Motorsports Racing News & Blog Articles

Things move at their own pace in the South. When it’s not stifling, the warm, humid breeze gently blowing through the Spanish moss-strewn southern live oaks relaxes in a way that you’d be hard-pressed to find elsewhere. It puts you in a southern state of mind – one where slowing down and living in the moment just feels like the thing to do. Royal Enfield’s new Classic 350 is the perfect pairing for such a place. A historic setting for a historic machine. 

Editor Score: 81%

This new model is built from the same platform first introduced as the Meteor 350 a year ago, sharing much of the same componentry. We didn’t have a chance to test that bike, so the Classic would be MO’s first chance to throw a leg over Enfield’s modern air/oil-cooled 349cc Single. With the success of Royal Enfield’s recent models: the Himalayan and Twin-powered International and Continental GTs, I was curious to see if this new platform followed suit. From what I was told by Royal Enfield North America’s President, Krishnan Ramaswamy, we will have more to be excited about, too with a handful of new models to be released in the next 18 months or so (not all of which will be variants of existing platforms).

Everything you need, nothing you don’t

That’s how Ramaswamy described the Classic 350. What you see is what you get with the Classic. Sure, it has ABS, fuel injection, and electric start, but that pretty much covers the technology within. That’s not to say the 349cc Thumper isn’t an example of modern engineering though. Firing to life with the twist of a retro start/kill switch, the Single produces a satisfying thump from its single pea-shooter exhaust pipe.

One day is good, but more is better. Words to live by if you appreciate consecutive long days of motorcycle touring. With thousands of kilometers of roads spider-webbing across Ontario, Canada, putting a memorable multi-day tour together is time-consuming. Lucky for us, the GoTourOntario.ca website can get you started but allow us to make it even easier with this collection of five Ontario motorcycle routes you don’t want to miss.

The Grand Algoma Tour – 682 km

Containing perhaps two of Ontario’s best motorcycling experiences, the spectacular two-day Grand Algoma tour deserves the top spot on any “I have to ride this.” bucket list. Rolling east from Sault Ste. Marie along the North Channel of Lake Huron, be sure to fuel the body at the famous Bobbers Restaurant in Bruce mines before turning north on to memorable experience number one, Hwy 129. Snaking its way between water and rock, there is a reason why this road is referred to as the tail of the dragon north; yes, we’re talking twists here. Along the way, Tunnel Lake Trading Post & Motel and the Black Creek Outfitters further north offer a chance for gas, food, or rest. In Chapleau, stop by Engine 5433 and get a glimpse into the community’s railway heritage before turning west onto Hyw 101 and enjoy grand vistas and leisurely cruising.

In Wawa, drop your bags at the moto-friendly Wawa Motor Inn, and it’s time to play tourist; take a selfie with the Wawa Goose, ice cream at Young’s General Store or maybe a swim and some beach time at Wawa Lake. If you don’t mind a bit of gravel under your wheels, the nearby Magpie Scenic High Falls and the spectacular Sandy Beach along the Lake Superior shoreline are well worth the effort.

Day two is all about Lake Superior and memorable experience number two. The visual delight that presents itself as you drop into Old Woman Bay, the towering cliffs, the water, and the beach is why I ride this loop counterclockwise. The “wow” moments keep coming all ride long, as do reasons to stop; Lake Superior Provincial Park has so much to see and explore. At Agawa Crafts and the Canadian Carver, partake in some gift shopping and sample the famous apple fritters at The Voyageurs’ Lodge and Cookhouse.

It’s good to be the king. At least, that’s what it feels like to anyone racing a Kawasaki Ninja 400. When it comes to small-bore track or race bikes, what is a field of several – Yamaha R3, Honda CBR500, and KTM RC390 included – has been whittled down to a field of one: the Ninja 400. Virtually anywhere in the world that has a class for little bikes of this size will see a field dominated by the little green machines. Heck, we called it the winner back in 2018 during our Lightweight Sportbike Shootout, too.  



The reasons are obvious: the Ninja 400 punches above its weight while still being approachable to riders of all skill levels. For its class, the 399cc parallel-Twin is punchy and vibrant, with smooth power and great fueling from top to bottom. In stock trim, its supporting cast of brakes, chassis, and suspension are all adequate for the task, too. But as we know, “adequate” isn’t good enough for track riding or racing, and here the aftermarket has come to the rescue with parts to cure basically every one of the Ninja’s shortcomings. 

It might be hard to remember, but there used to be a brief time when the KTM RC390 was the bike to have in the class. With a mantra like “Ready To Race,” anybody who wanted to do exactly that would be justified for grabbing the little Orange bike. Over time, though, it became evident that the Ninja was simply an easier motorcycle to go fast on. Couple that with reliability issues for the KTM (at least early models), and the writing was on the wall for the RC. 

Or Was It?

Not ones to take a challenge lying down, KTM has updated the RC390 for 2022. Ostensibly, the changes come in a bid to comply with Euro5 standards, but it can also be viewed as an attempt to claw back its standing against the Kawasaki. With a new, lighter frame, lighter wheels, new airbox, IMU-enhanced ABS and traction control, an autoblipper, adjustable suspension, and reshaped fuel tank and bodywork, on paper it seems like there’s a lot to like about the updated 390. 

How many 25-year old motorcycles are still being sold anyway? The Honda XR650L springs to mind, but other than it, it’s too early on Easter Sunday to investigate further. Granted, the Harley-Davidson Heritage Softail Classic has undergone enough changes as to really not be the same machine anymore, yet that indelible American profile, architecture, and riding experience remain the same. Roll away the stone…

After a brief teaser campaign, Harley-Davidson officially revealed the Nightster, a new Sportster model powered by a 975cc version of the liquid-cooled Revolution Max engine. Arriving in dealerships this month, the 2022 Harley-Davidson Sportster is priced at $13,499 for Vivid Black and $13,899 for the Gunship Grey or Redline Red color options.

Visually, the Nightster hits all the traditional notes of classic air-cooled Sportsters with twin rear shocks, chopped fenders, a round air intake cover, and a walnut-shaped fuel tank. Dig a bit deeper, however, and you will notice some significant changes that modernize the newest Sportster.

The visible fuel tank, for example, is actually an airbox cover, with the actual tank located under the seat behind the side covers. Placing the 3.1-gallon plastic fuel tank in this position helps lower the center of gravity while also allowing Harley-Davidson to maximize the size of the airbox. To refuel, you will need to lift the hinged locking seat. The fuel tank is 0.2 gallons smaller than the Iron 883’s tank, and while the fuel economy has improved to a claimed 52.4 mpg, that works out to a range of 162.4 miles compared to the Iron’s range of about 168.3 miles.

Last week, we broke the news confirming Harley-Davidson‘s next Sportster will be equipped with a 975cc version of the liquid-cooled Revolution Max engine, after spotting the model code “RH975” mentioned on an official Harley accessory page.

It turns out the next Sportster wasn’t the only new model accidentally leaked by Harley-Davidson. Another accessory product listing, this time for a Pan America locking fuel cap, revealed two more model codes: the RA975 and RA965S.

Harley-Davidson has since edited the page for the Round Style Locking Fuel Cap to remove mention of the two new model codes, but we were tipped off to the page by Brazillian blogger Dan Morel on the weekend and were able to grab the screenshot above. The original, unedited page is still available on a Google cached search, but we expect that will be updated soon.

So, what do we make of the RA965S and RA975?

SEO wasn’t a thing 20 years ago, far as I knew anyway: I had to read down pretty far to even find the names of the three bikes we compared in the 2002 Open Twins Shootout. They were Aprilia Mille R, Ducati 998, and Honda RC51. 2002 was also the year one Colin Edwards rode the RC51 to the World Superbike Championship in highly dramatic fashion, over Troy Bayliss on the Ducati. These were the bikes everybody wanted in 2002. Having proved its point, Honda soon said sayonara to the V-twin, settling back in again with its inline-Four inclination. Sad, that RC51 was a pip.

The saying is massively overused, but there really is no replacement for displacement. Such is the case with the updated 2022 Piaggio BV 400 S – BV being the abbreviation for Beverly. For a few years now, Europeans and Americans alike have been doing just fine with Piaggio’s BV 350, but stricter Euro 5 regulations have forced manufacturers to comply with the rules if they want to keep doing what they do; sell product.

Editor Score: 81.5%

What this has largely meant is a retuning of motorcycles and scooters to meet the new regs at the cost of power (or at the very least, a reshuffling of where that power is found). That’s fine for motorcycles with lots of horses to begin with, but when you’re playing in scooter territory, every little horse counts. Piaggio’s answer to make the BV 350 pass? More displacement, of course!

Packing On The Muscle

For 2022, the BV 400 S gets a bump up to 399cc for its single-cylinder engine, resulting in a claimed 35 horsepower – 17% more than the 350 it replaces. Piaggio also says torque is up to 28 lb-ft – 20% higher than before. We’ll have to take Piaggio’s word for it since we couldn’t put the BV on the dyno, but simply judging by the butt dyno, the BV 400 really moves! 

We are less than a week away from the official reveal of Harley-Davidson‘s next Sportster, but we’ve managed to confirm the new model will use a 975 version of the Revolution Max engine.

Harley-Davidson has been slowly revealing details of the new model, first with a teaser video and a number of social media posts. We’ve previously speculated that the new model will use a smaller displacement version of the Sportster S‘ Revolution Max 1250T engine, with clues such as the telescopic fork, twin rear shocks and single front disc hinting at a less performance-oriented focus. The shelved Bronx streetfighter was originally supposed to use a 975cc version of the liquid-cooled engine, so we assumed it would be a candidate for the next Sportster.

It’s happened. When I got into this business 30-some years ago, those who came before me were going on about Norton Commandos and BSA Gold Stars. I tried to fake it, but could form no mental picture of what they were even referring to? Are you sure you don’t have an earlybird special to get to or a nap to take? This year, the Honda CBR600 is 35 years old, and here am I to tell you all about probably the greatest motorcycle ever made. Strap in.

In 1986, sporty motorcycles were popular enough to advertise on TV – and that was when there were only three channels. I can’t remember if I saw the new 1987 CBR600 Hurricane first on the Motorola or on the cover of Cycle magazine when it appeared in the mailbox, but I do remember my heart skipping a few beats. Not only was this revolutionary Honda amazing looking and said to be amazing performing – at $3,698 it might even be affordable. 

As long as I stayed enrolled in the U. of Mo, KC, a nice GI Bill check could also be depended upon to arrive monthly in the mailbox. Seems like my half of the rent was $135, tuition was pocket-change cheap, and I was also bringing down a whopping $8 an hour loading trucks part-time in a grocery distribution warehouse ($12 for any shift over 8 hours in that union shop)! Flush…

I don’t remember what it was about the new Hurricane that so grabbed my attention. Maybe it was the all-enclosing bodywork, which was said to be influenced by the Ducati Paso and other exotic Euro-bikes of the era, but really was a way of keeping costs down by not having to make the innards of the bike presentable. Probably it was just the claimed performance of the thing, at the real beginning of the middleweight performance wars – hence the Ninja commercial. But mostly because I was 26 years old and badly in need of speed and a testosterone outlet, with a few dollars to spare.

With its innovative cutting edge NDM technology, Swedish brand USWE has revolutionized the back satchel game. Whoa. Bold statement, aye? I get a kick out of the phrase “NDM technology” since NDM stands for No Dancing Monkey. But, opinions of the brand’s marketing choices aside, it’s kind of true. Having used the USWE (pronounced: yoo-swee) Raw 8 and the Core 25, I’m sold on the usefulness of the brand’s bounce-free backpacks.

“Our mission from day one, is to design packs that you can wear in action, with a super race-fit so it’s like wearing nothing at all. That’s why we make action packs for the athlete in you.”

The key to being bounce-free is USWE’s use of its No Dancing Monkey 2.0 + Snug-Me harness system. Essentially, the pack uses heavy-duty elastic at the bottom of the four-way center-clasped harness system in addition to an elasticated waist strap to keep things snug. Unlike the Raw 8 – and the company’s other smaller enduro-focused packs – the Core 25 does not use any sort of elastic suspension on the upper straps, though there is a fair bit of adjustability to ensure as snug a fit as you would like.

A new month means a new giveaway here at Motorcycle.com. This time, Scorpion USA will provide one lucky entrant with an EXO-GT930 Transformer in their size. All you need to do is provide MO with a working email address, and when you win, we’ll notify you with instructions on how to claim your prize.

Here is what Scorpion has to say about the helmet:

Once again ScorpionEXO® redefines value and versatility with the EXO-GT930 Transformer helmet, by taking the traditional modular to the next level and offering you what no one else does.

In seconds, and without tools, you can convert your full-face helmet to an open-face to meet changes in riding conditions, or your personal preference. Whether you choose to ride in full-face or open-face mode, both configurations also benefit from an integrated SpeedView® drop-down sun visor, which can be easily accessed by gloved hands. A detachable peak visor is also included for use in open-face mode, giving you an added layer of protection from the sun’s harmful rays, making it a true open-face helmet. Ventilation in full-face mode is provided by adjustable mouth and top intake vents and integrated rear exhaust vents that align perfectly with internal channels, keeping you cool when temperatures rise, and warm when temperatures drop.

The dual homologated (DOT & ECE P/J) Advanced Polycarbonate shell and Multi-Density EPS provide the energy displacement and protection you need. And for those who need to stay connected, the EXO-GT930 was specifically designed to integrate with the new EXO-COM® BlueTooth® Communicator Kit while the large speaker pockets also make it compatible with many other com systems in the market.

Since its debut in 2015, the KTM RC390 has represented the pointed end of the lightweight sportbike spectrum. Aggressive in its styling, and dedicated to its Ready to Race brand promise, the RC390 has always been pitched as a fun little track bike that also happens to be street-legal with enough comfort for daily duty. This has caused the little KTM to be lauded with praise at the track in our previous comparisons, but at the same time, that attitude has caused the Kawasaki Ninja 400 to come out on top as a better well-rounded motorcycle in our last two comparisons.

Editor Score: 87.75%

In typical unapologetic KTM fashion, for 2022, the RC390 has been scrutinized and revised to deliver even better sport and track-focused performance. Hey, if you know what you’re good at, why not double down? And doubledown the Austrians have. KTM has brought over many of the features and tech from the 390 Duke, which brings the two 390s to a level playing field. In addition, KTM has managed to shave off 7.5 pounds (!) of unsprung mass thanks to its new wheels and brake rotors. Aerodynamics were reworked to provide better wind protection and to better optimize a rider’s ability to move around on the motorcycle. The result is a physically larger looking motorcycle with an all-new look and a larger, differently shaped fuel tank.

Fittingly, we got our first taste of the new RC390’s performance at Streets of Willow, a 1.6-mile circuit adjacent to the larger Willow Springs International Raceway. Thankfully, we were able to coax KTM into letting us take the bike home for some day-to-day riding as well to get to know the wee RC a bit better.

On Track

There’s really no better place to find the limits of a motorcycle safely than in the controlled confines of the racetrack. Not only was it my first time piloting the new KTM, it was also my first rip around Streets, and I couldn’t have asked for a better machine to learn the course on.

For a while there it looked like Triumph wanted to play the superbike game with the rest of the world. But slimming down the 955i Daytona by losing its original one-sided swingarm, and other weight-saving measures, sometimes seemed more like cost-cutting ones. And maybe Triumph sensed the imminent demise of the superbike a bit earlier than some others. Screw it, let’s build Speed Triples instead, and maybe a smaller one as well… Herein, T. Rozenfeld damns the Daytona with faint praise: “Long live the British eccentricity!”