Tag Archives: Sport Motorcycle Reviews

Ducati Panigale V4 25th Anniversary 916 | First Look Review

Ducati Panigale V4 25th Anniversary 916
The limited-edition Ducati Panigale V4 25th Anniversary 916 celebrates the silver anniversary of Ducati’s most iconic motorcycle. (Images courtesy Ducati)

On any list
of iconic motorcycles of the 20th century, Ducati’s 916 holds a place of
prominence. Delivering the 1-2 knockout punches of stunning good looks and
blistering performance, the 916, which debuted for 1994, is considered one of
the most beautiful motorcycles ever designed. The beauty was also a beast,
winning 120 races, eight constructors’ titles and six rider championships in
World Superbike during its 10-year production run, which includes the
larger-displacement 996 and 998 models. Closely associated with the 916 is
British racer Carl “Foggy” Fogarty, who won 43 World Superbike races and four
championships on the 916 and 996.

1994 Ducati 916 Stradale
The bike that started it all–the 1994 Ducati 916 Stradale.

To celebrate the 916’s 25th anniversary, Ducati has unveiled a limited-edition Panigale V4 25° Anniversario 916. Based on the Panigale V4 S, the 25th Anniversary edition has been upgraded with racing content from the Panigale V4 R such as the Ducati Corse Front Frame, the dry clutch and even more track-specific electronics, such as Ducati Quick Shift EVO 2 and “predictive” Ducati Traction Control EVO 2.

2019 Ducati Panigale V4 R | First Look Review

The special
Panigale’s livery is inspired by the Ducati 996 SBK (winner of the 1999 World
Superbike Championship) with forged magnesium Marchesini Racing wheels, a titanium
type-approved Akrapovič exhaust and a wish list of carbon fiber and billet
aluminum components. Limited to just 500 examples, each bike comes with an
authenticity certificate that matches the laser-engraved ID number (XXX/500) on
the top yoke with the engine and frame serial number.

Ducati Panigale V4 25th Anniversary 916
Four-time World Superbike champion Carl Fogarty with the limited-edition Panigale V4 and his 1999 Superbike race machine that provided inspiration.

Dedicated
equipment for the Panigale V4 25° Anniversario 916:

  • “916 25° Anniversario” color scheme
  • Numbered (xxx/500) machined-from-solid aluminum top yoke
  • Front Frame with Ducati Corse specifications
  • Two-tone rider’s seat
  • Forged magnesium Marchesini Racing wheels
  • Dry clutch
  • Titanium Akrapovič type-approved silencer
  • Ducati Traction Control EVO 2 (DTC EVO 2)
  • Ducati Quick Shift EVO 2 (DQS EVO 2)
  • Racing screen
  • Carbon fiber front mudguard
  • Carbon fiber rear mudguard
  • Carbon fiber heel guards
  • Carbon fiber/titanium swingarm cover
  • Racing grips
  • Adjustable billet aluminum rider footpegs
  • Billet aluminum folding clutch and brake levers
  • Brake lever guard (supplied)
  • Ducati Data Analyser+ (DDA+) kit with GPS module (supplied)
  • Open carbon fiber clutch cover (supplied)
  • Special “25° Anniversario 916” bike cover (supplied)
  • Billet aluminum racing-type filler cap (supplied)
  • Plate holder removal cover (supplied)
  • Billet aluminum rear view mirror plugs (supplied)
  • “Shell” and “Foggy” logo stickers (supplied)
Ducati Panigale V4 25th Anniversary 916
Ducati Panigale V4 25th Anniversary 916

The Panigale
V4 25° Anniversario 916 is powered by the 1,103cc Desmosedici Stradale. A
MotoGP-derived 90-degree V4 with Desmodromic timing, it features a
counter-rotating crankshaft and a Twin Pulse firing order, and it produces 214
horsepower at 13,000 rpm and 91 lb-ft of torque at 10,000 rpm. The engine is
enhanced with the adoption of a dry clutch and type-approved titanium Akrapovič
silencers.

Ducati Panigale V4 25th Anniversary 916
Foggy hasn’t lost his edge. He look right at home on the Panigale V4.

From a
chassis viewpoint, the Panigale V4 25° Anniversario 916 has it all. The front
frame, which exploits the Desmosedici Stradale engine as a structural chassis
element, is the same as the one on the Panigale V4 R but differs slightly on
account of the lighter, machined sides. The frame is coupled to an Öhlins
NIX-30 fork, an Öhlins TTX36 rear shock and an Öhlins steering damper, all
managed by the Öhlins Smart EC 2.0 control system. This gives the rider access
to next-level dynamic bike control, augmenting on-road safety and shortening
on-track lap times. Ultralight forged magnesium Marchesini Racing wheels carry top-drawer
brakes, with two 330mm Brembo discs with Brembo Stylema monoblock front calipers
and a single 245mm disc with a 2-piston caliper at the rear.

Ducati Panigale V4 25th Anniversary 916
In addition to the special livery and limited-edition numbered plate, the racing screen includes a nod to Sir Foggy.

The Panigale
V4 25° Anniversario 916 has a latest-generation electronics package. Based on a
6-axis Bosch Inertial Measurement Unit (IMU), it features controls designed to
manage every aspect of riding. The electronic package includes:

  • Bosch Cornering ABS EVO
  • Ducati Traction Control EVO 2 (DTC EVO 2)
  • Ducati Slide Control (DSC)
  • Ducati Wheelie Control EVO (DWC EVO)
  • Ducati Power Launch (DPL)
  • Ducati Quick Shift up/down EVO 2 (DQS EVO 2)
  • Engine Brake Control EVO (EBC EVO)
  • Ducati Electronic Suspension EVO (DES EVO)

Furthermore,
the Panigale V4 25° Anniversario 916 comes with the Ducati Data Analyser+
(DDA+) kit with GPS module. DDA+ is a telemetry system. Similar to those used
in competitions, it consists of a data acquisition device (via CAN line) and
analysis software that takes its inspiration from professional programs. The
device records ride parameters such as cornering lines, RPM, gear, throttle
aperture angle, front brake pressure, DTC intervention etc. and geo-locates
them on the track. Once disconnected from the bike and connected to the PC via
the USB port, the software lets the user upload the acquired data feeds and
analyse on-track performance.

For more information, visit ducati.com.

Source: RiderMagazine.com

Indian Unveils FTR 1200 Artist Series Tank Covers

Indian FTR 1200 limited-edition tank cover designed by Steve Caballero.

Today at the Wheels
& Waves motorcycle and surfing show in Biarritz, France, Indian Motorcycle unveiled
FTR 1200 Artist Series, a collaboration with five renowned artists on a
limited-edition line of tank covers for its all-new FTR 1200. Only 100 tank
covers of each design will be produced. Sets will be available from select
Indian Motorcycle dealers for $699.

2019 Indian FTR 1200 S | First Ride Review

Indian
Motorcycle curated a lineup of artists with distinct styles from street
graffiti to modern abstract, in order to appeal to a wider range of consumer
preferences. The artistic tank covers will allow FTR 1200 owners to transform
their bike into a piece of mobile fine art, while also increasing their personal
connection to the FTR 1200.

The five
artists include:

Steve Caballero: A legendary skateboarding icon and original member of the famed “Bones Brigade,” Cab has forged his legacy by turning pools and half pipes into canvases for his skate artistry. Over the years, he has become well-known for his extraordinary “low-brow,” hot-rod-culture-inspired original art work. His designs are now highly sought after by brands and collectors across the skate and art industries.

Indian FTR 1200 tank cover Steve Caballero
Indian FTR 1200 limited-edition tank cover designed by Steve Caballero.

D*Face: D*Face (a.k.a. Dean Stockton) is a leading figure in Urban Contemporary Art, inaugurating his career on the streets more than 15 years ago. He originally entered the scene by hand-drawing stickers and posters, adhering them all over London and beyond for the unsuspecting public to discover. His work has since evolved, from fine art gallery shows to full-scale outdoor mural installations that transform urban landscapes and high-rise buildings into massive works of art.

Indian FTR 1200 tank cover D*Face
Indian FTR 1200 limited-edition tank cover designed by D*Face.

Adam Turman: A home-grown visionary from Indian Motorcycle’s very own backyard of Minneapolis, Turman is known best for large-scale, vivid and dynamic wall-mural installations throughout the Midwest. He began his art career by creating gig posters for local bands, taking inspiration from the bold, graphic style of 1980s comics and heavy metal art. Turman’s keen ability to marry his bold, vivid artistic visions with strategic-marketing objectives has made him one of the Midwest region’s most sought-after commercial artists.

Indian FTR 1200 tank cover Adam Thurman
Indian FTR 1200 limited-edition tank cover designed by Adam Turman.

ThankYouX: ThankYouX (a.k.a. Ryan Wilson) began his artistic journey on the streets of Los Angeles in 2009 spray painting stencils in homage to Andy Warhol. While these signature stencils were his initial calling card, they were only scratching the surface of his multi-faceted artistic identity. As his level of notoriety expanded, the nature of his expression evolved to modern abstract designs that stand in contrast to the more conventional graffiti-inspired street-art paradigm. His unique brand of street art has captured attention and earned acclaim around the world.

Indian FTR 1200 tank cover ThankYouX
Indian FTR 1200 limited-edition tank cover designed by ThankYouX.

RISK: A true “O.G.” in the world of graffiti, RISK began his career as a founding member of the WCA (West Coast Artists) graffiti crew. RISK was one of the first graffiti writers in Southern California to paint freight trains and pioneered the use of billboards and freeway overpasses as artistic canvases. Over several decades his career has transitioned from the streets to museums, galleries and clothing lines. Risk is an innovative contemporary artist who now incorporates everything from advanced: “color theory” to “neon” in his body of work.

Indian FTR 1200 tank cover RISK
Indian FTR 1200 limited-edition tank cover designed by RISK.

The FTR 1200
stands as Indian Motorcycle’s most-customizable platform to date, featuring
four distinct accessory collections, designed to modify the bike’s overall look
and feel to suit different rider preferences and styles. With its fuel tank
located beneath the seat, the FTR 1200 airbox sits directly over the motor
where fuel tanks more commonly reside. This allows for tank covers that are
easy to remove and interchange, making the process of customization and
personalization even more efficient for riders.

Indian Releases Four Curated Accessory Collections for the FTR 1200

“Art and
motorcycles share a common thread of self-expression, and for motorcycles,
customization is where self-expression truly comes to life,” said Reid Wilson,
Senior Director of Marketing and Product for Indian Motorcycle. “The FTR 1200
and its diverse accessory collections, were purposefully designed to enable a
rider’s desire for self-expression, and the Artist Series serves that same
purpose in a highly artistic fashion.”

An episodic content series, scheduled to debut shortly after Wheels & Waves, will showcase each of the five artists, their design process and their unique airbox cover designs. To learn more about Indian Motorcycle visit IndianMotorcycle.com and follow along on Facebook, Twitter and Instagram.

Source: RiderMagazine.com

2020 Suzuki Katana | Video Review

The 2020 Suzuki Katana is a modern interpretation of the Hans Muth-designed 1981 GSX1100S Katana, an icon of late 20th century motorcycle aesthetics. The new version has edgier lines and is built on the GSX-S1000 naked sportbike platform. We traveled to Japan to ride the new Katana on Kyoto’s Arashiyama-Takao Parkway, and you can watch our video review below. Or click the link at the bottom to read our complete First Ride Review report.

Read our complete First Ride Review of the 2020 Suzuki Katana here!

Source: RiderMagazine.com

2019 Indian FTR 1200 S | First Ride Review

2019 Indian FTR 1200 FTR1200
Inspired by the championship-winning FTR750 flat track racer, the Indian FTR 1200 S Race Replica is powered by a 123-horsepower V-twin and has a high-performance chassis. (Photos by Barry Hathaway)

“Win on Sunday, sell on Monday” has been an adage of the
motorcycle industry as long as there has been a motorcycle industry. By
investing in racing, manufacturers not only develop new technologies that
trickle down to their production models, they also elevate their brand in the
eyes of potential customers. After an absence of more than 60 years from flat
track racing, Indian created the FTR750 race bike, signed top-name racers to
recreate the legendary Wrecking Crew and won back-to-back American Flat Track
Twins titles in 2017 and 2018.

2019 Indian FTR 1200 FTR1200
Top-spec Indian FTR 1200 S Race Replica model has fully adjustable suspension, riding modes, lean angle-sensitive ABS and other rider aids, a Ride Command LCD display and an Akrapovic exhaust.

Not only do those wins help Indian sell cruisers, baggers and tourers, they give it credibility when it comes to building a high-performance motorcycle. That’s where the new-for-2019 FTR 1200 comes in–a light, fast, agile street tracker inspired by Indian’s championship-winning race bike that breaks free of the cruiser orthodoxy that has dominated American-made motorcycles for decades.

2019 Indian FTR 1200 FTR1200
Lean it like you mean it, the Indian FTR 1200 S is ready. A wide handlebar, moderate weight, a firm chassis, ample cornering clearance and cannonball low-end torque give the FTR serious chops in the twisties.

Greg’s Gear
Helmet: Arai Defiant-X
Jacket: Joe Rocket Classic ’92
Pants: Spidi Furious Tex Jeans
Boots: Sidi Scramble

With a liquid-cooled, DOHC V-twin that makes 123 horsepower and 87 lb-ft of torque (claimed), a lightweight tubular-steel trellis frame, Brembo brakes, Sachs suspension, an aggressive riding position and a wet weight said to be 518 pounds, the FTR 1200 has more in common with European and Japanese naked sportbikes than it does with anything else in Indian’s or Harley’s lineups. The higher-spec FTR 1200 S further raises the bar, with fully adjustable suspension, a 4.3-inch Ride Command LCD touchscreen display with Bluetooth, a six-axis IMU and an electronics package that includes three riding modes and lean angle-sensitive ABS, traction control, stability control and wheelie mitigation control.

2019 Indian FTR 1200 FTR1200
The Indian FTR 1200 S has an aggressive, hunched-forward riding position without being extreme or uncomfortable. Reach to the high, wide handlebar is just right, and the footpegs are well positioned. The 33.1-inch seat will be a challenge for some.

The FTR 1200 has been a long time coming. Teased with the high-piped FTR1200 Custom at the Milan show in 2017, the FTR 1200 and FTR 1200 S were finally shown to the public at the Cologne show last October. Perhaps, like us, you had a chance to throw a leg over an FTR at a motorcycle show and had visions of sugar-plum hooligans dancing in your head. Especially on the FTR 1200 S Race Replica, with its red-painted frame and swingarm, there’s no doubt that Indian nailed the styling.

2019 Indian FTR 1200 FTR1200
The Indian FTR 1200 S Race Replica looks the business with its red trellis frame, compact V-twin, FTR750-inspired “tank” (fuel is carried under the seat), laydown shock and Akrapovic exhaust.

Like the FTR750 it’s based on, the FTR 1200 has a bulldog stance with a tank that flows smoothly into the seat (on the 1200, fuel is carried below the seat so the “tank” is primarily an airbox cover with a fuel filler and removable side panels), a sharply pointed tail section, cast wheels with dirt track-style tires and chain final drive. When the FTR 1200 was unveiled, some complained that it didn’t have the high pipes of the FTR750 or the FTR1200 Custom, but, according to Indian, for a street-legal motorcycle high pipes aren’t practical due to heat and the added width up high where the bike should be narrow. As it is the FTR 1200 has a 33.1-inch seat height, so a set of double pipes just below the rider’s right thigh would make it even harder to get both feet on the ground.

2019 Indian FTR 1200 FTR1200
A hot bike in a cool location–Indian hosted its press launch in Baja California Sur, Mexico, where there is plenty of sand, sun and surf.

After months of anticipation, Indian hosted a press launch
for the FTR 1200 on the southern tip of Mexico’s Baja peninsula, where we got
two full days of riding not-quite-production-ready FTR 1200 S Race Replicas.
For those accustomed to the low-seat, feet-forward riding position on cruisers
like the Indian Scout, the FTR is very different. With its high seat located
close to the center of the bike and midmount footpegs, the rider sits on top of
the bike rather than down in it, leaned forward in an aggressive stance. The
seating position reminds me of a scrambler, where moving forward on the seat to
weight the front wheel makes it easier to hang the tail out in a slide. Since
the FTR 1200 is based on a race bike whose primary purpose is to slide around
corners, the seating position makes sense.

2019 Indian FTR 1200 FTR1200
Doing our best Jared Mees impression on a sandy, rocky coast road near San José del Cabo. With the FTR 1200 S in softer-throttle-response/low-power Rain mode and ABS/TC turned off, it was easy to initiate a controllable power slide.

Early in our test ride, we rode 40 miles on a sandy, rocky road that wound its way along the coast, providing countless opportunities to power slide around corners. Although the folks at Indian strongly insist that the FTR is a street bike and not designed to be scrambled off-road, the low-traction conditions gave us a chance to evaluate the bike’s balance, maneuverability and power delivery. With the FTR in Rain mode (less horsepower with softer throttle response) and ABS and TC turned off, it proved to be imminently capable and easy to ride. I slid forward on the seat, kept a light grip on the wide ProTaper handlebar and used the throttle to help steer around corners, right-now torque breaking the rear tire loose with a flick of the wrist. The Dunlop DT3-R tires, which are modeled after flat track race tires and were developed for the FTR 1200, hooked up well and their 19-inch front, 18-inch rear diameters rolled over bumps and washboard with ease. Even though the Brembo M4.32 monoblock front calipers are superbike-strong, they offer precise modulation and even if I overcooked a corner I was able to rein in the FTR with control.

2019 Indian FTR 1200 FTR1200
Don’t try this at home. Even though we had fun sliding and scrambling the FTR 1200 S for 40 miles on a sandy road, Indian strongly emphasized that the FTR is designed for the street, not off-road. When in Cabo….

Although the FTR shares a 60-degree Vee angle and 73.6mm
stroke with the Scout, its engine is all new. With a larger 102mm bore (the
Scout’s is 99mm), the FTR displaces 1,203cc (73ci) and it has a 12.5:1
compression ratio, high flow cylinder heads and dual throttle bodies. A
low-inertia crankshaft helps the FTR rev up fast to its 8,000-rpm redline, and
the Race Replica’s Akrapovic exhaust is assertive without being too loud.
Throttle-by-wire enables cruise control as well as riding modes that adjust horsepower,
throttle response and traction control (full 123 horsepower in Sport and
Standard; 97 horsepower in Rain). Being able to change displays or riding modes,
turn off ABS/TC and adjust settings using the LCD touchscreen was so intuitive
that I wonder why more motorcycles don’t offer such a familiar, smartphone-like
interface (there are also buttons on the switchgear so changes can be made
without taking a hand off the handlebar).

2019 Indian FTR 1200 FTR1200
Among the things the $2,000 upgrade for the S model over the standard FTR 1200 pays for is the fantastic 4.3-inch Ride Command LCD touchscreen display, which can be operated like a smartphone.

Since most FTR 1200 owners will never take their bikes off-road, the 260 miles of pavement on our two-day route were ideal for testing the FTR in its intended environment, including mountain roads, straight-line highways and potholed city streets. Attacking curves at a fast pace, the FTR was in its element. Plenty of torque throughout the rev range launches the FTR like a cannonball off the line and out of corners, and its chassis is robust and responsive. Stock suspension settings are on the stiff side, good for spirited cornering but a tad firm for cruising around town; adjust as you see fit. An assist-and-slipper clutch makes it easy to change gears even when riding aggressively, but the lever has a very narrow friction zone. A quickshifter would be a great addition to Indian’s extensive list of accessories, which offers a wide range of customization options with Tracker, Rally, Sport and Tour collections.

2019 Indian FTR 1200 FTR1200
Although the FTR 1200’s Dunlop DT3-R flat track-style radials squirm a bit when pushed because the tread blocks are small, they grip well and transition easily from side to side.

The Indian FTR 1200 S is the make-no-excuses, American-made
performance bike we’ve been waiting for. It’s not perfect—there’s too much
vibration in the grips, which repeatedly left my throttle hand numb and
tingling (cruise control to the rescue!), and the engine radiates a fair amount
of heat, which roasted my thighs during the hottest part of the day and when
riding at a slow pace. But a few rough edges hardly diminish what the FTR 1200
S represents—a cool-looking, hard-charging, corner-carving street tracker with
state-of-the-art technology that’s made right here in the good ‘ol U.S. of A.

2019 Indian FTR 1200 FTR1200
We could do with less heat and vibration, but the Indian FTR 1200 S is a sexy, rowdy bike that’s a total blast to ride.

Check out Rider’s Guide to New/Updated Street Motorcycles for 2019

2019 Indian FTR 1200 S Specs
Base Price: $13,499 (FTR 1200)
Price As Tested: $16,999 (FTR 1200 S Race Replica)
Website: indianmotorcycle.com
Engine Type: Liquid-cooled, transverse 60-degree V-twin, DOHC, 4 valves per cyl.
Displacement: 1,203cc
Bore x Stroke: 102.0 x 73.6mm
Transmission: 6-speed, cable-actuated assist-and-slipper clutch
Final Drive: O-ring chain
Wheelbase: 60.0 in.
Rake/Trail: 26.3 degrees/5.1 in.
Seat Height: 33.1 in.
Claimed Wet Weight: 518 lbs.
Fuel Capacity: 3.4 gals.
MPG: NA

2019 Indian FTR 1200 FTR1200
Sleek headlight cowl on the Indian FTR 1200 houses a distinctive looking LED headlight. Flat track-style aluminum handlebar is made by ProTaper.
2019 Indian FTR 1200 FTR1200
Cast aluminum wheels on the Indian FTR 1200 are in 19-inch front, 18-inch rear diameters. Superbike-spec Brembo M4.32 monoblock front calipers are strong and precise. ABS is standard, upgraded to cornering ABS on the S models.

Source: RiderMagazine.com

2019 Ducati Diavel 1260 S | First Ride Review

2019 Ducati Diavel 1260 S
It’s not quite a power cruiser, nor is it exactly a naked bike, and it certainly isn’t a full-on sport bike. What the 2019 Ducati Diavel 1260 S is, however, is a whole lot of fun. Photos by Milagro.

It’s big, muscular, powerful and aggressive, a styling mish-mash of crouching naked bike, sleek superbike and long, low cruiser, nicknamed–and then officially dubbed–by its creators: Diavel (“devil” in the local Bolognese dialect, where the Ducati factory is located).

Loathe to classify it with the c-word (cruiser), Ducati calls it a “disruptor,” which sounds plausible enough despite a bit of uncertainty as to exactly what market segment the Diavel is disrupting. Based on buyer demographics, that segment could be called “early-middle-aged guys who like to go fast on curvy roads but don’t want to fold themselves onto a superbike anymore.” I’m not a middle-aged man but the rest sounds good to me, and disrupting others’ expectations is kinda my hobby so…hello, dark prince.

2019 Ducati Diavel 1260 S
For 2019, the Diavel gets the Testastretta 1262 DVT L-twin from the XDiavel and Multistrada 1260/1260 Enduro.

The original Diavel, launched in 2011 and powered by the 1,198cc Testastretta L-twin borrowed from the Multistrada 1200, left us “with more questions than answers” but delivered a “mind-bending,” superbike-inspired riding experience (read the full review here). With chain final drive, mid-mount controls, a 28-degree rake, a 30.3-inch seat, a massive 240mm Pirelli Diablo Rosso II rear tire, headers that swooped and curled from the cylinders and a full suite of electronics, the Diavel was tough to define.

It took a decidedly power cruiser turn when the XDiavel variation was added to the lineup in 2016, raked out to 30 degrees and with a belt final drive, forward controls, a slightly lower seat and relocated front-mount radiator, the better to show off the new 1,262cc DVT L-twin that would make its way into the Multistrada 1260 and 1260 Enduro in 2018.

Read our First Ride Review of the 2016 XDiavel S here.

Climb aboard the 2018 Multistrada 1260 in our Video Review here.

2019 Ducati Diavel 1260 S
New parts on the 2019 Diavel include the frame, subframe, swingarm, wheels and exhaust. (New parts shown in red.)

For 2019, Ducati has redressed the original sin(ner), giving the Diavel a complete redesign that includes the larger engine and a more streamlined, yet still muscular look. Nearly everything on the Diavel 1260 is new, including the frame, subframe, swingarm, wheels, fuel tank, silencers, suspension, tail section, engine covers and bodywork. Even that massive rear tire is the new Pirelli Diablo Rosso III, which has a new profile said to aid turn-in. Rake has been tightened to 27 degrees and the wheelbase stretches 63 inches, midway between the previous Diavel and the XDiavel (which returns unchanged for 2019).

I could never quite wrap my heart around the look of the original, but what at first glance appear to be minor styling changes add up to a much more attractive bike, at least in my eyes. New stubby silencers don’t interfere with the rear wheel, whether you’re servicing it or simply admiring it. Front-mounted radiator shrouds and belly pan hug the front wheel like a superbike, and the tail has been streamlined with flush-mounted LED lights and a new, wider rider and passenger seat; the clever retracting grab rail returns, although passenger pegs are now in a more conventional, fixed position.

2019 Ducati Diavel 1260 S
Flush-mount LED lights under the tail look much better than the original, but we still aren’t a bug fan of all that black plastic. Note the retractable passenger grab handle at the back.

Up front is a headlight with LED daytime running light (S model only) and full-color 3.5-inch TFT display as seen on the XDiavel, plus very cool (and bright!) integrated LED turn indicators with the “light blade” technology used on Audi automobiles (the Volkswagen group, you may recall, owns Ducati).

Suspension on the $19,995 standard model includes a fully adjustable 50mm USD fork and preload/rebound adjustable rear shock, while brakes are radially mounted Brembo monobloc 4-piston M4.32 calipers squeezing two 320mm discs, and a 2-piston Brembo floating caliper with 265mm disc at the rear; Bosch Cornering ABS Evo is standard. On the $22,995 S model we tested, suspension is upgraded to a 48mm Öhlins fork and Öhlins monoshock, both fully adjustable, and the front calipers are top-of-the-line Brembo M50s that stop the bike pronto.

2019 Ducati Diavel 1260 S
Powerful Brembo M50 monobloc calipers grip twin 320mm front discs. Bosch Cornering ABS Evo is standard on both the regular and S models.

Both models include a full suite of electronics: three rider-customizable riding modes (Sport, Touring and Urban), the Ducati Safety Pack (Bosch Cornering ABS Evo and Ducati Traction Control Evo), Ducati Wheelie Control, Ducati Power Launch Evo, cruise control, backlit switchgear and self-cancelling indicators. The S adds Ducati Quick Shift Up/Down Evo and compatibility with the Ducati Multimedia System and Ducati Link App (all of which is available optionally on the base model).

Let’s face it though, on a bike named “devil,” the engine is king, and you can do a whole lotta sinnin’ with this one. The Testrastretta DVT 1262 L-twin doles out 145 smooth rear-wheel horsepower and 85.3 lb-ft of torque per the Jett Tuning dyno when we tested the XDiavel back in May 2016. Full power is available in both Sport and Touring modes, although I found throttle response to be a bit too abrupt in Sport, and used Touring mode everywhere except on bumpy, tight city streets where Urban worked best. It cuts max power to 98 and torque to 64 per our test, but all three modes can be customized with power, ABS, traction control and wheelie control settings.

2019 Ducati Diavel 1260 S
Lean forward, pin the throttle and feel yourself being pushed into the seat scoop. The Diavel 1260 S is a bike that wants to be ridden hard and fast.

I didn’t mess with the standard Touring mode settings, simply enjoying the sinful rush of acceleration and howling roar as we tore through the rocky, hilly countryside at the press launch in Southern Spain. The 538-pound (claimed) Diavel was relatively easy to handle on the endless curves, although in parking lots the long wheelbase, limited turning radius and wide handlebar necessitated some effort and concentration. The long, bulging 4.5-gallon fuel tank gives the impression of a superhero’s flying reach to the grips, but in reality the ergos put the rider into just a slight forward lean that’s quite comfortable, with feet solidly on the mid-mount pegs and butt planted in the scooped-out, 30.7-inch seat.

2019 Ducati Diavel 1260 S
LED daytime running light (DRL) is standard on the S model.

On most bikes with a fat rear tire and even a whiff of cruiser-ness, handling is secondary to looks, but this is a Ducati. Flickable it isn’t, but in the hands of an experienced rider the Diavel will give most sportbikes a run for their money, and the upshot of the solid chassis, low center of gravity, long wheelbase and thick rubber is stability that encourages the rider to drink deeply of the Testastretta’s intoxicating power. This is a bike that likes to be ridden hard and fast; let the revs drop below 3,000 rpm and the engine lugs in protest. Keep that throttle open and the revs spinning, and you’ll be rewarded with worldly pleasures. As Ducati says, it’s so good to be bad.

At 8 years old, the Diavel is still genre defying and, honestly, very much a niche motorcycle. But this latest iteration is, in my opinion, the best one yet, so if you’re the type who likes to march to your own beat and forge your own identity, this disruptor might be exactly what you’re looking for.

2019 Ducati Diavel 1260 S
2019 Ducati Diavel 1260 S in Sandstone Gray.

Keep scrolling for more images…

2019 Ducati Diavel 1260 S

Base Price: $22,995
Website: ducati.com
Engine Type: Liquid-cooled, desmodromic DOHC, transverse 90-degree L-twin, 4 valves per cyl.
Bore x Stroke: 106.0 x 71.5mm
Displacement: 1,262cc
Transmission: 6-speed, hydraulically actuated wet slipper clutch
Final Drive: O-ring chain
Wheelbase: 63.0 in.
Rake/Trail: 27.0 degrees/4.7 in.
Seat Height: 30.7 in.
Claimed Wet Weight: 538 lbs.
Fuel Capacity: 4.5 gals.
Average mpg: NA

2019 Ducati Diavel 1260 S
Two-level display has indicator lights across the top, with a 3.5-inch TFT screen below. Controls are are on the left switchgear and are backlit.
2019 Ducati Diavel 1260 S
Fully adjustable Ohlins monoshock has remote reservoir and preload adjustment knob.

Source: RiderMagazine.com

2019 Kawasaki Z400 ABS | First Ride Review

2019 Kawasaki Z400 ABS
The 2019 Z400 ABS fills out Kawasaki’s Z lineup of naked bikes. Based on the Ninja 400 ABS, it’s truly a sport bike sans fairings. Photos by Kevin Wing.

In the 1960s, a term emerged among American motorcyclists: UJM, short for Universal Japanese Motorcycle, a not very enthusiastic characterization of the CB, KZ, GS and XS models flooding our shores. As a style, UJMs also birthed the equally unenthusiastically named motorcycle type known as the “standard.”

Simple, functional and stylish–in a “tank, seat, engine” sort of way–standards became, well, the standard motorcycle type for decades, as increasingly specialized niches evolved around them such as performance sport, sport touring, touring, cruisers, dual-sport, ADV…and lately factory custom, supermoto and flat track. There is a bike out there for every taste, but through it all standards, now known as slightly sexier “naked” bikes, have existed as cost-effective, fun options for those of us who just enjoy getting out and riding.

For a comprehensive list of the Best Bikes for Smaller Riders (and Budgets), click here.

From 1974 to 1984, one of those UJM “standards” was the Kawasaki KZ400, built for the U.S. market in a new factory in Lincoln, Nebraska, the first foreign-owned motorcycle plant in the country. Thirty-five years later, Kawasaki is rounding out its modern-day “Z” lineup of naked bikes with the new 2019 Z400 ABS (made in Thailand, not Nebraska).

Based on past sales and research trends, Kawasaki expects the naked bike segment to continue to grow as buyers seek out the same magic balance of performance, comfort and price that drew riders to the standards of the ’60s, ’70s and beyond. In fact, its research has shown that naked bike buyers name cost as a major deciding factor when choosing a new bike. It’s not just the sticker price, but cost-of-ownership items like repairs, maintenance and insurance, all of which are typically less than that of a fully faired performance sportbike.

2019 Kawasaki Z400 ABS
The Z400’s engine isn’t dumbed-down or de-tuned, it’s the same as that used in the Ninja 400, down to the throttle map and gearing.

Naked bikes have often been described as de-tuned, dumbed-down versions of a given sportbike model, but the Z400 ABS defies that label. In fact, it’s fair and quite accurate to describe the Z400 as a Ninja 400 with a flat handlebar and no fairings. Its steel trellis frame, 399cc, liquid-cooled, parallel twin engine, six-speed gearbox with assist-and-slipper clutch, 30.9-inch seat, 5-spoke cast wheels, Dunlop GPR-300 tires, front and rear ABS-equipped brakes, comfortably rearset footpegs, LCD instrument and Showa front/KYB rear suspension are all the same as the Ninja’s, with one exception: the springs both front and rear are roughly 10 percent lighter for a more comfortable street-oriented ride.

Read our First Ride Review of the 2018 Ninja 400 ABS here.

2019 Kawasaki Z400 ABS
The low headlight and tall tail of the Z400 is characteristic of its Sugomi styling, which in Japanese roughly translates as something awe-inspiring, as a predator the moment before it strikes.

Jenny’s Gear
Helmet: Arai Signet-X
Jacket: AGV Sport Helen
Jeans: Spidi J&Racing Lady
Boots: Sidi Lady Gavia Gore-Tex

Otherwise, you’re riding a Ninja 400 ABS, and at an MSRP of $4,799 the Z400 ABS is $500 less expensive than its fully faired fraternal twin. Like the Ninja, my first impression upon swinging a leg over it at the press launch ride in the rolling terrain of Southern California was its impression of size. The Z400, despite weighing in at a claimed 364 pounds ready to ride, feels like a larger motorcycle, and with its wide, relaxed handlebar that’s 50mm higher than the Ninja’s I found it to be comfortable on our 120-mile ride. That said, if it were mine I would probably install Kawasaki’s accessory high seat ($199.95), which adds one inch to the seat height and would better fit my 34-inch-inseam legs.

2019 Kawasaki Z400 ABS
Two-channel Nissin ABS is standard on the Z400, and overall we found the brakes worked well at a sporting pace.

Releasing the feather-light clutch lever (seriously, pull effort is so light we were warned not to rest our fingers on the lever for fear of unintentionally slipping the clutch as we rode), the 399cc parallel twin spools up quickly with plenty of torque down low and enough power at the higher end to make freeway cruising and high-speed passing a low-stress affair. I haven’t had an opportunity to do a long freeway slog yet, but on our initial ride I detected no annoying vibes in the grips, seat or pegs. Best of all, like the Ninja the Z400 gets the big 5.8-liter airbox designed to let the rider hear as much glorious intake noise as possible, part of what Kawasaki describes as the essential “rider experience.”

2019 Kawasaki Z400 ABS
It’s not an electronic marvel, but for a rider looking for something fun and responsive that’s equally adept at city commuting and canyon carving, the Z400 deserves a look.

I was enjoying the heck out of my rider experience as we ascended famous Palomar Mountain, parallel twins howling. Staying at about 6,000 rpm seemed to keep me in the meat of the powerband, and chasing the pack up the mountain reminded me just how fun it is to ride in a group of smaller bikes. On the descent, it was the Z400’s brakes that shone; a two-piston Nissin caliper squeezes the big 310mm wave-style front disc, and the 220mm disc in the back also has a two-piston Nissin caliper. The combo, equipped as standard with Nissin ABS, worked quite well at our sporting pace.

2019 Kawasaki Z400 ABS
LCD instrument looks familiar to anyone who’s ridden a Ninja 400 or Z650. It includes a gear indicator, clock, odometer and two tripmeters, fuel range, fuel level and fuel economy figures.

Suspension comprises a 41mm non-adjustable Showa fork at the front and a 5-preload-position KYB shock at the rear (adjustable with the included spanner; the Z400 still comes with a decent on-board tool kit). It also handled our sport ride with competence. Using a design borrowed from the Ninja H2 models, the swingarm mounts directly to the back of the engine, shaving weight and increasing stability. As expected, extremely bumpy corners could rattle the Z’s composure but overall its short wheelbase/long swingarm/steep rake design kept it feeling flickable yet reassuringly stable.

2019 Kawasaki Z400 ABS
The six-LED headlight is bright and highly visible for daytime riding.

As much fun as the Z400 is to ride, it’s the little things that tend to win me over, and in this case there are two. One is the inclusion of hooks on the license plate/turn signal holder that facilitate attaching a tail bag or simply strapping something to the rear seat. It’s amazing how often this gets overlooked on a bike meant for everyday riding. The second is the headlight, which contains six bright LEDs within its Sugomi-style housing. Even with their low beams on (with four of the six illuminated), quick glances into my mirrors at the other journalists behind me proved how visible the Z400’s headlight is, something any rider should value. I’ve yet to ride it at night, but have high hopes for illumination functionality.

The Z400 ABS fills in the final gap in Kawasaki’s naked bike lineup, and with its sub-$5,000 price tag it’s an attractive option for today’s value-conscious buyer. It’s available in dealerships now in two color options, Candy Lime Green/Metallic Spark Black or Candy Cardinal Red/Metallic Flat Spark Black, for $4,799.

2019 Kawasaki Z400 ABS
In addition to the classic Kawi green and black livery, the Z400 ABS is available in this red and matte black combo.

2019 Kawasaki Z400 ABS Specs

Website: kawasaki.com
Base Price: $4,799
Engine Type: Liquid-cooled parallel twin, DOHC, 4 valves per cyl.
Bore x Stroke: 70.0 x 51.8mm
Displacement: 399cc
Transmission: 6-speed w/positive neutral finder, cable-actuated assist-and-slipper clutch
Final Drive: O-ring chain
Wheelbase: 53.9 in.
Rake/Trail: 24.7 degrees/3.6 in.
Seat Height: 30.9 in.
Claimed Wet Weight: 364 lbs.
Fuel Capacity: 3.7 gals.
Claimed MPG: NA

Source: RiderMagazine.com

The Best Bikes for Smaller Riders (and Budgets): 2019 Edition!

Bigger doesn’t always mean better, and fortunately for those of us looking for a fun, affordable motorcycle there are more choices than ever. Nearly every manufacturer now offers at least one model that will fit just about any rider’s size and/or budget.

Scroll down for Rider’s 2019 list of Best Bikes for Smaller Riders and Budgets. When possible we’ve included a link to our review, making it easy for you to get a real ride evaluation. We’ve also included the 2019 model year’s U.S. base MSRP (as of publication), seat height and claimed wet weight (when a wet weight was not available from the manufacturer, the claimed dry weight is listed). For more details, you can read our review, which includes comprehensive specs, or click on the bike’s name to be taken directly to the manufacturer’s page.

BMW F 750 GS

2019 BMW F 750 GS
2019 BMW F 750 GS (Photo by Kevin Wing)

BMW F 750 GS
$10,395
32.1-inch seat w/ optional 31.1-inch seat or 30.3-inch seat
493 lbs.

Read our Road Test Review of the 2019 BMW F 750/850 GS

BMW G 310 GS 

2018 BMW G 310 GS. Photo by Kevin Wing.
2018 BMW G 310 GS (Photo by Kevin Wing)

BMW G 310 GS
$5,795
32.9-inch seat w/ optional 32.3-inch seat
374 lbs.

Read our First Ride Review of the 2018 BMW G 310 GS

How did the G 310 GS stack up against the Kawasaki Versys-X 300 and Royal Enfield Himalayan? Find out in our comparison test.

BMW G 310 R

The G 310 R is anything but boring. You can't see it, but I'm grinning inside my helmet.
2018 BMW G 310 R (Photo by Kevin Wing)

BMW G 310 R
$4,750
30.9-inch seat w/ optional 30.3-inch seat
349 lbs.

Read our First Ride Review of the 2018 BMW G 310 R

Can-Am Ryker

Can-Am Ryker
2019 Can-Am Ryker Rally (Photo by Kevin Wing)

Can-Am Ryker
starting at $8,499 (600cc model)
23.5-inch seat
594 lbs. (dry, 600cc)

Read our First Ride Review of the 2019 Can-Am Ryker

CSC RX3

The 2016 CSC RX3 is a surprisingly capable small-displacement adventurer tourer, at a price point that is undeniably attractive. (Photos: the author and James Norris)
CSC RX3 (Photo by James Norris)

CSC RX3
$5,395
31.9-inch seat
450 lbs. (dry)

Read our Road Test Review of the 2016 CSC RX3

Ducati Monster 797+

2018 Ducati Monster 797+
2018 Ducati Monster 797+

Ducati Monster 797+
$9,295
31.7-inch seat
386 lbs. (dry)

Ducati Scrambler Sixty2

2019 Ducati Scrambler Sixty2.
2019 Ducati Scrambler Sixty2

Ducati Scrambler Sixty2
$7,995
31.1-inch seat w/ optional 30.3-inch seat
403 lbs.

Read about Ducati’s updates to the 2019 Scrambler lineup

Ducati Scrambler Full Throttle

2019 Ducati Scrambler Full Throttle
2019 Ducati Scrambler Full Throttle

Ducati Scrambler Full Throttle
$10,995
31.4-inch seat w/ optional 30.6-inch seat
417 lbs.

Read about Ducati’s updates to the 2019 Scrambler lineup

Harley-Davidson Street Rod

The 2017 Harley-Davidson Street Rod is based on the Street 750, with sharpened handling and styling. It has a steeper rake, longer suspension travel and a higher seat height that enables deeper lean angles. (Photos by Brian J. Nelson)
2017 Harley-Davidson Street Rod (Photo by Brian J. Nelson)

Harley-Davidson Street 500/750/Street Rod
starting at $6,899
25.7-inch seat
492 lbs. (dry)

Read our first ride review of the 2017 Harley-Davidson Street Rod

Harley-Davidson SuperLow

Harley-Davidson Superlow
Harley-Davidson SuperLow

Harley-Davidson SuperLow
$8,699
25.5-inch seat
545 lbs. (dry)

Harley-Davidson Iron 883

Harley-Davidson Iron 883
Harley-Davidson Iron 883

Harley-Davidson Iron 883/1200
starting at $8,999
25.7-inch seat
545 lbs. (dry)

Check out our First Look Review of the 2018 Harley-Davidson Iron 1200

Harley-Davidson 1200 Custom

2019 Harley-Davidson 1200 Custom.
2019 Harley-Davidson 1200 Custom

Harley-Davidson 1200 Custom
$10,999
26.6-inch seat
562 lbs. (dry)

Honda CB300R

2019 Honda CB300R
2019 Honda CB300R (Photo by Drew Ruiz)

Honda CB300R
$4,649
31.5-inch seat
318 lbs.

Read our First Ride Review on the 2019 Honda CB300R

Honda CBR300R

2019 Honda CBR300R.
2019 Honda CBR300R

Honda CBR300R
$4,699
30.7-inch seat
357 lbs.

Honda CB500F

2019 Honda CB500F.
2019 Honda CB500F

Honda CB500F
$6,199
30.9-inch seat
415 lbs.

Honda CBR500R

2019 Honda CBR500R.
2019 Honda CBR500R

Honda CBR500R
$6,699
30.9-inch seat
419 lbs.

Honda CB500X

2019 Honda CB500X. Image courtesy Honda.
2019 Honda CB500X

Honda CB500X
$6,599 (2018 model)
31.8-inch seat
428 lbs.

Read about the updates for the 2019 Honda CB500X

Honda CB650R

2019 Honda CB650R. Images courtesy Honda.
2019 Honda CB650R

Honda CB650R
$8,899
31.9-inch seat
445 lbs.

Read our First Look Review of the 2019 Honda CB650R

Honda CBR650R

2019 Honda CBR650R. Images courtesy Honda.
2019 Honda CBR650R

Honda CBR650R
$TBD
31.9-inch seat
456 lbs.

Read our First Look Review of the 2019 Honda CBR650R

Honda CRF250L

2017 Honda CRF250L
Honda CRF250L

Honda CRF250L
$5,199
34.4-inch seat
318 lbs.

Read our review of the 2017 Honda CRF250L Rally

Honda Grom

2019 Honda Grom.
2019 Honda Grom

Honda Grom
$3,399
30-inch seat
229 lbs.

Honda Monkey

Honda Monkey
2019 Honda Monkey (Photo by Kevin Wing)

Honda Monkey
$3,999
30.6-inch seat
232 lbs.

Watch our video review of the 2019 Honda Monkey

Honda NC750X

2017 Honda NC750X
2019 Honda NC750X

Honda NC750X
$7,999 (2018 model)
32.7-inch seat
478 lbs.

Honda Shadow Phantom

2019 Honda Shadow Phantom
2019 Honda Shadow Phantom

Honda Shadow Phantom
$7,899
25.8-inch seat
549 lbs.

Honda Super Cub C125

2019 Honda Super Cub C125
2019 Honda Super Cub C125

Honda Super Cub
$3,599
30.7-inch seat
240 lbs.

Honda Rebel 300/500

2017 Honda Rebel 500
Honda Rebel 500 (Photo by Kevin Wing)

Honda Rebel 300/500
starting at $4,499
27.2-inch seat
364 lbs.

Read our First Ride Review of the Honda Rebel 500

Indian Scout Sixty

Indian Scout Sixty
Indian Scout Sixty

Indian Scout Sixty
$9,499
25.8-inch seat
542 lbs.

Read about Indian’s 2019 Scout lineup

Indian Scout

2019 Indian Scout.
2019 Indian Scout

Indian Scout
$11,999
25.8-inch seat
550 lbs.

Read about Indian’s 2019 Scout lineup

Kawasaki KLX250

2019 Kawasaki KLX250
2019 Kawasaki KLX250

Kawasaki KLX250
$5,349
35.0-inch seat (squishes way down under rider’s weight)
304 lbs.

Kawasaki Ninja 400

2018 Kawasaki Ninja 400 ABS
2018 Kawasaki Ninja 400 ABS (Photo by Kevin Wing)

Kawasaki Ninja 400
$4,999
30.9-inch seat
366 lbs.

Read our First Ride Review of the 2018 Kawasaki Ninja 400 ABS

Kawasaki Ninja 650

2019 Kawasaki Ninja 650.
2019 Kawasaki Ninja 650

Kawasaki Ninja 650
$7,399
31.1-inch seat
426 lbs.

Kawasaki Versys-X 300

2019 Kawasaki Versys-X 300.
2019 Kawasaki Versys-X 300

Kawasaki Versys-X 300
$5,499
32.1-inch seat
386 lbs.

How did the Versys-X 300 stack up against the BMW G 310 GS and Royal Enfield Himalayan? Find out in our comparison test.

Kawasaki Vulcan S

2019 Kawasaki Vulcan S.
2019 Kawasaki Vulcan S

Kawasaki Vulcan S
starting at $7,099
27.8-inch seat
498 lbs.

Read our Road Test Review of the Kawasaki Vulcan S Cafe

Kawasaki Vulcan 900

2019 Kawasaki Vulcan 900.
2019 Kawasaki Vulcan 900

Kawasaki Vulcan 900
starting at $7,999
26.8-inch seat
617 lbs.

Kawasaki W800 Cafe

2019 Kawasaki W800 Cafe
2019 Kawasaki W800 Cafe

Kawasaki W800 Cafe
$9,799
31.1-inch seat
489.5 lbs.

Kawasaki Z125 Pro

2019 Kawasaki Z125 Pro.
2019 Kawasaki Z125 Pro

Kawasaki Z125 Pro
$3,199
31.7-inch seat
225 lbs.

Kawasaki Z400

2019 Kawasaki Z400 ABS
2019 Kawasaki Z400 ABS

Kawasaki Z400
$4,799
30.9-inch seat
364 lbs.

Kawasaki Z650

2019 Kawasaki Z650.
2019 Kawasaki Z650

Kawasaki Z650
$6,999
30.9-inch seat
410 lbs.

Read our First Ride Review on the Z650 ABS here

KTM 390 Duke

2018 KTM 390 Duke
2018 KTM 390 Duke (Photo by Kevin Wing)

KTM 390 Duke
$5,449
32.7-inch seat
359 lbs.

Read our Road Test Review of the KTM 390 Duke here

Moto Guzzi V7III Stone

Moto Guzzi V7III Stone.
Moto Guzzi V7III Stone

Moto Guzzi V7III Stone
$8,490
30.3-inch seat
470 lbs.

Royal Enfield Continental GT

2019 Royal Enfield Continental GT
2019 Royal Enfield Continental GT

Royal Enfield Continental GT
$5,999
31.1-inch seat
461 lbs.

Read our road test review of the 2019 Royal Enfield Continental GT

Royal Enfield Himalayan

2018 Royal Enfield Himalayan
2018 Royal Enfield Himalayan

Royal Enfield Himalayan
$4,499
31.5-inch seat
421 lbs.

Read our first ride review of the 2018 Royal Enfield Himalayan

How did the Himalayan stack up against the Kawasaki Versys-X 300 and BMW G 310 GS? Find out in our comparison test here.

Royal Enfield Interceptor 650

2019 Royal Enfield Interceptor 650
2019 Royal Enfield Interceptor 650

Royal Enfield Interceptor 650
$5,799
31.6-inch seat
473 lbs.

Read our road test review of the 2019 Royal Enfield Interceptor 650

Suzuki Boulevard S40

2019 Suzuki Boulevard S40.
2019 Suzuki Boulevard S40

Suzuki Boulevard S40
$5,799
27.6-inch seat
381 lbs.

Suzuki Boulevard C50

2019 Suzuki Boulevard C50.
2019 Suzuki Boulevard C50

Suzuki Boulevard C50
starting at $8,299
27.6-inch seat
611 lbs.

Suzuki Boulevard M50

2019 Suzuki Boulevard M50.
2019 Suzuki Boulevard M50

Suzuki Boulevard M50
$8,699
27.6-inch seat
593 lbs.

Suzuki GSXR250R

2018 Suzuki GSX250R
2018 Suzuki GSX250R (Photo by Enrico Pavia)

Suzuki GSX250R
$4,599
31.1-inch seat
392 lbs.

Read our review of the Suzuki GSX250R

Suzuki GSX-S750

2019 Suzuki GSX-S750 ABS. Image courtesy Suzuki.
2019 Suzuki GSX-S750 ABS

Suzuki GSX-S750Z
$8,499
32.2-inch seat
469 lbs.

Suzuki SV650

2019 Suzuki SV650.
2019 Suzuki SV650

Suzuki SV650
$7,099
30.9-inch seat
432 lbs.

Read our first ride review of the 2017 Suzuki SV650

Suzuki TU250X

2019 Suzuki TU250X.
2019 Suzuki TU250X

Suzuki TU250X
$4,649
30.3-inch seat
326 lbs.

Suzuki VanVan 200

2019 Suzuki VanVan 200.
2019 Suzuki VanVan 200

Suzuki VanVan 200
$4,649
30.3-inch seat
282 lbs.

A Man on a VanVan Without a Plan…read the story here!

Triumph Street Scrambler

2019 Triumph Street Scrambler
2019 Triumph Street Scrambler (Photo by Kingdom Creative)

Triumph Street Scrambler
$11,000
31.1-inch seat
447.5 lbs. (dry)

Read our first ride review of the 2019 Triumph Street Scrambler

Triumph Street Twin

2019 Triumph Street Twin
2019 Triumph Street Twin (Photo by Kingdom Creative)

Triumph Street Twin
$9,300
29.9-inch seat
437 lbs. (dry)

Read our first ride review of the 2019 Triumph Street Twin

Triumph Street Triple

2019 Triumph Street Triple R.
2019 Triumph Street Triple R

Triumph Street Triple
$9,950
31.2-inch seat
370 lbs.

2019 Yamaha Bolt.
2019 Yamaha Bolt

Yamaha Bolt
starting at $7,999
27.2-inch seat
542 lbs.

2019 Yamaha MT-07.
2019 Yamaha MT-07.

Yamaha MT-07
$7,599
31.7-inch seat
403 lbs.

Read our road test review on the 2018 Yamaha MT-07

2019 Yamaha MT-09.
2019 Yamaha MT-09.

Yamaha MT-09
$8,999
32.3-inch seat
425 lbs.

2019 Yamaha TW200.
2019 Yamaha TW200

Yamaha TW200
$4,599
31.1-inch seat
278 lbs.

Read our review of the Yamaha TW200

2019 Yamaha V-Star 250.
2019 Yamaha V-Star 250.

Yamaha V Star 250
$4,349
27-inch seat
326 lbs.

2019 Yamaha XSR700.
2019 Yamaha XSR700.

Yamaha XSR700
$8,499
32.9-inch seat
410 lbs.

Read our first ride review of the 2018 Yamaha XSR700

We held onto our XSR700 for a long-term review; read it here

2019 Yamaha XT250.
2019 Yamaha XT250

Yamaha XT250
$5,199
31.9-inch seat
291 lbs.

2019 Yamaha YZF-R3
2019 Yamaha YZF-R3 (Photos by Brian J. Nelson)

Yamaha YZF-R3
$4,999
30.7-inch seat
368 lbs.

Read our first ride review on the 2019 Yamaha YZF-R3

Check out Rider’s Guide to New/Updated Street Motorcycles for 2019

Source: RiderMagazine.com

2019 Yamaha YZF-R3 | First Ride Review

2019 Yamaha YZF-R3
Yamaha’s top-selling motorcycle overall last year was the YZF-R3, and for 2019 it’s even better, with a noticeable suspension upgrade and a fresh new look. (Photos by Brian J. Nelson)

Glittery, feature-laden flagship products may be sexy, but in today’s world the bread-and-butter models are the ones that return the most bang for the least buck. So it’s no surprise to me that the roughly $5,000 YZF-R3 was the top-selling Yamaha motorcycle overall in 2018, a spot it swaps regularly with another inexpensive grin factory, the FZ/MT-07 (read our Road Test Review here). The R3 debuted in 2015, a bit late to the lightweight sportbike party, but it immediately impressed us with its fun factor and everyday usability.

Read our Tour Test Review of the 2016 Yamaha YZF-R3 here!

2019 Yamaha YZF-R3
Resculpted gas tank is lower and wider, the better to tuck in and hang off.

For 2019, the R3 got a makeover that included a new upside-down 37mm KYB fork with revised settings, new triple clamps, an updated KYB rear shock, new radial Dunlop Sportmax tires, a redesigned fuel tank, lower clip-ons and a facelift that ties it to its YZR-M1 (much bigger) brother. While we like the new look, it’s the suspension updates that take the littlest YZF to the next level.

2019 Yamaha YZF-R3
New gold 37mm upside-down KYB fork has a stiffer spring and increased compression and rebound damping. Single-disc, two-piston front brake is a bit disappointing, however.

Up front, the spring rate was increased by 20 percent and both rebound and compression damping were also dialed up, addressing our complaint in the 2016 test above that the fork was “spongy, with weak rebound damping letting the front-end recoil too fast from impacts.” A new cast-aluminum top triple clamp and forged-steel lower triple clamp combine with the stout USD fork to create a much more planted feel that provides better feedback than before, an immediately noticeable improvement. It’s also a better match for the 7-step preload-adjustable rear shock, which got an 11-percent stiffer spring, 10mm higher preload, increased rebound damping and, interestingly, slightly decreased compression damping.

2019 Yamaha YZF-R3
Footpegs are sporty but not too high; combined with the 30.7-inch seat, ergonomics are quite comfortable for this 5-foot, 9-inch, 34-inch-inseam rider.

Overall it works very well in combination with the steel trellis frame; as I tossed the 375-pound (claimed, wet) machine through the banked corners of Palomar Mountain, feedback from the front end let me focus on having fun rather than worry about running out of talent (or traction).

Speaking of traction, for some reason the first-gen R3 wore bias-ply tires rather than radials. An easy enough aftermarket swap, but for 2019 Yamaha has sensibly shod the R3 with proper radial Dunlop Sportmax GPR-300 rubber. We’ve had good experiences with Sportmax tires in the past, and this is no exception; the R3 stayed glued to the pavement even on damp mountain roads and when keeled all the way over on a favorite set of technical twisties. If there is a sport riding shortcoming, it’s the brakes; the meager two-piston caliper at the front and single-piston at the rear just aren’t up to the demands of what is otherwise a very capable machine.

2019 Yamaha YZF-R3
Removing the right side fairing reveals the rev-happy 321cc parallel twin. Despite low gearing it’s at its best between 6,000 and 11,000 rpm.

Under the “if it ain’t broke, don’t fix it” category is the 321cc liquid-cooled, DOHC, 4 valve-per-cylinder parallel twin, which spun out 35 horsepower at 10,600 rpm and 19 lb-ft of torque at 9,200 when we last put it on the Jett Tuning dyno. Gears first through fourth are rather low, maximizing grunt, but there’s an interesting bump in both power and torque right after 6,000 rpm.

2019 Yamaha YZF-R3
A nearly 50/50 front/rear weight distribution, updated suspension and well-matched chassis combine to make the R3 quite the capable canyon carver.

The result is impressive roll-on performance even at a high gear-to-speed ratio. For example, I found myself traveling at just under 30 mph in fifth gear, when suddenly our ride leader poured it on and pulled away. Without downshifting I whacked the throttle open, and the little R3 responded by pulling hard (relatively speaking of course) all the way to 11,000 rpm. Highly entertaining, but also practical for freeway commuters.

2019 Yamaha YZF-R3
LCD instrument includes a bar tachometer, gear indicator, speedometer, engine temperature, fuel level, clock and switchable odometer, two tripmeters, oil tripmeter, fuel reserve tripmeter and average/instant fuel economy.

And I suppose that’s the point of the R3: it’s affordable, but now it’s an even more capable sportbike that should lengthen its buyers’ “out-growing” timeframe. Yamaha’s research indicates that the average R3 owner is 32 years old, and for 63 percent of them it’s their first motorcycle. For more than three-quarters of them, the R3, likely their only bike, does double-duty as a commuter, a fact supported by my own anecdotal evidence as seen on my daily commute.

2019 Yamaha YZF-R3
Radial Dunlop Sportmax GPR-300 tires stuck well even on our cool, foggy, damp press ride.

The trick is walking (riding?) that fine line between sporty and comfy, and even with its 20mm lower clip-ons that now attach under the top triple clamp, I found the R3’s ergonomics to be a fantastic balance between the two. The day after our 140-mile press launch ride, I logged more than 154 freeway miles riding from Oceanside, California, to my home in Camarillo, and despite wearing a backpack I experienced no ill effects: no pain and no numb hands, bum or feet. Plus, despite keeping up with 75 mph California traffic, I only went through 2.4 of the 3.7 gallons in the tank, for a respectable 65 mpg.

2019 Yamaha YZF-R3
Bring a friend: the little R3 has a 353-pound load capacity.

There’s a lot to like about the 2019 Yamaha YZF-R3: good looks, sporty yet comfortable ergos on a well-balanced chassis, vastly improved suspension and a price that’s unchanged from last year ($4,999/$5,299 for the ABS model). We’ll continue to put miles on our test bike, so look for updates and a full Road Test Review in the coming weeks.

2019 Yamaha YZF-R3
The non-ABS 2019 Yamaha YZF-R3 is available in Team Yamaha Blue or Matte Black; the ABS version is available in Matte Black or Vivid White.

2019 Yamaha YZF-R3 Specs
Base Price: $4,999
Price as Tested: $5,299 (ABS model)
Warranty: 1 yr., unltd. miles
Website: yamahamotorsports.com

Engine
Type: Liquid-cooled, transverse parallel twin
Displacement: 321cc
Bore x Stroke: 68mm x 44.1mm
Compression Ratio: 11.2:1
Valve Train: DOHC, 4 valves per cyl.
Valve Insp. Interval: 26,600 miles
Fuel Delivery: EFI
Lubrication System: Wet sump, 2.7-qt. cap.
Transmission: 6-speed, cable-actuated wet clutch
Final drive: O-ring chain

Electrical
Ignition: Electronic
Charging output: 298 watts @ 5,000 rpm
Battery: 12V 7AH

Chassis
Frame: Steel diamond-type, engine as stressed member
Wheelbase: 54.3 in.
Rake/Trail: 25 degrees/3.74 in.
Seat Height: 30.7 in.
Suspension, Front: 37mm USD KYB fork, no adj., 5.1-in. travel
Rear: Single linked rear shock, adj. for spring preload, 4.9-in. travel
Brakes, Front: Single 298mm disc w/ 2-piston caliper & ABS (as tested)
Rear: Single 220mm disc w/ 1-piston caliper & ABS (as tested)
Wheels, Front: Cast aluminum, 2.75 x 17 in.
Rear: Cast aluminum, 4.00 x 17 in.
Tires, Front: 110/70R-17H
Rear: 140/70R-17H
Wet Weight (claimed, as tested): 375 lbs.
Load Capacity (claimed, as tested): 353 lbs.
GVWR: 728 lbs.

Performance
Fuel Capacity: 3.7 gals., last 0.8 gal. warning light on
MPG: 87 PON min. 64.7 avg.
Estimated Range: 240 miles
Indicated RPM at 60 MPH: 6,500

Source: RiderMagazine.com

2018 Honda CB1000R | Road Test Review

2018 Honda CB1000R
With fresh “Neo-Sports Café” styling, an updated engine and chassis, throttle-by-wire with multiple riding modes, new instrumentation and a lower curb weight, Honda’s CB1000R gets a new lease on life. Photos by Kevin Wing.

Since its 2011 debut (read our Road Test Review here), the Honda CB1000R has languished. It arrived when American buyers weren’t particularly interested in naked bikes, and its mediocre performance and ho-hum styling didn’t help. But what a difference a few years can make.

Naked bike sales have more than doubled since 2012, and the average buyer is 45-55 years old with two decades of riding experience–middle-agers (like me!) who don’t want bikes that look like they rolled out of a video game. Honda has responded by transforming the CB1000R from a run-of-the-mill naked sportbike into a modern café racer.

Read our First Look Review of the 2019 CB650R and CBR650R.

2018 Honda CB1000R
The CB1000R’s smooth in-line four packs a punch above 7,000 rpm, and the entire package is tidy and refined.

Park the previous CB1000R next to a new one and you’d never know they’re so closely related. Replacing the swoopy bodywork is a stocky profile with harder lines, more exposed metal and a classic round headlight nacelle housing a modern LED. Black paint with bits of contrasting silver and machined edges on the engine give the new CB1000R an edgy, industrial look.

But the reinvention is more than skin deep. Honda says the CB’s liquid-cooled, 998cc, DOHC in-line four generates more output–121.8 horsepower at 9,900 rpm and 69 lb-ft of torque at 8,400 on Jett Tuning’s dyno–thanks to larger ports and reduced pressure loss in the intake, more valve lift, higher compression, forged rather than cast pistons and larger throttle bodies, and a lower gear ratio adds more snap during acceleration.

2018 Honda CB1000R
Classic round nacelle houses a modern LED headlight.

We could only make a partial dyno run due to the bike’s electronics objecting to the stationary front wheel, but it still made roughly 10 percent more horsepower and torque. The new exhaust, steel mono-backbone frame and aluminum frame pivot plates are all lighter than before, and curb weight is just 465 pounds, down 17 pounds.

As before, the CB1000R has a cast aluminum, single-sided swingarm, which showcases the new, wider 10-spoke rear wheel. The swingarm is shorter but the longer frame stretches the wheelbase to 57.3 inches, up from 56.9. Revisions to the suspension include a fully adjustable, upside-down, 43mm Showa SFF-BP fork, a lighter spring and revised settings for the Showa shock and increased travel front and rear (4.7/5.2 inches, up from 4.3/5.0). Returning unchanged are the excellent Tokico binders, which tell the rider exactly what’s going on and scrub off a little or a lot of speed with minimal effort, and 2-channel ABS is now standard.

2018 Honda CB1000R
New Showa SFF-BP fork is fully adjustable. Radial-mount calipers are the same as those on the CBR1000RR and ABS is standard.

The new CB1000R exudes refinement, the sort of civility and precision that’s been a hallmark of certain Hondas for decades. Whereas the previous model’s throttle was overly sensitive, the new throttle-by-wire never misses a beat, and there are now riding modes (Sport, Street and Rain) with preset levels of throttle response, engine braking and traction control, plus a User mode allows the rider to set any combination of these parameters and turn traction control completely off.

It may look like a bare-knuckle brawler, but the CB1000R has the poise and agility of a ballet dancer. Light with a solid chassis, the CB turns in and transitions from side to side with ease, and its Bridgestone Battlax Hypersport S21 tires provide flytrap grip. Even with aggressive inputs, it keeps a cool head, rarely getting out of shape. Adding to the CB1000R’s refined feel is its smooth engine and silky 6-speed transmission, aided by a new, low-effort assist-and-slipper clutch.

2018 Honda CB1000R
New digital instrumentation is easy to read, and a multi-colored light on the right can be programmed as a shift light, as an indicator for riding mode, eco riding or gear position, or several other functions.

Regardless of riding mode, power delivery is always linear and predictable, though when the revs drop in slow corners there’s not enough grunt to rocket launch toward the exit. Keep the revs above 7,000 rpm and everything is golden.

Comfort is also part of the appeal of naked bikes among middle-aged riders. Decades of full-time employment, often seated at a desk, has given us love handles and chronic lower back pain. Motorcycles with upright seating positions allow us to have fun and still be able to walk the next day. That’s true of the CB1000R, which requires little forward bend to reach the handlebar and has a flat, comfortable seat, though the footpegs are high so knee bend may be an issue for some.

2018 Honda CB1000R
Seat is firm but comfortable; even at 32.7 inches there isn’t much room between it and the high footpegs.

Reinvention is no easy task. The 2018 Honda CB1000R looks and performs better, with more distinctive styling, less weight, extra power, technology like ABS and throttle-by-wire, new instrumentation and more. But as much as I appreciate refinement and civility, the CB1000R needs more of the mojo–more bark from the exhaust, more grunt at low rpm–that transforms a motorcycle from a machine into a delivery vehicle for emotion.

2018 Honda CB1000R
2018 Honda CB1000R.

Check out Rider’s guide to new/updated street motorcycles for 2019 here!

2018 Honda CB1000R Specs

Base Price: $12,999
Warranty: 1 yr., unltd. miles
Website: powersports.honda.com

Engine

Type: Liquid-cooled, transverse in-line four
Displacement: 998cc
Bore x Stroke: 75.0 x 56.5mm
Compression Ratio: 11.6:1
Valve Train: DOHC w/ 4 valves per cyl.
Valve Insp. Interval: 16,000 miles
Fuel Delivery: PGM-FI w/ throttle-by-wire & 44mm throttle bodies x 4
Lubrication System: Wet sump, 3.2-qt. cap.
Transmission: 6-speed, hydraulically actuated wet assist-and-slipper clutch
Final Drive: O-ring chain

Electrical

Ignition: Fully transistorized
Charging Output: 350 watts max.
Battery: 12V 8.6AH

Chassis

Frame: Mono-backbone steel frame, single-sided cast aluminum swingarm
Wheelbase: 57.3 in.
Rake/Trail: 24.7 degrees/3.8 in.
Seat Height: 32.7 in.
Suspension, Front: 43mm USD fork, fully adj., 4.7-in. travel
Rear: Single shock, adj. for spring preload & rebound damping, 5.2-in. travel
Brakes, Front: Dual 310mm floating discs w/ 4-piston monoblock radial opposed calipers & ABS
Rear: Single 256mm disc w/ 2-piston pin-slide caliper & ABS
Wheels, Front: Cast, 3.5 x 17 in.
Rear: Cast, 6.0 x 17 in.
Tires, Front: 120/70-ZR17
Rear: 190/55-ZR17
Wet Weight: 465 lbs.
Load Capacity: 388 lbs.
GVWR: 853 lbs.

Performance

Fuel Capacity: 4.3 gals., last 1.0 gal. warning light on
MPG: 91 PON min. (low/avg/high) 32.1/35.9/39.5
Estimated Range: 154 miles
Indicated RPM at 60 MPH: 4,250

Source: RiderMagazine.com

2019 Kawasaki Z400 ABS | First Look Review

2019 Kawasaki Z400 ABS
The all-new 2019 Kawasaki Z400 ABS naked sportbike is based on the Ninja 400.

Kawasaki’s Z family of naked sportbikes has something for everyone, from the Z125 Pro play bike to the modern Z900 and retro Z900RS/Cafe big bikes. In the middle are the Z650 middleweight and the new-for-2019 Z400 ABS, a naked version of Team Green’s entry-level, fully faired Ninja 400 sportbike.

Read our 2018 Kawasaki Ninja 400 ABS first ride review

2019 Kawasaki Z400 ABS
The 2019 Kawasaki Z400 ABS features an upright yet sporty riding position, a low 30.9-inch seat height and a light 368-pound curb weight.

Powering the Z400 ABS is a liquid-cooled, 399cc parallel twin with an oversquare 70 x 51.8mm bore/stroke, an 11.5:1 compression ratio, a DOHC head with 4 valves per cylinder and fuel injection with two 32mm throttle bodies. Kawasaki claims 28 lb-ft of torque at 8,000 rpm. Its 6-speed transmission has Kawasaki’s exclusive Positive Neutral Finder and an assist-and-slipper clutch, and final drive is via chain.

Like the Ninja H2, the Z400 ABS has a tubular-steel trellis frame. A short, 53.9-inch wheelbase and a long, square-tube cast aluminum swingarm are said to give the bike nimble handling. Suspension is handled by a 41mm, non-adjustable fork and a Bottom Link Uni-Trak rear shock with adjustable preload.

2019 Kawasaki Z400 ABS
Like its Z650 and Z900 siblings, the 2019 Kawasaki Z400 ABS features aggressive Sugomi styling. Its headlight and taillight are LED.

Braking is handled by one 2-piston caliper on each wheel, with the front squeezing a 310mm petal disc and the rear squeezing a 220mm petal disc. As the model name implies, ABS is standard. Cast, 5-spoke, star-pattern 17-inch wheels are shod with Dunlop radials.

Like its Z650 and Z900 big brothers, the Z400 ABS has aggressive styling using Kawasaki’s Sugomi design language, with a “crouching stance, low-positioned head and upswept tail.” The headlight and taillight are LED, and the instrument panel is a multi-function LCD screen.

2019 Kawasaki Z400 ABS
The 2019 Kawasaki Z400 ABS has a fully digital instrument panel set beneath analog numbers for the tachometer.

Kawasaki says the Z400 ABS has an upright yet sporty riding position, with a wide handlebar, a narrow seat with a modest 30.9-inch seat height and a light 368-pound curb weight (claimed).

The 2019 Kawasaki Z400 ABS is available in two colors: Candy Lime Green/Metallic Spark Black and Candy Cardinal Red/Metallic Flat Spark Black. MSRP is $4,799.

Check out Rider’s Guide to New/Updated Street Motorcycles for 2019

Source: RiderMagazine.com