braking duties, providing decent stopping power and adequate feel. In the rear, a basic 1-piston caliper and 250mm disc are useful for line correction or low-speed maneuvering.
After a respectable run, the 2020 Kawasaki Versys 650 LT still has a solid foothold in its segment — it isn’t long in the tooth quite yet, but it is on its way. There is some salt and pepper in its hair concerning its technological offerings, yet even now it remains a good platform. Priced affordably and capable of filling multiple roles, the Versys 650 LT checks quite a few boxes for riders, making it a commendable workhorse.
Nic’s Gear:
Helmet: Scorpion EXO-GT3000
Jacket: Fly Strata
Pants: Fly Resistance
Gloves: Racer Soul
Boots: Sidi SDS meta
Base Price: $9,199
Warranty: 2 yrs., unltd. miles
Website: kawasaki.com
ENGINE
Type: Liquid-cooled, transverse parallel-twin
Displacement: 649cc
Bore x Stroke: 83.0 x 60.0mm
Compression Ratio: 10.8:1
Valve Train: DOHC, 4 valves per cyl.
Valve Insp. Interval: 15,200 miles
Fuel Delivery: DFI w/ 38mm throttle bodies x 2
Lubrication System: Semi-dry sump, 2.4-qt. cap.
Transmission: 6-speed, cable-actuated wet clutch
Final Drive: O-ring chain
ELECTRICAL
Ignition: TCBI w/ electronic advance
Charging Output: 372 watts max.
Battery: 12V 10AH
CHASSIS
Frame: Tubular-steel double pipe diamond frame w/ box-section aluminum swingarm
Wheelbase: 55.7 in.
Rake/Trail: 25.0 degrees/4.3 in.
Seat Height: 33.1 in.
Suspension, Front: 41mm USD fork, adj. for spring preload & rebound damping w/ 5.9-in. travel
Rear: Single shock, remotely adj. for spring preload w/ 5.7-in. travel
Brakes, Front: Dual 300mm discs w/ opposed 2-piston calipers & ABS
Rear: Single 250mm disc w/ 1-piston caliper & ABS
Wheels, Front: Cast, 3.50 x 17 in.
Rear: Cast, 4.50 x 17 in.
Tires, Front: 120/70-ZR17
Rear: 160/60-ZR17
Wet Weight: 501 lbs.
Load Capacity: 438 lbs
GVWR: 939 lbs.
PERFORMANCE
Horsepower: 63.2 at 8,700 rpm
Torque: 43.0 lb-ft at 7,300 rpm
Fuel Capacity: 5.5 gals., last 1.5 gals. warning light on
MPG: 87 PON min. (low/avg/high) 38.2/45.7/53.1
Estimated Range: 251.1
Indicated RPM at 60 MPH: 4,500
The post 2020 Kawasaki Versys 650 LT | Road Test Review first appeared on Rider Magazine.
Source: RiderMagazine.com