As a result of the big moves in the Ducati and Aprilia boxes, the five riders involved will take to the stage to discuss their respective moves, and their motivations behind them, on Thursday at 17:40 CET in Misano. Bastianini, Martin, Zarco, Oliveira and Fernandez will all be present at the Special Conference to field questions from the media, while it will be free to stream on motogp.com.
Source: MotoGP.com – Read Full Article Here
Enea Bastianini and Maverick Viñales will captain their respective sides, and if you are in the area, the event is free to attend. However, if you are unable to attend in person, you can still follow all the action through MotoGP™’s social channels on Youtube, Twitch and Facebook.
Source: MotoGP.com – Read Full Article Here
The season closer will be held at The Bend Motorsport Park in South Australia, with track action kicking off on November 25th. Miller took a podium on his visit last season and has lived up to his promise that he would return. The 27-year-old will join the Alpinestars Superbike class for the weekend, which will see him race twice on Sunday aboard his Thrill Racing Superbike.
Source: MotoGP.com – Read Full Article Here
The folks in Borgo Panigale makes the bold claim that the Ducati Multistrada V4 Pikes Peak is the sportiest adventure bike ever produced. And with its 1,158cc Grandturismo V-4 cranking out a claimed 170 hp and 92 lb-ft of torque and a new Race ride mode, the Pikes Peak can walk the walk.
The Multistrada is one of Ducati’s bestselling models, and 1 in 6 sold is a Pikes Peak. The Multistrada 1200 S Pikes Peak was introduced in 2011 to celebrate Greg Tracy’s win on a Multistrada at the 2010 Pikes Peak International Hill Climb, the legendary “Race to the Clouds” in the Rocky Mountains of Colorado.
Related Story: 2021 Ducati Multistrada V4 S | First Ride Review
Carlin Dunne claimed a second win on a Multistrada in 2011, setting a new motorcycle record of 11:11.329. The following year, Dunne and Tracy swept the top two positions on Multistradas, with Dunne becoming the first to break the 10-minute barrier on a motorcycle with a new record of 9:52.819 and Tracy close behind at 9:58.262. Ducati Multistradas went on to claim two more wins at Pikes Peak in 2013 and 2018.
GEAR UP
Helmet: Arai Regent-X
Jacket: Klim Carlsbad
Gloves: Klim Dakar Pro
Pants: Klim Carlsbad
Boots: Sidi Gavia Gore-Tex
In the past, Pikes Peak models were little more than styling variations on the base Multistrada. But for 2022, Ducati pulled out all the stops, moving the Pikes Peak to the top of the lineup by giving it the primo treatment from stem to stern.
Race mode replaces the Enduro mode found on other Multistrada models, and it is joined by Sport, Touring, and Urban modes. In Race mode, the rev limiter kicks in more gradually to allow uninterrupted drive at high revs. A revised quickshifter helps the cause with faster gear changes both up and down.
The Pikes Peak’s comprehensive IMU-based electronics suite includes customizable power modes, traction control, ABS, wheelie control, and Öhlins Smart EC 2.0 semi-active suspension with event-based settings that adapt to the user’s riding style. It’s also equipped with front and rear radar that informs adaptive cruise control and blind-spot detection.
As racy as the Pikes Peak is, we got our first ride on speed-limited public roads near Palm Springs, California, including the sinuous Palms to Pines Scenic Byway (State Route 74), which climbs out of the Coachella Valley and into Santa Rosa and San Jacinto Mountains, ascending more than 5,000 feet.
Even at a spirited pace, the Pikes Peak felt like a greyhound on a short leash, eager to dash off at a moment’s notice. The Granturismo is a fireball of an engine, generating a heady mix of power, sound, and sensation that is exciting and engaging. In either Race or Sport mode, where power and throttle response are at their highest setting, the connection between the right grip and the rear tire was direct and fueling felt spot-on.
We’ve tested every iteration of the Multistrada over the years, and the V4 platform represents a high-water mark in terms of performance and handling. Ducati went a step further with the Pikes Peak to give it more stability at speed. Compared to the standard Multistrada V4, its wheelbase was lengthened by 1.1 inches to 62.8, its rake was increased by 1.25 degrees to 25.75, and its trail was increased by 0.7 inch to 4.7. Front wheel travel remains the same at 6.7 inches, but rear wheel travel was reduced by 0.4 inch to 6.7.
Ergonomics are sportier too. Compared to the standard Multistrada V4, the Pikes Peak has a narrower, straighter handlebar that’s 0.6 inch lower and footpegs that are 0.4 inch higher and 0.4 inch farther back. But it’s still based on an adventure bike platform, so it’s far more comfortable than nearly any sportbike on the market, especially those in Ducati’s lineup.
Diving into corners, the Pikes Peak clung to the pavement like a mountain goat on the side of a cliff, and it transitioned from side to side with ease. Credit goes to the adaptability of the Öhlins electronic suspension, the grip of the Pirelli Diablo Rosso IV tires, and the lightness of the Marchesini forged aluminum wheels, which shave off a whopping 8.8 lb of unsprung weight compared to the Multistrada V4.
When the go must slow, Brembo Stylema front calipers with Panigale brake pads pinching enormous 330mm discs are like a giant pause button that freezes time and space. These impressive stoppers seem to defy physics.
With motorcycles no longer competing in the Race to the Clouds, the livery of the V4 Pikes Peak was inspired by Ducati’s Desmosedici GP21 MotoGP racebike. Ducati Red paint is complemented by white number-plate graphics with the number “1” in black and a two-tone red and black seat with “V4” embossed on the pillion. Grace notes include carbon fiber accents on the beak and front fender, a dark smoke low windscreen, and a carbon fiber cap on the titanium Akrapovič silencer. And it’s a treat to see Ducati’s signature single-sided swingarm reappear on the V4 Pikes Peak, recalling Multis of the past.
As racy as the Pikes Peak is in terms of its capabilities and style, it’s still practical enough to be used as a daily rider or a sport-tourer. It has standard hangers for optional saddlebags, and available accessories include heated grips, a heated seat, a centerstand, and luggage/accessory packs (Touring, Urban, and Enduro). You can also go full hero with carbon fiber front and rear fenders, a racing exhaust system (+10 hp, +5 lb-ft, -11 lb), and a dry clutch kit.
Admittedly, in the 120 or so miles I put on the Multistrada V4 Pikes Peak, I barely scratched the surface of its capabilities. Only on a racetrack or a deserted road far from watchful eyes can the true nature of the Pikes Peak be revealed. That would be a special moment, and you’d better hang on.
Base Price: $30,395
Website: Ducati.com
Warranty: 2 yrs., unltd. miles
Engine Type: Liquid-cooled, transverse 90-degree V-4, DOHC w/ 4 valves per cyl.
Displacement: 1,158cc
Bore x Stroke: 83.0 x 53.5mm
Horsepower: 170 hp at 10,500 rpm (factory claim)
Torque: 92 lb-ft at 8,750 rpm (factory claim)
Transmission: 6-speed, hydraulically actuated slip/assist wet clutch
Final Drive: Chain
Wheelbase: 62.8 in.
Rake/Trail: 25.8 degrees/4.7 in.
Seat Height: 33.1/33.9 in.
Wet Weight: 527 lb
Fuel Capacity: 5.8 gals.
The post 2022 Ducati Multistrada V4 Pikes Peak | First Ride Review first appeared on Rider Magazine.
Source: RiderMagazine.com
Related Story: 2021 Yamaha Tracer 9 GT | Road Test Review
Mileage: 6,294
Base Price: $14,899 (2021); $14,999 (2022)
Accessories: $729.95
After a year together, it’s finally time to say goodbye to our 2021 Motorcycle of the Year. We’ve had a great time with the Yamaha Tracer 9 GT, so we’re sad to see it go.
The Tracer 9 GT is the culmination of several generations of development and refinement, and the result is a fantastic lightweight sport-tourer built around Yamaha’s 890cc inline-Triple, which is good for 108 hp at 10,000 rpm and 63 lb-ft of torque at 7,200 rpm at the rear wheel. This is one of the most fun and engaging engines around – it’s like hanging out with three hellraising buddies who know how to keep it cool in polite company but love to get rowdy when the clock strikes 6,500 rpm.
In stock trim, the Tracer 9 GT is a versatile, comfortable machine that served us well on day rides, weekend jaunts, and multiday trips. We appreciated the Yamaha’s good wind protection, upright riding position, generous legroom, dual-height seat (31.9/32.5 inches), and adjustable handlebar and footpeg positions. None of our testers complained about soreness in wrists, lower backs, or shoulders, nor was engine heat ever an issue.
Any time the road turned twisty, we were glad to be on the Tracer. With its raucous engine, excellent chassis, and semi-active suspension, we attacked corners with gusto, enjoying the confidence boost that a well-sorted motorcycle can provide.
To get to the good stuff, we logged many miles on the slab. One of our nits to pick is how busy the engine is in 6th gear at freeway speeds. At 65 mph, the engine turns 4,200 rpm. We lost count of how many times we grabbed ghost shifts to 7th thinking there might be another gear up top. We’d like to try a rear sprocket with one less tooth to make the gearing taller.
In terms of maintenance, we did routine checks of tire pressure, oil level, chain tension and lubrication, and such. We changed the oil and filter after about 5,000 miles, and we used the recommended Yamalube products. We also took the Tracer to our local Yamaha dealer after a safety recall was announced that all 2021-22 MT-09 and Tracer 9 GT models had an improperly programmed ECU that could cause engines to stall unexpectedly in certain circumstances. It was fixed quickly at no charge.
The Tracer proved to be unforgiving of laziness with the clutch when pulling away from a stop, both before and after the recall repair. Without adequate revs, we’d stall the Tracer like a newbie.
After about 5,000 miles of hard use, the rear Bridgestone Battlax T32 GT tire was toast. We spooned on a set of Dunlop Sportmax Roadsmart IV radials, and they’ve provided excellent grip and ride quality. MSRP for the Roadsmart IV tires is $189.95 for the front (120/70ZR17) and $250.95 for the rear (180/55ZR17). You can read our Roadsmart IV review here.
To enhance the Tracer 9 GT’s touring ability, we installed several Yamaha factory accessories, including the Touring Windshield ($179.99), Top Case Mounting Kit ($116.99), 50L Top Case ($289.99), 50L Top Case Backrest Pad ($74.99), and 50L Fitted Top Case Inner Bag ($66.99).
Installation was straightforward. The Touring Windshield is 2.8 inches wider and 3.2 inches taller than stock, and it made a big difference in terms of wind protection. The Tracer’s 30-liter saddlebags are large enough to hold a full-face helmet in each side. The 50L Top Case bumps total storage capacity to 110 liters, and the backrest pad was appreciated by passen-gers.
Over the course of nearly 6,300 miles, we averaged 44.4 mpg, which yields 222 miles from the 5-gallon tank (premium unleaded is required). Our fuel economy ranged from as high as 60.4 mpg to as low as 33.7 mpg, the latter after giving it the whip in a serious headwind.
After whining to Yamaha reps about having to return the Tracer 9 GT, we wiped away our tears when they offered us a lollipop: an accessorized 2022 MT-10. Stay tuned to find out how we get along with the Tracer’s big brother.
The post 2021 Yamaha Tracer 9 GT | Long-Term Review first appeared on Rider Magazine.
Source: RiderMagazine.com
For the 2022 model year Yamaha offers a new and improved MT-10, its liter-class naked bike. Previously known as the FZ-10, and the FZ1 before that, the MT-10′s name was changed so that Yamaha could fit it into the global Masters of Torque/MT model family. The MT-10 slots in above the new rider-friendly MT-03 and MT-07, both with parallel-twin power, and the inline-three MT-09.
Editor’s note: We previously featured this bike during the 2022 Yamaha MT-10 Review, 2022 Yamaha MT-10 First Look Preview, and 2022 Yamaha MT-10 First Ride Review articles. Additionally, you can read about its predecessor in the 2020 Yamaha MT-10 MC Commute Review article and video.
We love the reshaped front end, with its Transformer-esque LED positioning lights and ultrabright LED headlamps. Other improvements include unique acoustic channels built into the top of the fuel tank. These vents allow the awesome sound of the 998cc CP4 engine to be focused right on the rider.
Yamaha has been manufacturing its crossplane CP4 engine for over a decade; its original purpose when it debuted was to offer added track ability. Today’s version feels like a cross between an old V-twin-style sportbike and a screaming inline-four, with a unique exhaust note. There are a lot of great-sounding motorcycles out there, and this CP4 engine ranks right up at the top. The sound when riding is tremendous, thanks to the new ducts, and those hearing this bike go by them won’t soon forget. We’re not sure how Yamaha Motor got this bike past sound and emissions testing, as it sounds downright mean. To the testers, it sounded nearly as awesome as a Tuono V4 1100, though with a character all its own; frankly, we love it. Anyway, the CP4, Yamaha’s 998cc liquid-cooled inline-four, is the same crossplane-equipped engine as in the YZF-R1 minus the titanium valve train and connecting rods. This version is now Euro 5 compliant thanks to modified intake and the exhaust systems, which incidentally help make the induction system more rowdy.
Improvements include the radial-mount master cylinder that replaces the axial component on the predecessor, which wasn’t great; we’re big fans of this Brembo unit. The rear brake benefits from a Brembo-sourced master cylinder as well.
The MT-10 also gets the 2015-generation Yamaha YZF-R1 color TFT dash display. It’s a nice improvement from the old monochrome LCD setup, but realistically, this dash display is too small and the multi-wheel switch gear button is too old and clunky. The control wheel is easy to use, and you can make adjustments while you’re riding, which we like. But the tactile response of this control wheel (right-hand side) is sloppy. It doesn’t offer a good tactile feel, so it’s hard to make micro adjustments, especially with gloves. Yamaha really needs to step it up in this department. That said, we do like the handy 12-volt power port located right underneath the dash display; it makes it easy to fit a USB-style charger for gadgets.
Cruise control returns, now including a manually adjustable speed limit function allowing the rider to set their maximum speed, an upgrade from Europe where speed cameras are everywhere. Small changes include the one-tooth-smaller rear final drive sprocket, which results in a mite slower acceleration but also lower revs during top gear cruises on the freeway. Lastly, Yamaha fitted the updated throttle tube system, first unveiled on the 2020 YZF-R1M, for improved throttle response.
We’re big fans of the MT-10 the last time we operated it during the 2020 Yamaha MT-10 MC Commute Review, but there were some squawks with it. Yamaha has addressed many of these bugs.
In the electronics department the MT-10 has adopted the R1′s electronics package. Four combined engine power/throttle response modes let the rider tailor the MT’s acceleration; PWR 1 was our favorite, offering maximum power and the most aggressive throttle response. This setting benefits from the updated function of Yamaha’s Accelerator Position Sensor with Grip (APSG). Yamaha has also provided the ability to adjust traction control, slide control, and wheelie (Yamaha calls it lift) control. All of these systems are enabled by an IMU-powered electronic system originally fitted on the 2015 YZF-R1; the previous MT-10 relied on Yamaha’s older 2012-generation R1 system.
The electronics also benefit from adjustable engine-brake control, allowing riders to dial in deceleration for more or less engine-braking effect; we generally like a moderate level of engine-brake during street rides to slow the bike without relying solely on the brakes, whereas at the track we find less engine-braking desirable. Luckily, the choice is the rider’s with this feature.
Cornering ABS is now included, although Yamaha doesn’t call it that. The system employs lean angle-sensitive ABS in the Brake Control 2 mode (less aggressive setting); in the more aggressive Brake Control 1 mode, lean-sensitive brake ABS is deactivated. As usual, Yamaha’s ABS programming is definitely on the conservative side, especially in comparison to its European-made equipment. If you’re looking for a motorcycle that doesn’t flirt with the ABS a lot when you’re using the brakes aggressively, the MT-10 is not for you.
The MT-10 weighs in at 467 pounds with a full 4.5 gallons of premium unleaded, about 4 pounds heavier than last year’s bike, but it wears its weight well. The MT-10′s chassis is very well balanced and nimble, very ready to put where you want. The ergonomics aren’t overly aggressive. Three-way-adjustable suspension with preload adjusters atop each fork cap make tweaking handling based on preference easy. We appreciate the suspension’s optimum pitch control; the bike goes over bumps nicely without too racy of a ride. While we love Yamaha’s YZF-R1, it’s downright uncomfortable to ride on the street because the suspension setup is so rigid. This MT has a little bit more give, perfect for street riders.
Overall we like what Yamaha’s done with the ‘22 version of the MT-10. We like the styling, we like the R1-based electronics; it’s all a nice step up, especially for track riders; street riders may find this upgrade less of a big deal. So would we pony up $13,999 for this bike? If we were looking for a high-end, liter-class naked, this would be on our shopping list. We really like the R1-sourced engine and its more rambunctious character and, especially, sound. Still, at another $1,000 over the previous MT-10, if we owned the old model, we wouldn’t replace it with this version. The upgrades simply aren’t big enough to justify it. But if we were coming from an MT-07 or MT-09, this would be a great step up.
Gear Box
Helmet: Arai Signet-X
Jacket: Dainese Sevilla Air
Pant: Dainese Tex
Gloves: Racer Guide
Boots: TCX Rush 2 Air
2022 Yamaha MT-10 Technical Specifications and Price
| PRICE | $13,999 |
| ENGINE | 998cc, DOHC, liquid-cooled, inline 4-cylinder; 16 valves |
| BORE x STROKE | 79.0 x 50.9mm |
| COMPRESSION RATIO | 12.0:1 |
| FUEL DELIVERY | Fuel injection, ride-by-wire |
| CLUTCH | Wet, multiplate slipper/assist |
| TRANSMISSION/FINAL DRIVE | 6-speed/chain |
| FRAME | Aluminum Deltabox |
| FRONT SUSPENSION | 43mm KYB, fully adjustable; 4.7 in. travel |
| REAR SUSPENSION | KYB piggyback shock, fully adjustable; 4.7 in. travel |
| FRONT BRAKES | 4-piston calipers, dual 320mm discs w/ ABS |
| REAR BRAKE | 2-piston Nissin caliper, 220mm disc w/ ABS |
| WHEELS, FRONT/REAR | Alloy 5-spoke; 17 x 3.5 in. / 17 x 6.0 in. |
| TIRES, FRONT/REAR | Bridgestone Battlax Hypersport S22; 120/70-17 / 190/55-17 |
| RAKE/TRAIL | 24.0°/4.0 in. |
| WHEELBASE | 55.3 in. |
| SEAT HEIGHT | 32.9 in. |
| FUEL CAPACITY | 4.5 gal. |
| CURB WEIGHT | 467 lb. |
| WARRANTY | 12 months, limited |
Source: MotorCyclistOnline.com
Touring tires for heavyweight bikes need to be made of tough stuff. They are expected to last a long time and perform well in hot, cold, wet, and dry conditions on all kinds of roads. Dunlop American Elite tires meet all these requirements and more. I’ve put more than 1,500 miles on them aboard my 2017 Road Glide Ultra since getting them spooned on by the good folks at Ventura Harley-Davidson, and I am very impressed. In fact, in over 48 years of riding motorcycles (don’t judge), these are the best road tires I’ve ever tried.
The American Elites provide excellent ride quality, the first line of defense against potholes, seams, and cracks in the neglected poured-concrete freeways and sunbaked highways where I live in California. For those of you who live in parts of the country with smoother roads, you’ll enjoy an even more comfortable, confidence-inspiring ride.
Related Story: Dunlop Mutant Tires tested on a Harley-Davidson Pan America
Stable and smooth on the highway, when the pavement starts to curve, the Dunlops exhibit neutral turn-in behavior and hold a steady line. When midcorner corrections are required, they respond with stability and excellent feedback. I rode in temperatures ranging from 55 to 113 degrees on roads with tar snakes, grooved pavement, and other irregularities, and the tires’ performance remained consistent and predictable. They were particularly quiet, with little change in road noise over varying surfaces.
From an aesthetic side, the American Elites are handsome-looking tires that have deep, rain-evacuating grooves. The front tire is made of a single compound while the rear uses Dunlop’s Multi Tread technology to provide durability in the center and reassuring grip on the shoulders. Dunlop claims the Elites offer more longevity, better stability, more wet grip, and greater bump compliance than Michelin Commander IIs. Based on my experience with both types of tires on my Ultra, I would agree.
These are premium tires that will enhance the enjoyment and safety of riding your American-made motorcycle. I give them an enthusiastic two thumbs up!
Dunlop American Elite tires are designed, tested, and manufactured in the United States. They are available in blackwall, narrow whitewall, and wide whitewall styles in a range of sizes for Harley-Davidson, Indian, and Victory models. Pricing ranges from $185.95 to $381.95 depending on size.
The post Dunlop American Elite Tires | Gear Review first appeared on Rider Magazine.
Source: RiderMagazine.com
Anytime you have a hit on your hands the way Royal Enfield does with its Himalayan adventure bike, you capitalize on it. A few modifications here, a tweak there, and voila, a new variation is born. Many times, however, as with blockbuster movies, sequels fail to capture the success of the original. With the Scram 411, has Royal Enfield produced the two-wheeled equivalent of a follow-up hit like The Empire Strikes Back or a forgettable flop like Ghostbusters II?
The new scrambler-style Scram 411 and the Himalayan share the same frame and air-cooled 411cc Single with SOHC and two valves. The 4-gallon fuel tank is also the same, but the Himalayan’s two-piece seat has been swapped for one of a singular design. More importantly, the 21-inch front wheel of the Himalayan was replaced with a more street friendly 19-incher on the Scram.
Related Story: 2022 Royal Enfield Himalayan | First Ride Review
The instrument cluster was also downsized, with the Himalayan’s digital compass and tachometer being omitted on the Scram, while the speedo was replaced with a different version that includes a clock, dual tripmeters, an odometer, and a gear-position indicator. Our test bikes were outfitted with Royal Enfield’s Tripper navigation unit, but according to company reps, supply-chain issues have prevented the Tripper from being offered as standard equipment. Instead, it will be an accessory available sometime in the future.
Gone as well are the Himalayan’s windscreen and front rack, forcing Enfield designers to clean up the bike’s exposed cockpit, which they did by way of a cast metal headlight nacelle. Affixed to the mounting points on the frame where the front rack was previously attached is a pair of “urban badge plates.” Kudos to Enfield for taking the time to cover an ugly mounting stalk that another OEM may have left exposed and then incorporating that element into the bike’s graphics.
The Scram 411 is available in seven different graphics packages, all starting at $5,099.
GEAR UP
Helmet: Scorpion EXO-GT930 Transformer Modulus
Jacket: Scorpion Vortex Air Mesh
Gloves: Scorpion Vortex Air
Pants: Klim
Boots: Sidi
Our route through the dairy lands of Wisconsin presented enough greenery and full lakes to make a California resident like me loathe returning to our brown, drought-stricken state. What it didn’t provide was a roadway tight enough to push the Scram to its limits in a series of peg-grinding, left-to-right transitions. But in the Badger State’s plentiful sweepers, gently rounded corners, and straightaways, the Scram exhibited all the confidence a bike of its caliber should.
The semi-knobby tires do a fine job generating good grip and control in on- or off-road conditions while looking the part of a scrambler. The handlebars are just the right width to provide the rider with comfortable control. But the reach to the levers was at the limit of my comfort level, and while you can fiddle with the clutch cable to bring the clutch lever closer to the bar, the brake lever would require replacement with something more ergonomic.
The few short gravel roads we traveled were also navigated with nonchalance except for the non-switchable rear ABS, which the Himalayan has but the Scram does not. Standing on the balls of my feet, I felt the same pressure from the side covers pushing my calves outward as I experienced with the Himalayan. Moving my feet forward until the heel of my boot caught the footpeg helped relieve the pressure, but I’d rather my feet be better positioned.
Over the course of 400 miles, I found the seating position of the Scram to be surprisingly agreeable for a small-displacement motorcycle. The reach to the handlebar felt natural, and the seat provided a good combination of comfort and support. The seat-to-footpeg ratio was spacious enough to keep my knees from aching at the end of two full days of riding.
At 7.5 inches, the Scram’s nonadjustable fork has 0.4 inch less travel than the Himalayan. Whether it’s the reduced travel or different damping, the Scram responded more harshly to rough pavement than its stablemate. The preload-adjustable rear shock, on the other hand, was less affected by irregularities.
The Scram 411 variant of the Himalayan is an obvious direction in which to expand Royal Enfield’s model lineup. However, whereas the Himalayan succeeds well in its intended off-road environment, the Scram struggles to shine as brightly on pavement. In the dirt, the 411cc Single’s claimed 24.3 hp is enough for a novice or experienced motorcyclist to have fun, but on the road there’s barely enough forward thrust to keep a 5-foot-11, 187-lb rider like me moving at freeway speeds. At full tuck on a flat road, I got to 75 mph molasses-quick, but even at 65 mph there’s hardly any passing power in reserve.
On the other hand, the counterbalanced Single produces hardly any vibration. Regardless of engine rpm, the air-cooled engine remained eerily smooth. The 5-speed transmission was uncooperative at times, exhibiting occasional notchiness when downshifting multiple gears, but the clutch pull is light.
The Scram’s brakes are adequate but uninspiring. On the Himalayan, the single-disc brakes front and rear sufficiently slow the motorcycle in the dirt. On the street, however, effort is required to extract full power from the front 300mm disc gripped by a 2-piston caliper and the rear 240mm disc with a single-piston caliper.
Has Royal Enfield got a sophomore hit on its hands? Accepted on its own terms – clean retro styling, a modestly powered little-engine-that-could Single, a solidly built price-point chassis, and an entry-level price – the answer is a qualified yes. Part of the deal is a low-tech motorcycle that’s heavy for its displacement class (432 lb with its 4-gallon tank full), which will be appealing, irrelevant, or unappealing depending on your point of view.
In the small-displacement scrambler segment, there aren’t many options available, but the Scram 411 isn’t the only game in town. For an extra $300, there’s the more modern, more powerful, and lighter Husqvarna Svartpilen 401. Different strokes for different folks.
Base Price: $5,099
Website: RoyalEnfield.com
Warranty: 3 yrs., unltd. miles w/ roadside assistance
Engine Type: Air-cooled Single, SOHC w/ 2 valves
Displacement: 411cc
Bore x Stroke: 78.0 x 86.0mm
Horsepower: 24.3 @ 6,500 rpm (factory claim)
Torque: 23.6 lb-ft @ 4,500 rpm (factory claim)
Transmission: 5-speed, cable-actuated wet clutch
Final Drive: Chain
Wheelbase: 57.3 in.
Rake/Trail: NA
Seat Height: 31.3 in.
Wet Weight: 432 lb
Fuel Capacity: 4.0 gals.
The post 2023 Royal Enfield Scram 411 | First Ride Review first appeared on Rider Magazine.
Source: RiderMagazine.com
With the likes of Repsol Honda Team and Ducati Lenovo Team confirming their rider lineups recently, the 2023 MotoGP™ grid is now really taking shape. Here’s a rundown of how the premier class grid looks so far, with LCR Honda Idemitsu, GASGAS Factory Racing Team and Mooney VR46 Racing Team the only teams who don’t have both riders officially confirmed.
Source: MotoGP.com – Read Full Article Here
Massimo Rivola – Aprilia Racing CEO: “Our satellite project with Team RNF is taking shape in the way we conceived it from the very beginning. We have succeeded in securing two extraordinary talents, two riders whom I greatly respect both from a human point of view and for their technical skills. Miguel has shown his talent in all categories, although he is still very young he has already accumulated a lot of experience, winning four races in MotoGP, sometimes with dominant performances. At his side will be Raul, a rider I make no secret of having sought out several times. I think he is one of the most crystal clear promises of recent years, what he did in Moto2 on his debut speaks volumes about his speed. We’ll have to be good at offering them both a technical package that will allow them to perform at their full potential. I would like to take this opportunity to thank KTM who, showing their great sportsmanship, have allowed Miguel and Raul to ride on our bikes immediately after the end of the 2022 Championship.”
Source: MotoGP.com – Read Full Article Here