Tag Archives: Adventure

Review: CFMOTO 800MT Touring

May 11, 2022 mcnews Leave a comment

Somewhere over the past 17 years that Chinese-made CFMOTO motorcycles have been exported to Australia, they have morphed from cheap and cheerful transportation into good value.

Now, with the launch of their new 800MT range of Touring and Sport bikes, starting at $12,990, they have made another transformative leap — to a desirable adventure machine.

Largely due to their association with Austria’s KTM, CFMOTO motorcycles have improved their build quality while piling on the technology.

But more importantly they now seem to have a better understanding of discerning global markets that view motorcycles as more than mere transportation.

I have ridden just about every CFMOTO model imported into Australia in the past 17 years and have been impressed by how much bike you get for your buck.

In fact, maybe a bit too much bike as they are usually overweight.

Weight is still an issue in the 800MT Touring I have been testing. At 231kg, it’s plump for a mid-sized bike. Most of that heft is up high in the 19-litre fuel tank making it top heavy which is not ideal for an adventure bike, especially when the going is slow and technical.

But my other issues with past CFMOTO models — rudimentary suspension and minor glitches such as riding modes that don’t work and nonsensical instrument info — have been wiped out by the 800MT.

This bike simply entices with its quality of finish, high level of creature features and competent handling.

Look at this impressive array of standard features: cruise control, seat and handgrip warmers, rear wheel hugger, adjustable gear shifter, self-canceling indicators, LED lighting including fog/auxiliary lights, conveniently positioned USB and 12-volt chargers, two riding modes, slipper clutch, cornering ABS, crash bars, a huge iPad-sized TFT screen with comprehensive info, hand-adjustable windscreen, fully adjustable suspension, and even Bluetooth connectivity that provides simple navigation commands on the screen.

I wouldn’t be surprised if in a couple of months CFMOTO Australia doesn’t do a deal where they throw in luggage as they have done in the past with other models.

The 800MT range is their first non-learner model.

The Touring ($14,490) and Sport ($12,990) went on sale in January 2022, initially for customers who joined their pre-order campaign, which included $800 worth of free accessories.

The campaign just about exhausted their initial shipment but they have since received more containers to crank up the stock levels again.

So far, the most popular model is the Touring model which adds tyre pressure monitoring, centrestand, up/down quickshifter, plastic handguards, luggage racks, alloy bashplate, steering damper and attractive “gold” wire-spoked wheels that accommodate tubeless tyres. They even feature handy right-angle valve stems.

Whew! That’s an exhaustive list of features on top of the already impressive array of standard equipment.

But is it all just frosting on a stale cake?
No, this is a fresh and exciting bike with capable performance, ride and handling for touring our wide, brown land.

That’s not to say there aren’t some drawbacks, apart from the top-heavy weight.

That weight issue should be of particular concern to any rider shorter than me.

At 183cm (6’), I have trouble putting my feet flat on the ground when stopped because of the tall 825mm seat. It’s not just the height, but the width that prevents you getting your heels on the ground.

On a couple of occasions I almost dropped the top-heavy bike when stopped on slippery or unstable surfaces.

You will also have to be careful about where you park the bike as the side stand is too short and it could topple over on a sloped or rough surface.

The 800MT range is powered by KTM’s 799cc parallel-twin engine that has been one of their best units for the past five years.

The twin is a capable unit, although the power band here is fairly narrow and you have to judiciously use the gears for stirring motivation.

It will pull strongly from 3200 revs, but loses breath about 5000, well short of the limiter at 9500rpm.

There is also a jerkiness in the throttle and a surging at constant throttle going about 50-60km/h. I believe there is a software fix coming for this.

The engine has little low-down torque for tricky off-road situations, though the low gearing helps.

However, its overall gearing is too low with the engine spinning at 4400revs at highway cruising speed (100km) in sixth gear.

That’s probably why the fuel economy is a disappointing 5.6 litres per 100km.

It’s not as low geared as the 700 range, but an optional sprocket for higher gearing would be welcome for Australian conditions.

Otherwise, the transmission with up and down clutchless quickshifter feels reasonably slick and functional, while the slipper clutch works well to prevent rear-wheel lockups on handfisted downshifts.

When you work the gears and run the engine hard there is an entertaining, but not annoying, growl from the exhaust.

The engine runs quite hot and there is a blast of hot air blown from the radiator directly on to your shins. While this is expectedly uncomfortable in slow-moving urban traffic, it is even noticeable out on the highway.

You will have to wear long boots, otherwise it could become intolerable in a Queensland summer. Of course in winter, it’s an advantage.

The 800MT comes with two riding modes: Sport and Rain. The latter dampens throttle response and is handy for slippery conditions such as wet roads or gravel. It helps compensate for the lack of traction control which many adventure riders may miss.

CFMOTO uses Spanish J.Juan brakes (now owned by Brembo) on most of its bikes and they are reasonable performers.

On the 800MT they feature twin discs up front which lack some initial bite, which is not an issue when riding on gravel.

If you hit the brakes hard in a panic stop, the hazard lights automatically flash which is a great safety feature that should be standard on all bikes.

The cornering ABS is also a worthy safety device that prevents the front tyre from slipping out from under you on a bend.

The ABS does allows minor rear-wheel lockups that may be disconcerting for some but are handy for riding on dirt roads where the tyre tread needs to dig into the gravel.

Ride is on the plush side so it suits our bumpy urban streets as well as B-grade country roads.

Since the suspension is adjustable for compression, rebound and preload, most riders should be able to find suitable settings for their weight and riding style. However access to the rear shock preload adjuster with a C spanner is difficult as it is hidden under the tank and seat.

Steering is ponderous with a 19-inch front wheel and wide bars, but again this suits adventure riding for which it is intended.

Cruise control is a welcome addition and is easy to operate.

It can only be deactivated by hitting the brakes or pulling in the clutch, not rolling back the throttle.

I found it did allow the bike to drift over the set speed by up to 5km/h, even on a flat surface, so keep an eye on your speedo.

The massive TFT instruments have a plethora of information on the home screen which is great. No need to scroll through several screens to get all the info you want.

There are also several other screens for controlling a host of other functions such as the seat and hand grip warmers.

Surprisingly, you can change most of these settings on the fly which can be a distraction.

You can also hook up the bike to the CFMOTO RIDE app, which is available across iOS and Android platforms. All you have to do is punch in the bike’s VIN to register on the app which also opens up the navigation function.

The 800MT has one of the biggest instrument screens on any bike and it is easy to read in most conditions, expect when the sun is shining directly on the screen.

Riders will find the 800MT has a neutral riding position with a plush seat that should see you comfortably through its 300+km fuel range without a break.

Pillions will also find their wide and flat perch very comfy with generous handles to grip.

The handlebars may be too high for some short riders, but you can easily roll them back for a more relaxed reach. You certainly won’t need bar risers to accommodate riding in the standing position across rough surfaces.

Those bars are also quite wide at 853mm which makes legal lane filtering tricky.

Perched atop the bars are large truck-style mirrors which give a big and clear view behind but can snag on SUV wing mirrors in traffic.

The windscreen provides moderate protection and can be adjusted 5cm by turning two knobs on either side of the screen. It would have been better if it could be adjusted by just one knob or lever on the left so you can keep your right hand on the throttle grip.

Tall riders may experience some wind buffeting even in the highest position.

At night the LED headlight casts a very bright and white headlight with good dispersion and eyebrow-singeing high beam, especially when used with the auxiliary driving lights, although you will have to disable the auto light function.

Despite some shortcomings, this is now a desirable bike for Aussie adventure riders.

The 800MT competently fulfils its design intention to tour a variety of terrain. Just throw on some luggage and go chase the horizon.

CFMOTO 800MT Tech Specs

Price	$12,990 rideaway (Sport), $14,490 (Touring)
Warranty	3 years, unlimited km
Engine	Liquid-cooled 799cc parallel twin
Power	70kW @ 9000rpm
Torque	77Nm @ 7500rpm
Transmission	Six-speed, slipper clutch, chain drive
Suspension	43mm KYB upside-down forks, fully adjustable, 160mm travel; KYB mono shock rear, fully adjustable, 150mm travel
Brakes	320mm twin discs, J.Juan 4-piston radial callipers; 260mm rear disc, J.Juan twin-piston calliper, cornering ABS
Wheels	19×2.5; 17×4.25 cast
Tyres	Maxxis tubeless 110/90-19; 150/70/17
Wet weight	231kg
Wheelbase	1531mm
Seat	825mm
Clearance	190mm
Length	2234mm
Width	853mm
Height	1277mm
Fuel	19 litres

Source: MotorbikeWriter.com

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Harley-Davidson Pan America Review | Motorcycle Test

December 28, 2021 mcnews Leave a comment

2021 Harley-Davidson Pan America Review

Motorcycle Test by Wayne Vickers – Images by RbMotoLens

There are two things I thought I’d never say about a Harley. The first, is that I jumped it, the second is that it could probably be louder. Now I’ve never spent much time on Harleys. Not that I dislike them, they’ve just not been for me thus far.

My younger days were spent on sports-bikes and dirt-bikes, then as middle age kicked in I figured I no longer needed to prove to myself or anyone else how fast I was. So in recent years I’ve spent most of my time aboard adventure bikes.

And then Harley go and build this! The Pan America. A Harley adventure bike! Only slightly less expected than the electric Livewire I rode recently. Which had some shortcomings… Turns out though, I think this one is a better resolved product. Quite a bit better.

DOHC V-twin churning out a solid 150 hp and 127 Nm

As always, Trev has a very thorough run through of the tech bits over here from when he rode it, but here’s my key summary and highlights.

A new Revolution Max 1250 ‘trail ready’ DOHC V-twin churning out a solid 150 hp and 127 Nm that’s also used as a stressed member of the frame,
Customisable semi-active front and rear suspension – 47 mm Showa BFF (Balance Free Forks) on the front, adaptive ride height, 191 mm front and rear travel,
Decent radial Brembos, trick looking tubeless wheels (19 on the front and 17 on the rear) and aggressive off road tyres,
210 mm of ground clearance, quick adjust seat height of either 830 mm or 870 mm,
Customisable ride modes and settings, integrated app via Bluetooth,
All up tipping the scales at 258 kegs wet.

There’s a fair bit to take in there. Let’s talk about the new engine first. The first thing you notice when you fire it up is the exhaust note, which with the stock muffler, is quite muted. In fact, I’d say it’s overpowered by the mechanical noise of the engine. Quite un-Harley-like I thought.

Hopefully a more open can could liberate a little of the trademark Harley throb, because it sounded much like any other V-Twin from on board, which seemed like a bit of a missed opportunity. I was probably hoping for a little more soul.

That’s about where the negativity ends though, because as a standalone engine, it performs rather nicely indeed. Excellent fuelling with smooth, solid power from right off the bottom. It just does its thing and does it easily.

On the tarmac it pulls hard – it’ll make the knobbies squirm for traction but the TC ensures it never ever gets out of shape. Just piles on the speed at will. And likewise on dirt, even down near idle it never gets bogged down and will happily lug like a tractor. It’s quite an impressive thing for a new engine out of the box. Kudos HD.

150 horsepower at 8750 RPM – 127 Nm at 6750 rpm

And the rest of the driveline follows suit. Both the clutch and box are pretty damn good. There’s no quick-shifter – but it shifts nicely without one. Not having one probably suits the slightly relaxed riding approach overall I’d say. More on that in a bit.

The next big one to talk about is the adjustable height and semi-active suspension. Now I’m just on 6ft, so the seat height was never really going to be an issue, but I did try the seat in the low position and it makes a massive difference to stand-over and the ease at which you can put your feet down.

So those of the shorter inseam, or indeed those perhaps more accustomed to a ride with low seats (aka, most Harley riders) are probably going to get a benefit from that… It will certainly feel a lot more familiar in the low setting than what a higher seat height might.

So it’s a smart design and clever move making it so easily adjustable. You simply remove the seat and slot it into either the upper or lower mount position and are done. 30 seconds all up. And its comfy too. You’d be able to log up big hours in the saddle without issue.

Seat Height 850 mm (830 in low position or 870 in high position)

The semi-active suspension is the other ace up the Pan America’s sleeve. Trev loved it. Me… well I found it a bit unnecessary at my height and something else to potentially break at first. I have to be honest, having the suspension lower then raise as you’re coming to and away from a stop was a bit unnerving to begin with.

I kinda like my bike to be consistent. And I figured those cables dangling out there down on the left by the front wheel were ready to snag on something if you’re getting into really snotty stuff.

8000 km service intervals are a bit short compared to much of the competition but due to hydraulic lash valve clearances never need checking so servicing ‘should’ remain relatively affordable.

And then I rode it some more and realised that snotty is not really what it’s aimed at. It should have been obvious by the 19-inch front that this is at the extreme opposite end of the Adventure spectrum compared to the KTM 1290 Super Adventure R I most recently had to compare it to.

Where the big Kato screams ‘attack’ almost everywhere off-road, the Pan America has a far cooler head, steadier approach and encourages you to explore tracks rather than tearing it up. No it won’t go everywhere the Kato will. But it’s not meant to. This is not a big dirt bike. It’s more of an ‘any-road’ tourer. And so those cables won’t really be an issue.

320 mm twin discs. Radially mounted, monoblock, 4-piston calipers, with cornering ABS

That said, it still handled the bulk of my standard gravel Adventure loop with ease. The only thing I avoided was a specific steep hill climb that has a couple of solid ledges to navigate. I probably would have managed, but didn’t want to push the envelope too much. Riding back to back with the big Kato – you just have to go at a more comfortable pace.

It will lift the front, it will jump, but you probably want to keep both of those to the small side. There’s a lot of weight there and only so much clearance and suspension travel… Once you do find your pace and rhythm though, it’s an enjoyable thing and quite easy to ride. It rarely feels heavy or cumbersome, it just… works.

On the go – in the dirt, it will bottom out if you push the bike too hard, but if you maintain a pace without going too nuts it’s a fairly capable thing. The off-road soft suspension setting is much better for solo riding. Loaded up with gear the hard setting might make sense but it’s way too harsh when smacking potholes or bumps if you aren’t loaded up.

As with all the settings I cycled through, they do make a noticeable difference. I found the throttle set at +1 to be way too abrupt from idle. But the standard setting was pretty much bang on.

Electronically adjustable semi-active damping control.

And on tarmac, it does what you’d hope a 150 hp Harley would. That tyre profile ensures it tips in eagerly, from there it settles nicely and transitions naturally on exit. It’s surprisingly well balanced throughout the corner and will change lines easily enough too. For a big bike.

I mentioned that the seat is comfy earlier, and should expand on that. The cockpit itself is a properly nice place to be. The seat is super supportive and my butt approved of the shape, the ergos overall are good for both sitting and standing. The reach to the bars feels natural too.

Along with the two-position adjustable seat height, you can switch between three brake pedal positions as well – without using a tool. So dialling the bike in to suit you and how you ride is a doddle.

Let’s talk electronics for a bit. It feels like it has a million ride modes. Including two that are customisable. Again, some might take advantage of all of them. I did like the fact that you can customise which ones actually get displayed and ignore the ones you don’t want. See ya rain mode – you aren’t necessary. Not when you already have traction control and when street mode is so nice and predictable.

The best mode however is hidden. The ‘proper’ off-road mode that disables the rear ABS and TC only appears when you press and hold the mode button for a bit. That’s the one you want to be playing with off-road if you want to be able to get some decent slides going and steer with the rear. It’s good. Not just good for a manufacturer’s first crack at a new segment, but proper good.

Worth pointing out that neither custom mode can have the TC turned off, you can only change it to ‘off road’ mode. Even the hidden mode retains some TC by the feel of it. But it’s diluted enough to achieve big grins.

Switchgear-wise, they’ve moved the indicators back to a traditional ‘all on the left’ location (having the right indicator on the right hand side makes no sense to me and shitted me on the Livewire). There’s a fair bit going on with the switchgear. Nothing overtly worse than I’m seeing on a lot of other bikes though – not sure that’s a great trend. Simple is good, please.

Overall styling is, well, ‘unique’ forward of the handlebars… Not sure I’m a fan of that headlight box treatment but it’s definitely better in the metal than in pics.

Rear brake a large 280 mm disc. Floating single piston caliper, with cornering ABS

From the bars back though it looks tough. Those tubeless wheels look very trick, but with the perimeter positioning of the spokes they’re an absolute pain in the arse to clean.

$31,995 Ride Away – $33,480 with spoked rims and adaptive ride height

Crash bars look like a sturdy, well thought out design and follow the good build quality all over, the only thing to call out there is that I reckon the plastic strip on the tank will scuff easily. It was already starting to show marks on the bike I rode.

Other niggles? Only a couple really. The dash has some text that’s too small to read and is grey on black, which makes it harder again. It’s accentuated by rain drops… It’s not a bad layout in theory and I’m sure it looks great on the designer’s screen, but I found it unnecessarily small in font size across the board and a few little layout details that could have been improved upon. I admit I’m a bit anal about dash designs though… that’s what years of being a digital designer will do to you.

6.8 inch viewable area TFT display with speedometer, gear, odometer, fuel level, clock, trip, ambient temp, low temp alert, side stand down alert, TIP over alert, cruise, range and tachometer indication, BT capable – phone pairing to access phone calls, music, navigation (H-D App ONLY)

And the side stand is a bit shit. It’s difficult to find with your foot, is short and the way it’s ‘sprung’ means that it will still allow the bike to lean over further after it first touches down on the deck. Which means the ‘foot’ will also slide sideways on your concrete floor. Not ideal.

21 Liter fuel capacity – Wet weight with full tank 254 kg

All in all though, the Pan America surprised me. Certainly those aggressive tyres help things in the dirt but it handled most obstacles fairly easily – again – as long as you stay aware of the suspension (and wheel size) limitations. It’s not a dirt bike, but lives at the softer end of the adventure spectrum, while still having plenty of hump on the road and behaving itself on both surfaces quite nicely. I’m happy to report that this Harley is one that stacks up.

Price wise, well there’s a decent price of admission. Thirty three and a half big ones if you pony up for the spoked wheels and adaptive ride height – which I’d argue most will. There is certainly some competition at that price point, but it’s a different proposition to most by the badge alone.

That alone will garner some sales, especially from existing Harley riders looking to step sideways to something that will take them off the beaten track. And this will do just that. Nicely done

A nice set of pipes would go down a treat and add a bit more soul

Why I like the Harley Pan America

Impressive new model debut
Mechanically it’s pretty damn good everywhere
The adaptive ride height and low seat height combo will definitely win fans
A different kind of (off-) street cred and meets the design brief very nicely

I’d like the Pan America more if…

Can we get an exhaust note that’s a bit more… Harley?
That side stand needs some work
And the dash design does too
Design is perhaps a little polarising

Harley-Davidson Pan America Specifications
Engine	Liquid-cooled, DOHC, 60-Degree V-Twin
Displacement	1,252 cc
Bore X Stroke	105 mm x 72 mm
Power	150 horsepower at 8750 RPM
Torque	127 Nm at 6750 rpm
Compression Ratio	13:01
Fuel System	Electronic Sequential Port Fuel Injection (ESPFI)
Exhaust	2-into-1-into-1; catalyst in header
Charging	Three-phase, 45 Amp system (300 Watts @13 Volts, 1200 rpm, 585 Watts max power @ 13 Volts, 2250 rpm)
Electric Power Outlet	USB C-Type , Output 5V at 2.4 Amp
Drivetrain	Chain Driven
Front Fork	47 mm USD Fork with compression, rebound and preload adjustability. Special model only: Electronically adjustable semi-active damping control.
Rear Shock	Linkage-mounted piggyback monoshock with compression, rebound and preload adjustability. Special model only: Automatic electronic preload control and semi-active compression & rebound damping on Special model.
Suspension Travel	190 mm front and rear
Rake	25 degrees
Trail	4.3″
Wheelbase	1580 mm
Ground Clearance	210 mm
L x W x H	2265 mm x 965 mm x 1510 mm
Seat Height	850 mm (830 in low position or 870 in high position)
Front Tyre	120/70R19 60V Michelin Scorcher Adventure, Radial
Rear Tyre	170/60R17 72V Michelin Scorcher Adventure, Radial
Wheels	19 x 3 in. (F) 17 x 4.5 in. (R) – Cast alloy, spoked rims optional
Front Brake	320 mm twin discs. Radially mounted, monoblock, 4-piston caliper, with cornering ABS
Rear Brake	280 mm disc. Floating single piston caliper, with cornering ABS
Display	6.8 inch viewable area TFT display with speedometer, gear, odometer, fuel level, clock, trip, ambient temp, low temp alert, side stand down alert, TIP over alert, cruise, range and tachometer indication, BT capable – phone pairing to access phone calls, music, navigation (H-D App ONLY)
Oil Capacity	4.5 l
Coolant Capacity	2.2 l
Service Interval	8000 km
Fuel Capacity	21 litres
Fuel Economy	4.9 l/100 km
Weight (Fully Fueled)	254 kg
Gross Vehicle Weight Rating	455 kg
Warranty	24 months (unlimited mileage)
Ride Away Price	$31,995 Ride Away – $33,480 with spoked rims and adaptive ride height

Source: MCNews.com.au

Motorcycle News, News

Learner adventurer set for Australia

December 24, 2021 mcnews Leave a comment

Aprilia’s first learner-approved adventure motorcycle, the Tuareg 660 L, will arrive in Australian showrooms by July in three colour schemes.

It comes a month after the release of the full-powered Tuareg 660 in May/June.

Pricing has yet to be confirmed for either bike.

The output of the full-powered version is 58.8kW (80hp) at 9250rpm with 79Nm of torque at 6500 revs.

To qualify under Australia’s learner-approved motorcycle scheme (LAMS), the 660cc parallel-twin engine has been detuned to 35kW (47.6hp) at 5500rpm and 61Nm of torque at 5000rpm.

All other technical features of the learner adventurer are unchanged and include such features as LED lighting, traction control, four riding modes and even cruise control. A quick shifter is available as an accessory.

These adventure models are part of the new 660 platform following the RS 660 and Tuono 660.

They represent a return to adventure riding after the Caponord was discontinued, but promise to be much more dirt oriented with 21-inch front wheels and tubeless tyres on spoked wheels.

Other adventure characteristics are a light wet weight of 204kg, 18-litre fuel tank and fully adjustable Kayaba suspension.

Tuareg revives a model name Aprilia last used in 1985.

The name is also used by VW for their SUV although it is spelt Touareg. Both names refer to a nomadic Sahara tribe.

Tuareg 660 was designed by the Piaggio Advanced Design Centre in Pasadena, California.

It will arrive in a choice of Acid Gold, Martian Red (black and red) and Indaco Tagelmust inspired by the 1988 Tuareg Wind 600.

Expected to arrive in local showrooms in May/June. Pricing has yet to be confirmed.

Aprilia has developed a range of accessories:

Lockable aluminium panniers
33-litre aluminium top box
Tubular engine guards
Auxiliary LED lights
Centre stand
Chain guide
Touring windscreen: this ensures greater protection for the rider from the air for a more comfortable trip. It is made of 4mm thick metacrylate and is sturdy and durable.
Comfort seats
Aprilia smartphone multimedia system
Electronic anti-theft system

Aprilia will also have a range of adventure helmets, clothing and gloves as seen in the photos on this page.

Aprilia Tuareg 660 – Technical specs

Engine type	Aprilia forward-facing twin-cylinder, 4-stroke, liquid cooled, dual overhead cam (DOHC) with silent chain drive on the right side, four valve per cylinder.
Bore and stroke	81 x 63.93mm
Engine capacity	659cc
Compression ratio	13.5:1
Maximum power at crankshaft	80hp (58.8kW) at 9250rpm 47.6hp (35kW) at 5500rpm (LAMS)
Maximum torque at crankshaft	70Nm (7.13kgm) at 6500rpm 61Nm at 5000rpm (LAMS)
Fuel system	Airbox with front air vent. 2 Æ48mm throttle bodies, Ride-by-wire management
Ignition	Electric
Lubrication	Wet sump
Transmission	Six-speed, Aprilia Quick Shift (AQS) System up and down available as accessory
Clutch	Multiplate wet clutch with slipper system
Secondary drive	Chain, drive ratio 15/42
Electronics	APRC Suite that includes ATC (traction control), AEB (engine brake) AEM (engine maps), ACC (cruise control) Four riding modes (Urban, Explore, Off-road, Individual)
Chassis	Frame in steel tubing and built-in subframe screwed aluminium plates connecting the frame to the engine
Front suspension	Fully adjustableÆ 43mm upside-down Kayaba fork with counterspring. Wheel travel: 240mm
Rear suspension	Aluminium swingarm. Progressive linkage. Fully adjustable Kayaba monoshock. Wheel travel: 240mm
Front brake Rear brake ABS	300mm double disc Brembo callipers with 4 horizontally opposed Æ 30/32mm pistons. Axial pump and metal braided brake line
Front brake Rear brake ABS	260mm diameter disc; Brembo single piston Æ 34mm floating calliper. Master cylinder with separate reservoir and metal braided hose Multimap ABS
Wheels	spoked with aluminium drop centre Front: 2.15×21-inch, Rear: 4.25×18-inch
Tyres	Tubeless, Front: 90/90-21, Rear: 150/70 R 18
Dimensions	Wheelbase: 1525mm Length: 2220mm Width: 965mm Saddle height: 860mm Headstock angle: 26.7 degrees Trail: 113.3mm
Weight	204kg kerb weight (187kg dry weight)
Emissions compliance Consumption	Euro 5 4.0 litres/100 km
CO2 emissions	99g/km
Fuel tank capacity Colour range	18 litres (3-litre reserve) Indaco Tagelmust, Martian Red, Acid Gold

Source: MotorbikeWriter.com

Motorcycle News, News

Ducati DesertX coming to Aussie deserts

December 10, 2021 mcnews Leave a comment

Australia with its 10 deserts and 70% arid landscape must surely be the new homeland for Ducati’s latest new model, the DesertX.

The bike, announced overnight, won’t be available in Australia and New Zealand until the third quarter of 2022, but Ducati Australia has already revealed the pricing.

In Australia, it will cost $A24,200 ride away, while in New Zealand the retail price is $NZ24,995.

We wonder what this will do to sales of the Multistrada 950 ($21,500) and S models ($24,000).

DesertX is powered by the 937cc Testastretta 11° engine from the SuperSport 950, new V2 and Multistrada 950.

Interestingly, Ducati hasn’t down-tuned the engine from its 81kW/92Nm output in the V2 and Multistrada 950, so it should be a lively performer in the toughest of conditions.

This bike is a dedicated off-roader suitable for Australia’s many sand dunes and arid landscapes.

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Chief off-road characteristics are the 21” front spoked wheel and 18” rear, Kayaba long-travel suspension, generous ground clearance, Pirelli Scorpion Rally STR tyres and Dakar-style 21-litre fuel tank.

It looks like something you could race in the gruelling Dakar Rally with its big tank and twin headlights.

Perhaps we will see a few of these competing in the Dakar Rally in Saudi Arabia next month.

Ducati backs the bike with a two-year warranty or four years if your country has Euro5 emissions standards.

It also features generous service intervals of 15,000km (9000 miles) or every two years with expensive valve clearance intervals of 30,000km.

On the downside, fuel economy is a thirsty 5.6 l/100km, possibly because it weighs 223kg when filled with fuel.

The DesertX also features a host of electronic rider aids such as corner traction control, riding and power modes, wheelie control, a two-direction quick shifter and cruise control.

It also has Brembo brakes, LED lights, USB and 12V sockets, self-canceling turn indicators and a steering damper.

The bike is set up to also accommodate their multimedia system, an antitheft system, turn-by-turn navigation app, fog lights and heated grips.

There’s even an auxiliary fuel tank you can add so you can compete in the Dakar Rally … or maybe the Hattah or Finke desert races in Australia.

DESERTX

	Ducati Testastretta 11°, L-Twin cylinders, Desmodromic valvetrain, 4 valves per cylinder, liquid cooled
DISPLACEMENT
BORE X STROKE	94 x 67.5mm
COMPRESSION RATIO
	81kW (110hp) @ 9250rpm
	92Nm (68lb-ft, 9.4 kgm) @ 6500rpm
FUEL INJECTION	Bosch electronic fuel injection system, 53mm throttle bodies with ride-by-wire system
	Stainless steel single muffler, catalytic converter and 2 lambda probes


PRIMARY DRIVE	Straight cut gears, ratio 1.85 : 1
	1=38/14, 2=31/17, 28=28/20, 4=26/22, 5=24/23, 6=23/25
FINAL DRIVE	Chain, front sprocket Z15, rear sprocket Z49
	Slipper and self-servo wet multiplate clutch with hydraulic control

	Tubular steel trellis frame
FRONT SUSPENSION	KYB Ø 46mm upside-down fork, fully adjustable
FRONT WHEEL TRAVEL	230mm (9.06″)
FRONT WHEEL	Cross-spoked, tubeless, 2.15’’x21’’
FRONT TYRE	Pirelli Scorpion Rally STR 90/90 – 21 M/C 54V M+S TL (A)
REAR SUSPENSION	KYB monoshock, fully adjustable, remote preload adjustment, aluminium double-sided swingarm
REAR WHEEL TRAVEL	220mm (8.66″)
REAR WHEEL	Cross-spoked, tubeless, 4.5’’x18’’
REAR TYRE	Pirelli Scorpion Rally STR 150/70 R18 M/C 70V M+S TL
FRONT BRAKE	2 x 320mm aluminum flange semi-floating discs, Radial mount Brembo monobloc 4-pistons calipers, Bosch Cornering ABS
REAR BRAKE	265mm disc, Brembo floating 2 pistons caliper, Bosch Cornering ABS
INSTRUMENTATION	5’’ TFT colour display

DRY WEIGHT	202kg (445 lb)
KERB WEIGHT*	223kg (492 lb)
SEAT HEIGHT	875mm (34.4 in)



FUEL TANK CAPACITY	21L (5.54 US gal)
NUMBER OF SEATS

SAFETY EQUIPMENT	Ducati Safety Pack (Cornering ABS, Ducati Traction Control)
STANDARD EQUIPMENT	Riding Modes, Power Modes, Ducati Wheelie Control (DWC), Engine Brake Control (EBC), Ducati Quick Shift up/down (DQS), Cruise control, full LED lighting system, DRL, Ducati brake light (DBL), USB power socket, 12V socket, self canceling turn indicators, Steering damper
	Ducati Multimedia System (DMS), Antitheft system, Turn by turn navigation via app, fog lights, heated grips, auxiliary fuel tank

Source: MotorbikeWriter.com

Motorcycle News, News

Triumph: Updated 2022 Tiger Range Now Features GT Explorer and Rally Explorer

December 7, 2021 mcnews Leave a comment

Triumph has just introduced their newly refreshed Tiger 1200 line – and they’re gunning for the big competition with their all-new 30-liter Explorers.

Let’s get into it.

Triumph hasn’t updated their Tiger 1200 in a hot minute – and with big fish like the Ducati Multistrada 1260 Enduro and the BMW R1250GSA sporting hosts of goods like advanced electronics, ergonomics, and a fantastic fuel capacity, it’s natural for Triumph to want to stir their toes in the pool with the rest of the ADV blokes.

To that effect, Triumph’s all-new Explorer variants carry a very nice 30-liter fuel capacity, with both machines featuring six Ride Modes: Ride Modes: Road, Rain, Sport, Rider-configurable, Off-Road, and Off-Road Pro.

When it comes to power, Triumph did the Tiger 1200 range a solid with the new ‘T-plane’ crank design, installed to improve drive pulse better. The inline triple itself also has, according to the press release, undergone a bit of a change, dropping in power from 1215cc to 1160cc; despite that, the 1200 range sports a lovely increase in power from 139bhp to 148bhp, and an increase also in torque from 90lb-ft to 95lb-ft.

How, do you ask?

A dedicated diet, mostly.

The bike’s overall weight, depending on the variant, now registers between 240kg and 261kg, which puts the weight of the beasties around 25kg lighter.

“Paired with the new engine is a redesigned shaft drive that’s 1.5kg lighter than the old unit,” comments an article from MCN.

“The big chunks [of weight difference] have come from the swingarm and frame, which total 5.4kg lighter, in part thanks to a bolt-on aluminum subframe, but generally they’ve just trimmed the fat by ditching items that weren’t in huge demand such as the electrically adjusted screen.”

The new split radiator also helps to balance everything out, pushing the engine further forward in the chassis for better maneuverability.

Here’s a list of further perks for the range, according to the press release:

New category-leading Brembo Stylema® monobloc brakes, plus optimized cornering ABS with IMU
New rider ergonomics “designed for a comfortable and stable ride
All-new Triumph Blind Spot Radar System, developed in partnership with Continental
All-new keyless system, including ignition, steering lock, and fuel cap
Optimized Cornering Traction Control with IMU
All-new 7” TFT instruments with integrated ‘My Triumph’ Connectivity System
All-new Showa semi-active suspension set-up for dynamic rider control (longer travel)
All-new LED lighting with DRL, plus Adaptive Cornering Lights (not available on GT)
Hill Hold (not available on GT)
New twin radiator design and a minimal new silencer
New rider ergonomics with tailored bar and peg positions
All-new bodywork
Premium detailing and finish
New color schemes and graphics for each family
Tyre Pressure Monitoring System

The GT Explorer and Rally Explorer also come with a little list of extra (as stated by Triumph’s press release):

Six Ride Modes (Road, Rain, Sport, Rider-configurable, Off-Road, and Off-Road Pro)
Triumph Shift Assist (standard on all except GT)
Heated grips
Heated rider and passenger seats
Engine protection bars
Tyre pressure monitoring
Blindspot detection radar (lane change assist incorporated)

The 2022 Triumph 1200 Range (Skim-Worthy Edition)

*as per Triumph’s press release*

Tiger 1200 GT

19” front and 18” rear cast-aluminum wheels

20-liter tank

Showa semi-active suspension

Ride Modes: Rain, Road, and Sport

Colors: Snowdonia White

Available from $19,100.00

Tiger 1200 GT Pro

19” front and 18” rear cast-aluminum wheels

Showa semi-active suspension

Ride Modes: Road, Rain, Sport, Rider-configurable, and Off-Road

Colors: Snowdonia White, Sapphire Black, Lucerne Blue

Available from $21,400.00

Tiger 1200 GT Explorer

19” front and 18” rear cast-aluminum wheels

Heated rider and passenger seats

Engine protection bars

Tyre pressure monitoring

Blindspot detection radar (lane change assist incorporated)

30-liter tank

Ride Modes: Road, Rain, Sport, Rider-configurable, and Off-Road

Colors: Snowdonia White, Sapphire Black, Lucerne Blue

Available from $23,100.00

Tiger 1200 Rally Pro

21” front and 18” rear tubeless spoked wheels

Ride Modes: Road, Rain, Sport, Rider-configurable, Off-Road, and Off-Road Pro

Colors: Snowdonia White, Sapphire Black, Matt Khaki

Available from $22,500.00

Tiger 1200 Rally Explorer

21” front and 18” rear tubeless spoked wheels

Heated rider and passenger seats

Engine protection bars

Tyre pressure monitoring

Blindspot detection radar (lane change assist incorporated)

30-liter tank

Ride Modes: Road, Rain, Sport, Rider-configurable, Off-Road, and Off-Road Pro

Colors: Snowdonia White, Sapphire Black, Matt Khaki

Available from $24,200.00

What do you think? Has Triumph finally created an ADV model to give Ducati’s Multistrada 1260 Enduro and BMW’s R1250GSA a run for their money? Comment below, letting us know what you think, check out the photo gallery below, and be sure to also check out other Triumph-related news from our archives.

Source: MotorbikeWriter.com

News

Husqvarna Norden 901 full reveal

October 30, 2021 mcnews Leave a comment

2022 Husqvarna Norden 901

Whilst the Norden has KTM DNA forming its structure Husqvarna has really differentiated this model from its KTM 890 Adventure sibling. Norden really has that pukka rally look thanks to the front end treatment which incorporates a fairing, decent screen and fog-lights as standard.

Definitely got a bit of the Dakar style Rally look going on

And as far as farkles go, the Norden will launch with a huge range of accessories and riding apparel, many of which you can see in images throughout this piece.

A full range of accessories and apparel will be available for the Norden

If not for the plague we would have already ridden the machine in Europe, but alas we will have to wait until early next year before we can sling a leg over this newest kid on the adventure block. Australian dealers are expecting delivery of the Norden around March, 2022. Pricing has been set at a RRP of $23,250 or $25,050 Ride Away.

If not for COVID we would already have got up to these sorts of shenanigans on the Norden

The smooth and torquey 899 cc, 105 hp parallel twin engine that powers the Norden 901 is already well proven as a willing performer.

889 cc parallel-twin / 105 hp at 8000 rpm / 100 Nm of torque at 6500 rpm

Riding on a 21-inch front (90/90-21) and 18-inch (150/70-18) rear it is clear that off-road performance was high up the list of priorites and that is backed up by 252 mm of ground clearance and 220 mm of suspension travel.

The WP APEX open-cartridge 43mm forks are fully-adjustable while the rear shock, which is PDS on this model, is adjustable for rebound damping and has hydraulic assisted pre-load. A steering damper is also standard.

A PDS (no linkage) shock is used on the Norden

Switchable Bosch Cornering ABS with Street and Offroad modes is standard. Husqvarna Motorcycles’ lean-angle sensitive Cornering Motorcycle Traction Control (MTC) is also there to assist, with particular attention having been paid to its levels of off-road assistance.

The five-inch TFT display adapts to changes in environmental light. All ride mode and ABS settings are immediately visible on the screen. Additionally, a configurable shift light blinks to indicate when to change gear. With the Ride Husqvarna Motorcycles App, a smartphone can be connected to the bike through the optional Connectivity Unit for turn-by-turn navigation, to accept phone calls and listen to music.

An integrated 12 V connector allows for easy charging of handheld devices mounted to the handlebars or on the mounting point above the main dashboard.

Norden 901 offers three selectable ride modes as standard (Street, Rain, Offroad) and an optional Explorer mode has nine different traction control settings.

A quick-shifter facilitates clutchless changes up and down the six-speed gearbox while a Power Assist Slipper Clutch (PASC) maintains rear wheel composure under sudden deceleration.

Husqvarna promises ranges of up to 400 kilometres from the 19-litre fuel cell but previous experience with this engine suggests that 300 km is a little more real world. The main volume of the fuel is stored ahead of the riders knees to help keep the weight down low.

The two-piece seat is adjustable in height between 854 and 874 mm. An optional lowering kit can push that down to a lower 832 mm and Husqvarna claim that their lowering kit does not affect handling dynamics. although it is hard to see that there is not a trade off in ground clearance and/or suspension travel.

Seat height is quite reasonable for a machine with such massive ground clearance and suspension travel

Norden 901 features a state-of-the-art Husqvarna branded J.Juan braking system. Up front, four-piston, radially mounted brake calipers and two 320 mm brake discs provide plenty of stopping power. The rear brake features a 260 mm brake disc actuated by a two-piston floating caliper.

We can’t wait to get our hands on one, and I am sure plenty of Aussies will be putting deposits down on the first shipment well ahead of that expected March delivery date.

2022 Husqvarna Norden 901 Specifications

Engine 899 cc, four-stroke, DOHC parallel twin
Bore/stroke 90,7/68,8 mm
Power 77 kW (105 hp) @ 8000 rpm
Torque 100 Nm @ 6500 rpm
Compression ratio 13.5:1
Starter/battery Electric starter/12V 10Ah
Transmission 6 gears
Fuel system DKK Dellorto (Throttle body 46mm)
Control 4 valves per cylinder / DOHC
Lubrication Pressure lubrication with 2 oil pumps
Primary drive 39:75
Final drive 16:45
Cooling Liquid cooled with water/oil heat exchanger
Clutch Cable operated PASC Slipper clutch
Engine management/ignition Bosch EMS with RBW
Traction control MTC (lean angle sensitive, 3-Mode, disengageable, Explorer mode optional)
Frame Chromium-Molybdenum-Steel frame using the engine as stressed element, powder coated
Subframe Chromium-Molybdenum-Steel trellis, powder coated
Handlebar Aluminium, tapered, Ø 28/22 mm
Front suspension WP APEX-USD Ø 43 mm
Front adjustability Compression, Rebound, Preload
Rear suspension WP APEX-Monoshock
Rear adjustability Rebound, Preload
Suspension travel front/rear 220 mm / 215 mm
Front brake 2 x 4-piston caliper, radially mounted, brake disc Ø 320 mm
Rear brake 2 piston floating caliper, brake disc Ø 260 mm
ABS Bosch 9.1 MP (incl. Cornering-ABS and Offroad mode, disengageable)
Wheels front/rear Tubeless Aluminium spoked wheels 2.50 x 21”; 4.50 x 18”
Tyres front/rear Pirelli Scorpion Rallly STR 90/90 R 21; 150/70 R 18
Chain X-Ring 520
Silencer Stainless steel primary and secondary silencer
Steering head angle 64,2°
Triple clamp offset 30 mm
Trail 106,9 mm
Wheel base 1,513 mm ± 15 mm
Ground clearance 252 mm
Seat height 854 / 874 mm
Tank capacity (approx.) 19.0 litres
Weight without fuel (approx.) 204 kg
ABS Modes Street (cornering sensitive) / Offroad
Ride Modes Street, Rain, Offroad (Explorer – optional)
Engine Management Systems MTC, MSR, Easy Shift
Cruise Control Original Equipment
Connectivity Turn-by-Turn Navigation, Call-In, Music Selection
Technical Accessories Connectivity Unit, TPMS, heated grips & seats
Available March 2022
Priced at $25,050 Ride Away

Source: MCNews.com.au

Motorcycle News, News

Honda Reveals the NT1100: A Smaller African Twin for the Masses

October 21, 2021 mcnews Leave a comment

It’s official – Honda Motor Company Ltd. has just dropped their anticipated adventure bike – and considering we covered the signed European type-approval documents earlier this year (with the official EU press release revealed a scant four hours ago), we’re digging the speed that this beastie was popped out.

The Honda NT1100 is a sight bit lighter than we were thinking, but no less the package deal that Honda promised. Posted by both MCN and Honda’s EU Press Release as having a Kerb weight of 238kg (248kg with DCT), the NT1100 is powered by the 1084cc SOHC 8-valve parallel twin-cylinder engine from Honda’s Africa Twin, with the clever addition of intakes and exhaust additions to beef up the mid-range torque and calm down the peak torque.

The end result? A beastie that boasts 100.5bhp @ 7250rpm and 75 ft-lbs of torque @ 6250rpm – compared to the 2021 African Twin (which by contrast weighs 227kg and carries 101.0hp @ 7500rpm and 77.0 ft-lbs of torque @ 6250rpm), this machine is slightly heavier with slightly more yoink in the throttle at middling speeds.

To complement the power aesthetic, Honda has dressed the NT1100 in a set of panniers – narrow by comparison to the Africa Twin – alongside the potential for different bag setups via Honda’s proffered Urban Pack Voyage Pack and Touring Pack.

Other features of the NT1100 include the 20.4L fuel tank capacity, a slightly shorter suspension with 17” wheels lowering the whole bike by over an inch, the potential for a quick shifter/autoblipper, and Honda’s catering to the adventure touring sector via “wind deflecting bodywork with a five-position screen designed to divert air over and around the rider.”

If you’re still comparing this model to the Africa Twin, expect the same deal in the electronics department, with “ lean-sensitive traction control, cornering ABS and wheel control. There are also three riding modes as standard plus two that offer user-customization…and Apple CarPlay and Android Auto for navigation, music, and calls.”

“At Honda, we have a long tradition of catering for owners who desire a ‘traditional’ touring bike,” says Koji Kiyono, Large Project Leader of the NT1100.

A side view of the new hybrid motorcycle prototype that Kawasaki has just revealed

“Our previous Pan European and Deauville models have enjoyed a very loyal following for many years. So, when it came time to design a new touring model, we wanted to produce something that would resonate – and appeal broadly – to these traditional touring bike customers. But we also wanted to stoke desire in riders of all ages and tastes who are looking for a genuinely new and versatile fun bike.”

“That’s why we’ve created our new NT1100, offering thoroughly modern engine performance, a fun-to-handle chassis, a suite of modern technology, and completely fresh, distinctive styling. We sincerely hope that many new owners will try exploring to the maximum all of its many capabilities.”

The NT1100 will be in EU dealerships by January 2022, with the base model hitting the bank at £11,999, and the DCT version chopping a bit higher at £12,999.

Make sure to come back for updates, and check out other adventure bikes by Honda (or just take a gander at the photo gallery we’ve tossed in for you below).

Source: MotorbikeWriter.com

Motorcycle News, News

Near-Production 2022 Triumph Tiger 1200 Seen Testing

October 1, 2021 mcnews Leave a comment

Triumph seems to have had a rather busy September, teasing us with two updates for the Tiger line that are set to unveil very soon. Just a few days ago, the British manufacturer teased the arrival of the new Tiger Sport 660, which is set to happen later this week on October 5. A couple of days later, the team at RideApart got their hands on some images of a prototype of the upcoming Tiger 1200, and it looks very nearly ready for production.

The images are of a test mule that isn’t clad in camouflage, giving us a fair idea of what the adventure motorcycle will look like. RideApart also reports that the new Triumph Tiger 1200 will be powered by essentially the same 1,160cc inline-triple on the 2021 Triumph Speed Triple 1200 RS. However, considering the Tiger’s drastically different nature, it’s likely that it will be tuned to aid its off-road intentions better. On the Speed Triple RS, this engine makes a whopping 178hp – we can all agree that’s more than required for an ADV – and the Tiger is expected to make much less.

The 2022 Triumph Tiger 1200 will also feature the same T-Plane crankshaft from the Tiger 900, translating to better bottom-end performance. We can also see the addition of a redesigned tubular frame and a dual-sided swingarm in place of the single-sided unit that the previous generation featured. Triumph has also emphasized that the Tiger 1200 will weigh notably less than the model it’s replacing, and we’re keen to see how it’s managed this.

As with every Triumph Tiger, we expect to see multiple variants of the Tiger 1200. With the Tiger 900, the manufacturer ditched their somewhat complex naming structure and simplified it to just GT and Rally – one road-biased and the other with more off-road-ready hardware. We could see it do the same with the Tiger 1200, as well.

Triumph is tight-lipped on when the new Tiger 1200 will go on sale, but RideApart reports that we could see it debut sometime in November, around EICMA.

Image source: RideApart

Source: MotorbikeWriter.com

Motorcycle News, News

Multistrada V2 models touring Down Under

September 30, 2021 mcnews Leave a comment

The Ducati Multistrada 950 has become the V2 and will arrive in Australia early next year with more technology, engine upgrades and longer service intervals.

Ducati Australia says the starting price of the Multistrada V2 will be $22,539.00 ride away compared with the 950 at $21,500 while the Multistrada V2 S with semi-active suspension will start from $25,190, previously $24,000.

In the transition from a Multistrada 950 to a V2, as opposed to the flagship V4, the bike has been upgraded in several areas and weight decreased by 5kg.

The 937 cc Testastretta 11° engine is now claimed to be more “consistent and robust” with extended maintenance intervals of 15,000km oil changes and 30,000km desmodromic valve clearance checks.

Transmission has also been updated with a new eight-disc hydraulic clutch for “greater fluidity and precision in shifting” and an easier-to-find neutral.

Ducati says they have made the Multistrada V2 more suitable for a wider range of rider sizes with a lower seat height down 10mm to 830mm.

It has also been shaped narrower so you can get your feet on the ground more easily.

If it’s still too high, you can buy an accessory lower seat and lowered suspension kit to drop the saddle height to 790mm.

Riders will also feel less cramped wth the footpegs lowered by 10mm.

Both models come in classic Ducati red with black rims while the Multistrada V2 S is also available in a new “Street Grey” livery with black frame and “GP Red” rims.

There are also two trim levels that can be ordered from the factory. Essential trim is available for both Multistrada V2 and Multistrada V2 S, while the Travel trim, with side bags, heated grips and central stand, can only be ordered for the S version.

Source: MotorbikeWriter.com

Motorcycle News, News

Big Suzuki V-Strom set for long voyage

September 30, 2021 mcnews Leave a comment

Suzuki’s big adventure-touring V-Strom 1050XT is now set for even bigger treks with the addition of a free Voyager luggage kit.

I think the bike is one of the best tools available for exploring Australia’s vast and angry terrain.

It’s been around since 2002 as the DL1000 and now the proven and bulletproof engine has been upgraded to Euro 5 spec with fly-by-wire throttle, more power, and more techno.

For Aussies looking to go even further it now comes standard with a Voyager luggage aluminium kit, valued at $2599, but included in the ride-away price of $21,490 with 12 months registration.

The luggage consists of a tough 38L top box made from 1.5mm aluminium, further strengthened with lid and side-wall ribbed contours. The lid also features four large tie-down points integrated into the design so you can tie down your swag or tent on top.

It sits on a rear rack which comes with the kit.

The two 37L side panniers fit to discrete mounts that are built into the bike, so they are quick to fit and remove and when they are off the bike, it doesn’t have ugly framework.

This matching luggage system features stainless steel latches, glass-fibre reinforced plastic corner covers, integrated tie-down points and are claimed to be waterproof.

Combined, the luggage set offers users 112 litres of usable storage. All three pieces and mounting points are lockable with the same key.

It comes in black or aluminium.

The V-Strom 1050XT is powered by a 1037cc, 90° V-twin, DOHC V-Twin engine, delivering 79kW (106hp) at 8500rpm and 100Nm of torque at 6000rpm.

There is also a host of electronic rider aids such as cruise control, hill hold, slope and load-dependent braking, three ride modes, traction control, leaning two-stage ABS and LED lighting.

It is available now in three variants:

Source: MotorbikeWriter.com

MotorCycle News

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2022 Husqvarna Norden 901 Specifications

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Near-Production 2022 Triumph Tiger 1200 Seen Testing

Multistrada V2 models touring Down Under

Big Suzuki V-Strom set for long voyage

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