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Benda’s Napoleon 250. (Benda/) We got the first images of Benda’s BD250 back in March and now it’s been officially unveiled as the Napoleon 250. The bike’s specifications match the numbers from our original story, including the long 60.8-inch wheelbase, 25.5-hp output with 249cc capacity, but the official release adds more meat to those bones. The V-twin engine, which is liquid-cooled despite the finned cylinders, is a DOHC design that hits that power peak at 9,000 rpm and manages 18.4 lb.-ft. of torque at 5,500 rpm. But the real intrigue around the Napoleon 250 is its unusual front and rear suspension designs, and with new images and even some video of the bike in action it’s finally possible to see how it operates. The front end of the Napoleon 250 has both shocks and conventional fork legs. (Benda/) The front end is particularly unusual. At first glance it looks like a girder fork design with unusual, side-mounted springs hidden inside rubber gaiters, but the reality is even stranger than that. As we pointed out in our original story, there is a conventional-looking fork hiding behind those girders, which hinted that they could be dummy units. That’s not as outlandish an idea as it seems, because Benda’s larger Napoleon 500 cruiser already uses fork covers to give the appearance of a girder front end. But the Napoleon 250′s solution is even stranger. Yes, there is a conventional fork in there, but those additional cast aluminum components in front of them also appear to serve a purpose. Far from being solid girders, they’re really hinged linkages with pivots at the top and bottom ends and a knee-style joint in the middle where the ends of that gaiter-clad shock units bolt to them. That means as the forks compress, the “knees” in those front links bend, stretching rather than compressing those shocks. A side view of the front end. (Benda/) Benda hasn’t gone into detail about their operation, but it looks like the main springing and damping is done by the conventional fork, and those extra units on each side are supplementary dampers. Benda says they’re adjustable too, via the gold-colored screws on their upper ends. Will the result be better than conventional adjustable forks? It’s unlikely, but the system adds an element of interest that would otherwise be missing, and at least it’s a real, mechanical component rather than simply a cosmetic affectation. The suspension strangeness doesn’t end there. The rear end is also unconventional and more complex than it first appears. You might think those two rear coilovers are connected directly between the swingarm and the frame, but in fact there’s another multilink system at play. The swingarm is not unlike the design used on other bobbers, with a triangular design that’s intended to mimic the shape of old hardtail frames. At the front, the upper and lower sections of the swingarm are connected by a central section attaching them to the swingarm pivot. The upper end of each rear coilover is attached to the frame while the bottom mounts on one end of an L-shaped rocker. The corner of that “L” pivots on the swingarm, and the other end is attached to another straight linkage that runs forward to the bike’s frame. The result is that as the rear suspension goes over a bump the L-shaped linkage rocks, compressing the coilover more than it would be compressed if it was attached straight to the swingarm. These aren’t ideas that are going to revolutionize motorcycle suspension design but they add a custom, high-end look to a bike that’s otherwise at the lower end of the market. Benda already has an eye on the US market, so it will be interesting to see if the Napoleon makes it here as a rival to Honda’s Rebel and Kawasaki’s Eliminator. View the full article

Emerging Chinese manufacturer Felo recently showed its Tooz electric tourer, which it claims has a range of 450 miles. (Felo/) The chances are the name Felo isn’t one that’s on your radar when it comes to motorcycle manufacturers, but the upstart brand has unveiled a prototype electric touring bike with a claimed range of nearly 450 miles between charges. Given the odd title “Felo Tooz” the new bike was unveiled as a concept at the Bangkok International Motor Show, accompanied by performance and range claims that, if accurate, will blow the competition right out of the water. As well as the promised range of 720 kilometers (447 miles), the Tooz is claimed to be able to recharge from 20 to 80 percent charge in just 20 minutes via a Type 2 charger and reach a top speed of 124 mph. Aside from the tech specs, the bike ticks plenty of the normal big tourer boxes. There’s a vast, 12-inch TFT dashboard with all the usual navigation and multimedia connectivity, an 8-liter cool box, a 360-degree camera system, tire-pressure monitoring, ABS, and a six-speaker surround-sound stereo. It also promises vehicle-to-load (V2L) ability, where the bike’s traction battery can be used to power external equipment that’s plugged into it—something that several modern electric cars and trucks already offer. The show bike sported a 12-inch TFT display. (Felo/) At the moment the Tooz is still very much a show bike, and those claimed performance and range figures are doing their job by attracting media attention. But is it possible they could be accurate? Some back-of-an-envelope math suggests it will be a stretch. Felo’s official information says the battery is a 700V, 50Ah unit giving a total of 35kWh capacity. That makes it much larger than anything currently used on a production electric bike—the Energica Experia can muster 22.5kWh and the biggest Zeros have 21kWh when their main batteries and additional Power Tank add-ons are combined—but even then it’s hard to see how it will be able to manage a 450-mile range. Zero, for instance, claims its SR/S with the configuration above, can manage 200 miles at city speeds. The Felo is clearly bigger and heavier, so even with nearly twice the battery capacity it’s difficult to see where the 450-mile range will come from. The Zero SR/S with the optional Power Tank battery can manage a claimed 200-mile range at urban speeds. (Zero Motorcycles/) The answer probably lies in the way the range is measured. The Felo Tooz’s range is quoted as using the Chinese CLTC (China Light-Duty-Vehicle Test Cycle), which is much more generous than the relatively accurate EPA figures normally used in the United States. Vehicles measured to both EPA and CLTC standards can show as much as 35 percent more range under the Chinese measurement. If that’s the case here, then the 450-mile range of the Tooz could equate to around 333 miles under EPA test conditions, a number that’s much more closely aligned with what might be expected from a bike with a 35kWh battery. The Tooz is long! (Felo/) Felo might be an unfamiliar name, but it does have experience to draw on. The company is based in China but has a collaboration with Smartech, a Thai company with government funding, and last year unveiled a range of smaller electric bikes that are being offered in export markets including some European countries. Its initial range includes the FW-06, powered by a 6kW motor and a 69V, 58Ah battery, and the FW-03 with a 3kW motor and 72V, 58Ah battery, and styling that’s copied straight from the Honda Cub EZ90 that was made from 1991 to ‘96. There’s also the Felo M1, which is an updated, electric take on the old Honda Motocompo. With folding bars, a 28 mph top speed, and a price equivalent to just $1,610, it’s intended to be a “trunk bike” used for the last portion of a commute. We’ll be keeping an eye on the Tooz project, as if it can even come close to the promised range and performance figures, particularly with that high-speed recharging ability, it could finally allow electric bikes to break into the heavyweight tourer market. View the full article

I am often asked what luggage system I use for touring on the bike, so I thought I’d do a video telling you about it and how I find it – it’s the Ventura Delta and Spada I use If have managed to get you guys 10% off too, click the link and enter code BikerKaz in the checkout: https://ventura-bike.co.uk/?ref=BIKERKAZ Here’s the link to the video: https://youtu.be/io5FcyqdGLk The post Ventura Luggage, Delta & Spada Bags appeared first on BikerKaz. View the full article

Troy Herfoss took the Race 1 win at COTA. King of the Baggers thrilled the MotoGP crowd—not an easy task with the machinery on hand. (Indian Motorcycle/) The Baggers are steadily becoming better racebikes. Lap times continue to fall. And therein lies a possible contradiction. Fans love the wild incongruity of the class: “touring” at 170 mph and lapping at truly impressive speeds. They love the rawness of the bikes—no electronics, weaving and wiggling as the men riding them visibly work very hard to keep them gathered up, despite big slides and slip-wiggles. The contradiction is that the teams are here to prove who is best, and which brand is tops. To achieve that, engineers and crew chiefs must stop bad bike manners from distracting their riders from the task of winning. This offers the possibility that the better these bikes become, and the smoother and faster they are, the less gut-level interest they may generate. Never mind; that’s not a problem yet. We can see that Indian has a new swingarm, and has narrowed the forward engine hangers to prevent crashes caused by digging their previously wider edges into the pavement. That means the ability to corner at higher lean angles without either: a) disaster, or b) having to jack the bike up so high to reach those angles that the riders need 4-inch lifts in their boots to keep from falling over on the start grid. CW Editor-in-Chief Mark Hoyer and I recently had a Zoom meeting with Dunlop engineer John Robinson, who revealed that the tires being used in the Baggers class are normal Superbike slicks—not something unique to the application. There is some cost in making such tires carry bikes whose minimum weight is 620 pounds: Even though the Baggers races are very short (as early AMA Superbike races were) you can see riders tending to run wide in the second halves of these races. That made it fascinating to watch Troy Herfoss in Race 1 at COTA, getting away from the start in lowly sixth, then moving up as the leaders’ tires began to look weak on their edges, leading to running wide. When Herfoss won, I thought of the tire strategy of Marco Lucchinelli in winning the 500 championship in 1981. He rode moderately, well behind the action at the front. When the leaders’ tires looked nicely toasted, he eased past them all, having conserved his own rubber. But then in Race 2 Herfoss’s combination just wasn’t fast enough. Kyle Wyman led him at the finish by 0.6 second on Harley-Davidson, laying down a 2:14.890 lap in the process. Kyle Wyman took the second race at COTA, finishing 0.6 second ahead of the field. (Harley-Davidson/) This is exciting; not only is the old Indian-versus-Harley rivalry come alive again, but these two domestic makers are the only factory teams in the series. Makes me remember that in 1978, one of the early AMA Superbike teams was so unhappy with its handling that it tried to blame it on Goodyear. Following its motto “Protect Our Good Name,” Goodyear instrumented a showroom example of the complainant’s chassis with multiple strain gauges, and then, using an on-board data system, was able to make a movie of just how much that chassis was flexing—and exactly where (“We have no further questions, your honor”). We can date the beginning of generation 2 AMA Superbikes to that revelation, just as we can trace back the now-industry-wide use of mass properties rigs (Erik Buell had two of them) to Honda’s 1984 NSR500 experiment with putting the fuel under the engine. Once someone shows the way forward, everyone can benefit. But these bikes, in their intended role as tourers, are satisfactory, as their sales indicate. Why add changes based on racing experience, as these companies are doing? Put a production-based bike into racing and you get a deluge of fresh information. The manufacturers learn lots of new stuff very quickly, things they could learn in no other way. Bravo. Another point: Baggers at COTA last weekend, during the US MotoGP, jazzed the GP paddock just as seeing AMA dirt-track on the Indianapolis Mile did back in 2009. View the full article

Yamaha continues development on its upcoming electric motocross bike. (Yamaha/)Last month we revealed that Yamaha is developing an electric motocross bike using lessons learned from its TY-E battery-powered trials bike project. Now, additional patents have been published showing further details of the machine and suggesting it’s getting close to completion. The original patent showed details of the bike’s transmission and how it differed from the TY-E. On the trials bike, Yamaha has retained a conventional clutch despite only needing a single-speed gearbox and combined it with a flywheel that acts as an energy store. Essentially that means you can use the motor to keep the flywheel spinning fast when the clutch is pulled in, then release all the energy stored in that rotating mass in a single thump by dropping the clutch. Alternatively, the torque can be modulated very carefully using the clutch while keeping the flywheel spinning fast to help maintain balance. All ideal for trials riding, but an unnecessary additional weight and complication for a motocross bike. Yamaha already has an electric trials bike called the TY-E that has some interesting features. (Yamaha/)The solution, shown in the original patent, is to eliminate the clutch and add a set of springs between the motor and the transmission. These springs act in two ways. First, they slightly soften the immediate response of the electric motor to help prevent jolts through the transmission. Second, like the trials bike’s flywheel, they can be used as a temporary energy store: Slam the throttle open and the springs briefly compress, storing energy, then they extend again to release that energy, which is combined with the motor’s maximum output to give a momentary boost, for instance to help lift the front wheel. Yamaha’s new patents tackle some more mundane but equally important aspects of the electric motocross bike and include illustrations that look slightly more like a finished machine than the original document. Top view of Yamaha’s upcoming electric MXer. (Yamaha/)The first of them relates to the fact that the motocross machine is likely to be exposed to water. The motor, battery, and transmission can be waterproofed to ensure fluid can’t get into them, but there’s also the need for breather hoses from the electronics to cope with pressure changes or to release any condensation that might build up inside the motor, battery case, or control electronics boxes. To this end, Yamaha has added a set of breathers that run up to a point just behind the bike’s steering head—it’s mounted high in case the bike is ridden through deep water—and added a breathable, waterproof cap to the top of it that prevents water getting back in when the bike is pressure washed or somehow submerged. That means, despite the fact we all know not to mix water and electricity, the electric motocross bike is likely to be better suited to deep wading than a conventional, gasoline motorcycle as there’s no engine intake or exhaust that might allow water into places where it can cause real damage. Another new patent related to the electric motocross bike shows how Yamaha wants to make sure riders can maximize performance during a race without having to worry about running out of charge before they see the checkered flag. The idea is that, before a race starts, the rider can input the estimated time that the race will take, and based on that data and the amount of charge in the battery the bike will calculate how much performance it can afford to use. Ideally, the battery will be flat at the end of the race, having used all the energy stored in it, but it won’t run out before you cross the finish line. By automating the calculations needed to work out how much power can be used during the race, riders can race flat out without having to manage their own charge levels. Honda has been racing its prototype electric motocrosser for a few years now. <i>Honda</i>View the full article

The 2024 Triumph Tiger 1200 GT Explorer. (Triumph/)There’s this Scottish Gaelic word: cianalas. Often translated as “homesickness,” it conveys a sense of longing for place, particularly for the place of one’s ancestry. The touring motorcyclist, exposed to the elements and vulnerable to fate’s unseen meddling, can feel the discomfort and barrenness of not belonging. But on the right motorcycle, the type that lets you ride farther, with greater comfort and safety, and with the ability to explore beyond the end of the road, home can become wherever the front wheel takes you. “The Tiger 1200 is designed to be a bike that can take you anywhere,” says James Wood, Triumph global product marketing manager. “It really is one of those bikes that could go on any kind of road and then carry on when that road stops. It’s a proper do-everything machine. Within our range it’s a halo bike.” To prove just what its updated, range-topping adventure-tourer is capable of, Triumph invited journalists to Scotland, where wind and rattling showers put the Tiger in its element. We rode a 150-mile loop across heath and glen; beside loch and stream; and on board a ferry boat across the Sound of Shuna, the strait between Loch Linnhe and the Scottish mainland. Could the Tiger 1200 make a home of a place we’ve never known, or would it leave us unmoored in the moors? The full Tiger 1200 model range. Only the Explorer models will be available in the US for 2024. (Triumph/)Two years ago, Triumph introduced a new-generation Tiger 1200 featuring an all-new engine, a revised chassis, an updated electronics package, and a lighter curb weight. Since then, Triumph has sold 14,000 units: double what the previous generation sold in its final two years of production. Updating the Tiger so soon after its debut shows just how important it is to Hinckley to remain at the pointy end of an incredibly competitive category. To that end, Triumph increased the engine’s rotational inertia, adopted Active Preload Reduction on the rear shock, and refined the ergonomics. 2024 Triumph Tiger 1200 Engine The Tiger 1200 uses a 1,160cc T-plane triple engine, a layout first introduced on the 2020 Tiger 900. Where traditional even-firing triples have crankpins set at 120-degree spacing, Triumph’s T-plane crankshaft sets crankpins one and three 180 degrees apart, and crankpin two 90 degrees between them, creating a 180-270-270 firing interval. Triumph says the uneven firing order combines the low-rpm torque delivery of a twin with the top-end performance of a traditional triple, and allows for traction recovery during the long gap between cylinder firing. One thing’s for sure: It sounds fantastic. Triumph divides the Tiger 1200 family in two. The Rally versions (pictured) are more off-road oriented with 21-inch (front) and 19-inch (rear) spoked wheels and longer-travel suspension. They also include an aluminum skid plate and full-coverage crashbars. The GT versions have 19-inch (front) and 18-inch (rear) cast aluminum wheels, and a shorter seat height due to less suspension travel. (Triumph/)For 2024, one of Triumph’s main objectives was to increase inertia to improve low-rpm torque delivery. With an added kilogram divvied up between the crankshaft, balancer shaft, and alternator rotor, the crank has increased rotational inertia with which to carry the piston beyond the combustion stroke, effectively making the engine more difficult to stall at low revs. Triumph altered the engine calibration to suit the changes. The benefit of the increased inertia is immediately evident. Pulling away from a stop requires minimally slipping the clutch, and torque feeds in super smoothly. For low-speed riding, like doing full-lock turns, having an engine that’s more difficult to stall is a real boon. Unfortunately, while the Tiger 1200 is amenable to off-road riding, Scotland is not; going off pavement on anything but private land is illegal. It’s a shame because playing around in slow-speed technical terrain would have been ideal for testing the update. As always, Triumph’s fit and finish is exceptional. (Triumph/)Triumph used the opportunity presented in adding mass to the crank and balancer to revise its overall balancing strategy to reduce vibrations experienced by the rider. Cycle World testers and customers alike complained that the first iteration of the engine produced unwanted vibes, particularly at highway speeds, or right around 5,000 rpm in top gear. Wood says: “You perceive very high frequency movements in a different way depending on which way they’re acting. You feel it a lot more when it’s side-to-side because nothing is damping it. So what we’ve done is focus on those.” Triumph says it decreased side-to-side forces—the result of the motion of the two outside pistons—by 89 percent. “On a T-plane,” Wood continues, “it’s like balancing a twin and a single at the same time—you can never get it perfect. Same with a four. Same with a twin or a single.” If perfect balance isn’t possible, Triumph should be commended for making moves in the right direction. Between 5,000–6,000 rpm, there’s still a slight high-frequency vibration through the bars, seat, and pegs, but it’s quelled enough that if it weren’t a complaint in the previous model, it probably would go largely unnoticed. Still, our test route didn’t afford the opportunity to confirm that impression over long highway stints in which annoying vibrations would be most evident. The Tiger 1200 has tons of great tech: hill hold control, keyless ignition, LED cornering and auxiliary lights, heated grips, cruise control, and a quickshifter. Blind spot detection, heated seats, and tire pressure monitoring come standard on the Explorer models. (Triumph/)Heading north from Glasgow toward the Trossachs National Park, the hills were shrouded in mist and dotted in yellow-blooming gorse. Lightly falling rain calmed the grand wildness of the place and lent it a pristine beauty. No wonder Robert Burns, the typically ribald 18th century Scottish poet, is given to sentimentality when he writes, “Wherever I wander, wherever I rove, The hills of the Highlands for ever I love.” Despite the dodgy weather—or maybe because of it—the Tiger’s engine showed what a fine, effective package the engineers at Hinckley have created. Producing a claimed 147 hp and 95 lb.-ft. of torque, the engine goes about its business with a stiff upper lip. Advanced electronic rider aids come into play here too, but its linear powerband and flat torque curve make it feel utterly poised. Even in Sport mode, with a more immediate throttle response, it never feels like a handful on slick roads. To get the most out of the engine, however, requires getting into the meat of the powerband at around 6,000 rpm, where its big-bore pistons start to strongly assert themselves. Below that, to pass cars authoritatively necessitates shifting down a gear or two from top gear. Thankfully, the quickshifter is a joy to use—as good as the best of them. The roar from the airbox is exhilarating too, so there’s always enticement to give it a fistful of throttle. As refined as the engine is, it’s somewhat let down by an abrupt response from closed throttle. Fueling is otherwise great; it’s just that first touch of the throttle that irks. It took a few hours for the brain-to-wrist connection to rewire itself before getting totally comfy. Even then, it’s a blot in the copybook, if only because it’s uncharacteristic of a Triumph. And on these high-priced adventure-tourers, customers expect nigh-on flawless fueling. Both models have two-position seats: The GT Explorer can be adjusted between 33.46 inches and 34.52 inches, while the longer-travel Rally Explorer can be adjusted between 34.44 inches and 35.23 inches. (Triumph/)2024 Triumph Tiger 1200 Chassis For 2024, the US market receives only the Explorer models (Pro models will return in 2025). The Explorer models feature large 7.9-gallon fuel tanks, blind spot detection, heated seats, and tire pressure monitors. Triumph claims the GT Explorer weighs 564 pounds and the Rally Explorer 578 pounds, both fully fueled. Although the larger-capacity fuel tanks make the motorcycles a bit imposing next to the Pro models, on board the difference is negligible. To make the 1200 range as accessible as possible, Triumph added Active Preload Reduction, a technology cropping up on many of its competitors. First introduced last year as a software update that could be retroactively downloaded at the dealership, for 2024 it’s installed directly at the factory. Holding down the home button on the right handlebar for one second reduces the rear shock’s preload by 20mm, making it that much easier to touch the ground. Once the button is pressed, the shock remains lowered until the bike travels above 20 mph for more than 10 seconds. While the system works really well, it’s difficult to brake and hold the button simultaneously, so a little planning ahead goes a long way. The Tiger 1200 uses a six-axis IMU to manage cornering ABS and traction control. The GT models have five ride modes (Rain, Road, Sport, Rider, and Off-Road); the Rally models add Off-Road Pro which turns off ABS on both the front and rear. Adjusting rider-aid settings on the 7-inch TFT display is relatively intuitive, but arguably less so than on the previous generation (2018–2021). (Triumph/)Given the Tiger 1200′s reputation for corner carving, it was a shame the wet Scottish roads and relative lack of twisty sections afforded so little opportunity to really push on. Regardless, the chassis was stable, responsive, and confidence-inspiring, and the 49mm Showa semi-active fork provided plenty of front-end feedback in the rain. The Tiger automatically adjusts preload to suit load; damping is tied to ride mode and can be adjusted on the fly. On damp and bumpy roads, switching to the comfort setting was just the trick, admirably absorbing the road’s imperfections without being so soft as to make steering inputs vague. Triumph’s rider-aid package is effective—and proved indispensable in slick roundabouts. The system allows riders to adjust throttle response, ABS, traction control, and damping settings within each mode, but doesn’t offer the final word in adjustability. Traction control, for example, can be set to Sport, Road, Rain, Off-Road, or off, depending on the ride mode (i.e., Off-Road TC can’t be selected in the Road ride mode). For off-road use, it’d be nice to have a higher degree of adjustability, but for street use, and for most riders, the somewhat limited range of adaptability takes the guesswork out of setup. Selecting damping in the main menu slides over the main tacho/speedo graphic to make room for the damping display, in which riders can toggle between comfort and sport settings. It’s a great feature. On damp and bumpy roads, the comfort setting absorbed road imperfections for a truly plush ride. On the other end of the spectrum, the sport setting firmed things up for a more spirited riding. Given the conditions and limited time in the saddle, it was difficult to discern differences between consecutive “clicks,” but the difference between the two extremes was quite stark. (Triumph/)At normal road-going speeds the Tiger handles effortlessly, but slow speeds reveal how top-heavy it is. When the handlebars hit full lock and the bike is leaned over a bit, things happen fast. Eyes go wide and every body part that’s able to clench clenches. Thankfully, the increased inertia of the engine comes to the rescue as quickly engaging the clutch feeds in power to build momentum and right the ship. To round out its 2024 update, Triumph focused on improving rider comfort. To further reduce vibes, damped handlebars—previously available only on the Explorer models—are used across the entire range. All models also receive flatter profile seats for improved rider mobility, and 15mm-longer clutch levers. Lastly, the GT models get higher, closer-in pegs for increased cornering clearance. The Showa semi-active system features braking dive control, skyhook, jump detection and landing, and virtual spring rate. Too bad we didn’t get to do any jumps in Scotland. (Triumph/)The 2024 updates are all about refinement and incremental improvement. Where some brands may have reserved the changes for a later, more thorough model refresh, Triumph is keen to share its work with its customers. “Where the opportunity exists and we can deliver it, then why not?” Wood says. “We try very hard to give people what they want from a bike. We can’t help ourselves. If we see an opportunity to make something better, we’ll jump on it.” Added comfort and ease of use are always welcome on a motorcycle designed to take you to the end of the world. The gap between the headlight and beak seems like an ideal place for radar, but it’s notably absent. Triumph explains that it doesn’t currently offer adaptive cruise control because it’s not a feature its customers are willing to shell out for. The Explorer models do feature blind spot detection, however. (Triumph/)Conclusion One of the best aspects of travel is finding places that become homes, that we long to see again, that become ours. Those places linger in our memories, accruing meaning as they mingle with the passage of time and the ever-accumulating impressions of life apart from them. Motorcyclists inherit an ancestry of passing through. The Tiger 1200′s strength is that it makes the rider at home all along the way. As one would expect from a big-bore adventure-tourer, the Tiger 1200 is fast, comfortable, has great weather protection, and inspires confidence with effective rider aids and predictable power delivery. What sets it apart is its sheer lack of divisiveness. Wood says, “It’s not super, super focused on off-road like some of the competition. It’s not got this niche kind of engine that appeals to some people but that other people don’t like. It’s a bike that has this incredible universal appeal.” In light of increased competition in the category, manufacturers have strived to give their motorcycles really distinct identities which comes with a risk of alienating some potential buyers. Triumph, on the other hand, has gone the opposite direction, building a motorcycle with broader appeal. If the Tiger 1200 were a single malt whisky, it would be an approachable Speyside from the likes of Glenlivet or Glenfiddich, not a love-it-or-hate-it Islay, like an Ardbeg or Laphroaig, that’s so infused with acrid smokiness from burning peat that it takes an aficionado to swear the malted barley wasn’t dried with exhaust fumes. Since the Tiger Explorer came along in 2012, shaft drive has been a mainstay. (Triumph/)The latest updates, particularly the rebalanced, increased-inertia engine, makes it that much more approachable and refined. But all is not perfect. The bike’s relatively high center of gravity makes it just a bit too cumbersome during slow-speed maneuvers. Additionally, on a bike this refined, the abrupt off-to-on throttle response is glaring. As far as performance goes, for riders who want stump-pulling bottom-end grunt or who want a large-capacity engine to scare the pants off of them on occasion, the Tiger isn’t the best candidate. But on the Tiger 1200, there’s little standing in the way of taking in a place and making it one’s own. To ride along the shores of Loch Lomond in a misty rain, the sound of a Triumph triple echoing through the glen, is to feel that this place, thanks to this motorcycle, is a sort of home. And you will long for it when you’re gone. This is the motorcyclist’s cianalas. We can say with Robert Burns: “Farewell to the mountains, high-cover’d with snow, Farewell to the straths and green vallies below; Farewell to the forests and wild-hanging woods, Farewell to the torrents and loud-pouring floods. My heart’s in the Highlands, my heart is not here…” Wherever your heart is, the Tiger 1200 can take you there. Gear Bag Helmet: Shoei Hornet X2 Jacket: Rev’It Defender 3 GTX Pants: Rev’It Defender 3 GTX Boots: Rev’It Expedition GTX Gloves: Rev’It Caliber As part of the 2024 update, the GT models have improved cornering clearance—not that the roads were twisty enough or dry enough to get the peg feelers down. (Triumph/) The screen’s easy one-hand adjustment is great, though the previous generation’s electric screen was super luxurious (but added weight). Fitting a GPS unit above the dash requires an aftermarket mount. (Triumph/) Brembo M4.30 Stylema calipers are excellent and cornering ABS is optimized for each ride mode. Off-Road mode turns off rear ABS. Off-Road Pro, available on Rally versions, shuts off ABS on both the front and rear. Excellent. (Triumph/) The five-way joystick is a little futzy because the turn signal switch can interfere. With thick riding gloves on, it’s too easy to inadvertently hit the joystick to the left or right when you’re trying to press down the center to select an item. (Triumph/)2024 Triumph Tiger 1200 GT Explorer/Rally Explorer Pro Specs MSRP: $23,795 / $24,895 Engine: DOHC, liquid-cooled inline three-cylinder; 12-valve Displacement: 1160cc Bore x Stroke: 90.0 x 60.7mm Compression Ratio: 13.2:1 Transmission/Final Drive: 6-speed/shaft Claimed Horsepower: 148 hp @ 9,000 rpm Claimed Torque: 96 lb.-ft. @ 7,000 rpm Fuel Delivery: Multipoint sequential electronic fuel injection w/ electronic throttle control Clutch: Wet, multiplate slipper/assist; hydraulic actuation Engine Management/Ignition: Electronic Frame: Tubular steel frame, aluminum subframe Front Suspension: Showa 49mm USD fork, semi-active damping; 7.9 in. travel (GT Explorer) / 8.7 in. travel (Rally Explorer) Rear Suspension: Showa monoshock, semi-active damping, automatic electronic preload adjustable; 7.9 in. travel (GT Explorer) / 8.7 in. travel (Rally Explorer) Front Brake: Brembo M4.30 Stylema Monoblock radial calipers, dual 320mm floating discs w/ OC-ABS Rear Brake: Brembo 1-piston caliper, 282mm disc w/ OC-ABS Wheels, Front/Rear: Cast alloy, 19 x 3.0 in. / 18 x 4.25 in. (GT Explorer); tubeless spoked, 21 x 2.15 in. / 18 x 4.25 in. (Rally Explorer) Tires, Front/Rear: Metzeler Tourance; 120/70-19 / 150/70-18 (GT Explorer); Metzeler Karoo Street; 90/90-21 / 150/70-18 (Rally Explorer) Rake/Trail: 24.0°/4.3 in. (GT Explorer); 23.7°/4.4 in. (Rally Explorer) Wheelbase: 61.4 in. Ground Clearance: N/A Seat Height: 33.5 in./34.5 in. (GT Explorer); 34.4 in./35.2 in. (Rally Explorer) Fuel Capacity: 7.9 gal. Claimed Wet Weight: 564 lb. (GT Explorer) / 578 lb. (Rally Explorer) Contact: triumphmotorcycles.com View the full article

The exclusive, limited-edition Vespa 140th of Piaggio will only be available from April 18–21, at the Vespa World Days rally. (Piaggio/)In most manufacturing industries, 140 years of existence is a rarity, and in the motor vehicle world, darn near unheard of. So when we first got this release we thought it was a typo, but nope, it’s true—Piaggio, established in 1884, turns 140 years old this year. To celebrate the milestone anniversary, one of the company’s best-known brands, Vespa, is pulling out the stops with the super-exclusive Vespa 140th of Piaggio scooter. The special-edition machine is sure to draw the interest of collectors and enthusiasts alike, as it will be manufactured in a very limited run of just 140 units and only be available during the Vespa World Days 2024 rally from April 18 to 21 in Pontedera. Related: 2023 Vespa GTV 300 Coming to the US The 140th special is based on the GTV 300 model and carries over that bike’s 278cc single-cylinder engine and other key components. (Piaggio/)For the 140th of Piaggio model, the Vespa design team chose the brand’s GTV 300 as a platform, drawing on that bike’s combination of classic retro shapes and modern features, leveraging the low headlight and exposed tubular handlebar and tarting it up with sportier trim and a high-tech equipment package. The special version is also notable for its eye-catching blue and light blue on white color scheme, which itself is a riff on the Piaggio Group’s in-house colors. The color combo sports classic graphics and a new Vespa monogram that plays up that iconic signature necktie treatment on the front shield, with triple air intakes on both sides. The long, single-seat saddle is blue as well, with double tone-on-tone stitching, while the wheel rims roll with blue on light blue inserts and are exclusive to this model. Black accents on the body profile, mirrors, muffler, and fold-away passenger footrests give the 140th model a refined look, and each bike also gets a numbered celebratory plate on the rear shield, capped with a distinctive 140-years logo. Special paint scheme and retro 140 graphics denote the limited-edition model, which is only available in select markets. (Piaggio/)The Vespa 140th of Piaggio shares its CVT transmission and 300 HPE liquid-cooled 278cc single-cylinder engine with the standard GTV 300, which appears to be mechanically unchanged here, claiming the same 23.8 hp output. The full LED light clusters and digital instrumentation are also taken straight off the 300 GTV, and as on that model, Vespa’s MIA connectivity system is available as an accessory on the special edition. A keyless ignition system, ASR electronic traction control, and an antilock braking system all come standard on both bikes. Naturally, the Vespa 140th of Piaggio can be fitted with the entire range of accessories already available for the base GTV, as well as a more stylish rear leather bag with the Vespa logo embossed on it. Piaggio hasn’t given us a price, but if you’re interested, you’d better act fast (and not be based in North America): The bike is only available in select markets and can’t be obtained come April 22. In fact, given the passionate nature of Vespisti, it’s probably already sold out. View the full article

Yamaha’s semi-automatic will use electronic actuators to shift the transmission. (Yamaha/) Honda’s E-Clutch system introduced on the 2024 CB650R and CBR650R models aims to provide a cheap and simple alternative to more complex semi-autos like its own DCT (Dual Clutch Transmission). Now it looks like Yamaha is developing its own rival setup to use on the MT-07 and its sister models. While Honda’s E-Clutch is a clever hybrid design, retaining a conventional clutch lever for when you want to use it and relying on the rider’s left foot to shift the ratios, Yamaha’s take is a more conventional semi-auto. It eliminates the foot-operated shifter and left-hand clutch lever, swapping in a set of bar-mounted buttons. A new patent application from Yamaha illustrates the system, clearly showing it fitted to a bike built around the chassis and parallel-twin engine of the MT-07. Honda just released its E-Clutch on the CB650R and CBR650R for 2024. (Honda/) This isn’t new ground for Yamaha. The company first offered its YCC-S (Yamaha Chip Controlled Shifting) system—which automates the clutch and gearshift of an otherwise conventional transmission—on the FJR1300 back in 2006. The design illustrated on the new patent application for the MT-07 is a similar idea, with the innovative element that the company hopes to patent relating to the layout of the actuators and the control electronics rather than the concept of semi-auto shifting itself. Yamaha’s FJR1300AE used the YCC-S automated clutch and gearshift. <i>Yamaha</i> What is new for Yamaha, is the addition of YCC-S to a bike that’s far lower in the pricing range than the FJR1300, and one that’s a direct rival to Honda’s E-Clutch CB650R. Since the same parallel-twin engine is also used in the Yamaha YZF-R7, XSR700, and Ténéré 700, it would be simple to apply it to those models as well. The Ténéré 700 could be particularly well suited to the system, given its adventure-touring role. The illustration of a MT-07 shows the bar-mounted shift buttons (181). (Yamaha/) The system operates as you might expect. There are up and down shift buttons on the left-hand bar (marked 181) on the patent illustrations, and a pair of electric actuators fitted just above the transmission. One on the left, to operate the shifter, and one on the right to control the clutch. A motor control module translates the demands from the bar-mounted buttons into operations of the clutch and shifter to give smooth gear changes, as well as controlling the clutch for getaways and stops. Yamaha’s patent suggests that the system could also be used in a fully automatic mode, controlling the timing of gearshifts as well as the mechanics of making them happen. A second patent shows a Yamaha YZF-R7 as an application. (Yamaha/) The control unit is mounted on the outside of the left-hand frame rail, fed cooling air by a scoop on the side of the fuel tank. A second control unit—its purpose not revealed—is mounted in the same position but on the right-hand side of the frame. The new transmission control unit also appears in another recent patent application by the same author. Again, the patent specifically relates to its mounting position on the bike, but this time it’s illustrated on a Yamaha YZF-R7 rather than an MT-07. In this second patent there’s no mention of the control unit’s purpose, only its mounting position, so the inclusion of a gearshifter on the R7 drawing (but no clutch lever) isn’t relevant to the patent text. As well as the semi-auto shift, the MT-07 illustrated in the patent shows some distinct differences to the generations seen so far. The bodywork, for instance, while only roughly sketched, doesn’t align with the current MT-07 or its predecessors, featuring a different seat and new scoops on the sides of the tank to feed cooling air to the control units. The radiator cowls also appear to be slightly different, as does the front fender, and most significantly the fork is an upside-down unit (as used already on the R7) instead of the MT-07′s conventional design. The electronic control units need cooling, so they are placed where air can be ducted to them. (Yamaha/) Just like the Honda E-Clutch, the Yamaha semi-auto design is sure to split opinion between riders who like the idea of new technology and those who lament the lost simplicity of an earlier generation of motorcycles. But it’s clear that the setup is designed to automate the operation of an otherwise normal clutch and gearshift, which means that, like Honda’s system, it’s almost sure to be an optional extra rather than standard equipment. So both camps should be able to buy the bikes they want. View the full article

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Suzuki Previews MotoAmerica Superbike (Brian J. Nelson/) Suzuki Press Release: Suzuki Motor USA (Suzuki) and its two primary road race teams- Vision Wheel M4 ECSTAR Suzuki, and RevZilla/Motul/Vance & Hines Suzuki both look to build on their current momentum this weekend at Michelin Raceway Road Atlanta. Team Hammer’s Vision Wheel M4 ECSTAR Suzuki will focus on the 2024 MotoAmerica Steel Commander Superbike series fielding two established riders, Richie Escalante (54) and Brandon Paasch (96) each racing the Suzuki GSX-R1000R Superbike. Roadrace veteran and 2020 Supersport champion Escalante (54), from Tizayuca, Mexico, is the first Mexican athlete to card a MotoAmerica championship. With consistent results in his second Superbike season, Escalante placed fourth overall in the 2023 Superbike championship, earning 11 top-five finishes. Starting 2024 racing in the Daytona 200, Escalante raced a next generation GSX-R750 and spent most of the 200 pressuring the race leader. Escalante further displayed the speed that earned him the track record during qualifying. It wasn’t to be however, as he ran short on fuel on the final lap to earn fourth overall in the 82nd running of the iconic race. Brandon Paasch also looks to advance with Team Hammer since joining last year. 2024 marks Paasch’s first full season with Vision Wheel M4 ECSTAR Suzuki. Coming on board midway through 2023, the veteran road racer is a two-time winner of the Daytona 200. Fully healthy from a back injury that shortened his 2023 season, Paasch is working to return to the consistent performance displayed in 2022, racing in Stock 1000. Paasch captured four podiums, finishing runner-up in the MotoAmerica Superbike Cup on a GSX-R1000R. Paasch also showed promise in the recent Daytona 200, with good speed and a seventh-place result. With Road Atlanta also kicking off 2024′s Supersport season, Team Hammer’s riders include Ty Scott (70), and Teagg Hobbs (79), both riders showing flashes of excellence in 2023. Scott earned a hard-fought second place in the 2023 championship with four race wins and several podium finishes. Hobbs looks to enhance his 2023 success, earning multiple podiums last year. With the Suzuki GSX-R750 continuing as the bike to race in the Supersport class, both Scott and Hobbs feel 2024 offers an excellent opportunity to take their racing careers to the next level. Debuting as a Vision Wheel M4 ECSTAR Suzuki rider at Road Atlanta is Joel Ohman (92). Hailing from the Pacific Northwest, Ohman joins Team Hammer to race a GSX-R750 in Supersport. Ohman began his MotoAmerica racing career in 2022 with Open-Source Racing. For MotoAmerica Twins Cup, the new Suzuki GSX-8R is raced by RevZilla/Motul/Vance & Hines Suzuki’s Rocco Landers (97), who battled at Daytona’s Twins Cup Race 2 to earn the new GSX-8R’s first-ever podium in its debut race weekend. A former Twins Cup series champion, Landers anticipates much racing success on the new GSX-8R as the bike continues its swift development as a first-class series contender. Vision Wheel M4 ECSTAR Suzuki newcomer Rossi Moor (92) also plans to continue his strong Twins Cup start with the Suzuki GSX-8R. At Daytona, Moor contended for a podium, ultimately finishing fourth after battling throughout the race with Landers. With experienced pro teams noted for their racing success and their first-class race bike and rider development programs, Suzuki is enthusiastic about competing in the 2024 MotoAmerica season, seeing it as a prime opportunity to showcase the GSX-R’s racing legacy and begin a new heritage of success with the GSX-8R. The 2024 MotoAmerica Steel Commander Superbike series, along with the full schedule of MotoAmerica racing classes begins April 20th at Michelin Raceway Road Atlanta. View the full article

MV Agusta’s Enduro Veloce isn’t just a pretty face. (MV Agusta/) Middleweight adventure bikes are where outright engine performance and ultimate handling converge for the most well-rounded performance in the class. There are a ton of larger-displacement ADV motorcycles that produce big horsepower figures, and there are a bunch of lightweight models that are focused on off-road handling, but the middle ground really is the sweet spot. 2024 MV Agusta Enduro Veloce. (MV Agusta/) Therefore it’s no surprise that MV Agusta decided that its first foray into the ADV world would roughly fall into what is now considered “middleweight” territory. But is it really, with its 931cc triple? And is the brand-new Enduro Veloce a legit adventure machine, or just a pretty face capitalizing on the class’ popularity? We had the chance to throw a leg over the machine on the amazing Italian island of Sardinia, off of Italy’s west coast, and sampled some amazing asphalt roads and just enough off-road to get a sense of where it stacks up. 2024 MV Agusta Enduro Veloce Engine The brand-new engine in MV’s first normal production adventure machine (the 2024 LXP Orioli was only a limited-edition run of 500 units) is unique to the Enduro Veloce and the LXP, with no other models currently in the lineup sharing the 931cc displacement. Although we can’t imagine that will last for too much longer after sampling it. The inline-three has four valves per cylinder and double overhead cams with DLC-coated followers; bore and stroke measure 81 by 60.2mm with a 13.4:1 compression ratio. MV’s latest-gen triples feature a counterrotating crankshaft to cancel out the gyroscopic effects of the rotation of the wheels for improved handling, while a single counterbalancer is used to smooth out engine vibration. The 931cc inline-three in the Enduro makes a claimed 124 hp at 10,000 rpm. (MV Agusta/) MV makes it clear that this engine was designed with high-performance output in mind with components like lightweight forged-aluminum, bridge-box-style pistons inside, and a quick-revving nature. They are also proud of the fact that the engine only weighs 126 pounds. Claimed power output is 124 hp at 10,000 rpm with 75 lb.-ft. of peak torque at 7,000 rpm. MV also points out that 85 percent of the peak torque is available from as low as 3,000 rpm. Want to unleash the wail of the MV’s triple? The accessory Termignoni will do the trick. (MV Agusta/) On the intake side are a trio of 47mm throttle bodies with a single fuel injector in each, all managed by the MVICS 2.1 system and Mikuni ride-by-wire throttle control. While on the exhaust side is a high-performance system that utilizes a pair of catalyzers and an electronically controlled exhaust valve that opens up completely at 4,500 rpm. If the awesome sound coming out of the silencer isn’t enough for you, an optional Termignoni slip-on is available as an accessory. After activating the bike via its keyless ignition system, we tapped the starter button and brought that glorious three-cylinder soundtrack to life. At idle, the engine just purrs and gives little indication of the anger waiting to be unleashed. Hitting the highway with a quick blast up through the gears—with the slick Electronically Assisted Shift 4.0 quickshifter allowing clutchless up and downshifts—the wail from the engine is accompanied by impressive acceleration. The Enduro Veloce comes standard with an up/down quickshifter that worked flawlessly during our ride. (MV Agusta/) As the cliche goes: There is no replacement for displacement. The MV’s supersized middleweight is seriously flirting with the open class, but hovering just enough below it to almost get credit in that lower class. If this was a twin of some sort, there would be no argument, but as a triple we have to raise an eyebrow and pretty much throw it in the big-boy class. But this isn’t racing we’re talking about, so only your insurance company cares what category it falls into. If you’ve never ridden an MV, Triumph, or Yamaha triple, they are such satisfying engines. What makes them stand out is the flexibility they offer, with good low-down torque that mimics a V-twin, and a top-end rush that nearly replicates that of an inline-four. Triples offer a spread of performance that is ideal in the real world of street riding. Our route included about 150 miles riding around the southern part of Sardinia. (MV Agusta/) During the day we clicked off around 150 miles of testing on a variety of roads. The highlights were the tight and twisty seaside roads along Sardinia’s southern coast. The triple in the Enduro Veloce is, in one word, awesome. It allows so many options in terms of gear selection. If you don’t feel like rowing the gearbox, you can pick third gear and find a happy pace that you could ride all day. But if you want a bit more engagement and really want to test the traction-control system, clicking back and forth between second, third, and fourth makes for an entertaining day behind the bars. The triple in the Enduro Veloce flat-out rips. (MV Agusta/) The MV’s fueling is excellent, while its electronics, which we’ll cover shortly, give you a ton of options to fine-tune the bike to your liking. Compared to the middleweight parallel twins on the market and the Triumph 900s, the Enduro Veloce is a real on-road ripper. When a long straightaway opens up or you need to pass a line of cars, this MV is more akin to an open-class bike. If raw performance was the goal, then put a big check mark in that column as a success. With the TC switched off, the rear Bridgestone AX41 barely gets a chance to hook up. (MV Agusta/) Although we didn’t get a ton of time in the dirt, we did cover a few miles off-road with the standard Bridgestone Battlax A41 tires mounted up, and then did a handful of laps around a makeshift “riding area” with the optional AX41 knobbies. We’ll touch more on this in the electronics and chassis sections, but the engine off-road is spicy! With TC turned off or on setting 1 of eight in the Off-Road mode, the Enduro Veloce feels every bit an open-classer, more reminiscent of a 1290 KTM or 1200 Triumph. You need some good electronics to keep this beast composed, and MV Agusta has supplied them. 2024 MV Agusta Enduro Veloce Electronics Like almost every modern adventure bike, with just a handful of exceptions, the Enduro Veloce has a complete suite of electronic rider aids. In the case of the MV, it has ride-by-wire throttle control and a six-axis IMU, giving the bike all of the advanced features that are becoming the norm in the ADV class. The Enduro Veloce has four riding modes including Urban, Touring, Off-Road, and a Custom All-Terrain (that can be set up with any parameters that you want). Not only is the MV’s command center nice to look at, but the 7-inch TFT display and controls are easy to use and navigate. (MV Agusta/) There are eight levels of traction control, with five for road use, two for off-road, and one for rain, while the system can also be turned off completely. Another interesting feature is that MV Agusta has developed algorithms for both the more road-oriented Bridgestone Battlax A41 or knobby AX41 tires that tailors the settings to the grip afforded by those totally different types of tire. The rider can go in the menus and select which is being used. We assume these would work in a very similar manner no matter which brand of rubber you’re running. Depending on how detailed the rider wants to fine-tune the electronics, the MV has options for everyone. Just want to select a mode and go ride? The bike works great, offering well-thought-out sub settings for all parameters. Want to get deep into the woods? The level of customization is seemingly endless. Dive into the menus and there are options for two levels of Engine Brake Control, there is a Launch Control that allows full-throttle (managed) starts, Front Lift Control, Rear Wheel Lift-Up Mitigation, Gas Sensitivity (throttle), Max Engine Torque, and Engine Response. As you can see, you can really get into the weeds, which we didn’t have time to play with extensively in just one day. A closer look at the Enduro Veloce’s main screen. It can be customized to preference with multiple view options. (MV Agusta/) As for the braking system, the ABS system has a pair of settings: For off-road, Level 1 has less intervention at the front wheel, no cornering functionality, and the rear is disengaged. While for street riding, Level 2 offers the most intervention with ABS active both front and rear, and utilizing the cornering functionality. ABS can only be deactivated in the Off-Road and Custom All-Terrain modes. Also included is cruise control which can be adjusted via the left control pod in 1 or 5 kph increments and is canceled by counterrotating the throttle, so the rider doesn’t have to dab the brakes. From a functionality standpoint, the organization of the MV’s menus and the navigation from the left bar-mounted control pod is quite good. The menu logic is easy to understand, the settings are simple to change, and there are very few, if any, little annoyances. The settings you choose are sticky and won’t revert back to a default every time you cycle the ignition or kill switch. Speaking of the kill switch, it also acts as the starter and the mode button that allows on-the-fly mode changes. The left control pod is the primary keypad for navigating the menus. The logic is well thought out and easy to use. Both control pods have backlit switches. (MV Agusta/) The dash itself is a large 7-inch HD TFT display that also offers both Bluetooth and Wi-Fi connectivity to utilize the MV Ride app or other devices like your phone for calls and music control. A pair of USB ports (standard and C) sit on the side of the tower to power devices. The screen is bright and easy to read and allows different layout options depending on what you want to see while riding. Both control pods have LED backlighting for good visibility in all lighting conditions. For street riding, the Touring mode (the most aggressive option) is our preferred choice. Power, response, and throttle sensitivity are bang on the money. There are significant performance differences between Touring and Urban, the latter of which would be an ideal mode for wet roads. On the road, the traction control is quite good too. As our day progressed we slowly dialed it back to lower and lower settings and found that it was totally trustworthy on a variety of asphalt surfaces. But even with the TC dialed up a bit more conservatively, it never holds the bike back when accelerating hard out of hairpins. The bike just snaps out of corners with little noticeable intervention and strong acceleration. 2024 MV Agusta Enduro Veloce’s right bar control pod. (MV Agusta/) We did get a chance to play with the Launch Control which is a real blast. When you select it, the system takes you through the steps, telling you what to do on screen, and then you just hold the throttle wide open and let it rip. Practical on an ADV? Not really. Fun? Hell yes! Our coastal “off-road” riding area wasn’t too technical, but at least beautiful. (MV Agusta/) The real test of the modes came with two short off-highway sessions. Once on dirt you can quickly toggle the mode to Off-Road without having to come to a stop. The traction control’s standard setting (3) is a bit too conservative (but very effective), so we dialed it back to the lowest setting for a bit of fun. Like the modes, the TC can be changed on the fly. When we had the opportunity to ride the knobby-shod bike off-road we did one lap of the course in the suggested Off-Road mode, and then switched the TC off completely for the next two laps. Dang is that fun! But as mentioned above it’s a handful. The engine is tractable and predictable to a point, but once it gets past the midrange power and into the upper rpm range, it gets exciting quickly with the rear end snapping out of shape in a hurry. 2024 MV Agusta Enduro Veloce Chassis and Ergonomics Here is where we really find out if the Enduro Veloce is a capable ADV machine or just a dolled-up road bike. Perusing at the bike’s numbers, it’s obvious that MV took a close look at its Italian competition from Bologna, the Ducati DesertX. The MV uses a double cradle steel frame, removable steel subframe, and aluminum swingarm. The wheelbase measures 63.4 inches, while front end geometry measures 27 degrees of rake and 4.6 inches of trail, all of which are very close to the Ducati. Claimed dry weight is 494 pounds, which is heavy compared to middleweights but on par for the open class. The stock seat is adjustable to two heights with the lower setting measuring 33.5 inches and the higher position set at 34.3 inches, while ground clearance measures just a tick over 9 inches. The Enduro Veloce has a steel frame and removable subframe of the same material. (MV Agusta/) In terms of suspension, we have to say we’re a bit disappointed that the Enduro Veloce doesn’t come with electronic units considering the bike’s premium price. However, the 48mm Sachs fork and monoshock are fully adjustable with preload, rebound, and compression damping. Travel measures 8.3 inches at each end. MV’s wheel choice aims at the more off-road-oriented side of adventure riding. The Takasago Excel tubeless wheels measure 21 x 2.2-inch rim up front (mounted with a 90/90-21 tire) and 18 x 4-inch rim (with a 150/70-18 tire) at the rear. Suspension at each end is by Sachs and is fully adjustable. Travel measures 8.3 inches at each end. (MV Agusta/) Another place that MV didn’t skimp was in the braking department. A pair of Brembo Stylema radial-mount, four-piston calipers and 320mm discs reside on the front and a twin-piston Brembo caliper and 265mm disc at the rear. Cornering ABS is managed by a Continental MK 100 system and fed info by the six-axis IMU. A pair of Brembo Stylema radial-mount, four-piston calipers and 320mm discs are used up front. (MV Agusta/) On the road, the Enduro Veloce is very agile. The tight twisting coastal roads are reminiscent of the type you find in the mountains, littered with second-gear hairpins flip-flopping back and forth on themselves. One of the traits that stands out is how easily the MV can be flicked into the corner. There are a couple of things surely going on here. First, the narrow 21-inch front tire really lends itself to quick handling, but second, we have to believe that there really is something to the counterrotating crankshaft. The Enduro Veloce is far lighter on its feet than anticipated. The Enduro Veloce’s on-road manners are impressive. (MV Agusta/) But the bike has another ace up its sleeve: The Enduro Veloce is amazingly composed and planted midcorner. As much as we’d like to see electronic suspension on this bike, the package that MV has used, and the base settings it dialed in, are really good on the road. Flick the bike into a big sweeper and the Enduro Veloce is on rails. There is none of that seesawing that a lot of ADV machines with long travel exhibit as they settle into the corner. The MV is instantly composed and is locked into your selected line. Need to make a midcorner adjustment? No problem, the bike lets you do it without fanfare. Another nice trait is how well the bike reacts to trail-braking. Drag the ultrapowerful front Brembos to the apex and then release pressure on the lever and the bike stays planted and doesn’t allow the fork to suddenly extend while rebounding. The Enduro Veloce utilizes a steel frame and aluminum swingarm. The shock’s preload can be easily changed via a large remote adjuster. (MV Agusta/) It really should come as no surprise that an MV Agusta is a great-handling road bike. So our short sojourn off-road is what would really answer the question as to if the bike is a legit ADV machine. As mentioned, our time off-road was very limited, with a bit of running on the road-oriented tires and another stint on the knobbies. Despite this, we at least got a taste of the MV’s chops. On the standard tire and on gravel roads the bike felt predictable and was never a handful, with the electronics doing their job to keep the bike under control. Once we got to throw a leg over a bike set up with knobbies and softer damping settings we got a better impression. The coastal riding area was just a series of linked dirt roads strewn with gravel, a ton of erosion ruts, some beach sand, and rocks to dodge. After a warmup loop, we turned the TC off completely and let it rip. Thankfully the AX41 knobbies give the bike ample braking traction and allow the bike to corner with confidence, because the Enduro Veloce can generate uncomfortably high speeds quickly. Getting the bike stopped on the dirt is where the bike’s weight suddenly becomes apparent, forcing you to do some planning ahead. Slamming through some erosion ruts and then some small rocky sections didn’t upset the MV at all. (MV Agusta/) The suspension’s ability to deal with some of the washouts and little rocky drops is up to par with larger ADVs. It’s not light on its feet in these situations, but is quite similar to a few of the other full-size ADV machines on the market like KTM’s 1290 Super Adventure S or a Honda Africa Twin. The fork in particular has good holdup and doesn’t bottom out even when plowing into some ditches. The Enduro Veloce’s ergonomics are well rounded. Seated while riding on the asphalt there is plenty of room to move around in the wide comfortable saddle, and the windscreen provides good protection from the wind and appears like it will do the same in the rain. The reach to the bars is relaxed and comfortable, while the rider triangle is roomy. Off-road, the standing position is really good with the bars at a comfortable height that doesn’t make you bend down overly far to be in control, the tank is comfortable between the legs, and the view over the tall windscreen unobstructed. Conclusion Despite the fact that we’d have loved to spend more time on the Enduro Veloce off the highway, we got a decent impression of the bike and its capabilities. Positioning the bike against the competition, we think its target rivals are the Triumph Tiger range (either 900 or 1200), Honda Africa Twin, KTM 1290 Super Adventure S, or Harley-Davidson’s Pan America 1250. Interestingly, MV Agusta has priced the Enduro Veloce just $3 more than the DesertX Rally at $22,998, but that bike is far more off-road oriented than the MV. Although having ridden the standard DesertX and this bike, we’d give the MV the edge on the road. MV offers a line of accessories for the Enduro Veloce including these panniers. (MV Agusta/) But is the Enduro Veloce capable of tackling the type of terrain that you might find on a BDR? With the knobby tires mounted up, we’re confident that the MV EV can manage the fire roads, sand, and erosion ruts typical of some of those routes. But this isn’t a rock bashing, single-track-trail machine, it’s much more of an 80/20 (road/dirt) adventure-tourer. In that role, the Enduro Veloce finds its stride. Its on-road performance and handling are great, with a fun and potent engine and excellent chassis. The suspension and brakes are top quality, while the electronics and rider aids are well thought out, logical, and effective. And although this is the first time we’re mentioning it, the styling (especially in person) and beautiful Ago Red/Ago Silver paint have to be seen to be fully appreciated. The Enduro Veloce’s upper fairing blends into the windscreen in a seamless manner for a very clean look. Hand guards are standard. (MV Agusta/) There is no question that MV Agusta did its homework and produced a legitimate adventure bike in its first try. And since MV has recently come under control of Pierer Mobility AG (owners of KTM, Husqvarna, and GasGas), we are told that the dealer network and parts accessibility are all being improved in the US market. If you love the bike and are worried about reliability, the Enduro Veloce comes with an unlimited-mileage, four-year warranty, which is virtually unmatched in the industry. It’s an interesting and beautiful new addition to the adventure segment—which class is a bit of a head scratcher. Either way, it ticks the boxes to be a real ADV, but it does it in a way only MV Agusta can. The seat can be set to two heights, either 33.5 or 34.3 inches off the deck. (MV Agusta/) The front brake has a Brembo master cylinder and is span adjustable. (MV Agusta/) The mirrors are not only stylish but offer a great rearward view. The hand guards come standard. (MV Agusta/) The standard exhaust sounds good, but if you want great, go for the Termignoni slip-on. (MV Agusta/) The Enduro Veloce uses nicely styled LED lighting all around. (MV Agusta/) Although the Enduro Veloce rules the road, it isn’t afraid of the dirt. (MV Agusta/) It’s been a while since MV Agusta had a dirtworthy machine. (MV Agusta/) 2024 MV Agusta Enduro Veloce Specs MSRP: $22,998 Engine: DOHC, liquid-cooled inline-triple; 4 valves/cyl. Displacement: 931cc Bore x Stroke: 81.0 x 60.2mm Compression Ratio: 13.4:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 124 hp @ 10,000 rpm Claimed Torque: 75.2 lb.-ft. @ 7,000 rpm Fuel System: Fuel injection w/ 47mm Mikuni throttle bodies, ride-by-wire Clutch: Wet, multiplate; hydraulic actuation Frame: High-tensile steel double cradle Front Suspension: 48mm Sachs USD fork, fully adjustable; 8.3 in travel Rear Suspension: Sachs monoshock, fully adjustable; 8.3 in. travel Front Brake: Brembo 4-piston Stylema calipers, dual 320mm discs w/ ABS Rear Brake: 2-piston caliper, 265mm disc w/ ABS Wheels, Front/Rear: Spoked, tubeless; 21 x 2.15 in. / 18 x 4.0 in. Tires, Front/Rear: Bridgestone Battlax A41 (optional AX41); 90/90-21 / 150/70-18 Rake/Trail: 27.0°/4.6 in. Wheelbase: 63.4 in. Ground Clearance: 9.1 in. Seat Height: 33.5/34.3 in. Fuel Capacity: 5.3 gal. Claimed Dry Weight: 494 lb. Contact: mvagusta.com View the full article

It’s a UK market release, but a similar V-Strom 800 Touring is available for riders stateside. View the full article

The Zongshen ZS150 B is a retro-styled, 150cc Grom competitor. (Zongshen/) Whether you look back to the original Honda Monkey of 1961, or the success of the Grom over the last decade, there has long been a demand for affordable two-wheelers that make fun their top priority. Now China’s manufacturers are catching on, and hot on the heels of the retro-styled CFMoto Papio CL and SS (both available in the US now) its rivals at Zongshen are preparing their own versions of the idea. The company has filed Chinese type-approval documents for a pair of 149cc air-cooled singles that each carry the name ZS150 and “Zonsen” branding—a name that Zongshen is pivoting toward on its bikes as they’re increasingly offered outside China. However, there’s a prominent, cartoonish illustration of a panda on each bike’s tank badge, suggesting they might get a more appealing title when they’re launched into the market. In the US, a selection of Zongshen’s existing models—up to and including the Norton-engined, 650cc RX6 twin—are offered under the CSC Motorcycles name, opening the door for these new machines to come to these shores if it makes financial sense. Related: The Chinese Connection This version of the ZS150 looks more like the Honda Monkey or CFMoto Pappio CL. (Zongshen/) The type-approval documents include all the main specifications for the two models. Like the CFMoto Papio CL and SS, one is a trail-style machine while the other is a caricature of a retro sportbike, but under the skin they’re identical. Their single-cylinder engines have a 57mm bore, matching that of the Papio, but where the CFMoto has a 49.4mm stroke the Zongshen bikes have a throw of around 58.4mm to reach a 149cc total capacity. The extra 13cc over the 126cc CFMoto machines helps the Zongshens to a peak of 10.5 hp, a fraction more than the 9.4 hp of the Papio. They’re a little heavier than the CFMoto machines though, with the trail-style model coming in at 264 pounds and the racer version weighing 267 pounds. By comparison the two Papio models each weigh 251 pounds ready to ride. Like the CFMotos, the Zongshen ZS150s each use 12-inch wheels wrapped in 120/70 rubber at the front and 130/70 at the rear. Suspension is by upside-down forks up front and monoshocks at the rear, again aligning with the CFMotos, and the brakes have discs at each end, with standard ABS. Related: Mini Bikes Honda’s Monkey was instantly a hit when it was reintroduced in 2018. (Honda /) When it comes to appearance, the naked version of the ZS150 takes its inspiration from machines like Honda’s Monkey and Gorilla, giving a more ‘60s or ‘70s vibe than the 1980s-inspired Papio CL, but there are modern touches including the distinctive headlight design that features an open hoop of LED running lights above a tiny main light unit. The faired version, carrying the word “Vintage” on its fairing, actually looks less old-fashioned. The addition of side panels and a single-seat tail unit, plus lower, narrower bars with bar-end mirrors, makes for an intriguing style that has a hint of steampunk-style retrofuturism about it. The CFMoto Pappio SS is already for sale in the US. (CFMoto/) Both bikes are illustrated with a few optional extras including enclosed disc wheels as an alternative to the standard wire-spoked alloys, while the trail version is also shown with a choice of rear treatments, with either a flat-track-style number board or a more rugged-looking grab rail at the back. It’s clear the bikes are ready for imminent launch, though there will probably be a delay between hitting the market in China and any plans for exporting them to other markets. View the full article

Indian Motorcycle has renewed its Scout lineup with five models built around a new frame and engine. The Scout Bobber (shown) comes into the new model year as the most popular Scout in recent years. (Garth Milan/) There is nothing simple about the 2025 Indian Scout lineup except for the way Indian describes the bikes. They are cruisers. Classic, American-made V-twins that are just as much about heritage and body lines as they are cornering clearance and technology. You can have your performance (and the new bikes do), but Indian refuses to have that be the Scouts’ personality. That laid-back approach has worked well for Indian since the Scout was unveiled in 2014, quickly turning the model into the company’s most successful platform. In some parts of the world, the Scout is the most successful mid-displacement cruiser, and in all parts, it’s described as the most important bike to Indian Motorcycle’s future. This is an entry into the brand. Where you go from here, and if you stay with Indian, depends largely on your experience with the bike. Needless to say, Indian aims to please. There’s an Indian Scout for just about any rider type or style. (Tim Sutton/) Of course, part of pleasing the masses comes down to having something for the masses, and for 2025 Indian is doing that by bringing five Scout models to showroom floors, including the simple but elegant Scout Classic; the slammed Scout Bobber; the light touring-ready Super Scout; the Sport Scout; and its most aggressive middleweight cruiser yet, the 101 Scout. That’s a lot of Scout, but a bulk of the hardware is shared across models meaning Indian isn’t trying to confuse you so much as it’s looking to give you options through stylistic upgrades. This is like walking into In-N-Out Burger and deciding what to get—you’re going to get a burger, but how you order that burger is entirely dependent on your tastes. Related: 2025 Indian Scout First Look Indian’s new SpeedPlus 1250 V-twin produces 105 or 111 hp depending on the model. Indian says all models can be updated at the dealer to achieve the 111 hp of 101 Scout. (Tim Sutton/) 2025 Scout Platform Updates Indian’s liquid-cooled SpeedPlus 1250 V-twin engine is first on the list of “components” shared across the lineup. Measuring in at an even 1,250cc (versus 1,133cc), it makes a claimed 111 hp in 101 Scout trim and 105 hp when bolted to every other model thanks to different ECU tuning, with all versions making a claimed 82 lb.-ft. of torque. That’s a 5 to 11 hp bump depending on model and an added 10 lb.-ft. of torque. The engine is new from the inside out, with big changes to the top end (including new pistons and larger valves) as well as a lighter crank, the latter helping Indian shave nearly 10 pounds (!) from the engine. A slip/assist clutch was added, plus Indian spent a lot of time refining the inside of the engine to eliminate gear whine customers complained about on earlier-generation Scouts. Different headlight treatments for different models. All models get an LED headlight. (Indian Motorcycle/) The airbox is redesigned, but that’s less obvious than the new radiator, which is 20 percent smaller and squeezed into a new frame that has a steel tube front section versus cast aluminum. Steel tube is significant because of the lighter appearance, but also because it opens the door to more custom work. Speaking of custom, Indian went to great lengths to give the Scout a polished look. Electronics and necessary hardware are packaged neatly as possible, with most of the hardware tucked behind the frame’s cast aluminum midsection. Out back you’ll find a platform-wide subframe that allows accessories to be shared across models, as well as a new exhaust, which gives more space for accessory saddlebags compared to the more cumbersome dual-muffler exhaust. Indian’s 2025 Scouts are restyled but still easily recognizable. The tank is moderately bigger, but only because Indian has reshaped it to accommodatet the new airbox. (Tim Sutton/) Similarities fade from there. The Scout Classic, Scout Bobber, and Super Scout roll on 16-inch wheels while the more aggressive Scouts have a larger, 19-inch front wheel. All bikes have a nonadjustable fork with 4.7 inches of travel and dual shocks with 3.0 inches of travel, except for the “slammed” Bobber, which has nonadjustable shocks with just 2.0 inches of travel, and the 101 Scout, which has a fully adjustable inverted fork with 5.9 inches of travel and fully adjustable shocks. The 101 Scout also gets Brembo front stoppers and dual 320mm brake discs, versus a single 298mm disc. If that sounds more expensive than most of the other options, that’s because it is. The 101 Scout comes in at $16,999, which is identical to Harley-Davidson’s Sportster S and mostly on par with the luggage-equipped Super Scout ($16,499–$16,999). The rest of the lineup is priced between $12,999 and $16,699. Related: 2022 Harley-Davidson Nightster vs. Honda Rebel 1100 DCT vs. Indian Scout Rogue All models besides the 101 Scout use a 298mm single front disc (shown). The 101 gets dual 320mm discs with Brembo calipers. Notice also the nonadjustable fork that’s standard on all but the 101 Scout. (Tim Sutton/) The wide price range is thanks mostly to Indian offering every bike but the 101 and Super Scout in different trims. Standard models get an analog gauge, LED headlight, and ABS; Limited versions have ride modes, traction control, cruise control, and a USB port; while Limited +Tech gets you all of the aforementioned features plus a 4-inch touchscreen display, keyless push-button ignition, and Ride Command, which opens the door to turn-by-turn navigation and more. Paint is different on nearly every model and even varies based on trim level, as do the finishes, with bikes like the Classic getting more chrome than bikes like the Bobber, Sport, and 101. We hope you’re good with making decisions, because there are a lot of them to make here, and each will dramatically change your experience. Two gauge clusters are available depending on the trim level: a touchscreen TFT with the Limited +Tech or a standard analog/LCD combo on Standard and Limited versions. (Indian Motorcycle/) The Big Picture There is a general theme across the board, and a similar sensation between each of the bikes. Preproduction firmware delayed start-up initiation on the TFT-equipped Limited +Tech bikes prepped for our ride from San Francisco to Santa Cruz (and back), but fit and finish is otherwise great. Controls are solid, wires are nicely concealed, and paint is pristine, hold for a small, unpainted surface below the fuel cap. The new exhaust doesn’t do much to wake you up on a cold morning, but the bike settles into a nice low hum, and in either trim the engine gives your eyes something nice to look at—a stark contrast from the Harley-Davidson’s Revolution Max 1250T engine that leaves something to be desired from a visual perspective. The 2025 Indian Super Scout gets saddlebags and a passenger seat as standard. The pull tap makes it easy to get into the bags. (Tim Sutton/) It’s been nearly a year since we’ve ridden the Rev Max 1250T-equipped Sportster S, and even longer since throwing a leg over the Revolution Max 975T-equipped Nightster, so we’ll refrain from more comparisons. What we can say is that the SpeedPlus 1250 feels more flexible than the previous Scout engine, with enough midrange and top-end to not feel like you have to shift as often. Lucky, because Indian hasn’t updated the transmission, and with everything else getting a touch of modernity, this box feels clunky and outdated. Pulling away from a stop is more difficult than it should be too, thanks to a combination of new slip/assist clutch that lacks feel at the friction zone and the lighter crank, which helps the engine spin up faster and adds to the overall character, but doesn’t do much for you around town. We made friends with the clutch after a few miles, and you will too in the first long ride, but those aren’t small concerns given that the Scout is built mostly for around-town riding and newer riders. Seamless is always better here. The Scout Bobber has 1 inch less rear suspension travel at just 2 inches. | Photo: Tim Sutton (Tim Sutton/) The rest of the engine gives you exactly what you need from a cruiser platform. There’s enough meat to have fun, but not so much top-end performance that you’ll wish the engine was stuffed in something other than a bike with 2 to 3 inches of travel. Power is tractable, vibes only really start to pick up at around 80 mph in top gear, and the powerplant flexible enough for a wide variety of riding, making it an ideal centerpiece for the Scout, in any version. “The heart of an American cruiser is the engine,” says Ola Stenegärd, director of industrial design for Indian Motorcycle. And in this case, Indian has a strong one. Speaking of versions and different conditions, after two full days of riding—the first through downtown San Francisco and the (much) more scenic coastal roads skirting the Northern California coast, and the second up tight two-lane roads heading inland from Santa Cruz, we challenged ourselves to rank each of the new Scouts in order of least favorite to favorite, and the order might surprise you. Scout Classic 2025 Indian Scout Classic; $13,999–$16,699 (Garth Milan/) While the Scout Classic is at the bottom of that list, its ranking stems mostly from a lack of defining features compared to the other models rather than any major flaws. If you appreciate classic, swoopy fenders and an abundance of chrome finishes, then this bike checks the right boxes. Those fenders aren’t a departure from anything we’ve seen on the Scout before though, and with its dearth of other defining features, the Classic feels almost out of place in every situation. There’s no wind protection for the highway and no slammed suspension for that cool look around town. It exists, as it should, but only in the shadows of the rest. Scout Bobber 2025 Indian Scout Bobber; $12,999–$15,699 (Garth Milan/) The Scout Bobber is the most affordable entry into the lineup and also the most popular Scout model so far, but to love the Bobber and its 2 inches of rear suspension travel is to commit to a serious amount of quality time with your chiropractor. The stock suspension on Scout models (fully adjustable 101 Scout suspension not included) already struggles with bump absorption, and losing an inch out back doesn’t do you any favors. The Bobber’s ergonomics are more aggressive as well, thanks to a low, flat handlebar that has you almost stretched out over the tank. All this adds up to a cool look when cruising through town and makes the Bobber a great platform for a custom build, but the sacrifices are a bit excessive for us, and it’s exhausting having to be on the lookout for every pothole or manhole cover dotting torn-up, downtown streets. Sport Scout 2025 Indian Sport Scout; $13,499–$15,699 (Garth Milan/) Related: 2023 Harley-Davidson Sportster S Review The Sport Scout is a lot like the Bobber in that it comes off as a great canvas for customization. A replacement for the Scout Rogue, it is not nearly as sporty as the Sport name suggests, but there’s a sense of potential in these bones. Handling knocks are not specific to the Sport either, as all of the nonadjustable Scout suspension lacks bump compliance and will cause you to deflect off sharp-edged hits in a very uncomfortable way once the pace picks up. The single brake disc gets the job done, but moving up to the 101 Scout highlights a lack of feel and power compared to a full-featured, two-disc setup. Pairing Indian’s accessory, 10-inch handlebar risers (stock are 6 inches) with the moto-style handlebar that comes standard on Sport and 101 models gives you an idea of how aggressive the bike can look with minor modifications, and it’s that custom-bike potential that draws us to the Sport over any other feature. That, and the added inch of rear suspension travel over the Bobber. Super Scout 2025 Indian Super Scout; $16,499–$16,999 (Garth Milan/) The Super Scout is the sleeper of the group, the only real downside being the higher price of entry. Look past that and you’ll find one of the most versatile bikes of the 2025 lineup, with enough wind protection, comfort, and luggage for longer trips. Versatility comes in the form of the quick-release windshield, which mounts to the fork legs and can be removed in just seconds. Sidebags are not waterproof or lockable but offer decent storage and have an easy pull system for releasing the lid. Removing either of these gives you most (but not all) of a Scout Classic. Worth mentioning here is that the seat isn’t generously sized on any Scout, and we almost always got off the bikes wishing for a bit more support at the leading edge of the saddle. That is especially true on a bike that you’ll do more touring miles on. The ergonomics are otherwise quite comfortable for taller riders. Forward controls come standard on all models but feel more like relaxed mid-controls, meaning the reach is not too far, giving taller riders enough legroom to not feel cramped. Indian will offer mid-controls as an accessory too. 101 Scout 2025 Indian 101 Scout; $16,999 (Garth Milan/) While we hoped the most expensive Scout wouldn’t also be our favorite, the reality is that the 101′s upgrades completely change the ride experience. Brakes are more responsive, suspension eats up rough pavement, and the 111 hp engine tune gives the bike a sharpness that suggests there’s more to the tune than just a 6-hp difference. The $17,000 price tag is $4,000 higher than that of the $13,000 standard-spec Bobber that gets you into the lineup, but the 101 doesn’t have to be an entry-level machine that you’ll move on from; this is a bike you’ll actually want to hold onto as your skills and wants as a rider grow. There’s more than enough style, performance, and character to make this a long-term commitment. It’s the Scout that you can ride fast if you want, but is equally as entertaining on a casual ride with friends. Plus, once you max out the options on the other Scouts, the prices are much closer. The downside? You can only get the 101 Scout with painted graphics rather than solid colors—-a selling point for some, but not all. The 101 Scout only comes with painted graphics. (Tim Sutton/) Final Thoughts The beauty of the 2025 Scout lineup is that you don’t have to agree with our rankings. You can (and probably will) find that one bike better suits your needs. And that’s the point: There’s something for everyone in this lineup, and enough accessories (100 total) to create the bike that works best for you. Of course, Indian has managed to do all this without completely shifting the Scout’s storyline. This is still very much a cruiser, just with a little cherry on top in the form of more horsepower and available tech. The Super Scout has a West Coast club vibe. (Tim Sutton/) Speaking of horsepower, if anything other than the 101 catches your eye, consider updating the ECU tune at your dealer if and when the opportunity arises. Pricing is not confirmed, but Indian says that will be an option, and the performance leap is big enough that it’s absolutely worth doing. Also, while we only tested bikes with the Limited +Tech trim levels and loved the touchscreen display, we tinkered with a Limited model with analog gauge, and found it much less endearing, meaning the Limited +Tech package might be the best way to go, unless you really do love keeping it simple. And, well, technically, that’s what the Scout is still all about. The Super Scout is a classic and simple touring cruiser. (Tim Sutton/) Adjusting ride modes is straightforward on the touchscreen dash. (Tim Sutton/) 2025 Indian Scout Classic Specs MSRP: $13,999–$16,699 Engine: Liquid-cooled 60-degree V-twin Displacement: 1,250cc Bore x Stroke: 104.0 x 73.6mm Compression Ratio: 12.5:1 Transmission/Final Drive: 6-speed/belt Claimed Horsepower: 105 hp @ 7,250 rpm Claimed Torque: 82.0 lb.-ft. @ 6,300 rpm Fuel System: Closed-loop fuel injection w/ 60mm throttle bodies Clutch: Wet, multiplate Engine Management/Ignition: Electronic Frame: Steel tube w/ cast aluminum sections Front Suspension: 41mm telescopic fork; 4.7 in. travel Rear Suspension: Dual outboard shocks; 3.0 in. travel Front Brake: 2-piston caliper, 298mm disc Rear Brake: 1-piston caliper, 298mm disc Wheels, Front/Rear: Wire; 16 x 3.5 in. / 16 x 3.5 in. Tires, Front/Rear: Pirelli Night Dragon; 130/90B-16 / 150/80B-16 Rake/Trail: 29.0°/4.8 in. Wheelbase: 61.5 in. Ground Clearance: 4.4 in. Seat Height: 25.7 in. Fuel Capacity: 3.4 gal. Claimed Wet Weight) 555 lb. Contact: indianmotorcycle.com 2025 Indian Scout Bobber Specs MSRP: $12,999–$15,699 Engine: Liquid-cooled 60-degree V-twin Displacement: 1,250cc Bore x Stroke: 104.0 x 73.6mm Compression Ratio: 12.5:1 Transmission/Final Drive: 6-speed/belt Claimed Horsepower: 105 hp @ 7,250 rpm Claimed Torque: 82.0 lb.-ft. @ 6,300 rpm Fuel System: Closed-loop fuel injection w/ 60mm throttle bodies Clutch: Wet, multiplate Engine Management/Ignition: Electronic Frame: Steel tube w/ cast aluminum sections Front Suspension: 41mm telescopic fork; 4.7 in. travel Rear Suspension: Dual outboard shocks; 2.0 in. travel Front Brake: 2-piston caliper, 298mm disc Rear Brake: 1-piston caliper, 298mm disc Wheels, Front/Rear: Cast 8-spoke; 16 x 3.5 in. / 16 x 3.5 in. Tires, Front/Rear: Pirelli MT 60 RS; 130/90B-16 / 150/80B-16 Rake/Trail: 29.4°/4.9 in. Wheelbase: 61.5 in. Ground Clearance: 4.3 in. Seat Height: 25.6 in. Fuel Capacity: 3.4 gal. Claimed Wet Weight: 542 lb. 2025 Indian Super Scout Specs MSRP: $16,499–$16,999 Engine: Liquid-cooled 60-degree V-twin Displacement: 1,250cc Bore x Stroke: 104.0 x 73.6mm Compression Ratio: 12.5:1 Transmission/Final Drive: 6-speed/belt Claimed Horsepower: 105 hp @ 7,250 rpm Claimed Torque: 82.0 lb.-ft. @ 6,300 rpm Fuel System: Closed-loop fuel injection w/ 60mm throttle bodies Clutch: Wet, multiplate Engine Management/Ignition: Electronic Frame: Steel tube w/ cast aluminum sections Front Suspension: 41mm telescopic fork; 4.7 in. travel Rear Suspension: Dual outboard shocks; 3.0 in. travel Front Brake: 2-piston caliper, 298mm disc Rear Brake: 1-piston caliper, 298mm disc Wheels, Front/Rear: Wire 40-spoke; 16 x 3.5 in. / 16 x 3.5 in. Tires, Front/Rear: Pirelli MT 60 RS; 130/90B-16 67H / 150/80B-16 77H Rake/Trail: 29.0°/4.8 in. Wheelbase: 61.5 in. Ground Clearance: 4.4 in. Seat Height: 25.7 in. Fuel Capacity: 3.4 gal. Claimed Wet Weight: 589 lb. 2025 Indian Sport Scout Specs MSRP: $13,499–$15,699 Engine: Liquid-cooled 60-degree V-twin Displacement: 1,250cc Bore x Stroke: 104.0 x 73.6mm Compression Ratio: 12.5:1 Transmission/Final Drive: 6-speed/belt Claimed Horsepower: 105 hp @ 7,250 rpm Claimed Torque: 82.0 lb.-ft. @ 6,300 rpm Fuel System: Closed-loop fuel injection w/ 60mm throttle bodies Clutch: Wet, multiplate Engine Management/Ignition: Electronic Frame: Steel tube w/ cast aluminum sections Front Suspension: 41mm telescopic fork; 4.7 in. travel Rear Suspension: Dual outboard shocks; 3.0 in. travel Front Brake: 2-piston caliper, 298mm disc Rear Brake: 1-piston caliper, 298mm disc Wheels, Front/Rear: Cast 8-spoke; 19 x 3.5 in. / 16 x 3.5 in. Tires, Front/Rear: Metzeler Cruisetec; 130/60B-19 / 150/80B-16 Rake/Trail: 29.0°/4.7 in. Wheelbase: 61.5 in. Ground Clearance: 4.4 in. Seat Height: 25.7 in. Fuel Capacity: 3.4 gal. Claimed Wet Weight: 548 lb. 2025 Indian 101 Scout Claimed Specs MSRP: $16,999 Engine: Liquid-cooled 60-degree V-twin Displacement: 1,250cc Bore x Stroke: 104.0 x 73.6mm Compression Ratio: 12.5:1 Transmission/Final Drive: 6-speed/belt Claimed Horsepower: 111 hp @ 7,250 rpm Claimed Torque: 82.0 lb.-ft. @ 6,300 rpm Fuel System: Closed-loop fuel injection w/ 60mm throttle bodies Clutch: Wet, multiplate Engine Management/Ignition: Electronic Frame: Steel tube w/ cast aluminum sections Front Suspension: 43mm inverted fork, fully adjustable; 5.9 in. travel Rear Suspension: Dual outboard shocks, fully adjustable; 3.0 in. travel Front Brake: Dual 4-piston calipers, 320mm discs Rear Brake: 1-piston caliper, 298mm disc Wheels, Front/Rear: Cast 5-spoke; 19 x 3.5 in. / 16 x 3.5 in. Tires, Front/Rear: Metzeler Cruisetec; 130/60B-19 / 150/80B-16 Rake/Trail: 29.0°/4.8 in. Wheelbase: 61.5 in. Ground Clearance: 4.4 in. Seat Height: 25.7 in. Fuel Capacity: 3.4 gal. Claimed Wet Weight : 549 lb. Indian Scout Bobber. (Tim Sutton/) Gearbox Helmet: Bell Eliminator Jacket: AGV Sport Chipper 130 Flannel Pant: Rev’It Jackson 2 SK Gloves: Spidi Boots: XPD X-Goodwood View the full article

Equitea MV Agusta by MP13 Racing (MV Agusta/) MV Agusta Press Release: Melissa Paris has never been one to back down from a challenge, and this MotoAmerica season will be no different for the former professional road racer and married mother of two young children. Through her team, MP13 Racing, Paris is stepping up from Junior Cup and Twins Cup to contest arguably the most competitive class in the 10-round championship: Supersport. And the Southern California native is doing so with support from a new manufacturer, MV Agusta, as well as a new title sponsor, Equitea. Equitea MV Agusta by MP13 Racing will campaign two MV Agusta F3 800 RRs prepared by MP13 Racing and ridden by Roberto Tamburini and Aiden Sneed. MV Agusta is one of eight manufacturers producing motorcycles homologated for the deeply talented and quickly expanding Supersport Next Generation class. The 12-valve, 798cc “Trepistoni” engine that powers the F3 800 RR is housed in a unique aluminized-steel tubular trellis frame mated to an aluminum alloy swingarm. One of the most iconic names in motorcycling, MV Agusta recently was acquired by Pierer Mobility AG, which also owns KTM, Husqvarna, and GASGAS. “Racing is a fundamental part of MV Agusta’s heritage that lives in the brand’s present,” said Luca Dovesi, head of MV Agusta North America. “Every MV Agusta motorcycle is developed with performance in mind, and therefore taking official part in MotoAmerica is a natural step for the company in a crucial market like the U.S. I am personally excited and proud of this step, which represents a testament to the renewed strength that MV Agusta has gained thanks to the partnership with Pierer Mobility.” Another welcome addition to the MotoAmerica paddock, Equitea is a minority-owned business that produces organic, small-batch, cold-brewed adaptogenic teas blended for health and wellness. “Equitea is proud to partner with Melissa Paris and MP13 Racing,” said Quentin Vennie, co-founder and CEO of Equitea, available nationwide at Sprouts Farmers Markets. “Our functional teas, combined with MP13 Racing’s skill, determination, and stellar coaching, are a winning combination. We look forward to seeing everyone at the racetrack.” Roberto Tamburini, 33, has experience in 125cc Grand Prix, World Supersport, WorldSBK, and the Endurance World Championship. “I am very motivated to face this season together and to ride an Italian bike—the MV Agusta F3 800 RR,” said Tamburini. “I will have to learn different things, such as the racetracks, a new bike with new tires, and get back on a 600 after many years spent on a 1000. For this reason, it might not be so simple, especially at the beginning, but I will try to bring my experience and speed to grow together step by step.” Aiden Sneed returns to MP13 Racing for a second year after a strong showing in Junior Cup. The only rider in the class racing a 321cc twin, he finished 13th overall. The Texan will make his Supersport debut at Brainerd International Raceway, June 14-16, when he reaches his 16th birthday. In the meantime, Sneed will attend all races and test with the team. “I am absolutely thrilled to be competing in MotoAmerica Supersport on an MV Agusta,” said Sneed. “With the incredible support of MP13 Racing, I am confident this year will be nothing short of amazing.” Another important piece of the MP13 Racing success story remains securely in place: Evan Steel, the owner of Tucson, Arizona-based Evan Steel Performance, who has enjoyed podium success with riders in both domestic and international competition, is returning to MP13 Racing for a third consecutive season to impart his special brand of two-wheel magic on the brace of F3 800 RRs. “Evan will manage our engine and electronics development,” said Paris. “Evan is my right-hand guy, and we are proud to have him as a part of our team.” Equitea MV Agusta by MP13 Racing will kick off its 2024 MotoAmerica Supersport Championship challenge on April 19-21 at Michelin Raceway Road Atlanta in Braselton, Georgia. Fans of the series who can’t attend in person can subscribe to MotoAmerica Live+ to watch every round of the MotoAmerica Championship. All the high-speed action is also available on Fox Sports FS1, MAVTV, ESPN Latin America, YouTube, MTRSPT1, and MotoAmericaTV. Check local listings for broadcast dates and times. View the full article