Romano Fenati, who holds the record for most wins in the class, drops down to Moto3™ after securing a ride with the Rivacold Snipers Team. Syarifuddin Azman, who finished fourth in the 2022 FIM JuniorGP World Championship, will be joining the MT Helmets – MSI team. Colombian rider David Alonso, who made one-off appearances in the 2021 and 2022 seasons, will be making his full-time debut in the Moto3™ class with the GASGAS Aspar Team.
Source: MotoGP.com – Read Full Article Here
The Australian launched brilliantly off the line from seventh to get into the podium places by the end of Lap 1, while he picked off Binder and Martin in the next two laps before building an unassailable lead out front. In the battle for second, Martin held the advantage until the penultimate lap, but in the end, he had no answer for Binder’s late race pace. Meanwhile, Repsol Honda’s Marc Marquez started on pole for the first time in three years, and he converted that into P4 at Motegi.
Source: MotoGP.com – Read Full Article Here
Ups
Downs
Verdict
If you’re a shrinking violet who shuns attention and would rather blend into the background than gather a crowd, the Ducati Diavel isn’t the bike for you. This is one of the most head-turning two-wheelers ever made and the latest iteration gains Ducati’s high-tech Granturismo V4 engine in place of the desmo V-twin of its predecessors. It’s a bold move from a company that until recently was so wedded to the V-twin format that any other engine was nearly unimaginable, but if the Diavel V4 can combine the remarkable mix of stance, handling, and performance of its predecessor with the success that the V-4 engine has brought to the Panigale, Streetfighter, and Multistrada lines, then it’s likely to be a landmark model in the firm’s history.
Overview
The Diavel has always been a remarkable machine. Despite appearing like it’s inspired by such bikes as Yamaha’s VMAX, its lack of weight and impressive handling and braking mean it defies preconceptions about being a one-trick pony that can only shine in a straight line.
The latest V-4 version follows in its forebears’ footsteps, but its achievement is even more impressive. Despite two extra cylinders and a substantially bigger fuel tank than the old Diavel 1260, the Diavel V4′s fully fueled weight is 24 pounds lighter than its predecessor.
With styling that evolves the original Diavel’s themes, concentrating the visual mass of the bike even more noticeably toward the front thanks to the densely packed V-4 powertrain, plus standout elements like the four-exit exhaust and taillights made of dozens of tiny LEDs shining through honeycomb-style holes under the tail, there aren’t many bikes that will attract as much attention and have the ability to back up their appearance with real-world performance to match.
Updates for 2023
Despite the evolutionary nature of the styling updates, everything about the Diavel V4 is new for 2023. The engine is a modified version of the spring-valve Granturismo V4 that first appeared in the Multistrada, slung under a new frame and ahead of a redesigned single-sided swingarm.
High tech has become a Ducati calling card over the last few years, and the Diavel V4 is no exception, with an evolution of the cylinder cutout system that first appeared in the Multistrada, so the 1,158cc V-4 can operate as a 579cc parallel twin, running the front cylinder bank only at low speeds to help improve economy, emissions, and prevent heat-soak reaching the rider.
Pricing and Variants
Initially, there’s just one Diavel V4, and it sits above the holdover Diavel 1260 and Diavel 1260 S in the range (in European markets, the Diavel 1260 models are discontinued, so they may not hang around much longer). The base MSRP of $26,695 is $4,900 more than a Diavel 1260 and $1,800 above the 1260 S, even though the V4 doesn’t have the semi-active, electronically adjustable Öhlins suspension of the 1260 S.
Competition
The closest rivals to the Diavel V4 are within Ducati’s own range, with the V-twin-engined Diavel 1260 offering similar outright performance and the XDiavel lineup adding a lower, more cruiser-style look but with similar themes.
Away from the Ducati family, competition to the Diavel depends on your priorities. If you want to turn heads and enjoy huge globs of torque, Triumph’s Rocket 3 R has to be an option, though it’s a much heavier, larger bike overall. At the other end of the scale, if you prioritize performance, individuality, and handling but are prepared to compromise on appearance, Kawasaki’s Z H2 could be on your shopping list.
Powertrain: Engine, Transmission, and Performance
While Ducati has proved it’s more than capable of making insane amounts of power from its V-4 engines, the Granturismo version doesn’t try to set new records for outright performance. At a claimed 168 hp, it makes 11 hp more than the Diavel 1260, while the 1,158cc V-4′s 93 lb.-ft. of torque lags slightly behind the 95 lb.-ft. of the larger 1,262cc V-twin.
Unlike the Desmosedici Stradale V4 used in the Panigale and Streetfighter, the Granturismo V4 uses conventional valve springs instead of the desmodromic system, moving away from a setup that’s been a Ducati signature since the ‘70s, but it gains the same cylinder cutoff system used in the Multistrada V4, extended and expanded for 2023 with the ability to ride at low speeds using just the front cylinder bank (the first version of the system operated only when stationary at idle).
As well as saving fuel, the system helps stop your legs from getting baked by the rear cylinder bank’s heat while stuck in traffic, and while the switchover between two- and four-cylinder modes happens automatically, Ducati has ensured there’s a distinct change in exhaust note as it does so.
It drives through a slipper clutch to six-speed box with a standard up-and-down quickshifter as standard equipment.
Chassis/Handling
The chassis is completely new to suit the V-4 engine format, using an aluminum monocoque front frame section bolted to the top of the engine, which itself doubles as a structural component. At 26 degrees, the rake is steep for this sort of bike—a degree less than the Diavel 1260—and there’s less trail and a shorter wheelbase than the V-twin too. The bike’s physical mass is shifted forward, along with the rider, to put more emphasis on the front wheel.
That wheel is slung between a fat, 50mm fully adjustable USD fork, matched to a piggyback monoshock at the rear, again fully adjustable and acting on a single-sided cast alloy swingarm. At the back, a huge 240-section Pirelli Diablo Rosso III tire carries on the Diavel tradition of using oversized rear rubber to emphasize its accelerative potential. According to Ducati, that means 0–60 mph in under three seconds.
Brakes
With so much acceleration on tap, slowing down is equally important and the Diavel achieves it via Brembo Stylema four-piston radial calipers at the front, acting on two 330mm discs and assisted by cornering ABS. A 265mm disc and two-piston Brembo caliper help at the rear.
Fuel Economy and Real-World MPG
Ducati hasn’t announced US economy figures, but for the European-spec version of the Diavel V4, the numbers (6.4L/100km) translate to 36.75 mpg. With a 5.3-gallon fuel tank, up from 4.2 gallons on the Diavel 1260, that economy would give a potential range of nearly 200 miles between stops.
Ergonomics: Comfort and Utility
The Diavel’s upright riding position and wide bar, without the forward-mounted foot controls of the XDiavel, is a comfortable prospect, although the lack of a screen means that as speeds rise you’ll be battling against your own torso’s wind resistance. Despite the bike’s imposing styling, the seat is only 31.1 inches off the ground, making it a more attractive proposition than sportbikes or adventure bikes to anyone with a short inseam. Compared to the Diavel 1260, the shorter Diavel V4 positions you 0.8 inch closer to the bar.
Even passengers aren’t forgotten, with clever, foldaway pillion pegs that hide under the seat unit and a telescopic grab handle at the back, so they don’t mar the bike’s lines when you’re riding alone but are always there when you need them.
Electronics
Ducati has built a reputation for advanced electronics, becoming the first brand to offer cornering ABS as standard on all its models, and the Diavel is predictably packed with rider assists. As well as cornering ABS, there’s lean-sensitive traction control, launch control, cruise control, wheelie control, and a bidirectional quickshifter as standard. A color TFT dash provides access to all their settings—and there are a lot of them—as well as three power modes and four riding modes.
That TFT dash also gives you Bluetooth connectivity for smartphones for media control, with turn-by-turn navigation as an optional extra.
Warranty and Maintenance Coverage
There’s a 24-month, unlimited-mileage warranty, and the Diavel V4 also pursues Ducati’s aim to reduce maintenance costs with 24-month or 9,000-mile service intervals, with the big service for valve clearance adjustment not needed until 36,000 miles.
2023 Ducati Diavel V4 Claimed Specs
| MSRP: | $26,695 |
|---|---|
| Engine: | 1,153cc, DOHC, liquid-cooled, 90-degree V-4 w/ counterrotating crankshaft; 4 valves/cyl. |
| Bore x Stroke: | 83.0 x 53.5mm |
| Transmission/Final Drive: | 6-speed/chain |
| Fuel Delivery: | EFI w/ 46mm elliptical throttle bodies |
| Clutch: | Wet, multiplate w/ slipper action; hydraulic operation |
| Engine Management/Ignition: | Ride-by-wire |
| Frame: | Aluminum monocoque |
| Front Suspension: | 50mm upside-down fork, fully adjustable; 4.7 in. travel |
| Rear Suspension: | Monoshock, fully adjustable; 5.7 in. travel |
| Front Brake: | 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 alloy; 17 x 3.5 in. / 17 x 8.0 in. |
| Tires, Front/Rear: | Pirelli Diablo Rosso III; 120/70ZR-17 / 240/45ZR-17 |
| Rake/Trail: | 26.0°/4.4 in. |
| Wheelbase: | 62.7 in. |
| Seat Height: | 31.1 in. |
| Fuel Capacity: | 5.3 gal. |
| Claimed Wet Weight: | 520 lb. |
| Contact: | ducati.com |
Source: MotorCyclistOnline.com
Ups
Downs
Verdict
Riders looking for a hardcore adventure bike that’s lighter, more agile, and can be ridden much more aggressively than open-class bikes have a great option in the Ducati DesertX. This dirtworthy adventure bike will go places Ducati’s more travel-oriented Multistrada wouldn’t dare.
Overview
Ducati’s DesertX fills a void in Ducati’s adventure-bike lineup as a more hardcore middleweight ADV intended to tackle rougher terrain than a street-biased adventure bike. An early design goal was to ensure that the bike came equipped with 21-inch front and 18-inch rear wheel sizes, opening the door to much more aggressive knobby tire options. Chassis dynamics were also intended to align better with the expectations of riders used to off-road enduro machines. Manually adjustable long-travel Kayaba suspension, well-balanced geometry, and a riding position optimized for riding while standing make the bike feel more like a large enduro than a downsized Multistrada.
Ducati’s Testastretta 11° engine is a great fit. This engine is intended to provide an ideal balance between power and tractability. An expansive suite of electronic rider aids ensures that you can find the right combination of power output, traction control, and engine characteristics for every type of terrain from asphalt, dirt, sand, and mud.
A full line of accessories also means that the DesertX can be tailored for any rider’s intended type of adventure riding.
Updates for 2023
The DesertX is a brand-new model for 2023, though it shares an engine with its distant cousin the Multistrada V2. The X was designed to provide a more off-road-oriented adventure model in Ducati’s lineup.
Pricing and Variants
The DesertX is priced at $17,095 and comes in a single variant; however, a variety of accessory packages are available to choose from to tailor the bike to a rider’s wants and needs. There’s a $2,805 Touring package, with aluminum side bags and mounts, heated grips, and centerstand; a $1,550 Off-road package, with engine guard plate, radiator guard, steel tube bars, and hand guards; a Sport package, pricing TBA, with homologated silencer, number plate holder, and billet aluminum fuel tank cap; a $1,320 Urban package, with aluminum top case with top rack, handlebar bag, and top-case cushion; and a $1,850 Rally package, with a 2.1-gallon rear-subframe-mounted auxiliary fuel tank, front headlight grille, and rally seat.
Competition
The middleweight ADV category continues to grow in terms of popularity, so there are many great models from multiple manufacturers.
Standout options in this space include: Aprilia Tuareg 660, Yamaha Ténéré 700, KTM 890 Adventure R, BMW F 850 GS Adventure/850 GS, Husqvarna Norden 901, and the Triumph Tiger 900 models.
Powertrain: Engine, Transmission, and Performance
The DesertX is equipped with the liquid-cooled DOHC desmodromic four-valve Testastretta 11° L-twin, with 94-by-67.5mm bore and stroke measurements. It’s fed by a pair of 53mm throttle bodies with ride-by-wire control, passing exhaust gases through a stainless steel exhaust system with a single catalytic converter into a single muffler. The engine produces a claimed 110 hp at 9,250 rpm and 68 lb.-ft. of peak torque at 6,500 rpm. Valve check intervals are 18,000 miles apart, with 9,000-mile maintenance intervals.
In Cycle World’s First Ride Review, we said, “The Testastretta 11-degree engine is a great choice, providing just the right amount of power while also keeping overall weight down to respectable levels. The DesertX was set to Sport mode to start, as the ride began on asphalt and we wanted to get a feel for the engine’s unmuzzled power and street settings. Power delivery is crisp and responsive with throttle response defaulting to Dynamic, and power at maximum, while DTC is set at a very conservative 5, and wheelie control at 2. The new bike definitely doesn’t have the shove of its big brother the Multistrada V4, but since the DesertX weighs about 40 pounds less, it doesn’t feel that far off. The Touring mode is quite similar to Sport, however; it uses the Smooth throttle response, which would likely be most people’s preferred mode for cruising around at a less aggressive pace.
“Think of Rally as Sport mode for the dirt. The default settings are Full power with Dynamic response, ABS on its minimum setting, wheelie control off, and traction control at 2. This is the most playful setting available on the DesertX. With just a touch of safety net provided with the ABS and TC, the bike can be ridden aggressively with just enough peace of mind in case the rider does something stupid.”
Chassis/Handling
The core features that engineers focused on to ensure good off-road capability were an off-road-ready chassis with a tubular-steel trellis frame and double-sided aluminum swingarm. Wheel sizes of 21-inch front and 18-inch rear allow the use of aggressive off-road tires. The bike has a near-10-inch ground clearance and long-travel, manually adjustable Kayaba suspension front and rear; the wheelbase measures 63.3 inches between the axles, while front-end geometry is set with 27.6 degrees of rake and 4.8 inches of trail. Ducati’s claimed wet weight is 492 pounds with fuel filled to 90 percent capacity.
The DesertX is very well balanced for off-road riding, with great front-to-rear weight distribution. Hit a jump and the bike flies level and straight without any drama, giving the rider the confidence to tackle technical terrain. What’s more impressive is the bike’s composed attitude while navigating through rocks and chop. Hit an unexpected grapefruit-sized rock and the chassis simply deals with it, snapping the wheels back into line almost instantly. That’s a quality even some enduro bikes don’t have.
Brakes
Braking is handled by a pair of radial-mount Brembo four-piston Monoblock calipers and 320mm discs at the front, while a twin-piston caliper and 265mm disc reside at the rear. The system is managed by Bosch’s lean-sensitive ABS, which gets info from the six-axis IMU.
The DesertX’s Brembos provide very good feel both on and off road, with ample power and progressive, smooth ramp-up. From the ride review: “When combined with the sophisticated ABS, the front brake could be used hard when needed, while the off-road modes allowed good control of the height-adjustable rear brake while allowing riders to switch it off completely and be able to lock the rear wheel for better control in the dirt.”
Fuel Economy and Real-World MPG
Cycle World has yet to put a DesertX through a long-term test and acquire fuel economy numbers.
Ergonomics: Comfort and Utility
The DesertX’s riding position is a major contributor to the way the bike handles. Ducati spent a lot of time and effort to dial in the layout, especially for standing up on the pegs, and the test riders nailed it. For a 5-foot-11 rider, the reach to the bars feels nearly perfect. Not only does the rider feel totally in command when standing, but the bike reacts with complete predictability, allowing riders to find traction, break traction, or get a better feel while braking.
Electronics
In the convenience and comfort department, the bike has cruise control and an up-and-down quickshifter. The DesertX features six riding modes, a Ducati first, with Sport, Touring, Urban, Wet, Enduro, and Rally on tap. All modes have presets for three levels of Engine Brake Control (EBC); eight levels of Ducati Traction Control (DTC); four levels of Ducati Wheelie Control (DWC); three levels plus Off of Cornering ABS; four power settings, Full, High, Medium, and Low; and the ability to set throttle response to Dynamic or Smooth.
There’s a 5-inch color TFT display, cleverly rotated to a vertical orientation so as to be easier to see while the rider is in the standing position. All lighting is LED, and USB and 12V sockets are included.
Warranty and Maintenance Coverage
The DesertX comes with a 24-month, unlimited-mileage warranty.
Quality
The fit and finish on the DesertX is very nice, with its beautiful White Star Matte Silk paint and retro vibe making it stand out instantly.
2023 Ducati DesertX Specifications
| MSRP: | $17,095 |
|---|---|
| Engine: | Testastretta 11° liquid-cooled L-twin; 4 valves/cyl.; desmodromic valve train |
| Displacement: | 937cc |
| Bore x Stroke: | 94.0 x 67.5mm |
| Compression Ratio: | 13.3:1 |
| Transmission/Final Drive: | 6-speed/chain |
| Claimed Horsepower: | 110 hp @ 9,250 rpm |
| Claimed Torque: | 68 lb.-ft. @ 6,500 rpm |
| Fuel System: | Bosch electronic fuel injection w/ 53mm throttle bodies, ride-by-wire |
| Clutch: | Wet, multiplate slipper and self-servo; hydraulic actuation |
| Frame: | Tubular steel trellis |
| Front Suspension: | KYB 46mm upside-down fork, fully adjustable; 9.1 in. travel |
| Rear Suspension: | KYB monoshock, fully adjustable, remote preload adjustable; 8.7 in. travel |
| Front Brake: | Radial-mount Brembo Monoblock 4-piston caliper, dual 320mm semi-floating discs w/ Bosch Cornering ABS |
| Rear Brake: | Brembo floating 2-piston caliper, 265mm disc w/ Bosch Cornering ABS |
| Wheels, Front/Rear: | Cross-spoked, tubeless; 21 x 2.15 in. / 18 x 4.5 in. |
| Tires, Front/Rear: | Pirelli Scorpion Rally STR; 90/90-21 / 150/70R-18 |
| Rake/Trail: | 27.6°/4.8 in. |
| Wheelbase: | 63.3 in. |
| Ground Clearance: | 9.8 in. |
| Seat Height: | 34.4 in. |
| Fuel Capacity: | 5.5 gal. |
| Claimed Curb Weight: | 492 lb. |
| Contact: | ducati.com |
Source: MotorCyclistOnline.com
After 61,562 motorcycles going out the door worldwide, the post-pandemic sales rush has been very good for Ducati.
Begin press release:
2022 confirmed itself as an exceptional year for Ducati, which closed the period with a record of 61,562 motorcycles delivered to enthusiasts around the world, an extraordinary result that complements the successes collected by the motorcycle manufacturer in the racing world. Sales grew by 3.6 percent over 2021 and 28 percent over 2020.
Claudio Domenicali, Ducati CEO: “This sales result is the outcome of the path that sees us investing in continuous improvement and growth. For the second consecutive year, we registered record deliveries, exceeding 60,000 motorcycles for the first time in our history. Ducati is an increasingly global company, ambassador of Made in Italy in the world, and these positive results make us truly proud. In the sporting field, we have won everything we could aspire to, bringing home the Triple Crown in both MotoGP and WorldSBK. An unprecedented achievement that has written a historic page in motorcycling and will remain forever engraved in the hearts of all Ducatisti. The year 2023 will see the debut in the MotoE championship of the first electric Ducati ever produced. I would like to extend my heartfelt thanks to the women and men who work at Ducati in Borgo Panigale and in subsidiaries around the world, because without their dedication and commitment all the successes achieved by the company would not have been possible.”
In 2022, Italy confirmed itself as the leading market for Ducati, with 9,578 motorcycles and a 10 percent growth compared to 2021. The United States is in second place with 8,441 units delivered, penalized compared to 2021 (-6 %) due to logistical difficulties and delays in overseas shipments. Another strategic country for Ducati is Germany, with 6,678 motorcycles, which is growing by 9 percent over 2021, positioning itself as the third largest market.
Francesco Milicia, Ducati VP Global Sales and After Sales: “2022 was a year full of successes for Ducati and this record of deliveries is further confirmation of the solidity of the Company and of the constant growth of the brand in the world. In the first six months of the year, the international scenario was characterized by strong discontinuities in the world of logistics and supply, which penalized performance in the most important months of the season. Despite this, in the second half of the year we managed to recover and reach the highest sales volumes in the company’s history, thanks to great organizational flexibility and constant dialogue with partners and unions. Although the economic scenario in recent months has certainly worsened, we remain confident about the future thanks to the strength of an expanding sales network and a positive order portfolio, reflecting enthusiasts’ appreciation of the renewed product range”.
The Multistrada V4, in all its versions proves to be the most loved model by Ducatisti enthusiasts with 10,716 motorcycles delivered worldwide. With 7,739 units sold, the Monster was also a great success, followed by the Scrambler Ducati 800 family with 6,880 bikes delivered.
These results add up to the extraordinary triumphs achieved by Ducati in the racing world, which has seen the Bologna-based motorcycle manufacturer triumph in MotoGP and WorldSBK.
2022 was also a record year for the sales network, which continues to grow, getting closer and closer to Ducatisti worldwide. At the end of 2022, there are 821 Ducati dealerships, the highest number ever, which, with the addition of the new markets Brunei, Ecuador, El Salvador and Mongolia, represent Ducati in as many as 96 markets.
For 2023, Ducati has presented to the public eight new models that complete an ever-wider range, able to offer all Ducatisti the most suitable bike to express their passion for two wheels. Among the most awaited models, there are certainly the Multistrada V4 Rally, the motorcycle for long adventures and the new Diavel V4, the model that won the “Most Beautiful Bike of the Show” award at EICMA. Also, the second generation of Scrambler Ducati, which confirms the simplicity and authenticity that have always represented essential values for all Scrambler Ducati enthusiasts, becoming more contemporary, colorful and endowed with an even more lively personality.
To discover the entire Ducati 2023 range, visit the dedicated section on the Ducati.com website.
The post Ducati Says 2022 Was Its Best Sales Year Ever appeared first on Motorcycle.com News.
Yes, ladies and gentlemen, the Honda Fury is BACK.
Begin press release:
In its first product announcement of the new calendar year, American Honda confirmed the return of eight motorcycle models across the sport, standard, adventure, dual sport and cruiser categories. Each of the eight returning models is capable of delivering a wide range of riding experiences, and taken as a whole, the group highlights the diversity of Honda’s motorcycle offerings.
With a deserved reputation for delivering value-focused but adrenaline-inducing fun, the CBR650R and CBR500R sport bikes are back, as are the CB1000R, CB650R and CB500F naked bikes. Extending the value-conscious theme to riders who enjoy venturing beyond the pavement’s end, the CB500X adventure bike and XR650L dual-sport machine are remarkably capable models. Meanwhile, the Fury continues its tradition of head-turning head style with an iconic V-twin sound, for the ultimate cruiser experience.
CB1000R
Known as much for its eye-catching design as its versatility, the CB1000R touts both flair and function. Aggressive on the road and in the parking lot, this naked bike stops traffic on coffee-shop runs, but its powerful engine and nimble handling make it a great choice for the canyons as well.
CBR650R
Few experiences can match ripping through a canyon on a sport bike, and the CBR650R delivers that thrill to a wide spectrum of riders. To achieve the ideal mix of practicality and performance, this model has a high-quality Showa Separate Function Big Piston fork, stylish aesthetics and up-to-date emissions technology. With a finely tuned chassis delivering light, responsive handling, and a high-revving inline four-cylinder engine that offers enjoyable power, the middleweight CBR650R is exciting to ride and a pleasure to own, a gratifying intersection of values for the modern sport bike rider.
CB650R
Honda has a long history of creating iconic middleweight standards, and that continues with the CB650R. Featuring a Showa Separate Function Big Piston fork, excellent emissions performance, stylish aesthetics and comfortable ergonomics, this middleweight model is ideally suited for everything from daily commutes to weekend outings on canyon backroads. A naked bike with looks that match its impressive performance, the CB650R touts ample power and a smooth delivery.
CBR500R
The CBR500R has become a staple for riders looking for the excitement of a sportbike in a smaller package. Featuring aggressive CBR styling and a snappy, parallel-twin-cylinder engine, the lightweight CBR500R is a sensible fit for everyone from beginners looking for their first bike to veteran riders seeking a fun ride, as it delivers unmatched fun at an affordable price.
CB500F
Honed through decades of iconic Honda CB models, the CB500F has proven itself as an enjoyable and reliable naked bike for veteran and rookie riders alike. Mixing light weight and nimble handling with a smooth power delivery, the CB500F is a capable commuting tool that’s also ready for weekend outings or bike nights. Exceptionally versatile, the CB500F is proof that minimalist looks needn’t come at a price that breaks the bank.
CB500X
Designed and developed to address the disparate requirements of adventure riding while still delivering exceptional value, the CB500X is an exceptional urban commuter that’s also ready for off-road excursions and even canyon-riding outings. The essence of a modern mid-displacement adventure machine, the CB500X is both practical and rewarding to ride, and truly adventure-ready.
XR650L
A truly legendary machine—thanks in part to its proud Baja heritage—Honda’s tried-and-true XR650L continues to be a hit with dual-sport customers. Highly versatile, the model opens doors to adventure on single-track trails, dirt roads and backroads, while also delivering capable and affordable transportation in the city. It’s a combination of characteristics that promises to continue the XR650L’s popularity for years to come.
FURY
Guaranteed to turn heads with its extreme, chopper-style design, the Fury nonetheless touts characteristics one naturally expects from a Honda—namely, functionality, finish, performance and stellar handling. Riders will appreciate the 1,312cc liquid-cooled V-twin engine that sounds as good as it looks, as well as adjustable front and rear suspension, but what will stop bystanders in their tracks are the hard-tail styling and raked-out front end, which make this cruiser a rolling work of art.
The post Honda Announces Returning Motorcycle Models For 2023 appeared first on Motorcycle.com News.
A quick glance at the speedometer revealed it was displaying 175 mph before I hit the brakes hard for the upcoming right-hand turn – and that was in just the 5th of six gears. No, this was not – nor should it ever be – on a public road. It was at the end of the long back straight at Spain’s 2.6-mile Almeria Circuit during the press intro of the 2023 BMW S 1000 RR and M 1000 RR. Following a complete redesign in 2019, BMW made some revisions to its flagship S 1000 RR sportbike for 2023, and the changes have made what was already a potent supersport machine even better.
See all of Rider‘s BMW coverage here
When BMW launched the S 1000 RR in 2009, the German manufacturer set a new benchmark in supersport performance. Until then, open-class supersport machines produced power in the mid-170s to 180-hp range, and very few had traction control or any other form of advanced electronic rider aids.
Then the S 1000 RR came along claiming 193 hp, and it was available with adjustable traction control, selectable ride modes, and track-ready ABS – all at a reasonable price. Electronics have evolved since then, and those on the S 1000 RR are among the most advanced available.
The new S 1000 RR borrows some tech from the higher-spec M 1000 RR, BMW’s high-priced World Superbike homologation special ($32,495 for the M vs. $17,895 for the S). The S 1000 RR’s 999cc inline Four has been updated with a new cylinder head, which now has the same intake port shape as on the M 1000 RR, though the ports are cast into the head, unlike on the M, on which the ports are milled – a much costlier process.
Like before, the S 1000 RR engine uses BMW’s ShiftCam technology, which varies valve timing and valve lift to boost low to midrange torque without sacrificing power at high revs. A new airbox, also borrowed from the M, now uses computer-controlled, variable-length intake snorkels. The engine produces a claimed 205 hp at 13,000 rpm and 83 lb-ft of torque at 11,000 rpm, with the rev limiter kicking in at 14,600 rpm. The final drive ratio has been lowered by adding a tooth to the rear sprocket, to 46 teeth from 45.
Cradling the engine is a new frame that has more flex – which improves handling when applied properly – engineered into its beams. The steering geometry has been altered for more stability: The steering head angle has been pushed out by half a degree (now 23.6 degrees), triple clamp offset has been reduced by 0.1 inch, trail has been stretched by 0.2 inch to 3.9 inches, and wheelbase is 0.7 inch longer at 57.4 inches. The rear wheel is also easier to remove thanks to wheel spacers that won’t fall out and chamfered brake pads and caliper anchor.
The standard suspension is manually adjustable for compression and rebound damping and preload at both ends, while the optional Dynamic Damping Control (DDC) semi-adaptive suspension is electronically adjustable, either through the different ride modes or independently through the instrument panel. DDC is part of the Premium Package ($2,340).
Wet weight is a svelte 434 lb, which is only 8.5 lb more than the M 1000 RR; if you add the optional M package ($4,495), weight drops to within a pound of the M. The M package not only drops weight by replacing the stock wheels with carbon-fiber wheels and adding a lighter battery, it also includes machined foot controls, a sport seat, an adjustable swingarm pivot and adjustable rear ride height, and Ride Pro ride modes, which adds three track-ready Race Pro modes to the standard ride modes. Our test bikes were equipped with DDC and with the M package.
Visually, the biggest change to the S 1000 RR is the addition of MotoGP-inspired fairing winglets. These winglets generate up to nearly 38 pounds of downforce at speed, adding front-end grip and reducing the risk of wheelies. The tailpiece has also been redesigned to incorporate a more compact license-plate/turn-signal bracket that is easily removable for racetrack outings.
Even without any of the options packages, the S 1000 RR showcases the latest in electronic rider aids. It comes with four standard ride modes (Rain, Road, Dynamic, and Race), lean-sensitive ABS and traction control, a quickshifter, and hill-start assist as standard. Aside from the aforementioned DDC suspension and Race Pro modes, our bikes were equipped with adjustable wheelie control, launch control, a pit-lane speed limiter, and new this year, slide control and brake-slide control (the former controls rear-wheelspin to allow the bike to slide out of corners on the gas, while the latter controls the rear brake and engine braking to allow the bike to slide into corners). The ABS also has a “slick” setting when fitting race tires to the bike.
Some open-class supersport machines are incredibly fast on a racetrack but are mentally and physically demanding to ride hard, mostly because of their brutish power delivery. Five track sessions on the S 1000 RR revealed that while it is as fast as they come, it has neutral handling and its advanced electronics make it forgiving and easy to ride – “easy” being a relative term. Make no mistake, this is a bike for experts; riders with less experience should look elsewhere before stepping up to a 205-hp open-class supersport machine, even on the racetrack.
There are so many possible settings you can chose within the ride mode menus for traction- and wheelie-control intervention, throttle response, and slide- and brake-slide control that you’ll have to take your time during a track day or two to settle on a formula that work best for you – and it’ll be in there somewhere. I started the day in the Race Pro modes since our bikes were equipped with Bridgestone racing slicks. While each Pro mode has preset parameters for each of the bike’s control systems, you can also alter each individually within the TFT screen menus. I backed down traction control and ABS intervention as the sessions progressed, eventually settling on the lower settings. You can also turn off TC and ABS, but I can’t see any reason to do so if you have any sense of self-preservation. And you’d be missing out on the bike’s true potential, anyway.
Related: 2023 BMW S 1000 RR | First Look Review
The new slide control was really noticeable in the later sessions, after the race slicks began giving up some of their grip. With this feature set to minimum, which provides the least amount of slip angle, I’d open the throttle to the stop at just past the apex of the fast right-hand turn before the long back straight, and the rear would kick out just a bit and stay there until the bike straightened out. A higher setting would have allowed the rear to swing out more but at the cost of some speed and more tire wear. Ideally, no slip is ideal for quickest lap times; the slide control is really designed more to make you look fast.
The 2023 BMW S 1000 RR is at the pinnacle of supersport performance; trust the electronics, add some skill, and on a racetrack, you’ll look and feel like you’re a MotoGP star.
But maybe you don’t have MotoGP aspirations. Maybe you want something that boasts the performance of the S 1000 RR but comes in a more comfortable, street-oriented package. Well, BMW has you covered with the M 1000 R.
Usually, manufacturers detune naked bikes that are based on their own sportbikes, like BMW did it when it stripped the S 1000 RR of its fairing to produce the S 1000 R, the latter producing 40 fewer horsepower than its double-R stablemate. But for 2023, BMW launched the M 1000 R, an all-new, higher-spec variation of the S 1000 R.
Related: 2023 BMW M 1000 RR and M 1000 R | First Look Review
BMW has not, however, toned down the M 1000 R, offering this naked bike with the same 999cc engine in the same 205-hp state of tune as the S 1000 RR supersport machine. There are a few differences, though, which make it a tad fiercer than even the RR: 4th through 6th gears are shorter, and overall gearing is shorter too, with another tooth added to the rear sprocket compared to the RR, at 47 teeth.
This added performance comes at a price, however, as the M 1000 R starts at $21,345, compared to $13,945 for the S 1000 R. But for that extra cash, the M comes with almost every available option you can get for the S 1000 R, as well as the S 1000 RR’s advanced racetrack electronics. Standard items include lightweight forged wheels (cast on the S), DDC semi-active suspension, Ride Pro ride modes, cruise control, track-ready traction control and Race ABS, wheelie control, dynamic brake control, a quickshifter, machined billet levers and foot controls, and many more standard items. Adding all of these to the S 1000 R would raise its price to a few hundred dollars more than the M’s starting price, and you’d still be down 40 hp.
The M 1000 R is a better option than the S 1000 RR supersport if you prioritize street riding over track lapping, as it has a more upright (read: more comfortable) riding position. While the seating position is more upright than on the S 1000 RR, the handlebar is still relatively low, placing you in a mild forward tuck.
The shorter gearing makes the M 1000 R pull even harder than the RR, a feeling further emphasized by the M’s more upright riding position. The shorter gearing does allow the engine to spin higher, which makes the bike buzzier at highway speeds, though the added vibes are not intrusive.
Our ride wasn’t long enough to access the M’s long-distance comfort, but I can say that pitching it about on a smooth, twisty road is more fun than a barrel of bonobos. Steering is neutral, if a tad twitchy, but that twitchiness disappears as soon as you take a deep breath and relax your grip on the wide handlebar. The chassis feels taut, and the suspension is firm even in the softest settings. The suspension is nonetheless compliant despite its firmness, and it’s not harsh, though you will find yourself zigzagging on broken pavement – an ADV bike this is not.
A quick stint on the racetrack revealed that the M’s wider, taller handlebar makes it more fun to ride than the S 1000 RR because the added leverage makes it easier to throw into turns. Of course, since it lacks the streamlining of the RR’s fairing, you do have to fight the wind at speed – and it will go fast. A quick glance at the M’s speedometer at the end of Alemria’s long straight showed 160 mph and climbing, though this time the bike was in top gear.
BMW Motorrad hasn’t been resting on its laurels since the introduction of the S 1000 RR, and the changes introduced for 2023 will assure it remains near the top of the performance ladder. That statement extends to the M 1000 R, which is as capable as the S 1000 RR since it is now essentially the same machine without the bodywork. Just a bit rowdier, which we don’t mind one bit.
Base Price: $17,895 / $21,345
Price as Tested: $25,425 / $22,040
Website: BMWMotorcycles.com
Warranty: 36 mos., unltd. miles
Engine Type: Liquid-cooled, transverse inline-Four, DOHC w/ 4 valves per cyl. & ShiftCam variable valve timing
Displacement: 999cc
Bore x Stroke: 80.0 x 49.7mm
Horsepower: 205 hp @ 13,000 rpm (claimed, at the crank)
Torque: 83 lb-ft @ 11,000 rpm (claimed, at the crank)
Transmission: 6-speed, cable-actuated slip/assist wet clutch
Final Drive: O-ring chain
Wheelbase: 57.4 in. / 57.1 in.
Rake/Trail: 23.6 degrees/3.9 in. / 24 degrees/3.8 in.
Seat Height: 32.8 in. / 33.1 in.
Wet Weight: 434 lb / 439 lb
Fuel Capacity: 4.3 gals.
The post 2023 BMW S 1000 RR and M 1000 R | First Ride Review first appeared on Rider Magazine.
Source: RiderMagazine.com
The upcoming Moto2™ season is set to see the arrival of nine new riders, including reigning Moto3™ World Champion, Izan Guevara, who will remain with the GASGAS Aspar Team. Sergio Garcia, who was bested by his former teammate Guevara to the Moto3™ title last season, joins the Flexbox HP40 team. Completing the trio of riders moving up is Dennis Foggia, who has signed with the Italtrans Racing team.
Source: MotoGP.com – Read Full Article Here
“I’m very proud of the team that we have put together, leading the way to reimagining the sport and being fearlessly innovative in content creation. I’m also very proud of the long-standing relationships developed with our partners, who have become truly committed friends along the journey. I want to thank the FIM, the riders and teams, as well as our broadcasters and partners for the incredible relationship we have enjoyed.
Source: MotoGP.com – Read Full Article Here
Located in Central Asia, Kazakhstan is the ninth-largest country in the world and is renowned for its diverse and picturesque landscape. The country is home to vast steppes, large lakes, and towering mountains, as well as coastal resorts on the Caspian and Aral seas. The ancient capital of Almaty, situated just 76 kilometres away from the racetrack, is a cultural hub that offers a vibrant nightlife and promises to be a popular destination for riders, teams, and fans alike.
Source: MotoGP.com – Read Full Article Here