Our exclusive test was held in Greece, both on and off-road. (Chippy Wood, Jason Critchell/)

Suzuki hasn’t set the powersport world on fire in recent years. As other manufacturers churn out ever-more niched and technically advanced new motorcycles, the Hamamatsu factory seems content to plod along with modest machinery.

Editor’s note: we test rode the previous XT version during the 2020 Suzuki V-Strom 1050XT Review MC Commute article and video.

For the first time Suzuki’s big V-Strom gains a 21-inch front wheel. (Chippy Wood, Jason Critchell/)

The GSX-S1000GT sport-tourer and GSX-S1000 sport naked can’t compete with Ducati or BMW or even KTM’s offerings on the spec sheet while the aging V-Strom dynasty looks decidedly frumpy ranged against the Multistradas, Adventures, and GSs of this world.

Traction control can be switched off for some off-road fun. (Chippy Wood, Jason Critchell/)

Suzuki may not offer as much choice or cutting-edge technology as the market lusts for these days, and the yellow bikes may also lack the desirability of the European competition especially. But it does a job—and at a fair price. And for thousands of riders across the globe, that’s enough, thank you.

Now ABS can be deactivated on the rear, but the front ABS remains on. (Chippy Wood, Jason Critchell/)

Take the V-Strom 1050DE, Suzuki’s adventure stalwart. It’s not the critic’s favorite, perhaps, but take a ride out on a Sunday and you’re likely to see a V-Strom or two parked up at the local bike-friendly hangout. We like them. They are out there, doing a job.

Power and torque remain identical to the previous model. (Chippy Wood, Jason Critchell/)

The V-Strom first appeared in 2002 and is without question the unsung workhorse of the adventure market; the dependable goalie who quietly does their work behind a freewheeling team of far more glamorous centers and wingers.

The final drive has changed from 41 to 45 on the rear sprocket. (Chippy Wood, Jason Critchell/)

It’s easy to see why it has remained so popular. Robust, easy to ride, relatively straightforward, and with just enough rider aids for most, it has retained a price-competitive position throughout its 20-year run. A top-spec Multistrada V4 S will set you back a little over $27K while the Suzuki DR1050DE Adventure can be had for $17,599. That’s a saving equal to several memorable trips away, and a head-to-toe riding kit refresh too.

This is a big chassis transformation for Suzuki with a new swingarm, longer wheelbase, and a more relaxed steering head angle. (Chippy Wood, Jason Critchell/)

As enduring and trustworthy as the big V-Strom has been, Suzuki knew its flagship adventure bike was missing something—an X-factor beyond its price point to help it meet the competition toe-to-toe. Well, that’s changed now because finally, it has produced a machine with off-road ambitions—the new 2023 1050 DE.

This is the fourth-generation V-Strom, with the first bike appearing in 2002. (Chippy Wood, Jason Critchell/)

The 1050 DE is the Japanese factory’s fourth-generation V-Strom. Yes, it has the familiar water-cooled 1,037cc V-twin platform which, in concept at least, can be dated back to Suzuki TL1000S from the late ‘90s and produces precisely the same peak power and torque—106 bhp at 8,500 rpm and 73.7 lb.-ft. of torque at 6,000 rpm—as the old model­, but the changes elsewhere are significant.

The unusual beak design carries over, but the front mudguard is new and mounted higher for off-road use. (Chippy Wood, Jason Critchell/)

The DE chassis received a major transformation with the introduction of a 21-inch (steel spoked and alloy rim) front wheel, a first for the V-Strom. The headstock is new, the chassis geometry is more relaxed for dirt riding, with increased rake, a longer wheelbase, longer-travel suspension, more ground clearance, and wider bars. Its dirt intentions are clear.

Slightly unusual tire sizes feature a 90/90-21 front and 150/70-17 rear, with a tubed Dunlop Trailmax at the front and tubeless on the rear. (Chippy Wood, Jason Critchell/)

There’s a move from 41 teeth on the rear sprocket to 45, a huge jump and a simple way to make a bike feel livelier. Internal gear ratios have also been modified and combined with a new bidirectional quickshifter to add even more zip to the relatively low-powered unit.

Cruise control comes as standard and now has a wider range: from 15 mph to 100 mph. (Chippy Wood, Jason Critchell/)

The electronics have been upgraded on the DE, most notably in the shape of a neat 5-inch full-color TFT dash. Power modes remain the same—there’s an A, a B, and a C mode—with each altering the torque and throttle characteristics. Lean-sensitive ABS and TC remain the same as before but get more adjustments, including a new Gravel mode and switchable rear ABS.

New 5-inch color TFT dash is informative and easy to navigate. (Chippy Wood, Jason Critchell/)

Cruise control comes as standard and again has been revised for 2023. The DE also gets a smaller nonadjustable off-road screen, wider pegs with removable rubbers, and the front mudguard is slightly higher to give more clearance for mud and gravel. Longer-travel suspension also means the seat height is higher in the new DE: 34.64 inches compared to 33.66 inches on the standard 1050.

The bidirectional quickshifter comes as standard and works up and down. (Chippy Wood, Jason Critchell/)

So while Suzuki hasn’t reinvented the wheel with the new V-Strom DE, it has given it the tools to carry on when the asphalt expires.

The good stuff continues when you jump on board. That new display is clear, legible, and like the switch gear, easy to use. The perch is on the high side, as you’d expect from a long-travel, 21-incher adventure bike. The standard 1050 seat sits between 33.7 and 34.4 inches, but the DE is fixed at 34.6 inches. I’m 5-foot-7 (172 centimeters) and, wearing stiff enduro boots with little ankle movement, struggled at times, and would recommend the 1.2-inch-lower seat option for shorter riders.

This taller riding position is noticeably more focused than both the older DE model and the standard 2023 1050. The bars are now 1.6 inches wider and that fixed, off-road-biased screen is 3.1 inches shorter and narrower while the pegs, with removable rubbers, are wider. All of this lends the DE a bigger, more dirt-biased stance, but even as a small rider, I felt comfortable.

Suzuki chose Greece as the venue for this first test of the DE and riding through narrow urban streets on our way out of town, the V-twin felt as friendly as ‘Stroms of old. But there was also something new.

The fueling is as clean and friendly as ever, but now, especially in the imaginatively named A mode, there’s an extra zip in performance. While the V-twin may produce exactly the same torque output through the revs as the older ‘Strom, lowering the final gearing has given the Suzuki a welcome punchiness when you open the throttle, and injects new energy into what is a relatively weighty adventurer.

Turn off the TC—which you can easily and intuitively do on the move—and the DE will happily loft its new 21-inch wheel, something I wasn’t expecting on a long-wheelbase machine that tops the scales at 554 pounds. On the switchbacks that took us high into the hills, the DE cast off its slightly dull image and rewarded me with a fun and exciting ride, the up-and-down quickshifter adding an unlikely sprinkling of sportiness.

It’s not a total transformation, of course. There are limitations to what can be achieved with a change to the final drive ratio. And when you compare the V-twin’s 106 bhp and 554 pounds to the Honda Africa Twin 1100 (113 bhp and 505 pounds with a full tank of gas) or Ducati DesertX (110 bhp and 492 pounds), it brings home how much extra bulk the Suzuki continues to carry.

Those extra pounds are constantly there in the background; I was always aware of how much heavier it feels compared to its more modern class rivals. It’s not a massive hindrance, especially for stronger and larger riders, but it is noticeable. Fast direction changes require more rider input through those wider new bars and, while stability is not in question, you would never describe the DE as agile either. The longer wheelbase, large front wheel, and more relaxed steering head angle haven’t helped, but carve up a mountain pass at speed and you’ll soon work up a sweat.

Suspension travel has increased to 6.7 inches up front and 6.6 inches on the rear, but not to the usual 9.1 inches (front) and 8.7 inches (rear) combination you’d normally associate with a 21-inch front wheel adventure bike. In normal or brisk riding, the KYB fully adjustable 43mm fork copes with the weight of the V-Strom, and the rear, with remote preload and rebound damping adjustment, offers a secure ride. Overall, the ride is on the soft side and more suited to comfort for everyday riding and touring rather than anything aggressive.

Cool conditions during the test didn’t encourage overly sporty riding—nor did the tires. Suzuki has opted for slightly unusual rubber and sizes: a 21-inch Dunlop Trailmax Mixtour up front, with a tube, and a 17-inch Trailmax Mixtour on the rear, which is tubeless. Most adventure bikes with dirt ambitions use a 21-inch/18-inch combination, and while I’m sure the cold temperatures didn’t do them any favors, I never got the confidence to push the handling to a peg-scraping angle of lean. Warmer weather, though, may change all that.

Like the V-Strom’s engine and suspension, the brakes, too, are capable rather than inspiring. Cornering ABS comes as standard and has two road levels, plus the new off-road setting which simply deactivates the rear ABS and a load-dependent braking system that modulates ABS intervention. This means that, in theory, if you add weight such as luggage or a pillion or both, this changes the ABS intervention as you’re asking more of the brakes, pulling the lever harder. Braking is also linked, the front lever activating the rear, but not the other way around, as the rear pedal is independent of the front. To add to the list of marketing-led terminology, the Suzuki has Slope-dependent Control System which, simply put, prevents the rear lifting and stoppies.

On the test ride in Greece, I had no serious issue with the Tokico stoppers, and ABS intervention was only felt on the rear on the slippery surfaces we encountered. I would expect 90 percent of V-Strom owners to have no complaints but, again, the bike’s weight problem raises its ugly head. After all, 556 pounds (including fuel) plus a rider, possibly a pillion and luggage as well represents a sizable mass and a lot to ask of the front stoppers. The DE certainly isn’t over braked.

Suzuki’s V-Strom has always scored highly when it came to churning out miles, and the new DE should continue that tradition. Cruise control is standard and can now be set at lower speeds, although I’m not sure anyone sets their cruise control to lower than 30 mph. The riding position is roomy and the shortened screen does a decent job. Hand guards are standard, as is the USB port on the left side of the dash, while under the seat is a 12-volt DC outlet. As mentioned, the new dash is clear and far easier to navigate than much of the competition. Heated grips, fog lights, and full luggage are available as accessories.

Of course, the big question is whether Suzuki has genuinely improved the off-road ability of the V-Strom. And the answer is yes, unquestionably. Riding cautiously on mixed, easygoing terrain, the Suzuki rolled across all that was thrown its way with composure.

As the pace picked up, however, the suspension bottomed out and lacked control, and suddenly I was all too aware of that excess weight. Trying to stop 554 pounds on a steep and slippery downhill felt challenging rather than fun. This isn’t a bike you can easily pop over rocks and small obstacles, either; attempt an ambitious maneuver and the DE feels like it’s being forced to do something it doesn’t really want.

Furthermore, the Gravel riding mode doesn’t act as a true rider aid by preventing slides but simply remaps the throttle to reduce power delivery, so you can’t rely on it to save you as you might on the DE’s competitors. It’s useful, however, to now have the ability to deactivate the rear ABS, even if the front ABS hasn’t been calibrated for serious off-road abuse and is simply the same as on the road.

All said, I enjoyed the ‘Strom off-road; its wider bars, soft suspension, and fueling worked well together, and it’s relatively easy to ride as long as you don’t take on anything too challenging. On light trails the Suzuki DE can certainly scratch that weekend itch for off-road adventure.

In essence, the ‘Strom is engaging in a robust and trustworthy way—just as it always has been—and now it’s more versatile than ever with some off-road ability. If you don’t look too closely at the competition, it is hard to fault.

However, the competition can’t be ignored. At $17,599 there is some strong competition out there, with a higher spec than the Suzuki, like Triumph’s Tiger 900. Honda’s standard Africa Twin is lighter, more powerful, and has more gadgets. My favorite in this class is the Ducati DesertX, which is incredibly capable both on and off-road and only a fraction less than the Suzuki ($17,695).

The 2023 V-Strom DE carries all the great qualities of the older bike along with more off-road potential, but now over $17K it’s up against some stiff competition.

2023 Suzuki V-Strom 1050DE Adventure Technical Specifications and Price

PRICE	$17,599
ENGINE	1,037cc, DOHC, liquid-cooled, 90-degree V-twin; 4 valves/cyl.
BORE x STROKE	100.0 x 66.0mm
COMPRESSION RATIO	11.5:1
FUEL DELIVERY	Fuel injection; ride-by-wire
CLUTCH	Wet, multiplate
TRANSMISSION/FINAL DRIVE	6-speed/chain
FRAME	Twin-spar aluminum
FRONT SUSPENSION	43mm KYB inverted, fully adjustable; 6.7 in. travel
REAR SUSPENSION	Single KYB shock, preload and rebound adjustable; 6.6 in. travel
FRONT BRAKES	Radially mounted Tokico 4-piston calipers, twin 310mm discs w/ Cornering ABS
REAR BRAKE	Nissin 2-piston floating caliper, 260mm disc w/ Cornering ABS
WHEELS, FRONT/REAR	Wire-spoked wheels w/ aluminum rims; 21 in./17 in.
TIRES, FRONT/REAR	Dunlop Trailmax Mixtour; 90/90-21 / 150/70-17
RAKE/TRAIL	27.0°/5.0 in.
WHEELBASE	62.8 in.
SEAT HEIGHT	34.6 in.
FUEL CAPACITY	5.3 gal.
CLAIMED CURB WEIGHT,	554 lb.
WARRANTY	24 months
CONTACT	suzukicycles.com

Source: MotorCyclistOnline.com

Camping is one of the best ways to disconnect from the frustrations of day-to-day life, and using a motorcycle to get to your destination makes the experience even better. But let’s be honest, “camping” doesn’t mean the same thing to everyone. Some people are looking to rough it survivalist style as far from civilization as possible. Others want an air mattress and access to a warm shower. Whatever your preference, there’s a bike that’ll get the job done. We’ve selected five of the best to meet the needs of those at either end of the extremes, and those that fall somewhere between.

For the Solo Survivalist

2023 Yamaha XT250: $5,299

Say goodbye to civilization forever with the Yamaha XT250. (Yamaha/)

One of the Yamaha XT250′s most extravagant bits of tech is an electric start, so you won’t need to worry about the government tracking your whereabouts via GPS. This air-cooled 249cc single-powered machine is lightweight and designed to traverse just about any type of terrain. It has a 2.6-gallon tank and a claimed 76 mpg range, which would get you a little over 196 miles before you have to open up a reserve tank from your stockpile. You can easily tie down a sleeping bag or go bag to the tailsection, and the slim chassis is nimble and easy to maneuver through heavily wooded areas.

For the Backcountry Bro Trip

2023 Honda XR650L: $6,999

The XR650L tackles any terrain. (Honda/)

Honda’s XR650L is a workhorse that’s light enough to muscle around in tight terrain, but robust enough to carry all the camping gear you need and the 30-pack you promised to bring. The 644cc air-cooled single has punch where you need it, and the long-travel, adjustable suspension provides a nicely cushioned ride in a wide variety of scenarios. Its 2.8-gallon tank and claimed 52 mpg is good enough for the weekend, and the off-road-focused design of the machine opens the doors for a lot of backcountry fun.

For the “You Only Live Once” Camp Trip

2023 KTM 890 Adventure R: $15,199

See how cool you’d look on an 890 Adventure? (KTM/)

The 2023 KTM 890 Adventure R is a phenomenal machine, capable of handling anything you can throw at it, on and off road. It has numerous ride modes suited for every type of terrain, sophisticated suspension and chassis design, and an exciting 889cc powerplant. It is certainly capable of taking you deep into the wilderness but is also a blast tearing up fire roads. It’s a great option for the camper who wants some exhilaration on their next camping trip and to show off (just a little bit) how well they’re doing in life right now. Add on some quick-release cases so you can pack in all the camp essentials and you’ll be ready to roll.

For the Sophisticated, But It’s Still Real Camping Camp Trip

2023 BMW R 1250 GS Adventure: $20,345

The BMW R 1250 GS Adventure: Sophisticated and rugged, just like you. (BMW/)

So you’ve reached that point in life where the stock options have paid off, the kids are off to college, and the call of nature is once again too strong to ignore. The venerable BMW R 1250 GS Adventure is the only suitable machine for you, with its class-leading design, electronics package, and performance capabilities. The 1,254cc boxer-twin-powered bike requires an experienced hand to coax through the really tough terrain, but you’re as experienced as they come. Of course you upgraded to the Premium Package too, because Gary isn’t going to be the only one on this trip with dynamic suspension, heated grips, and pro ride modes…

For the Reserved Space Camp Trip

2023 Harley-Davidson Tri Glide Ultra With a Trailer: $36,499 + Trailer Costs

If you don’t have time for back-breaking camping trips, reserve a spot at your favorite campground and pack up the Tri Glide Ultra. Bonus points if you bring a trailer along. (Harley-Davidson/)

You don’t have time or energy for arduous adventures in the woods and there’s no way you’re camping without your two-room insulated tent, queen-size air mattress, gas-powered cooktop, Yeti cooler, solar-powered blender, and s’more kit. That’s why you opt for the comforts of a reserved-space campground, and why you ride a Harley-Davidson Tri Glide Ultra with a trailer. The Tri Glide Ultra is luxurious for rider and passenger, with just about any creature comfort you could imagine while still being able to feel the wind in your face. The hitch install isn’t too expensive, a few hundred bucks, and the trailer will set you back a few thousand, but it’s all worth it once you’re sitting around the fire pit, sipping a cool margarita, and looking up at the stars.

Source: MotorCyclistOnline.com

There’s a new motorcycle for just about any price point these days, from a few grand for a Grom all the way up to six figures for highly customized boutique bikes. Thankfully, most machines are nowhere near that kind of money, which means you can have a quality bike without taking a second mortgage out on your house. There are plenty available under $10,000 in fact, and we’re going to run through five of the best 2023 models below.

2023 Honda CRF450L: $9,999

The Honda CRF450L is a highly competent, off-road-biased dual sport. (Honda/)

The 2023 Honda CRF450L is one of the most capable dual sport bikes currently available, especially if you plan to do some serious off-roading. The 291-pound machine is based on the brand’s CRF450X enduro and comes equipped with a 450cc Unicam single, wide-ratio six-speed transmission, fuel injection, dual radiators, LED lighting, long-travel Showa suspension, works-style braking kit, a fuel gauge, hand guards, and on and on. It’s capable of handling any on-road requirements too, opening up countless riding possibilities.

2023 Moto Guzzi V7 Stone: $9,190

Moto Guzzi’s V7 Stone is a style choice, for riders who want a laid-back, capable, and head-turning machine. (Moto Guzzi/)

The Moto Guzzi V7 Stone has a lot going for it, even if it isn’t the first bike you think of on a list like this. Styling-wise, there’s no question it stands out, with a stripped-down, nostalgic aesthetic and the iconic transverse-mounted 90-degree V-twin. The engine got a refresh a few years back and now offers 65 hp and 54 lb.-ft. of torque, not jaw-dropping numbers by any means but plenty for spirited jaunts around town and plenty capable of keeping an elevated pace on the backroads. It’s a bike brimming with character, the shaft drive is low maintenance, the perch is comfortable for a wide range of riders, and with a few accessory add-ons the V7 Stone can become a capable weekend travel companion. This is a bike that could easily have a spot in your garage for a long, long time.

2023 Suzuki V-Strom 650XT: $9,599

If you want a bike that can do just about anything, the Suzuki V-Strom 650XT is a great choice. (Suzuki/)

The popularity of the V-Strom 650 is undeniable, and the XT variant adds some valuable upgrades to the mix. These include hand guards, lower engine protection, and wire-spoked rims. It is powered by a tried-and-true 645cc V-twin engine that has been refined over the years to provide buttery-smooth power output throughout the rev range. The bike has a modest but useful selection of electronic aids, including three traction control settings, Easy Start, Low RPM Assist, and LED lighting throughout. Adjustable suspension lets riders dial the bike in for different ride scenarios and the 19-inch front and 17-inch rear wheel configuration make the V-Strom 650 comfortable on asphalt and capable on dirt. There is a huge range of upgrades available from Suzuki and third-party vendors, so it’s easy to dial this platform to your exact needs.

2023 Triumph Street Triple 765 R: $9,995

The new Triumph Street Triple 765 R offers a lot of fun for under 10 grand. (Triumph/)

The naked streetfigher style of bike is one of the most populated at this price point, with compelling options from Kawasaki, Suzuki, Yamaha, KTM, Honda, and others. But the Triumph Street Triple 765 R gets our vote as the most appealing option for the price in 2023. The Moto2-derived triple-cylinder engine offers up to 118 hp and 59 lb.-ft. of torque and the bike weighs a slim 417 pounds ready to ride. Fully adjustable Showa suspension and Brembo braking kit are highlights of the nimble chassis, while a suite of electronics includes systems such as Cornering ABS, wheelie control, traction control, and four ride modes. This bike is made for spirited rides on winding roads and its styling is striking when put up against other models in this segment. It’s the whole package.

2023 Yamaha YZF-R7: $9,199s

For a versatile, approachable, fun sportbike look no further than the Yamaha YZF-R7. (Yamaha/)

For riders who want a versatile sport-styled machine, Yamaha’s YZF-R7 is a phenomenal option. The 689cc twin provides a decent amount of power across the rev range, giving the bike broad application as both an around-town machine and a fun trackday mount. Suspension is fully adjustable at the front and has spring preload and rebound damping adjustments at the rear. Brembo braking kit brings the bike to a reliable stop, and a slim chassis contributes to giving the bike an effortless feel at the bars. It is not going to elevate your pulse in the same way as a four-cylinder supersport, but it will be versatile, comfortable, and will no doubt turn some heads.

Source: MotorCyclistOnline.com

A first trackday is an unforgettable experience, no matter how much history you have on the road. The opportunity to refine the strategy for every turn, to push as hard as your skill and machine will let you, is like nothing else.

When you first twist the throttle in that environment, though, it’s helpful to be on a machine that facilitates productive skill development. Something that will allow you to work through an entire gearbox your first time out, for instance. Something that will force you to refine your clutch and braking techniques throughout the day or weekend. Something that won’t bankrupt you if you bin it.

So we’ve selected five phenomenal examples of bikes that would be perfect for a first trackday. These bikes, brand new, are relatively easy on the wallet, but are also widely available on the used market if you aren’t sure if trackday riding will be your thing. More importantly, they are all great platforms to hone your track skills.

Related: Tips To Survive Your First Motorcycle Trackday

2023 Honda CBR500R: $7,299

The Honda CBR500R is a bit pricey but is such an approachable bike that it’s hard not to recommend for riders new to trackdays. (Honda/)

Honda’s 471cc twin-cylinder engine is really approachable. It’s not going to knock your socks off, but it rewards well-timed shifts with a steady increase in through the gears. The transmission is also very smooth, the ergos are comfortable while still demanding riders assume a sporty position. It’s a solid bike that does much of what the other machines on this list do, namely, provide a reliable platform upon which to develop your skill as a track rider. If you sense some hesitation in the writing, you’d be right. This is bound to be one of the more controversial picks on this list, particularly considering the price, but the Honda is such an easygoing bike that I can’t help but include it on a list for riders new to the track experience.

Related: Code Break – Braking and Downshifting Smoothly

2023 Kawasaki Ninja 400 KRT Edition: $5,899

The Kawasaki Ninja 400 is a really well-rounded trackday bike. (Kawasaki/)

The Kawasaki Ninja 400 is a fantastic all-around platform for trackday riding, for beginners and for riders with a few weekends under their belt. It’s slightly more substantial in the engine department over the KTM RC 390, but has fewer electronics systems and performance settings to experiment with. It handles like a dream, and the 399cc engine pays riders who are able to keep revs somewhat high with a responsive and lively power delivery (relatively speaking, of course). The slipper clutch is a nice way to smooth out clunky downshifts, but the Ninja 400 is an otherwise pretty straightforward bike that functions as a phenomenal learning tool for beginning trackday riders. Another nice thing to consider if your mind is drifting toward a Kawi is the fact that there are countless Ninja 300s on the used market that are pretty dang good as well.

Related: 20 Riding Tips From 20 Pro Motorcycle Racers

2023 KTM RC 390: $5,899

The KTM RC 390 has a lot going for it and will be a platform riders will enjoy long after they finish their first day on track. (KTM/)

Shelling out an extra $400 over the Yamaha YZF-R3 will get you into an almost completely different league with the KTM RC 390. This platform is powered by a responsive 373cc single engine with race-developed internals, it features a slipper clutch standard and has an optional quickshifter available, the WP suspension is adjustable front and rear, and electronic systems like traction control and cornering ABS provide some additional safety measures on track. The ergonomics of the bike are much more race-inspired and even with all the additional bits and bobs, it weighs about the same as the R3. This bike may make the learning curve steeper at the front end of your trackday, but will pay off a lot more on the back end once you have your footing.

Related: Can There Be A Perfect Motorcycle For A New Rider?

2023 Suzuki GSX250R: $4,999

Suzuki’s GSX250R is easygoing and mellow, not a bad combination when you first start out on track. (Suzuki/)

Brand new, the GSX250R is under five grand, which is an increasingly rare price point these days for a new motorcycle. The 248cc parallel-twin engine is going to be the mellowest of this bunch, so if you’re feeling timid about power management on track this might be the best choice for you. It’s lacking many of the enhanced features found on some of the other bikes, which isn’t necessarily a bad thing. Take the lack of a slipper clutch, for example. You’ll be forced to keep your downshifts nice and smooth for optimal performance entering a corner, a valuable skill to have on track. Ultimately what makes this bike great for a first time out is the fact that you’re not likely to get in over your head. Rather, you’ll be poised to focus in on the finer points of your inputs as a rider, which will in turn make the entire trackday experience more fun.

2023 Yamaha YZF-R3: $5,499

Yamaha’s YZF-R3 has to be in the running for one of the best bikes for a first trackday. (Yamaha/)

For a little more money, the Yamaha R3 is a really enticing option. It’s lighter than the GSX250R and the seat height is lower, there’s more output available from the 321cc twin-cylinder engine, and suspension settings have been refined over the years to allow the bike to provide better feedback to the rider. All really nice elements out on the track. Our previous tests of the platform reveal a bike that handles effortlessly, has a buttery-smooth transmission, and a high-revving engine that provides a decent amount of pull even near the top end. This is a fantastically balanced trackday bike that ups the ante in terms of performance over the Suzuki, but that still allows you to take your skill progression one step at a time.

Source: MotorCyclistOnline.com

Ducati is on a mission to make the world a faster place. Whether that’s in MotoGP or World Superbike, the road-going superbike sector or even the dominant adventure bike market, the Italians keep upping the pace.

Bikes will be available from April, 2023. (Ducati/)

Now it appears that the Bologna factory’s crusade for speed has moved into cruisers, because the all new Diavel V4 is one seriously rapid and capable motorcycle. And if it’s often said that the original Diavel L-twin tore up the cruiser rule book on its debut 12 years ago, the now lighter, tighter, and richly potent V-4 replacement has done it again. Then set light to the remains.

Four riding modes to choose from: Sport, Touring, Urban, and Wet. Sport and Touring are full power, whereas Urban and Wet are 115 hp. (Ducati/)

Moving away from the V-twin configuration that defined Ducati through the ages may not please the traditionalists, but both the Panigale and Multistrada have benefited immeasurably from the adoption of a V-4 engine. Redrawing the Diavel concept—focusing it even more as an unabashed performance cruiser—and inserting the 1,158cc Granturismo powerplant has brought with it a raft of benefits.

At the moment there are no plans for an S model with semi-active suspension. (Ducati/)

It’s more compact, smoother, and brings along the Multistrada’s longer 9,000-mile service intervals too. Peak power is up, with a quoted 168 hp compared to 160 hp for the Diavel 1260 S V-twin, while peak torque, the V-twin’s strength, is barely a whisker down—93.7 lb.-ft to 93 lb.-ft. Yes, peak power is now higher in the rev range, and peak torque sits 2,500 rpm up the rev range at 7,500 rpm, but the free-spinning V-4 is a joy to rev a little too.

The launch was conducted at Jebel Hafeet, Abu Dhabi (UAE), riding both day and night. (Ducati/)

The engine block has also allowed Ducati to replace the relatively heavy trellis frame of the old bike with an aluminum monocoque frame that brings a weight saving of 10.4 pounds. The V-4 itself is 11 pounds lighter than the older twin and, overall, Ducati has reduced the Diavel’s weight by a sizable 28.7 pounds.

Impressive long-service interval of 60,000 kilometers/36,000 miles for the valve check and oil at 15,000 kilometers/9,000 miles. (Ducati/)

A steeper head angle of 26 degrees and shortened trail mean that while the chassis geometry remains relatively relaxed, the steering has been sharpened. The suspension features conventional 50mm USD fork and a piggyback monoshock that gains 0.6 inch more travel at the rear to improve comfort and add a little more clearance. Meanwhile, a single-sided swingarm holds an extra-fat signature 240-section Pirelli Diablo Rosso III rear tire, which Ducati says enables a 0–62 mph time of less than three seconds. Fuel tank capacity has increased by 0.5 gallon to 5.3 gallons, and there are new high-end Brembo Stylema stoppers and 330mm discs up front as well as uprated electronics.

Ducati has stayed with the huge 240/45 rear tire using the same Pirelli Diablo Rosso III rubber. (Ducati/)

The traction control is Ducati’s smooth and unobtrusive DTC EVO 2 system, and there’s a much improved 5-inch TFT color dash with Bluetooth connectivity. Four riding modes, power modes, cornering ABS, wheelie and cruise control, plus Ducati Power Launch are all on board.

The new Multistrada Rally has a similar engine, which cuts power to the rear two cylinders below 4,000 rpm, depending on the gear and torque request. (Ducati/)

One complaint you hear about big-cube Ducatis is the engine heat they pass to the rider, especially on hot days. This has been addressed on the Diavel with a deactivation system adopted from the Multistrada that cuts the rear pair of cylinders when the bike is stationary or running below 4,000 rpm, reducing heat-soak and also fuel consumption by a claimed 6 percent.

The impressive Brembo M50 calipers of the old Diavel have been replaced by Stylema radial items, now grabbing a 330mm disc, not 320mm. (Ducati/)

When you demand a handful of torque, the system reactivates the rear bank of cylinders (and in first gear all four remain running, even at low revs), but on the street you don’t feel the intervention, though there is a slight change to the exhaust note.

Dropping two cylinders below 4,000 rpm improves fuel economy a claimed 6 percent. (Ducati/)

It’s a clever and effective system and simply adds to the 2023 Diavel’s immense composure in an urban environment. It pulls immaculately from low rpm and is effortlessly smooth compared to the lumpier, snatchier twin—and when you want to have fun it will happily oblige and rev fluently toward the redline.

Two color options for 2023: Red ($26,695) or Black ($26,995). (Ducati/)

Actually, that’s a serious understatement because, as we’ve mentioned, this is one quick bike. Its relatively long wheelbase combined with that enormously wide and grippy rear Pirelli tire and excellent electronics, including launch control, allows you to put the power down and make full use of the V-4. On private roads at its Dubai press launch, it drove harder to 100 mph than almost any current production streetbike I can think of.

The 2023 Diavel borrows the 1,158cc V-4 Granturismo engine from the Multistrada and gets a fraction more torque. (Ducati/)

But, and this is the real big news, the Diavel V-4 is far more than a straight-liner. With its new chassis and brakes it steers crisply and handles with surprising accuracy when you reach the switchbacks and sweepers in the hills. In fact, with that 28.7-pound mass reduction it feels far lighter than before, much more comparable to a large Ducati Monster and far sportier and more responsive than any other cruiser on the market.

Four clustered exhaust silencers protrude from the main silencer informing you this is a V-4. (Ducati/)

For a bike that has been designed to turn heads and exert a strong street presence, it’s sublimely agile and light-handling yet, even with the pegs touching the asphalt, it feels calm and stable too—all those premium electronic rider aids almost surplus to requirements. Meanwhile, a one-finger squeeze of the lever is all that is needed to slow the Diavel V4, whether it’s trickling through town or finding a rhythm along your favorite twisty road.

The neat pull-out pegs and grab rail are nice touches, and the pillion perch is roomy, comfortable, and more than a token gesture. (Ducati/)

Our test ride was conducted on roads that twisted and turned into the hills above Dubai making it hard to assess the new bike’s level of comfort. The seat is now 1.4 inches higher at 31.1 inches and the extra 0.6 inch of travel of the suspension should make the V4 more compliant. With the bars now positioned 0.8 inch closer to the rider, there’s certainly less of stretch.

At $26,695 the Diavel V4 is more expensive than its rivals like the Kawasaki Z H2 and is only available in one basic specification. But one of the Diavel’s qualities is its ability to be all things to many types of rider. It’s a cruiser, it can handle a day full of miles, it can corner like a sport naked—and despite its aggression is sweetly balanced and easy to maneuver through gaps in the traffic. Less experienced riders can dial in the softer riding modes, Wet and Urban, that cap the power at 115 hp and enjoy a user-friendly and forgiving ride that’s as good at everyday duties as it is at looking and sounding like a million dollars. The Ducati Diavel is not only faster but better than ever.

2023 Ducati Diavel Technical Specifications and Price

PRICE	$26,695 Red/$26,995 Black
ENGINE	1,153cc, DOHC, liquid-cooled, 90-degree V-4 w/ counterroatating crankshaft; 4 valves/cyl.
BORE x STROKE	83.0 x 53.5mm
COMPRESSION RATIO	14.0:1
FUEL DELIVERY	Fuel injection w/ 46mm elliptical throttle bodies; ride-by-wire
CLUTCH	Wet, multiplate slipper; hydraulic operation
TRANSMISSION/FINAL DRIVE	6-speed/chain
FRAME	Aluminum monocoque
FRONT SUSPENSION	50mm upside-down fork, fully adjustable; 4.7 in. travel
REAR SUSPENSION	Monoshock, fully adjustable, optional electronic; 5.7 in. travel
FRONT BRAKES	Radially mounted Brembo Stylema Monoblock 4-piston calipers, twin 330mm semi-floating discs w/ Cornering ABS
REAR BRAKE	Brembo 2-piston floating caliper, 265mm disc w/ Cornering ABS
WHEELS, FRONT/REAR	Cast aluminum; 17 x 3.5 in. / 17 x 8 in.
TIRES, FRONT/REAR	Pirelli Diablo Rosso III; 120/70-17 / 240/45-17
RAKE/TRAIL	26°/4.4 in.
WHEELBASE	62.7 in.
SEAT HEIGHT	31.1 in.
FUEL CAPACITY	5.3 gal.
CLAIMED CURB WEIGHT	520 lb (dry 465 lb)
WARRANTY	24 months, unlimited mileage
CONTACT	ducati.com

Source: MotorCyclistOnline.com

Suzuki pairs classic sport-touring performance and value with its GSX-S1000GT+ sport-touring bike. (Joseph Agustin/)

Fresh for the 2022 model year is Suzuki’s GSX-S1000GT+. Positioned as a classic sport-touring motorcycle, Suzuki stays true to its sportbike roots with a competitive, yet value-conscious touring bike that favors sporty handling versus other new motorcycles in this segment.

The GSX-S1000GT+ is based on the overhauled 2022 GSX-S1000 naked bike which we tested earlier during the 2022 Suzuki GSX-S1000 Review. This particular model is designed for sport-touring. Think touring two-up, with a passenger and limited luggage space. This motorcycle is powered by Suzuki’s tried-and-true 999cc inline-four. The architecture of this engine configuration is based on the 2005 and ‘06 GSX-R1000. The actual cases, the pistons, and all of the internals have been tweaked and benefit from new manufacturing techniques. So it’s not like Suzuki just went back 17 years and pulled engines out of those models and put them in this one.

The engines benefit from enhanced durability engineering that manufacturers learn after having built something for nearly two decades. The thing we like about this engine is just how much character it has. It’s a hoot to ride. It employs a pleasing air induction howl when you’re giving it a heavy dose of throttle. The exhaust note is nice and crisp, sounding pleasant, yet it’s not overly loud where it’s going to annoy your neighbors or other people in vehicles next to you.

This GSX-S continues to use Suzuki’s SDM-S combined engine power and throttle response maps, with ride-by-wire. A is the most aggressive, B is a little bit less than that, and C is the lowest power setting. Each letter represents a different throttle and/or engine power character.

Related: 2023 Suzuki GSX-S1000GT First Look Preview

If you were a new rider and this was your first bike and you wanted to get it up to speed on this bike, you’d ride it in power mode C and the thing isn’t going to get away from you. Conversely, if you’re a seasoned pro and you desire maximum power, A mode is the best. Paired with the ride-by-wire throttle is Suzuki’s traction control. Suzuki offers five levels of traction control adjustment, plus “off.” One gripe is it’s older in terms of its engineering profile. This vehicle nor does any Suzuki vehicle benefit from an IMU when it comes to powering both traction control and ABS programming.

Speaking of brakes, this thing features a potent set of triple disc hydraulic brakes. The brakes do a really nice job of keeping speed in check. Even though it doesn’t employ a modern radial-type master cylinder, the braking package on this motorcycle works well. Again, it doesn’t include cornering ABS (you need an IMU chip; it’s the same type of chip inside your Apple smartphone that gives it positional awareness). Still, it does include fixed always-on ABS and it works well. We wouldn’t see a need for having cornering ABS just because this motorcycle works so well with its conventional ABS.

One of the hallmark features of Suzuki sportbikes is how comfortable they are. We really like how we fit on this streetbike. The windscreen is nice and tall and the front fairing is broad and does a good job of pushing air up and around us. It would have been nice if the windscreen offered height adjustment, but it’s really not a big deal. If you’re a really tall rider, you can always opt for Suzuki’s optional touring windscreen ($170 upcharge). Another accessory we would fit are the $450 heated grips. Yes, we wish it came equipped already with heated grips but that’s just going to push up the MSRP. We would definitely spend the $450 on that accessory.

Styling on this motorcycle looks very similar to a certain Japanese manufacturer’s supercharged motorcycles. We value the angular bodywork and LED headlights. These headlamps function better during night rides than the stacked light setup on the GSX-S1000 naked.

Suzuki finally stepped up to the big leagues and is running a 6.5-inch color TFT screen. It looks sharp and is easy to use. The switch gear is simple and we appreciate “dark mode” which features white numbers on a black background.

Suzuki also introduces its My Spin app which gives turn-by-turn navigation on display. It’s very similar to what BMW Motorrad offers with its Connected app, which is fantastic. We also like this USB charging port located inside the front fairing. Some motorcycles still come with 12-volt charging ports which is cool, but realistically, we’re in the USB age now, so everything should be USB.

Despite weighing 40 pounds more than GSX-S1000 naked, the 520-pound GSX-S1000GT+, dances well. We like the support of the inverted fork with triple adjustment (spring preload, compression damping, and rebound damping). The shock also feels nice and offers good support when hard on the throttle. This is a very nice motorcycle for someone who wants a balance between comfort on bumpy roads and sport aptitude in the twisties. A lot of the sport-tourers nowadays are becoming more upright, almost more adventure-sport touring bikes. But Suzuki sticks to the script with its GSX-S1000GT+. A 5-gallon fuel tank ensures that you have some decent range on this motorcycle. We average right around 36–37 mpg. If you’re a little bit more mellow on the throttle, you could get around 40 mpg.

Suzuki motorcycles are renowned for their durability. After the initial oil change, this motorcycle goes 7,500 miles between engine oil changes. And 15,000 miles for engine oil filters. The valve adjustment interval, according to the manual, is 15,000 miles. Which is a little bit short, especially compared to the Tuning Fork brand’s equipment. But in our experience, these motorcycles, even when we do check the valves at 15,000 miles, they’re always spot on. So you know you’re getting a quality product with this Suzuki GSX-S1000GT+.

There’s a lot to like about this motorcycle. The engine has a lot of power, to the tune of almost 137 hp, with 60 lb.-ft. of torque north of 4,000 rpm. It has good character and decent fuel mileage. We love the OE-fitted and paint-matched hard cases. They’re easy to take off the motorcycle and swallow nearly 7 gallons of cargo in each bag. The only gripe is when you close them you have to have the key in, open it, close it, and pull the key out. I wish you could have the key out and still open and close it. But it’s almost like a safety feature so you don’t leave the bag open when you’re riding. Yeah, it doesn’t have cornering ABS, but realistically it doesn’t really need it. Overall, if you’re looking for a very exhilarating and fun-to-ride and capable OG sport-touring rig, this GSX-S1000 GT+ checks a lot of boxes for us. And if my money was on the line, I would absolutely consider this bike versus some of its more upright adventure-sport touring competition.

Gear Box

Helmet: Arai Quantum-X

Jacket: Rev’It Blackwater

Gloves: Rev’It Kinetic

Pant: Rev’It Piston

Boots: TCX Rush 2 Air

2022 Suzuki GSX-S1000GT+ Technical Specifications and Price

PRICE	$13,799 as tested
ENGINE	999cc, DOHC, liquid-cooled inline-four; 16-valve
BORE x STROKE	73.4 x 59.0mm
COMPRESSION RATIO	12.2:1
FUEL DELIVERY	Fuel injection w/ 40mm throttle bodies
CLUTCH	Wet, multiplate slipper; cable actuation
TRANSMISSION/FINAL DRIVE	6-speed/chain
FRAME	Twin-spar aluminum
FRONT SUSPENSION	KYB 43mm inverted fork, fully adjustable; 4.7 in. travel
REAR SUSPENSION	KYB shock, spring preload and rebound damping adjustable; 5.1 in. travel
FRONT BRAKES	Radial-mount Brembo calipers, 310mm disc w/ ABS
REAR BRAKE	1-piston Nissin caliper, 220mm disc w/ ABS
WHEELS, FRONT/REAR	Die-cast aluminum; 17 x 3.5 in. / 17 x 5.0 in.
TIRES, FRONT/REAR	Dunlop Roadsport 2; 120/70-17 / 190/50-17
RAKE/TRAIL	25.0°/3.5 in.
WHEELBASE	57.5 in.
SEAT HEIGHT	31.9 in.
FUEL CAPACITY	5.0 gal.
CURB WEIGHT	498 lb.
WARRANTY	1 year
AVAILABLE	Now
CONTACT	suzukicycles.com

Suzuki’s GSX-S1000GT+ is an affordable and capable rig for motorcyclists who desire a classic sport-touring bike. (Joseph Agustin/)

We love the color 6.5-inch TFT display that is sharp and easy to read day or night. (Joseph Agustin/)

Suzuki’s GSX-S1000GT+ boasts capable sport handling that makes it a blast to ride around turns. (Joseph Agustin/)

As usual, this Suzuki is comfortable for both rider and passenger. (Joseph Agustin/)

The hard case luggage comes standard on the GSX-S1000GT+ model. The lockable cases are easy to install and remove from the motorcycle. (Joseph Agustin/)

With its accommodating ergonomics and peppy 999cc inline-four engine, the GSX-S1000GT+ is a hoot to ride. (Joseph Agustin/)

Suzuki uses its tried-and-true 999cc inline-four engine for its sport-tourer. The engine benefits from manufacturing enhancements that Suzuki has learned over the decades. (Joseph Agustin/)

Fully adjustable front suspension and basic, but capable braking package help Suzuki riders carve through turns. (Joseph Agustin/)

The GSX-S1000GT+ is outfitted with a slick-shifting electronic quickshifter which allows for clutchless up- and downshifts through the six-speed transmission. (Joseph Agustin/)

LED headlamps do a fine job of cutting through the night. These headlights perform much better than its GSX-S1000 naked-bike cousin. (Joseph Agustin/)

Suzuki offers sport-minded touring riders something special with its affordable GSX-S1000GT+. (Joseph Agustin/)

Source: MotorCyclistOnline.com

As motorcyclists, we want children to experience the excitement of riding. Kids may not realize it, but parents, there’s a booming market of internal combustion engine motorcycles and electric bikes that’ll help get your child outside and riding.

Electric motorcycles are unique because there’s no intimidating noise, heat, or sounds coming from an engine, but kids still have a throttle to twist and a balancing act to perform. There are a couple of different forms of electric bikes: balance/stability cycle options, or dirt or flat track-style bikes. Either way, kids will have fun riding around the property, campsite, or cul-de-sac in electric fashion.

Related: Best Motorcycles for Kids 2023

Hi Boy BK1

Buying a bike on a budget? Hi Boy sells its BK1 on Amazon for a bargain. A majority of the reviews are positive too. (Amazon/)

Parents looking for a low-priced electric bike can shop on Amazon for the Hi Boy BK1. This little bike is suitable for kids ages 3 to 5 and accommodates a range of inseams with its adjustable seat height (13.4–16.5 inches). From a moving start, tykes can twist the throttle and reach a top speed of 9 mph in the higher of the two speed selections. A hand lever controls a front V-brake and rear e-brake, so kids can bring the bike with its 24-volt, 100-watt rear hub motor to a smooth stop. The BK1′s 21.6-volt, 2-amp battery will help keep the young ones entertained for about 30–50 minutes of ride time (claimed 6.2 mile range).

A couple of comments on Amazon say the bike is a little heavy (claimed 17.6 pounds) for their child, but overall reviews are positive. Users say kids love the bikes and give Hi Boy props for its great customer service.

The current price is marked down to $239.99 (black)/$245.99 (white) on Amazon.

Greenger Honda CRF-E2

The Greenger Honda CRF-E2 is an officially licensed Honda product. (Greenger/)

The Honda CRF50F is a great gas-powered motorcycle for kids, but those looking for an electric-powered equivalent can look to the new Greenger Honda CRF-E2. Since it’s electric and powered by an air-cooled 48-volt brushless direct current (BLDC) motor, this machine removes some of the distractions that can come from an ICE motorcycle. Twisting the throttle in Stage 1 or Stage 2 power modes gets this e-mini-moto going up to around 10 mph or 20 mph, respectively. Its swappable lithium-ion battery takes four hours to fully charge or 2.5 hours with a quick charge and can provide up to two hours of fun. The seat height is two-position adjustable, with the lowest setting being at 24.8 inches and the higher setting at 25.5 inches.

Besides the commonality with the CRF name, the CRF-E2 differs significantly from the CRF50F. The E2 uses an aluminum frame (the CRF50F uses a steel frame), 190mm disc brakes with hydraulic calipers (versus drums), 12-inch Kenda tires (versus 10-inch tires), longer-travel suspension (3.9/3.8 inches versus 3.8/2.8 inches, front/rear), and weighs less at 106 pounds (versus 111 pounds).

The MSRP of the Greenger Honda CRF-E2 is $2,950.

Indian eFTR Mini and eFTR Junior

Flat-track styling from the FTR750 trickles down to the e-offerings from Indian. (Indian Motorcycle/)

Kids will look ready for the dirt oval aboard Indian Motorcycle’s eFTR Mini ($529.99) and eFTR Junior ($849.99). Two ride modes deliver power that’s appropriate for 8-plus year olds and 13-plus year olds. Low mode has a 10 mph top speed on both bikes and High mode has a 14 mph (Mini)/15 mph (Junior) top speed.

With a steel frame that’s 20 percent smaller and 50 percent lighter than the Junior’s, the Mini is more suitable for younger riders who need a bike that’s easier to maneuver. Plus, its 18.4-inch seat height is also nearly 5 inches shorter than the Junior’s 23.2-inch seat height. The Junior’s use of disc brakes at both ends and a full suspension setup with a telescopic fork and monoshock mimic features seen on parent’s motorcycles. The Mini has a single rear brake and rigid frame. Race Replica Red is available on both, but the Mini also comes in Podium Pink.

Kawasaki Elektrode

The Elektrode has KX-inspired styling with its number plate, lime green paint, and motocross-inspired graphics. (Kawasaki/)

The Elektrode is a new electric balance bike from Kawasaki. To keep the design sleek and simple with limited moving parts, Kawasaki incorporated the bike’s 250-watt brushless electric motor into the rear wheel hub and its lithium-ion battery within the frame. The motor has three selectable speed modes (low/mid/high) with a passcode parental lock so kids stick to the appropriate power levels. Low caps at 5 mph, mid at 7.5 mph, and high at 13 mph. The modes are selected on a handlebar-mounted LCD screen. Kids have a claimed 2.5 hours of run time to play with, and after 10 minutes of inactivity, the Elektrode powers down to conserve energy. Allow for 2.5 hours to fully recharge the battery.

The target audience is 3- to 8-year-olds, so to cater to the growing-like-weeds stage the seat, handlebar, and brake lever are easily adjusted. Footpegs can fold up for a balance bike layout or can be positioned to allow riders to prop feet up and take advantage of the throttle. It has a sticker price of $1,099.

Related: Kawasaki Elektrode Balance Bike First Look Preview

KTM SX-E 3 and SX-E 5

KTM is expanding its electric fleet with the new SX-E3. (KTM/)

The KTM SX-E 5 led the youth-focused charge before the Austrian brand expanded with the SX-E 3 late last year. Both bikes feature the same chromoly frame, 35mm WP Xact fork and WP shock, and permanent magnetic electric motor. The SX-E 3 focuses on the pint-size demographic with two smaller 10-inch aluminum wheels and 23.6-inch seat height compared to the 12/10-inch tire sizes and 26.2-inch seat height of the SX-E 5.

A couple of safety features that would interest guardians include a rollover sensor that cuts off power in case of a fall and a wrist lanyard that also cuts power if the rider is separated from the bike. Mischievous little ones won’t be able to select ride modes out of their comfort zone either because the six modes can be locked and saved with an underseat dongle.

The SX-E 3 retails for $4,999 and the SX-E 5 for $5,499.

Oset 12.5R and 16.0R

Mini trials bikes like the 12.5R (depicted) and 16.0R prepare kids for the big leagues like Oset’s own 20.0R and 24.0R. (Oset/)

Oset’s 12.5R ($1,899) and 16.0R ($2,399) are great trials bikes for young obstacle conquerors. The 12.5R is intended for riders ages 3 to 5 with its 12.5-inch wheels and 24-volt, 600-watt DC motor. The speed and throttle response can be adjusted using Oset’s two-dial system. As kids continue to perfect their skills, they can move up to the 16.0R, which is suitable for the 5 to 7 age range. The 16.0R has 16-inch wheels and uses a 36-volt, 800-watt motor that is adjustable for power, speed, and throttle response. Both have one to two hours of run time from their AGM batteries.

Outside of the characteristic low-sweeping chassis, the 12.5R has a telescopic fork and an oil-damped shock that’s preload adjustable. The 16.0R features an air/spring-adjustable telescopic fork and preload-adjustable shock. Both bikes include a safety lanyard and chin guard, but the 12.5R has a full-coverage chain guard and special footpegs for small boot sizes.

Related: Triumph Motorcycles Aims for Kids Market 2022

Oset MX-10 Off Road

Adjustability abounds. On the MX-10 Off Road you can fine-tune everything from seat height and ground clearance to suspension adjustments and brake lever distance. (Oset/)

Another electric motorcycle that taps into the motocross market is the Oset MX-10 Off Road. This is designed for riders ages 4 through 7, but has a tunable 48-volt drive system that, like the 16.0R can be adjusted for power, speed, and throttle response. A 48-volt lithium-ion battery supplies two to three hours’ worth of power to the 48-volt, 1,400-watt DC motor.

Where the seat height, handlebar height, and ground clearance of the 12.5R and 16.0R remains fixed, the MX-10 is adjustable in each area for ergonomic customization or preferences. Seat height can range between 20.3 and 21.7 inches, handlebar height between 31.7 and 32.1 inches, and ground clearance between 6.7 and 7.9 inches.

The MX-10 Off Road rings in at $3,199.

Stacyc 12eDrive and 16eDrive

Both the 12eDrive and 16eDrive are lightweight at a claimed 17 and 19 pounds with the battery attached. (Stacyc/)

Of the five Stacyc balance bikes available, kids with little to no experience riding on two wheels would be the most comfortable on the Stacyc 12eDrive because it is built to support riders with short 14- to 20-inch inseams and weighs less than 75 pounds. That means 3- to 5-year-old riders fit the bill. For kids ages 5 to 7 with longer 18- to 24-inch inseams they’ll move up to the 16eDrive.

The 12eDrive has three ride modes (low, medium, and high) that hit speeds of 5 mph, 7 mph, and 9 mph. Its 20-volt, 2 amp-hour battery takes an estimated 30 to 60 minutes to charge and offers the same amount of run time. The 16eDrive also has a lowest speed setting of 5 mph, but is incrementally faster with a 7.5 mph medium ride mode and 13 mph high ride mode. It has a 20-volt, 4 amp-hour battery that lasts and charges the same amount as the 12eDrive. Both models have an aluminum frame, but the 12eDrive has 12.5-inch tires and the 16eDrive has 16-inch hoops.

The Stacyc 12eDrive costs $799 and the 16eDrive costs $1,049. Riders ages 8 and up who need more power and legroom will be shopping for options like the 18eDrive ($1,999) and 20eDrive ($2,599) models.

Related: Best Electric Mini and Balance Bikes for Kids

Source: MotorCyclistOnline.com

There are more than 20 motorcycles in 2023 that are made with young riders in mind. (GasGas/)

Motorcycles help kids develop new skills, build an understanding for vehicles, and experience freedom and fun on two wheels. The list of motorcycles for kids is a long one, so we’ve broken it down by engine displacement.

Choose between more trail-oriented dirt bikes (from Honda, Yamaha, or Suzuki, for example) or more competition-bred motocross bikes (like Kawasaki’s KX models, Suzuki’s RM85, or bikes from GasGas, Husqvarna, KTM, and TM).

When kids are ready to progress, they can move to bikes like the Suzuki DR-Z125L, Honda CRF125F/Big Wheel, Yamaha TT-R125LE, Kawasaki KLX140R, TM MX 144, and beyond.

50cc Displacement

The smallest bikes are great starting points for young kids who are just learning to ride. (Honda/)

Automatic clutches, easy power delivery, and low seat heights make the 50cc category perfect for the newest and smallest rider.

Automatic clutches on these bikes make it so kids don’t have to manage a clutch lever, instead, they can focus on throttle control, maneuvering, stopping, and balancing. The GasGas MC 50, Husqvarna TC 50, KTM 50 SX, and Yamaha PW50 have single-speed transmissions too, so on top of not working a clutch, kids also won’t have to focus on using a shift lever either. If parents feel like the child is ready to play with gears, bikes like the Honda CRF50F, Suzuki DR-Z50, Yamaha TT-R50E all have three-speeds for riders to click through.

Related: 2023 Suzuki DR-Z50 First Look Preview

The power that’s delivered from a 50cc engine is very mild mannered to begin with, but parents may want a little more control. The CRF50F, DR-Z50, and PW50 all have adjustable throttle limiters that put a cap on top speed.

Seat heights on these bikes are also young-rider appropriate ranging from the low-to-mid 20 inches, but if you’re interested in the lowest for easy touch down to the ground, the PW50′s 18.7 inches (claimed) seat height will have its appeal for riders who haven’t quite had a growth spurt.

Related: 2023 Husqvarna EE 3 and EE 5 Electric Minibikes First Look

2023 GasGas MC 50: $4,599

2023 Honda CRF50F: $1,699

2023 Husqvarna TC 50: $4,799

2023 KTM 50 SX/Factory Edition/Mini: $4,699/$5,599/$4,199

2023 Suzuki DR-Z50: $2,499

2023 Yamaha PW50: $1,699

2023 Yamaha TT-R50E: $1,749

65cc Displacement

Got that competitive spirit? Unlike the 50cc class which has some bikes focused on trail riding the 65cc level has a motocross focus. (Fotografie Mitterbauer/KTM/)

Riders have manual transmissions and more power to work with when stepping up to 65cc dirt bikes like the KTM 65 SX, Husqvarna TC 65, GasGas MC 65, and Kawasaki KX65. At this stage, kids have graduated from single- or three-speed transmissions and will be in the realm of six-speed gearboxes. All of the engines in this category are liquid-cooled two-strokes.

Where many of the bikes in the 50cc range use drum brakes, all of these 65cc models use disc brakes for stronger stopping power. Suspension is adjustable. The Austrian minibikes’ front forks can be adjusted using an air pump and the bikes also have a fully adjustable rear shock. The KX65 has four-way rebound adjustability, front and rear, in addition to an adjustable spring preload (rear).

As the inseams stretch for the riders so do the seat heights, which go up to around 29 inches.

2023 GasGas MC 65: $5,299

2023 Husqvarna TC 65: $5,599

2023 Kawasaki KX65: $3,999

2023 KTM 65 SX: $5,499

85cc Displacement

The 85cc motocross bikes are a natural progression up from 65cc. (Suzuki/)

The 85cc level is filled with an abundance of choices from Japan, Austria, and Italy. All of these two-stroke engines are equipped with Keihin carburetors (except the KTM which uses Mikuni). Specs for the 2023 TM bike are currently unavailable, but last year it used a 85cc two-stroke with a Keihin carburetor.

Tire sizes increase from the 14/12-inch options seen in the 65cc category to the 17/14-inch or 19/16-inch tires of the 85cc class. The KTM, Husqvarna, and GasGas all come with either tire size option, but the Suzuki, Kawasaki, and TM all stick to 17/14-inch combinations to meet AMA 85cc class regulations. According to the AMA beginner’s guide to motocross, racers in the 85cc displacement level can be between ages 9 to 15, a relatively broad age range for youth-appropriate bikes.

The lowest seat height of the bunch (again, referring to its 2022 spec sheet info) is the TM at 31.8 inches and the rest of the models go up from there with the Austrian bike’s 19/16 versions hitting just above 34 inches.

2023 GasGas MC 85 17/14 or 19/16: $6,249/$6,449

2023 Husqvarna TC 85 17/14 or 19/16: $6,749/$6,949

2023 Kawasaki KX85: $4,699

2023 KTM 85 SX 17/14 or 19/16: $6,549/$6,849

2023 Suzuki RM85: $4,499

2023 TM 85 2T Junior: $6,895

110cc Displacement

Yamaha and Honda have 110cc bikes that are ready for the next family trail ride. (Yamaha/)

The 110cc category focuses on trail-riding fun with bikes like the Yamaha TT-R110E and the Honda CRF110F. The TT-R has a 110cc air-cooled four-stroke and the CRF uses a 109cc air-cooled four-stroke, but a key difference is the CRF is a touch more modern with fuel injection compared to the carbureted TT-R. Despite this, both are user-friendly with four-speed transmissions, automatic clutches, and electric starts (plus backup kickstarters). Honda continues to put the power in the parent’s hands with this larger CRF, because like its 50cc sibling, this one also has a throttle limiter.

Between the dimensions tug of war it’s Honda that has the lower seat height (25.9 inches) compared to the Yamaha’s 26.4-inch figure, but its 169-pound wet weight is 10 pounds more.

Chassis-wise both have steel frames, 31mm telescopic forks, single shocks, drum brakes, and 14/12-inch tires. Where the Yamaha stands out though is its 4.5/4.3-inch suspension travel (front/rear) compared to Honda’s 3.9/3.8 inches (front/rear).

2023 Honda CRF110F: $2,599

2023 Yamaha TT-R110E: $2,299

112cc Displacement

Track or trail? Kawasaki covers the respective routes with the KX112 (shown) or the KLX110R/L. (Kawasaki/)

Contrary to what engine size you may think the KLX110R/KLX110R L have based on the model names, both do not have a 110cc engine. Rather, these use a 112cc air-cooled four-stroke engine whereas the KX112 uses a 112cc liquid-cooled two-stroke.

The KLX110R/L is more for the trail-goer and the KX112 is more for the rider who frequents the MX course; this is more evident when you take a closer look at the chassis specs. The KLX models have about half the suspension travel as the KX and use a 30mm telescopic fork and single shock versus the KX’s adjustable 36mm inverted cartridge fork and Uni-Trak shock. Drum brakes on the KLX models also differ from the KX’s 220mm/184mm (front/rear) petal discs.

Compared to the KLX110R, the L version has a taller seat height (28.7 inches versus 26.8 inches) and higher ground clearance (10.4 inches versus 8.5), but it’s the KX that has the tallest figures of Team Green’s 112cc bikes with its 34.3-inch seat height and 13.0-inch ground clearance.

If you’re looking for something exotic, Italian manufacturer TM has its MX 112 2T Junior motocross bike. It has a 112cc engine that also uses a Keihin carburetor. Unlike the KX which uses a high-tensile steel frame, this MX 112 has an aluminum one. It has a 30.7-inch seat height and 9.4-inch ground clearance.

2023 Kawasaki KLX110R/KLX110R L: $2,649/$2,849

2023 Kawasaki KX112: $5,399

2023 TM MX 112 2T Junior: $7,545

Related: Best Beginner Motorcycles 2023

Source: MotorCyclistOnline.com

We try out Moto Guzzi’s all-new V100 Mandello S from the official international press introduction in Italy. (Piaggio Group/)

Earlier this season, we test rode Moto Guzzi’s 2023 V100 Mandello S from the official international press introduction in the Mandello del Lario region of northern Italy. This is an all-new sport-touring rig for Moto Guzzi. Moto Guzzi has manufactured motorcycles out of its factory on the shore of Lake Como for more than 100 years. The 2023 V100 Mandello S ($17,490) is the first truly new and modern Moto Guzzi that we’ve seen in the company’s recent history.

Looking back a few decades, this V100 most resembles, in our minds, the Griso eight-valve that Guzzi offered. We loved that motorcycle and always wondered when it would get a revamp or a refresh. Although this V100 Mandello is positioned a little differently, it’s actually very similar in application.

The 2023 V100 features an all-new, water-cooled transverse-mounted 1,042cc V-twin. Unlike a traditional V-twin in which the engine is mounted underneath you with the front cylinder facing forward and the rear cylinder facing back, this engine is mounted sideways. The pistons are on either side of the motorcycle, much like a boxer twin from the Motorrad factory. But instead of the pistons working at an opposed angle, this is a V angle.

Moto Guzzi has done a number of really important changes to this iconic powerplant. First, the engine is significantly shorter than before. Those old, air-cooled Guzzis have long transmissions. Moto Guzzi was able to shave 4 inches off the depth of the engine from front to back. The cylinder heads have also been reconfigured. Historically, it had the exhaust aimed out from the front of the motorcycle. Now they are positioned at a 90-degree angle and exit from the side. The V-block is still positioned in a 90-degree orientation. Other improvements include dual chain-driven camshafts and adjustable ride-by-wire throttle.

We love that this 1,042cc engine offers loads of character. It still has a degree of Guzzi’s signature longitudinal rumble but it is less intrusive than past Moto Guzzis. The counterrotating crankshaft does a lot to make this motorcycle very nimble. This bike weighs 514 pounds with a full 4.5 gallons of fuel, but when we were riding around the shores of Lake Como, you would never know that this motorcycle weighed so much. It is very nimble and apt to change direction.

The roads in northern Italy are small and narrow. Typically you wouldn’t want to operate a 500-pound streetbike on these types of surfaces, but the V100 Mandello S, it offers excellent handling. We rode the up-spec S model, which adds $2,000 to the US MSRP. For that extra two grand you get semi-active Öhlins suspension and heated grips. There are also some nice styling touches that make that motorcycle stand apart from the base $15,490 motorcycle.

The Öhlins semi-active EC 2.0 suspension that a lot of high-end bikes employ nowadays performs well. It takes all the fuss out of having to adjust the damping of the fork or shock. You set it, you forget it. Of course, the suspension is tied to each of the four riding modes—Rain, Touring, Sport, and Road. Each setting delivers a different ride quality. We prefer the Sport riding mode. It offered the most intimate throttle response, and made that V100 really fun to ride on the back roads around Lake Como.

Ergonomics-wise we appreciated how narrow it felt between our legs. Even though it’s a 500-plus-pound bike, it doesn’t look or feel that large. It’s nice and compact from front to back and fairly narrow in terms of width. It’s a good urban touring bike. It’s the type of bike that you can be comfortable on and still have a good degree of maneuverability in the city, yet if you wanted to, you could fit the OE accessory hard cases ($849.50) and go on light touring missions. The electronically adjustable windscreen is a handy feature with adequate range of adjustment.

The aerodynamic features include louvers that open when you are at speeds over 45 mph in the touring setting. These louvers are designed to reduce the turbulent air inside the cockpit, and reduce the amount of precipitation that comes in the cockpit when riding in the rain. It’s also worth noting that when operating the vehicle in Rain mode, the louvers are open to deflect some of the water off your body. We think it’s a neat concept. The louvers open and close very seamlessly and certainly look cool. It’s a very neat feature, but the actual application of them? It’s kind of silly to us. I don’t think it really made much of a difference when riding. It’s worth noting that Moto Guzzi did wind tunnel testing on the aerodynamics package on this vehicle. Moto Guzzi had a wind tunnel at its historic factory in northern Italy, but that tunnel has since retired. Now the company leans on the Piaggio Group wind tunnel.

The V100 is a real head-turner—especially in its premium green paint (S model). We like that this motorcycle has a shaft final drive. Moto Guzzi did some proper engineering so it doesn’t have a lot of jack effect. When you apply throttle, it drives forward smoothly and feels natural. It feels much like a conventional chain final drive motorcycle, except there is no chain to clean and adjust. Of course, you’re going to have to service the shaft drive mechanism intermittently, but that’s one of the ownership costs of shaft final drive.

Triple disc hydraulic brakes on this bike keep speed in check. We appreciate the large and strong rear brake. It also has ABS, which you can turn off if you want to do some slides. Another neat feature is it’s the first Moto Guzzi that we’ve ridden recently that employs a modern-feeling clutch. Moto Guzzis have historically employed vague-feeling dry clutches that are difficult to modulate. This V100 has a hydraulic clutch with pleasing lever feel. The S model we operated was fitted with an electronic quickshifter. It was lazy in terms of its actuation and we wish it had faster programming. But then again, this is Moto Guzzi’s first try at having an electronic quickshifter. So we’ll let it slide…

Keeping tabs on everything is the Piaggio Group’s now signature 5-inch color TFT display. This display was originally fitted on the 2021 MY Aprilia RSV4 superbike and the Tuono naked bikes. This user interface is a tremendous improvement from where Piaggio Group and Moto Guzzi were before. Still, the fonts could be larger. It’s hard to see some of the settings when you’re riding. The switch gear is also nice, but it could benefit from better tactile feel. Still, it is a big improvement from previous Guzzis.

The sound and character of this twin make it a hoot to ride. It pumps out right around 115 hp, claims Moto Guzzi. It’s not the fastest thing on the road, but it’s enough to get the blood pumping and have some excitement, especially on slow- to medium-speed roads. That’s where this bike really excels. We appreciate that the engine doesn’t vibrate excessively, and doesn’t throw off a ridiculous amount of heat onto your feet. Riders will feel a bit of engine heat, especially when you’re riding at slower speeds inside the confines of a city, but it’s definitely not too much.

Overall our initial impression of the 2023 V100 Mandello is favorable. It’s nimble; it’s got decent power; the clutch works well; the brakes are sharp. And it has a lot of amenities, like heated grips, like an electronically adjustable windscreen and semi-active electronically adjustable suspension, plus a USB charging point. It feels and looks more modern than previous Moto Guzzis and the engine doesn’t have an awkward lateral roll. On the flip side, the aerodynamic louvers; they’re cool but they’re kind of silly at the same time. And the fonts on the instrumentation could be larger. But if you’re seeking a motorcycle that has a classic style and character that only Guzzi delivers, with modern amenities, we think you’re to be happy with the V100 Mandello S.

Gear Box

Helmet: Arai Signet-X

Jacket: Rev’It Blackwater

Gloves: Rev’It Kinetic

Pant: Rev’It Maple 2 Ladies SK

Boots: TCX Dartwood Waterproof

2023 Moto Guzzi V100 Mandello S Technical Specifications and Price

PRICE	$17,490
ENGINE	1,042cc,  DOHC, liquid-cooled, transverse, 90-degree V-twin; 4 valve/cyl.
BORE x STROKE	96.0 x 72.0mm
COMPRESSION RATIO	12.6:1
FUEL DELIVERY	Electronic fuel injection w/ 52mm throttle bodies
CLUTCH	Wet, multi-plate w/ assist and slipper functions; hydraulic actuation
TRANSMISSION/FINAL DRIVE	6-speed/chain
FRAME	Tubular steel trellis frame
FRONT SUSPENSION	Öhlins NIX Smart EC 2.0 semi-active 43mm fork, fully adjustable; 5.1 in. travel
REAR SUSPENSION	Öhlins TTX Smart EC 2.0 semi-active monoshock, fully adjustable; 5.1 in. travel
FRONT BRAKES	Dual Brembo 4-piston calipers, 320mm floating discs w/ ABS
REAR BRAKE	Brembo 2-piston caliper, 280mm disc w/ ABS
WHEELS, FRONT/REAR	Cast aluminum; 17 x 3.5 in. / 17 x 5.5 in.
TIRES, FRONT/REAR	Pirelli Angel GT II; 120/70-17 / 190/55-17
RAKE/TRAIL	24.7°/4.1 in.
WHEELBASE	58.1 in.
SEAT HEIGHT	32.1 in.
FUEL CAPACITY	4.5 gal.
CLAIMED CURB WEIGHT	514 lb.
WARRANTY	24 months, unlimited mileage
AVAILABLE	Now
CONTACT	motoguzzi.com

Moto Guzzi adds an all-new sport-touring rig to its US model lineup for 2023. (Piaggio Group/)

The Moto Guzzi V100 Mandello S features a well-proportioned cockpit that will be appreciated by riders of any size. (Piaggio group/)

In spite of its 514-pound curb weight, the V100 Mandello is an agile streetbike. (Piaggio Group/)

Moto Guzzi’s Mandello V100 S features semi-active suspension which takes the guesswork out of suspension damping setup. (Piaggio Group/)

The Moto Guzzi Mandello V100 S gets the same 5-inch color TFT display that the Piaggio Group uses on its other bikes, including the Aprilia RSV4. It’s a much improved setup with a pleasing user interface. (Piaggio Group/)

The Mandello V100 S benefits from a shorter water-cooled 1,042cc twin which offers pleasing acceleration and overall character. (Piaggio Group/)

Moto Guzzi’s 2023 V100 Mandello is well suited to both urban touring riders and motorcyclists looking to escape the confines of the city. (Piaggio Group/)

Moto Guzzi’s V100 Mandello S looks tasty from any angle. Its fit and finish and overall build quality is a clear improvement. (Piaggio Group/)

An electronically adjustable windscreen is standard equipment on both Mandello models. It is easy to use and has an adequate range of adjustment. (Piaggio Group/)

The up-spec S model benefits from semi-active suspension. The shock mounts directly between frame and swingarm without a linkage. (Piaggio Group/)

Source: MotorCyclistOnline.com

It took a few sessions to reach it, but the last dozen laps of this test ride felt like a tipping point. A moment in superbike evolution.

The bike, of course, was this, the 2023 S 1000 RR featuring more advanced electronics as well as the steering geometry, adjustable swingarm pivot, and ride height adjustment of the M-Sport, plus a handful of more top-end horsepower from the ShiftCam engine along with a pair of distinctive aero wings. The racetrack was Almeria in southern Spain, a circuit I know well but had never lapped quite like this.

Editor’s note: We reviewed previous S 1000 RRs during the 2020 BMW S 1000 RR First Ride Review, 2020 BMW S 1000 RR MC Commute Review, 2021 BMW S 1000 RR MC Commute Review and 2022 BMW S 1000 RR Review at Double R Fest articles and videos.

And that moment? Ah yes, well after an intense day of building confidence and speed on our slick-shod RR, of braking harder and later, of turning quicker, leaning further, and getting back on the gas a nanosecond sooner, I truly understood the capabilities of S 1000 RR and its incredible armory of electronic rider aids. The new S 1000 RR is now so easy to ride at pace that once you trust in the tech and commit to it, the world is a different place. It feels uncrashable (it isn’t) and as much like a video game as a white-knuckling 205 hp superbike. It is digitized brilliance that allows the throttle and brakes to be applied almost like switches, fully on or fully off, with seeming impunity. Even when the tire grip starts to fall away, the Beemer will do the thinking and worrying. You, the rider, just keep the thing nailed.

Admittedly there were those pre-warmed Bridgestone slicks and a pair of optional M-Sport carbon rims that added even more zip and ping to the RR’s handling, but the possibilities for even the standard S 1000 RR now appear limitless as it pulls its rider into areas only pro racers once knew. The frayed senses, the mental and physical exhaustion of digging out more lap time, of riding on your limit, almost evaporate on this motorcycle.

We’ve been headed this way for a while; ever since electronic rider aids began to appear on production bikes in the early 21st century in fact. Today, a Ducati Panigale V4 or Honda Fireblade—any of the current crop of track-focused superbikes—can elevate their riders to a level and lap time barely imaginable a few years ago, but the RR is another small step.

There is no silver bullet as to why. The engine is only tweaked for 2023. The 999cc ShiftCam inline-four, with variable valve timing and lift thanks to BMW’s unique setup that slides the camshaft back and forth to engage different lobes depending on the revs, has revised intake ports for 2023, while the airbox is new with shorter, variable height intake funnels. There are a couple more horsepower up top and BMW has added an extra tooth to the rear sprocket, taking it to 46 teeth and lowering the final drive ratio.

Some might be disappointed that it remains down on peak output compared to the Panigale and Aprilia RSV4 but the S 1000 RR didn’t need any more horses. It’s powerful enough, thank you. Its strength is its astounding versatility.

The ShiftCam is able to pull from 30 mph in sixth gear to an indicated 280 kph/174 mph without once feeling like it’s struggling. On the Almeria circuit’s long back straightaway it was still pulling hard as the speedo nudged toward 285 kph/177 mph and I felt it wise to go for the awesome brakes.

Ridiculous speed comes so easily because, with ShiftCam, you don’t need to be inhabiting the last 20 percent of the rev range to make things happen. Instead, it drives urgently and cleanly through its midrange—jumping off turns without feeling frantic—and you can even afford to short-shift to give the electronic rider aids an easier time. Above 9,000 rpm the camshafts engage with higher lift and longer duration lobes and it revs, seemingly friction-free, to its 14,500 rpm redline. And it loves doing that too!

The fueling is among the best I’ve ever experienced on a 1,000cc sportbike. Smooth and glitch-free, it allows you to be ultraprecise with the throttle, getting on the power sooner and sooner. There’s no snatchiness or sharp edges, which gives the rear tire an easier life and allows you to accelerate progressively, feeling the grip in the rear slick build exponentially. It’s brutally quick but somehow doesn’t feel it. Instead, it seems to flow around the track like mercury.

Chassis-wise the RR’s alloy Flex Frame chassis is made from four die-cast aluminum elements and utilizes the engine and gearbox as a structural member, and now has optimized flexibility and revised, more relaxed geometry. The steering head angle is 0.5 degree shallower at 23.6 degrees (instead of 23.1 degrees), while the steering offset is reduced by 3mm via new triple clamps. Trail increases from 3.7 inches to 3.9 inches and the wheelbase is 0.6 inch longer than before at 57.4 inches, almost the same as the current M 1000 RR.

The S 1000 RR also gets the M Chassis Kit as standard and features an adjustable swingarm pivot point, while the rear shock and 45mm USD fork is also revised. Electronic damping adjustment is an option (standard on the S 1000 RR Sport) with the DDC Dynamic Damping Control package matching the suspension settings to the selected riding mode.

The RR weighs in at 434 pounds fully fueled for the standard bike, at 430 pounds with the optional Race Package that adds forged alloy wheels instead of die-cast rims, and at 427 pounds with the M Package option that swaps them for lightweight carbon wheels. The new winglets, meanwhile, generate up to 38 pounds of downforce at 300 kph, or 186 mph, which is more than the 36 pounds claimed for the M 1000 RR wings.

The changes are not huge but are significant. Within a few laps you feel at home on the S 1000 RR; like a bike you’ve been riding at trackdays all season. You immediately click and understand how the new chassis translates to the rider.

The BMW isn’t a sharp, cutthroat sportbike or as its aggressive “winged” looks suggest. Instead, it’s on a mission to help you get the best out of yourself. The steering is a perfect balance between knife-edge sharp and sublime: Look where you want to be and you’re there… Just like you’re in your living room racing your gaming mates. Apexes are hit with perfect accuracy, knee over the curb paint, lap after lap, and with minimum effort. You don’t have to force it; everything input is met with a willing and natural response. You find yourself with more mental capacity; it almost seems slow.

Unlike a video game, however, you feel grip levels build as you push the slicks. Midcorner feedback is clear, and body position changes don’t appear to upset the chassis or grip. Get on the power early and, instead of drifting wide, the BMW continues to hold a line, driving hard and with certainty to the next braking zone.

No matter how much I provoked the RR by clipping curbs, even on the brakes, it remained unmoved and planted. With the large TFT dash reading 175 mph at the end of the straight, high-speed stability wasn’t in question either. The new, larger screen deflects most of the wind blast so you can get tucked in, relax, and release your grip from the bars, which remain unflappable.

The 2023 RR runs BMW-branded radial four-pot calipers on 320mm discs at the front, and a single-piston rear caliper gripping a 220mm rotor, with new electronic control systems and rider aids.

ABS Pro is essentially cornering ABS designed to work with slick tires. Combined with the new MSR engine-brake control and BSA Brake Slide Assist (optional Pro mode) it’s amazing what you can get away with, and almost takes the calculation of braking out of the rider’s hands.

The ABS Pro allows you to brake breathtakingly deep and late without fear of locking the front tire. BSA, which features a new steering head sensor, can calculate how much you are steering into a slide when braking heavily and the rear end starts to come around or “back in.” It took me most of the day before I could jump on the brakes (front and rear) and allow the system to bring the rear back in line with the front but when the system kicks in, it’s impressive.

In fact, all the while, working away in the background, is a package of superlative electronic rider aids. As well as ABS Pro and BSA Brake Slide Assist there is a new DTC Side Control, MSR engine-brake torque control system, and even an ABS Stoppie feature—with the functionality of many of these new features enhanced by the new steering angle sensor. BMW has even improved the Shift Assistant Pro quickshifter for 2023, making for smoother shifts.

The introduction of the Slide Control function allows the rider to preselect one of two possible drift angles that can be achieved before the Dynamic Traction Control system intervenes. The clever system uses the bike’s steering angle to work out how far out of line the rear wheel is. In principle, you can now truly power slide and steer from the rear. But you must first be able to get the rear spinning, which I guess is only relevant to a small percentage of riders. Although it’s nice to know it’s there when that slip does happen.

The usability of the RR’s chassis and motor, backed up by new and advanced rider aids, means that on track we mere mortals can now gain access to every horse in the stable as well as every ounce of grip and braking force. Nothing goes to waste.

The 2023 BMW S 1000 RR isn’t tremendously different to the already excellent 2022 machine but it feels as friendly as a 130 hp supersport 600. It’s so unintimidating you can just jump on and thrash it.

The changes to the chassis, even the addition of new aerodynamic wings, aren’t ground-breaking, but in tandem with the uprated electronics deliver a sportbike with immense feedback, stability, and huge stopping power, while the new electronic rider aids have upped the Beemer’s game to the point that the RR really does ride like a PlayStation game—albeit one with the ability to bite should you get it completely wrong. It’s simply stunning.

2023 BMW S 1000 RR Technical Specifications and Price

PRICE	$TBD
ENGINE	999cc, liquid-cooled inline 4-cylinder; 4 valves/cyl.
BORE x STROKE	80.0 x 49.7mm
COMPRESSION RATIO	13.3:1
FUEL DELIVERY	Fuel injection
CLUTCH	Wet, multiplate slipper, self-reinforcing
TRANSMISSION/FINAL DRIVE	6-speed/chain
FRAME	Aluminum, engine load bearing
FRONT SUSPENSION	45mm upside-down fork, fully adjustable, optional electronic; 4.7 in. travel
REAR SUSPENSION	Single shock, fully adjustable, optional electronic; 4.6 in. travel
FRONT BRAKES	4-piston Monoblock caliper, dual 320mm discs w/ ABS
REAR BRAKE	1-piston caliper, 220mm disc w/ ABS
WHEELS, FRONT/REAR	Aluminum; 17 x 3.5 in. / 17 x 6 in.
TIRES, FRONT/REAR	Bridgestone Racing Battlax VO2 on test; 120/70-17 / 200/55-17 (with M-Wheels) 190/55-17 (std)
RAKE/TRAIL	23.6°/4.0 in.
WHEELBASE	57.3 in.
SEAT HEIGHT	32.8 in.
FUEL CAPACITY	4.4 gal.
CLAIMED CURB WEIGHT, FULLY FUELED	434 lb. / 427 lb. (M Package)
WARRANTY	3-year
CONTACT	bmwmotorcycles.com

This was a track-only test in Almeria, southern Spain. (BMW/)

Wing appears for the first time, generating up to 37.8 pounds of downforce. (BMW/)

Upgrading to the M Package allows you to choose the stunning carbon wheels, as like our testbike. (BMW/)

The bike tested is the 210 hp European version not the 205 hp US model. Power is slightly less due to noise regulations. (BMW/)

The stunning 6.5-inch TFT dash has multiple options and is easy to navigate and operate. (BMW/)

The Shift Assistant Pro quickshifter, which works on both up and down changes, is standard and can easily be reversed into a race pattern, with first gear up and the rest down. (BMW/)

Bridgestone Racing Battlax VO2 slicks used on track. (BMW/)

For the first time in this class a steering angle sensor has been fitted. (BMW/)

BMW set the DCT suspension to match the slick tires and track temperatures. The conditions were perfect. (BMW/)

The new, larger screen allows you to get tucked in out of the windblast. (BMW/)

The ABS Pro is designed to work with slick rubber and is essentially lean-sensitive ABS for the track. (BMW/)

The new Slide Control function allows the rider to preselect one of two possible drift angles. (BMW/)

Despite its track capabilities, cruise control, heated grips, and even hill control are still available. (BMW/)

Source: MotorCyclistOnline.com