Tag Archives: Adventure & Dual-Sport Motorcycle Reviews

2024 MV Agusta Enduro Veloce Review | First Ride

April 18, 2024 mcnews Leave a comment

If you asked what I thought about MV Agusta around 2010, I’d quickly respond: Beautiful Italian lines and attitudes but priced for the very few.

Then, in 2012, MV introduced the F3 sportbike, offering the inline-Triple platform in relatively affordable 675 and 800 versions. The 675 performed decently for its short time in World Supersport from 2013-2020, taking five 3rd-place finishes and one runner-up.

The Triples ignited the Varese company’s new focus and opened the door to a broader range of riders – although still only for those with larger bank accounts. The F3s were followed by other models over the years, including the Dragster naked, Turismo Veloce sport-tourer, Superveloce neo-classic sportbike, the Rush hyper naked, and updated Brutale nakeds, among other special editions.

New Motorcycles AIMExpo 2024 MV Agusta LXP Orioli — MV Agusta LXP Orioli at the 2024 AIMExpo show in Las Vegas (photo by Greg Drevenstedt)

At EICMA 2023, MV unveiled its first-ever adventure tourer – the LXP Orioli. The previous “Lucky Explorer” moniker, an homage to the Cagiva Elefant’s Paris-Dakar campaigns, was retired in favor of a tribute to Italian rally legend Edi Orioli.

This signified a transformation within the Italian brand to enter the adventure-touring market, something that made sense given its new relationship that began with Pierer Mobility – the parent company of KTM, Gas Gas, and Husqvarna – which had acquired 25.1% of the brand. This helped MV expand its lineup and launch a new product line in the brand’s historic factory in Schiranna.

The business news continued to grow for MV Agusta, and in March of this year, Pierer Mobility increased its stake to 50.1%, gaining majority control of the brand.

The LXP Orioli is a beautiful machine, but only 500 will be made and each one costs a princely $29,000. This exclusivity changed with the release of the new Enduro Veloce, basically a base version of the LXP Orioli, which joins the MV lineup as the brand’s first full-production motorcycle in the fast-growing adventure touring segment.

The MV Agusta Enduro Veloce continues to celebrate the company’s racing history, specifically honoring the triumphs of the 1940s-era MV Agusta 98. The 98 was famously piloted by Vincenzo Nencioni to win the Golfo di La Spezia off-road race in 1946, followed by another notable win by Carlo Ubbiali at the British Six Days race in 1949.

GEAR UP

Helmet: Arai XD-4
Jacket: Klim Latitude
Gloves: Klim Baja S4 Gloves
Pants: Klim Latitude
Boots: Spidi XPD X-Trail Outdry

To test the Enduro Veloce, I traveled to Sardinia, a Mediterranean island that’s a semi-autonomous region of Italy, where I logged 150 miles on mostly paved roads with a brief off-road excursion. Although the launch was mostly street-focused, with Bridgestone A41 (80/20) tubeless tires on its 21/18-inch spoked wheels, the small amount of dirt riding on bikes wrapped with the knobbier AX41 (50/50) tires proved the Enduro Veloce can hang with the latest adventure tourers.

I’d classify the Enduro Veloce as an 80/20 adventure tourer and a direct competitor to the Ducati Multistrada V2, Triumph Tiger 900, and BMW F 900 GS. But it’s much prettier, mostly due to MV Agusta’s focus on the “horizontal versus vertical” design philosophy, which translates to all bodylines, engine structures, graphics, paint, and every element flowing naturally from front to back and vice versa.

And would you really want to drop this fine-looking piece of Italian motorcycle art that costs nearly $23,000? If it meant exploring some of the world’s best two-track backcountry, I’d say hell yeah, especially because the road sections getting to those gravel roads will be so much fun.

Read all of Rider‘s MV Agusta reviews here.

MV Agusta Enduro Veloce Engine Performance

At the heart of the Enduro Veloce lies a 931cc powerplant that is the brand’s most radical departure from its predecessors. Unlike the 798cc Triples in other models, the Enduro Veloce’s engine is a clean-sheet design by the Varese R&D team, emphasizing lightness, compactness, and efficiency.

Weighing in at just 125.6 lb, the engine is 10% lighter than other MV Triples, yet it packs a formidable punch with claimed 124 hp at 10,000 rpm and 75.2 lb-ft of torque at 7,000 rpm. The engine’s lightness helps keep the bike’s purported dry weight to 494 lb, though the bike is likely to weigh more than 530 lb when the 5.3-gallon fuel tank is full and oil and coolant are added.

Yes, the Enduro Veloce is considerably heavier than the wet weights of around 480 lb for the KTM 890 Adventure and 490 lb for the Ducati Multistrada V2. At a photo stop, I nearly dropped the bike when my foot slid on some rocks, and it took muscle and a fellow rider (thanks, Costa!) to help arrest my fall. But while riding the MV, it felt nimble and light, even during 1st-gear speeds while turning around on tighter roads.

The real MV magic, however, begins as soon as the electronic throttle is opened. Approximately 85% of maximum torque is accessible from as low as 3,000 rpm, and it remains linear and potent up to the 7,500-rpm mark, where it gently starts to taper off. But for those looking for that extra oomph, this bike quickly revs to the “soft” 10,200 or “hard” 10,500 rev limit, keeping the exhaust note high and the riding exciting.

During the first few miles, the broad spread of torque allowed me to short-shift and ride lazily, letting the grunty engine do all the work. But the Enduro Veloce has a Dr. Jekyll and Mr. Hyde quality, and soon I began revving the bike nearly to the hard limiter before shifting, awakening the bike’s hooligan side.

One of the most notable features of the Enduro Veloce is its counter-rotating crankshaft. This feature, typically reserved for high-performance racing machines, counteracts the gyroscopic effect of the wheels, enhancing the bike’s agility and responsiveness.

During acceleration, the design notably balances the load on the 21-inch front wheel, which helps retain stability and control, especially when navigating the endless tight switchbacks and uneven asphalt in Sardinia. Despite the large-diameter front wheel, the bike remained remarkably nimble and willing to obey the slightest inputs.

The Enduro Veloce’s auditory experience is as refined as its mechanical performance. I’m a guitar player and love how a musician like Stevie Ray Vaughan can go from clean tones to screaming, deep mid-tones within seconds. The Enduro Veloce’s engine replicates this with a flick of the wrist.

The stock muffler is a big exhaust can, but it produces a symphony that crescendos near the rev limit, turning heads and signaling the raw power within. This exhaust note not only enhanced the riding pleasure but deepened my connection to the machine. The sound was most impressive above 10,000 rpm, creating an explosive pop while shifting. This process was facilitated by the smooth-operating 6-speed transmission, featuring a flawless up/down quickshifter.

The Enduro Veloce delivers commendable fuel efficiency for its class, averaging around 40 mpg under mixed riding conditions. This efficiency translates to a range of more than 200 miles from its 5.3-gallon fuel tank if not riding like a loon, allowing for extensive journeys between refuels.

MV Agusta Enduro Veloce Electronics and Display

All this performance is managed by a sophisticated electronics suite. Wisely, the developers kept everything simple and intuitive to access through the controls and large 7-inch TFT display, providing simple-to-read data with beautiful graphics.

It all begins with riding modes, with inputs calculated from the 6-axis IMU: Urban, Touring, Off-Road, and Custom All-Terrain. The typical Sport mode is noticeably missing, but since everything can be tweaked, I simply made the Custom mode my version of Sport by altering the parameters to my liking. In each riding mode, you can adjust throttle response, engine torque, and engine response (how quickly it revs). There are also two levels of engine braking separate from the riding modes, allowing riders to tailor how the bike slows down when easing off the throttle.

The Enduro Veloce features eight levels of traction control: five for road use, two for off-road, and one for wet. The TC settings be switched on the fly, including deactivation in any mode, and they can be fine-tuned depending on whether you’re rolling on the stock Bridgestone A41 80/20 tires for mainly street riding or the optional AX41 50/50 tires for heavier off-road use.

The Enduro Veloce is also equipped with cornering ABS and rear-wheel lift mitigation (RLM). The ABS system is only switchable and customizable in the Off-Road and Custom modes, and both ABS and RLM can be changed while riding. Level 1 (lower intervention on the front wheel; off on the rear; cornering off; less invasive RLM) was optimal for off-road, allowing me to skid the rear and rely on some front ABS for harder braking. Level 2 offers full intervention. For the Custom mode that I was using as my personal Sport mode, I also used Level 1 ABS and totally shut it off a few times for added fun.

Three other rider aids are cruise control, wheelie control, and launch control. The cruise control performed flawlessly, relieving my throttle hand during longer highway stretches. Launch control seems more appropriate for a sportbike or a hyper naked, but hooligans will be hooligans, and I had fun with it at a few stop signs and on an isolated section of a straight road. Just push the “LC” button, pull in the clutch while in 1st, open the throttle, and when it tells you, release the clutch. This should help achieve the claimed 3.7-second acceleration from 0 to 60 mph, and the soundtrack is pure SBK.

MV Agusta Enduro Veloce Chassis, Suspension, and Brakes

The Enduro Veloce is built around a perimeter frame with a double-cradle design, complemented with a double-sided aluminum swingarm. This construction shifts from the gorgeous single-sided swingarms seen on all other MV models in its current lineup, emphasizing functionality over aesthetics.

Given its price, the absence of electronic suspension on the Enduro Veloce is notable. Yet the fully adjustable Sachs suspension – with a 48mm inverted fork at the front and a rear shock featuring progressive linkage – proved highly capable. I weigh around 185 lb, and the only tweak I made throughout the test was half a turn on the shock’s preload knob. Nothing else was needed.

The suspension and wheel setup combined with the engine character impressed me all day. At first glance of the bike, with its 8.3 inches of suspension travel, 9 inches of ground clearance, and off-road ready wheels, I expected poor cornering stability. But I was wrong. The chassis remained stable throughout the corners, barely diving or squatting, allowing me to hold my line without much input. Thanks to the cornering ABS, I also experimented with some harsh, mid-corner brake jabs in an attempt to upset the chassis. The bike recovered quickly, allowing me to return to my line and finish the turns safely.

When I tested the bike with AX41 rubber for the off-road section, the long-travel suspension provided a plush feel. I didn’t adjust the suspension due to the short time I spent riding the dirt-ready Enduro Veloce, but the suspension in its stock settings felt ideal for lighter off-road use, allowing the bike to rebound quickly.

The Enduro Veloce is equipped with top-shelf Brembo Stylema radial monoblock front calipers, which clamp onto 320mm discs. The front lever feel is distinctly Brembo – accurate and responsive. This becomes evident when applying trail-braking techniques. The front lever provides substantial feedback and only a slightly bumpy feel when testing the true capabilities of the cornering ABS.

MV Agusta Enduro Veloce Ergonomics

Thanks to the design of its dual-height seat (33.5/34.3 inches), I was able to comfortably flatfoot at stops, which enhanced control and confidence, especially in slow traffic. While the seat provided reasonable comfort for most of the day, it became uncomfortable toward the end of the ride.

2024 MV Agusta Enduro Veloce seat — The MV Agusta Enduro Veloce has a dual-height rider’s seat with a separate pillion, and both have a suede-like cover.

The handlebar, which initially appeared high, offered all-day comfort for my 6-foot frame. The MX-style bar is also adjustable to accommodate more aggressive off-road stances, which is helpful for either taller riders or those standing up for most of the day.

The footpegs are well-positioned for my 34-inch inseam and height, contributing to an ideal rider triangle and relaxed riding posture. The pegs also arrive with rubber inserts that dampen vibrations at highway speeds, enhancing comfort over long distances. These inserts can be quickly removed to switch to grippier cleated pegs for better control while off-roading.

And although I wore a peaked Arai XD-4 helmet, I didn’t experience major head buffeting – just some minor shakes at the top of 6th gear. The fairing and two-piece windscreen that’s split in the middle (but is not adjustable) optimize the airflow around the body.

MV Agusta Enduro Veloce: Other Highlights

In keeping with MV Agusta’s motto of creating “motorcycle art,” the Enduro Veloce has distinctive LED headlights. LEDs are also used for the turnsignals, taillight, and backlighting for the handlebar controls, a feature that would be handy during night rides.

Other convenience features include a keyless ignition system and the ability to connect mobile devices to the bike through the MV Agusta My Ride App, enabling navigation, communication functions, and sharing and tracking of ride data.

Remember the days of riding European motorcycles and worrying about frequent valve checks? MV Agusta fixed that issue, and the Enduro Veloce’s maintenance scheduling is streamlined. You won’t have to worry about valve checks until 18,600 miles. MV recommends oil changes every 4,600 miles and spark plug and air filter replacements every 9,300 miles.

MV Agusta Enduro Veloce: The Final Tally

The MV Agusta Enduro Veloce marks a bold entry into the adventure-touring market, blending MV’s rich racing pedigree with modern technological ADV advancements. Its form follows function, delivering both style and performance on twisty mountain roads and rugged trails.

From the 931cc Triple’s thrilling power delivery to the sophisticated electronics suite and agile chassis, this motorcycle is designed to enhance the riding experience. The counter-rotating crankshaft and carefully tuned suspension system ensure the bike remains nimble and responsive, irrespective of the terrain, and its comfort and features make it a versatile machine. It is a great choice for riders who want a blend of style, performance, and exclusivity – the hallmarks of MV Agusta’s legacy.

Check out more new bikes in Rider’s 2024 Motorcycle Buyers Guide

2024 MV Agusta Enduro Veloce Specs

Base Price: $22,998
Warranty: 4 yrs., unltd. miles
Website: MVAgusta.com
Engine Type: Liquid-cooled, transverse inline-Triple, DOHC w/ 4 valves per cyl.
Displacement: 931cc
Bore x Stroke: 81.0 x 60.2mm
Horsepower: 124 hp @ 10,000 rpm (factory claim)
Torque: 75.2 lb-ft @ 7,000 rpm (factory claim)
Transmission: 6-speed, hydraulically actuated slip/assist wet clutch
Final Drive: Chain
Frame: High-tensile steel double cradle
Wheelbase: 63.4 in.
Rake/Trail: NA/4.6 in.
Seat Height: 33.5/34.3 in.
Suspension, Front: 48mm inverted fork, fully adj., 8.3 in. travel
Rear: Single shock, fully adj., 8.3 in. travel
Brakes, Front: Dual 320mm discs w/ 4-piston radial monoblock calipers & ABS
Rear: Single 265mm disc w/ 2-piston caliper & ABS
Wheels, Front: Spoked tubeless, 21 x 2.15 in.
Rear: Spoked tubeless, 18 x 4.0 in.
Tires, Front: 90/90-21
Rear: 150/70-18
Ground Clearance: 9.1 in.
Dry Weight: 494 lb (factory claim)
Fuel Capacity: 5.3 gal.

The post 2024 MV Agusta Enduro Veloce Review | First Ride appeared first on Rider Magazine.

Source: RiderMagazine.com

Motorcycle News, News

2024 MV Agusta Enduro Veloce Review | First Look

April 5, 2024 mcnews Leave a comment

Following on the heels of the luxury LXP Orioli limited-edition ADV, the 2024 MV Agusta Enduro Veloce joins the Italian brand’s lineup to compete in the ever-growing adventure bike segment. It features off-road-ready specs, technological conveniences, and Italian styling.

The MV Agusta Enduro Veloce pays tribute to MV Agusta’s racing history, namely the 98 ridden by Vincenzo Nencioni to victory in the “Golfo di La Spezia” off-road regularity race in 1946 and another MV Agusta victory three years later by Carlo Ubbiali in the British Six Days race.

The motorcycle is powered by a 931cc inline-Triple with DOHC and a counter-rotating crankshaft. The engine, which is designed and built at MV Agusta’s factory in Italy, produces a claimed 124 hp and 10,000 rpm and 75.2 lb-ft of torque at 7,000 rpm. MV Agusta claims that riders can harness up to 85% of the maximum torque at 3,000 rpm. Max speed is a claimed 143 mph, and the bike features an exhaust system that sounds closer to a superbike than a typical adventure bike.

The MV Agusta Enduro Veloce’s perimeter frame has a closed double-cradle design with a double-sided aluminum swingarm. Fully adjustable Sachs suspension includes a 48mm inverted fork and a rear shock with progressive linkage. Wheel travel front and rear is 8.3 inches, and ground clearance is 9 inches.

The seat height is 34.3 inches and can be lowered to 33.5 inches. Brembo Stylema 4-piston calipers gripping dual 320mm discs provide braking up front, and in the rear is a Brembo 2-piston caliper paired with a 265mm disc. The bike rides on 21-inch front and 18-inch rear tubeless spoked wheels wrapped in Bridgestone Battlax AX41 tires.

The Enduro Veloce is equipped with quite a list of electronics for rider safety and convenience. The bike includes four ride modes (Urban, Touring, Off-Road, and Custom All-Terrain). Traction control comes with eight levels of intervention (five for road use, two for off-road use, and one for wet conditions), and it can be deactivated completely. It’s also possible to adapt the electronic response of the ECU based on whether the rider chooses to equip the standard Bridgestone Battlax A41 tires or swap them for the more off-road-oriented Bridgestone Battlax AX41 Adventurecross tires.

Engine braking provides two levels of intervention, and the bike is equipped with launch control, wheelie control, cruise control, and cornering ABS with two settings and rear wheel lift-up mitigation. Also included is the Electronically Assisted Shift quickshifter for up- and down-shifting. The bike comes with full LED lighting, keyless ignition, LED backlighting for the handlebar controls, and a 7-inch TFT display with Bluetooth and wi-fi connectivity.

As can be expected of MV Agusta, style and aesthetic are given due consideration on the Enduro Veloce. MV Agusta has created the Enduro Veloce’s design at the brand’s style center and has put the bike through extensive riding tests and software simulations. For example, the front fender was designed to ensure aerodynamic efficiency, and the lines of the front end were designed to direct airflow to the radiator for cooling.

MV Agusta offers a range of accessories for the Enduro Veloce, including aluminum side cases, protection bars, a reinforced aluminum skid plate, additional lights, a Termignoni titanium exhaust, and more.

The 2024 MV Agusta Enduro Veloce will be available in Ago Red and Ago Silver, but pricing has not yet been announced. Visit the MV Agusta website for more information.

Check out more new bikes in Rider’s 2024 Motorcycle Buyers Guide

The post 2024 MV Agusta Enduro Veloce Review | First Look appeared first on Rider Magazine.

Source: RiderMagazine.com

Motorcycle News, News

2025 CFMOTO Ibex 450 Review | First Ride

March 26, 2024 mcnews Leave a comment

Adventure bikes are undeniably hot right now. Out of more than 70 new or significantly updated street-legal motorcycles announced for 2024 in the U.S. market, nearly half are dual-sport or adventure models. There are many ADVs to choose from in the 750cc-and-up displacement class, but there are few below 500cc. One of the most intriguing additions to the adventure category is the 2025 CFMOTO Ibex 450.

Known as the 450MT outside the U.S., the Ibex 450 is powered by a liquid-cooled 449cc parallel-Twin with DOHC, a 270-degree crank, and dual counterbalancers, and it’s mated to a 6-speed gearbox with a slip/assist clutch. Variations of this engine are found in several CFMOTO models, including the 450NK naked bike, the 450SS sportbike, and the forthcoming 450CL-C cruiser.

In the Ibex 450, the engine produces a claimed 44 hp at 8,500 rpm and 32.5 lb-ft of torque at 6,250 rpm. When Royal Enfield updated the Himalayan adventure bike for 2024, it was upgraded from an air-cooled 411cc Single to a liquid-cooled 452cc Single that makes a claimed 39.5 hp and 29.5 lb-ft of torque. The Ibex not only makes more power and torque, but its two cylinders and dual counterbalancers also deliver the goods more smoothly.

CFMOTO set out to produce a light, fully capable adventure bike at a reasonable price, and it has achieved its goal. The Ibex 450 is claimed to weigh 386 lb dry, so probably about 425 lb with its 4.6-gallon tank full. Even though it’s priced at just $6,499, it’s brimming with features not found on adventure bikes that cost thousands of dollars more. Perhaps most appealing is its tubeless spoked wheels, which greatly simplify roadside or trailside flat repairs. And they’re in 21-inch front and 18-inch rear sizes, which perform well off-road and are compatible with a wide range of dual-sport and adventure tires.

The Ibex 450 has a chromoly steel frame, 8.7 inches of ground clearance, and adjustable KYB suspension with 8 inches of travel. It also includes a 5-inch TFT display with Bluetooth connectivity ABS that can be disabled at the rear, switchable traction control, an adjustable seat height, a windscreen with on-the-fly height adjustment, handguards, a skid plate, a radiator guard, folding mirrors, a rear rack, LED lighting, and a USB-C charging port.

CFMOTO hosted a global launch for the Ibex 450 in Palawan, Philippines, a province that includes several tropical islands between the South China and Sulu seas (think Survivor, Seasons 25-28). Our test ride was around El Nido, which has few paved roads, and those that are paved are made of rough poured concrete and are buzzing with small scooters and motorcycles, many of which are “tricycles” with enclosed sidecars that are the local version of a tuk-tuk. Most roads are poorly maintained dirt and gravel tracks through the island’s hilly jungle terrain that connect small villages and beaches.

We knew we weren’t in Kansas anymore when our first obstacle was a water crossing (bypassing a rotted bridge) where water buffalo kept themselves cool in the shaded water. Even though it was March, Palawan was oppressively hot, with temps and humidity levels in the 90s. The region was in a severe drought, so the unpaved roads were extremely dusty – bikes kicked up clouds of fine, powdery silt that hung in the air like smoke. We spaced out our conga line of bikes as best as we could, but like a team of sled dogs, unless you’re in the lead, the view is always the same.

Since the standard seat height of 32.3 inches is on the low side for an adventure bike and I’ve got a 34-inch inseam, I opted for the accessory high seat ($199.99), which increases seat height to 34.3 inches and provides a much flatter seating platform. Even with the high seat, there was a fair amount of bend in my knees given the height of the footpegs, and the seat was plush and comfortable.

Within the first few miles, I felt comfortable on the Ibex 450. I’ve been testing a 450NK back home, and I’ve developed a fondness for the sound and feel of the 450cc parallel-Twin, which emits a nice rumbling exhaust note. The cable-actuated throttle provides predictable response, though small inputs at low speeds felt a tad jerky. (My test bike had only 65 miles on the odometer, so it was barely broken in.) The gearbox shifted smoothly, aided by the light action of the slip/assist clutch.

Given the roughness of the unpaved roads and tracks, I spent a fair amount of time standing up on the cleated footpegs (I removed the rubber inserts). The Ibex 450 feels slim between the knees, and the tank section is smooth and unobtrusive. The wide handlebar provided good steering control, and even though it is adjustable I would have liked a higher riser to accommodate my tall frame (I’m 6 feet tall with long arms).

GEAR UP

Helmet: Fly Racing Trekker Kryptek Conceal
Goggles: Fly Racing Zone
Jacket: Fly Racing Off Grid
Gloves: Fly Racing Street Surveyor
Pants: Fly Racing Terra Trek
Boots: Sidi Adventure 2 Gore-Tex

The brakes are supplied by J.Juan and consist of a single 4-piston front caliper squeezing a 320mm disc and a 1-piston rear caliper squeezing a 240mm disc. Although braking power was sufficient for my needs, especially since we were traveling at a moderate pace given the conditions, there was limited feel at the lever. I liked the convenience of turning off ABS and TC at the rear wheel by pressing a button on the handlebar (a long press turns rear ABS/TC off, and a quick tap turns them back on), but a true off-road ABS mode with less intervention at the front wheel would be a valuable addition.

The large-diameter front and rear wheels rolled over obstacles with ease, and the CST adventure tires (which have a tread pattern similar to Pirelli Scorpion Rally STRs) provided decent grip and predictable behavior, even in loose sand and deep silt.

To achieve an aggressive price point, compromises must be made, and on motorcycles that typically means lower-spec brakes and suspension. The Ibex 450’s suspension adjustability (the fork is fully adjustable; the shock is adjustable for rebound and preload) is a major plus in this price range. With the standard settings used at the launch, the KYB suspension performed quite well, though it felt a little rough at low speeds and more responsive at higher speeds. I look forward to a longer test where I can dial in the fork and shock damping and preload to my size and riding style.

This was no bunny slope test ride. CFMOTO mapped out a challenging route that required skill and focus. There were tricky climbs and descents littered with rocks and ruts, roads and trails with rough embedded stones, unpredictable dogs and goats hiding in the shade by the side of the road, and even a stretch of singletrack through a mango grove with unforgiving low branches.

At the end of the day, after we’d sweated through our gear and depleted our energy reserves, we did laps around an off-road park with increasingly difficult terrain. The Level 1 loop was easy, much like what we’d ridden earlier in the day. Level 2 was harder with challenging climbs and descents on a heavily silted trail with switchbacks and hidden tree roots. Level 3 was harder still, climbing to the top of a small mountain and then back down the other side.

I’m happy to report that I made it through all three levels without dropping the bike, but the off-road park tested me as much as it tested the bike. The Ibex 450’s tractable power, moderate weight, long-travel suspension, and large-diameter wheels were helpful throughout the day and especially on those loops around the park. I never felt like something was missing or holding me back (except my 50-year-old body).

Another useful feature of the Ibex 450 is its 5-inch TFT display, which uses bold white-on-black graphics, motorcycle illustrations that show what different settings do, and an easy-to-navigate menu system. On either side of the instruments are knobs for adjusting the windscreen height. And above the dash is a horizontal bar where a GPS or smartphone can be mounted.

The CFMOTO Ibex 450 proved itself to be not just a good adventure bike for the price, but a good adventure bike period. It has the features that adventure riders want, and it’s available with useful accessories like the high seat I tested, upper and lower crash guards (which were fitted on our test bikes; $149.99 for the upper guards, $129.99 for the lower guards), a beefier skid plate, a touring windscreen, a centerstand, hard and soft luggage, and more. At $6,499, it’s a great value, and it’s backed by a 2-year warranty.

The Ibex 450 will be available at CFMOTO’s 350-plus U.S. motorcycle dealers starting in September, and I bet it will sell like hotcakes.

2025 CFMOTO Ibex 450 Specs

Base Price: $6,499
Price As Tested: $6,979 (high seat, upper and lower crash guards)
Website: CFMOTOusa.com
Warranty: 2 yrs., unltd. miles
Engine Type: Liquid-cooled, transverse parallel-Twin, DOHC w/ 4 valves per cyl.
Displacement: 449cc
Bore x Stroke: 72.0 x 55.2mm
Horsepower: 44 hp @ 8,500 rpm (factory claim)
Torque: 32.5 lb-ft @ 6,250 rpm (factory claim)
Transmission: 6-speed, cable-actuated slip/assist wet clutch
Final Drive: Chain
Wheelbase: 59.3 in.
Rake/Trail: 26 degrees/4.1 in.
Seat Height: 31.5 or 32.3 in. (via shock mount)
Wet Weight: 425 lb (estimate based on 386 lb dry)
Fuel Capacity: 4.6 gal.

The post 2025 CFMOTO Ibex 450 Review | First Ride appeared first on Rider Magazine.

Source: RiderMagazine.com

Motorcycle News, News

2024 BMW F 900 GS Review | Video

March 17, 2024 mcnews Leave a comment

The updated 2024 BMW F 900 GS adventure bike seeks to reinvigorate BMW’s middleweight platform. Upgraded from the F 850 now with a larger 895cc parallel-Twin that delivers 105 hp, a ready-to-ride low weight of 483 lb, a lower and more svelte profile, and upgraded suspension, the 2024 BMW F 900 GS just might be the best parallel-Twin adventure bike ever offered from the German company.

To see how the 2024 BMW F 900 GS performs, we travel to Málaga, Spain, for a full day of on-road and off-road riding. Watch the video below to see the F 900 GS in action, and read our full review here.

2024 BMW F 900 GS Specs

Base Price: $13,495  
Warranty: 2 yrs., unltd. miles 
Website: BMWmotorcycles.com

ENGINE 

Type: Liquid-cooled, parallel-Twin, DOHC w/ 4 valves per cyl. 
Displacement: 895cc 
Bore x Stroke: 86.0 x 77.0mm 
Horsepower: 105 hp @ 8,500 rpm (factory claim) 
Torque: 68.6 lb-ft @ 6,750 rpm (factory claim) 
Compression Ratio: 13.1:1 
Valve Insp. Interval: 12,000 miles 
Fuel Delivery: EFI w/ throttle-by-wire, 48mm throttle bodies 
Transmission: 6-speed, cable-actuated slip/assist wet clutch 
Final Drive: Chain

CHASSIS

Frame: Tubular-steel trellis frame & subframe, aluminum swingarm 
Wheelbase: 62.6 in.
Rake/Trail: 28.0 degrees/4.7 in.
Seat Height: 34.3 in.
Suspension, Front: 43mm inverted fork, fully adj., 9.1 in. travel
Rear: Single linkage shock, w/ adj. spring preload & rebound, 8.5 in. travel
Brakes, Front: Dual 305mm discs w/ 2-piston axial calipers & cornering ABS 
Rear: Single 265mm disc w/ 1-piston caliper & cornering ABS 
Wheels, Front: Cross-spoke w/ aluminum rims, 2.15 x 21
Rear: Cross-spoke w/ aluminum rims, 4.25 x 17
Tires, Front: 90/90-21 
Rear: 150/70-17  
Wet Weight: 483 lb 
Fuel Capacity: 3.8 gal.

Gear Up

Helmet: HJC DS-X1
Jacket: Rev’It Neptune 2 GTX
Pants: Klim Latitude
Gloves: Rev’It Dirt 3
Boots: Alpinestars Toucan

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2024 BMW F 900 GS Review | First Ride

March 12, 2024 mcnews Leave a comment

The adventure-bike market is the hottest segment in motorcycling, with new models being introduced every year. The middleweight ADV category has been dominated by Yamaha’s Ténéré 700 and KTM’s various 790/890 Adventure models, but new or updated models from Aprilia (Tuareg 660), Honda (XL750 Transalp), Suzuki (V-Strom 800), and Triumph (Tiger 900) are enticing riders to reevaluate their options.

Meanwhile, BMW has been selling mid-weight ADVs for almost two decades. The F 800 GS was introduced in 2009 but was often overshadowed by its boxer-powered bigger brothers, culminating in the recent glowingly reviewed R 1300 GS.

For 2024, BMW expects the new F 900 GS to draw a brighter light to its reinvigorated middleweight platform. After testing it on roads and on dirt, we can safely say this is the best parallel-Twin adventure bike ever offered from the German company.

What’s New?

Quite a lot, actually. The F 850’s motor has been punched out to 895cc and now delivers 105 hp, up 10 ponies from the older mill. The former cast pistons have been cast aside for forged pistons that are 2mm larger than before.

Additionally, 31 lb of weight has been shaved off for this new iteration, now scaling in at 483 lb with its 3.8-gallon tank full. The fuel cell swaps steel for plastic to pare down about 10 lb, and a new Akrapovič muffler trims 3.7 lb. A lower tailsection trims another 5 lb, while the trellis steel frame remains unchanged.

The F 900 GS also benefits from a lower and more svelte profile that eliminates much of the bulkiness of its F 850 predecessor. The bike not only looks smaller, its design language looks fresh and contemporary, aided by full LED lighting and rear turnsignals that serve double duty as brake lights.

The F 900 GS is well-equipped in its base form, with a starting price of $13,495. Standard equipment includes a six-axis IMU and two riding modes (Rain and Road), plus ABS Pro and Dynamic Traction Control. A vibrant 6.5-inch TFT display with smartphone connectivity is part of the package, as are hand guards, heated grips, an adjustable aluminum shift lever, and self-canceling turnsignals.

The 900’s suspension has been upgraded, now with a fully adjustable 43mm Showa fork holding a 21-inch front wheel. The rear damper includes adjustable preload and rebound damping to control bumps acting on a slightly lighter aluminum swingarm. Suspension travel is a generous 9.1 inches in front and 8.5 at the rear, resulting in a 34.3-inch seat height. An accessory low seat brings height down to 32.9 inches.

BMW offers a similar but lower-spec (and more street-oriented) F 800 GS for only $10,495, with its 895cc motor downgraded to 87 hp, but it wasn’t available for testing. Also not tested was the Adventure version of the F 900 GS, which includes a 6.1-gallon fuel tank, Dynamic ESA, a luggage rack, and an aluminum bash plate. It has a starting price of $14,890.

Options Temptations

As is typical for BMW, there are a plethora of options for the F 900 GS. Ride Modes Pro supplies access to Dynamic, Enduro, and Enduro Pro rides modes, as well as Engine Drag Torque Control, which varies the amount of engine braking.

Then there’s the Premium Package that includes Ride Modes Pro, along with keyless ignition, an up/down quickshifter, tire-pressure monitoring, cruise control, and the long-lasting M Endurance Chain. It costs an extra $1,750.

Riders who enjoy traipsing on dirt roads will be interested in the $1,495 Enduro Pro package, which includes Ride Modes Pro, fully adjustable suspension, the M Endurance chain, and a taller handlebar that is more comfortable for stand-up riding.

Other optional equipment includes protective bars, windscreens of various sizes, higher or lower seats, Intelligent Emergency Call, and a full complement of luggage options.

GS en España

BMW invited us to Málaga, Spain, to sample the F 900 GS, and in a coincidental twist, we stayed at the same hotel as during Triumph’s Tiger 900 launch just two months prior! It was illuminating to test these 900cc ADVs in the same area of southeastern Spain.

We first straddled Sao Paulo Yellow versions of the F 900 GS for a morning ride on some of Spain’s countless twisty roads. This “Passion” style colorway adds $275 to the price of the base GS, which has a black colorway. Our bikes had other options that raised their MSRP to $16,215.

The F 900’s parallel-Twin motor emits a rumbly note through its new Akrapovič muffler. Its crankshaft journals are offset by 90 degrees to create a 270/450-degree firing interval that sounds a lot like a 90-degree V-Twin. A pair of counterbalancers (one in front of and one behind the crankshaft) minimize objectionable vibrations.

Responses from this invigorated mill are much punchier than before. It pulls cleanly from as low as 2,000 rpm and builds to a meaty midrange that thrusts the Beemer forward with satisfying alacrity, aided by lower final-drive gearing. Torque swells in the 6,000-rpm range to its 68.6 lb-ft peak at 6,750 rpm then yanks harder on the way to its 105-hp zenith at 8,500 rpm.

For comparison, Triumph’s upgraded 888cc three-cylinder motor in the Tiger 900 cranks out 106.5 hp, while the output of KTM’s respected 890 parallel-Twin produces 103.6 ponies. It’s remarkable how closely the engines of these middleweight ADVs match up.

My 30-inch inseam was a little intimidated by the relatively tall 34.3-inch seat height, but it wasn’t a problem after my weight was aboard and the suspension compressed. The bike proved to be adept at navigating city streets on the way to mountain roads, with a light clutch pull and the assistance of the quickshifter fitted to our bikes.

The cockpit of the GS is pleasing to the eye, with an attractive 6.5-inch color TFT display front and center. It includes smartphone connectivity and can easily be navigated with BMW’s innovative Multicontroller wheel on the left grip. A 12-volt socket and a USB port ensure your devices will be charged while out on the road.

Riding on a highway section revealed a foible in the GS. Unlike the Tiger’s, the BMW’s windscreen isn’t adjustable. The accessory screen, which is 2 inches taller than stock, fitted to our test bikes induced buffeting on my helmet at higher speeds, and the lack of adjustability forced me to endure it. Any bike intended for travel should have a simple system for on-the-fly windscreen adjustments.

The GS proved to be remarkably adroit on the twisty sections of our ride. Turn-in response isn’t quite as brisk as on the Tiger due to the GS’s more relaxed steering geometry, with a 28-degree rake and 4.7 inches of trail, but the GS’s weight loss and its wide handlebar helps it carve corners adeptly. The 21-inch front tire (Bridgestone Battlax Adventure A41) slightly diminishes sporty front-end feedback, as is always the case, but not enough to inhibit acute lean angles. For what it’s worth, I was able to drag footpegs on the Tiger Rally Pro, but I didn’t on the BMW.

The long-travel suspension of the GS proved to be plush over various road surfaces, but several riders noted the rebound damping of the shock felt too loose, with the rear bouncing up excessively after hitting bumps. At a coffee stop, we all dialled in additional rebound damping on the shock, and the revised settings offered much better control. The shock’s spring preload is adjustable, but its compression-damping circuit is not.

The fully adjustable inverted fork performed well, but less impressive are the GS’s brakes. Up front are Brembo calipers, but they’re low-spec 2-piston units rather than 4-piston clampers that are typically employed on bikes in this price range. They offer plenty enough power to adequately slow the bike, sure, but they’re not up to the high standards of the class. Cornering ABS is a welcome safety feature that is included as standard equipment.

Gear Up

Helmet: HJC DS-X1
Jacket: Rev’It Neptune 2 GTX
Pants: Klim Latitude
Gloves: Rev’It Dirt 3
Boots: Alpinestars Toucan

There were several opportunities on our ride to twist the throttle wide open and stretch speed limits. The newfound punchiness of the motor again impressed the seat of my pants, pulling hard enough to make me feel that a 1,200-plus-cc engine might be overkill for an ADV. Clutchless upshifts were clicked off smoothly, but snicking into lower gears without using the clutch was harsher than with the Tiger’s faultless transmission.

We were having so much fun unwinding Spain’s sinuous backroads on the GS that we didn’t want to bother stopping for lunch.

Dirty Work

After some delicious tapas, we climbed aboard bikes in the GS Trophy colorway with BMW’s red and blue colors atop a white base coat, sure to be the likely choice for Beemerphiles. These bikes were fitted with knobbier Metzeler Karoo 4 tires better suited for the off-roading adventures in front of us. BMW’s cross-spoke wheels allow tubeless tires.

Like a well-engineered ADV should, the F 900 GS seems to shed weight when ridden off-road. Simply point it in the right direction and keep the throttle open, and it tractors up nearly any obstacle. While most of our off-roading was on non-technical terrain, we came across a few technical sections with rocks and hills that gave the GS a good test. Its suspension performed without complaint from the bike or its rider, and its punched-out motor again proved its worthiness in ADV situations, able to be lugged low in its powerband where optimum traction is delivered.

I spent the entire afternoon with the bike in its Enduro Pro mode, which disables ABS at the rear tire and loosens the limits of traction control. Eventually, I switched off traction control completely, as I preferred my right hand to be fully in charge of managing traction.

The brakes that felt underwhelming on the street were nearly perfect in the dirt. They weren’t grabby or overly sensitive like some high-powered braking systems, shedding speed in precise and easy to control amounts. However, I felt the front ABS kick in on a rocky, technical downhill section, an unnerving situation. A ride mode with the name “Pro” in it should have looser parameters for ABS intervention.

On the way back into town, I was pleased that the standard-height windscreen eliminated the buffeting condition I felt at higher speeds with the taller screen. The narrow seat, however, was less pleasing, and I’d consider sourcing a different saddle if I was piling on hundreds of miles. On the plus side, a generous amount of steering lock makes the GS easy to maneuver in tight spaces, whether it’s dodging trees in a forest or Teslas in a crowded parking lot.

Best GS Yet?

Well, that would depend on what you want from a GS. The new R 1300 GS is magnificent and has a broader range of capabilities along with a more powerful engine. But after a short spin on a 1300 during a transit stage of our off-road ride, I preferred the 900’s relative agility and the way its rear tire grabbed for traction relative to the 1300’s shaft-drive arrangement.

The F 900 GS faces stiff competition in the marketplace. The Tiger 900 Rally Pro is in some respects more appealing than the Beemer, with its engaging 3-cylinder engine, Brembo Stylema brakes, and adjustable windscreen. Combined with a larger fuel tank and a comfier stock seat, the Tiger is a worthy adversary.

But the BMW F 900 GS is appealing in its own right, flying the BMW flag high for aficionados of the brand. The Beemer is built in Germany, the land of technocrats and precision engineering, while the Tiger is produced in Thailand, for whatever that’s worth to ya.

For my money, on a per-dollar value, I believe the BMW F 900 GS is the best GS yet.

2024 BMW F 900 GS Specs

Base Price: $13,495  
Warranty: 2 yrs., unltd. miles 
Website: BMWmotorcycles.com

ENGINE 

Type: Liquid-cooled, parallel-Twin, DOHC w/ 4 valves per cyl. 
Displacement: 895cc 
Bore x Stroke: 86.0 x 77.0mm 
Horsepower: 105 hp @ 8,500 rpm (factory claim) 
Torque: 68.6 lb-ft @ 6,750 rpm (factory claim) 
Compression Ratio: 13.1:1 
Valve Insp. Interval: 12,000 miles 
Fuel Delivery: EFI w/ throttle-by-wire, 48mm throttle bodies 
Transmission: 6-speed, cable-actuated slip/assist wet clutch 
Final Drive: Chain

CHASSIS

Frame: Tubular-steel trellis frame & subframe, aluminum swingarm 
Wheelbase: 62.6 in.
Rake/Trail: 28.0 degrees/4.7 in.
Seat Height: 34.3 in.
Suspension, Front: 43mm inverted fork, fully adj., 9.1 in. travel
Rear: Single linkage shock, w/ adj. spring preload & rebound, 8.5 in. travel
Brakes, Front: Dual 305mm discs w/ 2-piston axial calipers & cornering ABS 
Rear: Single 265mm disc w/ 1-piston caliper & cornering ABS 
Wheels, Front: Cross-spoke w/ aluminum rims, 2.15 x 21
Rear: Cross-spoke w/ aluminum rims, 4.25 x 17
Tires, Front: 90/90-21 
Rear: 150/70-17  
Wet Weight: 483 lb 
Fuel Capacity: 3.8 gal.

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Janus Gryffin 450 Scrambler Review | First Look

February 23, 2024 mcnews Leave a comment

Janus Motorcycles has announced its latest model, the scrambler-styled Gryffin 450. The Janus Gryffin 450 has classic ’50s and ’60s style and hand-crafted components, and each one is made-to-order with the owner’s input and preferences.

Janus Motorcycles is based in Goshen, Indiana, and the company’s website states that it makes “simple, beautiful machines that are a joy to own and ride.” The Gryffin 450 joins three other models in the Janus lineup: the Halcyon 450, Halcyon 250, and Gryffin 250. It will use the same enduro-inspired air-/oil-cooled 445cc Single as the Halcyon 450, with a claimed 30 hp. The scrambler version will ride on 21-inch front and 17-inch rear wheels and will feature a high exhaust, other adventure-oriented details, and a low weight of a claimed 330 lb.

“The Gryffin 450 is a close sibling to our Halcyon 450, but with some key changes that really make it excel off-pavement,” said Charlie Handsen-Reed, senior design engineer for Janus Motorcycles. “The longer suspension travel, wheel size, lower seat height, and larger fuel tank will be really welcomed by our off-road riders, and trimming another 30 lb off our already feather-weight 450 chassis will be a huge bonus for trailering, van-lifers, and for any adventuresome rider’s peace of mind and confidence.”

Part of the experience of owning a Janus is the customization offered from the made-to-order process. Like other Janus models, the Gryffin 450 will be available in a wide range of color options, pinstripe options, and other accessories. It will feature motocross footpegs, a headlight cage, pannier racks, highway bars, a skid plate, and a pillion seat.

Other components included on the Gryffin 450 will be hand-formed and beaded fenders, a hand-formed and welded stainless-steel exhaust, hand-welded chassis and fork, Brembo brakes, and hand-painted graphics and pinstripes.

Janus Motorcycles will begin taking reservations for the Gryffin 450 starting Feb. 23, 2024, and all orders placed in the first 30 days will be First Edition models with serial-numbered plates, limited-edition race plates, engraved components, and commemorative packages.

Those interested in the manufacturing process of Janus motorcycles can check out the Janus YouTube channel, where the company documents their design and build process.

MSRP for the Janus Gryffin 450 will be $13,495, and the fee to place a reservation is $2,995. The first Gryffin 450 bikes are expected to be finished in July 2024.

Visit the Janus Motorcycles website for more information.

Check out more new bikes in Rider’s 2024 Motorcycle Buyers Guide

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2024 Triumph Tiger 1200 Review | First Look

February 15, 2024 mcnews Leave a comment

Triumph Motorcycles has announced its 2024 Triumph Tiger 1200 GT Explorer and Tiger 1200 Rally Explorer models, which include further refinements to the engine, enhanced comfort and ergonomics, improved cornering clearance, reduced seat height with Active Preload Reduction as standard, and new colors. The GT Pro and Rally Pro models will not be available in the U.S. market for 2024.

At the unveiling of the new bikes, Triumph’s Global Product Marketing Manager James Wood said that, similar to the recent changes made to the Tiger 900 line, when it came to the 2024 Triumph Tiger 1200, the company is “constantly looking for ways to improve and refine our bikes and always looking to make them better for our riders.”

The Tiger 1200 line still features the liquid-cooled, transverse inline-Triple with DOHC and 4 valves per cylinder and a T-plane crankshaft with a 1-3-2 firing order. The irregular firing sequence gives the engine the feel and tractable response of a Twin down low and the sporty character of a Triple from the midrange to redline. In our 2023 Tiger 1200 GT Pro review, the Jett Tuning dyno showed 130.2 hp at 9,100 rpm and 81.8 lb-ft of torque at 7,000 rpm to the rear wheel through the bike’s shaft final drive.

When asked at the unveiling if Triumph had considered changing the engine configuration, Wood said the T-plane was a “very conscientious decision … because of the extra character it gives you and because of the extra tractability it gives you at low rpm.”

“That is absolutely something that we love about this bike and something we know that customers love about this bike too,” he said. “So it was never an option to be changed to anything else. It’s a really nice engine, especially for adventure-style riding.”

For the 2024 model, Triumph has made further changes to the crankshaft, alternator rotor, and balancer to increase engine inertia, plus some associated engine calibration changes, all with the goal of a smoother and more precise low-rev torque delivery. Triumph says customers will be able to feel the increased smoothness while accelerating or decelerating, especially at low speeds, and that an updated clutch design will create smoother engagement when changing into first gear.

Both Triumph Tiger 1200 Explorer models still feature Brembo Stylema braking components, with dual 4-piston monoblock radial front calipers clamping down on 320mm floating discs and a 1-piston rear caliper and 298mm disc. Cornering ABS is standard, as is cornering traction control. The Showa semi-active suspension system has On-Road and Off-Road damping modes, with nine settings ranging from Sport to Comfort within each mode, as well as automatic rear preload adjustment. Travel is 7.9 inches front and rear. The Tiger 1200 Rally Explorer rides on tubeless spoked wheels (21-inch front, 18-inch rear), and the GT Explorer features cast aluminum wheels (19-inch front, 18-inch rear).

The seat on both bikes has been redesigned with a flatter profile, providing more space for the rider, and the accessory low seat reduces the seat height by 0.8 inch from 33.5 inches to 32.7 inches on the GT Explorer and from 34.5 inches to 33.7 inches on the Rally Explorer. Seat height is reduced an additional 0.78 inch by the new Active Preload Reduction feature, which was revealed in August 2023 and offers the rider greater confidence by reducing the rear suspension preload as the Tiger 1200 slows to a stop simply by pressing the ‘Home’ button on the switch cube for one second.

The cornering clearance of the Triumph Tiger 1200 GT Explorer model has been increased by lifting the footpeg position and moving them closer to the bike, and a longer clutch lever has also been introduced, providing increased space for riders’ fingers, adding further comfort especially on longer journeys.

The Tiger 1200 Explorer technology package includes the Triumph Blind Spot Radar System, 7-inch TFT instrumentation with integrated My Triumph Connectivity System, Shift Assist, heated grips and seats, tire pressure monitoring, Hill Hold, and a keyless system that includes ignition, steering lock, and fuel cap.

Both variants of the Triumph Tiger 1200 Explorer models will be available with new colors for 2024. The GT Explorer will be available in Carnival Red, as well as the previous options of Snowdonia White and Sapphire Black. Pricing starts at $23,795. The Rally Explorer will be available in the new Matte Sandstorm and Jet Black options, as well as the popular Matte Khaki. Pricing starts at $24,895.

For more information, visit the Triumph Motorcycles website.

Check out more new bikes in Rider’s 2024 Motorcycle Buyers Guide

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2024 Honda Africa Twin Review | First Look

February 14, 2024 mcnews Leave a comment

2024 Honda Africa Twin Adventure Sports ES with manual transmission

American Honda has announced the return of its flagship Africa Twin adventure lineup, which has been updated for the new model year. The 2024 Honda Africa Twin will be available in in four variants: the off-road focused Africa Twin and the more on-road focused Adventure Sports ES, both of which will be offered in either a manual transmission or Dual Clutch Transmission (DCT) model. The DCT models feature automatic shifting or the option to use paddle shifters, as well as four settings: Drive, Sport 1, Sport 2, and Sport 3.

2024 Honda Africa Twin with manual transmission

“The Africa Twin is a mainstay of Honda’s adventure lineup, and we’re happy to bring this platform update to our customers for 2024,” said Brandon Wilson, manager of Racing and Experiential Marketing at American Honda. “With the recent addition of the midsize Transalp, and now this updated Africa Twin, it’s clear that Honda is committed to the adventure category, and to delivering capable machines to fuel enthusiasts’ desire to explore.”

Both the Honda Africa Twin and Africa Twin Adventure Sports ES are powered by a liquid-cooled 1,083 Unicam SOHC parallel-Twin with 4 valves per cylinder and 270-degree crank mated to a 6-speed gearbox and chain final drive. The engine’s intake/exhaust has been redesigned, and compression has been increased to 10.5:1.

2024 Honda Africa Twin Adventure Sports ES DCT — 2024 Africa Twin Adventure Sports ES DCT

Both bikes also feature cruise control and throttle-by-wire with seven levels of Honda Selectable Torque Control and four power delivery modes: Tour, Urban, Gravel, and user-programmable. The Africa Twins have a new five-position windscreen, tubeless tires, and a revised fairing design, and the Adventure Sports ES features heated grips.

Stopping power remains the same on both bikes, with dual 4-piston calipers biting 310mm front discs and a 2-piston caliper and 256mm disc in the rear. Both models have switchable cornering ABS with two modes: on-road or off-road.

For suspension, the Africa Twin still has a 45mm inverted telescopic fork and Pro-Link monoshock, but travel has been reduced to 8.0 inches in front and 8.7 in the back (down from 9.1/8.7, front/rear on the 2022 Africa Twin and Adventure Sports ES). The seat height remains at 34.3 inches for the standard position, with a low position of 33.5 inches. The Africa Twin still rides on 21-inch/18-inch front/rear wheels, and with its 5-gallon tank full, it has a wet weight of 510 lb or 535 lb for DCT.

The Adventure Sports ES also has a 45mm inverted telescopic fork and Pro-Link monoshock, both now with electronic adjustment offering five suspension damper settings: hard, medium, soft, and off-road, as well as a customizable “user” setting. Travel has been reduced to 7.3 inches/7.9 inches, front/back. Seat height has also been lowered to 33.7 inches for the standard position and 32.9 inches for the low position. The Adventure Sports ES has a new 19-inch front wheel (still 18 inches in the rear), a 6.6-gallon tank, and a wet weight of 535 lb or 559 lb for DCT.

The Africa Twins feature a 6.5-inch touch-panel LCD multi-information dash with three display options and compatibility with Apple CarPlay, Android Auto, and Bluetooth.

The 2024 Africa Twin will come in Grand Prix Red starting at $14,799 for the manual transmission and $15,599 for the DCT. The Adventure Sports ES will come in Pearl White starting at $17,599 for the manual transmission and $18,399 for the DCT. Both bikes will be available in May.

For more information, visit the Honda Powersports website.

Check out more new bikes in Rider’s 2024 Motorcycle Buyers Guide

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2024 Moto Guzzi Stelvio Review | First Ride

February 12, 2024 mcnews Leave a comment

In continuous production since 1921, Moto Guzzi is Italy’s oldest motorcycle manufacturer. Covid forced a one-year postponement of the 100th anniversary celebrations held at its Mandello del Lario factory on the shores of Lake Como, but Guzzi is now making up for lost time.

Last year, Moto Guzzi launched the first bike based on its newest model platform: the multifaceted V100 Mandello, which aspires to be both an urban roadster and a mile-eating sport-tourer. One year later comes another new model, the reimagined 2024 Moto Guzzi Stelvio adventure-tourer, which was designed and engineered alongside the V100 and unveiled at last November’s EICMA show in Milan.

Given the current significance of the ADV segment in global market terms, it’s surprising that Guzzi’s owner, Piaggio, didn’t prioritize the Stelvio over the Mandello, but hey, better late than never. As I soon understood on an exclusive ride aboard this new model along the fabulously scenic, super grippy, and ultra-demanding mountain roads of the Ligurian Alps north of Genoa on a sunny winter’s day, this is a significant new model that moves Moto Guzzi to the forefront of everyday motorcycling.

Priced at $16,390 without the optional PFF Rider Assistance package, this new Guzzi is more costly than Suzuki’s $14,849 V-Strom 1050XT, Honda’s $14,499 Africa Twin, and Husqvarna’s $14,899 Norden 901.

Named after the legendary Dolomites pass in northern Italy, which connects two valleys via 48 hairpin bends, the Moto Guzzi Stelvio is a reincarnation of the previous model bearing the same name, which debuted in 2007 but was shelved in 2016 since it was unable to meet Euro 4 compliance. Powered by Guzzi’s 1200/8V Big Block motor, the previous iteration of the Stelvio was a much larger and 66-lb heavier motorcycle than its modern counterpart, and it represented an Italian air-cooled V-Twin alternative for those who didn’t want to ride a BMW R 1200 GS.

The new Stelvio is a very different package, which, like the V100 Mandello, ticks an array of new boxes for the historic Italian brand. It’s Moto Guzzi’s first liquid-cooled ADV, its first with a DOHC valvetrain, its first to be fitted with a gear-driven counterbalancer, and its first to embrace advanced electronics, including a 6-axis Continental IMU to provide data for the throttle-by-wire, cornering ABS, and other digital amenities. It’s a second long-awaited 21st century real-world Moto Guzzi model, which Piaggio’s late boss Roberto Colaninno had promised he’d bankroll for the past decade or more. His engineers finally delivered it to the marketplace after his August 2023 passing.

The result is a completely modern yet totally individual motorcycle that could not have emanated from any other manufacturer. Designer Giulio Rossi Paccani sought to create a best-in-class machine, one that wouldn’t need the famous Eagle badge or the trademark “flying” V-Twin to be identified as a Guzzi. The new Stelvio has undoubted presence – it looks classy, sleek, and undeniably modern, with the DRL light strip beneath its headlamp incorporating the silhouette of the Eagle in the Moto Guzzi tank badge with its wings spread wide. That’s neat!

Climb aboard the 32.7-inch stepped seat, which is sufficiently padded and has ample space for a passenger, and you’ll discover a great riding position thanks to the wide, tapered alloy handlebar that’s mounted on tall 3.7-inch risers and falls naturally to hand. The rubber grips are fat and thick, just right for good purchase. The new Moto Guzzi Stelvio feels more accessible than some other ADV models because the rider sits in it rather than perched up high, adding to the sense of control even in tricky conditions. This is a confidence-inspiring motorcycle that I felt at one with from the start. At 5-foot-10, I could put both feet flat on the ground at traffic lights thanks to the seat’s narrow front. Lower and taller seats are available as accessories.

The resulting riding stance is quite upright, with the rubber-mounted footpegs positioned relatively far back but not enough to be uncomfortable or to push the rider’s knees far enough forward to make friends with the cylinders, a common problem with Guzzi’s older OHV air-cooled V-Twins. Despite the fatter cylinders and heads of this liquid-cooled DOHC 8-valve motor, my knees came nowhere near the engine thanks also to the cylinders being inclined forward 6 degrees from vertical to create extra space, having already been rotated 90 degrees so that the throttle bodies are now positioned under the fuel tank, which also helps free up space. The engine is a fully stressed member of the tubular-steel trellis frame with eight mounting points.

Thumb the starter button, and the Stelvio’s V100 motor bursts immediately into life, settling to a 1,300-rpm idle without any trace of the rock ‘n’ roll from side to side delivered by traditional air-cooled Guzzis like the V85TT, which remains in production as a counterpoint to the Stelvio. Even if the throttle is blipped in neutral, there’s hardly any sway. It’s also nearly silent mechanically, with no sign of the clicks and rattles of its pushrod ancestors.

This is a totally modern motorcycle, which also doesn’t rise and fall on the suspension when you put it in gear and ride away or when you roll on and off the throttle because of the shaft final drive’s hypoid rear drive unit. Guzzi engineers have finally delivered the best of both worlds that was always there for the taking if only they’d addressed this sooner – the convenience and cleanliness of shaft drive coupled with the neutral dynamics of a chain-drive bike. Lots of good engineering has gone into this motorcycle.

The clutch lever is a bit stiffer than the one mated to the old air-cooled motor – but working said lever in traffic-choked stretches of road didn’t tire out my left hand unduly. The 6-speed gearbox’s shift action was almost flawless, and though not fitted to the Stelvio I tested, an up/down quickshifter is available as an option.

The Stelvio’s engine picks up strongly from 2,800 rpm upwards, with 3,000-6,500 rpm being the happy zone where riders will surf most of the time. It’s a wonderfully flexible motor, and 3rd gear especially is a useful ratio that you can hold for miles on end along a winding hillside road, running from as low as 2,000 revs to the 9,500 rpm soft-action limiter with zero transmission snatch and an utterly linear torque curve.

Thanks to the counterbalancer, there’s no real vibration to speak of, so you can really push the Stelvio hard, using the excellent feedback from the Sachs fork and the fine grip of the front Michelin Anakee Adventure tire to start sparking the footpegs’ hero tabs as you flick it from side to side. This is a nice-handling bike, with an unexpectedly plush ride quality, and despite its lack of a progressive-rate link, I could feel the KYB rear suspension smoothly working away beneath me. The suspension is adjustable for rebound damping and spring preload front and rear, and travel is 6.7 inches at both ends.

The Stelvio’s five ride modes (Sport, Road, Touring, Rain, Off-Road) all deliver full power, claimed to be 115 hp at 8,700 rpm and 77.4 lb-ft delivered at 6,750 rpm when measured at the crank, but they are tailored to different conditions using three different engine maps, three levels of engine braking, four levels of traction control, and two ABS modes.

Road and Touring modes are very similar in response – whereas Sport is notably crisper and more exciting to use – but they all make the Stelvio easy and responsive to ride, and it’s very easy to switch between them on the go via a button on the right switchblock. Cruise control is also standard. The fact that most of the bike’s development was accomplished in the Aprilia R&D Center in Noale, Italy, is surely one reason the Stelvio’s electronics are so excellent.

Although the bike I tested was not so equipped, the Stelvio will be the first model available with Moto Guzzi’s PFF Rider Assistance Solution as a factory-installed option. It uses 4D Imaging Radar technology to enable several safety-related features, including Following Cruise Control, Forward Collision Warning, Blind Spot Information System, and Lane Change Assist. Pricing for this option has not yet been announced.

The Stelvio has crisp, neutral steering and is surprisingly agile, with its wide handlebar allowing you to easily lever the bike from side to side through a series of twisting turns leading into yet another 2nd-gear hairpin while remaining super stable when needed, especially under hard braking. Indeed, slowing for such turns via the excellent Brembo brakes, with good initial bite from the radial monoblock front calipers, is always effective, and I could trail-brake into the apex without the Guzzi wanting to stand up and understeer.

The bike’s steering geometry (25.6-degree rake and 4.6 inches of trail), rational 59.8-inch wheelbase, and 170/60-17 rear tire all contribute to sweet, intuitive steering without having to give a discernible tug to the handlebar to make it change direction quickly. The 19-inch front tire suits the bike’s likely use: I didn’t get the chance to ride it off-road, but this is what the Italians call a moto strade bianche – a motorcycle that tackles the country’s network of white gravel roads with aplomb. But Guzzi insiders dismiss any thoughts of a 21-inch front wheel for more serious off-roading: “It’s not in our plans,” says Piaggio PR Manager Fabio Gilardenghi.

One reason for the sweet steering is the Stelvio’s balance – it’s not just a pretty face, but a rational real-world ride too, with well-chosen stock suspension settings so that it doesn’t pitch back and forth unduly during hard braking and acceleration. The wind tunnel-developed electrically adjustable windscreen adds comfort on long, fast stretches thanks to its 2.8-inch range of height adjustment, as well as the effectiveness of the small side flaps that deflected the breeze off my shoulders. In the lowest position, airflow over the screen came at my helmet’s chin, but there was no buffeting. With the screen fully raised, protection was impressive, delivering a calm bubble of mostly still air.

However, the Stelvio’s 5-inch color TFT dash is parked obtrusively in your line of sight, and while you eventually get used to the location, it looks rather unsightly and impacts visibility unless you sit fully upright in the seat. Having said that, the dash is both packed with data and super legible – the central digital speedo and the gear indicator to its right are very easy to see, as is the set of menus for configuring ride modes, controlling amenities, and linking to a smartphone. Navigating the menu system is both simple and intuitive. 

My day’s ride around Liguria on the new Stelvio was certainly fun but frustratingly short, as it was just a brief taster of what may very well be the best Moto Guzzi roadbike yet made – one which will appeal to conquest customers from rival brands, as well as diehard guzzisti. If you think I’m overstating the case, go and book a test ride at an event or your local Moto Guzzi dealer and then tell me I’m wrong. Piaggio’s marketing team knows they need to make the bike available for potential purchasers to try out to have any chance of convincing them of the Stelvio’s excellence. Even more than the Mandello, this is a well-engineered step forward into a brave new world for Moto Guzzi, which has achieved modernity without sacrificing its traditional qualities and intrinsic customer appeal that were derived from its neo-vintage range of previous models.

The build quality is very high, just as the prices are. And this is just the beginning, for after the Mandello and the Stelvio, there’s apparently a whole series of variants using the same platform already lined up to be launched at the rate of one new model every year for the next few years. After decades of riding Moto Guzzi models that never troubled the competition in a direct shootout but whose deficiencies you were prepared to excuse on the grounds of “character” or “tradition,” it’s good to see Piaggio has finally come up with the goods by underwriting the development of a potentially class-leading contender in the midsize ADV sector, one of the most competitive segments of today’s two-wheeled marketplace.

See all of Rider‘s Moto Guzzi coverage here.

2024 Moto Guzzi Stelvio Specs

Base Price: $16,390
Website: MotoGuzzi.com
Warranty: 2 yrs., unltd. miles
Engine Type: Liquid-cooled, longitudinal V-Twin, DOHC w/ 4 valves per cyl.
Displacement: 1,042cc
Bore x Stroke: 96 x 72mm
Horsepower: 115 hp @ 8,700 rpm (factory claim)
Torque: 77.4 lb-ft @ 6,750 rpm (factory claim)
Transmission: 6-speed, hydraulically actuated slip/assist wet clutch
Final Drive: Shaft
Wheelbase: 59.8 in.
Rake/Trail: 25.6 degrees/4.6 in.
Seat Height: 32.7 in.
Wet Weight: 542 lb (90% fuel)
Fuel Capacity: 5.5 gal.

Check out more new bikes in Rider’s 2024 Motorcycle Buyers Guide

The post 2024 Moto Guzzi Stelvio Review | First Ride appeared first on Rider Magazine.

Source: RiderMagazine.com

Motorcycle News, News

2025 Moto Morini X-Cape 1200 Review | First Look

February 7, 2024 mcnews Leave a comment

Moto Morini, the Italian motorcycle brand purchased in 2018 by Zhongneng Vehicle Group, just unveiled its 2025 Moto Morini X-Cape 1200 adventure bike at the 2024 AIMExpo in Las Vegas. The company says it is going for a balance between performance, agility, power, comfort, and the Italian style that is a central thread that inspired the designers at Moto Morini.

The Moto Morini X-Cape 1200 is powered by the new 1,187cc V2 Corsa Corta EVO engine, an 87-degree V-Twin designed and engineered in Italy and making a claimed 122 hp. The bike is equipped with rider assistance features such as cruise control, a quickshifter, traction control, and blind-spot radar, as well as four different ride modes.

Stopping power is provided by Brembo monoblock front calipers and dual 320mm discs, with a fixed caliper for the 280mm rear disc. The bike features cornering ABS that can be disabled for experienced riders who wish to aggressively tackle unpaved roads. A fully adjustable fork and progressive link shock provide 6.7 inches of travel in the front and 6.3 inches in the back.

The Moto Morini X-Cape 1200 has a tubular trellis frame. The seat height is 33.8 inches, and the company says the ergonomics of the seat have been designed to allow an active and comfortable setup for riders. Additionally, the design of the bodywork directs hot air away from the rider for improved comfort and prolonged saddle time.

The spoked, tubeless wheels (3.5×19-inch front, 5.0×17-inch rear) are shod with Pirelli Scorpion Trail tires. Tire pressure monitoring is standard.

The bike has full LED lighting and a 7-inch TFT screen that includes an integrated navigation system.

An aluminum luggage rack is included as standard equipment, and accessories will include luggage with integrated attachments.

Pricing for the 2025 Moto Morini X-Cape 1200 has not yet been announced.

Check out more new bikes in Rider’s 2024 Motorcycle Buyers Guide

The post 2025 Moto Morini X-Cape 1200 Review | First Look appeared first on Rider Magazine.

Source: RiderMagazine.com

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