Motorsports Racing News & Blog Articles

I’m accustomed to begging scooters from the Big Four, from the companies I know – Kawasaki excluded since they don’t make a scooter – and hanging onto them as long as I can. You’d be surprised. But Honda may be sore after I crashed that last ADV150 while testing its tires over railroad tracks, even though I offered to buy it (at a discount, since it was crashed). Come to think of it, they may even be still sore about the Metropolitan we crashed in our 2002 Scooter Smackdown. Some of these huge corporations have impressively long memories, but atrocious short-term ones. Yamaha has no scooters in the current test fleet (frightening), and Suzuki has no Burgman 200s. Dunno what’s become of Kymco? There’s no love from Vespa.

Editor Score: 85.25%

Excuse me for sounding like a broken record as I once again espouse the value of having a scooter around the house for all those little errands and outings, at least for those of us trapped in the city or the ‘burbs.

A scooter saves wear and tear on your other vehicles, on your body, since scooters are light, easy to ride, and stress-reducing – and on the planet. Scooting to the store for a can of cat food, a box of wine, and a bunch of cilantro, or downtown for an Early Bird special after a grueling day on the ol’ Macbook, is just plain fun. It’s no Alps tour or Barstow-to-Vegas, but even a 10-minute motorcycle ride brightens the day.

Nothing succeeds like excess – and by concocting the 2023 M 1000 R (or “MR’ as they’d like us to call it), BMW is doing its best to confirm the truth of that axiom in a two-wheeled context.

How else to characterize a Naked-as-Nature straight-Four hotrod with upright handlebar and no screen, which has a 14,600 rpm redline and produces a claimed 206.5 hp at 13,750rpm, with claimed peak torque of 83.3 lb-ft at 11,000rpm, that has a homologated/proven top speed of 174 mph and weighs just 438.7 lbs with all liquids, including a full 4.4-gallon tank of fuel? Consider that just a decade ago the factory S1000RR Superbike racer which BMW’s works riders Troy Corser and Leon Haslam raced in the 2011 WSBK series produced 216 bhp at 14,900 rpm, and it’s clear that the new MR super-roadster is a statement of intent that can’t be ignored. In what’s surely the most competitive model segment in real world road riding right now in terms of performance and allure, with the debut of the power-up M-version of its existing S1000R roadster producing a “mere” 162 hp, BMW is throwing down a “beat-that” gauntlet to its Ducati, Aprilia, MV Agusta, and KTM rivals for the normally aspirated SuperNaked crown – as well as anyone else thinking of joining the party. Like Yamaha, maybe, did I hear you say?

BMW has achieved this by essentially transplanting the engine, lean-sensitive electronics, suspension, and much of the transmission from the latest version of its S1000RR Superbike contender, to create the excessive excellence represented by this new aero-equipped uber-Roadster.

Two Bikes in One

And it’s done so without detuning that hardware or downgrading the software in any way, simply delivering what amounts to two bikes in one by the smoothness with which something that’s happy being ridden around towns and suburbs at lower revs and everyday speeds, is transformed on the open road into a fire-spitting missile of a motorcycle at anywhere above its 8,000 rpm super-power threshold. But as a 150-mile ride on the BMW press launch along the superb but deserted pork-barrel roads of southeast Spain, followed by a disappointingly scant four laps of the Almeria circuit confirmed, the result is a motorcycle which will surely out-perform any customer Superbike-with-lights anyplace you care to ride – except on a racetrack with sustained high speeds, where the virtues of a lower, more streamlined riding position and more focused racetrack handling, will assert themselves. But on a tight track like Almeria minus its kilometer-long main straight, I’d bet most expert riders could lap faster on this Naked Superbike than on the S1000RR it’s essentially derived from.

BMW Motorrad is commemorating its 100th anniversary with the release of Special Heritage editions of the R nineT and R18. BMW will produce 1,923 units of each model, recognizing the debut of the brand’s first motorcycle, the R 32, in September 1923 at the German Motor Show in Berlin.

Both models come with a number of chrome and Option 719 parts, including some milled pieces and several paint-on-chrome surfaces. The use of chrome recognizes its historical use in motorcycles, particularly from the 1920s and onwards.

The painted chrome elements actually posed a new challenge that BMW didn’t face in the past with classic models like the R 75/5, because of changes in paint technology. In the past, manufacturers used solvent-based paints which worked well with chromium, but modern solvent-free paints are more finicky.

For the 100 Year editions, BMW had to use a REACH regulation-compliant Chromium III process that requires the metal surface to be polished to a high gloss and be free of dust and scratches. The parts then had to be immersed in various electroplating baths to add layers of copper, nickel, and chromium. Paint can then be added in several layers, with a final clear coat added at the end.

INNOVV has been producing progressively better motorcycle dash cams at reasonable prices for over five years, and we’ve typically had good results from them. Now, the company is stepping more directly into the action camera market with a helmet cam that offers some distinct differences from the 800-lb gorilla in the market. I’ve been testing the INNOVV H5 Helmet Camera for a while and have found it to be an amiable riding companion. 

In the box

The packaging is of a quality that you would expect from a higher-priced product, with a top held closed with a magnet. Inside, you’ll find the camera, a 2400 mAh battery, and a USB connector for powering the camera when the battery runs out. Hidden below the initial view is a helmet mount and a few other doodads. 

The H5 camera (or DVR as INNOVV refers to it) brims with features. With a maximum resolution of 4K at 30fps, in addition to 2.7K at 60fps and 1080P at 60fps. The SONY 4K image sensor features a built-in image stabilization capability. The still camera function offers choices of 20, 10, and 5 megapixels. Finally, the camera can support MicroSD/TF cards up to 512GB, for roughly 4 hours of 4K video time. The camera has a built-in microphone for recording ambient sound, and an optional boom-microphone adapter is available as an accessory. 

The H5’s form factor is unusual (and polarizing), favoring a narrow front face when compared to most GoPro-like action cameras, choosing instead to put the bulk of the camera to the rear instead of the side. The camera’s dimensions are 1.3 x 4.3 x 2.2 in., making it look a good bit larger than GoPro’s 2.64 x 1.34 x 1.85 in. Given the larger dimensions, you would probably be surprised to learn that at 5.1 oz., the H5 weighs less than the 5.4 oz. GoPro Hero 11. Additionally, the H5’s  smaller front facing surface area reduces the forces generated by the wind blast at speed (when mounted on the side of a helmet), while simultaneously allowing for a larger battery. Powering the H5 is a removable 2,400mAh battery, which is claimed to provide 300 minutes (5 hours) of recording time. The unit itself is IP65 compliant for splash, water, and dust resistance. 

Entry level dual-sport has for a very long time existed in the void between categories, particularly when you consider folks who are shorter in the inseam. We all need to start somewhere, but for most who did not grow up riding, or maybe started exclusively on street motorcycles, the reality is that the entry-level engine size is often combined with the inability to comfortably touch the ground at a stop. That’s enough to deter all but the most stubborn of vertically challenged riders. Kawasaki is hoping to change this with the 2023 Kawasaki KLX230 S.

Editor Score: 89%

Typically, entry-level dual-sport motorcycles with lower seats are forced into compromises to achieve the desired lowness, such as using smaller wheels, underpowered engines, and very basic suspension. While this is helpful initially, riders often grow out of the bike’s capabilities very quickly, and the bike starts holding them back from the skills they could have been learning on something more suited to a wider variety of terrain or the ability to achieve higher speeds. 

Portugal is a great place to visit for a number of reasons, but it’s particularly accommodating for those who do it in the dirt. Compared to the rest of Europe, Portugal’s tolerance of off-road motorcycle riding knows nearly no bounds. It’s an excellent place for dual-sport and adventure motorcycles. Serpentine paved roads connect dozens of dirt paths just waiting to be explored – and I was fortunate enough to do just that on the 2023 KTM 890 Adventure.

Editor Score: 89.5%

The last time I rode KTM’s base model middleweight adventure bike was during the 790 Adventure/R introduction in Morocco. We spent half of a day on the 790 Adventure on mostly sand strewn two-lane highways with a little time off the side of the road in sandy, flat terrain. I wasn’t terribly impressed with the Apex suspension, but didn’t have time to try much adjustment either. KTM, of course, saved all the fun for the following day with the R model. To this day, that was one of the most fun and challenging press rides that I’ve attended; a great test of the motorcycle. 

Perhaps that’s why, this time around, KTM decided to have a press ride solely focused on the 890 Adventure – without the R hogging all the fun. The two models are essentially the same for 2023 with the suspension, tires, and seat being the major differences. So, like before, there’s still a good argument to be made for considering the 890 Adventure.

New for 2023

As alluded to above, this is a revision year for the 890 Adventure platform. Redesigned bodywork, refined suspension settings, a seat with 10mm more foam, some electronic tweaks, and Pirelli Rally STRs pretty much round out what’s new for 2023. We still don’t have pricing, but in 2022 there was a $1,200 price difference between the base ($13,399) and R ($14,599) models.

Ten years ago everybody wanted to go big, so it’s nice to see everyone coming to their senses by naming the right-sized Aprilia Tuareg MOTY 2022. If you still want to go big without breaking the bank, you could do a lot worse than a lightly used 10-year old one of these big ADV bikes (bearing in mind only one of them had cruise control). How barbaric. Duke was there, and Tom was there, Kaming Ko, and even Trizzle was there – so maybe the laddie doth protest too much about his lack of ADV experience? In the 10-minute video, they all look 10 years younger. 

2022 Motorcycle of the Year: Aprilia Tuareg 660

Each year, we gather as a staff for the task of choosing Motorcycle.com’s Motorcycle of the Year (MOTY). Sometimes the debate can be heated – and lengthy. This year, we reached consensus on the top two choices relatively easily. What caused the debate was the ranking of the two, but we were able to come to an agreement (some possibly reluctantly) as to their final standing. Remember, the MOTY is not about choosing the absolute best motorcycle of 2022. While the bike needs to be one of the best by winning one of our MO Best Of categories (MOBO), the bike needs to be something more; it needs to say something about the current state of motorcycling. The 2022 MOTY is no different. In fact, it was alone in winning two MOBO categories. When you combine the two, the motorcycle says a lot about its current class of motorcycles, in this case adventure-touring and value motorcycles. The 2022 Aprilia Tuareg 660 illustrates the continuing advancement and the maturity of the adventure-touring market.

2022 Aprilia Tuareg 660 Review – First Ride

Showdown: 2022 Aprilia Tuareg 660 vs. Yamaha Ténéré 700

Best Adventure Motorcycle of 2022: Aprilia Tuareg 660

It’s been a couple of months since Honda outlined its electric motorcycle plans, which included a mix of mopeds, scooters and three large-sized “Fun EVs” destined for North America by 2024 and 2025. The initial announcement included a teaser image of two motorcycles and a scooter.

Today, Honda released another glimpse of a future electric motorcycle in, of all places, a rendering of its float for the 2023 Rose Parade.

As the presenting sponsor for the 13th time, Honda will once more be the lead float in the Rose Parade. This year’s float, called “Forever Determined,” is part of an ongoing brand marketing campaign promoting the company’s initiatives including its plans for electrification. Honda says it’s pursuing a goal for carbon neutrality by 2050, and having North American vehicle sales be 100% electric by 2040.

The float shows several Honda vehicles, including the all-electric Prologue SUV, the Acura ARX-06 hybrid race car, a Hondajet Elite II plane, and a prototype Honda eVTOL (electric vertical take-off and landing aircraft). Also nestled in there is what is simply described as “a Honda electric motorcycle”.

Best Adventure Motorcycle of 2022: Aprilia Tuareg 660

It was a hard choice between winner and runner-up in the Adventure category which means we’re the real winners. There are so many great options not only in the middleweight category, but also the genre as a whole. The Ducati and Aprilia are two of the latest entrants into the segment and the Tuareg managed to eke out the win for precisely the reason we’ve seen it twice now in our MOBO selection – its exceptional value proposition.

2022 Aprilia Tuareg 660 Review – First Ride

The 660cc Parallel Twin-powered Tuareg proved its versatility during our long ride off-road and on from Sturgis to Los Angeles during our August Showdown. It was Evans’ and my preferred steed for the long stints on the street and gave up little if anything when the trail got bumpy. Further showing its versatility was the fact that Evans and I had the same observations despite our different levels of off-road proficiency. Being able to adjust the electronics to suit the ride really helps the tailor the Tuareg for a large swath of riders. The fact that it’s smaller in stature and displacement also helps those new to riding or the ADV scene to feel less intimidated while allowing them to enjoy their first foray into the unknown.

For Aprilia to knock it out of the park with the first really well-rounded adventure machine certainly deserves praise, and like we mentioned before, the Italian marque has managed to do so while providing a great value relative to any motorcycle segment – not just for an ADV bike. And it’s for those reasons that we’re giving the Aprilia Tuareg our Best Adventure Motorcycle of the Year award.

Best Sportbike of 2022: Ducati Panigale V4 S

It seems a little crazy that anyone with the cash can just pull up to a Ducati dealer and walk away with a Panigale V4 S. What it has to offer would have seemed like science fiction just a decade ago. For starters, a decade ago who would have thought Ducati would deviate from its beloved L-Twin for its flagship superbike? Not only has Ducati doubled up its cylinders, but it has continued its winning ways. The 2022 Panigale V4 S is the byproduct of many of those lessons. It’s done so while keeping in mind that pros and regular schmucks like us ride these things too, so making it easier and more accessible to ride – and ride quickly – was also a focus. The convenient byproduct is that a bike that’s easier for average Joes to ride quickly also translates to a bike the really fast guys and gals can ride quickly, too.

2022 Ducati Panigale V4 S Review – First Ride

Our pal Mark Miller is no ordinary schmuck. As one of those aforementioned really fast guys, he called the Panigale V4 S “the most capable turnkey track day bike ever produced.” Hyperbole? Maybe, but Ducati achieved this by leaving the engine alone. I think we can all agree that 200-whatever horsepower is enough (at least for now). Getting it to the ground is what matters, and Ducati went to great lengths to make this happen. The bulk of the V4S evolution comes from the electronics, where members of Ducati Corse (the folks who work on the MotoGP and World Superbike machines) took lessons learned at the highest forms of racing and applied them here. Now the screaming 1103cc V4 engine is a gentle beast.

We could write a whole section on the electronics alone, but you get the point. Several minor tweaks to the touch points in the cockpit are aimed at keeping the rider more comfortable, while slightly different tweaks to the Öhlins Smart EC 2.0 electronic suspension and repositioning of the swingarm pivot result in handling that’s even better than before.

Some readers have noticed that a few of us MOrons are avid backpack users. In fact, it may have become somewhat of an addiction. The reason behind this is that motorcycle backpacks have become as specialized as motorcycles themselves, with different ones designed for different riding activities, be it day rides, adventure touring, or just commuting. Now, you don’t need a closet full of them, like Ryan, but since we are always looking for new developments in the category of gear, the Mosko Moto Wildcat 12L Backpack With Chest Rig (also available in an 8L version) caught my eye as I was preparing to ride in the 39th LA – Barstow to Vegas Dual-Sport Ride. However, it wasn’t just the plethora of features built into the bag that enticed me. Additionally, the optional attachment, the Chest Rig, that piqued my curiosity. 

The Wildcat 12L backpack itself sports all the right features for a long ride in which a variety of needs might be encountered. First, as the name implies, the internal storage of the backpack is a sizable 12 liters. Constructed of 630D high-density 100% recycled nylon (Mosko even has the certification to prove it), the exterior has a water-repellant finish and measures a respectable 18.25 x 9.5 x 6 inches. Of that capacity, 3L can be taken up by the included water bladder and insulated drinking tube. 

The central chamber of the pack consists of two pockets, one for the water reservoir and one for everything else. This is where you’ll carry the bulk of your gear. On the outside, a dedicated goggle pocket hints at Mosko’s adventure roots, while providing a soft liner to protect the lens. Nestled below the goggle pocket, a second, zippered pocket features straps to hold tools or other small items in place. 

Next, on the exterior of the pack’s chassis, a scaled down version of the versatile beavertail that Mosko builds into its Reckless saddlebag systems. This flap is attached to the bottom of the pack and utilizes a combination of a zipper and mesh straps to adjust its size. A pair of nylon mesh straps take care of securing the open top of the beavertail. Designed to be used for quick storage, like stripping off insulating layers as the temperature climbs, the open top allows for easy access to the storage space. Once items are inserted or removed, the nylon straps cinch down the beavertail to prevent anything from falling out. 

Best Naked Motorcycle of 2022: Ducati Streetfighter V4 SP2

Allow me to say it before you do: this is cheating. I know. The Ducati Streetfighter V4 SP2 is bonkers. And while it technically meets our rules of being available for purchase by the time of posting, it also kinda doesn’t because each of these were spoken for within a week of its release. Sorry.

So, yes, the Streetfighter’s a bit of a joker in the deck, but hey – it meets our rules and it’s one hell of a motorcycle. Then again, it better be. I’ve written about the 1103cc V4 more times than I can count, but it seems like no amount of writing about it can express how bloody quick this thing is. With 200-ish horses (depending on how you have it configured) it’s anything but slow, and the top-shelf Öhlins suspension does a masterful job of damping all the vibes. But the icing on the cake is the inclusion of carbon fiber wheels.

In theory, we all know the benefits of reducing the amount of rotating mass underneath you, but to actually experience it in person can be a shock to the senses. Every aspect of performance – acceleration, braking, handling – is just that Nth degree better. I know this because I was fortunate enough to ride a standard Streetfighter V4S alongside the SP2. It leaps out of corners with more thrust, flicks from side to side with more ease, and scrubs off speed with more purpose. And that’s before we get into how well integrated all the electronic systems enhance the riding experience. But I think you get the point. All in all, it’s everything you expect a nearly $40,000 motorcycle to be.

Maybe this is cheating. Maybe it’s not. But we couldn’t not give the Ducati Streetfighter V4 SP2 some love.

Mosko Moto has nearly universal name recognition in the adventure-touring community, and it’s for good reason. The company has a reputation for producing high-quality, versatile adventure-focused luggage and apparel. For December, Mosko Moto has generously offered to give two (2) lucky winners a Mosko Moto Wildcat 12L backpack with Chest Rig and a Nomax Tank Bag. This prize totals $500 and will be awarded in early January. 

The Wildcat Backpacks are a great choice for riders looking for a premium level of durability, performance, and functionality. We can certainly vouch for the quality of construction and versatility after using this backpack in our recent LA-Barstow to Vegas Dual-Sport Ride. The chest rig is a unique way to maintain easy access to important items like your cellphone, satellite tracker, and small snacks – even a notebook) without the need to remove the pack.  When loaded down, it still almost disappears on your back. The sturdy 630D high-density recycled nylon should last for many years of hard use, while the famed Mosko beavertail allows for quick stowage of layers and other necessities. 

The Nomax Tank Bag follows the same multi-function design philosophy. First, the tank bag can be easily removed from the bike and carried with you like a backpack. Then there are the layers of storage. The six vertical layers each fill a different purpose from the versatility of MOLLE webbing to a 2L hydration bladder to a beavertail, which has a dedicated pouch for a satellite tracker. The inner section zips open into the rider’s lap to allow full access to the bag’s contents. Zippered pockets keep the contents nicely organized without adding too much thickness. There’s even a lined glasses pocket and a pass-through port to turn the Nomax into a charging station for your electronics. Finally, there is the waterproof rain cover, because adventures don’t just take place on sunny days. 

Best Sport-Touring Motorcycle of 2022: Suzuki GSX-S1000GT+

From a pure performance standpoint, the Ducati in the runner-up position would wipe the floor with the Suzuki here. But every year it’s worth reminding readers that these awards are about more than just outright performance. We also factor in the intangible factors, like what a certain model means for the brand or for the category, and the GT+ is a sign that the traditional, non-adventure-based, sport-tourers are still alive and kicking. There’s also just the shock and awe factor. As in, we expected Suzuki’s GSX-S1000GT+ to be a nice motorcycle – but we didn’t expect it to be this nice.

The first new platform for Suzuki in some time (which it shares with the GSX-S1000 naked bike), on paper you wouldn’t think there’s much to write home about. Once again, Suzuki has repurposed its K5 GSX-R1000 engine, wrapped some funky bodywork around it and put on saddlebags. But once again, Suzuki has been the model example for the saying: “If it ain’t broke, don’t fix it.” In its new role as a sport-touring engine, Suzuki has thoroughly massaged the K5 engine to give a broad spread of usable power right from the bottom – and yet, somehow, it still gives a massive rush up top, too. The engine truly is a sweetheart, but it’s paired with a bi-directional quickshifter/autoblipper that is simply sublime. I said it in my First Ride review of the bike, and we said it again when we tested the GT+ against the Ninja 1000 SX, but it’s remarkable how much a little device like an autoblipper, when done right, can transform the riding experience. It’s done that here.

2022 Suzuki GSX-S1000GT+ Review – First Ride

Showdown: Kawasaki Ninja 1000 SX Vs Suzuki GSX-S1000GT+