Kawasaki has spiced up the Z900 mix with a new SE model, which adds upgraded brakes and suspension.

The Z900 SE’s styling draws from Kawasaki’s “Sugomi” design concept, which makes the bike look in motion even when standing still. It has aggressive angular detailing, an exposed subframe, and a sharply contoured belly pan. For those who prefer more classic styling, check out the 2022 Kawasaki Z900RS SE.

At the heart of the Z900 SE is the liquid-cooled 948cc inline-Four, which made 113 horsepower at 9,800 rpm and 66 lb-ft of torque at 8,100 rpm at the rear wheel in our 2020 test. As we reported at the time, this lightweight and compact engine spools up quickly and delivers solid and smooth performance when pushed but is versatile enough to be ridden in traffic with ease. Standard electronics include power modes, traction control, and integrated riding modes (Sport, Road, Rain, and Rider [manual]).

The Z900 SE’s upgraded suspension includes a fully adjustable 41mm inverted fork and a fully adjustable Öhlins S46 rear shock with a remote preload adjuster. The new setup promises improved customization and handling.

The SE version also benefits from a new radial monoblock Brembo M4.32 4-piston front calipers squeezing 300mm petal discs and Nissin radial-pump master cylinder. At the rear, there is a 250mm petal disc with 2-piston caliper. ABS and steel-braided brake lines are standard.

The Z900 SE’s cast aluminum, five-spoke wheels are fitted with Dunlop Sportmax Roadsport 2 tires. Although the turnsignals are still the old bulb type, all the other lights on the Z900 SE are LEDs. A large 4.3-inch color TFT dash with a selectable background color (black or white) and screen brightness automatically switches between three rider-set levels to suit available light. Bluetooth connectivity is compatible with smartphone devices and Kawasaki’s Rideology App.

A full range of Kawasaki Genuine Accessories are available and options for the Z900 SE include crankcase protectors, a meter cover, and an Akrapovic slip-on exhaust. The 2022 Kawasaki Z900 SE is available in Metallic Spark Black/Candy Lime Green with an MSRP of $10,699.

2022 Kawasaki Z900 SE Specs

Base Price: $10,699
Website: kawasaki.com
Engine Type: Liquid-cooled, transverse inline-Four, DOHC w/ 4 valves per cyl.
Displacement: 948cc
Bore x Stroke: 73.4 x 56.0 mm
Horsepower: 113 @ 8,500 rpm (2020 Z900, rear-wheel dyno)
Torque: 66 lb-ft @ 6,700 rpm (2020 Z900, rear-wheel dyno)
Transmission: 6-speed, cable-actuated slip/assist wet clutch
Final Drive: Chain
Wheelbase: 57.3 in.
Rake/Trail: 25 degrees/4.3 in.
Seat Height: 31.5 in.
Wet Weight: 470 lbs.
Fuel Capacity: 4.5 gals.

The post 2022 Kawasaki Z900 SE | First Look Review appeared first on Rider Magazine.

Kawasaki has announced a new “SE” version of its retro-styled Z900RS for 2022, which features upgraded suspension and brakes. Up front are new radial-mount monoblock Brembo M4.32 calipers and new settings for the fully adjustable inverted fork, which now sports gold legs. Out back is a new fully adjustable Öhlins S46 rear shock with a remote preload adjuster.

Also new on the 2022 Kawasaki Z900RS is a new “Yellow Ball” color scheme, with Metallic Diablo Black paint, yellow highlights on the teardrop tank and rear fender, and fetching gold wheels.

Read our Kawasaki Z900RS vs Honda CB1000R vs Suzuki Katana comparison review

At the heart of the Z900RS SE is a liquid-cooled, 948cc, 16-valve, inline-Four, which made 100 horsepower at 8,500 rpm and 67.5 lb-ft of torque at 6,700 rpm at the rear wheel in our 2019 Z900RS test. This lightweight and compact engine spools up quickly and delivers solid and smooth performance when pushed but is versatile enough to be ridden in traffic with ease. The high-tensile steel trellis frame has received revisions at the swingarm pivot point, which is now stronger.

A fully adjustable 41mm inverted fork offers 10 clicks of compression adjustment, 12 clicks of rebound adjustment, and a stepless preload adjuster. At the rear, the RS is fitted with a horizontal backlink Öhlins S46 shock with a remote preload adjuster. The shock is linked to an extruded lightweight aluminum swingarm to maximize handling, with the linkage placed atop the swingarm helps to centralize the weight.

Braking is provided by a pair of radial-mount monoblock Brembo 4-piston M4.32 front calipers squeezing 300mm petal discs with a Nissin radial-pump master cylinder. Out back, a 2-piston caliper squeezes a 250mm petal disc. ABS and stainless-steel braided lines are standard.

In keeping with the classic styling, the Z900RS SE is equipped with cast flat spoke wheels, finished in gold, to resemble traditional wire-spoked wheels. Dunlop GPR-300 tires further add to the retro credentials.

The Z900RS SE features a large-diameter round LED headlight with a convex lens and chrome ring, adding to the retro look without compromising on lighting. LEDs have replaced all the lights except for the turnsignals. A dual-dial analog instrument cluster is coupled with a multi-function LCD screen for retro-style with modern functionality. The LCD features white letters on a black background and includes a gear position indicator.

Much like the sporty bikes of the ’70s, the Z900RS SE has a relaxed, upright riding position. A wide flat handlebar means the grips are 30mm wider, 65mm higher, and 35mm closer to the rider compared to the sportier Z900, partly thanks to the raised upper-triple clamp. The footpegs are also 20mm lower and 20mm farther forward, enhancing the relaxed riding position. Rubber-mounted bar ends help dampen vibrations in the bars, and both the clutch and brake levers are 5-way adjustable to help accommodate a wide variety of hand sizes.

The slim fuel tank is narrow at the rear, which allows for easy knee gripping. A low seat height, combined with a slim design, adds to the rider’s ability to place both feet on the ground when stopped.

A full range of Kawasaki accessories is available to give owners the option to add to the motorcycle’s iconic, old-school feel, including a tank emblem set, black, gold, or silver oil filler caps, front axle slider, tank pad, frame slider set, center stand, passenger grab bar and more.

2022 Kawasaki Z900RS SE Specs

Base Price: $13,449
Website: kawasaki.com
Engine Type: Liquid-cooled, transverse inline-Four, DOHC w/ 4 valves per cyl.
Displacement: 948cc
Bore x Stroke: 73.4 x 56.0 mm
Horsepower: 113 @ 8,500 rpm (2020 Z900, rear-wheel dyno)
Torque: 66 lb-ft @ 6,700 rpm (2020 Z900, rear-wheel dyno)
Transmission: 6-speed, cable-actuated slip/assist wet clutch
Final Drive: Chain
Wheelbase: 57.9 in.
Rake/Trail: 25 degrees/3.9 in.
Seat Height: 32.9 in.
Wet Weight: 474 lbs.
Fuel Capacity: 4.5 gals.

The post 2022 Kawasaki Z900RS SE | First Look Review appeared first on Rider Magazine.

The 2022 Kawasaki KLX230S is still a durable, simple dual-sport, but now you don’t have to be a giant to get your boots on the ground.

Designed to appeal to novice riders on a budget or experienced riders looking for a lightweight, dual-sport machine, Kawasaki first released the KLX230 in 2020, and in most aspects, it lived up to its design goals. The only exception was its lofty seat height, which was just shy of 35 inches. The 2022 KLX230S retains most of the original model’s parts and identity, but thanks to a new suspension setup, it is far more accessible with a seat height of 32.7 inches.

Watch our video review of the 2021 Kawasaki KLX300

The 230’s softly sprung front fork has been shortened by a total of 2.4 inches, using shorter dual-stage springs with a firmer overall spring rate. The shorter fork on the 230S still provides a respectable 6.2 inches of travel and should reduce front-end dive during firm braking. A revised rear shock, also shorter with a stiffer spring rate provides 6.6 (down from 8.8) inches of travel that Kawasaki says improves handling and bump absorption.

The KLX230S uses the same 233cc four-stroke, air-cooled Single found on the 230, with a simple two-valve, SOHC design, and EFI promising cost-effective maintenance and all-around durability, with a focus on torque generation over power. A close-ratio, 6-speed transmission should handle most trails but still enable the 230S to cruise at a reasonable pace on open roads.

Kawasaki designed the high-tensile steel perimeter frame around the engine, which allowed it to be mounted lower in the chassis to deliver a low center-of-gravity, coupled with a short 53.5-inch wheelbase. The KLX230S should be an easy, nimble bike to ride.

Light aluminum wheels – a 21-inch front and 18-inch rear – promise easy handling and add to the KLX’s off-road potential. Single petal disc brakes measure 240mm at the front, gripped by a 2-piston caliper, and 220mm with a 1-piston caliper at the rear. Optional, factory-fitted ABS is tuned for dual-sport riding.

The 2022 Kawasaki KLX230S is fitted with a 1.9-gallon fuel tank and should keep this sipper on the move for as long as you might reasonably expect, although the simple instrument dash also includes a low-fuel warning lamp. The new KLX230S is available in Lime Green with an MSRP of $4,799, while the ABS is available in the Lime and in an Urban Olive Green/Ebony color option, with an MSRP of $5,099.

For more information, visit kawasaki.com

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Triumph has released an exciting new middleweight sport-tourer, the 2022 Tiger Sport 660. The new Tiger Sport will share the engine from the new Trident released earlier this year, and Triumph claims this is the first triple to make its way into the middleweight sport-touring segment.

Triumph sees the new model appealing to two groups of motorcyclists, newer riders moving up to a bigger bike, and veteran riders looking for a thrilling all-rounder. It says the new Tiger Sport has a narrow stand-over feel and the seat is on the low side at 32.8 inches, which should make it accessible to a broad range of riders in terms of height and experience.

The 660cc triple-cylinder engine is designed to provide a broad torque band across a wide rev range and strong top-end horsepower.

The 660 Sport has a full-size windscreen that should be ideal for long-haul excursions, whereas the rest of the sleek design has a tall but sporty influence, including a stubby stainless-steel silencer. A slip/assist clutch should make for a slick work of the 6-speed gearbox and an up/down quickshifter is available as a factory option.

Triumph says the 660 Sport has exceptional handling, and on paper at least, the bike appears to live up to the claim. The Sport is fitted with Showa’s lightweight 41mm separate function fork (SFF), where each fork leg performs a separate function, one side for damping and the other for spring, and at the rear, a Showa dual-rate monoshock is adjustable for preload. Claimed peak power is 80 horses at  8,750 rpm, 5% more than the V-Strom, and claimed peak torque is 47.2 lb-ft, on par with the Versys, and yet the Tiger Sport weighs 20 pounds less than either.

The Tiger Sport 660 has stats that promise sports performance, but the tall, adjustable screen, 4.7-gallon gas tank, integrated side case mounts, and pillion grab handles cater to riders looking to make longer excursions with or without a passenger. Side cases, with a combined capacity of 57 liters, and a 47-liter top box (and cast aluminum luggage rack) are available options and can be color-matched.

Braking is supplied by Nissin, 2-piston calipers on twin 310mm discs, with a single-piston rear caliper on a 255mm disc. Standard tires are Michelin Road 5, which promise versatility in riding conditions and styles. ABS is fitted as standard, and the brake lever is adjustable for reach.

Throttle-by-wire allows for two riding modes, Road and Rain, as well as switchable traction control. A small TFT color display is integrated into a larger LCD and shows all the key information, and allows for menu selections and connectivity. All-around LED lighting, self-canceling indicators, and key fob immobilizer are all standard.

The 2022 Triumph Tiger Sport 660 is available in three color schemes: Lucerne Blue & Sapphire Black, Graphite & Sapphire Black, or Korosi Red & Graphite (for an extra $125), which also comes with sporty graphics. The standard version has an MSRP of $9,295 and will be available in dealers starting in February 2022.

2022 Triumph Tiger Sport 660 Specs

Base Price: $9,295
Website: triumphmotorcycles.com
Engine Type: Liquid-cooled, inline triple, DOHC w/ 4 vpc.
Displacement: 660cc
Bore x Stroke: 74 x 57.7mm
Horsepower: 80 hp @ 8,750 rpm (claimed, at the crank)
Torque: 47.2 lb-ft @ 6,250 rpm (claimed, at the crank)
Transmission: 6-speed, cable-actuated slip/assist wet clutch
Final Drive: X-ring chain
Wheelbase: 55.8 in.
Rake/Trail: 23.7 degrees/3.8 in.
Seat Height: 32.8 in.
Wet Weight: 454 lbs. (claimed)
Fuel Capacity: 4.7 gals.

The post 2022 Triumph Tiger Sport 660 | First Look Review appeared first on Rider Magazine.

KTM rose to prominence with its competition-winning two-stroke dirtbikes, but in 1994 the Austrian manufacturer made its first foray into the four-stroke streetbike market with the 620 Duke. The original Duke arrived on the scene just as supermoto replicas were booming in popularity. The tall, powerful machines with wide bars, much like enduro bikes but running on 17-inch road tires, were a blast to ride. Packing 50 horses, the light and lithe 620 Duke was the most powerful thumper on the street at the time, earning it a hooligan reputation.  

KTM has come a long way since then, but the early Duke DNA – wide bars, a tall stance, and exhilarating power – carries over to the current lineup. Every model – 200 Duke, 390 Duke, 890 Duke (an R model is also available), and 1290 Super Duke R (shown left to right above) – is a naked bike with an upright seating position and a wide, flat seat, and most are versatile enough for urban riding, canyon carving, and even sport-touring. With styling by Kiska, they share bold, angular bodywork and typically favor KTM’s trademark orange on powdercoated frames and bodywork. The split headlight on the three largest Dukes also split the opinion of our test riders. 

What are the four Dukes like, and what sort of buyers will they appeal to? We rode them back-to-back to find out.

200 Duke: Scrappy Underdog 

Though powered by a 200cc Single that made just 22 horsepower and 13 lb-ft of torque at the rear wheel on Jett Tuning’s dyno, the 200 Duke is more substantial than the numbers suggest and didn’t appear out of place among its larger siblings. It has the same physical dimensions and 3.5-gallon tank as the 390, but weighs 20 pounds less and its seat is an inch lower. Like all of the Dukes, the 200 has a chromoly tubular-steel trellis frame, and our test bike had a black main frame, a white subframe, and orange wheels.  

Suspension is proficiently handled by a non-adjustable WP Apex inverted fork and a preload-adjustable rear shock. Single-disc brakes front and rear include Bybre (an abbreviation of “by Brembo,” a subsidiary focused on smaller machines) calipers, and ABS is standard and can be disabled at the rear wheel. The monochrome LCD instrument panel looks dated, and the one on our test bike needed to be unplugged and reset to fix a glitch. The 200 is the only Duke with a non-LED headlight and the only one that doesn’t have the split design.  

It’s only natural to label the 200 as an entry-level bike, and it’s well-suited for that role with unintimidating power and brakes that aren’t grabby and won’t easily lock up. With a flat torque curve and six gears, the 200 is more than capable of cruising at over 70 mph on the freeway, with a top speed approaching 85 mph. The chassis and suspension are well matched, and the 200 is light and exceptionally agile, making it exciting on curvy roads. At full tilt, the brakes could do with more muscle, and aggressive or larger riders will yearn for more power, especially going uphill. Our testing team was unanimous in concluding that the 200 exceeded expectations, especially on the fun scale.  

The 200 is a perfect first motorcycle, and it offers more performance than entry-level bikes like the Honda Grom (see test on page 58) and the Royal Enfield Meteor 350. But new riders may outgrow the 200 quickly and trade up to – or even start off with – the 390.  

390 Duke: Fierce Featherweight 

The 390 is a considerable step up from the 200, and the extra $1,700 is worth the investment. Despite its small size, the 390 is a rider’s motorcycle. Its 373cc Single pumps out 42 horsepower and 27 lb-ft of torque at the rear wheel. The suspension and brakes have a similar specification as the 200, but the fork and shock have about an inch more travel and feel better damped, and with its larger front rotor (320mm vs. 300) the 390’s brakes feel stronger and more precise. An LED headlight, a color TFT display with Bluetooth connectivity, and adjustable levers are welcome upgrades over the 200. 

The 390 Duke is a blast to ride and punches well above its weight class. Tipping the scales at  just 359 pounds wet and offering outstanding maneuverability and usable performance, the 390 will appeal to a broad spectrum of riders and was universally loved by our testers. Despite its power deficit, the 390 was able to keep up with the larger Dukes on tight, twisty sections of road, only falling behind when the pavement straightened out.  

New riders, including those who want to go fast, will have years of enjoyment ahead of them on the 390 Duke. This is the sleeper bike, the one that might get overlooked by seasoned riders but packs a ton of fun into a small, affordable package. It can be a carefree, fuel-efficient commuter during the week, and on weekends it’s just a throttle twist away from being a canyon-carving dragon slayer.  

890 Duke: Super Middleweight 

Nicknamed the “Scalpel,” the 890 Duke hews closest to the original Duke formula: light, agile, and capable of hair-on-fire thrills. Its 889cc parallel-Twin is good for 111 horsepower and 67 lb-ft of torque at the rear wheel in a bike that weighs just 405 pounds wet. Compared to the 390, you get 164% more power and just 13% more weight, but you’ll pay nearly twice as much in the bargain.  

That’s a big jump in price, but everything is better. The WP Apex suspension, with a non-adjustable inverted fork and a preload-adjustable rear shock, offers better damping and more travel. (The 890 Duke R is equipped with higher-spec adjustable suspension.) The triple-disc brakes with multi-mode cornering ABS are precise and reassuring. It also has riding modes, multi-level traction control, and wheelie control, allowing our testers to tailor the riding experience as desired. Our test bike was fitted with the dealer-installed Tech Pack ($750), which includes the Track Pack (Track mode, 9-level TC, anti-wheelie off, and launch control), Motor Slip Regulation, and up/down Quickshifter+. 

None of us were immune to the 890’s charms. We praised its dart-like handling, eager yet smooth power delivery, strong, progressive brakes, and sure-footed chassis. The Twin’s 270-degree firing order delivers a broad spread of torque for blasting out of corners and adds a pleasing crackle on downshifts. The 890 is a standout machine that encourages you to test its handling and your nerve, and it consistently rewards the rider with confidence-inspiring feel and agility or a gentle prod where lesser machines fall short.  

The 890 is no show pony. It is a mustang, wild at heart, straining at the bit, and embodies the essence of the Duke series: immediate power and razor-sharp cornering stripped down to the barest of essentials. When it comes to performance and handling, nothing is superfluous in the 890, and nothing is wanting. Experienced riders with even the slightest inclination toward spirited riding will never tire of putting the 890 Duke through its paces, and yet it remains friendly and forgiving enough for jaunts around the city or sport-touring with some soft luggage. Just point it at the twistiest road you can find and open the throttle.  

1290 Super Duke R: When Too Much is Not Enough

Introduced in 2014, the 1290 Super Duke R – known as “The Beast” – is the pointy end of KTM’s streetbike spear. Updated last year, it’s more powerful and lighter than ever, with its 1,301cc V-Twin churning out an asphalt-buckling 166 horsepower and 94 lb-ft of torque at the rear wheel.  

Fully adjustable WP Apex suspension is tuned to handle the Super Duke’s immense power, and it delivers a firm but confident ride. Brembo Stylema front brake calipers feel like they came off an airliner, such is their awesome strength, and while some in the test group felt they had too much initial bite, others raved about them. Riding modes and a full suite of six-axis IMU-enabled electronic riding aids allow The Beast to be tamed or unleashed, and our test bike was equipped with the dealer-installed Tech Pack ($750). The LED headlight incorporates an air intake, but overall styling remains much the same – angular, aggressive, looking for a fight. Creature comforts include self-canceling turnsignals, cruise control, and keyless ignition, steering lock, and gas cap. 

The Super Duke elicited the most controversy when it came to the post-riding discussions. Like a silver-backed gorilla, it packs serious punch, but if you treat the 1290 with respect, it will respond in kind. The ocean of torque allows for lazy meandering along open roads, as well as controlled spurts of acceleration and braking demanded by dense traffic. But should you decide to be aggressive with the Super Duke, be sure to have your senses, skills, and reactions at peak readiness, as it comes by its Beast moniker honestly.  

The bike feels tall and, with its humpback tank, a little imposing, but its 441-pound curb weight is quite manageable. Although the steering is heavier than on the 890 due to its lazier rake and slightly longer wheelbase, the 1290 is nonetheless nimble and responsive. For a couple of our testers, the difference was partly psychological. Whereas the 890 felt in alignment with their skill set, the 1290’s capabilities felt beyond them. Part of the excitement of riding a motorcycle is the ability to give it full throttle, but doing so on the 1290 is short-lived at best and more appropriate for wide-open roads or even the racetrack.  

When considering potential owners for this exceptional machine, it is best suited for those with a high level of riding skills and experience. Some buyers just want the best, or the most, or both, and the 1290 Super Duke R will deliver on those promises. This horse will carry like a Clydesdale and run like a thoroughbred. Beyond that, the KTM 1290 Super Duke R defies reason, in the sense that it offers almost too much of everything, which you could argue is precisely what a Super Duke should do. For most riders, however, the 890 is probably a better fit and will be more enjoyable to ride. Like Dirty Harry said, riders must know their limitations.  

All in the Family  

Within the KTM Duke range, from the $3,999 200 Duke to the $18,699 1290 Super Duke R, there is a bike for nearly every rider, from those just starting out to those at the top of their game, from commuters to weekend warriors to track-day junkies. While only the 200 and 390 are likely to be cross-shopped by potential buyers, we found the 390 and 890 to be the most broadly appealing of the four. For experienced riders, the 200 may be too little, and for some, the 1290 may be out of reach, but every bike here earned the respect of our testing team.

2021 KTM Duke Lineup Specs

The LCD on the 200 (top left) falls short of the full-color TFTs on the larger Dukes, which provide clear, readable information, with a tach, speedo, gear position, and more. In low light, the displays change from a white background (shown on the 390) to black (shown on the 890) or orange (only on the 1290). 

The post 2021 KTM 200 Duke, 390 Duke, 890 Duke, and 1290 Super Duke R | Comparison Review appeared first on Rider Magazine.

No more than 10 miles from where I learned to ride a motorcycle is one of our country’s finest set of twists and turns. Prejudiced, you may be thinking, but these are not just my thoughts. They come straight from Car and Driver magazine, which in 2020 published a list of the dozen best driving (and riding!) roads in America. First on their list: Ohio State Route 555, also known as the Triple Nickel.

It’s a throwback, a two-lane highway built in another era, originally a gravel road for farmers and small-town folk to get to the big cities of Zanesville or Belpre, back in the Depression years when you might find a Hudson or Studebaker puttering along its 63 miles, the driver cursing every twist and turn that today make it a destination for car and motorcycle enthusiasts.

Nicholas Wallace introduced his Car and Driver piece by writing about the mystique of the best places to aim your car, or in our case, motorcycle: “Looking for an adventure – even if only in your mind? Let these treks take you away. Maybe it’s the fact that, despite constricting responsibilities and busy schedules, the car still stands as a beacon of freedom in our daily lives. It would take us hundreds of pages to list every great road, so instead we’ve brought you twelve of the best. Twisty, scenic, dangerous, and remote, these routes offer a lifetime’s supply of variety. So pack your stuff and head out – we promise it will be worth it.”  

Our motorcycles offer us that same beacon of freedom. Starting just south of Zanesville, I’ve been down our great Ohio highway many times, always on something made for scraping footpegs, not that I still have that kind of nerve. But today was to be different. For this ride I’d be on three wheels, on my brother’s Can-Am Spyder. It was to be my maiden voyage, my first time on his trike, soon to be mine. Chuck had warned me about an adjustment period, the time it would take to get comfortable on a machine so different from the two-wheeled motorcycles that have carried me for over half a million miles.

Click here to view/download the Triple Nickel route on REVER

But my life had changed. Two vertigo attacks within three days had forced me to open my eyes to what might come next. The first bout had been when riding my Beemer on a western Ohio county road. In an instant I simply lost all sense of balance, going left of center and crashing in a farmer’s front yard. Luckily, I was unhurt and there was little damage to my bike. The second attack, when in my car, sealed the deal. For nearly a year since my crash, I’d been without a bike, until today.

The three-wheeled cycle, a 2014 model, had been Chuck’s pride and joy, the best bike he’d ever owned, he told me. Riding it that day was bittersweet. It should have been Chuck out on his Spyder. But his life had taken a turn of its own. For half of his 66 years he’d been plagued with muscular dystrophy, the disease slowly eating away at his ability to get around. It had finally gotten the upper hand, relegating Chuck to a walker and a wheelchair.

But he had not gone quietly into his new solitude. Over the previous several years, Chuck had a single focus: to get his Spyder to 200,000 miles. He’d pushed hard, riding hundreds of miles every day. Only three years earlier he’d ridden over 43,000 miles in 12 months, with every year but the last tallying well over 30,000. But last June, at the height of the riding season, his body told him it was finished. It was done. (You can read more about Chuck’s high-mileage pursuits in “Chuck’s Race”.)

Chuck had put up a valiant fight, but there are some things a human being simply can’t overcome. That last day, when he parked his trike, its odometer was frozen at 188,303 miles. But now, on this day – my day – it was to move again. It had fresh oil and a full tank of gas, so all I had to do was to check the tire pressure. Chuck had kept his Can-Am road-ready all winter, sometimes visiting and sipping a beer or two, reminiscing about the good old days, sometimes firing it up, simply to listen to the Spyder’s engine quietly humming along.

The Spyder had been waiting, patiently, for nearly a year for its next adventure. It had waited long enough. Me too! For his trike, this was to be a new spring with a long summer ahead. There were miles to be ridden, new places to explore, with me holding the grips.

It was to be a careful ride. It was me that had to be broken in. Chuck watched as I rode up and down his rural road, getting my first feel of the Spyder. I couldn’t help but wonder what was going through his mind. He knew it would be my goal to get his Spyder’s odometer in motion once again, to get it past 200,000 miles. His trike was not meant to sit as a quiet monument to its past glory. What Chuck knew, in no uncertain terms, was that the road was where his Spyder was meant to be. And maybe, hopefully, this year it would take me along other top-ranked riding roads.  

With both Chuck’s and my limitations, this three-wheeled cycle was meant for where I was heading. True, on a road meant for many to be a test of their riding talents, maybe riding the Triple Nickel wasn’t my wisest decision. There would be a learning curve, that I knew. But what better road was there to get the feel for the Spyder, to accelerate that learning curve, than where others went to challenge themselves. And for my Sunday ride, this highway, one of Ohio’s least traveled, was perfect.  

“While not the most technical course,” Wallace wrote, “the Triple Nickel’s combination of high-speed sweepers and tight, low-speed corners means there’s something for everyone.” Granted, the other 11 highways in his story may have offered something more unique, a view of the Pacific, or the northern tundra along the Top of the World Highway, or the relentless craziness of the Tail of the Dragon. Of the nine highways on the list I’d ridden, the Triple Nickel, with its twists and turns, may have more closely resembled Mulholland Drive in California. But as I rode on, there was no question that Ohio State Route 555 fit right in.  

This ride offered me the solitude I needed. This was a reawakening for me, a bridge from my past to a new future, to again feel the wind and see the road surface blurring beneath me. But respect for the highway was in order. The riding rules had changed. The undulating highway surface beneath me, not my natural sense of balance when on two wheels, set all of the rules. There was an initial element of uncertainty, with me in an unsettled place, somewhere between riding on two wheels and driving a car.

At one of my stops, local resident Tom Collins, who had seen me ride by and knew of this highway’s history all too well, summed up its danger in only one sentence, reminding me that, “For every mile of highway, there are two miles of ditches.” Riding buddy Mac Swinford added, “The 555, especially between Ringgold and Chesterhill, resembles a paved footpath constructed by a drunk who hated people.” 

Cannelville, then Deavertown and Portersville, were first in line, three tiny towns forgotten as soon as I rode beyond them, reminded of their names only by looking at my map. Then Chesterhill, a quaint and attractive community, and Bartlett, where you can find lunch if you know where to look. You can get gas just north of Chesterhill on Ohio Route 377, and in Bartlett a half mile to the east on Ohio 550, another great ride by the way, but nowhere else

The highway draws you in, encompassing you in a unique way. Then all too suddenly, once after little Decaturville, then into Fillmore and near Little Hocking, the highway ends. One minute you’re on the highway, and then the next it’s over, finished. There’s not even a sign. Every time I ride this road there’s an immediate sense of disappointment, wishing there was more.

If it hadn’t been for my brother’s Spyder, I doubt I’d ever have ridden again. At 72 years of age, I might have simply allowed myself to leave behind the joy of riding I’ve known from before my adult years. Chuck sensed it too. He wanted me to ride toward a sunset he could no longer enjoy. There are always new highways, singular places we need to find, known and unknown to us. This day I was being introduced to the Spyder that would take me to many of them.  

This highway is worthy of its #1 ranking, with its endless array of ups and downs and arounds, where not long ago I might have stretched my limits. But that was not my purpose this first day on the Spyder. By the end of my ride, I knew Chuck’s trike a lot better. I knew after the Triple Nickel’s 63 miles it was something I could get used to. I should know better by the time the odometer rolls over 200,000 miles.  

Ride on! 

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We took a first look at Suzuki’s aggressively redesigned GSX-S1000 naked sportbike back in April, and rumors of a sport-touring variant have been amplifying ever since. Enter the new GSX-S1000GT, successor to the S1000F, with all the performance of the new S1000 on which it is based, and all the comfort and features expected from a long-haul tourer.

As with the new Hayabusa, the new GT model is fitted with Suzuki’s Intelligent Ride System (SIRS), which includes the Suzuki Drive Mode Selector (SDMS), Traction Control, Ride by Wire Electronic Throttle, Bi-Directional Quick Shift, Suzuki Easy Start, and Low RPM Assist systems.

It is powered by a street tuned version of the GSX-R sportbike’s 999cc, in-line four-cylinder engine, which has been updated with a revised intake and exhaust camshafts, cam chain tensioners, valve springs, and redesigned clutch and gearshift components. Suzuki says the enhancements deliver a broader, more consistent torque curve while meeting Euro 5 emissions compliance standards.

The GSX-S1000GT also utilizes the S1000’s twin-spar aluminum frame and aluminum-alloy braced swingarm from the GSX-R1000. Fully adjustable KYB suspension, ABS-equipped radial-mount Brembo monoblock calipers biting 310mm floating rotors. A new trellis-style sub-frame creates secure attachment points for the 36-liter side cases and promises an improved passenger experience.

A new cast-aluminum, rubber-mounted handlebar provides a relaxed body position, coupled with rubber footpeg inserts for long-haul comfort. Rider and passenger seats benefit from a new sporty design maximizing comfort on long rides, and both seats sport a new cover material that balances grip with freedom of movement and integrates well with the new grab-bar design. Equipped with all-around LED lights, the distinctive horizontally arranged headlights match the latest Suzuki styling.

The GSX-S1000GT is equipped with a 6.5-inch, full-color TFT LCD screen set into the inner fairing above the handlebars for enhanced visibility and protection from debris. The brightness-adjustable TFT panel features a scratch-resistant surface and an anti-reflective coating and integrates with the SUZUKI mySPIN smartphone connectivity application. A USB outlet can also be used to connect and charge a smartphone.

The 2022 Suzuki GSX-S1000GT will be available in two color schemes: Metallic Reflective Blue, and Glass Sparkle Black, each set off with distinctive GT logos.

9/28/21 UPDATE:

Suzuki has announced pricing:

2022 Suzuki GSX-S1000GT – $13,149

2022 Suzuki GSX-S1000GT+ – $13,799

For more information, please visit: suzuki.com 

2022 Suzuki GSX-S1000GT Specs

Base Price: $13,149 (GT) / $13,799 (GT+)
Website: suzukicycles.com
Engine Type: Liquid-cooled, transverse in-line Four, DOHC w/ 4 valves per cyl.
Displacement: 999cc
Bore x Stroke: 73.4 x 59.0mm
Transmission: 6-speed, wet multi-plate assist clutch
Final Drive: O-ring chain
Wheelbase: 57.5 in.
Rake/Trail: 25 degrees/3.94 in.
Seat Height: 31.9 in.
Wet Weight: 498 lbs. (claimed)
Fuel Capacity: 5.0 gals.

The post 2022 Suzuki GSX-S1000GT | First Look Review appeared first on Rider Magazine.

Triumph celebrates the partnership between two British icons with a new limited-edition motorcycle inspired by the Tiger 900 Rally Pro, which features in the forthcoming James Bond movie, No Time To Die.

Triumph provided the James Bond stunt team with Tiger 900’s and Scrambler 1200’s, and they star alongside Bond in some of the key action sequences in the consummate spy’s 25th adventure. The Triumph design workshop team collaborated with the movie’s stunt crew to configure several feature motorcycles, including the preparation of Tiger 900 and Scrambler 1200 models for dynamic action sequences.

“The Tiger 900 is the most confidence-inspiring bike,” said Lee Morrison, stunt coordinator for No Time To Die. “It allows you to really push the ride as far as you want, you can take as many liberties as you want; stand up sideways drifting in third gear, slow wheelie it, slide it supermoto-style. I honestly think it’s one of the best bikes I’ve ever ridden, it’s fantastic.”

The new Bond Edition is limited to just 250 motorcycles globally, and each of these special Tiger 900s features a premium, billet machined handlebar clamp with the bike’s unique number, and come with a signed certificate of authenticity.

The Tiger 900 Bond Edition is finished in a Matte Sapphire Black paint scheme with 007 graphics and includes premium blacked-out detailing throughout. The frame, headlight finishers, side panels, sump guard, pillion footrest hangers, auxiliary lamp shrouds, and engine guards all have a premium, black finish.

Enhancing the Bond Edition theme, the new Bond Tiger also features a bespoke 007 startup screen animation and the heated rider and pillion seats are crafted with unique Bond Edition branding.

Standard on the limited edition are Michelin Anakee Wild dirt-focused tires, and an Arrow Silencer, which features a lightweight brushed stainless-steel body, with a carbon end cap and strap.

The Bond Edition Tiger 900 Rally Pro will be available in dealerships from May/June 2022, with an MSRP of $20,100.

For more information, visit triumphmotorcycles.com.

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With three successful events completed, Progressive IMS Outdoors, the leading U.S. motorcycle tour, is heading to Texas on October 1st. Thousands of experienced and new riders have turned up to events held in Northern California, Chicago, and Pennsylvania, to delight in the new outdoor festival atmosphere. Attendees have enjoyed on- and off-road demo programs, shopping in The Marketplace and The Range, discovering new brands, expanded Learn To Ride experiences, listening to music from local artists, and reconnecting with fellow enthusiasts.  

In December 2020, IMS revealed the new outdoor format that has replaced the indoor convention setting, which has broadened the experience for consumers, enabling attendees to fully immerse themselves with brand-new models and engage with products that complement the motorcycle lifestyle.

“Transitioning to an experience-forward event series has been very well-received by both our attendee and exhibitor community, a model everyone is excited to continue,” said Tracy Harris, Senior Vice President of Progressive IMS Outdoors. “This new and improved layout mirrors the Powersports lifestyle by providing a fun environment for enthusiasts to reconnect after so many months apart and demo product of interest, from on and off-road, four-wheels, to the latest e-bikes on the market.”   

Demo rides have been a mainstay of the new outdoor format. Participating manufacturers, running an average of 20-minute demo rides all weekend delivered upward of 14,000 demos over the first three weeks.  

“Progressive IMS Outdoors has been a great opportunity for Kawasaki to showcase our exciting Side by Side line-up to the IMS fan base and the motorcycle industry,” said Kawasaki’s Chris Brull, Vice President of Marketing and Racing. “The Kawasaki demo experience is equal parts educational and exciting, especially for first-time riders. In addition to our complete line-up of motorcycles, including Ninja, Versys, Vulcan, and Z motorcycles, we are thrilled to offer attendees the chance to ride our new Teryx KRX1000 side x side line-up through a unique off-road course and tackle any obstacle with ease.”  

“Progressive IMS Outdoors has proved to be a major success for Indian Motorcycle,” said Taylor Young, experiential marketing manager, Indian Motorcycles. “We’ve been thrilled with the exposure to new and existing riders, as well as our family of Indian Motorcycle owners who’ve been coming out to support. We look forward to the remaining markets on the Tour.” 

A focal point of the 2021 Tour is to play a role in bringing new riders into the sport with several Learn to Ride opportunities, developing the next generation of customers. Nearly half of surveyed attendees in Chicago were either prospective riders that plan to start riding in the next 12 months or are new to riding.  

The transition to an outdoor setting has enabled IMS to provide attendees with many hands-on opportunities to experience the world of motorcycling.  

Discover The Ride and the MIC’s Ride With Us program offer safe, accessible, opportunities for eager new and interested riders to get on two wheels for the first time or hone their skills, with the potential to deliver hundreds of new riders to the industry.  

Participation in Harley-Davidson’s Invitation To Ride Program, available to consumers in Texas, Nashville, and Central Florida. 

An expanded electric footprint with Serial 1 powered by Harley-Davidson and Yamaha Power-Assist electric bicycles, available tour-wide, and in select markets, Giant and Momentum e-bike courses for all riders, and a course designed specifically for women.  

A more inclusive Kids Zone presented by Strider that teaches kids as young as two learning the life-long skill of riding a bike 

“I loved the chance to ride a Zero Motorcycle. My wife learned how to ride a motorcycle at the event; she will be taking the MSF in the near future,” remarked a delighted IMS attendee.   

Another IMS attendee shared: “I loved the learn to ride area. The people and experience were amazing! I ride with my husband, but I have never ridden by myself because I didn’t want to spend $300 to take a course and not be sure if I like it or not. This quick course has influenced me to sign up for a motorcycle class. Thank you so much; what a terrific experience!”  

Harris continued: “We do not have plans to return to the indoor event series. Our mission is to support the industry’s growth, connect enthusiasts with the brands they love, and provide an experience that is so much more than simply looking at new models—and the summer months allow for this level of engagement. With so many smiling faces in Northern California, Chicago, and Pennsylvania, we could not be more excited to share that Progressive IMS Outdoors is here to stay.”  

Upcoming Progressive IMS Outdoors Events

• Texas at the Texas Motor Speedway on October 1-3
• Nashville at the James E. Ward Agricultural Center on October 8-10
• Central Florida at the SUN N’ FUN Campus on October 15-17
• Georgia at the Georgia International Horse Park on October 29-31
• Southern California at the OC Fair & Event Center on November 19-21   

To learn more and purchase tickets, visit: motorcycleshows.com  

The post Progressive IMS Outdoors Releases 2021 Tour Update appeared first on Rider Magazine.

Ducati celebrated the grand opening of its newest North American showroom and service Center at the renowned Malcolm Smith Motorsports dealership in Riverside, California. Owner Malcolm Smith and General Manager Alexander Smith were on hand to cut the ribbon and declare the showroom open.

Malcolm Smith, off-road racing Hall of Famer, founded the Riverside store in 1967. It soon became a bucket-list destination for visiting riders hoping to catch a glimpse of the legendary biker, who co-starred alongside Steve McQueen in Bruce Brown’s consummate motorcycle documentary, On Any Sunday.

To commemorate the occasion, Ducati North America CEO Jason Chinnock visited Malcolm Smith Motorsports for the ribbon-cutting ceremony and to welcome local Ducati enthusiasts to the new showroom and service center.

“This new partnership with Malcolm Smith Motorsports is the outcome of many years of evaluation and a shared goal that when we do it, we do it properly,” said Chinnock. “This stunning new showroom and service center now offers Inland Empire motorcyclists convenient access to the Ducati brand. The demand for Ducati products has never been higher, and we feel that this location will be a welcoming home for both loyal Ducatisti and customers entirely new to the Ducati brand.”

The showroom occupies a large section of the first floor and been stocked with a wide range of Ducati motorcycles, including the latest Scrambler lineup, Panigale V4 supersport models, and the new Monster and Multistrada V4.

Chinnock and Smith also completed a handover ceremony in honor of the new dealership’s first customer, Mark Michell. Michell, a long-standing Malcolm Smith Motorsports client and family friend accepted the keys to his new Multistrada V4 S Sport, and its gleaming red paintwork was adorned with a “sold” sign.

Two Ducatis raced by Malcolm’s son and store GM, Alexander Smith were on display – a Hypermotard 1100 he rode at the 2008 Pikes Peak International Hill Climb and the Scrambler Desert Sled he raced to second place in the 2019 Mint 400 desert race. In addition to these, the store is also home to several machines raced by Malcolm Smith, dating back to the early 1960s.

“Malcolm Smith Motorsports is known throughout the world for a passion for motorcycling, it’s a defining part of our family heritage,” said Alexander Smith, General Manager “We’re a family company and we take great pride in providing exceptional customer service. We aim to bring together our shared passion with a touch of Italian flair to the Riverside area, and we look forward to a great future representing Ducati’s expanding product lineup.”

In addition to the grand opening ceremony, an open house and group ride took place the following day to introduce the local motorcycling community to the new dealership. Demo rides were also available for clients eager to experience a Ducati for the first time.

For more information, visit malcolmsmithsmotorsport.com and ducati.com

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