Motorsports Racing News & Blog Articles

We’re just a few days into the new year, and Harley-Davidson has already started shipping 2023 models to dealerships. These are mainly carry-over models, returning for 2023 with new colors, which should prepare dealers ahead of Harley-Davidson’s launch event on Jan. 18.

Harley-Davidson’s website already has the new colors (like the White Sand Pearl Road Glide ST pictured above) and pricing for perusal, and with no significant changes from 2022. With not much to talk about for these returning models, we can expect Harley-Davidson to have more up its sleeve for the launch event. Thanks to newly released regulatory filings, Motorcycle.com can confirm Harley-Davidson will be releasing at least four new motorcycles, in addition to seven 120th anniversary edition models.

We’ve already covered a bit of this before the holidays, confirming a new Nightster variant, anniversary edition models, and the 2023 CVO lineup plus a potential new Icon model. We now have more information on these new models, plus confirmation of a Chinese-manufactured X350RA model and the return to the U.S. market of the Breakout, now with a Milwaukee-Eight 117 engine.

Vehicle identification number (VIN) information submitted to the U.S. National Highway Traffic Safety Administration lists three of these models:

Welcome to 2023! The MO offices are full again after our annual weight-gaining extravaganza, and we are ready to hit the ground running into the new model year. That means we’re all about looking ahead, which means we are (mostly) thinking about the 2023 models and what new goodies the manufacturers have in store for motorcyclists. As is our tradition, we put fingers to keyboards and opined on what we, as professional moto-journalists, were most excited about after spending days on the EICMA and other new model announcements. So, what follows is our personal opinions about the bikes we expect to ride for the first time in the upcoming year. 

If you noticed the parenthetical weaseling in the previous paragraph, you may have questions, and we did, too, about John Burns choice of a 2022 model as his most anticipated ride of 2023. Well, no staffer has actually ridden this machine, and we expect to pick one up soon for a full test. So, we decided to let it slide since Burns never follows directions, anyway. 

The upcoming year looks to be a good one for motorcycling, and we can’t wait to take that ride with you. 

Ryan Adams, Managing Editor: 2023 Suzuki V-Strom 800 DE

It seems we’ve all stuck to our preferred genres this year for our most anticipated motorcycles of 2023 which is pretty cool because that means there are exciting bikes to look forward to for everyone. In the ADV scene, things don’t seem to be slowing down either. This year, we had two excellent new Italians join the middleweight field, and looking to 2023, Honda and Suzuki are joining the fray, as well. 

Now that it’s 2023, that means 1998 was 25 years ago and the Honda PC800, in its last year of production, is thus fair game for this week’s sacred Church of MO. The more all these years pile up, the more some of us dig practical devices like scooters. So why not a big scooter like this one? Alas, the PC may have just been ahead of its time in 1998. While we were busy salivating over new Yamaha R1s and Ducati 998s, calling the Pacific Coast the world’s most practical motorcycle may have been the most backhanded of compliments. Then again, the PC did enjoy a solid, decade-long run beginning in 1989, and there are plenty of nicely preserved ones still on the road.

Born To Be Mild

By MO Staff Mar. 05, 1998
Photos by Billy Bartels

Honda’s Pacific Coast 800 is the station wagon of motorcycles, which isn’t necessarily a bad thing, it’s just not fashionable at this time. Our adrenaline-junkie, Mountain Dew head-rush culture has replaced sensible and practical with fast and aggressive as objects of desire.

Just as bigger, more powerful sport utility vehicles have replaced the family wagon as the family and cargo hauler-of-choice, faster, more powerful mounts like Honda’s ST1100 as well as new aggressive race-bred sport tourers like Ducati’s ST2 and Honda’s new VFR Interceptor have sent bikes like the Concours and the Venture into virtual retirement. Although fast and sporty doesn’t always mean success in America (note the surprising demise of Kawasaki’s GPZ 1100 and Yamaha’s GTS 1000), all around
practicality isn’t what most Americans look for in motorcycles.

It scarcely seems possible that BMW Motorrad’s lineup-leading S1000RR sportbike actually made its official public debut a whole decade and a half ago in April 2008, with deliveries beginning the following year. Even though 15 years is a long time, especially in the Superbike arena, where serious players like BeeEm, as well as Ducati, Aprilia, and the Japanese, don’t stint on investing in fast-moving high-end technical R&D in pursuit of engineering excellence, the German brand’s first-ever customer motorcycle with a transverse-mounted four-cylinder has maintained its leading edge reputation for both mechanical and electronic innovation ever since then, and the newly introduced latest version is no exception.

This is because, for the coming 2023 model year, BMW has essentially uprated its existing volume production version of the bike by transplanting a good chunk of the array of technical upgrades available until now only to around 1,200 well-heeled or well-sponsored users of the M1000RR, the uber-expensive, uber-performing version of BMW’s street-legal superbike that’s been on sale for the past two years, essentially as a homologation special for Superbike racing. As such, it earned its keep by powering Peter Hickman to a trio of record-breaking race wins at the 2022 Isle of Man TT – albeit without breaking his astounding outright single-lap record of 135.452mph set in the 2018 Senior TT on an S1000RR – while also registering hard-fought race wins for Hicky and Danny Buchan in the hot-as-Hades BSB series. However, thus far the BMW has failed to be a true contender for top honors in World Superbike for the past decade, ever since Marco Melandri finished third in the points table on an S1000RR in 2012 – and that’s despite proven WSBK winner Scott Redding joining the factory team last season. 

An all-new engine

While BMW’s original game-changing, ultra short-stroke 2009 S1000RR set new standards on debut for series production four-cylinder Superbike technology, in 2019 there was a heavy revamp with less than 5% of the 8,200 components making up the entire motorcycle, including the engine, carried over from before. BMW Motorrad management was looking to significantly improve on the existing bike’s performance, meaning they wanted it to be one second faster on the racetrack, more than 10kg lighter, and easier to control, with improved rideability. Doing this entailed developing an all-new, lighter, more compact and more powerful 999cc engine measuring an unchanged 80 x 49.7 mm, which while 12mm narrower than its predecessor, also weighed 8.8 lbs less. This was thanks partly to a crankshaft 4 lbs lighter than before carrying 4mm shorter and 10% lighter conrods, which together delivered even better pickup throughout the rev range. But the most significant step that’s been carried forward alongside these other features to the 2023 model was the application of BMW’s patented ShiftCam Technology introduced on that year’s R1250GS adventure tourer’s Boxer motor, then transferred to BMW’s four-cylinder range. This combines both variable intake valve timing and differential valve lift, all in the same package, and together with revised cam profiles is responsible for at least 73.8 lb-ft of torque being available between 5,500 rpm and 14,600 rpm, where the short-stroke engine’s unchanged soft-action limiter cuts in. And that 8.8-lb weight saving came despite the 2.2-lb weight penalty entailed in fitting the ShiftCam system.

BMW S1000RR Engine’s Shiftcam Technology Explained
BMW Motorrad’s ShiftCam Technology owes nothing to the Vanos variable valve timing technology developed 30 years ago for use on BMW cars, nor the Valvetronic variable valve lift system introduced in 2001, both of which were considered too bulky for motorcycle use. Instead, the radical, highly innovative ShiftCam system in the S1000RR engine’s cylinder heads combines both variable valve timing and differential valve lift, all in the same package, as a means of optimizing cam timing and duration for what you’re asking the engine to do. For part-throttle openings, or lower down in the rev range, the cam has a shorter lift and reduced duration, meaning the inlet valves are open less. But ask for more throttle or higher revs and the cam shifts sideways, bringing into play a higher lift, longer duration cam lobe, more suited to outright performance.
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This is achieved by having the inlet camshaft of each cylinder incorporating two different cam profiles mounted side by side on the same shaft. One of these is a partial-load cam, which has been configured to deliver improved fuel consumption and refinement at part-throttle. The other is a full-load cam designed for enhanced output via more aggressive throttle openings, which delivers longer duration inlet valve openings. By means of an axial shift from side to side of each inlet camshaft, the paired inlet valves on each cylinder are activated via their finger followers by either the partial-load or the full-load cam, depending on engine rpm, gear selected, and throttle load, with that axial shift affected by means of a pin that’s electronically actuated via the ECU, operating the shift gate on the camshaft.
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This means that as the throttle opens wider via the twistgrip, the electronic actuator lifts a pin to lock into the inlet camshaft gate. The rotation of the camshaft then permits the pin to draw the camshaft sideways, to bring the more aggressive longer duration cam lobes into line with the valves. When the throttle is closed, the camshaft is pulled back across the cylinder head, and onto the less aggressive smaller profile cam employed for normal use. Either way, the change is practically instantaneous, taking just 10 milliseconds to accomplish. That’s less than the blink of an eye.
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Additionally, the variable configuration of the cam geometry also enables a variation in the inlet valves’ stroke. While the full-load cam provides maximum valve stroke, the partial-load cam delivers reduced stroke. There is also a phased differential opening between the left and right-hand inlet valves in each cylinder, in terms of both stroke and angular position. This phased shift means that the two inlet valves are opened a differential amount in terms of lift – i.e. one more than the other – and on a time-staggered basis. This helps create additional swirl for the incoming charge of air and fuel, and thus greater agitation of the mixture as it flows into the combustion chamber. This results in both improved combustion – so, a bigger bang – as well as more complete burning of the fuel, thus ensuring reduced emissions and a claimed up to 4% lower fuel consumption. And the smoother delivery and broader spread of torque also reduces the propensity of the bike to pull wheelies, as there isn’t such a fierce spike in the torque delivery. But the biggest advantage of the ShiftCam Technology in dynamic terms is the noticeable increase in ridability in both normal road conditions, and in high performance use on the racetrack, thanks to the significantly enhanced midrange power, and the wide spread of torque it delivers.

Now, in pursuit of greater performance at higher revs, BMW has transposed the M1000RR’s airbox and cylinder head to the volume production Euro 5-compliant 2023 S1000RR, though its new intake porting is cast in here rather than milled out, as on the M RR. As before, the uprated S RR engine is fitted with a variable-length intake system whereby the height of the inlet trumpets atop the 48mm throttle bodies that are now shorter overall for 2023, is further reduced via an electric servomotor mounted on the airbox operating at 11,900 rpm (a hefty 2,900 revs higher than before) to enhance top end performance in conjunction with the ShiftCam Technology system. This has allowed BMW to raise power by 3bhp to 207bhp at 13,750 rpm, 250 revs higher than previously, with peak torque unchanged at 83 lb-ft, but delivered 500 rpm higher at 11,000 rpm. 

If shootouts are MO’s bread and butter, single bike reviews and first rides are the main course. Motorcyclists crave information on the newest machinery, and we try our best to give you what you want. While you may not always agree with our opinions – and occasionally even accuse us of being on the take when our impressions don’t mesh with your desires – we try our level best to let you know what we think about every bike we have the good fortune to throw a leg over. For 2022, we have a resounding winner that left the rest of the reviews and first rides in the dust, and when you get to that entry, we figure that you won’t be very surprised. 

3. 2021 Honda PCX Review: Alternative Transportation

So, the third most read review on MO in 2022 wasn’t even published this year. Go figure. If nothing else, this popularity points to the importance of the scooter market and why we keep publishing reviews of them. The writing is on the wall. We need to do even more.

2021 Honda PCX Review: Alternative Transportation

John Burns has been carrying the scooter flag here at MO and is constantly saying how much he loves their versatility. The Honda PCX features just enough power to get the job done in an urban environment with its 157cc liquid-cooled single. It has more storage than the previous generation. It looks good, and according to Mr. Burns: “Honda says its ultimate tool for tackling urban environments in style has also evolved to a new level of comfort. It’s hard to disagree. It’s faster and smoother, too.”

Shootouts have long been the bread and butter of Motorcycle.com’s reviews. Some of this is because the expandable nature of web pages makes long-form content much easier than back in the print media days. Another reason is that the MO motto has always been “more is more.” So naturally, we changed things for 2022. Instead of more bikes, we decided to focus on more shootouts for the year. We think the experiment was largely a success (although you can feel free to give us your opinion in the comments), and for 2023, we are considering a hybrid of shootout models to see if that is the magic combination. However, before we ride into 2023, we need to look at what made the previous year such a good one. So, here are the shootouts that you readers decided with your clicks were the best 2022 had to offer. 

 

3. Showdown: 2022 Kawasaki Ninja 400 Vs KTM RC390 – At The Track

This was a surprise. While we know how popular smaller bikes are amongst our readers, we didn’t expect this Showdown to rank so highly because it was track only. Well, we were wrong. It turns out that tons of you wanted to see how the long-dominant Kawasaki Ninja 400 stacked up to the updated KTM RC390 in a closed-course environment. So, we gathered four different riders to see how the bikes stacked up. 

2022 Kawasaki Ninja 400 Vs KTM RC390 – At The Track

Happy Birthday to Baby Jesus and good will toward all on the day of this final Church of MO for 2022. It was the best of times 20 years ago, when Attack Performance’s proprietor rolled Jason Pridmore’s championship-winning Suzuki out for little old us to have a go at California Speedway. As I recall it may have been a case of mistaken identity: Richard Stanboli may have thought it was John Burns calling from Motorcyclist (a big print publication at the time from which I had just been expelled), not John Burns from Motorcycle.com (a pipsqueak online publication which thought nothing of running a 2200-word bike test with one action photo). Say, what’s an online publication?

Twenty years ago, guys like Stanboli were nibbling around the edges of electronic rider aids (I could’ve sworn there was a Calvin Kim tech sidebar to this I can’t find). It’s great to see Richard and Attack are still hard at it! 

The e-mobility game has been heating up for a while now (literally in the case of those spontaneously combusting “hoverboards”), and I’ve been seeing more and more people on e-bikes around town and down at the beach with a fairly significant increase in the past couple of years. On the way back from some pedal-pushing of my own during lunch (#musclesnotmotors), I saw a couple of kids two up on an e-bike that looked similar to a Super73, but was not. It was a glance into what unadulterated freedom must feel like for two 13-year-olds: the boy piloting the machine sans shirt, but with a helmet, and a girl standing up on the passenger footpegs, hair flowing in the wind, both laughing and smiling, not a care in the world. Meanwhile, I hurried home to crawl back into my dark, dank office with hopes that my tyrannical editor hadn’t noticed my time away from the screen.

Super73-R Brooklyn

+ HighsWill bring out your inner kidStealthy urban exploration (probably in places you shouldn’t be)Ride modes and levels of assist allow you to go further

– SighsExpensiveAwkward ergos for pedalingDoesn’t have much torque from a standstill

Jumping onto the Super73-R Brooklyn kind of makes me feel something close to what I imagine all the cool California surfer groms motoring around on e-bikes down at the beach feel. Mentally, it brings me back to a time where I would just ride my bike around for no reason, looking to explore new places and get into trouble while doing so, all for the thrill of it. Knowing that I don’t have to rely solely on my own power while doing so makes me want to swing a leg over the S73 more often, too. 

Super73, an Irvine, California-based company, has definitely taken the more stylish approach to the e-bike craze with its rear hub-based motor-propelled cycles and its California surfer/moto vintage lifestyle brand marketing. The company’s line-up now includes 11 models spaced apart through three categories (the R, S, and Z-series) that have varying levels of performance.

Super73-R Brooklyn

The Brooklyn model that I got to test falls into the company’s higher-end R-Series, which all include front and rear suspension, a thumb throttle and four levels of pedal-assist, and the ability to change between Classes 1, 2, and 3 as well as a full-power Off-road mode. The 48v 20ah battery/tank is said to last upwards of 75 miles under Class 1 use, and it puts power through a 750w nominal/1200w peak (in Classes 1, 2, and 3) motor that can reach 1200w nominal/2300w peak in Off-road mode. The Brooklyn also features Bluetooth connectivity with the Super73 app, a digital display, and a headlight and taillight/brake light that can be switched on or off at will as well as a fairly loud horn.

Earlier this week, we uncovered Australian certification documents revealing a new Nightster S model and Harley-Davidson‘s 2023 Softail lineup including 120th anniversary Fat Boy 114 and Heritage Classic 114 models. As we predicted, a similar document certifying Harley-Davidson’s 2023 touring models has now been released in Australia, confirming the models returning, as well as the Anniversary Edition Touring models, plus one possible addition to Harley’s Icon collection.

120th Anniversary Harley-Davidson Softail Models Leaked

Returning for 2023, at least for the Australian market, are the Road Glide Special, Road Glide ST, Street Glide Special, Street Glide ST, Road King Special, and Ultra Limited. According to the certification document, Harley-Davidson will introduce Anniversary Editions for the CVO Road Glide Limited (FLTRKSEANV), Road Glide Special (model code FLTRXSANV), Street Glide Special (FLHXSANV), and Ultra Limited (FLHTKANV). Most of these anniversary models also received 115th Anniversary Editions in 2018, including the Ultra Limited pictured above.

New for 2023 is a model designated as the “FLHFB”. The model code was previously used in the ’60s for the FLHFB Electra Glide, which makes us suspect that it will be 2023’s addition to Harley-Davidson’s Icon lineup. The 1965 Electra Glide was one of the last Harley-Davidson models to use the Panhead engine, but the first with electric start.

Harley-Davidson turns 120 next year, which naturally means we’re getting some special Anniversary Edition models. Thanks to new vehicle certification data from Australia, we can confirm that the Heritage Classic 114 and the Fat Boy 114 will be receiving 120th Anniversary Editions.

The Australian certification for Harley-Davidson’s Softail models was updated today, adding mentions of two new model codes: “FLFBSANV,” and “FLHCSANV,” both with vehicle identification number codes that indicate 2023 models. FLFBS is the model code for the Fat Boy 114 while FLHCS is the code for the Heritage Classic 114, so naturally the “ANV” indicates the Anniversary Edition versions.

As of this writing, only the Softial models have been certified with 2023 anniversary models; the documentation for Harley-Davidson’s touring models has not been updated since November, but we expect there will be at least one anniversary edition touring model.

The Australian certification also confirms 2023 model year VIN codes for the Heritage Classic, Fat Boy, Fat Bob, Street Bob, with the data confirming they are all staying with the 114ci engine. The Low Rider S, and Low Rider ST are also confirmed as 2023 models with the larger 117ci engine.

The Harley-Davidson Nightster is getting a new “S” variant for 2023. The news comes to us via certification documents from Australia that confirm the new model along with two images of the Nightster S.

The Australian filing provides data on Harley-Davidson’s Revolution Max models including the Nightster (RH975), Sportster S (RH1250S), and Pan America 1250 Special (RA1250S). Not mentioned is the non-Special Pan America 1250, which isn’t offered in Australia. The latest update to the file, dated today, adds a new RH975S model, which we assume will be for a Nightster S.

The file includes a sample vehicle identification number that indicates the filing is for the 2023 model year. The file also includes two photos of the RH975S showing a model that closely resembles the Nightster but with a few styling differences.

And styling differences may be all that separate the RH975S from the RH975, making us question why it is worthy of an “S” designation. That said, the Sportster S only exists with that designation, so perhaps the “S” isn’t as special as it used to be.

Long-term test bikes aren’t something we normally do here at Motorcycle.com, but when Yamaha’s PR guy Gerrad Capley said I could take the MT-10 SP home after the press intro, it was an offer that was hard to resist. When I asked him how long I could have it, he basically shrugged his shoulders and winked. “Can I modify it?” I asked. “Only if you give it back to us in stock form,” he said. Just like that, I dashed away with an MT-10 SP for an indefinite amount of time. Nice.

If you bothered to read deep into the comments section of my 2022 Yamaha MT-10 SP First Ride review, you might have seen that I was going to do something like this. I suppose putting it in writing with its own post makes it official. The plan is to put some miles on it, obviously, but also to add some bang-for-the-buck modifications to really extract the most out of it without getting too crazy. I also don’t want to price this thing into the category of some of its European competitors, which in stock form would still be better than the MT anyway. And since the bike is predominantly going to be in my hands, it’s going to see a life filled with racetrack miles to go along with the miles spent on the freeway and canyons. But since the MT will be ridden in between other test bikes floating around here at MO, don’t expect to see mega miles or maintenance along the way. Although, if the bike does require any unplanned repairs, that’ll be noted in future installments. 

2022 Yamaha MT-10 SP Review – First Ride

What’s The Plan?

I have a soft spot for Yamaha’s MT-10 and I think it really boils down to the crossplane crankshaft. The sound it makes with its uneven firing order really gets me worked up. But riding it, at least in stock form, tends to leave me disappointed – mainly because it feels so blatantly muted from the factory. It’s a case of engineers building something cool, only to get stymied by a bunch of lawyers who don’t want the PoPo breathing down their necks. All manufacturers have a similar issue to some degree, but when riding the MT-10 SP, I couldn’t help but think “I wonder what this would feel like uncorked.” When Capley offered me the keys and an open end date, it felt like fate telling me to find out.  

Sometimes you don’t know what you want; you only know that you want something. If you’re in group A, keep reading MO and scanning the general marketplaces, of which there are now a bunch. On the other hand, if you know the motorcycle you want, don’t overlook shopping the online forums – of which MO‘s parent company, Verticalscope, happens to own a shedload; multiple forums is Fora, and chances are if it has wheels, wings, skis, sails or propellers, there’s an online forum full of fans.

There are good reasons for forum shopping. For one, the people on a given vehicle forum are collectively the best source of knowledge for that vehicle, be it motorcycle, automobile, boat, tractor or whatever. For that reason, you can comfortably sit back and watch the knowledgeable forum members ask the right questions anytime anything comes up for sale.

If the seller is an upstanding member of the forum (you can check their join date and history), chances are they’re also well-informed about the thing they’re selling. As a member of an enthusiast community, they’ve usually kept meticulous care of the thing they’re selling, and often have showered it in aftermarket upgrades. (It’ll be your job to break it to them gently that they’re asking way too much money for their baby.) Maybe most importantly, a member of a community has more incentive to be honest and trustworthy than a guy on Craigslist who wants to meet you in the Walmart parking lot, cash only.

Why not take this 2018 V-Strom 1000XT for an example, to kick things off, on Stromtroopers.com?

If last week’s SYM Fiddle IV wanted to be a Vespa, I think we can safely say the Cabo 125 is the Taiwanese version of the Yamaha Zuma 125: Both are cute little scooters rolling on 12-inch knobbies for that rugged mini-ADV look. Why not? Chicken versus egg wise, though, who knows which one came first? There’s all kinds of international and brand cross-pollination going on with countries of origin when it comes to scooters.Lance Cabo 125

Editor Score: 85.5%

Engine	16/20	Suspension	13.5/15	Transmission	8/10
Brakes	9/10	Instruments	4/5	Ergonomics	8.5/10
Appearance	9/10	Desirability	8.5/10	Value	9/10

+ HighsNicely turned out, great fit and finishFun handling, slightly dirt-worthy, decent brakesThe price is right, Bob

– SighsNo helmet storage nor hooksHad to spend 12 cents to cure slight leannessCheap enough to make you overlook the first two Sighs

Like we mentioned last week, SYM is Sanyang Motors, Taiwan’s first motorcycle manufacturer, since 1954. It began producing bikes for Honda in 1961 and did so for decades, before segueing into a relationship with Hyundai automobiles more recently. SYM seems to know what it’s doing, and don’t be confused that this SYM is a Lance: SYM builds the Lance line of scoots for the US market.  

Cabo 

If you’ve been to Cabo San Lucas, or any Cabo, then you know speed is not of the essence at all, and so 125cc should be plenty. In fact, the Cabo’s claimed 8.4 horses at 7500 rpm and 6.1 lb-ft at 7k is more than enough to get the around-town job done, especially since the claimed weight is but 218 pounds. That’s from a 124cc air-cooled Single with a high-tech ceramic bore coating, feeding through your usual CVT. And get this: it breathes through a carburetor. In the Cabo’s case, that’s not a bad thing.

That’s because the poor little dear barely wanted to start on these crisp 50-degree SoCal winter mornings, and when she did, she would often flame out until completely warm. Even then, throttle response was just okay, never enthusiastic. Hmmm, as an adolescent of the `80s, I think I recognize all these symptoms. Whipping off the engine cover in the bottom of the cargo hold, well I’ll be: The top of the carburetor is right there staring back at you, held on by two little Phillips-head screws, one of them guarded by a dab of silicone that popped right off without a struggle. Classic Motojournalism 101: Remove carb slide, place 0.5mm washer (12 cents at Ace Hardware) under jet needle to raise it that amount in slide (thereby allowing a smidge more fuel flow), reassemble. 

To tell you the truth, in all the excitement, I don’t remember if I ever rode a 2012 BMW G650GS Sertao or not? Most of BMW’s attempts at middleweight adventure have been forgettable that way. But the Sertao actually comes off pretty okay in Pete’s review. And now there’s a gaping hole in BMW’s current line-up between the F750GS (which is 853 cc, don’t ask) and the rank beginner G310 GS. In any case, it sounds like a good day at the RawHyde Academy and another solid day’s work for Kevin Wing.