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There are (at least) two ways to look at the striking new retro Yamaha XSR900 GP. It either ships you back to the 1980s and 1990s when Yamaha’s Marlboro-liveried YZR500 V4 won world titles in the last great two-stroke era of grand prix racing, or it doesn’t. I suppose it depends on your age… For those who lived and breathed sportsbikes through the 1980s, when mullets were fashionable the first time around, it’s impossible to separate the emotively styled machine we see before us from the deeds of Eddie Lawson and Wayne Rainey who, on their fiery red-and-white factory YZRs, delivered multiple world championships. For those of slightly more tender years, any stirring of the soul is likely to be less pronounced, but still strong. For me, aged 48, the XSR generates memories of a misspent teenage youth – of a succession of Yamaha FZs and FZRs and TZRs, all those fast and fine handling Yamahas with the same signature flat-top petrol tank and YZR500-derived styling. Either way, such is the power and execution of the XSR900 GP’s retro styling, it’s easy to foresee some customers heading, cash-in-hand, to Yamaha showrooms soon – the buying decision made on appearances alone. We should highlight, however, that this bike is much more than just a styling exercise to stir the emotions of riders who remember when Kylie Minogue was on Neighbours. Yamaha has taken the excellence of the base XSR900 triple and blended it with some hot tech from the Yamaha MT-09 and MT-09 SP sports nakeds to produce what the Japanese manufacturer hopes will be something unique. But does it work? Is the XSR a superficial styling exercise or a convincing fusion of the past and present? For the record, my old FZ600 traction control was the right wrist, and having cornering ABS would have blown my mind in the 90s, so you can probably sense my eagerness to find out. We headed to Portugal to try the new XSR900 GP on the road, followed by a spin around Estoril, the famous old GP track on the Iberian west coast. Knee-down on the road? Yes, the XSR900 GP is that good We have to begin with its appearances and nostalgic appeal. Some may debate that it’s just a dressed up XSR900, but Yamaha has added some loving touches to give it a rich retro feel. The top fairing, for example, is secured with good old fairing stays and racy R-clips and wears the distinctive handguards of the legendary YZR too. The digital dash has an analogue theme, drilled fork caps look spot-on for the 80s styling and, from its flat tank, complete with distinctive sculpted knee pockets, to boxy rear single-seat cover, the overall effect is convincingly YZR500, FZR400SP or TRX850 depending on your likes. The Deltabox-style frame has an authentic period finish, and even the alloy spin-forged wheels come with holes in the hubs just like the ones I had on my Yamaha FZR1000 EXUP. Personally, I would have preferred twin round headlights over the standard single compact light, but others will appreciate the uncluttered yellow nose, which replicates the yellow number boards carried by 500cc grand prix racebikes. Some might also miss a conventional exhaust and end can (although they are a factory option) but the Marlboro-themed branding is faultlessly on point and, devoid of any actual Marlboro lettering, reminiscent of the very early 1990s when certain countries banned explicit cigarette advertising at their grands prix. In fact, the XSR GP is so retro I felt out of place in full airbag race leathers and wished instead that I’d dragged out my old jacket, jeans, Dr. Martins and 1992 Iron Maiden T-shirt for the ride ahead. The Euro 5+ compliant, 890cc CP3 inline triple engine has instantaneous response and drive It’s a little strange when you throw a leg over the GP for the first time. You feel a wave of nostalgia, memories of Rainey, Lawson or Niall Mackenzie (who rode with us on the launch) come flooding back, but then you’re greeted by a thoroughly modern five-inch dash and switchgear, including cruise control as standard. This equipment isn’t lifted from the base XSR: it’s all new for the GP. There’s even a neat five-way joystick and unusual ‘see-saw’ indicator switch. There are now three riding modes – Sport, Street and Rain – plus two custom maps. Within those modes, the XSR GP has four power modes, three levels of traction control, three-level slide control, wheelie control and cornering ABS which can be turned off, adjustable two-way quickshifter and the new brake slip regulator which is always on. These are all linked to a six-axis IMU. All this might look complicated but isn’t. I opted for either Sport or Street mode with the wheelie control removed because I wanted to pull near-vertical 90s-GP-style wheelies. Quite unusually, when you remove the wheelie control it’s switched off in all riding modes, including Rain, and remains off when you turn the bike off and on again. Alloy spin-forged wheels come with 80s-style holes in the hubs while the Bridgestone tyres were developed especially for this model It was immediately apparent the GP is more radical than the standard XSR as your bodyweight is positioned much farther forward. The stance is certainly sportier than the base XSR but well-balanced and still mindful of day-to-day riding. Yamaha says the ’bars, which are mounted above the yokes, are higher and less radical than the R7’s and nothing like as racy as an R6 or FZR400RR SP. However, as a short rider, I did notice the taller seat compared to the standard bike. For reference, the standard adjustable footpegs were set in the high position. For those initial miles ridden at low and legal speeds, I preferred the softer and smoother throttle response of Street mode over the more aggressive Sport mode. Yamaha has a habit of making its Sport throttle response a little too harsh. Later, on the racetrack, I used Street. As we made our way to Estoril, there was the odd occasion where we could let the triple sing. The third generation quickshifter is effortless and as crisply set up as any racebike’s, which allows you to quickly throw gears at the triple as it accelerates hard. The Euro 5+ compliant, 890cc CP3 inline triple makes a quoted 93Nm at 7000rpm and 87.5kW (117hp) at 10,000rpm, which feels like the perfect balance on the road for this type of bike. Ride its torque curve through the midrange and the GP retro delivers instantaneous response and drive. It is urgent, strong and quick. Alternatively, tuck in behind the sporty screen, chin kissing the tank, hold on to each gear as the revs build and the power flows. The exhaust may look odd and sound a little muted but a lovely induction noise from the airbox adds vital bark and character. Retro fairing mounts contrast with the modern TFT digital dash Yamaha’s CP3 engine is highly praised for its combination of power, torque, sound and character – it’s a sweetly blended engine that works well in every road scenario imaginable. Never too much but always full of energy, it can hold its own on the racetrack, too. Like many I find it impossible not to have fun when the throttle I’m holding is working this particular triple. That said, while the CP3-powered MT-09 and XSR900 are both fantastic wheelie bikes, the GP is less lively in this department, mainly due to having more weight over the front and a longer wheelbase. Yamaha is claiming that the GP isn’t a sportsbike but has nonetheless given it higher-spec KYB suspension than its base XSR stablemate. Now both ends are fully adjustable, with both high- and low-speed compression damping. Due to that new weight distribution, the front end is a little stiffer and the rear softer, while the latest Bridgestone S23 rubber, a single-compound version of the sports tyre developed in partnership with Yamaha, hugs lightweight aluminium spin-forged wheels. It feels up for fun – poised but easy going – while the racy imagery of the GP encourages you to attack corners, knee slider hunting for apexes. Initially, I thought the suspension set-up was a little firm as the fork wasn’t as plush as it is on the base XSR, but on a closed stretch of road that allowed us to push the chassis harder, the KYB units worked with effortless control and gave great feedback. We had perfect conditions but even so the Bridgestone S23 rubber warmed up quickly and gave confidence inspiring edge grip and feel. Seat cowl can be removed to allow pillion accommodation The 900 GP isn’t razor sharp like, say, the R6; instead it’s much more planted, stable and easier to ride. Yamaha quotes its wet weight at 200kg, 7kg more than the naked XSR, but it’s weight carried well. Despite the headstock position being 5mm higher and trail being increased from 107mm to 110mm, the steering feels very similar as the fun-as XSR. Certainly, you’d have to ride the two bikes back-to-back to notice any difference. We didn’t get full laps of Estoril, but we did get the opportunity play on track in safety for pictures. This meant taking its long, final, fourth-gear corner high in the revs, ’pegs almost touching the historic racetrack. Even when you start pushing the limits of both the GP’s chassis and the grip of the Bridgestones, it’s apparent there is more to come. This retro racer will excel on twisty circuits, carrying swathes of natural corner speed and using its spread of torque, supported by its full complement of lean-sensitive rider aids, to harass peakier 600 supersports. Fit some trackday race rubber, tweak the fully adjustable suspension to save the ’pegs and away you go. Yamaha hasn’t overhauled the brakes massively. There’s a new 16mm Brembo radial master cylinder, but the 298mm front discs and four-piston calipers remain. Their performance is hard to fault on the road and perfectly matches the easy but sporty attitude of the GP. Several times on track I jumped on the stoppers from high speed to zero, just to give the unobtrusive ABS a workout. You can’t turn off the ABS but you can remove its lean-sensitive functionality, although I’m unsure why you would ever want to. The new Brake Slip Regulator stops the rear from locking under braking but we would have needed some fast laps of Estoril to test it in a meaningful way. It is worth noting, though, that the GP is incredibly stable on the brakes, which is also probably due to its relatively long wheelbase. The KYB suspension is higher spec than the GP’s base XSR stablemate Leaving the track on melted rubber and heading on to the freeway highlighted the versatility of the new GP. With the standard-equipment cruise control activated it was a case of relaxing and churning out some kays. Yamaha chucked a phone under the seat for the test to allow full map navigation via the Bluetooth connectivity. Meanwhile the new switchgear made it easy to flick between the standard display and the full navigation. Taller riders on test started to complain about the weight on their wrists after a long day in the saddle but I was comfortable throughout – and don’t forget the ’pegs are adjustable. If I was to own a GP – and I must admit it would look great in my garage – I’d probably soften the fork a little, just to give it a plusher feel at normal road speeds. I’d also probably blow the family’s holiday fund on the optional Akrapovic exhaust and tank protection, which looks neat, while giving the optional lower fairing a miss, as I prefer the raw, half-faired look. You don’t have to be a genius to work out I have fallen for the XSR900 GP and confidently predict that I will be one of many. In Europe dealers were taking orders before prices were released. It ticks all the right nostalgia boxes, blends brilliantly the analogue past with the digital present and fuels the common desire for a sporty and versatile roadbike that can excel everywhere. I might be a tad biased as I have such fond Yamaha-based memories from the 1990s. Certainly, some of my Suzuki-loving mates who had GSX-Rs and RGVs won’t give the Yamaha a second look, and some younger riders may not get the nostalgia. But even if the retro styling does nothing for you, the GP is still an excellent roadbike. It combines the excellent qualities and rider aids of the MT-09 SP with the fun of the XSR900 in a retro style. Yamaha couldn’t go wrong. Okay, it’s not a FZ750 or TZR250, but for a 2024 production bike it oozes history and character as well as performance – and I want one. PROS: It brilliantly blends the analogue past with the digital present, ticking all the right nostalgia boxes. CONS: Honestly, there’s not a lot to complain about except the Sport throttle response is a little too harsh. WORDS: ADAM CHILD PHOTOGRAPHY: ANT PRODUCTIONS SPORTY HERITAGE YOU COULD argue that Yamaha’s Sport Heritage line-up started back in 2015, with the retro XJR1300 and SR400, but it wasn’t until 2016, for me anyway, that the company came up with truly convincing heritage offerings in the XSR700 and XSR900, both with obvious design features of the past. In 2019, Yamaha launched the XTributes which I really liked, the XSR125 – which didn’t come to Oz – followed in 2021, before the updated XSR900 in 2022, which we rode on the world launch in Italy. Two years on we have the XSR900 GP, but I don’t think it will end there and I can’t wait to see where Yamaha goes with this. Can we have a TZR125 replica based on the XSR125 next? That, too, would look great in my garage… THE COMPETITION KAWASAKI Z900RS $16,909 (plus on-road costs) DUCATI SCRAMBLER NIGHTSHIFT $20,100 (ride away) TRIUMPH THRUXTON RS $26,690 (ride away) SPECIFICATIONS | YAMAHA XSR900 GP ENGINE Capacity 890cc Type Inline three-cylinder, DOHC, four-valves per cylinder Bore & stroke 78.0 x 62.1 Compression ratio 11.5:1 Cooling Liquid Fueling EFI, Mikuni throttle bodies Transmission Six-speed Clutch Wet, multi-plate, slipper-type Final drive chain PERFORMANCE Power 87.5kW (117hp) @ 10,000 rpm (claimed) Torque 93Nm @ 7000 rpm (claimed) Top speed 250km/h (est) Fuel consumption 5.0L/100km (claimed) ELECTRONICS Type Yamaha Rider aids Power modes, TC, slide control, lift control, cornering ABS, back slip regulator, quickshifter Modes Sport, Street and Rain, plus two User modes CHASSIS Frame material Aluminium Frame type Diamond Rake 25º Trail 110mm Wheelbase 1500mm SUSPENSION Type KYB Front: 41mm USD fork, fully adjustable, 130mm travel Rear: Monoshock fully adjustable, 131mm travel WHEELS & BRAKES Wheels Aluminium spin-forged Front: 3.5 x 17 Rear: 5.5 x 17 Tyres Bridgestone S23 Front: 120/70ZR17 (58W) Rear: 180/55ZR17(73W) Brakes ADVICS/Brembo Front: Twin 298mm discs, four-piston calipers Rear: Single 245mm disc, single-piston caliper DIMENSIONS Weight 200kg (wet, claimed) Seat height 835mm Width 810mm Height 1180mm Length 2160mm Ground clearance 145mm Fuel capacity 14L SERVICING & WARRANTY Servicing First: 1000km Minor: 10,000km Major: 20,000km Warranty: Two years, unlimited km BUSINESS END Price $21,499 (ride away) Colour options Legends Red or Power Grey Contact yamaha-motor.com.au The post YAMAHA XSR900 GP appeared first on Australian Motorcycle News.

In the past 25 years Harley-Davidson has sold around 2.5 million touring bikes, fair dinkum mile eaters like the Road Glide, the Ultra and the Street Glide. These are the bikes Harley calls its Grand American Touring line and, while sales are somewhat less than half Harley’s total, the price point means they’re a major part of its profitability. Where the money goes, the good shit engineering-wise flows. So at the release of the 2024 Road and Street Glides held on the Gold Coast last month I wasn’t expecting too many surprises. After all, gradual evolution based on customer feedback is what we’ve come to expect from Harley. What blew me away was I had no idea the company had progressed the touring ideology so far. That has to be put in context. I’m old; the last time I was invited to a Harley release was for the Ultra in 1989 and it amounted to a sausage sizzle out the back of Frasers and the keys to Warren’s private bike for the next month. It came home on a trailer, possibly why he didn’t talk to me for a decade. Since then I’ve ridden a few to get a taste of what’s happening but figured it is what it is and that’s about as good as it’ll get. And the 5200km I did on that first Ultra was bloody brilliant. Bang, all that went out the door once I’d put a few kays up on the new tourers. Street Glide is equipped with ’bar-mounted Batwing fairing Every part of these bikes has been tweaked and tweaked again in pursuit of touring excellence to the point where even Harley is seemingly struggling to come up with updates. Or maybe not, because the 2024 models boast changes over the 2023 models like a revised and flatter torque curve (3 percent more power, 4 percent more torque) for the 117 cubic-inch, eight-valve engine. This comes from smoothing out the intake manifold and tweaking the ECU. Harley’s also revised the CVO’s liquid-cooled cylinder-head system and made it standard across the range. There’s been a whole lot of simulated wind-tunnel testing that’s brought about a bunch of tweaks to the bodywork but none of that has resulted in too much departure from ‘the look’ that so many owners love. That’s typical of Harley though; don’t rock the traditional boat, especially in a year when it’s hit hard with the high-tech stuff. Yep, the people who invented the iPhone have developed motorcycling’s most incredible infotainment interface. Excuse me, gurgle, I’m severely out of my tech depth here so there’s the possibility of total arse about face. Most obvious is the 12.3-inch touchscreen that you can use wearing gloves – catch up iPhone – which gives riders a bunch of options for the overall look while adding in the map and trip details you dialled in on the Harley app. It also gives full information on the bike itself to the point where I couldn’t even find the widget for telling me tyre pressures. Road Glide riding position is more laidback If that all sounds overwhelming for someone who hasn’t bothered with a neutral light for 20 years, here’s where the real sophistication comes in. For the first time ever in my motorcycling career I managed to use the app and mapping functions and find all the controls I needed and some I didn’t. None of it through the touchscreen though. While I’m sure that works fine, the handlebar button controls are intuitive and easy to use without taking your hands off the ’bars even for part fossilised fingers. Top marks to Harley in the tech management department. Normally about now there’d be a long prattle about the rider modes and how effective they are at changing the whole bike’s character. Harley’s are as good as anyone’s – probably better – and when combined with a whole alphabet’s worth of electronic rider aids I’m sure it’s all mega wonderful for people who like gizmos. Unfortunately it’s all above my pay grade. If you give me a button that says ‘press to go faster’ I’m going to press it every time. When we swapped bikes on the release first thing I did was punch Sports mode. The second thing I did was nearly drop the first one in the carpark – that’s the Gold Coast Rydges Matho, if you’re reading this – but once adjusted to the clutch action and balance there weren’t any more issues. The steering geometry uses the old Electra Glide frame style, which has the fork trailing behind the steering head. Combine that with the low stance and centre of gravity and these tourers are really easy to peddle at low speeds. That big brute of a V-twin started out as a limited-edition CVO powerplant This is where, incidentally, the big difference between the Road and Sport Glides is first apparent. The Sport Glide uses Harley’s traditional Batwing fairing, which mounts directly to the handlebar and has done so since 1969. It uses a lower handlebar (although lots of options here) which brings the riders’ hands behind the fairing wings and pokes the mirrors out each side. That, and a very useful drawer for phones, keys and chewy means you’re swinging up to 15kg straight off the ’bars. Because the Batwing runs so close to the handlebar – and the fairing weighs 9kg less than the Road Glide’s – it’s not as noticeable as you’d think, but is noticeable. The Road Glide’s fairing, with its big shark’s nose, is mounted directly to the frame giving lots more space behind the screen itself. Given that lifts the airflow, the Roady uses a six-inch higher handlebar that sits the rider more upright to take advantage of the excellent seat support and puts your hands in the breeze. The seat’s built up a bit although they’re both so comfortable I didn’t pay any attention to differences. The best thing about any seat is if you can sit all day and not notice it. Harley has been running the fixed and handlebar-mounted fairing options –always designated Road and Sports – against each other for a lot of years making choice between the two the touring rider’s biggest option. Mounted up and travelling the Road Glide feels like a bigger bike with its higher fairing sitting farther upfront and a back angle heading towards ape hanger angles. The rider’s isolated a bit more from the road but the big difference is when you hit a crosswind or cop a racing truck going the other way. The Road Glide hardly notices, tracking straight as an arrow… maybe that should be tracking straight as a torpedo. You feel changes in the wind more on the Sport Glide’s ’bar-mounted Batwing – yes, the original fairing came out around the same time as Batman on the telly – but it comes with the advantage of feeling like you’re hovering over the action. I reckon all the aerodynamic efforts Harley has put into both models really just brought them closer together. They’re both superbly stable. Proof of that work is in the buffeting flaps under the mini screens, which can be adjusted for airflow or shut off completely. These give riders the option to direct air exactly where they want it helmet wise, which is a useful bit of fine tuning given we’re all different heights and wear different style helmets. I tried closing the flow off on both fairings before finding my chosen setting was a tad open and aimed above the eyes. The Street Glide also gets fork-mounted deflectors and, according to the tech handout, it’s got ‘Willi Wings’ too. Not really sure what these are but I guess if you’re facing a long and lonely outback ride you might have time to play with them too. That’s the truth of it. There are so many features on both these bikes – plus a truckload of accessory options – that it’d take a lot longer than a couple of days to find everything. The point is eventually you’ll tailor the bike to suit you and still have something to play with when the next corner’s 100 kays away. They don’t have heated grips though, and for us older hands in the colder weather that’s a real omission. It made sense that the release for such high profile and fully featured weaponry would be the Gold Coast – not just so I could rub it in, Matho – but when I saw the route I figured someone had slipped up. It’s beautiful riding up behind Murwillumbah through sugarcane country and plenty of twisty roads, but the old backroad to Brisbane, the Numimbah Valley, copped so much flooding last season it’s loaded with surprise potholes and gravel traps. I mean, a bloke can make good speed through here on his DR650, but a fully fledged tourer? Wrong, again. This is where all that work on suspension and frame geometry over many years has really paid off. Even with the floorboards touching occasionally, the big Americans hold their line on bad roads so well you, er, like the seats, don’t notice it. Bloody amazing and easy to ride hard without fear. The touring Glides offer way more confidence than most of the cruisers in Harley’s range, especially the Breakout, which always felt one degree off break out and spin when I rode it. Getting back to the coast after a day’s backroad punting and a vineyard stop for lunch – sorry, Mick – most of us were in fine fettle and ready to rev. This is where these big bikes surprise again as the six-speed transmission backed by a lovely slipper clutch bringing in all that torque makes for instant action at the lights. Now I see why everyone’s excited by bagger racing! My choice? Hmm, pretty easy really. After riding both stock Road and Street Glides up to the lunch break – did I mention the foie gras, Matho? – I grabbed a black Street Glide with the optional Screamin’ Eagle titanium mufflers and free-flow air cleaner kit for the ride back. It looked and felt traditional Harley but came with extra sting and a whole new soundtrack. Yep, Harley’s tourers are great standard but, like Scottish soldiers cresting a hill, it’s still all about the pipes. PROS: Tuning of the 117 cube M8 engine for this application is spot-on, awesome yet predictable braking, and big panniers with proper hinged lids. CONS: Harley’s version of weight loss is like mine; starts after the next cheeseburger. And both models need louder exhausts before you leave the dealership. WORDS: JOHN ROOTH PHOTOS INCITE IMAGES H-D ELECTRONICS Today’s touring range gets a choice of four selectable riding modes. There’s Rain mode, which softens the whole deal substantially and feels like you need two hands on the throttle to wind her up. There’s Road, which is the setting you got before modes were invented, there’s high levels of traction control and ABS cutting in. There’s my favourite, Sport, because if someone says ‘push this and you’ll go faster’ you push it, right? It makes fast easy. And then there’s Custom, which lets you program your own riding mode. This one’s for serious geeks who spend a lot of time in the shed. As for the other electrickery, there’s C-ELB (Cornering Electronically Linked Brakes), A-ABS (Cornering ABS), C-TCS (Cornering Traction Control), C-DSCS (Cornering Drag Torque Slip Control), VHC (Vehicle Hold Control), TPMS (Tyre Pressure Monitoring) and then there’s my favourite JRTF-OOI (Just Ride The F*** Out Of It). CVO ROAD GLIDE ST CVO is Harley-Davidson’s Custom Vehicle Operation and after 25 years it’s usually where you see the stuff that’ll come out on ‘standard’ models farther down the track. The higher-spec CVO Road Glide looks like it’s designed to impress bagger racers with a 121 cubic-inch high-output Milwaukee Eight engine, a lower final-drive ratio (output sprocket is 30 teeth, stock is 32 teeth) to punch harder out of corners and reduced weight/more performance thanks to a titanium exhaust and some carbon fibre bits. It also adds more modes – Track and Track Plus – which sound exciting! SPECIFICATIONS ENGINE Capacity 1923cc Type 45º V-twin, four valves per cylinder Bore & stroke 103.5mm x 114.3mm Compression ratio 10.3:1 Cooling Twin-cooled Fueling Electronic sequential port injection, 58mm throttle body Transmission Six-speed Clutch Wet, multi-plate, slipper type Final drive Belt PERFORMANCE Power 78kW (105hp) @ 4600rpm (claimed) Torque 176Nm @ 3250rpm (claimed) Top speed 195km/h (est) Fuel consumption 5.3L/100km (claimed) ELECTRONICS Type Not given Rider aids Cornering ABS, traction control, drag torque slip control and vehicle hold control Rider modes Sport, Road, Rain or Custom CHASSIS Frame material Stubular steel Frame type Backbone Rake 26° Trail 173mm Wheelbase 1625mm SUSPENSION Type Showa Front: 49mm non-adjustable upside-down fork, 117mm travel Rear: Dual shocks, preload adjustable, 76mm travel WHEELS & BRAKES Wheels Cast aluminium Front: 19 x 3.5 Rear: 18 x 5.0 Tyres Dunlop D408F & D407T Front: 130/60-19 Rear: 180/55-18 Brakes Front: Twin 320mm discs, four-piston calipers Rear: Single 300mm disc, single-piston caliper DIMENSIONS Weight Road Glide 364kg; Street Glide 351kg (dry, claimed) Seat height Road Glide 720mm ; Street Glide 715mm Width Road Glide 745mm ; Street Glide 975mm Height Road Glide 1315mm ; Street Glide 1350mm Length 2410mm Ground clearance Road Glide 145mm ; Street Glide 140mm Fuel capacity 22.7L SERVICING & WARRANTY Servicing First: 1600km Minor: 8000km Major: 16,000km Warranty Two years, unlimited kilometres BUSINESS END Price From $46,495 (ride away) Colour options Billiard Gray, Vivid Black, White Onyx Pearl, Whiskey Fire, Blue Burst, Alpine Green, Atlas Silver Metallic or Sharkskin CONTACT harley-davidson.com/au The post 2024 H-D STREET GLIDE & ROAD GLIDE appeared first on Australian Motorcycle News.

Since stunning the motorcycling world with a record-breaking 2300cc engine back in 2004, the Triumph Rocket 3 has been the embodiment of motorcycling brawn, with more testosterone than a Mr Olympia line-up. In this era of political correctness and tightening emissions regulations it wouldn’t be a surprise to see the Rocket 3’s giant donk consigned to the history books but, to mark 20 years of sales success, Triumph has doubled down on its iconic power cruiser concept with the introduction of the wild new Rocket 3 Storm. Somewhat confusingly the Storm is not a variation from the base model – all 2024 Triumph Rocket 3s are Storms and there are two versions available. The $39,890 (ride away) Storm GT features a more relaxed, cruiser-based riding position with forward-mounted foot controls, higher ’bar, pillion backrest and a lower, more padded seat. The less-expensive $38,890 Storm R variant is the hard-edged muscle-roadster with lower ’bar, mid-mounted ’pegs and an overall more agro riding position. Apart from that, the R and GT are mechanically identical, though the GT gets hand-grip warmers as standard equipment. Triumph Rocket 3 Storm R Triumph Rocket 3 Storm GT The sheer scale of the Rocket 3 is striking, from its immense, longitudinally-slung, straight-triple powerplant, to the huge 240-section rear Avon tyre, to the 300mm rear brake rotor, and massive single-sided swingarm, which incorporates the drive shaft. This level of power and torque requires big drivetrain engineering, and the Storm exudes sturdiness and strength like an Abrams tank. That’s not to say it’s ungainly or rudely crafted though. The fit and finish are top notch and there’s exacting attention to detail everywhere you look, such as the pillion ’pegs that fold away invisibly into the bodywork when not in use, sharp LED lighting and the circular digital TFT dash arrangement that’s both classy and clear. No motorcycle of this calibre would be complete without a comprehensive suite of electronics and there are plenty of rider aids to keep all that power in check. Four riding modes are available – Rain, Road, Sport and Rider – which work with the digital throttle and a six-axis IMU to offer progressively more liberal traction control and throttle map settings. Rider mode can be fully customised for personal preference. It’s easy enough to change between modes on the fly operating the dainty joystick with your left thumb, with the caveat that the throttle must be closed for safety reasons. It isn’t the most intuitive infotainment interface I’ve sampled, but scrolling though the menus is relatively fuss free once you’re familiar with it. There’s also hill hold, cruise control and a keyless ignition, while Bluetooth connectivity for features such as music control and turn-by-turn navigation is available via the optional connectivity module. Not the most intuitive infotainment interface but easy enough to navigate Not even a NASA engineer would dare suggest the Rocket 3 needed more thrust, but that didn’t stop the boffins at Triumph’s Hinkley HQ fettling the monstrous 2458cc triple-cylinder powerplant to produce an extra 11kW. In now spits out 134kW (179hp) at 7000rpm and a scarcely believable 225Nm of torque at just 4000rpm – that’s almost 80 percent more torque than the Ducati XDiavel – a bike most people would agree is pretty punchy. The Storm also receives new cast-aluminium wheels, reducing weight to 317kg. But aside from that, all other changes are purely cosmetic, with dark, brooding colour schemes and blacked-out details to enhance its menacing stance. Despite the Rocket 3’s steroidal appearance, it isn’t astronomically heavy for a cruiser in this category and handled impressively well when we threw it at some squiggly roads in the Adelaide Hills. Those enormous tyres and lengthy 1677mm wheelbase mean it doesn’t exactly fall into corners, but changes of direction don’t require a lot of muscle, and there’s a neutral feeling through the handlebar and competent mid-corner dynamics. The Storm R’s more forward riding position makes it a more natural corner carver, but the GT was no slouch through the loopy sections either. The suspension offers plenty of support and feedback, and it turns so well I would probably make use of the 15mm-adjustable footpegs to give it some extra ground clearance. Slinging the hefty, hard-hitting Rocket 3 down a winding road feels bizarrely graceful, like dancing the foxtrot with George Foreman. Through more rutted bends you eventually arrive at the limits of what the Showa fork and rear shock can iron out properly, but a machine of this size is not pretending to be a sportsbike. I found it more fun to adopt a slow in/fast out approach, where the Rocket’s planet-turning torque has the rear tyre madly scrambling for grip as the triple growls like Chewbacca and propels you down the road as if you’ve been fired from a bazooka. The best cornering technique is a slow in, fast out approach In Sport mode the traction control intervention was barely perceptible and allowed some slip, to the point where I could feel the rear Avon being smeared across the road with even moderately provocative throttle applications. The long, stable wheelbase makes it feel fun rather than butt-clenching, but getting the throttle wide open on a twisty road is still basically impossible. While the Brembo brakes offer effective stopping power and feel, it pays to remember just how rapidly that huge powerplant converts fuel into kinetic energy. While it handles better than any motorcycle this big ought to, the open road feels like more natural territory. Considering there are three sledgehammer-sized pistons firing away at speed between your legs the triple is very smooth, with just enough vibes to let you know you’re riding something very potent. At highway speeds the engine ticks away at just over 2000rpm and overtaking is hilariously effortless in any gear, at any point in the rev range. It’s also ridiculously flexible, pulling easily from near idle revs in sixth gear. Even in Rain mode it felt like there was enough torque on tap to tow a B-double, and straight-to-jail speeds appear on the digital dash almost instantaneously if you slap the go-grip open. All that prodigious stomp makes gear changes pretty much redundant on the open road but when you do need to swap cogs the lever feel is light and precise, once again belying the Rocket’s thuggish demeanour. On rural South Australia’s interminably straight stretches of bitumen the GT’s more laid-back riding posture allowed me to settle in for a comfortable cruise, although the low screen didn’t deflect much wind blast. The forward-mounted ’pegs are nicely positioned and, although my outstretched calf was resting slightly against the engine, the heat shields ensured nothing got roasted. My posterior was also well catered for by the lovely, plush seat, although I did find the suspension tune to be pretty firm over more poorly maintained country roads. Where the taut damping was a boon when dragging ’pegs through Adelaide’s scenic hills, for touring duties the Showa suspension transmits road undulations through to the ’bar and seat with unnecessary diligence. Dialling back the rebound and compression helped somewhat, but the Rocket still felt a bit heavily sprung for my 80kg ballast. At the end of the day we arrived at the Shell V-Power Motorsport Park at Tailem Bend, where Triumph had booked a session on the new drag strip with instructions to not be overly concerned with tyre life. It was slightly intimidating sitting at the starting beam on the Rocket 3, with the entire machine swaying slightly with the force of the crank rotation as the revs built. The 2.5-litre engine is a monster The strip curator assured us that a recent event had laid down plenty of grippy rubber, but when the lights dropped and I let the clutch out the rear tyre spectacularly unglued itself from the tarmac. A fat, smoky strip of fried Avon was left behind as the Rocket arced sideways across the strip, the rear tyre squealing forlornly into second gear as it tried to contain the monumental grunt it was being force-fed. By the time it eventually regained some composure in third gear, it was clear that some adjustments in technique would be needed to make better use of the insane torque. Over the next few runs I experimented with my clutch-release point and the Rocket began to hook up better, resulting in absolutely relentless acceleration, the force of the wind blast quishing my visor back into my face. The Storm R’s ride position allowed me to place my bodyweight over the tank to ensure the front tyre stayed down, although the chassis stability meant it was far more likely to barbecue the rear than loft the front. For the last run I indulged in a preparatory burnout to get more temperature in the tyre, and that finally did the trick. The Rocket launched hard off the line, with just a whiff of wheelspin, before it dug in hard and blasted me down the chute like I’d been shot from a catapult. The final pass resulted in an 11.3 second 400m elapsed time and a terminal speed of 205km/h – impressive for a motorcycle that’s as aerodynamic as a brick and weighs over 300kg. With some set-up adjustments and a bit more practice, a 10 second quarter-mile is surely feasible. The optional quickshifter might also help shave off a tenth or two. It takes a special technique to get that rear tyre hooked up on the drag strip, but it’s fun to try When the smoke cleared and my heart rate returned to something approaching normal, I attempted to wrap my head around what it would be like to own the new Rocket 3, which in some ways occupies a motorcycling niche. In R spec it makes an extremely big, heavy, muscle-roadster, while in GT trim the suspension and screen aren’t ideal for touring, although of course it’ll churn out the kilometres no problem when required. The claimed 6.6L/100km economy figure equates to a range of only around 260km from a full 18-litre tank and, at nearly 40 grand, I reckon tyre pressure monitoring, Bluetooth connectivity and a quickshifter should be standard fitment rather than optional extras. But all that kind of misses the point, because the Rocket 3 Storm is playing in a league of one, with a behemoth engine that makes comparisons to other machines seem preposterous. Nobody ‘needs’ a motorcycle with 225Nm of torque, but that feeling of being shoved in the back by a maglev train whenever you flex your right wrist would never, ever stop being outrageously entertaining. If you like the idea of a refined muscle cruiser that corners fantastically but can also set its rear hoop on fire on the way to a 10-second quarter mile, then the Rocket 3 is for you. The Rocket 3 Storm feels like a big, bold triple exclamation mark in the story of internal combustion motorcycles. In years to come it will surely be a revered icon. ROCKET POWER THE ROCKET 3 Storm’s 2458cc powerplant stands as the world’s largest mass-produced motorcycle engine. A major upgrade in 2018 increased capacity by 152cc while simultaneously massively reducing engine weight, with an 18kg saving achieved through strategic enhancements to the crankcase assembly, adoption of a dry-sump lubrication system with an integral oil tank, and the introduction of new balancer shafts. The innovative hydro-formed, three-header, exhaust system also optimises exhaust gas routing for enhanced sound and performance. Generating a peak power output of 134kW (179hp) at 7000rpm, the new Rocket 3 Storm straight triple is eight percent more powerful than the previous model. Torque output has also been increased by 4Nm, to a mind blowing 225Nm at 4000rpm. PROS: This big brute plays in a league of its own with stupendously addictive and entertaining engine thrust. CONS: Fuel range around 260km and, for the price, tyre pressure monitoring, Bluetooth and quickshifter should be standard. WORDS: DAMIEN PELLETIER PHOTOS: DEAN WALTERS THE COMPETITION Ducati XDiavel 1262cc Testastetta V-twin Power 112kW @ 9500rpm Torque 126Nm @ 5000rpm Kerb weight 247kg $33,300 (ride away) Harley-Davidson Fat Bob 114 1868cc air-cooled V-twin Power 69kW @ 5020rpm Torque 155Nm @ 3000rpm Kerb weight 306kg $33,750 (ride away) Indian Chief Dark Horse 1890cc air-cooled V-twin Power Not quoted Torque 162Nm @ 2900rpm Kerb weight 304kg $28,995 (ride away) SPECIFICATIONS – TRIUMPH ROCKET 3 STORM ENGINE Capacity 2458cc Type In-line three-cylinder, DOHC, four-valves per cylinder Bore & stroke 110.2 x 85.9mm Compression ratio 10.8:1 Cooling Liquid-cooled Fueling EFI Transmission Six-speed Clutch Wet, multiplate Final drive Shaft PERFORMANCE Power 134kW (179hp) @ 7000 rpm (claimed) Torque 225Nm @ 4000 rpm (claimed) Top speed 225km/h (est) Fuel consumption 6.6L/100km (claimed) ELECTRONICS Type Continental Rider aids Cornering traction control, cornering ABS, four ride modes, hill hold control, cruise control, keyless ignition Modes Rain, Road, Sport and Rider configurable CHASSIS Frame material Aluminium Frame type Backbone Rake 27.9° Trail 134.9mm Wheelbase 1677mm SUSPENSION Type Showa Front: 47mm USD fork with compression and rebound adjustment, 120mm travel Rear: Monoshock, fully adustable, 107mm travel WHEELS & BRAKES Wheels Cast aluminium Front: 3.5 x 17 Rear: 7.5 x 16 Tyres Avon Cobra Chrome Front: 150/80R17 V Rear: 240/50R16 V BRAKES Brembo Front: Dual 320mm discs, radial four-piston Monobloc calipers Rear: Single 300mm disc, dual-piston caliper DIMENSIONS Weight R: 319kg GT: 320kg (kerb, claimed) Seat height R: 773mm GT: 750mm Width 920mm Height R: 1125mm GT: 1183mm Length 2365mm Ground clearance Not given Fuel capacity 18L SERVICING & WARRANTY Servicing First: 1000km Minor: 16,000km Major: 32,000km Warranty: 24 month, unlimited km BUSINESS END Price R:$38,890 GT:$39,890 (ride away) Colour options Carnival red/Sapphire black, Satin Pacific blue/Sapphire black or Granite/Sapphire black CONTACT triumphmotorcycles.com.au The post TRIUMPH ROCKET 3 STORM appeared first on Australian Motorcycle News.

It took me a couple of days to understand the approach towards the all-new 2025 Indian Scout. As the entry point to Indian’s range, in its various forms the Scout has accounted for more than 100,000 sales since its launch in 2015, which is more than half of all Indians made during that period. Kel gets in the groove on the Sport, her favourite in terms of appearance but with a slightly underwhelming braking package So when the covers came off the first significant model update in almost a decade to reveal a 1250cc Scout whose biggest news was the addition of ABS – no digital dash, no ride modes, no traction control – I really couldn’t understand Indian’s approach to what product director Ben Lindaman called “the largest product launch in the history of Indian Motorcycle”. But what I eventually came to understand during the three-day launch in northern California was the person who’s buying an American V-twin cruiser has very different needs, wants and motivations than the person who’s perusing the sportsbike, adventure touring or nakedbike segments, for example. And it was through eight months of thorough customer research, where Indian engaged with thousands of customers, dealers and customisers, that the brand understood exactly how it needed to approach the update because, as Lindaman told me, “it’s really easy to go too far”. Given the bike plays a vital gateway role for the historic marque, it was crucial to get it right. The biggest takeaway from all of that research was that people really loved the current Scout, which is why the new entry-point Scout Bobber doesn’t stray all that far from the current model. The Bobber was fun to hustle through the corners, despite its claimed 237kg dry weight The brand also understood that the custom cruiser market couldn’t be ignored, which was the motivation behind switching from an aluminium chassis to a tubular-steel frame, which is far less daunting to work on. And while this update was prompted by the newest Euro 5+ emission standard, Indian needed to create a platform that can be refreshed and added to for another 10 years, hence features like the all-new plug-and-play electrical architecture. Of course there’s a lot more to the updated platform than the relatively featureless Bobber. Four more models in fact, whose various appointments, ergonomic options and tech packages speak to a wide variety of would-be customers. To recap, the outgoing range consisted of three models; the $22,995 (ride-away) Scout Bobber, the $23,495 Scout and the $24,495 Scout Rogue. Replacing these three respectively is the Scout Bobber, the Scout Classic and the Scout Sport, with two higher-end models, the Super Scout and the flagship 101 Scout, also joining the stable for the new model year. The 101 Scout has the best rear suspension with 150mm of travel. In fact it has the best of everything in the range Common to all bikes is the new tubular-steel chassis and an all-new 1250cc 60-degree V-twin engine. Called the SpeedPlus 1250, the engine replaces the outgoing 1133cc PowerPlus, with the 10 percent capacity increase resulting in a 17 percent increase in power to 79kW (105hp) as well as a 14 percent hike in torque to 109Nm. The 101 Scout gets another six horses again to 82kW (111hp), but this is achieved only through calibration, so the 101’s engine remains mechanically unchanged. The new subframe is now common to all five models allowing for all racks, seats and luggage options to be interchangeable, while the 2025 fuel tank can accept 375ml more fuel which, thanks to Euro 5+ efficiencies and the tweaked final-gear ratios, Indian says provides 32km more range than the outgoing trio. There’s also a fuel gauge where there wasn’t one before, and an oil-level sight glass, while servicing has been made more efficient thanks to the valve covers now able to be removed from the side of the bike, rather than having to pull the thing apart in order to access them as on the older models. Kel found heaps of confidence from the Bobber’s front hoop There are quite of lot of differences between the models (see sidebar) but the Bobber, Classic and Super Scout all roll on a 16-inch front wheel, while the 101 and Sport both opt for a 19-inch front, with all five models using a 16-inch rear. The Super Scout and the Classic’s ergonomics are nearly identical thanks to employing the same pulled-back handlebar, while the Bobber, the Sport and the 101 all use a shorty-style ’bar which forces you into a more aggressive riding position. I found the riding stance on all five to be a bit of stretch for my 164cm frame, but Indian says as many as 30 different ergonomic options can be achieved through accessing some of the more than 100 different accessories that will be on offer. Indian says mid-mounted ’pegs are a must-have option, according to that extensive customer research, but the part wasn’t ready in time for the launch. A shame, because those, as well as a seat which pushes me closer to the handlebar, would have definitely made for a more comfortable couple of days for me. All four lower models share the same suspension and braking package, while the 101 gets higher-spec running gear, more powerful lighting, premium paintwork, a machined triple clamp, six-inch risers and that extra power. In terms of tech, the three base models are available in a trio of trim choices; Standard, Limited and Limited+Tech (see sidebar), while the Super Scout and 101 Scout come only in full-fat Limited+Tech form. According to the project’s lead engineer Shana Slettedahl, who not only led the team of 120 engineers involved in the Scout revamp but also researched and wrote the project’s entire design brief, once the five target customers were identified and their corresponding models decided on, the platform development began with the top-spec 101 Scout, before then being pared back and tweaked to suit each customer segment. Northern California has some of the best riding roads in the world. Put it on your bucket list “There’s a lot of people who like mid-weight cruisers, and we set out to appeal to all of them,” she said. My Scout experience started with the chrome-laden Classic. It was fitted with the top-tiered Tech+ package, which meant instead of the standard keyed ignition and analogue dash, I was met with a full-colour touchscreen display, a push-button ignition and handful of other aids such as switchable traction control, three selectable riding maps, turn-by-turn navigation and cruise control. Selecting first gear came with that all-too familiar American clunk. As we left the hotel and picked our way south through San Francisco in search of more appealing forest and coastal roads, my first impressions were average at best. Not helped, of course, by unfamiliar and poorly maintained city roads punctuated by steel plates, potholes and manhole covers, the 76mm of rear suspension travel made itself very well known, first gear was extremely tall and the fueling in the middle Standard ride mode I’d selected seemed fluffy off the bottom. Some bikes feel like you own them the second you jump on them – for me, the Indian Scout was not one of those bikes. Twenty minutes later, though, I was feeling far more at home. The road surface had improved, I’d realised Sport mode’s throttle feel was far more direct, and now we were through the hustle and bustle of downtown San Francisco the ratios in the higher gears became far more predictable. Easy-to-remove screen on the Super Scout The pulled-back ’bar of the Classic (and the Super Scout) offered the most relaxed ergonomics, although it was still a decent stretch for me, especially when hooking a u-ey at full lock, but not to the point where I ever felt vulnerable or not in complete control. The Scout is the entry point to the Indian brand, and even relatively inexperienced riders will feel comfortable on it. Off the Classic and on to the Bobber, I switched it into Sport mode and adjusted its ’bar-end mirrors, immediately appreciating the excellent vision the Classic’s conventional mirrors provided. We headed into a heavily forested section where the now-quieter road turned tight, twisty and hot-mix smooth. Not generally a fan of a wide, 16-inch front tyre, I was immediately surprised by the amount of feedback I was getting from the 130-section front hoop, helped no doubt by the extra weight I had over it thanks to the hunched riding position of the Bobber. Buoyed by the front-end confidence, I quickly found the clearance limits of the forward-mounted footpegs, but adjusted my style to suit. Yes, it takes some decent muscle to hustle the 237kg (dry) Bobber through twisty sections of roads at a decent clip – and you do need all the help from both the twin-piston front and single-piston rear calipers biting 298mm brake discs either end – but as long as the surface is in good shape (it only has 51mm of rear suspension travel), the Bobber is more than capable of it. And the torque delivery of that 1250cc V-twin means you can spend less time dancing through the gearbox, instead relying on the hard acceleration to slingshot you between apexes. There is some transmission snatch if you get your gear selection a little bit wrong, but it’s an otherwise forgiving delivery. The Classic looks, well, classic and has a lot of old-school features when it comes to the riding experience Now out of the forest, we took a break in a carpark on the coast where the waves smashing against the rocks indicated the run down Highway 1 to Santa Cruz will be more exposed to the elements. I made a beeline for the only bike in the line-up with a windshield fitted as standard, the Super Scout. As well as non-lockable and water-resistant panniers, it gets wire-spoked wheels, while the windshield itself is a quick-release removable affair – perfect for those riders tossing up between it and the Classic. The screen itself wasn’t tall enough to keep wind off my helmet. In fact my shorter stature meant it directed any air coming off the screen directly at it but I suspect taller riders would feel the benefits of the screen in keeping the wind off their chests and I’d be certain there will be a bevy of taller or shorter options in the accessories catalogue. The following morning, we headed inland towards California’s iconic Redwood forests and the hundreds of kilometres of twisty roads that traverse them. The Classic and Super Scout get wire wheels I was both grateful for and lamenting the fact that I was on the Sport, one of two 19-inch front wheel Scouts that make up the 2025 range. I was pleased because it took far less inputs from me to flick the bike from side to side – but having the ability to ride fast with more ease meant I didn’t get as much time as I’d like to take in my surroundings, which are some of the oldest forests in the world. I was on the all-black Sport, which is probably my favourite in terms of appearance. It combines the chopped rear fender and ’bar-end mirrors of the Bobber with a quarter fairing, handlebar risers, mag wheels and blacked-out everything. As the ancient trees towered above me and the tight twisties opened up into longer more open sweepers I became really aware that the Sport would benefit from a stronger braking package – it’s okay but probably not befitting of a bike employing the Sport moniker. Which is why I was really glad I left the 101 Scout until the very end. The non-adjustable right-way-up 41mm fork in the previous four models are replaced with a fully-adjustable upside-down 43mm unit with 150mm of travel on offer, 30mm more than its stablemates. Likewise, where the Bobber, Classic, Sport and Super Scout get a single 298mm disc and a no-name twin-pot caliper front set-up, the 101 gets a pair of Brembo monoblock four-piston calipers gripping 320mm discs. The difference is stark. It’s only one kilogram heavier than the Sport, too, and 19kg lighter than the Super Scout, so between its superior suspension and braking packages and its increased engine performance, you really do notice that you’re on the cream of the crop. There’s a heap of confidence afforded by the Metzeler Cruisetec hoops which adorn the 101 (and the Sport) and the five-spoke mags feel lighter than the Sport’s eight-spokers, just in the ease in which it turns. Aimed, I suspect, at the rider who wants the bells and whistles of the FTR, but the characteristics of a cruiser, I would have liked Indian to have dialled a little bit more ground clearance into the 101 just so those higher quality appointments could be better exploited. Because as Shana explained to me, “101 wouldn’t have been 101 without extra everything”. The Super Scout is the most touring-oriented of the five variants Despite the extra suspension travel, all five seat heights are quoted to be the same 654mm, which really underlines just how accessible the Scout platform is. For those who are wondering about its name, the 101 is a tribute to the 101 Scout that debuted in 1928 as the first update to the much-loved original Scout. With a longer wheelbase, increased rake and lowered seat, it was said to have exceptional handling with some even referring to it as the best motorcycle ever made. The latest iteration is not perfect. It, and in fact all of the bikes I rode with the digital dash, suffered a few gremlins on start-up – a software glitch Indian assured me will be fixed by the time the production models hit dealer showrooms in Australia this July. The tall first gear (used to help navigate ever-tightening ride-by noise standards) is hard work in congested areas and I found the routing of the rear cylinder’s header pipe unsuited to my seating position, with an uncomfortable amount of heat being thrown on to my right thigh, especially when stationary. But after riding the 2025 101 Scout, experiencing its extra everything, I was now even more perplexed why the largest product launch in the history of Indian Motorcycle stuck with a featureless analogue dash as standard and mandatory ABS as the sole rider aid on the brand’s all-important entry point. Because if there’s one rider who’s looking for the safety benefits of traction control and a softer ride mode, surely it’s the entry-level rider. Of course I understand the cost benefits but I put the question to a lot of Indian personnel involved in the project. It was Shana who made it clear. “Many customers buying an American motorcycle are purists; they don’t want the tech, they want their bike to be raw,” she said. “Those riders don’t get on their bike to be in this world of tech – that’s why we ended up with the tech packages. We didn’t want to take away that raw just you and the wind and a motorcycle – and it’s those purists who we need to keep around.” So what I initially dismissed as an oversight is in fact a well-researched and conscious decision to appeal to all midsize cruiser owners. And hats off to Indian for the convincing execution. Simple and clean The design team, lead by the legendary Ola Stenegard, put a lot of work into achieving a clean timeless design. Stenegard said he took a lot of inspiration from what he calls “American surfacing”, which appears on classic American cars. Less cool The switch to a tubular-steel frame has been made possible in part to a new radiator that’s 22 percent smaller than before, which now allows it to hide between the frame’s down tubes. The less prominent cooler adds to that cleaner, simple look. Talent scout At the heart of the Scout is the all-new 1250cc SpeedPlus 60-degree V-twin engine that, in standard form, produces 79kW (105hp) of power and 109Nm of torque. The calibration of the 101 Scout gives it another six horses to 82kW (111hp). Open tank The fuel tank’s capacity has increased by 375ml for 2025, which Indian claims will get you a further 32 kays down the road thanks to the more efficient engine. None of the five models use a lockable fuel cap and the tank capacity is quoted at 13L. Wide appeal When the accessories catalogue is made available, Indian says between the different options of seats, footpegs, handlebars and risers, there’ll be no less than 30 different ergonomic options available to Scout owners. PROS: The power delivery of the SpeedPlus 1250 is smooth and engaging and there’s a Scout model to suit all tastes and, I assume, budgets. CONS: The tall first gear can be hard work, the standard ergonomics more accommodating and the rear header pipe needs a better heat shield. TEST: KEL BUCKLEY PHOTOGRAPHY: INDIAN MOTORCYCLE THE LINE-UP Scout Bobber: $22,995-$24,995 ride away The entry point to the Scout platform, its chopped fenders, single seat and ’bar-end mirrors epitomise the moniker. It rolls on 16-inch wheels at both ends, features an all-black engine and exhaust and there’s only 51mm of travel in the rear end. Scout Classic: $23,495-$25,495 ride away Aimed at the traditionalists, the Classic’s long fenders, pulled-back ’bar and chrome exhaust and engine accents match the bike’s chrome wire wheels and conventional mirrors. Like the Bobber, it rolls on 16-inch wheels but the rear shocks get 76mm of travel. Scout Sport: $23,995-$25,995 ride away Speaking to the custom scene, the Scout Sport gets 150mm ’bar risers, a machined triple clamp and a slightly higher seat back. There’s a quarter fairing, a 19-inch front wheel with machined highlights and 76mm of rear suspension travel. Super Scout: $26,995 With a quick-release windshield and panniers as standard, the Super Scout is aimed at the touring end of the cruiser scene. It has 16-inch wire-spoked wheels, 76mm of rear travel, provision for a pillion and comes with the Limited+Tech pack as standard. 101 Scout: $27,995 The cream of the crop, the 101 Scout gets more horsepower dialled in, fully adjustable suspension at both ends, a twin-disc Brembo front end and premium paint. There’s 150mm gloss black ’bar risers, a custom-stitched solo seat and the full-fruit electronics package. MR PRESIDENT Mike Dougherty has been at Polaris for 26 years and was appointed President of Indian Motorcycle in 2019 Where are the bikes being manufactured? All the heavyweights and all bikes for North America are produced in our Spirit Lake Iowa facility. We have a factory in Poland where all the mid-sized – so FTR and Scout – for Europe and Eastern Africa are built. Polaris had a factory there already, so it helps not only with logistics, but also when we had some trade disputes. We’re opening up a factory in Vietnam where Scouts will be built for all of the Asian markets plus Australia. We’ve been building bikes there now for a couple of years but the Scout line opened on 16 April. How important is the Scout in Southeast Asia? Scout is the highest volume in Asia. Half of our volume for Scout is outside the US, and I would say one third of that volume is in Asia. But we need it to be more. We’ve been exporting them from Iowa, while all of our competition has a Thai factory or an Indian factory, and we’ve been paying 25 percent duties. Also the time and the freight is expensive. Is a joint venture on the radar? We’ve had a joint venture with VPIC, in Vietnam, for components for a while; chassis, for example. Metal stamping, forging, welding… that’s their thing. We’ve had partnerships in the past, but we’ve never been able to find that perfect partner. We think Indian is super special and finding a partner – they always want more than we want to give, so it’s hard to find that strategic alignment. We have enough scale now that we can do it ourselves. Polaris is big and we think Indian is going to be big. And so we’re going to do it our way. We don’t have to compromise. Would a small-capacity Indian make sense in the Asian market? Trying to grow businesses in Asia in particular, having a smaller capacity motorcycle would be really great. The problem for us is being able to get the volume and the price point to compete against excellent competitors – the Bajas, the Heros – their operational excellence is really impressive. So no small-capacity offering in the short or medium term? Probably not in the 300-500cc category, I don’t know how we’d compete in that. But something smaller than a 1250 or 999 makes sense to me. Where it’s still premium, it’s still an aspirational spot. Does Polaris still own electric brand Brammo? We dissolved that. No, that didn’t work out. We made that Victory Empluse. I think people enjoyed the bike but it cost us $20k to build it and people bought it for $12k, so it’s just not a business. We partnered with Zero Motorcycles for [Polaris] off-road vehicles and we’ve looked at it on the motorcycle side, but it’s just such a small market right now. We’re always monitoring it, but when you look at where you’re going to spend your next dollar on product development, we don’t see electric motorcycles as being the next great thing for us. THE TECH OPTIONS Standard Aimed very much at the purists, the standard package consists of an analogue dash with a fuel gauge and economy counter, non-switchable ABS and LED lighting. Bobber, Classic and Sport owners can choose between all three tech trims. Limited The Limited tech package adds switchable traction control and cruise control to the electronic rider aids, as well as three switchable engine maps in Sport, Standard and Tour. The Limited options adds a USB outlet, but not phone connectivity. Limited+Tech Standard fitment on both the Super Scout and the Scout 101, the Limited+Tech pack adds a coloured touchscreen dash to the mix, turn-by-turn navigation, configurable gauges, ride stats and keyless ignition. Connectivity is available through Indian’s Ride Command app. SPECS ENGINE Capacity 1250cc Type 60º V-twin, DOHC, four valves per cylinder Bore & stroke 104mm x 73.6mm Compression ratio 12.5:1 Cooling Liquid Fueling EFI, 60mm throttle bodies Transmission Six-speed Clutch Wet, multi-plate Final drive Belt PERFORMANCE Power 79kW (105hp) @ 7250rpm 101: 82kW (111hp) @ 7250rpm (claimed) Torque 108Nm @ 6300rpm 101: 109Nm @6300rpm (claimed) Top speed 185km/h (est) Fuel consumption 6.5L/100km (avg) ELECTRONICS Type Not given Rider aids ABS. 101 & Super Scout: ABS, Traction control and cruise control Rider modes Not applicable 101 & Super: Sport, Standard & Tour CHASSIS Frame material Tubular steel Frame type Double cradle Rake 29° Trail 123mm Bobber: 125mm Wheelbase 1562mm SUSPENSION Type Indian Front: 41mm fork, 120mm travel 101: 43mm USD fork, fully adjustable, 150mm travel Rear: Dual shocks, preload adjustable, 76mm travel Bobber: 51mm travel 101: Dual piggyback shocks, fully adjustable, 76 mm travel WHEELS & BRAKES Wheels Classic & Super Scout: 40-spoke wire; Bobber & Sport: 8-spoke cast; 101: 5-spoke cast Front: Classic, Bobber & Super Scout: Front: 16 x 3.5 Rear: 16 x 3.5 Sport & 101: Front 19 x 3.5 Rear 16 x 3.5 Tyres Classic: Pirelli Night Dragon Bobber: MT60RS/Night Dragon Super Scout: MT60RS Sport & 101: Metzeler Cruisetec Front: 130/90-16 101 & Sport: 130/60-19 Rear: 150/80-16 Brakes Front: Single 298mm disc, twin-piston caliper 101: Twin 320mm discs, four-piston Brembo calipers Rear: Single 298mm disc, single-piston caliper DIMENSIONS Weight Classic: 243kg, Bobber: 237kg, Sport: 239kg, Super: 259kg, 101: 240kg (dry, claimed) Seat height 654mm Width Not given Height Not given Length Not given Ground clearance 113mm Bobber:109mm Fuel capacity 13L SERVICING & WARRANTY Servicing First: 1000km Minor: 8000km. Major: 16,000km Warranty Two years, unlimited km BUSINESS END Price TBC Colour options 18 options Contact indianmotorcycle.com.au The post 2025 INDIAN SCOUT appeared first on Australian Motorcycle News.

If it’s a retro vibe and an air-cooled swagger you want, the latest R 12 nineT might be the last bike you ever buy. Creating a retro motorcycle is a tricky business. Nostalgia must blend with modernity. The past must be celebrated while designing for the fast-changing needs of today’s markets. And whatever balance of old and new the manufacturer comes up with, for every person who applauds its looks and style, another half dozen will fold their arms and say, no, that’s wrong. Enter the BMW R 12 nineT. The first serious update of the decade-old R nineT boxer twin, and perhaps the most satisfyingly blended retro yet to come from the German manufacturer. There’s a new, lighter chassis and thoroughly updated electronics, a sleeker look and generous scope for customisation too. The price is $26,495 – a fraction more than the older model’s – although most owners will undoubtedly bloat that figure by adding a few pricey accessories. Amidst all this change and demand for customisation is the small matter of an 1170cc air-cooled boxer engine which, with BMW celebrating its centenary year, can be traced all the way back to 1923. On start up, there’s still that timelessboxer rocking movement at idle as the venerable shaft-driven twin warms its cooling fins, followed by a trademark bark when the throttle is blipped. It makes you realise how refined and smooth modern, liquid-cooled BMW boxers have become and also appreciate the character and mechanical feel of the older design. Peak power remains at the R nineT’s 80kW (107hp) but arrives 250rpm earlier, with peak torque now 115Nm at 6500rpm, which is 1Nm less and 500rpm higher in the rev range. Changes to the four-valves-per-cylinder, DOHC engine are minimal, although a new airbox is positioned under the seat to eliminate the air intake duct that ran down the right-hand side of the R nineT’s tank and the exhaust has also been redesigned. Can’t get more old school than megaphone silencers Once on the move, the age and character of the boxer continue to show. There’s a slight pull from the shaft drive under heavy acceleration and, despite having an optional quickshifter fitted for the first time, the gearbox is hardly quick or slick by modern standards. The fueling, however, is perfect – soft and sweetly metered in Road and Rain modes, with Dynamic mode adding urgency to throttle inputs without being overly aggressive – while improvements to low and midrange drive make a noticeable difference to the older bike. The drive from as low as 2000rpm is now as clean as it is enormously strong. Even short shifting at 4000rpm results in an old-school Bavarian surge that straightens arms in a very special way. Hustling the R 12 nineT through mountain passes was a torque-fuelled joy. I left the new quickshifter alone and ran a couple of gears too high, the rich and all-enveloping torque making life so easy. The R12 likes a few revs, too, and can deliver a decisive turn of speed for a fast overtake. Switch off the traction control (do-able on the move) and it will happily pop the front wheel up with nonchalant ease. If this all sounds familiar, the same can’t be said of the chassis, which is fully refreshed for 2024. The frame is lighter, although at 220kg wet the R 12 nineT is only 1kg lighter. Wheelbase goes out to 1511mm from 1487mm, and the steering relaxes a little with a new rake angle of 27.7 degrees compared to the R nineT’s 26.8 degrees. The front suspension features a similar but smaller-diameter 45mm upside-down fork while the directly connected rear shock is now mounted at an angle rather than upright. Twin-disc brakes have plenty of stopping power and the cornering ABS isn’t intrusive BMW’s cornering ABS Pro is standard while the brakes themselves are four-piston radial monobloc calipers and twin 310mm discs at the front, with a two-piston caliper and 265mm disc at the rear. On the road, the chassis mirrors the languid feeling of the engine. It’s not pin-sharp or fast steering, instead it rolls into corners and finds a natural flow. Stability is as absolute as you’d expect from a long-wheelbase machine with relaxed steering geometry, while the weight distribution and balance feel spot-on for a spirited but controlled ride. Don’t be fooled into thinking this heritage Beemer is exclusively for sensible folk though because, like its engine, the chassis is capable of delivering a surprisingly sporty ride. Unlike some other bikes in this class, ground clearance is good and while the suspension is set for a comfortable ride, it is certainly not too soft or lacking control. At 220kg (wet) there is a fair amount of weight for the brakes to manage but they have loads of feel and stopping power, while intervention from the cornering ABS is minimal, no matter which of the two dry-weather riding modes is selected. Talking of weight, 220kg might sound a little intimidating to smaller riders but the R 12 nineT’s mass is carried typically low in the chassis, giving a lovely low-speed feeling and balance. At 795mm the seat is lower than the old model’s 805mm, while the reshaped tank is also 30mm shorter and places the rider closer to the 870mm-wide handlebar, enhancing the rider’s connection with the front tyre. I felt instantly at home and was comfortable for several hours in the saddle. Tick the optional comfort extras on the configurator and, with cruise control especially, there’s no reason why you couldn’t take on 500 kays in a day or more. On test, our bike returned 4.7L/100km meaning it should get more than 300km between fuel stops if speeds are kept legal-ish. As mentioned, the factory options are seemingly limitless. Our testbike came with the optional 3.5-inch TFT dash ($185), but I’d prefer the standard analogue clocks for a retro machine of this type. While the R12’s keyless ignition is useful you still need to use a key for the fuel cap.] The testbike came with the optional 3.5-inch TFT dash ($185), but many buyers will prefer the standard analogue clocks Overall the standard of equipment is very high, the level of finish is superb and, of course, while other manufacturers in this class work hard to try to disguise their bikes’ radiators, BMW does not. The look is clean. Admittedly, some potential customers are not going to enjoy the R 12 nineT. The rocking movement of the engine, the pull of the shaft drive and a gearbox that isn’t the quickest won’t impress everyone. But, for many, a little personality, just like we had in the old days, will only be a good thing. Furthermore, once you adapt to its quirks, it’s an easy bike to ride. Superbly fueled, it’s enriched with torque from the very bottom of the rev range and can give much ‘faster’ bikes a scare when let off its ultra-cool retro leash. Meanwhile, the revised chassis makes shorter riders welcome, ensures it hustles like all the best boxers, and does so without dragging its ’pegs or pipe on the road. Our tester found the R12 nineT had plenty of ground clearance and an engine displaying that “old-school Bavarian surge” Yes, the R 12 nineT is an expensive motorcycle. Personalise it with a few options – and let’s face it, who wouldn’t want to? – and you are into serious money. But at least you can see where the money has been spent. Some won’t get it – that’s the nature of the retro beast – but in a class where authenticity is the most valuable commodity of all, the quality, character and mechanical intimacy of this air-cooled boxer will be exactly what many want from a retro. Down and out The 2024 bike’s wheelbase is up from 1487mm to 1511mm and the overall length is up from 2105mm to 2130mm. Longer and lower, the seat height has dropped 10mm to 795mm. Breathe deeper The airbox has moved under the now-lower seat, which removes the side air duct that ran down the right-hand side of the old bike. The cleaner design shows the air-cooled boxer. Finned twin The air-cooled boxer twin remains from the previous model, with 80kW arriving at 7000rpm. Peak torque is a fraction down by 1Nm, but still an impressive 115Nm at 6500rpm. Switch hitter Three riding modes, Road, Rain and Dynamic, which deliver different throttle maps and are connected to the lean-sensitive traction control. TC can be switched on and off on the move. Needles and pins Standard clocks are traditional analog items, speedo, and rev counter, with a small digital display to select menus and give a gear position. There’s an optional smaller TFT item. PROS: Authentic, beautifully finished retrobike with big-bike performance. CONS: It’s pretty expensive given the lack of engine development. TEST: ADAM CHILD PHOTOGRAPHY: SUPPLIED SPECS ENGINE Capacity 1170cc Type Horizontally opposed twin, four valves per cylinder Bore & stroke 107mm x 73mm Compression ratio 12.0:1 Cooling Air Fueling EFI Transmission Six-speed Clutch Dry, single-disc Final drive Shaft PERFORMANCE Power 80kW (107hp) @ 7000rpm (claimed) Torque 115Nm @ 6500rpm (claimed) Top speed 225km/h (est) Fuel consumption 4.7L/100km (measured) ELECTRONICS Type Not given Rider aids Traction control and Cornering ABS Rider modes Rain, Road and Dynamic CHASSIS Frame material Tubular steel Frame type Trellis Rake 27.7° Trail 110.7mm Wheelbase 1511mm suspension Type BMW Front: 45mm USD fork, fully adjustable, 120mm travel Rear: Monoshock, fully adjustable, 120mm travel WHEELS & BRAKES Wheels Cast aluminium Front: 17 x 3.5 Rear: 17 x 5.5 Tyres Continental ContiRoad Front: 120/70ZR17 Rear: 180/55ZR17 Brakes BMW Front: Twin 310mm discs, four-piston caliper Rear: Single 265mm disc, twin-piston caliper DIMENSIONS Weight 220kg (wet, claimed) Seat height 795mm Width 870mm Height 1070mm Length 2130mm Ground clearance Not given Fuel capacity 16L SERVICING & WARRANTY Servicing First: 1000km Minor: 15,000km Major: 30,000km Warranty Three years, unlimited kilometres BUSINESS END Price From $26,495 (ride away) Colour options Blackstorm Metallic, San Remo Green or Opt 719 Contact www.bmw-motorrad.com.au The post 2024 BMW R 12 NINET appeared first on Australian Motorcycle News.

The hulking, matt black, anti-social, licence-shredding Indian Sport Chief is the most recent player in that oversized hooligan bike sector perhaps started by the Yamaha V-Max back when Super Mario Brothers hit gaming consoles for the first time. It’s a sector where the language is in Newton metres rather than kilowatts and whose participants get invited to the Christmas parties of their local tyre retailer whom they’ve made wealthy thanks to their frequent custom. The Sport is the, well, sporty version of Indian’s updated Chief line-up, which came out a couple of years ago and sits among the Dark Horse, Bobber Dark Horse and Super Chief Limited. These models are the brand’s boulevard-bashing cruisers and are a big-engined step up from the 1133cc Scout range. They are minimal in equipment when compared to the pannier and bodywork Bagger and Touring Indians, and share the air-cooled 1890cc twin of all but the highest specced in the range. Case in Chief The Sport was launched mid last year and differentiates itself from the other Chiefs with uprated suspension and brakes, slightly sharper steering geometry and a footpeg position which sits somewhere between the ergonomics of highway ’pegs and rearsets. The bikini fairing is another individual touch in a platform which includes the air-cooled Thunderstroke 116 (1890cc) twin engine, fancy-pants four-inch touchscreen and more kilograms than are safe in some elevators. At 311kg wet, it’s not the lightest Chief (the Bobber is 304kg) but, to put things into perspective, it is 100kg lighter than the full-dress Indian Pursuit Limited. Choice of displays on the TFT screen that has a hint of Old School style but impessed Stretch In spite of, or perhaps because of, its pork, the Sport looks damned cool. Its sweeping, low-slung profile is cruiser art and the designers have done a great job of marrying the bikini fairing angles to match the lines of the teardrop petrol tank to create a visual flow back through the subframe to the rear axle. The high handlebar, which sits on six-inch risers, in my view detracts a little from that aesthetic, which is best expressed in Indian’s Scout Bobber with its lower ’bar. You can go even higher with a 10-inch riser kit to nudge it towards that apehanger look if that’s your bag, but I’d be dispensing with the risers altogether and opting for the shorter screen accessory just to accentuate that old-school stance. It’d also be matt black (Black Smoke), which is one of the 2023 model’s three colour choices – the matt red (Ruby Smoke) is less subtle and the glossy grey (Stealth Grey) is a bit meh. If you don’t like these last two options, there are new colours coming soon. Tried and true, that 1890cc (116 cu in) V-twin engine punches all the way from 2000rpm to the redline, chirping the rear tyre along the way You’re on your own The solo seat was a disappointment to my wife, who was equally impressed by the styling when the bike arrived at home. Were we to invest in such a machine, pillion ’pegs and the Chief Syndicate Seat option would be among the accessories we’d opt for. ‘Syndicate’ is an odd name for what appears to be a miserly effort at pillion comfort as there doesn’t appear to be room for more than one other let alone a syndicate of people. Perhaps the suggestion is that more than one is a crowd on the Sport as all the other options are solo as well, including a ‘Reduced Reach’ seat for “inseam-challenged riders” (Indian’s words, not mine). As the name suggests, the seat makes it easier to reach the wide ’bar but, in stock configuration, this is a Stretch-sized ’bike and my 193cm frame fits nicely. The footpeg position is nice and neutral, and after four hours in the saddle I didn’t suffer any unusual aches and pains from the riding position. When tackling the bends, I felt relaxed and in control with the ’bar close enough to allow positive input without feeling like I was reaching, although I’d love to give it a go with the lower ’bar accessory option. Commander in Chief Hit the bike’s ‘On’ button (it’s keyless and PIN-enabled if you forget your fob) and the touch-sensitive TFT command centre displays a dramatic start-up animation and warning about getting distracted by all the wondrous digital magic it promises while operating the motorcycle. With good reason. The system not only provides the basics like speed, tacho and fuel, but has inbuilt navigation and Bluetooth enabling control of what tunes play in your helmet, if you had such an option. Flick through the various screens (it works with gloves on) and you will find controls to switch between the three engine performance settings, trip details including elevation and fuel economy information, and even a rear cylinder deactivation option designed to make things marginally less sweaty ’twixt the thighs when stopped at the traffic lights. Stretch would have liked to get rid of the handlbar risers Much of this can be controlled by the trigger switches on the back of the switchblocks where your high-beam flasher might be on other bikes. So, without taking your hands off the ’bar, you can take phone calls, control the music and scroll through screen options. Among those options is the choice of two speedo dashes, one with pretty much all the information in a bright and neat analogue style layout, the other primarily a tacho with large speed numbers in the middle, presumably for when exploring the outer reaches of 162Nm when any other information would be superfluous. Crack addict There is no question that acceleration will win this stonking 1890cc V-twin beasty many fans as there is nothing like the fluttery feeling in your gut when you crack open the throttle (select Sport mode for extra ‘crack’, not Touring which is more plumber’s crack) and storm down the tarmac with the rear hoop scrabbling for grip. It verily punches from 2000rpm through peak torque at 3200rpm all the way to the 5000rpm redline with the cam coming on in a wondrous sonnet through the pipe until the fear of sirens and flashing lights tempers the urge for more. Rear shocks worked surprisingly well on rough roads So can a 311kg cruiser, whose natural habitat is cruising beach roads on warm days, really have Sport in its name? If the sport was weightlifting, then yes! It’s got enough grunt to haul caravans (not recommended), but even the first roll out of the distributor’s carpark insisted that Indian’s chassis engineering department had created much more than a straight-line missile. Master Chief Using the Chief range for reference, at 28 degrees, the Sport’s rake is one degree steeper than the other three and trail has been reduced from 132mm to 111mm. It shares the 19-inch front and 16-inch rear wheel of the Bobber (the other pair of Chiefs get 16s front and rear) but, oddly, the 1640mm wheelbase is 14mm longer than all the others, which seems to go against the effort to make it more nimble, if you can use such a word to describe this brute. A familiarisation tour of the carpark revealed that the Sport changes direction surprisingly well and doesn’t have that heavy flop at low speed which was an annoyance of older cruisers. At the first roundabout the Sport demonstrated a sure-footed ease as it changed direction, helped by the low centre of gravity between the cases. So what else was there to do but go barrelling into tight corners on winding backroads to explore the limits of ground clearance? You’ll leave big chicken strips on the rear tyre thanks to the cornering clearance Sorry, Chief The first scrape was unexpected and gave me a moment causing me to instinctively stand the bike up, but I was able to get back into the corner without getting luridly out of shape or running wide. That’s largely due to the dual Fox piggyback rear shocks and 46mm KYB inverted front fork keeping all that weight floating nicely over the Pirelli Night Dragons and everything pointing in the right direction. Fork dive is present under heavy braking but it’s minimal, while bumps and humps are well absorbed so only a muted jolt is transferred through the seat rather than a more jarring spine compression. In this environment it’s never a wrestle to change direction. It’s not sportsbike sharp and requires positive input but holds its line with enough in reserve to allow alteration if required. Yes, the corner clearance means there is wasted potential here, as told by the width of the chicken strip on the rear tyre, but it serves to remind us that the simple laws of physics mean you can’t have great corner clearance and maintain that cool cruiser stance at the same time. It’s not a long journey, sadly. The stubby hero knobs on those mid-set ’pegs are drawing lines on the tarmac just when you start to imagine embarrassing the pilots of sportier steeds. Whoa up The days of crappy US cruiser stoppers are a distant memory and twin discs squeezed by four-piston calipers have become de rigueur. The Sport goes a step farther by employing Brembo four-piston calipers and 320mm discs and, by crikey, I’m glad they did because hauling up some 410kg of cruiser and Stretch in Sport mode takes some hauling up. A firm squeeze invokes instant and progressive deceleration and I didn’t notice fade even after 25km of assertive bend bashing. The unbranded rear twin-piston caliper on 300mm disc also provides decent braking force so it never feels like you don’t have a fighting chance to bail out if things go pear shaped. Incidentally, the rear brake fluid reservoir is mounted next to the foot lever with the brake line feeding down under the front of the chassis. There must be some sensible reason for this, other than the opportunity to get the word ‘Indian’ in clear view on the bike for the 22nd time, as it potentially exposes the line to stone damage. Seat options were a matter of robust discussion in the Stretch household Chief commuter While docile commuting work might not be the best use of the Sport Chief’s time, it does the job well enough. I preferred to be in Standard engine mode as Sport can be too aggressive in that environment and Touring took away too much of that gorgeous throttle response. The gearbox responds best to firm and deliberate use of the foot lever, especially on upshifts when any hurry up will be met with stubborn resistance and a sore toe. Not that there’s any great need to explore the ratios, given the great globs of torque. Short-shifting up to third gear is pretty much all you need to do until you get on the highway. When getting up it for the rent on a winding road, again firm but well-timed upshifts are most rewarding, and who doesn’t love stomping the lever on the way back down? On a 35°C day during a long ride through town, I tried out the rear cylinder deactivation feature, which (when activated) shuts down the rear pot when the throttle is closed at idle and engine temperature is high. The idea is to reduce the heat coming off the rear cylinder head positioned just below your reproductive organs, presumably to promote the propagation of more Indian motorcycle fans, if not for comfort. I gotta say I didn’t notice a whole lot of difference in temperature – the cylinder and header pipe still chuck out plenty of heat – but some people swear by it. LED lighting means you can have Old School styling with effective, long-life illumination Time’s up, sport Dealing with engine heat and a lack of corner clearance are compromises we have become prepared to accept when venturing into the world of big-bore V-twin hooligan bikes. The reward for doing so is to be in possession of iconically cool styling and drag strip performance that is expressed well by the Indian Sport Chief. That low-slung cruiser stance finished in matt black is gorgeous and there is little compromise in the attention to detail, which was a niggle of older models. I also like the modern touches, such as the clear and functional display and cruise control. Even the LED headlight, which is a horizontal strip in low beam, adds to the overall aesthetic. It’s comfortable, oh-so powerful and just as at home on a weekend backroad scratch as it is posing on a beach boulevard making it a true sport cruiser. PROS: Hair-on-fire acceleration; handles much better than it should; easy-to-read and informative display screen. CONS: Party-pooping ground clearance; hot thighs from the rear cylinder; exposed rear brake reservoir. TEST: JUSTIN ‘STRETCH’ LAW PHOTOGRAPHY: ROB MOTT Rear cylinder deactivation Keeping the inner thigh on your right leg from becoming bacon on a warm day is the thinking behind the rear-cylinder deactivation system switchable on the dash. It didn’t seem to make a whole lot of difference, but some riders love it. Touchy subject The lightly spring-loaded footpegs, which are in a comfortable mid-chassis spot, could perhaps be a bit shorter to give just that little bit more clearance the performance of the Sport cries out for. Rear brake reservoir It’s difficult to understand if the idea of putting the rear brake reservoir next to the foot lever was for styling or because it wouldn’t fit anywhere else. It does look kinda cool, but it doesn’t look like it would take much of a rock hit to do some expensive damage. Who needs Netflix? Indian’s four-inch thin-film-transistor touchscreen display features a butt-load of information from very useful things like fuel range and speed to less useful things like elevation. When hooked up to the app, it will control your tunes and smartphone as well. Top-spec stoppers Brembo looks after the four-pot front calipers each side of the 19-inch front wheel. Indian has gone to one of the big brands on brakes to help sell the Sport title and has chosen well, given the solid feel and stopping power. SPECS ENGINE Capacity 1890cc Type V-twin, hydraulic lifters, two valves per cylinder Bore & stroke 103.2mm x 113mm Compression ratio 11.1:1 Cooling Air Fueling EFI, ride-by-wire Transmission Six-speed Clutch Wet, multi-plate Final drive Belt PERFORMANCE Power Not given Torque 162Nm @ 3200rpm (claimed) Top speed 180km/h (est) Fuel consumption 5.1L/100km (measured) ELECTRONICS Type Not given Rider aids ABS, rear-cylinder deactivation Rider modes Sport or Touring CHASSIS Frame material Tubular steel Frame type Cradle Rake 28° Trail 111mm Wheelbase 1640mm SUSPENSION Type KYB/Fox Front: 43mm non-adjustable USD fork, 130mm travel Rear: Dual piggyback shocks, preload adjustable, 100mm travel WHEELS & BRAKES Wheels Cast aluminium Front: 19 x 3.5 Rear: 16 x 5.0 Tyres Pirelli Night Dragon Front: 130/60-19 Rear: 180/65-16 Brakes Brembo Front: Single 320mm discs, four-piston calipers Rear: Single 300mm disc, twin-piston caliper DIMENSIONS Weight 311kg (wet, claimed) Seat height 686mm Width 842mm Height 1270mm Length 2301mm Cornering clearance 29.5° Fuel capacity 16.1L SERVICING & WARRANTY Servicing First: 1000km Minor: 8000km Major: 15,000km Warranty Two years, unlimited kilometres BUSINESS END Price From $32,995 (ride away) Colour options Black Smoke, Ruby Smoke, Stealth Gray Contact www.indianmotorcycle.com.au The post INDIAN SPORT CHIEF appeared first on Australian Motorcycle News.

There’s a new 2024 Yamaha WR450F in town and AMCN sent two-time AORC E3 champ Geoff Braico to see if it lives up to Yamaha’s claims that it’s the ‘master of all trades’. Here is his verdict: Based on Yamaha’s latest YZ450F platform, the Japanese company is claiming the new WR450F is slimmer, lighter and lower, while the 2024 engine is said to be more tractable with longer and stronger pulling power. The reverse-facing engine remains at the helm of the Yamaha WR450F but a lot of focus has been put on reducing weight and lowering the centre of gravity. The engine has had a significant refresh, including larger 39mm-diameter intake valves, a new piston, crankshaft and balancer, while the model has adopted a dry sump for 2024. Engine is a full 1.5kg lighter than the previous model as well as having upgraded internals and a dry sump A lot of the engine components have been lightened, contributing to the fact that the 2024 engine is a full 1.5kg lighter than the outgoing one. Improvements have also been made to the five-speed transmission, which now features wider-ratio gears more suited to enduro duties, while the cable-operated clutch is lighter and more compact – again for more feel and less weight. There’s a new ECU, aimed at making the WR more useable and rider friendly than its harder-edged YZ brother. The free Yamaha Power Tuner app is also there if you need it, benefitting from the recent updates it received as part of the YZ’s refresh (see sidebar), and the new muffler is shorter – again, good for centralising the mass – and it finishes off the overall look of the bike nicely in my opinion. Robust and foldable levers and ’pegs The chassis is carried over from the new YZ450 and is 15mm lower at the steering head than the previous model. The new fuel tank sits lower in the frame, as does the pump inside the tank. Like the engine, all is manufactured to be more compact. Compared to the YZ, the WR’s seat height is 10mm lower thanks to 10mm less suspension travel at each end (more on that shortly), while the seat itself has had some comfort tweaks. The overall width of the bike is now 50mm less than the outgoing WR thanks to more integrated plastics, which not only allow for better movement for the rider, but are also said to improve airflow to the radiators for improved cooling. As well as less travel, for 2024 the 48mm KYB SSS fork gains tool-less adjustment – meaning you don’t need to get off the bike to tweak the compression settings, although Yamaha says the fork’s base setting has been tailored to better suit the WR’s design brief. The less travel (there’s still 300mm) might seem counterintuitive on an enduro machine, but it all works towards that goal of lowering the centre of gravity, meaning the bike can get through a corner quicker and more predictably, while having more intuitive low-speed manoeuvrability. Cable-operated clutch now has a lighter action Like the fork, the KYB rear shock gets updated dampings settings specific to the bike’s genre, with 306mm of available travel. Jumping on the bike, I could immediately feel that it was more compact and comfortable. While the new engine still feels every bit the big 450cc thumper, it’s super friendly. Happy to be revved and ridden aggressively, it’s also more than happy to chug along at slower speeds. The adjustability via the app is a great feature really allowing you to tailor the bike to your exact needs, abilities or riding conditions. As I’ve come to expect on Yamaha enduro bikes, the suspension package is fantastic, offering a great compromise for the WR’s design brief. It’s plush and confidence inspiring, meaning there’s plenty of feel as it soaks up the terrain, yet its speed-sensitive damping means it’s firm enough that you can hit things at a decent clip and it won’t spit you off. Brakes passed the test on a hectic Aussie launch With a new wet weight of just 117kg, the single 270mm front and 240mm rear disc brakes are well and truly up to the job of pulling the WR450 up, and there’s more than enough feel at the lever too. All up, I was really impressed with the new 2024 Yamaha WR450. Yamaha has produced a bike that’s just easy and enjoyable to ride. It has a lot of power but is very useable. The improved app makes it even easier to tailor it to your needs. For me, the KYB suspension is the standout. Between it and the overall lower and more compact package, more riders will now be able to hop on this bike and ride with confidence. PROS: More compact and confidence inspiring than ever thanks to well considered changes that didn’t prioritise performance output. CONS: It’s only available in an all-blue option, which is a bit bland and $18k is a lot of money to throw on a chook chaser. SPECS YAMAHA WR450F ENGINE Capacity 450cc Type Reverse-fed single-cylinder, DOHC, four valves Bore & stroke 97mm x 60.8mm Compression ratio 13.0:1 Cooling Liquid Fueling EFI Transmission Five-speed Clutch Wet, multi-plate Final drive Chain PERFORMANCE Power Not given Torque Not given Top speed Not measured Fuel consumption Not measured ELECTRONICS Type Yamaha Rider aids Power Tuner app Rider modes Customisable CHASSIS Frame material Aluminium Frame type Bilateral beam Rake 27° Trail 121mm Wheelbase 1470mm SUSPENSION Type KYB Front: 48mm, USD fork, fully adjustable, 300mm travel Rear: Monoshock, fully adjustable, 306mm travel WHEELS & BRAKES Wheels Wire-spoked alloy Front: 21 x 2.0 Rear: 18 x 3.0 Tyres Dunlop Geomax EN91 Front: 90/90-21 Rear: 140/80-18 BRAKES Front: Single 270mm disc, twin-piston caliper Rear: Single 240mm disc, single-piston caliper DIMENSIONS Weight 117kg (wet, claimed) Seat height 955mm Width 825mm Height 1265mm Length 2170mm Ground clearance 330mm Fuel capacity 7.4L SERVICING & WARRANTY Servicing First: 1000km Warranty Three months, parts only BUSINESS END Price From $17,999 (plus on-road costs) Colour options Team Yamaha Blue Contact www.yamaha-motor.com.au TEST: GEOFF BRAICO PHOTOGRAPHY: IKAPTURE The post 2024 YAMAHA WR450F appeared first on Australian Motorcycle News.

‘You get what you pay for’ is one of those sayings we comfort ourselves with when the compromises in something that didn’t cost a lot of money become glaring on close inspection. Then you ride the new Triumph 400 models, the sub-$10k Speed 400 and Scrambler 400 X, and the narrative switches to, ‘What’s the catch?’ The Scrambler 400X Thing is, there doesn’t appear to be a catch – at least not in the short term. These new Triumphs are, well, triumphs of the rare engineering feat of creating an excellent riding experience with few compromises in build quality for less than $10k ($8990 ride-away for the Speed, $9990 for the Scrambler). Sure, many of its rivals have a lower retail price, but it’s still kind of hard to fathom how Triumph has managed to keep these 398cc single-cylinder, LAMS-approved hybrids of naked streetbike/off-road adventure and old-school styling so cheap. Perhaps the unbranded non-adjustable 43mm fork? Others in this category have adjustment options, but the ones on these Triumphs are pretty good and may have taken a few design cues from a well-known gold-coloured brand. The Speed 400 Is it the ByBre four-piston brakes? These are Brembo’s cheaper option (think Squire if you’re a Fender guitar fan) pinching a 300mm (320mm for the Scrambler) fixed disc. Yes, others offer twin discs but, again, these work just fine. Surely the dash features a simple A and B tripmeter with analogue speedo and tacho? Analogue speedo, yes, and no full-colour TFT to speak of, but the LCD dash arguably suits the genre and displays fuel gauge, range-to-empty, service indicator, clock, average and current fuel consumption, and the switchable traction control. Yes, these bikes even have traction control and ABS, and the Scrambler goes a step farther with anti-lock brakes which you can disable for off-road fun. Then there’s an immobiliser, LED headlights with daytime running lights and a USB-C socket on the side of the instrument cluster. Even the fasteners are the same as the three-times more expensive Tiger. LCD dash displays fuel gauge, range-to-empty, service indicator, clock, average and current fuel consumption, and switchable traction control It seems extremely unfeasible that any manufacturer in their right mind would put all this into a bike and expect to make a margin at the price point Triumph has squeezed it into. The clue is where they’re built – Bajaj Auto in India, a mega factory which churns out a motorcycle every 29 seconds. While Triumph is quick to point out that cheap manufacturing doesn’t mean low standards when you have your best engineers handling quality control, it’s clear that volume is where the money is (see breakout). Just to bring it back a bit, the new 400s are priced at the upper end of the burgeoning sub-400cc LAMS market, but not by much and this sector will make for a very interesting comparo in the future. Anyway, build quality is one thing, but how do they go? Oh, boy. It feels wrong to be gushy when objectivity is your only currency, but from the first 100m to the end of a 190km round trip, it was hard not to be downright impressed by both models’ power characteristics and handling. Whatever black magic Triumph’s engineers weaved into the liquid-cooled, fuel-injected engine and tubular steel chassis with bolt-on subframe and cast-aluminium swingarm has conjured up a package which has more urge and manners than you might expect at this level of the market. It’s worth mentioning that KTM’s RC390, with its 373.2cc single-cylinder engine, comes out of the same factory and this point was raised by a colleague during the launch. But we were assured that there are no shared components between the two brands – Triumph’s 89mm bore x 64mm stroke four-valve DOHC single is all its own. Triumphs 400s Classy-looking flat-track-inspired stacked mufflers on the Scrambler Triumph Australia’s tech guy Cliff Stovall says the engine’s internals look like you’d simply cut two cylinders off the brand’s famous inline-triple. Seat of the pants, it feels like it, too, such is its vibrationless torque up to about 5000rpm. This unlikely smoothness was instantly surprising, as was the urge, the lightness of the ‘torque-assist’ clutch and the responsiveness of the ride-by-wire throttle, which helps facilitate the switchable traction control. Get it up to freeway speeds and the buzz is much more noticeable, but it’s not overly offensive. All this rideability means the design brief of urban commuter has been nailed and a dip into the accessories bin for a topbox ($437.12 which includes mounting kit and luggage rack, but not fitting) means you’d be happily zipping through the traffic on your way to work with ample space for a laptop, gym gear and a cut lunch. Adding to the Speed 400’s commuter chops is the narrow ’bar and light handling thanks to a lively steering geometry and a 17-inch front wheel. The Scrambler gets a 19-inch front wheel (and a few extra accessories) as its major point of difference, and is fitted with Metzeler Karoo ‘all-road’ tyres while the Speed gets Pirelli Rossos. Where are the savings here again? It’s also worth mentioning that I’m 193cm tall and I weigh 100kg so you’d think the Scrambler, with a 835mm seat height (the Speed is 790mm), would be the natural choice. It does feel more like I’m sitting ‘in’ the Scrambler’s cockpit, but the Speed 400 wasn’t too small. The footpegs are set back so they don’t drive my knees up into the handlebars, and there’s plenty of room on the seat to move around. Still, the Scrambler does feel more Stretch size and I like the headlamp cage, handguards (no, they don’t have aluminium reinforcement) and twin mufflers which, along with the bigger front wheel, add an extra grand to the price. The larger front wheel on the Scrambler, longer wheelbase and 20mm extra suspension travel means it’s less willing to turn into corners and change direction. Not hugely – we’re not talking top-heavy first-generation Speed Triple here – it just takes a little more of an ask of the inside of the ’bar when you want to turn in. Some riders on our launch found that to be preferable as it inspired a little more confidence, but I loved the Speed 400’s willingness to change direction and hold its line. This was tested on some of the twisty backroads north of Melbourne where I reckon I had the most fun on a motorcycle under $9000 that I can remember (early-onset dementia notwithstanding). Firstly, that peach of an engine (which can rev all the way to 11,500rpm!) has a perceptible surge of power from just before peak torque (37.5Nm) kicks in at around 6500rpm to when the kilowatts top out at 8000rpm. This ‘powerband’ fairly launches the bike out of corners and gives you around 2000-3000rpm of performance which encourages further exploration. Throw the Speed at a corner and it becomes a dance with the front and rear brakes. Grab a fist full of brake lever and the front-end dives on that non-adjustable 43mm fork, but a little dab of that floating-caliper 230mm rear brake levels things out and the bike rails around corners beautifully. It inspires loads of confidence and the generous cornering clearance makes for a competent Sunday scratcher. What it also means is that there is enough in this bike to keep newer riders interested as their ability improves so they may be kept long after the P-plate comes off the back. Not that we tested this, but I reckon the Scrambler would be just as much fun on dirt roads with those Karoos and torque punch. So, if you were aspiring to the adventure bike market, this is a very good entry point. Which is why these bikes exist. Before these new 400s, Triumph didn’t really have a learner friendly introduction into its brand, aside from its Trident 660 and LAMS approved Daytona 660, which new riders perhaps found a little intimidating. It was a glaring gap in a market which has become insanely popular, so it made sense for Triumph to go hard at its first foray into the sector with a platform that looks set to be at the pointy end in sales. What it has achieved is a quality entry point, not only into its range of motorcycles but motorcycling itself, with a pair of bikes that look set to find a solid following in Australia. PROS: Great value for money. Smooth ’round towner. Good spread of power. CONS: Lack of fork adjustability. Engine vibration at freeway speed. More colours please! TEST: JUSTIN ‘STRETCH’ LAW PHOTOGRAPHY DEAN WALTERS Volumetrics Bajaj Auto sold 3.6 million motorcycles in 2023 and is one of many Indian manufacturing conglomerates that have partnerships with savvy, well-known car and motorcycle brands. These major brands are cashing in on low manufacturing costs and the ravenous Indian market to make volume rather than margin the profit generator. Triumph’s partnership with Bajaj Auto was announced in 2020 and the phrase “aspiration and affordable” was used to describe upcoming models, giving clues to the arrival of these new 400s. It was clever thinking for Triumph to launch its first real learner model into a market where bikes sell like iPhones. Judging by the boyish glee of Triumph Australia staff during the Melbourne launch, they are on a winner with international sales exceeding expectation since they were first launched in July last year. Meanwhile, Triumph is making moves in other sectors. The TF 250-X motocross bike (pictured, right) is expected to shove the Hinkley brand firmly into the competitive off-road space and the purchase of Oset electric off-road bikes means they’ll get even dirtier. SPECIFICATIONS ENGINE Capacity 398cc Type Single cylinder, DOHC, four valves Bore & stroke 89mm x 64mm Compression ratio 9.5:1 Cooling Liquid Fueling EFI Transmission Six-speed Clutch Wet, multi-plate, slip-assist Final drive Chain PERFORMANCE Power 29.4kW (39.4hp) @ 7250rpm (claimed) Torque 37.5Nm @ 6850rpm (claimed) Top speed 180km/h (est) Fuel consumption 2.9L/100km (claimed) ELECTRONICS Type Bosch Rider aids ABS & traction control Rider modes Not applicable CHASSIS Frame material Steel Frame type Backbone Rake: 24.6°. Scrambler: 23.2º Trail 102mm. Scrambler: 108mm Wheelbase 1377mm. Scrambler: 1418mm SUSPENSION Type Not given Front: 43mm, non-adjustable USD fork, 140mm travel. Scrambler: 150mm travel Rear: Monoshock, preload adjustable, 150mm travel WHEELS & BRAKES Wheels Cast aluminium Front: 17 x 3.0 Rear: 17 x 4.0 Scrambler Front: 19 x 2.5 Rear: 17.3.5 Tyres Pirelli Rosso Scrambler: Metzeler Karoo Street Front: 110/70-17 Rear: 150/60-17 Scrambler Front: 100/90-19 Rear: 140/80-17 Brakes ByBre, ABS Front: Single 320mm disc. Scrambler: 320mm disc, four-piston caliper Rear: Single 230mm disc, single-piston caliper DIMENSIONS Weight 170kg. Scrambler 179kg (wet, claimed) Seat height 790mm. Scrambler: 825mm Width 795mm. Scrambler: 825mm Height 1075mm. Scrambler 1190mm Length Not given Ground clearance Not given Fuel capacity 13L SERVICING & WARRANTY Servicing First: 1000km Minor: 16,000km or 12 months Major: 30,000km Warranty Two years, unlimited kilometres BUSINESS END Price $8990 Scrambler: $9990 (ride away) Colour options Phantom Black, Carnival Red, Caspian Blue. Scrambler: Phantom Black and Silver Ice, Matt Khaki Green and Fusion White, Carnival Red and Phantom Black Contact triumphmotorcycles.com.au The post RETRO COOL TRIUMPH 400 MODELS appeared first on Australian Motorcycle News.

We sent Justin ‘Stretch’ Law along for a ride on the 2024 Royal Enfield 650 twins, and he came back with some interior decorating tips… and a comprehensive summary of the model updates: My wife loves mid-century modern stuff and has decked out our apartment accordingly. If it was somewhat larger, the updated Royal Enfield Interceptor with the Cali Green teardrop tank might well take pride of place in the living room. Perhaps beneath a Slim Aarons print depicting a California beach in the 1960s, such is the bike’s steadfast adherence to the era. An easy ride for suburban seaside cruising It would be the Interceptor (rather than the Continental GT 650 café racer) because the gorgeous metallic Cali Green only adorns the Interceptor’s tank and we both love that colour. On the other hand, I do like the Conti café racer’s clip-on ’bars, rear-set ’pegs and solo seat cowl. But rather than risk a divorce-threatening argument about which one we would hypothetically settle for, the good news is that all the parts on each model are interchangeable so we could feasibly have both. But making either of these freshened up 650s mere living room ornaments would be a disservice to motorcycles which stop and go much better than their sub-$12k price tag would suggest. When launched in 2018, Royal Enfield created a disturbance with its reimagined parallel twin, doing such a good job with it that the brand single-handedly instigated this midsized-capacity push the market’s currently found itself in. Here was the engine configuration originally designed to power the equivalent of superbikes back in the 1960s and was enormously popular before Honda revolutionised performance with the four-cylinder Honda CB750 in 1969. Stylish exhaust is begging for a bit of modification to get the classic parallel-twin sound out With a bit of modern engineering, Royal Enfield fettled a new 648cc, air/oil-cooled, fuel-injected twin to pump out a respectable 35kW (47hp) and 52.3Nm, and neatly slotted it into a tubular-steel, double-cradle frame designed by legendary chassis fettlers Harris Performance, which RE bought out to work exclusively on its bikes. When selecting the identities for these new offerings, RE went to the natural choice of the Interceptor, which was the last of their big-bore muscle bikes in the Sixties. The other was more inspired. The Continental GT 250 was launched in 1963 as the first café racer to roll off a production line at a time when café racers were being cobbled-together by poor students. It was an enormously popular stroke of marketing genius (see breakout). In 2018, these revitalised models were bestowed upon us as a pair of sexy-as-all-get-out, functional new bikes that seem to be finding their way into more than a few bike journos’ garages. So, you smash open the market with a couple of rippers and the customisers are going nuts because, well, what a great platform, right? And then someone at RE HQ wonders whether a few upgrades might help boost sales or something. Interceptor 650 – petrol tank colour options are a key to model variation And as a result, powder coating, alloy wheels (no more inner tubes!) and a USB port are among the goodie bag of extras which also includes a bunch of fresh colours and an LED headlight. Adherents to tradition will be pleased to know that in keeping with the old-school-cool vibe of the thing, the USB is the older USB-A version, which is just enough to keep your phone or Navman charged. I’ve gotta say, though, the single USB port does look like a bit of an afterthought screwed under the left handlebar. Perhaps they could have taken some cues from popular aftermarket options such as the Hitchcocks Motorcycles unit. It has a fork-mounted bracket and looks like a bought one. Anyway, good on ’em, and quite frankly, if you go looking for electro tech on a Sixties-inspired Royal Enfield, you won’t find much more than an LCD odometer (with A and B trip meters) and fuel gauge… a bloody clock would be nice. But it all helps keep the price under $12k, which is pretty much dirt cheap for such a capable and cool motorcycle. The stealth look, with the powder-coated engine cases and cooling fins, is a matter of taste and will no doubt find a place. Royal Enfield’s marketing department calls it Dark (as in Continental GT 650 Dark) and these options come with unique fuel tank designs reminiscent of the California surfer/beach culture. Perhaps that’s where marketing thought an extra $700 would not be considered too much of a stretch. There are also sundry factory aftermarket bits coloured to match if you really want to blow your budget, which is still well within the realms of most Aussie battlers. Continental GT 650 Anyway, the blacked-out bits are one thing, but the real eye candy is in the range of new fuel tank (and solo-seat cowl for the GT) colours. Each model gets a unique colour palette, with the Interceptor getting the Cali green and the equally gorgeous orange, red and blue as its single-colour options. There are also two-tone vertical and horizontal offerings – I’m also a fan of the black and white with red highlights Black Pearl – while it’s always hard to go past chrome. The options for the Continental GT’s moulded tank are also a mix of solid and two-tone designs – the red is the pick if you want that original café racer style, while the Dark offerings are very much inspired by 1970s surfer culture. Customisation is at the heart of Royal Enfield’s mass appeal and don’t they know it, offering a range of extras to tart things up a bit. The flyscreen, which on its own looks like something you might have worn on your head when invading England in 1066, is an essential to achieve that café racer look, as is the cowled solo seat. Engine protection bars, screw-in “finisher” bits, a taller screen, a touring seat for the GT, heel guards, covers for various engine components and rear-axle bobbins to hoist the bike onto a stand are among the other options. As are soft panniers, which are the size of small courier satchels (they have straps to make them so) and slip on to chrome mounts. They might be adequate for a long weekend away, but you’d be going on your own, because if your pillion is anything like my wife, there’s barely enough room for her toiletries. Instead, these panniers are more suited to an office commute with room for a laptop and a sandwich. Blacked-out styling follows current retro trends If romantic weekends away are part of your thinking, then one option could be to encourage your partner to get one as well. They are learner-approved after all. Finally, the LED headlight and the aluminium switchblocks should not go unmentioned. The switchgear for the starter/kill switch and high beam is still Royal Enfield’s go-to setup of rotating dial arrangement that sits flush with the block and is simple and stylish – I am a fan. As for the LED headlight with the minus sign dividing the high and low beam, it casts a good spread of light, but I wonder how many old-school pedants will replace it with the older quartz halogen unit just to keep with the vintage vibe. You could probably do that without too much hassle, such is the interchangeability of the marque. In its natural habitat of inner-city commuting roads, the 650 is a peach. Tractable and solid through the rev range, from about 2500rpm to the peak power spot at 7150rpm, it chugs along without having to row through the six-speed gearbox. The real surprise came on a strop up through the twisties with a couple of Speed Triple-mounted mates. At the start of the ride, they carefully told me where the planned stops were along the way, just in case we got separated. It was their nice way of saying, you won’t keep up with us, but we’ll wait for you here, here and here. Not only did the Interceptor keep up with them, I nearly overtook one on a corner, such was the clearance and spread of torque and power in the 5000-7000rpm range. The high, wide ’bar made changing direction quick and easy, and the chassis inspired deeper lunges in corners until the suspension stepped in to spoil the party – for context, I’m 100kg. The transition from yanking hard on the single-disc, twin-piston 320mm front brake (the 240mm rear brake didn’t wow me in this environment) to picking up the throttle sometimes induced an unsettling hinging sensation thanks to the fork’s softness and perhaps a little less rebound than is desirable. The collar-adjustable coil-over rear suspension seemed pretty good, so if you’re keen on turning your Interceptor into a back-road scratcher, investing in aftermarket fork internals would be a good start. I sampled the clip-on-fitted GT during the launch and it felt a lot more planted, thanks to the fact that you are hunched more over the front wheel, but I didn’t get to push it as hard, so I can’t make too much of a comparison. By the end of my time with the Interceptor, I started to understand the burgeoning RE customiser community. The possibilities for what I might do with it for not a ridiculous amount of money seemed easily achievable – sharper handling with a fork kit and straight-through exhaust to amplify that parallel-twin burble would be good starts. But I could easily settle for one of the many colour options (okay, the Cali Green), and the ’bar-end mounted mirrors. And that’s the spirit of this fine offering – not so much a blank canvas, but more painting by numbers with a mix of their own well-thought-out touches mixed with a few ideas of my own. Priced between $10,990 (Interceptor 650) and $11,790 (GT 650 Dark) it’s more a question of why wouldn’t you? All I need now is a bigger living room. TEST: JUSTIN LAW PHOTOGRAPHY TOM FOSSATI & MATT HAYMAN + Interchangeable old-school cool on a fantastic engine/chassis platform at great price. – Soft front suspension not suited to pushing beyond the design parameters. THE ORIGINAL CAFÉ RACER While the Interceptor was ponderously slugging it out in the British big-bore stakes, the 250cc single Continental GT was helping to define a whole new genre – the café racer. Design cues came from racebikes of the time, with clip-on handlebars, long, sleek fuel tanks held on with rubber straps, a hump at the rear of the seat, fly screens, exposed-spring rear suspension and rear-set footpegs. Royal Enfield’s clever R&D department saw an opportunity and, after consulting with its young apprentices, developed the first production-built café racer – the Continental GT 250 launched in 1963. It was the fastest 250 of the time, hitting 85mph (137km/h), and became so popular it helped the British company eke out a few more years until its eventual demise in 1971. Meanwhile, RE’s Indian subsidiary was plugging away in the background, pumping out 350cc and 500cc Bullets, and would revitalise the model in 2013 with the Continental GT 535. The single-cylinder café racer retained the styling of the original 250 down to a replica of its jelly-mould tank. SPECIFICATIONS ENGINE Capacity 648cc Type Parallel-twin, SOHC, four valves per cylinder Bore & stroke 78mm x 67.8mm Compression ratio 9.5:1 Cooling Air/oil Fueling EFI, with dual throttle bodies Transmission Six-speed Clutch Wet, multi-plate Final drive Chain PERFORMANCE Power 34.6kW (46.3hp) @ 7150rpm (claimed) Torque 52.3Nm @ 5650rpm (claimed) Top speed 180km/h (est) Fuel consumption 4.2L/100km (measured) ELECTRONICS Type Bosch Rider aids ABS Rider modes Not applicable CHASSIS Frame material Composite steel Frame type Double cradle Rake 24° Trail 106mm Wheelbase 1400mm SUSPENSION Type Gabriel Front: 41mm, non-adjustable right-way-up fork, 110mm travel Rear: Twin shocks, five-step preload adjustable, 88mm travel WHEELS & BRAKES Wheels Forged aluminium Front: 18 x 2.5 Rear: 18 x 3.5 Tyres Pirelli Phantom Sportcomp Front: 100/90-18 Rear: 130/70-18 Brakes ByBre, ABS Front: Single 320mm disc, twin-piston caliper Rear: Single 300mm disc, twin-piston caliper DIMENSIONS Weight 202kg (oil, no fuel, claimed) Seat height 804mm Width 789mm Height 1165mm Length 2122mm Ground clearance 174mm Fuel capacity 13.7L SERVICING & WARRANTY Servicing First: 1000km Minor: 5000km Major: 10,000km Warranty Three years, unlimited kilometres, roadside assist BUSINESS END Price From $10,990 (plus on-road costs) Colour options (Interceptor) Cali Green, Orange Crush, Canyon Red, Ventura Blue, Black Pearl, Downtown Drag, Baker Express, Sunset Strip, Mark Two; (Interceptor Dark) Black Ray, Barcelona Blue; (Continental GT) Dux Deluxe, Ventura Storm, Racing Green, Rocker Red, Mister Clean; (GT 650 Dark) Slipstream, Apex Grey. CONTACT royalenfield.com.au The post 2024 ROYAL ENFIELD 650 TWINS appeared first on Australian Motorcycle News.

The launch of the 2024 Honda GB350 will be no surprise to anyone who kept a close eye on the goings on at last year’s EICMA motorcycle expo in Milan, Italy, with Honda quietly running a renaming broom through its roadbike line-up, presumably to streamline the current model platforms and to make way for new ones. It started with last year’s CB500 line-up; the CB500 nakedbike got shuffled under the Hornet umbrella for 2024 after the CB750 Hornet was added to the stable, while the soft-roader CB500X became the NX500, presumably to form the start of a road-biased adventure touring range – à la NX650 Dominator – while the CB1000R, CB650R and CB300R assumed the sophisticated neo-retro role. So even though an all-new authentically retro-styled 350cc nakedbike would be the perfect platform to tug at the heartstrings of those old enough to fondly recall the huge sales hit Honda had in the late 1960s and early 1970s with the original CB350, it simply no longer fits into the new naming regime for 2024. Designed for city riding, fifth gear is almost like an overdrive, perfect for freeway commutes Enter the GB350. First unveiled in Japan at the start of 2021 as a domestic-only model, the launch of Royal Enfield’s not-dissimilar Hunter 350 saw it exported to India the following year. And at the end of 2023, it landed in Australian dealerships as the latest in an increasingly long list of retro-styled learner bikes, complete with a largely achievable price tag of $6999 (plus on-road costs). Physically larger than I was expecting, the accessible but substantial nakedbike has enough bells and whistles to hold its own in 2024, but not enough to lose its authentic retro patina. Important safety features, such as two-channel ABS, traction control and a slipper clutch, are included while LED lighting, a centrestand and a really informative instrument cluster further sweeten the deal. Power comes from what Honda assures me is an all-new purpose-built 348cc air-cooled single-cylinder engine which, on one hand, tells me there must be more models in the pipeline. Honda isn’t going to go to the trouble of designing an engine for a single model. It does make me wonder though why it doesn’t meet Euro 5 emission standards, let alone the Euro 5+ which is taking effect as we speak. But perhaps the authentic retro naked thing isn’t as popular in Europe as it is in our region, so why spend the R&D dollars required to jump through the hoops, if the CB300R is doing the business over in Europe. All-new 348cc engine doesn’t meet Euro 5/Euro 5+ but is a big seller in the Asia-Pacific region It’s a strong engine and sounds far better than a 2024 model should (probably thanks to not abiding by Euro 5 noise restrictions), but the real accomplishment is the ratios in the gearbox the engine is matched to. These do a good job of convincing you there is more than 15kW (20hp)of power at hand. Geared quite tall, it’s only a five-speed gearbox, but instead of often searching for the phantom sixth gear, I rarely found a need to click into fifth, which in this case is like an overdrive gear. First gear is quite short, which means you can get off the line in front of the traffic easily and safely, but second, third and fourth are quite tall and really usable. There’s no tacho to refer to but there is an eco function on the dash which lights up to let you know when the engine’s spinning at a rate that’s consuming the fuel most efficiently. The eco light was illuminating when I was sitting on 80km/h in third gear – fourth was too high for 80km/h zones and was really only usable at highway speeds. The wide ratios meant I wasn’t wasting time dancing up and down the gearbox negotiating inner-city traffic, which is nearly always the case for a small-capacity bike. I was just using the 29Nm of torque from the single-cylinder engine to accelerate cleanly from either second or third gear in nearly all urban situations. The roominess of this naked bike will make it appeal to a wide range of riders. The large wide seat offers plenty of support and allowed test riders of all shapes find a comfortable arrangement atop the 800mm-high perch. The mid-mounted footpegs are wide and don’t get in the way when your foot is heading to the ground, while the flat, single-piece handlebar sits you in an upright and relaxed position. The brake lever is span-adjustable, however the clutch isn’t, but it’s so light that it really doesn’t matter and that’s coming from someone with child-sized hands. The 800mm high seat is large and wide, and offers plenty of support The braking and suspension performance is more than acceptable for a bike at this price point. There’s a single 310mm disc at the front and a 240mm disc at the rear and, given the ultra low mileage the testbikes had on the clock, the already-decent braking performance is bound to improve as the pads bed in. A pair of preload-adjustable shocks at the rear are matched to a right-way-up 41mm fork at the front. Both ends were well suited to my weight and the type of urban riding the GB is designed for. In saying that, there’s a refreshing amount of tie-down points so a weekend away is definitely not out of the question, and it’ll give you a good excuse to stretch its legs, click that tall fifth gear and take in the surroundings. The version we get in Australia is the exact same specification as that offered to the Japanese market. This means a 19-inch front and an 18-inch rear wheel, a heel-toe shifter – which can feel a little strange for the first 20 minutes until you get used to it – a centrestand and a traction control system that can be switched off on the fly – not that you’d want to. Okay, so some people might be inclined to seek out some gravel and pull a skid like you did on your BMX as a kid, but once you’ve got that out of your system, I’d expect most riders would – and should – leave it switched on. And the non-switchable ABS system is well refined, as you’d expect from a brand like Big Red. The simple circular dash is punching well above its weight in terms of the information on offer. Nothing more than a conventional analogue speedo with a small inset LCD screen and a handful of warning lights with two buttons on the topside of the unit to scroll through the information. As well as an odo and two trip meters – often the sum of available info on similarly priced machines – you get average fuel consumption of both trips, kilometre range until empty, battery voltage meter, a fuel gauge, a gear position indicator and a clock. As for the warning lights, they consist of traction control (on or off), ABS, eco mode, indicator lights, a neutral light, high beam and an engine light. Looks pretty retro but that speedo binnacle houses a large range of information For the $16 price, the optional fork gators should be standard fitment, as should the $85 USB outlet, but other than that it’s hard to fault. Put it all together and it’s a lot of motorbike for the asking price. Convincing retro looks, great performance, Honda reliability and just enough bells and whistles. Oh, and it’s made in Japan, too, which is rare for a bike at this price point these days. The GB350 is a two-tiered range in Japan, with a sportier GB350S sold alongside the base model. The S version gets a pair of 17-inch wheels over the 19/18-inchers of the standard model, a blacked-out header pipe and silencer, as well as a sportier-looking seat, GT stripes on the side covers and fork gaiters as standard. Assuming the GB350 does well on the Australian market, I wouldn’t be surprised if the S gets the nod to be sold in Aussie dealerships. But, if indeed there is a new GB platform in the works, surely the likes of Royal Enfield’s hugely popular 650 Interceptor needs a rival, and who wouldn’t love a GB750 parked in their shed? It’s hard to believe this year marks 55 years since the iconic CB750 broke cover at the Cologne Show. Really, the timing couldn’t be better. + Well priced, well made and feels bigger than a 350cc – A USB charging point would be a practical inclusion LED headlight doesn’t detract from the overall retro vibe TEST: KEL BUCKLEY PHOTOGRAPHY: ROB MOTT & MATT HAYMAN SPECIFICATIONS ENGINE Capacity 348cc Type Single-cylinder, DOHC, two valves per cylinder Bore & stroke 70 x 90.5mm Compression ratio 9.5:1 Cooling Air Fueling EFI Transmission Five-speed Clutch Wet, multi-plate, slipper Final drive Chain PERFORMANCE Power 15kW (20hp) @ 5500rpm (claimed) Torque 29Nm @ 3000rpm (claimed) Top speed 125km/h (est) Fuel consumption 2.56L/100km (measured) ELECTRONICS Type Not given Rider aids ABS and traction control Rider modes Not applicable CHASSIS Frame material Steel Frame type Semi-double cradle Rake Not given Trail Not given Wheelbase 1441mm SUSPENSION Type Honda Front: 41mm telescopic fork, non-adjustable, 106mm travel Rear: Dual shocks, adjustable preload, 120mm travel WHEELS & BRAKES Wheels Cast aluminium Front: 19 x 2.5 Rear: 18 x 3.5 Tyres Dunlop Arrowmax GT 601 Front: 100/90-19 Rear: 130/70-18 Brakes Nissin Front: Single 310mm disc, twin-piston radial caliper Rear: Single 240mm disc, single-piston caliper DIMENSIONS Weight 181kg (kerb, claimed) Seat height 800mm Width 800mm Height 1107mm Length 2163mm Ground clearance 166mm Fuel capacity 15L SERVICING & WARRANTY Servicing First: 1000km Minor: 6000km Major: 12,000km Warranty Two years, unlimited kilometres BUSINESS END Price $6999 (plus on-road costs) Colour options Navy or black CONTACT motorcycles.honda.com.au The post 2024 HONDA GB350 appeared first on Australian Motorcycle News.

Riding through Skid Row, past lines of tents erected on some of Downtown Los Angeles’ grubbier sidewalks, seemed a strange introduction to the new Royal Enfield Shotgun 650. But I shouldn’t have been surprised. Since its big push onto the global stage with a brace of new models, including the Himalayan in 2016 and the Interceptor and Continental GT 650s around a year later, Royal Enfield has always danced to the beat of its own drum. And so it was with the recent international launch of this new model. Why LA? And why the grungy Downtown area? Royal Enfield Chief of Design Mark Wells explained it was the ideal place to experience the Shotgun 650 in a range of environments, including what turned out to be sometimes messy urban riding, a loop through a run-down industrial precinct, a multi-lane freeway experience and a blast through canyon country on some fabulous twisty roads. And the fact that LA has a big custom-bike-building scene played a part in the choice of launch location, with Royal Enfield describing the Shotgun 650 as a blank canvas for custom-bike builders. In fact, Wells says Royal Enfield looked to the work of custom builders when it came to penning its design of the Shotgun 650. “What you will see with the Shotgun is this really interesting fusion of our brand heritage, our background, our story,” he starts. “But then also bringing in the influence of customs, looking at how other people design bikes, and how people take our bikes and modify them and create new products around them… that’s now influenced what we do, and I think Shotgun for us is a really exciting product because it gives us the opportunity to do something that’s an interesting twist on what the Royal Enfield DNA is.” The Shotgun 650 is largely based on Royal Enfield’s Super Meteor cruiser that was launched around 12 months ago. You can easily spot the familiar steel tube open-cradle frame housing the familiar air/oil cooled 648cc eight-valve parallel-twin engine used as a stressed member. It also runs the Super Meteor’s non-adjustable Showa 43mm big-piston USD fork, and five-step preload adjustable twin rear shocks. There are, however, significant differences between the two models that go beyond a simple restyling exercise, including chassis geometry, with the Shotgun running a steeper 25.3° rake and 101.4mm trail (compared to 27.6° and 118.5mm for the Super Meteor) and a shorter wheelbase of 1465mm, down from 1500mm. It wears an 18-inch front and 17-inch rear wheel instead of the Super Meteor’s more cruiser-like 19/16-inch combination, and has more rear suspension stroke, up to 90mm from 81mm. The result of the chassis changes is a sportier feel that matches the Shotgun’s more upright riding position, which sees you perched on a slightly higher 795mm seat, more hunched over the front ’bar, and with feet positioned farther back on lower, mid-bike positioned footpegs. On the styling front, the Shotgun 650 scores the blacked-out treatment big time, with frame, fork, engine, pea-shooter exhausts, wheels, handlebar, mirrors, levers, headlight surround and more all finished in a combination of gloss and matt blacks. The Shotgun also has a reshaped and slightly smaller 13.8-litre fuel tank, and a unique floating seat that seemingly hovers over the clean rear guard. If you want to carry a pillion (or luggage) there’s an optional pillion seat that sits on a mount that in turn bolts onto the Shotgun’s frame, leaving the rear guard untouched. While the styling of the Shotgun gives it an aggressive look, its low profile means it’s not an intimidating bike when you walk up to it. Mark Wells says this is vitally important. When a potential customer looks at the Shotgun, Wells wants them to think: “I can manage this, I can ride this, I’m not scared by this, I’m not intimidated by this…” Royal Enfield Chief of Design Mark Wells At 240kg (wet) the Shotgun isn’t exactly light but, thanks to its low seat, narrow waist and wide handlebar, it’s easily manageable at low speeds. This becomes apparent when poking along in heavy morning traffic in Downtown LA. In fact, everything about the Shotgun feels manageable, from the progressive clutch engagement and the linear power delivery to the planted feeling over potted road surfaces and the adequate, rather than aggressive, feel of the braking package. As with all twin-cylinder Royal Enfields, the engine is a highlight. Sure, peak output is a modest 34.6kW (46.4hp) of power at 7250rpm and 52.3Nm of torque at 5650rpm, but you don’t have to rev it hard to extract decent performance. The generous spread of torque throughout the rev range means you can be lazy with the six-speed gearbox. Let revs drop to just above idle and wind on the throttle in taller gears, and the Shotgun gradually picks up the pace, with the well-sorted fueling ensuring there are no hiccups or snatchiness. The other thing I like about the twin is its tasty exhaust note, which tempts you to open and close the throttle just to listen to it, especially when riding between tall buildings or through tunnels. As well as smoking pot, lane-splitting is perfectly legal in California and, as our convoy of Shotguns worked its way east through heavy traffic on LA’s multi-lane freeways, the sweet smell of marijuana mixed with the bitter exhaust fumes ensured I kept a close eye on the behaviour of the cars and trucks around me. Thanks to the upright riding position and effective (optional) ’bar-end mirrors, spotting unpredictable traffic on the Shotgun is a breeze. A couple of times I had to brake heavily as gaps between cars and trucks quickly closed, and while not offering astounding performance, the single 320mm disc up front with its twin-piston ByBre caliper offers good feel at the span-adjustable lever, and is well aided by the rear 300mm disc. The canyon area up in the hills behind LA is a scratcher’s paradise; the winding roads are mostly smooth with a predictable surface, and there’s a combination of fast open sweepers and tight lefts and rights that have you braking hard into corners and getting on the gas as early as possible on the way out. Hardly the territory for a bobber-style bike like the Shotgun 650, right? Well, as I said earlier, Royal Enfield dances to the beat of its own drum… and, in this case, just as well. The Shotgun 650 is an entertaining companion through the twisty stuff. The main limiting factor when cornering is a lack of ground clearance; with the ’pegs mounted farther back and lower than on the Super Meteor, you don’t have to crank it over far before the hero knobs grind away on the blacktop. Hang off the inside of the bike to keep it as upright as possible through corners, however, and you can still punt the Shotgun along at a decent clip. It feels eager to turn into corners and it holds a line well. The CEAT rubber – a 100/90-18 up front and 150/70-17 down the back – offers decent grip and the braking performance is a match for the speeds you can achieve on the Shotgun. Sure, a twin-disc set-up at the front would be better, but the single 320mm disc does a decent job, while the rear brake is handy if you need to tighten a line mid-corner. The brakes never feel as though they are lacking. Although non-adjustable, the Showa fork is set up in such a way that it offers a good compromise between ride quality and control. There isn’t excessive fork dive when braking hard and yet there’s enough travel and compliance to handle big bumps and potholes. Even the twin-shock rear-end, with its limited 90mm of suspension stroke, isn’t the bone-jarring experience over crook surfaces that you might expect. I had it on the lowest of the five preload settings, which seemed to suit my 78kg weight well, and it only bottomed out a couple of times on big hits. The slightly hunched-over riding position is well suited to open-road riding, and the wind blast at highway speeds takes all the weight off your wrists. Despite the low seat height there is surprisingly good leg room thanks to the low-mounted ’pegs. After a full day in the saddle I felt as fresh as a daisy by the time we returned to our digs as the sun dropped below the horizon. My only complaint regarding comfort is the firm seat, which had me moving around on the freeway sections to avoid that numb-bum feeling. There is an optional seat that looks as though it would offer a better level of cushioning. Other than dual-channel ABS, there are no trick traction aids or selectable ride modes on the Shotgun 650. This simplicity is refreshing when you first jump aboard an unfamiliar bike and don’t have to spend half a day trying to figure out how everything works – just jump on and ride. For those who want turn-by-turn navigation, the Shotgun is equipped with RE’s Tripper navigation system in the right-side gauge, while the main gauge on the left provides a large analogue speedo and a small LCD display for fuel, odo, trips and clock etc. There’s also RE’s Wingman app that offers bike location, fuel and engine oil levels, service reminders and more, as well as a USB port for device charging. Fit and finish is excellent and all those bits that are nowadays plastic on most other bikes are still made of steel on the Shotgun 650, including the tank, mudguards and even the side covers. The Shotgun is available in four colour options – Stencil White, Plasma Blue, Green Drill and Sheetmetal Grey – each of which come with their own graphics and all of which look trick. A centrestand is standard fitment and there are more than 30 genuine accessories on offer including items such as wheels, sump guards, engine guards, lights, ’bar-end mirrors and more. At this stage pricing details are yet to be confirmed but our guess is the Shotgun 650 will undercut the Super Meteor by a smidge and cost a bit more than an Interceptor 650. So it will probably come in at around $11,490 ride away. And Aussie distributor Urban Moto Imports (UMI) is still waiting confirmation regarding an on-sale date, but you can bet it will be soon. UMI Marketing Manager Tom Fossati reckons the Shotgun 650 is going to be a bit of a dark horse in terms of its sales success, and after spending a day with it I reckon he’s on the money. It looks great, it’s a bag of fun to ride and there’s very little doubt it will be priced attractively. But perhaps its most valubale asset is that it will appeal to those who want to ride it as is, throw a handful of accessories at it or customise the hell out of it. Stencil White Green Drill Plasma Blue Sheet Metal Grey SPECIFICATIONS Engine Capacity 648cc Type Parallel-twin, SOHC, four valves per cylinder Bore & stroke 78mm x 67.8mm Compression ratio 9.5:1 Cooling Air/oil Fueling EFI, with dual throttle bodies Transmission Six-speed Clutch Wet, multi-plate, slip-assist Final drive Chain PERFORMANCE Power 34.6kW (46.3hp) @ 7250rpm (claimed) Torque 52.3Nm @ 5650rpm (claimed) Top speed 175km/h (est) Fuel consumption Not measured ELECTRONICS Type Bosch Rider aids ABS Rider modes Not applicable CHASSIS Frame material Composite steel Frame type Open-cradle duplex spine Rake 25.3° Trail 101.4mm Wheelbase 1465mm SUSPENSION Type Showa Front: 43mm Big Piston fork, non-adjustable, 120mm travel Rear: Twin shocks, five-step preload adjustable, 90mm shock travel WHEELS & BRAKES Wheels Forged aluminium Front: 18 x 2.5 Rear: 17 x 4.5 Tyres CEAT Zoom Cruz Front: 100/90-18 (56H) Rear: 150/70-17 (69H) Brakes ByBre, ABS Front: Single 320mm disc, twin-piston caliper Rear: Single 300mm disc, twin-piston caliper DIMENSIONS Weight 240kg (with 90% fuel, claimed) Seat height 795mm Width 820mm Height 1105mm Length 2170mm Ground clearance 140mm Fuel capacity 13.8L SERVICING & WARRANTY Servicing First: 1000km Minor: 5000km Major: 10,000km Warranty Three years, unlimited kilometres BUSINESS END Price TBC Colour options Stencil White, Plasma Blue, Green Drill and Sheetmetal Grey CONTACT royalenfield.com.au The post ROYAL ENFIELD SHOTGUN 650 appeared first on Australian Motorcycle News.

For three hours I’d been battling my way through Sydney traffic, the first couple of those heading north in pissing-down rain on a small and light single-cylinder nakedbike on the way to Harley-Davidson’s Sydney HQ, and the third heading back south to the Illawarra under clearing skies on the new Harley-Davidson CVO Road Glide… which is anything but small, light or naked. Of course, the lane-splitting antics on the trip north could not be repeated on the ride south, but with damp jacket and jeans, I was thankful for the Road Glide’s generous fairing (and its heated grips) even if it meant that most of the gaps in traffic were too tight to squeeze through. I was also thankful for the CVO Road Glide’s pleasant low-speed manners and its low seat height. Sure, it weighs in at almost 400kg ready to ride, but most of that weight is down low and as a result it feels surprisingly agile and well balanced at slow speeds, allowing for easy cornering and fuss-free feet-up U-turns. But it’s once you escape the urban jungle and the tin-tops begin to thin out that the CVO Road Glide is truly in its element. The CVO Road Glide, along with its sibling the CVO Street Glide, is the latest offering from Harley-Davidson’s Custom Vehicle Operations, and it packs the biggest and most torque-laden V-twin in the H-D catalogue. A huge 121 cubic inches in a grand tourer that tips the scales at 391kg ready to ride. It is a limited-edition model with a hefty price tag of $62,495 ride away. Rather than take the freeway down to the Gong, I peeled off onto the old Princes Highway, eager to see how much muscle would be required to punt this generous serving of Milwaukee metal through a series of familiar lefts and rights. A few hundred metres before the bends, I cracked the throttle open and let the big V-twin do its thing… which is essentially to thrust the CVO Road Glide at the horizon in whatever gear it’s in, without raising a sweat. With a stonking 183Nm torque peak, the Road Glide rarely needs a downshift to quickly pick up the pace, and in this case it did so much quicker than I expected, momentarily tempting me to grab a handful of front Brembo before I hooked into the first corner but instead I just dabbed the rear brake, hung off the side in a vain attempt to impersonate a King of the Baggers racer, and waited for the inevitable footboard grounding. And yes, while the CVO Road Glide will drag its footboards without too much effort, it has more cornering clearance than you might expect (a claimed 32° of lean angle) and as a result you can push it through a series of sweeping bends at a decent clip. Tipping into a corner requires much less effort than expected; just a gentle nudge on the wide ’bar is enough to have it cranked over on its side, and once there it holds its line nicely… so long as the road surface is relatively smooth. The Showa 47mm USD fork might not offer anything in the way of adjustment, but it feels well sorted for a variety of conditions and handles uneven surfaces with a minimum of fuss, with minimal deflection over big bumps, while dive when braking is also well controlled. The dual-shock setup at the rear, however, can feel harsh by comparison; the right shock has threaded preload adjustment to make big changes to suit different loads, and can only be accessed by removing the right-side pannier, while the left shock has an easy-to-access remote adjuster for finer preload tweaks that a rider might make depending on road conditions. While it’s certainly not the worst cruiser rear-end I’ve sampled, with just 76mm of travel there’s only so much the CVO Road Glide can do when it comes to soaking up the big hits. With twin 320mm floating discs up front gripped by Brembo four-piston radially-mounted monobloc calipers, there’s plenty of stopping power on offer. The brake system is linked, and it also features cornering ABS, inspiring confidence when braking hard and late into corners. But when you’re not pushing hard and you just want to brush off a little speed, or adjust the Road Glide’s line mid-corner, the rear brake is the one to go to, and its huge car-like brake ‘pedal’ is perfectly positioned for easy access. But forget cornering and braking; the real fun on the CVO Road Glide happens when you twist the grip exiting corners, riding the V-twin’s tsunami of torque, and knowing a comprehensive suite of clever electronic rider aids have got you covered if you let loose too much mumbo. Those rider aids include cornering traction control, cornering drag slip control and linked cornering ABS. The CVO also offers a wide array of selectable and customisable ride modes including Rain, Road, Sport and Custom A and B, all designed to help you get the most out of that monstrous 1977cc water-cooled V-twin that punches out a claimed 86kW (115hp) of power at 5020rpm overshadowed by a stump-pulling 183Nm of torque at just 3500rpm. There’s no doubt the 121c.i. V-twin is the jewel in the CVO crown, producing effortless acceleration that belies the bike’s size and weight, and while it might be an ‘old school’ OHV design, it’s a seriously high-tech one (see boxout: ‘Milwaukee-Eight VVT 121 Engine’), with liquid cooling, variable valve timing and Euro 5 compliance. Although heavily muffled, the exhaust note is deep and gruff, and coaxes you to wind on the throttle at every opportunity. The six-speed gearbox can feel a bit clunky but it delivers positive shifts and I never once found a false neutral. And selecting neutral has been made easier than on the previous 117 model thanks to a revised shift drum with a ‘redesigned neutral pocket geometry’. The cable-operated clutch feels quite heavy and unlike the front brake there’s no adjustment at the lever, but it has a smooth and progressive engagement. There’s a button on the right switchblock for ride mode selection, which is then clearly displayed on the massive 12.3-inch full-colour TFT display. Each ride mode provides a specific combination of power delivery, engine braking, cornering ABS and cornering TC settings. Road mode, for example, has a less aggressive throttle response than Sport mode and a higher level of ABS and TC intervention. In Sport mode, full power is available, and the quickest throttle response is provided, TC intervention is at the lowest level and engine braking is increased. Conversely, Rain mode tones down throttle response and power output while upping ABS and TC intervention. The two Custom modes allow riders to set their own combination of torque delivery characteristics, engine braking, throttle response, and ABS and TC intervention. As mentioned, the CVO runs a huge TFT screen that clearly displays just about every conceivable bit of information you could ever require. In the Cruise display, it shows large analogue-style speedo and tacho, and fuel and engine-temp gauges, along with gear position indicator, odo and ride mode. The Sport display shows a central tacho with digital speedo and more space to display widgets with other information, while the Tour display shows a centred satnav map and turn-by-turn navigation when Apple CarPlay is enacted. The big digital display has a touchscreen that can be operated while wearing gloves. While full Android Auto connection is not yet available, Harley says it’s not far off; in the meantime, those with an Apple iPhone can connect CarPlay wirelessly or via a USB-C cable, the latter located in one of two small storage bins (the right-side one) in the fairing. For those with a wireless headset, there’s Bluetooth connection for phone and audio, and for those without there’s an impressive four-speaker Rockford Fosgate 500W sound system. And when I say impressive, I mean bloody loud, with fantastic audio quality that makes music perfectly audible through a full-face helmet at highway speeds. Overall gearing is tall and the V-twin ticks over at around 2250rpm in top gear at 100km/h; as a result, the CVO Road Glide is more economical than you might expect. Harley claims a combined-cycle fuel consumption of 5L/100km, and on test we bettered this recording 4.6L/100km, which means you could theoretically get a touring range in excess of 450km from the 22.7L fuel tank. As you would expect of a grand tourer like the CVO Road Glide, ergonomics are spot-on for big miles in the saddle and the handlebar is adjustable through a range of 27 degrees, so most riders should be able to find a comfortable setting. The seat is wide and well padded, the reach to the handlebar places you in a neutral riding position and the big footboards allow you to move your feet around. As mentioned, the rear brake pedal is well positioned, but I didn’t like the position of the heel-and-toe gear lever, and other than sampling it a couple of times, I gave up on using the heel shifter as I felt it was set too high. The Harley designers obviously put a lot of work into ensuring the CVO Road Glide’s fairing provides the ideal combination of wind protection and cooling. There’s an adjustable wind deflector just below the screen and no matter what your height, you should be able to find a setting that will virtually eliminate buffeting around your helmet. There are also adjustable wind deflectors just in front of your knees that can be set to keep wind off your legs or to allow for ample airflow when desired. All are easy to adjust while riding and all are very effective. Also noteworthy are the heated grips, which are operated and adjusted via a button on the end of the left grip; it’s such a simple and easy to use setup you’d think that all other manufacturers would follow suit. The panniers are nicely integrated into the design of the Road Glide with flowing lines that match the rear guard, and their width is around the same as the handlebar, making it easy to calculate what gaps you’ll be able to squeeze into when riding around town. They offer ample luggage space and feature a simple lever that allows you to lift the lid of each, the underside of which are home to the rear speakers, which don’t consume too much of the available luggage space. The panniers can be locked/unlocked using the key fob. The pillion seat is small compared to the rider’s comfy pew but it’s well-padded and the footpegs are situated at a comfortable height. As you’d expect on a bike at this price point, the fit and finish is next level. The paint is deep and lustrous, the chrome bits are faultless and the black bits look glossy and special. The exhaust system has a Scorched Chrome finish and it looks oh so trick… And what about those wheels?! A combination of aluminium rims and laced spokes, which are affixed in such a way that the CVO can run a TPMS (tyre pressure monitoring system). The CVO Road Glide has a keyless ignition, although you’ll need to pop out the physical key on the fob to operate the steering lock. All the switchgear is quality stuff; sure there are a lot of switches and buttons on both switchblocks, but with a bit of familiarisation it all starts to make sense quickly, and the important switches are clearly marked and straightforward. The CVO Road Glide is a hell of a lot of motorcycle, but it’s also a bloody expensive one at $62,495 ride away. It will only be imported into Australia in limited numbers and, according to H-D, most examples have already been accounted for, so if you simply must have the latest CVO model with the biggest Milwaukee-Eight V-twin engine around, you’d best get your chequebook out pronto. Whether the CVO Road Glide is good value for money depends entirely on where your priorities lie, but I do need to point out one notable omission. I reckon any bike that weighs close to 400kg should be equipped with a reverse gear; sure, the CVO Road Glide is manoeuvrable at low speeds, but once parked and needing to be pushed around in tight spaces like, say, your garage, or if you park it pointed downhill towards a kerb and you need to back it up, you’re going to struggle. Of course, if you put a bit of forethought into parking, you’ll be able to get by without reverse… and if big open-road miles are your thing and you simply must have the latest, greatest and most exclusive Harley, then this example is one of the finest (a lot of) money can buy. Test Dean Mellor + Photography Incite Images The post HARLEY-DAVIDSON CVO ROAD GLIDE appeared first on Australian Motorcycle News.

Beta Motorcycles, while relatively new to the scene in Australia, has a rich history dating back to 1905 in Florence, Italy, making bicycles by hand. With a hunger for off-road performance, the company has won multiple world championships in both enduro and trials competition, with 2023 Enduro GP and E2 class World Champion Steve Holcombe, and 2023 E3 World Champion Brad Freeman its latest. A little closer to home, the Australian Hard Enduro Gold class this year was dominated by Beta Australia rider Reuben Chadwick. You can see the sort of bikes we are dealing with here. With this kind of silverware in mind, it is easy to see why an average Joe may be intimidated by the RR range of bikes but, rest assured, there is a bike for every taste with no less than eight models to choose from in the RR range, as well as two Xtrainers for good measure. The last major update of the RR range came in 2020, and the updates since then have been subtle but significant thanks to the help of Holcombe and Freeman. The updates for the MY24 RR models include a new seat which feels flatter and a bit softer under the bum, even on the next to zero-kilometre test units which will get a bit softer with some hours on them. The front suspension has been developed to be a bit softer and improve flexibility with lighter upper fork tubes. This is aimed to increase sensitivity and controlled flexibility over the previous forks. I did feel the forks to be a bit softer than I remembered from the 2020 models, but I think I push them a bit harder than I did previously. The 250cc and up models received new radiators that are lighter, stronger and reshaped to allow tighter tuning of the handlebar. It may seem odd, but when riding snotty singletrails and hard enduro, every bit of turning circle improvement is noticed. They are also more efficient at keeping the bikes cool and have a more robust metal radiator cap over the previous plastic one. The front brake line has been tweaked with a better mounting set-up to help it survive the pummelling it cops in rough terrain. There are new radiator shrouds shaped to be slimmer between the knees for more freedom during cornering. Lastly is the new very-red graphics which introduce a more modern look. Some other more significant changes have been made to the RR 300 two-stroke machine. The engine’s main bearings are now a roller-style bearing in place of the ball bearings of the previous model to improve reliability and performance. The RR four-stroke models had the traction-control system refined after feedback said it was too sensitive and invasive. It is hard to detect while it’s doing its job, so I think Beta hit the nail on the head there. Also, the airbox has been given a tweak to increase mid- to top-end power across all the four-stroke models. It’s worth noting that the entire RR and Xtrainer ranges are still fully road registrable in all Australian states and territories. The ring dingers Beta’s two-stroke RR range is made up of four bikes across two different chassis platforms. The 125cc and 200cc are based off a slimmer and more nimble chassis, whereas the 250cc and 300cc smokers share the same chassis as their four-stroke siblings. The Beta two-strokes are still carb fed, with oil injection (except the 125cc) for the old school fueling and performance, but also have adjustable ignition maps; just select the sun for full power or the cloud for reduced power output. The 125cc, while not available on the test, is aimed at younger racers moving up to a full-sized bike. Or lighter riders looking for a thrill. The 125 is a proper ripper that loves to be ridden in the powerband. It is a racing-style bike and, as such, is the only model in the range not to feature electric start and oil injection. Up next is one of my personal favourites, the 200cc. The 200 has the same slim chassis as the 125 but with more power, torque, electric starter and oil injection. I feel it’s a bit of a unicorn in the range, offering a raw and zippy power delivery. I tip the scales at 100kg, so the 200 does work hard if caught out of the power band, but it still has enough torque to recover when in the right gear. Holding the 200 pinned through the gears in the powerband is a trip down memory lane to riding my old KX80 as a kid; it is a real pocket rocket. The step up to the 250cc two-stroke is a decent one. The 250 rolls on the full-size chassis and has the counter-balanced engine to help make it feel silky smooth in comparison to the 200. The 250 feels to me like a proper 250cc two-stroke motocross engine; plenty of torque but when the power valve opens, you need to be hanging on as it packs a decent punch. I own a 2018 Husqvarna 250cc enduro ring dinger and the Beta feels much stronger in the engine department than my bike. Next we have the 300, the most popular of the RR two-stroke range among capable riders and it’s a different beast. The new engine sets it out on its own compared to the rest of the two-strokes. The power delivery is more linear and while it could rip your arms off in the top-end of the rev range, it has truckloads of torque down low for snotty enduro riding. The engine feels like it has a heavier flywheel effect allowing you to crawl up hills at pretty much idle speed and allows you to just gently power away without breaking traction, or looping it –whichever floats your boat. I always thought I was a 250 kind of guy, but the RR 300 definitely surprised me with its poise while still carrying a big stick for when it’s really needed. The thumpers Not too many years ago, four strokes were the future. A lot of the die-hard two-stroke fans were wooed into four-stroke life and never looked back, even when the 300 two-strokes upped the ante and kept the two-smokers alive. Beta has four different thumpers to choose from, and they go from mild to wild. All of the four-stroke range features twin-injector fuel injection, map switches and traction control. Traction control on a dirtbike is a long way from the traction control on your modern roadbike – there are no wheel-speed sensors here. The ECU keeps an eye out on both the revs and throttle position while scanning for spikes in revs, which would indicate a sudden loss of traction, and cuts power intermittently. It still allows you to churn up the dirt, chuck wheelies, powerslide and throw roost at the poor soul stuck behind you. It is for this reason that it is almost undetectable to a regular Joe like me. The baby of the thumpers is the 350. I nicknamed this one the “hero bike”. It loves to be revved and it puts the hammer down smoothly without any sudden bursts of power. I could hold it flat where I wouldn’t dare on any of the other bikes which made me feel like a bit of a hero. It’s not slow by any stretch, but it’s the most user friendly of the bunch and suitable for less confident riders. Step up to the 390 and things get a little bit grunty. With its longer stroke, the 390 is an ideal middle ground for riders wanting more torque than the 350 without giving up that predictable feeling and being overwhelmed by the power delivery. I feel the 390 is the unicorn of the four-strokes. It is a great middle-ground machine. Up next is the 430cc weapon. It’s a bit of a powerhouse and has longer internal gearing than the smaller four-strokes, which makes it quite rapid. The power delivery is instant and relentless. I struggled to find anywhere in our test loop to really let it sing without exceeding my talent levels. Selecting the rain map was a nice way to take the edge off the 430 when you just wanted to ride lower in the revs and use torque. The big daddy of the fleet is the 480cc monster. Featuring the longer gearing as on the 430, but with more torque and more top-end power, I would say that the 480 is more suited for desert riding. While not physically bigger, the 480 feels stauncher while riding in the singletrails and will not care in the slightest if you are two gears too high – it just chugs away. It is not for the unfit or inexperienced. Fight club Punching out multiple-capacity ranges isn’t a new thing for Beta, so the bikes are carefully thought out and, where possible, utilise a lot of similar parts across the range. However each has its own personality mainly thanks to the engines. The chassis, brakes and suspension are the same on all bikes from the 250cc machine and up so they all have a very similar handling feel. The four-strokes carry about four to five extra kilograms of weight, and therefore they do have a bit of a heavier feeling and tend to load up the front-end more as you close the throttle. I get the feeling there is a stronger spring in the front of the four-strokes. While I love the 350 and 390 I’m still not sure I would choose them over a two-stroke for singletrail riding and hard-enduro style riding. I feel less fatigued when riding the two-strokes thanks to the non-existent engine braking, that’s just me. The brakes are identical across the whole range and are unchanged from the previous model. The Nissin brakes work like a charm; I can happily brake with one finger when I usually would be using two for added effect. The rear brake is accurate and easy to regulate even with motocross boots on. Overall they’re very easy bikes to jump on and ride straight out of the showroom. Beta is expanding its reach in Australia by taking on new dealerships. There are currently 36 dealerships in Australia, mostly down the east coast, so spare parts are plentiful and easy to get hold of via your dealer or Beta’s online ordering system. Things look promising from a customer point of view with dealership support not far away for most, and the bikes are priced to move. That’s a bucket-load of bang for your buck. Test David Watt + Photography Busta Photo The post BETA MY24 RR AND XTRAINER RANGE appeared first on Australian Motorcycle News.

It took me a second to realise the car turning right in front of me wasn’t going to stop. I brake hard, swerve heavily to the left and instinctively raise my right leg as if able to stop a moving vehicle with my shin. The front corner of the car brushes my leg as I somehow make it past, but before I can exhale, the Royal Enfield 350 Bullet drops into a deep pothole large enough to accomodate my front and rear wheels before violently bouncing back out. My ears are filled with a cacophony of horns and adrenaline is flowing. I’m riding in Chennai, a city in India with a population of 12 million people and the place Royal Enfield has called home since 1955. I brake and tuck in behind a couple of scooters just as a beaten-up bus forces its way towards us and passes, horn blaring. The road straightens, I catch my breath and drop a gear because, as they said in the pre-ride briefing, I need to keep up or I’ll get lost. With the engine spinning faster, I start planning my path forward on the overcrowded road punctuated with feral dogs, tuk-tuks, craters and zero road rules. I spot a gap and accelerate assertively as I execute my plan, my eyes out on stalks scanning for immediate danger. The fact that the bike only has a handful of kays on it as I navigate my way through this perilous environment speaks volumes. The fact that I’ve only travelled a handful more on it and I’m literally trusting it with my life speaks even more. The group turns off onto a dirt road, it’s heavily potholed and clearly never been maintained. Picking our way around the deep washouts while dodging oncoming traffic, cow shit, sharp speed humps, star-struck kids who want to high-five you… hang on, was that a monkey?! I realised I’ve lost sight of the rider in front, I stand to take the hit out of holes I really should be rolling slowly through, but I brace and accelerate so as to not get lost. As if by muscle memory, the bike just takes the whole melee in its stride, remaining stable and composed as the Aussie riding it bounces about in a mild state of panic on top. There’s some remnant tarmac, a sharp left, a 90-degree right and I only spot the piles of gravel in the final moments. I dab the rear brake, make a quick desperate input into the handlebar and the bike rolls confidently through what must have only been a 15 centimetre gap in the debris. I look in the mirror amazed I made it through. The bloke behind me wasn’t so lucky… As well as a bit of luck, that surprising precision probably has a bit to do with the 2023 Bullet’s new chassis which is the same all-new twin-downtube cradle unit found in the firm’s Meteor and Hunter 350 models. And like all new chassis that have rolled off Royal Enfield production lines in recent years, it’s carefully considered and well executed. I catch up to the group and take a moment to catch my breath. I’m now on the back wheel of Brit Mark Wells, Royal Enfield’s Chief of Design. On the approach to every speed hump – and there’s a lot – he stands on the ’pegs, bounces his weight to compress the suspension before launching off the humps and landing two-wheel bunny hops. It’s amusing, but also indicative of the belief he has in the bike’s build quality. The pace quickens again and the 349cc single relishes the opportunity – in this environment, the 27Nm of torque and 15kW of power is ample and the bike’s 195kg of heft means it’s stable, planted and predictable. There are sections where I have no choice but to raise my bum slightly off the seat and use my legs to absorb the hit of a hole, hump or hairy section. It’s frantic, loud and crowded – it’s everything the Bullet isn’t. The engine, which is the firm’s latest Euro 5-compliant J-series unit, is matched to a five-speed gearbox whose ratios, again, are perfectly matched to this environment. First gear is really low, best used for the hairiest of sections or the most choked of heavy traffic, both of which there are plenty in India’s second-most populous city. Fifth, likewise, is an overdrive ratio, saved only for higher-speed transport sections along multi-lane highways… not that you can afford a lapse in concentration, even six-lane highways with a divider down the middle means which side of the road one chooses to use is merely suggested – I encountered a bus-load of people barreling towards me on my side of the highway. Second, third and fourth gear is where it’s at for 90 percent of the time, on these types of roads anyway, and the spread of usable power and torque means you’re rarely looking for anything more as you chug your way through the landscape. And that ‘chug’ is something Royal Enfield is really proud of – the beating single-cylinder heart is what this motorcycle brand was built on. The Bullet is the world’s longest running motorcycle in continuous production and you can’t help but feel its significance of not only what it represents to this historic brand, but what it has meant to the countless Bullet owners over the past 91 years, and indeed what the Bullet represents to motorcycling itself. As I start to settle into my surroundings I can begin to afford to turn some of my attention to the bike beneath me. Undeniably Bullet, I’m met with a cockpit that isn’t dissimilar to the very first Bullet built in 1932. Built into the housing of the large round headlight is a circular analogue speedo flanked by the small iconic parking lights referred in this part of the world as ‘tiger eyes’. Beneath the speedo sits a relatively modern LCD screen displaying the fuel gauge, a single trip meter and an odo. To the left of the screen is the ignition and to the right a blank where the firm’s Tripper turn-by-turn navigation unit would sit if it was included on the bike. Whether or not the Tripper function will be fitted as standard when the bike hits Australian dealerships later on in the year is still unknown. Because of the state of the roads, it occurs to me just how well padded and well thought out the design of the seat is. Plush but supportive, wide yet narrow where it matters and, like nearly every Bullet in the nine decades before it, features the stepped height difference between the rider’s and pillion’s perches. In fact, it doesn’t take me long to realise that more often than not, I can simply stay seated and let the astonishingly good seat absorb what I’ve been asking my legs to do for the last 30 minutes or so. Directly below the seat is a pair of wide rubber footpegs which, combined with the relatively narrow but relaxed handlebar makes for comfortable all-day ergonomics. The bike I’m riding has a heel-toe gearshift, though I doubt that feature will make it to the Australian-delivered bikes, while the brake pedal on the right-hand side sports a wide rubber cover which I’m grateful for – I don’t need to be taking two dabs at the brake in these kind of conditions. Speaking of brakes, given how few kays the bike had on it before I rolled out into the fracas that is Indian traffic and I’m still alive, they’re very good. Decent bite and feel, as well as power, all of which will presumably improve as they bed in with more use, too. But that’s what we’ve come to expect from Brembo’s Indian manufacturer ByBre who has supplied the dual-channel-ABS equipped system on the Bullet 350. Just as it is on the firm’s latest Hunter 350, the package consists of a 300mm disc gripped by a twin-piston caliper matched to a 270mm disc at the rear with a single-piston caliper. It’s not fancy, but it works. And the same can be said for the suspension. With no fiercer test of the conventional non-adjustable fork and dual six-step preload adjustable rear shocks than the roads in Chennai, the units chosen and their factory settings performed beautifully with everything my 64kg frame asked of them. Helping navigate the unique terrain, of course, is the 19-inch front and 18-inch rear wheels shod with narrow 100/90 and 120/80 profile tyres respectively. The larger diameter hoops are useful for climbing out of crater-like potholes, and the highest speed I saw all day was a brief 120km/h, so the notion of ‘lazy steering’ due to the larger diameter front wheel isn’t an issue. But really, lazy steering is what this bike is all about, now and in the 90 years of its existence. Its vintage styling remains true to even the first 1932 Bullet. As well as the stepped seat, the new model features the side-mounted peashooter exhaust, the long front guard that extends down below the engine, the beautifully integrated headlight – even the small chrome visor over the light on the top-tiered Black Gold model. It’s what Royal Enfield calls an iconic silhouette and I can’t argue with that. Mind you, there was nothing lazy about that morning dash to a teahouse on the outskirts of Chennai where we stopped for a quick bite to eat and to get some reprieve from the stifling heat. I could hardly believe the trip meter only read 44km – the perilous nature of India’s roads made it feel twice as far as that. But as I sipped on water and watched the rest of the traffic beep its way by, it became really clear that the Bullet 350 makes so much good sense in this environment. Royal Enfield has succeeded in creating a modern version of a historically significant model while staying steadfastly true to the legacy of one of the motorcycling’s icons. Knowing what I was in for, the ride back to the starting point was no less frantic than the ride there, but it was certainly less panicked. We swapped the dirt road for a highway blast and the not-yet-run-in Bullet was happy to sit on 120km/h, but there wasn’t a lot left past that. There might be a bit more once the engine frees up some more. But really, if you’re complaining about the bike’s top speed capabilities, you’re missing the point of the Bullet 350. There’s a reason why Royal Enfield’s owner Siddhartha Lal rode a Bullet 350 to his wedding in 2014 and it had nothing to do with performance. While remaining enormously popular in its domestic India during the last 91 years, it’s been over a decade since the Bullet 350 has been made available on the Australian market. And with bikes such as the laid-back Meteor 350 (from $8190 ride-away), the youthful Hunter 350 (from $7590) and the retro-styled Classic (from $7990) covering off most of the J-series 350’s market here in Oz, it’ll be really interesting to see how the Bullet is marketed to would-be Australian owners. Royal Enfield’s Chief Commercial Officer Yaddi Singh walked up to me at the end of the ride, keen to hear my thoughts on the new bike and to quiz me on a price point I believe would work for the Australian market. The last time we’d spoken, I’d quizzed him on some of the rumoured upcoming models AMCN had both snapped during testing or had confirmed through type-approval documents (Royal Flush, AMCN Vol 73 No 03). Protective of his future marketing strategy, he remained tight-lipped at the time and eventually made it clear he was growing pretty tired of my prying. So after a brief exchange about the brilliantly executed Bullet 350, I couldn’t help but enquire about the possibility of a new Bullet 500, which I believe may be well received in a fussy market such as Australia. He turned on his heel and walked away, but not before I glimpsed a wry smile. Which may just suggest a bigger Bullet might also be in the works… Test Kellie Buckley + Photography Royal Enfield The post 2023 ROYAL ENFIELD BULLET 350 appeared first on Australian Motorcycle News.

The sun was shining and the Putty Road to the northwest of Sydney beckoned, and while a big, heavy cruiser such as the BMW R 18 Octane I was on wouldn’t be my first choice up such an iconic piece of tarmac, there was no doubt the day ahead looked promising. While the R 18 Roctane is no shrinking violet, parked in front of me it too looked promising. Big, sure, but stylish as hell thanks to its 1930s BMW R 5-inspired ‘streamlining design’, headlined by the big boxer engine, teardrop fuel tank, rigid-look frame and black-on-black finish. With a rangy 1720mm wheelbase and a claimed kerb weight of 374kg, the Roctane is a big mutha… and it looks big too, with that black-painted 1802cc boxer twin the dominant visual feature. As well as the engine block, the cylinder heads are black, the rocker covers are black, and even the twin exhausts have a trick-looking black chrome finish. Too much black? A bit of contrast can be obtained by ordering the bodywork in Mineral grey metallic matt or Manhattan metallic matt… or there’s the standard Black storm metallic for those who simply like… black. The appearance of the R 18 was paramount in its development process, and as such a dummy bike was initially built up to get the look right, and then the final product was reverse engineered from that. The Roctane is the fifth model in the R 18 line-up, joining the R 18, R 18 Classic, R 18 B and R 18 Transcontinental, and although all share the same basic underpinnings including the 1802cc boxer engine and double-loop tubular steel frame, unique to the Roctane are its mini-ape hanger style handlebar, large-diameter 21-inch front wheel (up from 16-inch on the R 18 Classic and 19-inch on the R 18) and 18-inch rear wheel combination, and single analogue/digital dial mounted in the headlight body. Despite its low seat, hoiking the Roctane off its sidestand takes a fair bit of effort. Once settled into the wide and comfy seat, look down and that big boxer engine dominates your view, with its black cylinder heads jutting out way beyond the width of the footboards, totally obscuring the gear and brake levers. It’s not a long stretch to the mini ape-hanger style ’bar, but rather than the slightly foot-forward position you might expect of a cruiser, the Roctane’s footboards are positioned a bit further back as dictated by the cylinder heads. Fire up the overhead valve boxer twin and it lets out a gruff bark while the bike lurches to the side thanks to the massive flywheel effect. No, the engine does not settle down into a smooth idle, instead it throbs away between 900 and 1000 revs, shaking the handlebar from side to side and the headlight-mounted analogue speedo with it. If you need to back the Roctane out of a tight spot, engaging reverse gear is a simple affair; gearbox in neutral, pull up a lever on the left side of the engine and hit the starter button. It’s a quick and efficient process that means you can park the Roctane where you want without fear of getting it stuck somewhere. It also features a Hill Start Control system; just pull hard on the front brake lever when stationary and it holds the brake on until you accelerate and let out the clutch lever so you don’t roll backwards. Most likely by design, the local launch ride didn’t include much in the way of urban riding, just a handful of traffic lights from the start point in Windsor and we were across the Hawkesbury River and on to the start of the Putty Road. Those who have traffic to deal with before they can get out of town will need to bear in mind that the boxer engine itself is almost one metre wide, so a decent gap is needed for lane splitting. Fortunately the widest parts of the bike (engine and handlebar) are in front of you, so it’s easy to pick where the Roctane will fit and where it won’t. Out on the open road the Roctane surges away from low in the rev range, with a whopping 150Nm of torque available from just 2000rpm. The torque peak of 158Nm happens another 1000rpm further up the rev range at 3000rpm, and it’s only another 1750 revs beyond that where peak power of 67kW (91hp) is achieved at 4750rpm. The result is that loping along at highway speeds in top gear is not only easy but bloody good fun as the big boxer rumbles away beneath you, only becoming a bit cantankerous if you let revs drop below 1800rpm or so and you try to wind on the throttle too fast. The Roctane has three selectable ride modes – Rain, Rock and Roll – Automatic Stability Control (ASC) and engine drag torque control, the latter aimed at preventing rear wheel slip when abruptly throttling on or downshifting through the gearbox. It also has an anti-hopping single-plate dry clutch aimed at preventing rear wheel juddering on downshifts. Rain mode offers the least aggressive throttle response and the most active ASC and engine drag torque control settings, Rock mode provides the most aggressive throttle response and ‘some’ slip from ASC , while Roll mode sits somewhere in the middle. Unless you’re in a raging hurry, Roll mode is the best bet for smooth running, making it less likely that you’ll upset the balance of the Roctane mid-corner when getting on and off the throttle. The six-speed gearbox is surprisingly smooth when you consider how much torque it has to deal with, but you’ll have to get used to the heel-and-toe shifter to make the most of it. I found it difficult to get my boot between the gear lever and the footboard so had to use my heel for upshifts. I even found downshifting a bit awkward from time to time as I tried to position the toe of my boot between the gear lever and the cylinder head. I’m sure it would become second nature if you owned a Roctane, but even after a full day in the saddle I still had to focus on gear shifting. Overall gearing is suitably tall and well suited to relaxed highway cruising, with just 2200rpm displayed on the digital tacho at 100km/h in top gear. Drop down a couple of cogs to overtake and there’s plenty of poke on offer in the midrange. Sure, you can explore the upper half of the rev range too if you want (it redlines at 5750rpm) but there’s not much point heading north of 4500rpm or so, and if you do there’s a fair bit of overrun when you back off the throttle, but the brakes are up to the task of hauling up the heavy Beemer if you need to stop in a hurry. Roctane brake hardware consists of twin 300mm discs up front gripped by four-piston BMW-branded calipers, and a single 300mm disc at the rear with a twin-piston caliper. Front-brake feel on the low-mileage testbike felt a bit wooden, but there’s still plenty of stopping power with a good pull of the lever. The Roctane runs braided brake lines with connectors up near the handlebar that mean you won’t have to replace the entire brake lines if you swap over to a taller (or shorter) ’bar – a neat touch. I had to really focus on rear-brake application due to the position of the brake lever, but once I got on top of it, I found it plenty powerful enough and handy for tightening up a line mid-corner. The Putty Road has its fair share of potholes and uneven sections, and is a good test of any roadbike’s suspension, and the Roctane performed remarkably well on it. There’s no adjustment on the 49mm fork but with 120mm of travel it works well enough over a variety of surfaces. Although the rear-end of the Roctane looks like a rigid frame, it has a cantilever single-shock setup with preload adjustment, and 90mm of travel. The rear-end can feel a bit harsh on big hits, but it’s no worse than any other big cruiser in such conditions. You don’t have to head far along the Putty before you get to some lovely sweeping corners and although the Roctane runs a 21-inch front wheel you wouldn’t pick it from the ease with which you can throw it into a corner. Just a gentle nudge on the wide ’bar and a slight shift in body weight is enough to have you cranked over and scraping those footboards in no time, and that’s despite the Roctane offering slightly more ground clearance than others in the R 18 range. If you want to press on through the twisties, the solution is to give up on a relaxed cruising stance and get as much of your body weight as possible hanging off the inside of the bike, but you’ll still be making sparks before too long. I felt as fresh as a daisy after spending the day on the Roctane, covering a tad over 300km and having a great time doing it. The relatively neutral riding position and the wide and supportive seat result in decent comfort, and decent-size footrests are a bonus, even if they do make access to the gear lever and rear brake a bit awkward. The heated grips work a charm, the cruise control is easy to operate, and all the other controls such as mode selection and scrolling through the menu on the gauge’s digital screen are intuitive to use and clearly presented. Some neat touches on the Roctane include the rotate-to-adjust mirrors and the keyless start system, the latter meaning you don’t have to take the key out of your pocket to fire up the boxer, but you’ll still need it if you want to lock/unlock the steering or the 27-litre panniers, or open the cap on the 16-litre fuel tank. And the headlight-mounted gauge deserves special mention, not just because it looks fabulous, but because it’s well positioned and easy to read, and the LCD insert has all the info you’ll ever need… except perhaps, a fuel gauge; odd that you only get a low-fuel warning light. Oh, and the exposed nickel-plated driveshaft also looks super trick. The Roctane starts at $27,890 plus on-road costs and the Highline variant as tested costs $30,990, the later including the lockable fuel cap, Hill Start Control, Headlight Pro (adaptive headlight and DRL), floorboards, reverse gear, Tyre Pressure Control and anti-theft alarm. The gloss black is the standard colour and the two matt-colour options add $475. For the record, I reckon you’d be nuts not to fork out the extra $3100 for the Highline package, if simply for the fact it includes reverse gear, ’cos you ain’t going to look so stylish if you need to enlist the help of bystanders to get your 374kg Roctane out of a parking spot. Test Dean Mellor + Photography Dean Walters The post 2023 BMW R 18 ROCTANE HIGHLINE appeared first on Australian Motorcycle News.

The first Diavel debuted in 2010 with the theory of putting a superbike-spec engine into a cruiser chassis as the ultimate hot-rod boulevard brawler. Thirteen years on, the theory remains the same but with added tech and a whole different engine to showcase in the Diavel V4. With the success of Ducati’s V4 engine in MotoGP and Superbike racing, it was only a matter of time before the Diavel would cop a major overhaul and a V4 engine. Ducati didn’t hold back either; the Diavel is new from the ground up and it is every bit the weapon it should be but with all the modern technology and poise. The centrepiece of the Diavel V4 is the 1158cc 90º V4 Granturismo engine. And what a centrepiece it is. It pumps out a lazy 124kW (168hp) of power and 126Nm of torque. Diehard Desmo fans will shed a tear at the thought of valve springs featuring inside the Diavel’s heart instead of Ducati’s famous desmodromic valvetrain, but every cloud has a silver lining and in this case, it’s a much quieter valvetrain and long 60,000km valve check intervals. The Granturismo V4 engine sounds huge and thunderous, but it’s actually quite a small package and the rear cylinders are hidden by a cover which makes the engine look much larger. As the engine is the showpiece of the Diavel V4, the chassis is of the monocoque variety and runs up over the engine leaving the beast in view with minimal body work to get in the way. The single-sided swingarm allows a massive eight-inch wide rear wheel to be put on show and it looks simply mental. While not everyone’s cup of tea, the exhaust is a quad-exit engineering marvel. With strict Euro 5 emission targets to meet, the bike is proper snuffed but still manages a bit of a note. There is quite a bit of technical witchcraft going on inside that exhaust, the sound changes quite a bit depending on revs and throttle position. The servo-controlled valve in there is working overtime trying to work out if it’s go time or quiet time. The silencer looks okay but owners may want to swap it out for something with a bit more street cred. In stock form, a fair whack of the noise is emitted from the airbox up behind the headlight, it’s so free flowing that you can see straight into the paper air filter when the ’bar is turned – no wonder it sounds so glorious at full noise. LED lights are of course featured all around the motorcycle. The trademark DRL around the headlight screams Ducati at anyone going in the opposite direction on the road, and anybody following is rewarded by a cool X-shaped tail light design. The attention to detail is top of class – little things like adjustable levers, keyless ride system, backlit switches and the beautiful five-inch colour TFT dashboard. Special mention for the fold-out pillion footrests and the pull-out pillion grab handle that slides out from under the passenger seat. The Diavel V4 is full of little niceties. As expected, the Diavel V4 is no slouch. The long, low geometry and launch-control program makes you feel like Pecco Bagnaia at the start of a MotoGP race as you rocket away and click gears with the front wheel hovering just off the tarmac. The glorious snarl of induction noise becomes an addiction and it just keeps egging me on for more as I click through the gears with the quickshifter. De-activating the wheelie control will allow power wheelies through first and second gear – and even in third if there are some undulations on the road. That certainly doesn’t happen on your average cruiser. The Diavel V4 is loaded up with seemingly endless rider aids thanks to the top spec six-axis IMU. The IMU casts a watchful eye over your riding in an effort to keep the Ducati rubber-side-down at all times. The Diavel gets the top level Ducati Traction Control Evo 2, Ducati Wheelie Control EVO, Ducati Power Launch Evo, Ducati Quick Shift Evo 2 and ABS Cornering Evo. This is the same tech found on the Panigale V4 so the Diavel isn’t bringing a knife to the gunfight. All these aids are adjustable within each ride mode and can also be turned off. The four modes are Rain, Urban, Touring and Sport. Each mode is customisable but generally the Rain mode is low power with max rider aids, Urban mode is similar with a little less traction control and wheelie intervention. Touring mode is set to have max power but with a soft throttle sensitivity and mid-level traction and wheelie control. Sport mode has full power again, but with a direct throttle sensitivity, with low TC intervention, sportier ABS and low wheelie intervention. With traction control on, you can feel the bike holding back the power while cranked over and gradually allowing more power as the bike stands up on corner exit. I ended up setting Sport mode to have no TC and no wheelie intervention which gives a more raw, old-school performance. The Diavel does love a wheelie and also laying down bulk rubber all over your favourite set of bends. While hooning is an absolute riot, it isn’t the only feather in the cap of the Diavel, it can also cruise with the best them. The engine makes oodles of torque down low and the throttle connection is very precise and predictable. While tootling along low in the revs, the engine can feel a little clunky through the drivetrain, I find cruising a gear lower than I would usually a bit more comfortable to have the engine spinning a little more. While riding at a steady pace, I can hear the engine shutting off the rear two cylinders to create less heat and save fuel as well as when pulled up at the traffic lights with the clutch in. As soon as you either release the clutch or twist the throttle, all four cylinders come back online for maximum drive. The quickshifter is a real pleasure to use even while low in the revs. The ECU takes into account gear, revs, throttle position and even lean angle now to ensure the smoothest gear change possible to retain maximum traction and drive just like the Panigale V4. The handling is looked after by Sachs equipment. Down the back there is a fully adjustable monoshock attached to a chunky single-sided swingarm housing that massive rear wheel. I don’t envy the workload of that poor rear shock in managing the 240-wide rear tyre getting an absolute pounding by my heavy throttle hand. Even while intentionally breaking traction when powering out of corners in the twisties, the rear-end was up to the task. I could do with a little more preload to reduce the exhaust and ’pegs scraping mid-corner when there are bumps, but the onboard tool-kit consists of only one allen key. Up front is a chunky 50mm fork that provides a very planted feeling when the wheel is on the ground. It is adjustable for preload, rebound and compression. Steering the Diavel V4 up a twisty stretch of road takes a little bit of effort depending on how brisk you want the ride to be. The massive rear tyre does feel a little bit strange on changes of direction as the contact patch goes from one postcode to another, but once settled into the next corner it holds a line very well and without protest. The first real reminder that you are riding a cruiser is when your feet and ’peg touch the ground in a corner, the cornering clearance is by no means poor, but the bike does suck you in a bit with it’s cornering stability encouraging more speed and lean angle. The Brembo Stylema calipers with 330mm discs put an intense load on the front-end of the Diavel V4, so the fork cops a fair old workout dragging 236kg plus my weight to a grinding halt, but they do so faultlessly without needing a gym membership to squeeze the lever. While probably not Ducati’s first consideration, comfort on board the Diavel V4 is quite reasonable. The rider’s seat is sculptured in a way to stop the rider sliding straight off the back when launching, so it has a bit of a backstop built in. The seat is low and wide with a little bit of room to alter your seating position fore and aft. Planting two flat feet on the ground is no drama for the average rider as the seat is only 790mm off the ground. While the wind protection appears to be non-existent, the brunt of the wind is directed away from your chest. If you don’t like the wind in your face, best check out the optional screens that attach above the headlight. The best fuel consumption I managed was 6.14L/100km, so its 20L fuel tank can get the Diavel V4 about 320km which would be easily achievable in one sitting. The seating position is quite relaxed without having to reach for the handlebar so fatigue is minimal riding longer distances. Thanks to the Ducati connect app, hooking up your phone and Bluetooth headset to the Diavel allows control of messages, music and phone calls on the fly, and the bike is ready for turn-by-turn navigation once purchased through the app. The Diavel V4 comes with a two year unlimited kilometre warranty and roadside assistance for extra peace of mind. So, what’s it gunna cost? The Diavel makes bank at $41,100 (ride away) in standard form, but who’s going to leave it standard? It comes in Red or Black and there is only one model available so far, I imagine an S version would appear in the future equipped with semi-active Öhlins boingers and a heavier price tag, but for now, it’s this one or nothing. There isn’t much not to like about the Diavel V4, I feel like I’m nitpicking to want heated grips as standard and a more substantial pillion seat that I almost lost up a bumpy road. Initially I had trouble cancelling the cruise control, as I would normally roll the throttle back or give the clutch a quick flick, but on the Diavel these don’t cancel the cruise control. But once aware of it, I just have to tap the brake instead. Otherwise, the bike is a work of art and an absolute weapon on the road. It is a genuine hot rod with little competition in the category. Test David Watt + Photography Incite Images The post 2023 DUCATI DIAVEL V4 appeared first on Australian Motorcycle News.

Right now in this country, cost and practicality are the two biggest barriers to electric vehicle ownership. So while there’s an increased willingness to make more sustainable decisions around how we move around our cities, the size of the pool of potential electric bike owners is more or less decided by the distance of their commute and the depth of their pockets. This makes what 39-year-old Michelle Nazarri is doing with her two-model range of Australian-made commuters as courageous as it is clever. Because not only are the Fonz-branded machines utterly customisable in all the conventional ways we’ve come to expect, but the motor, the controller, the power pack and the charging infrastructure can all be customised to suit both your budget and individual needs. I’m riding the NKD, which is the flagship nakedbike that sits alongside the less-expensive scooter called Arthur. Other than getting your head around the NKD’s unique and polarising styling, the first thing you’re struck by as you approach the NKD is the surprisingly high build quality. Take the ’bar-end indicators and shmick borderless mirrors which use chiselled aluminium instead of a glass insert, for example. Both are part of the firm’s extensive list of options, but certainly not things I expected to see on a sub-$15k bike which rolled off an assembly line in Sydney’s inner south. There used to be four ‘starting’ versions of the NKD, but the least-expensive base model has been dropped due to poor sales, which leaves the NKDs, the NKD+ and the NKDx, whose differences basically come down to performance. I say starting, because once you’ve settled on your performance spec, the long list of choices continues to things like mirrors, bodywork material, frame colour, seat (shape and material – there’s even vegan leather!), tyres, chargers, grips, luggage – even a surfboard mount – before your order is sent off to the local assembly line. And of course, because they’re put together in Sydney, if you really do want a base model, Fonz will accommodate. The NKDs has a top speed of 100km/h from its 8.6kW motor and a claimed range of 100km of urban riding. The NKD+, which I’m riding, has the same top speed of 100km/h, this time from a 9.6kW motor and range is extended to a claimed 140km. The top-tier NKDx gets an 11kW motor, a top-speed capability of 110km/h with range as high as 200km if ridden in Eco mode. Eco mode is one of three selectable maps standard on all three variants, joining Street and Beast. And while an Eco mode on other electric commuters I’ve ridden would reduce acceleration or restrict speed quite noticeably, I couldn’t really discern any difference between the three modes on my admittedly short inner-city test ride. It’s a similar customisable story with the charging infrastructure. All three come standard with a basic trickle charger which takes 11 hours to charge the NKDs, around 14 hours to charge the NKD+ and almost 20 hours to recharge the NKDx, but there are two more options that you can choose to include – or even have all three – to align the charging times with your individual circumstances. There’s a fast charger ($290) that conveniently packs up under your seat which connects the bike to the wall via an external charging point on the bike’s right-hand side panel. You can also choose to up-spec to a Level 2 charger ($1190) which is compatible with public charging stations, reducing the top-spec NKDx’s charging time down to just a couple of hours, or opt for a portable system, meaning you can lift the battery out of the bike and charge it overnight in your home or in your workplace during the day. I reckon it’s the NKD’s unique shape that makes its seat look higher than it is, but at 815mm (there’s 770mm available, too) it’s fairly accessible for most riders. Sitting aboard the bike, you’re met with a simple LCD dash displaying your speed, a tacho, the battery level, what mode you’re in, as well as an odo and tripmeter. At both ends of the one-piece tapered handlebar are quality-looking switchblocks set beneath those impressive mirrors, while even the master cylinders for the ’bar-mounted front and rear brakes look like anodised aluminium as opposed to the plastic units you see on almost every sub-$20k bike these days. Both the ’bar and the master cylinders are Fonz branded, too – a neat touch. Once the ignition is on (the NKD+ and NKDx come standard with a keyless ignition), making the vehicle live is as simple as flicking up the sidestand, then it’s twist-and-bloody-go. Because despite testing all sorts of electric bikes over the years, from early Super Socos which topped out at 60km/h, right through to Lee Johnston’s Isle of Man TT Zero podium getter, the launch off the line caught me a bit off guard as the thing leapt forward and into the traffic on Melbourne’s oh-so fashionable Chapel Street. Even though I’m prepared for it, the acceleration still impresses me and I’m searching for gaps in the traffic in order to get to the front of the queue to experience it again and again. I’m riding Michelle’s personal bike, so I’m not sure of its actual weight, but depending on spec the NKD will tip the scales somewhere between 111-132kg. Either way, the acceleration is addictive. Both the NKD and the Arthur use a regenerative-braking system which is harnessing the energy created on deceleration and feeding it back into the battery. Fonz has the ability to program just how much regen, or just how quickly the bike will decelerate off throttle, and it’s also activated by the initial movement of either brake lever. You’ll know when regen is occurring by the red lights that appear around the perimeter of the dashboard. One idiosyncrasy which takes a bit of getting used to is the ADR requirement that states the motor can’t accelerate while either brake is engaged, and as someone who uses rear brake to aid the kind of manoeuvrability a busy city requires, I often found myself accelerating but being left powerless, before figuring out why and having another go. As an owner, you’d get used to it, and it wouldn’t be an issue for long. Speaking of brakes, that’s handled by a combined braking system made up of a single disc at both ends gripped by LBN-branded calipers and, used together, they haul the bike up confidently and effectively. The combined braking system also does a good job of masking any dive in that short, non-adjustable, right-way-up fork. Instead of diving heavily under heavy front braking, the simultaneous application of the rear steadies the whole shebang and adds stability. The rear shock has a remote preload adjuster and, while I didn’t spend enough time on the bike to really get a for its effectiveness or play with the adjustment, it certainly didn’t make itself known to me, which is a good start. I don’t know whether it’s the Mitas MC19 dual-purpose tyres’ tread pattern, the small diameter Y-spoke wheels or if it’s the 29º rake of that unconventional front-end, but there is a slight disconnect between the handlebar and the front wheel. There’s still feedback coming through to you, just not as much as I’d probably like on a small machine designed to navigate the thrills and spills of city life. However, I suspect this would improve greatly if you ticked the Pirelli street tyre box during the purchasing process over the standard-fitment Mitas hoops. That unconventional front-end, by the way, is the legacy of a scooter chassis – they all look like that under the plastic bodywork – and what began as a prototype starting point as the firm looked at designing its first motorcycle, was retained in the end because Michelle ended up falling for the unique styling cues it offered. The NKD boasts plenty of other clever features, too. Like the reverse gear that’s actuated by pressing a button on the left-hand switchblock and twisting the throttle – handy for awkward parking spots – and there are two sets of footpegs, both aimed at the rider’s ergonomic preferences. The forward-mounted ’pegs are good for taller riders (or for all riders when there’s a pillion), while the mid-mounted ’pegs offer a sportier rider triangle (or pillion ’pegs) – and both were comfortable for my 164cm frame. It’s what Michelle refers to as the “Mechano vibe. We can fit into so many people’s requirements.” And she’s right. Whether it’s price, performance, style or ergonomics, if you have a limited pool of potential customers, it makes good sense to cast your net as wide as possible. But perhaps the most clever decision of them all is to offer what Fonz calls the guaranteed trade-up offer. Having launched its first scooter in 2012, the company knows a thing or two about just how quickly the EV space is moving so will buy back your powertrain tech and batteries and upgrade you to the latest as it becomes available. The starting price for a Fonz NKD is $11,990 (plus on-road costs) and, according to Michelle, the average purchase price is around $15k. “Some people have specced them up to 26 grand, they’ve literally ordered every different feature and function; tick, tick, tick, tick,” she said, adding that the majority of NKD buyers are males aged between 35 and 55, are right into the technology associated with EVs and are looking to reduce their impact on the environment. Which explains why Fonz bodywork choice extends to materials as well as colour with options including recycled plastic at one end of the scale and full carbon-fibre at the other. It’s a well thought-out operation. The NKD’s chromoly frames are manufactured on New South Wales’ Central Coast, which affords Fonz the luxury of being able to powder coat them in the customer’s choice of colour. “Once you manufacture a frame, it needs to powder coated really quickly,” says Michelle, adding that the carbon associated with shipping such a bulky item from overseas was part of the decision to have the frames manufactured locally. The body kits are also manufactured in Australia, as are a handful of other parts including a couple of brackets that are 3D printed in-house at Fonz’ carbon-neutral micro-factory in Sydney’s Redfern, where assembly takes place. And the result means the NKD is certified 70 percent Australian made. Depending on spec, the batteries are supplied either by LG, CATL or Samsung and, while the brand wasn’t forthcoming with the supplier of the motor, it confirmed most of the electrical componentry is unsurprisingly sourced from Taiwan and China. I arrived at Fonz expecting to ride an ordinary well-built electric offering, complete with all the bells and whistles your average buyer has come to expect in 2023. But what I didn’t expect was the out-of-the-box thinking that makes the NKD such a logical and cleverly executed electric commuter. Yes, the motorcyclist in me would prefer larger-diameter wheels and a more orthodox front-end, but then I think that might be missing the whole point of the NKD, which was to build a sustainable transport option that answered the very questions being asked by would-be EV adopters. Test Kellie Buckley + Photography Janette Wilson The post FONZ NKD+ appeared first on Australian Motorcycle News.

You may be a die-hard proponent of the internal combustion engine we love so much and shun the move to a more electrified motorcycling future, but answer honestly: if you were invited to ride what are claimed to be the most powerful electric bikes on the planet, with direct lineage to the MotoE World Cup machinery, would you have a crack? Of course you would! I had the opportunity to do just that on the Gold Coast recently on Energica’s fully faired sports machine, the Ego+ RS, as well as its naked sibling, the Eva Ribelle RS. And both machines are bloody impressive. The Ego and Ribelle share most of their componentry, with the main difference being the obvious addition of a fairing on the Ego and the subsequent riding position that comes with it. In standard guise, both feature a tubular-steel trellis frame, a 43mm fully adjustable USD Marzocchi fork, a rebound- and preload-adjustable Bitubo rear shock, and both wear the same high-end Brembo braking package and same rubber. Both, also, are powered by the same liquid-cooled, Hybrid Synchronous 300-volt EMCE motor that puts power to the ground via a reduction gearbox and chain final drive. And powering the whole outfit is a 21.5kWh lithium polymer battery that’s used as a stressed member between the steel trellis frame. To increase range there’s a four-level (Low, Medium, High and Off) regenerative braking system that feeds power back into the massive battery when the rider gets off the gas, so to speak. Charging the battery from a wall plug at home takes around eight hours, however a DC charger achieves full charge in around 45 minutes and an 80 percent charge in just 16 minutes. The charging plug is located underneath the seat, and the TFT dash displays the charging progress. On the Ribelle there’s also a fancy Energica symbol on the tank that lights up when it’s charging. Are you bored yet? If you’re like me, what you really want to know is how it goes and how long will it go for before you have to charge up? Well, both the Ego and Ribelle deliver an impressive 126kW (171hp) of claimed peak power and an arm-stretching 222Nm of torque (up in 2023 guise from 215Nm) from 1rpm, and Energica claims a 0-100km/h time of just 2.6 seconds. For comparison, the Harley LiveWire that I rode (AMCN Vol 70 No 06) produced a claimed 78kW (106hp) of peak power and 116Nm of torque. And after riding these two missiles I wouldn’t be prepared to argue with Energica’s claim that the Ego RS and Ribelle Eva RS are the world’s most powerful electric motorcycles. As for range, Energica claims a city range of 400km which, pre-ride, I reckoned was achievable in Eco mode with a tailwind and going down a hill on the back of a ute. The Modena-based company also claims a combined city/country range of 246km. Read on to find out how accurate these mileage claims are. Both the Ego RS and Ribelle RS are available in ‘standard guise’ with the above-mentioned level of spec, but each bike is made to order via the company’s online configurator where you can change the spec to suit your preferences and budget. Your new bike will take about eight weeks to build, and is then loaded on a ship for the journey to its new owner. The Ribelle on test here was in standard trim, however the Ego had the optional Öhlins suspension and forged OZ Racing aluminium wheels. According to the Energica configurator, the Ego with that setup will set you back just under $65,000, plus on-road costs. For the love of the sweet green Jesus, these things are fast! From a standing start they really do take your breath away with the way they accelerate so ferociously. There are six levels of traction control including off, with one being the least intrusive and five being the most. In the lowest setting, some slippage is allowed but the system mainly keeps the rear under control. With it turned off, if the grip levels are compromised in the slightest, both machines will break into wheelspin if pinned. I wanted to practice my wheelies so I switched the traction control off – which also acts as wheelie control and will interrupt your fun if its on. And with 215Nm of torque right off a closed throttle you need to be on your game. If the surface isn’t that perfectly grippy new tarmac, then both bikes will attempt to wheelie and wheel spin simultaneously. And if the rear tyre does grip immaculately, the front comes up very quickly, so be sure to cover that Brembo rear brake. Keep in mind this is happening without the assistance of a clutch, and with no gear changes the wheelie could theoretically continue uninterrupted until the bikes run out of revs. The traction control really comes into its own on exiting corners – 215Nm of torque is approaching Triumph Rocket 3 territory, but whereas the Rocket 3 uses a fat 240-section rear tyre to manage traction, the two Energicas are relying on a relatively skinny 180-section rear. Hitting your local twisties with traction control turned off is only for the highly skilled, brave or stupid, because the Diablo Corsa III fails to keep the rear under control while on the side of the tyre at anything approaching full throttle. According to the Aussie importer, Australia Electric Motor Co., the Ribelle is restricted to 200km/h and the Ego+ RS is restricted to 240km/h. However, I can tell you the Ego is also restricted to 200km/h – don’t ask me how I know. Those worried about being flattened by other motorists due to the quietness of electric bikes shouldn’t be too worried. The three gears doing their thing in the reduction box are quite loud so it’s not a super silent ride. I quite like the sound – it reminds me a bit of the cam gear noise in the old Honda VFR750, only louder. Despite those decent range claims, once on the open road where regenerative braking is out of the equation, range is considerably reduced and both machines limped home with less than 10 percent battery remaining after a smidgeon over 150km. In fairness, the ride was on the high end of the enthusiastic scale and involved flowing country roads with very limited opportunity for the regen braking to do its thing. I reckon this is pretty good and here’s why. Firstly, I’d be pushing poo up a hill with a twig to get much more range than that from my old VTR1000 Firestorm and secondly, have you ever tried riding a modern-day sportsbike more than 150km without running out of juice, catching on fire from excessive heat (hello V4 engines) or requiring a well-trained chiropractor? Like any sportsbike, the Ego is uncomfortable and puts maximum weight on the wrists, so I much preferred the upright riding position of the Ribelle. In fact, for the most part I preferred the handling of the Ribelle over the Ego, too, despite the trick suspension on the latter. There’s no denying I’m a fan of the power and torque these two punch out; it’s exhilarating. And when I was riding around town I was praying that I’d get every red light at each intersection just so I could launch off the lights. However, apart from the power and torque, I can’t really see the benefits of four years of MotoE development – although I’m sure there’s under-bonnet stuff that I don’t have the technical smarts to appreciate. Are the Energicas powerful? Yes, they are impressive and addictive, but I wasn’t anywhere near as impressed with the handling. Both bikes weigh in at a claimed 260kg making them by far the heaviest sportsbike and hypernaked on the market. Weight has a lot to do with the cumbersome handling but, that said, at 260kg they are slightly lighter than the 264kg claimed wet weight of a Gen III Hayabusa and the ’Busa is a better handling motorcycle than either of these two. So the handling deficiencies must come down to more than just weight. The front-end on the Ribelle feels pretty good but the rear Bitubo shock is out of its depth when the cornering pace is wound up, which limits the ability to push, especially on bumpy corners. I stiffened up the rebound to stop the Ribelle from pogoing through bumps, but there was very little discernible difference between settings and, in standard form, you won’t be tuning the trait out. This limiting factor meant I couldn’t push the front as hard as I could on the Ego. The trick Öhlins front-end on the Ego provides better feedback about the front tyre’s intentions which heightened a trait that I grappled to come to terms with. Turn-in is on par with other bikes lugging this sort of weight – cumbersome. And while the rear-end is much better than the Ribelle, feedback from the front continually gave me the impression that the weight of the bike was going to push the tyre to the point of no return. I was pushing reasonably hard, but I never got comfortable with the front-end feel of the Ego. Maybe it’s the relatively short swingarm due to the sheer size of the battery, perhaps it’s a case of how the weight of the battery is carried, or perhaps it’s something as simple as tyres. Both machines are fitted with Pirelli Diablo Rosso III rubber. A decent tyre for sure, but Pirelli has upped its game with Rosso IV and most superbikes and hypernakeds are fitted with a Diablo Rosso Corsa rather than the less-sporty Rosso. A stickier, more modern tyre may make a difference to the handling, but I suspect it’s more a case of excessive weight bias over the front. Straight out of the box, the LiveWire handles better than either the Ribelle or Ego, but I guess that’s irrelevant now that we can’t get the LiveWire in Australia anymore. Brakes are certainly up to the task, even with the portly combined dimensions of the machinery and my chassis, but we’ve come to expect that from Brembo, haven’t we? Both run twin 330mm floating discs tugged at by four-piston monobloc calipers. The rears feature a 240mm disc with a twin-piston Brembo caliper. Both ends have excellent feel, bulk power and can have the Bosch ABS working overtime if you’re aggressive with either end. The Ego’s lever felt a bit spongy but I’d put that down to needing a good bleed than anything being wrong or inferior. After all, the brake packages are identical and the Ribelle’s brakes are awesome. The traction control’s intervention is lovely and progressive for the most part. The only time it isn’t is on loose surfaces when it can cut power slightly more abruptly than systems on other bikes. The controls are standard across both bikes with the majority of goings on happening via the left-hand switchblock. Operation of the settings and modes via the colour TFT screen is easy to use once you work out the process, which doesn’t take a diploma to learn. If a relatively small mob like Energica can make a user-centred interface that’s fairly straight forward and easy to use, why can’t some of the larger manufacturers? The cruise control buttons are located on the right-hand ’bar, and I’ve heard some complaints that the main activation button can be a pain to use. With my 3XL sized hands I didn’t have an issue at all but I can see how the stretch to the button might be a pain to the little-handed. Finally, the looks and finish. These two are the first electric bikes that don’t look like they are designed by someone taking a punt at what bikes might look like in the future. They look like any other bike until you snoop around up close. What’s more, the paintwork is deep and lovely – they both look great. I had plenty of comments about how good both bikes looked, and many were surprised when informed they are electric bikes. Buy one of these and you’ll attract no shortage of admirers wherever you go. So are either of these two ready to replace your Panigale, Super Duke or trackbike? Well, that depends on what you want from a motorcycle. If you’re wringing the neck of either of these two, you’re going to need to whack them on a charger after about 150km. I can hear the whinging now but my retort would be this: they charge to 80 percent in about 20 minutes and that will get you a similar amount of distance down the road again. So, yes indeed, you could realistically replace your road-going sportsbike with the Ego+ RS. The Ribelle was by far my favourite of the two. It’s far more comfortable, it’s a hoot around town and felt a tad more reassuring when cornering. The price of admission isn’t cheap though. The Ego+ RS in standard form will set you back $55,329 (plus on-road costs) and an Eva Ribelle RS will cost you $52,471 (plus on-roads). They aren’t cheap but the price should come down as the technology improves and they become more popular. I know some people will say – and rightly so – that over time you claw back the extra dollars spent in savings on fuel, servicing and consumables, but if you’re spending $50k-plus on a motorcycle then you’re probably not the penny-pinching type. Energica’s two bikes aren’t going to suit everyone and there are negatives – mainly weight and price – but after riding them I came away with a feeling that electric bikes are almost there. A few more early adopters, a little more range and a bit less weight and electric bikes like these will give conventional combustion machinery a run for their money – and more than just from the traffic lights. TEST: PETE VORST PHOTOGRAPHY JOE SHEPPARD The post ENERGICA EGO+ RS & EVA RIBELLE RS appeared first on Australian Motorcycle News.

Sunday Motors is a new brand of purpose-built flat track machines that could very well nurture the next Casey Stoner. Who better than dirt-track legend Ben Grabham to get them sideways. It is pretty crazy to think that Dirt Track racing in Australia has been around since 1925 but for the last 30 years you could not walk into a motorcycle dealership and buy a production dirt track motorcycle. The only ones you see are custom builds or modified motocross bikes, but with the introduction of Sunday Motors’ new fast-track range, that has changed. A sub-brand of American dirtbike manufacturer YCF, Sunday Motors has so far produced two flat-track models, the 150cc S147 and the 190cc S187, which are competition-spec motorcycles but designed to be ridden by anyone of any skill level. Right now, it’s tricky to see exactly where these two models fit in Australia’s dirt track scene, as the main junior classes comprise of three categories; 85cc two-stroke, 125cc two-stroke and 250cc four-stroke. Likewise, the senior scene is mostly split between 250cc and 450cc four-strokes, so right now neither of these two offerings fit directly into an obvious class. But that aside, both bikes look amazing with their scaled-down 1980s flat-track styling in gloss black and they ecome even more appealing when you see the price tag: $3699 for the S147 and $4999 for the S187. The best way to see where they might be able to fit into our dirt-track scene is to get our hands on them and get to the track. S147 Seeing the Sunday Motors S147 for the first time I was both excited and nervous. It certainly looks the goods in the scaled-down flat-track styling it has going on. I am a fan of its black clean look and, for a motorcycle that is only $3699, the finish is more what you would expect to see on a much more expensive bike. The low slung exhaust gives it a racy look. In fact, I am actually a bit surprised to see the length Sunday Motors has gone to make sure this is race ready, and that’s why I’m excited. Features like the rubber sleeve over the left stainless-steel footpeg to provide grip, as most of us run a steel slide shoe on our left boot when racing dirt track. The bit that’s making me nervous are the small 14-inch wheels shod in a tyre with the name Timsun on the sidewall – the last time I rode on a dirt track tyre I’d never heard of before, I had to allow two meters either side of the line I actually wanted to be on as they had provided zero grip. Jumping onto the S147 it did feel reasonably small for my 178cm tall body. The seat is nice and firm like a flat-track seat should be and the handlebar feels nice and swept back for good cornering. Firing the S147 into life is effortless, too, as it has electric start. The exhaust note is what you would expect from a 150cc four-stroke single, but quiet enough not to upset the neighbours. Heading down the first straight, all I could think about was how well the Timsums were going to grip in the first corner. But, tickle me pink, these tiny flat track tyres feel amazing and it only took a few laps to get the S147 up to maximum speed. Sunday Motors has nailed the suspension on this model as the back end never bounced or unloaded me at any point, and the front fork provided great grip and feel from the front tyre with its supple feel. Both brakes felt more than strong enough the few times I needed them to stop, too. This little bike would be an ideal learning or training bike as it is so easy to ride, it even has enough punch to keep me entertained and busy on a small track. Hopefully Sunday Motors gets these approved for juniors as they would have so much safe fun racing them. S187 Cosmetic wise, the 187 looks very similar to the smaller-capacity 147, with the only real difference being the red numbers. When you get closer and look at them side by side, it’s clear the Daytona Anima 190cc engine is slightly bigger and doesn’t have electric start. Sitting on the 187 feels exactly the same as the 147, the only time I notice a difference is when I had to fire it into life. Starting the 187 with the kickstarter is quite easy, providing you give it a decent full kick. Once alive, it’s obvious the Daytona engine is a different beast as it builds revs like you would expect a race 250F engine to, and the exhaust note is much more snappy and angry, without being obnoxious. Heading down the first straight, the 187 surged forward with every twist of the throttle. I now had real concerns about the Timsuns handling the extra power. Distracted, I found myself going way faster than I planned to – the engine builds speed way faster than you expect – so I had no choice other than to turn in and hope for the best. Luckily (for my sake and pride), the tyres stuck like glue to the loose-granite surface. Now that I had full faith in these tiny hoops and knew the 197 was capable of much faster speeds, I let it rip. Even at what felt like twice the speed of the 147, the suspension on the 187 handled the extra speed and forces no worries at all. I’m super impressed at how well Sunday Motors has the chassis working – the last time I rode anything this small on a flat track, I was 15 on my Suzuki RM80 and I hated every second of it, as it was twitchy and all over the place. Sunday Motors has definitely nailed the setup and geometry for this style of riding, and it’s a good thing, too, because the engine is fast enough to do some serious damage if the bike didn’t handle. This particular 187, only has a rear brake which was no issue for me on the track I was riding, however all S187s imported into Australia will come with a front disc brake, just like the 147, and that will make them even more versatile on smaller tracks. I hope Sunday Motors gets these approved for junior racing, because as well as being quite competitive, they are a very affordable way to go racing – you need up to $30,000 to build a front-running dirt-track racer these days. There’s plenty of people who don’t want to burn a race engine’s life up in training laps, so until the homologation can happen, I reckon the 187 will prove to be a very popular and useful training bike. It’s fast enough to get the heart rate up, you need correct technique to log fast laps and, if you do throw it down the track honing your skills, it will be much more affordable to fix. Or, maybe Sunday Motors should make a dozen available at dirt track meeting where riders can turn up, pay a fee and race in an inexpensive one-make dirt-track series. Now there’s a thought. Find out more at sunday-motors.com Test // Ben Grabham Photography // Bernie den Hertog The post SUNDAY MOTORS FLAT TRACK TEST appeared first on Australian Motorcycle News.

The Arc Vector was unveiled to the public at EICMA back in 2018, dazzling the motorcycling world with its dramatic hub-centre steering and 436km of claimed range taking just 40 minutes to recharge. Most thought the Arc was an impressive concept that would fizzle away. But it’s real, it’s alive and we’ve ridden it. Arc motorcycles is the innovation of CEO British engineer Mark Truman, who set out to create something special: the world’s most advanced electric motorcycle. He started with a blank piece of paper, then let his imagination and brilliance run wild, free of the constrictions of noise, emissions, heat, exhaust routing and a thousand other limitations associated with petrol bikes. Earlier this year Mark and his small team conducted the bike’s final testing, with former BSB and MotoGP racer James Ellison at the helm. With the first tailored and British-made Vectors now reaching American customers, we took one of the very first £110,000 ($200,000) bikes to leave the factory for a quick spin close to Arc HQ near Coventry in England. The Arc is distinctive, and isn’t based on anything else in the market. There is no conventional frame; the chassis is the housing for the battery and motor, similar to Ducati’s Panigale and new MotoE racebike, but this was designed in 2018. Hub-centre steering allows a very steep head angle of 20 degrees compared to a normal sportsbike’s 24-25 degrees. The pivot point of the front shock is below the front wheel spindle, which, unlike other hub-centre steered models, allows the front to dive slightly like a conventional telescopic fork. The hub steering also allows the Arc to run a light spring at the front, which can cope with the weight (240kg) better than a conventional fork. In cooperation, rear and front arms are carbon fibre, as are the BST wheels. There are Brembo Stylema calipers up front, a full carbon-fibre seat unit, keyless ignition (via a wrist strap key) and belt drive. A digital dash sits on top of the dummy fuel tank which houses the charging ports behind a fake fuel cap. In spite of having multiple riding modes, our test bike didn’t have its finished set of rider aids installed, which will include lean-sensitive traction control and conventional ABS developed in partnership with Continental. The Arc’s permanent rare earth magnet AC motor is skilfully hidden by a blank belly pan, which houses a channel that directs cool air to the small, rear-facing radiator, which cools both the motor and inverter. The motor produces a peak of 173Nm of torque, and 87kW (117hp) of power, directed to the back wheel via a belt drive. The battery has a capacity of 16.8kWh (using Samsung Battery Cells) and is housed in a monocoque carbon shell, to which the front and rear bespoke carbon suspension is bolted. Arc quotes 436km on a single charge, but Mark and the team say that, realistically, around 320km could be expected during regular riding, and 190km during aggressive riding or with a motorway stint. During testing on track – with a handy James Ellison onboard – 97km was the worst recorded result, which is impressive. A normal ride on track should see, 120-140km at worst. Top speed is limited to 200km/h, which on some tracks will be a hinderance. But Arc quotes a 0-100km/h time of 3.1 seconds – that’s quick. Recharge time from 0-90 percent is only 40 minutes on a Type 2 rapid DC fast charge, which is the only way to charge the Arc – there is no 240-volt three-pin system. In theory you could ride hard on track, charge at lunch and ride again in the afternoon. For the road, the Arc is fully road legal and meets Euro 5 compliance, which obviously isn’t as strict for electric-powered vehicles as there are no noise or emission targets to meet. Despite spending around 30 percent of my time on electric superbikes these days, I’m still getting accustomed to riding them. Today, that initial apprehension is amplified by the value and uniqueness of the Arc. I’m the very first person outside the company allowed on the thing, and there is only one in existence. To add to my concerns, the TC and ABS have not yet been fitted, as they are still in the final throes of development. If you’re new to electric bikes, there are no gears, of course, and the instant response of direct torque always takes a little while to get used to. Unusually, the Arc also runs a handlebar-mounted back brake, like a scooter – and very little engine braking. Engine reaction off small throttle openings is a little abrupt compared to a petrol-powered superbike, even in Eco mode which reduces power and torque to 70 percent capability. The standard bike has three rider modes: Rain (40%), Eco (70%) and Road (100%). Once the so-called Human Machine Interface HMI (see sidebar) is completed, there will be a further three modes in Urban, Sport, and Euphoric, which will interact with your helmet and clothing. You don’t have to wait for peak revs– acceleration is rapid – and it’s hard to stop your left foot from hunting for a gear lever as you leave the lights with Superbike performance. From a standstill or from 50, 80, 100km/h, just twist and go. Rapidly. In wet or cold conditions, traction control will be needed. I could feel the front wheel go light on occasion over crests, but I didn’t have confidence to wheelie the Arc, it’s still unusual with not gears or clutch. So much torque makes overtaking painless, with no changing down gears to access peak torque either. It’s a bizarre sensation passing cars with such a consummate lack of effort and no longer accompanied by an exhaust tone. The British team has deliberately dialled-in minimal engine braking, meaning there is very little re-gen. This gives it something of a two-stroke feel that helps you roll and flow into corners. Funnily enough I ran a similar setup of minimum engine braking when I raced an electric bike at the Isle of Man TT. Hub-centre steering isn’t new, it’s still used by Bimota on the Tesi H2, while Yamaha famously had a crack with its GTS1000 in 1993. But, as previously mentioned, the Arc system is unique from most previous designs and it all adds up to allowing for a lighter spring for the Öhlins front shock. However, there are disadvantages, and cost is a clear one. Development was vast and expensive. Then there is the actual cost of production: the front swingarm is carbon fibre while the front mudguard, which is a structural component, is also one complete carbon unit. And they’re both bespoke items. The other disadvantage is a large turning circle that makes the Arc Vector a bit awkward in town. But Arc’s development team knew an electric superbike would be heavy and that a hub-centre steering system, which separates the braking, steering and suspension functions would, dynamically, manage that weight better than a traditional fork – and allow a steep and sporty steering head angle. They were also unimpeded by normal design limitations: without a radiator, waterpipes, front exhaust routing and engine heat to worry about, the designers and engineers had a relatively free run at the project. Other hub-centre steered bikes have to work around heat from downpipes, cooling for the radiator, etc. At first, the 240kg superbike does feel heavy, especially when you’re moving it around and throwing a leg over the 825mm carbon seat. Other electric bikes I’ve tested recently, which are considerably heavier, have a reverse or crawler gear, which the Arc doesn’t. I had to jump off to push backward, rather than paddle backward. But once the carbon BST wheels are turning that weight diminishes rapidly. That steep rake angle makes the Arc feels lighter than it actually is and it took a few miles to re-calibrate as I was continuously turning too quickly and hitting the apex early, then picking up the bike and having a second stab at it. But the more I rode the Arc the more we connected, and I found myself using less input at the ’bars and ’pegs to make it turn. The Arc Vector steers quicker than any other electric superbike I’ve ridden, but it’s far from nervous. With suspension and braking forces separated and a relatively light spring controlling the ride, you can feel the front end reacting to bumps and imperfections – the ride is almost plush – but there isn’t a huge amount of drive or weight transfer either, and takes a while to get used to. The rear suspension uses a directly mounted Öhlins unit, which is on the hard side. You really feel this at low speeds and over imperfections around town, but once up to speed, it comes into its own. Riding the Arc is a little like riding a racebike on the road. Generally, racebikes have less squat and suspension movement than roadbikes and that’s the same with the Vector. While that doesn’t feel great at slow speed or over large bumps and road imperfections, once you’re up to pace and putting forces through the suspension, it moves into its design window and begins to work appropriately. The Arc Vector doesn’t want to be ridden leisurely; above 80km/h is when the suspension works. Long flowing corners are its natural hunting ground and once the bike and rider are dialled in, it’s a satisfying bike to ride briskly. But I’d avoid town; the rear is a little harsh and the steering lock is limited. Add a tall-ish seat and that instant torque as you crack open the throttle, and I can see most owners heading for the hills or track immediately. However, because each bike is bespoke, suspension and power settings can be tailored to match the customer’s requests. Theoretically, a wealthy owner who wishes to ride their Arc around Monaco rather than Phillip Island can have it tweaked to suit. The set up can also be matched to the rider’s weight and whether they’re road or track riders. Stopping the Vector’s 235kg is down to two Brembo Stylema Monobloc calipers gripping 320mm discs. The rear is also a Brembo item, this time a 240mm disc. Once ABS is fitted, it will be possible to deactivate the ABS completely on the top-spec AE model, once you’re in Sports mode. The AE version will boast specialist machined parts and be programmed for the innovative, if not slightly controversial, Human Machine Interface (see breakout). Decelerating takes a little getting used to, especially with so little engine braking. The front dives a little; you can feel the front tyre loading as the weight transfers forward, but not as much as conventional forks. Meanwhile the ’bar-mounted rear brake is very effective and easy to lock the rear from the lever. Around town, I don’t think I used the front brake at all as the rear set up is so effective. It is only out of town, when you’re using all that torque and having fun, do you start to brake normally and using mainly the front. I’d really like to try the Arc on track, to push the boundaries, brake later to the apex, but as this was an early road test only, on an expensive first model, all I can truly say is that the quality Bembo items are up for the job on the road. I’m assuming most wealthy owners aren’t going to go touring, although the range figures are impressive. After a few hours you’ll be about ready for a break and the 40 minutes it takes to recharge will be a welcome relief, comfort isn’t brilliant, especially at low speeds. It just needs personalising. While the overall design and spec – Brembo brakes, Öhlins suspension, BST wheels – are fixed, each Vector can be customised to the rider and their demands. Colours, finish, the position of the pegs… almost everything can be matched to the owner’s personal taste. Some customers have requested black Öhlins springs instead of yellow, some have even gone for a timber-like finish on the top section – there are few limits. Customers can visit the Arc HQ or meet online to discuss materials, design, etc. Cruise control is standard and therefore as long as you plan your road trip with a DC fast charger along the way, you could cover some decent miles on the Arc. The range and battery usage are displayed on the dash, which also shows speed, riding mode, etc. And aside from the price, this is my only real criticism, because it’s hard to see, especially when the sunlight is directly behind you. However, in the future, all the information you’ll need should be in the heads-up display in the Arc Zenith helmet (see box out). Imagine trying to design and produce your own bike from scratch, and at the same time pushing the boundaries of design and tech. The Arc Vector is a gigantic project, one that started from nothing and has become a motorcycle that is distinctive, spectacular and very special. Its very existence is a huge achievement, which must be applauded. The small British team’s meticulous development of the front end has delivered a system that allows some dive, has quick steering and gives more feedback, than other hub-centre steered bikes. They’ve built a bike that uses the main battery as its chassis with both carbon swingarm bolting directly to it and a carbon mudguard that is a structural part of the bike. There’s also the forthcoming interface with a bespoke futuristic jacket and helmet. No longer hindered by the conventional architecture of petrol bikes, they have truly moved the dial in terms of design and engineering. Not only is it uniquely designed. it works as a motorcycle. It feels misleadingly light once on the move, turns well, gives feedback, has excellent brakes – this is one quick electric superbike. Our test machine was a little firm and the initial throttle response a tad demanding, but most faults can be rectified before delivery. The clocks are a little disappointing, and you obviously can’t ignore the jaw-dropping price. I’m assuming for actual customers, price isn’t an issue, like buying a Ferrari or Bugatti. For those privileged few who manage to grab an Arc Vector will be buying something extraordinary, not only in looks but in design and performance. When you stand back and look at what Arc has achieved, it’s impressive, which is why the orders are already coming in. Arc Vector Specs ENGINE Type Permanent rare earth magnet AC motor Controller Not given Cooling water jacket Transmission Single speed Clutch Not applicable Final drive Belt BATTERIES Type Lithium ion Capacity 16.8kWh Recharge time Wall charge: Not applicable DC fast charger: 90% in 40 minutes PERFORMANCE Power 87kW @ 1rpm(claimed) Torque 173Nm @ 1rpm (claimed) Top speed 200km/h (est) Range 436km (claimed)ELECTRONICS Type Continental Rider aids Cornering traction 0–control and ABS CHASSIS Frame material Carbon Frame layout Monocoque Rake 20˚ Trail 105mm SUSPENSION Front: Öhlins ILX56 monoshock, fully adjustable, 150mm travel Rear: Öhlins TTX56 monoshock, fully adjustable, 110mm travel WHEELS & BRAKES Wheels Carbon Front: 17 x 3.5 Rear: 17 x 5.5 Tyres Pirelli Diablo Rosso 4 Front: 120/70ZR17 Rear: 180/55ZR17 Brakes Brembo Front: Twin 320mm discs, four-piston Stylema calipers, ABS Rear: Single 240mm disc, two-piston caliper, ABS DIMENSIONS Weight 240kg (claimed) Seat height 825mm Max width Not given Ground clearance Not given Wheelbase 1450mm SERVICE & WARRANTY First service Not given Minor: Not given Major: Not given Warranty Not given BUSINESS END Price £110,000 ($198,000) Colour options Any Contact arcvehicle.com TEST // ADAM CHILD PHOTOGRAPHY // JASON CRITCHELL The post 2023 ARC VECTOR | TASTE THE FUTURE appeared first on Australian Motorcycle News.

Benzina Zero is a new electric moped producer here in Australia, nationally launching the brand last week on 15 September. The Brisbane-based company’s distinctive Duo model has received an overwhelming response in Italy, where premium mopeds are highly popular. Joe D’Ercole, the company co-founder, travelled around in Italy on a Duo several weeks ago. “He had people literally yelling from balconies for him to stop so they could come down and look at it,” the company’s other founder, Ben Silver, said. “Its simple U shape frame is unique and people in Italy wanted to know what it was, where they could get it and how much it costs.” A second shipment of Benzina Zero bikes is on the water to Italy, one of the company’s five initial target markets. Distributors have been confirmed in Singapore, the Philippines Hong Kong and the UK, with Benzina Zero handling Australian distribution with nine retailers already confirmed. The popularity of EV vehicles is rapidly growing in Australia, especially after the release of The ACT Zero Emissions Vehicles Strategy 2022-2030. Benzina Zero is currently offering 3 models: DUO and DUO+ (dual 35-amp-hour batteries) CITY (single 35-amp-hour battery) SPORT (dual 35-amp-hour batteries) The Duo and City both have top speeds of 45kmh and are classified as mopeds under Australian regulations, while the Duo+ (top speed 65kmh) and Sport (75kmh) are defined as motorcycles. The Sport and City have more conventional moped designs, with body panels and their batteries positioned under the seat. “The Duo’s design is so unique and so simple, the batteries sit on the floor. It’s such a bare-framed bike, without conventional body panels, you can’t put the batteries anywhere else,” Ben said. “But the benefit of that design is two-fold. By having a very simple, clean design we got front and rear loading, which does not happen on the other bikes. “The second thing is, by putting that battery weight as low as possible, you have a much better handling bike. Low centre of gravity is always a good thing for safety and rideability.” A new prototype?  The Benzina Zero mopeds are manufactured in China with quality components including Bosch motors, and LG and Samsung batteries. The Duos enter the market with an RRP of $4,650 plus on-road costs for the standard model, and $5,250 plus on-road costs for the Duo+. Benzina Zero will exhibit at The Micromobility Conference & Expo, 25 – 26 November 2022 at the Royal Randwick Racecourse in Sydney. PHOTOGRAPHY // BENZINA ZERO The post BENZINA ZERO EV MOPEDS REVEALED appeared first on Australian Motorcycle News.

With Triumph’s newest counterparts sharing so many traits, it’s the perfect opportunity for an electric vs petrol head-to-head comparison. BACKGROUND Triumph TE-1 Two years in the making, and using some of the best brains in the UK world of electric transport, the TE-1 is a one-off “prototype demonstrator” that looks production ready. However, Triumph says it’s just an “indication” of the direction it is taking with electric motorcycles and the technology could be applied to a range of models, both road and off-road. It chose the Speed Triple 1200 RS as its benchmark for development. Triumph Speed Triple 1200 RS Triumph took the original brawny nakedbike and totally redesigned it to create the Speed Triple 1200 RS. It has a 26 percent improved power-to-weight ratio over the previous 1050 version, but still meets Euro 5. The 2021 Speed Triple is light, streamlined and a greyhound rather than the original bulked-up bulldog of 1994. On track the RS pulls incredibly hard, meaning it takes a huge physical effort to hold on when on it. NUTS AND BOLTS Triumph TE-1 Electric motorcycles are all about instant torque and the TE-1 delivers an impressive 130kW and 109Nm. This means amazing responsiveness in a smooth controlled power curve all the way up through the rev range. Perhaps the best way to describe this is a standing start acceleration official test result of 3.6 seconds 0-100km/h and 6.2 seconds 0-160km/h. It weighs 220kg, half of this the battery pack. Triumph Speed Triple 1200 RS Peak power is up 22kW from the previous 1050 engine to 132.4kW. Peak torque is up 8Nm to 125Nm, and the engine spins 650rpm higher. Weight is slashed by 10kg to 190kg dry, there is a new, lighter aluminium frame, more advanced electronics, improved Öhlins suspension and Brembo Stylema brake calipers. To sum up, the 1200 RS is the fastest, most powerful triple-powered motorcycle Triumph has ever produced. ONES AND ZEROS Triumph TE-1 The TE-1 borrows signature design cues from the Speed Triple that include an aluminium frame, distinctive twin headlights and a head-down focused styling stance and poise. The level of electronics is impressive, with riding modes for rain/sport/track/unlimited. The battery lasts 20 minutes at full power (a typical trackday session) but can also be recharged in just 20 minutes. It sports similar suspension and brakes to the Speed Triple RS. Triumph Speed Triple 1200 RS The RS is loaded with tech: keyless ignition and fuel cap, a new five-inch TFT dash and five riding modes that alter wheelie control, ABS and traction control. There’s an Öhlins TTX36 rear shock, 43mm NIX30 front fork and Brembo’s latest brakes. With styling and outright performance similar to the TE-1, what’s the big difference? Serious power and torque are accessed after 6000rpm on the RS but are instant on the TE-1. SPECS – Electric vs Petrol Triumph TE-1 Engine: Battery pack comprising 900 cells shaped into 8 modules to fit frame Power: 130kW Torque: 109Nm Weight: 220kg Fuel capacity: 161km range (road conditions) Availability: Nil Triumph Speed Triple 1200 RS Engine: 1100cc, liquid-cooled, 12 valve, DOHC, inline 3-cylinder Power: 132.4kW @ 10,750rpm Torque: 125Nm @ 9000 rpm Weight: 198kg (wet) Fuel capacity: 15.5L (5.6L/100km) Availability: Now HAMISH COOPER The post ELECTRIC vs PETROL | TRIUMPH TE-1 vs SPEED TRIPLE 1200 appeared first on Australian Motorcycle News.

What better way to send off the WR250R than with a retreat to the beautiful Blue Mountains in NSW? After a good six months of blinging the Yamahammer out with performance mods and accessories from Y-Shop, and brushing up on my off-road riding skills, it was time for the final hoorah. It took the form of a proper two-day adventure with a good mate who spends most of his weekends exploring trails around Katoomba. After hours of late night planning and some ale-fuelled debate on the pros and cons of different routes, we decided to start from Mount Tomah for a 500km loop. We set off as glorious sunshine peeked over the sandstone cliffs, and I was sure it would be a trip to remember. We began with some obligatory tarmac cruising to take the edge off the morning and warm up the big thumpers before entering the Devils Wilderness, around 10km east of Kurrajong. Then it was time to tackle the fire trails that slash their way across the landscape and provide the perfect scratching ground for the WR’s compact and forgiving three-section semi-double-cradle frame. The easy handling and rim combo of a 21-inch front and 18-inch rear shod with Dunlop Enduros was a fine recipe for power sliding, and both of us were grinning ear to ear by the time we reached Mountain Lagoon. The next leg to Colo River was full of steep climbs across lumpy sunbaked clay that gave the long-legged LAMS bike a chance to use every bit of its 300mm ground clearance. At Kurmond the next morning we topped up the WR’s 13.8L Safari tank to jack it back up to its 400km range. Thanks to the relatively low 11.8:1 compression ratio there’s little risk of detonation, so we made do with 91 octane fuel. We set off again as cocky as you like and that’s when it happened. We came across some rutted out 4WD tracks filled with thick, soupy red liquid. For the WR it was a chance to flush off some dust and after a bit of splash and wiggle I was through the worst of it. But the same couldn’t be said for my mate’s bright yellow TE610E. It got well and truly bogged before refusing to turn over, and while the first few minutes were peppered with ribbing, it soon became clear that this bike was down for the count. Was it something in the water that caused the split crankcase we were eyeballing, or was it the result of some earlier mischief? We’ll never know, but the Husky’s lack of compression had got the better of us. We made the call to ditch it and return to base camp two-up for reinforcements. Despite the misadventure, the serene backdrop of sandstone cliffs put things into perspective on the rip home, and we had to be thankful for our good health and the relative ease at which we extracted ourselves from the wild. As a downright dependable trailbike, and part-time adventure rescue vehicle, the WR250R has now won another fan and I daresay he might consider a switch to the winning team if he can’t find the parts to fix his stricken yellow submarine. Yamaha WR250R $8299 (+ ORC) List of modifications: 13.8L Safari tank $571.91 Blue and white bark busters $129.90 GTYR alloy sump guard $189.94 GYTR slip-on muffler $550.18 Carbon look indicators $91.10 Y-Shop Australia yshop.yamaha-motor.com.au Dunlop tyres D907F 90/90-21 $113.95 D606 120/90-18 $119.95 Monza Imports monzaimports.com.au For your chance to win a Yamaha WR250R loaded with extras subscribe to AMCN mag http://amcn.com.au/editorial/subscribe-amcn-magazine-chance-win/ http://amcn.com.au/wp-content/uploads/2017/05/20170107_120737.jpg By Paul McCann The post True blue – Yamaha WR250R appeared first on Australian Motorcycle News.

The idea behind having a long-term fleet is to learn more about a motorcycle than a launch or a two-week loan will reveal. It’s the everyday riding that will reveal nasty surprises a bike is hiding. Thankfully, poorly built motorcycles are few are far between these days, and our long-term updates generally revolve around our adventures or the accessories we fit. But our Zero SR long-termer took me on a journey of understanding that revealed how easily an electric bike fits into everyday modern life, and it’s all thanks to the smartphone. What’s the first thing most of us do when we arrive at work or home? We plug our smartphone into a charger. No one complains that the battery life of a modern day smartphone is not overly impressive, many of us probably rarely see our phones at low power levels because keeping them charged has become as much a part of our daily routine as teeth brushing. Having an electric bike in your life simply requires you to treat it like your phone, keeping it topped up by putting it on charge at every opportunity. http://amcn.com.au/wp-content/uploads/2017/02/2016-Zero-SR4.jpeg My daily commute to the office is a 150km round trip. Most conventional motorbikes will require a visit to the service station almost daily. Since taking delivery of the Zero I have enjoyed riding straight home to a waiting powerpoint instead of the daily detour to the local service station. If your life consists of short-range commutes, always plugging in will ensure the Zero stays topped up and ready to tackle a 150+km journey. I’m not predicting the overnight extinction of the petroleum industry, and we could argue all day about the pros and cons of electric bikes, but having lived with the Zero SR electric bike for the past six months I can visualise a time when internal combustion engine bikes are an oddity. People will point and stare at them when spotted out for a ride on a sunny Sunday. http://amcn.com.au/wp-content/uploads/2017/02/2016-zero-electric-motorcycle-range_100530475_h.jpeg The post Long term ride – Zero SR appeared first on Australian Motorcycle News.

Why these two? These two thumpers triggered dirty dual- sport debauchery across the globe, and left a legacy that continues to this day 1979 Honda XL500S Street sweet and dirt worthy, Honda’s XL500S arrived to challenge the Yamaha in 1979, with five smaller capacity variants that ranged from 75cc-250cc. A massive 23-inch front wheel and 260mm of ground clearance allowed it to overcome many nasty obstacles on the trail. The four-valve per cylinder configuration and dual vibration counterbalancers helped to smooth power delivery from the single-cylinder powerplant. An automatic compression release made this big one-lunger easier to kick over. What it’s got The Honda XL500S is powered by an air-cooled, 497cc, SOHC, single-cylinder, carburetted four-stroke engine with four valves. Power runs through a five-speed constant-mesh gearbox. The front suspension is a leading axle fork with 224mm of travel. The rear swingarm has dual shock absorbers with 198mm of travel and is adjustable for preload. Braking is handled by a 140mm drum brake on the front wheel and a 130mm drum brake at the rear. The fuel tank holds 9.8 litres. Geometry Frame: Tubular steel. Rake: 28.5°. Wheelbase: 1420mm. Seat height: 879mm. Weight: 135kg (dry). Wheels: Spoked (23-inch front and 18-inch rear). Performance Power: 23.5kW @ 6500rpm Torque: 37.3Nm @ 5000rpm Compression Ratio: 8.6:1 Bore and stroke: 89mm x 80mm Top speed: 146.5km/h Fuel consumption: 3.6L/100km Standing 1⁄4 mile: 15.0 sec PRICE $1879 (+ ORC) http://amcn.com.au/wp-content/uploads/2016/12/Honda-XL500S-79-new.jpg 1979 Yamaha XT500 Yamaha’s XT500 dual-purpose bike was unveiled in 1975 and blazed a trail for the Japanese thumper genre. It continued production until 1981 and capitalised on the growing popularity of cross-country rallies like the Paris-Abidjan- Nice and the Paris-Dakar. The continuation of the lay-down rear shocks that debuted on the original model, 21-inch front tyre and large capacity single-pot engine brought dual-sport to the fore. In 1982 it was replaced by the four-valve XT550 that in turn gave rise to the iconic XT600 Ténéré. What it’s got The Yamaha XT500 is powered by an air-cooled, 499cc, SOHC, single-cylinder, carburetted four-stroke engine with two valves. Power runs through a five-speed constant-mesh gearbox. The front suspension is a leading axle fork with 195mm of travel. The rear swingarm has dual shock absorbers with 160mm of travel and is adjustable for preload. Braking is handled by a 160mm drum brake on the front wheel and a 150mm drum brake at the rear. The fuel tank holds 8.8 litres. Geometry Frame: Tubular steel. Rake: 29.5°. Wheelbase: 1475mm. Seat height: 840mm. Weight: 140kg (dry). Wheels: Spoked (21-inch front and 18-inch rear). Performance Power: 23.5kW @ 6500rpm Torque: 39.2Nm @ 5500rpm Compression Ratio: 9.0:1 Bore and stroke: 87mm x 84mm Top speed: 162km/h Fuel consumption: 4L/100km Standing 1⁄4 mile: 15.0 sec Price $1849 (+ ORC) http://amcn.com.au/wp-content/uploads/2016/12/Yamaha-XT500-77-1.jpg http://amcn.com.au/wp-content/uploads/2016/12/Screen-Shot-2016-12-20-at-7.34.40-PM-1024x306.png Did you know? The XT500 took victory at the very first Paris-Dakar rally held in 1979 with Cyril Neveu at the helm. The following year this model went on to take the top four places in the motorcycle class. Got something you’d like us to compare? Let us know by emailing paul.mccann@amcn.com.au and we’ll do the rest! The post Head to Head- 1979 Honda XL500S & 1979 Yamaha XT500 appeared first on Australian Motorcycle News.