It’s pretty simple. If I find a vintage Speed Triple story, I’m going to republish it. Now, 20 years later – 20 years! – we bring back to you MO’s First Ride aboard the 2002 Triumph Speed Triple. So many people have memories with this bike. A lot of them are good, but these early years of the Speed Triple also brought with it a few reliability problems. Let’s not focus too much on that for now and instead appreciate Triumph’s beloved three-cylinder naked bike that basically ushered in the category of naked sportbike.

First Ride: 2002 Triumph Speed Triple

All the sport without the plastic

Torrance, California, March 4, 2003 — The last time we rode a Speed Triple was for our 1997 Open Bikini Shootout where we compared it (then known as the T509) to the likes of the Ducati Monster 900 and the Buell S1 White Lightning. Unfortunately for Triumph, their triple finished third. (Nothing could better back up my theory that the internet used to be manned by yahoos–Ed.)

Thankfully for Triumph, a lot has changed since then. Buell’s S1 is no longer in production and both the Monster and the Speed Triple have grown up since that last test. But we’re not here to discuss the Ducati and the Buell. Oh no, we’re here to talk about the bike that was seen gracing last year’s action flick, Mission Impossible II.

Only it really wasn’t a Speed Triple. Well, it was. Then it had knobby tires. Then they used a Speed Triple, er, Speed Single that used a 2-stroke motocross engine with a look-a-like engine made of plastic. Anyway, would the real Speed Triple please stand up?

There it is. But looking at it and riding it are two different things, for the 2002 iteration of the bike is further refined into an even more aggressive machine.

With no US publications invited to the press launch of the BMW CE 04 more than a year ago, we had to enlist the help of our friend Bertrand Gahel to send us his thoughts in the form of his First Ride Review. Thirteen months later, we finally got our hands on the BMW scoot.

Critics of electric motorcycles – and there are a lot of you – have made their points perfectly clear: An electric motorcycle simply doesn’t make sense. At least not yet. They don’t go far enough, and they don’t charge fast enough to make any reasonable sense to own.  

Editor Score: 83.75%

A scooter, however, is a different animal entirely. Unlike your usual motorcycle that’s built to whisk you away to faraway places, scooters are urban utility vehicles through and through. Built to zip around metropolitan areas quickly and with ease, scooters are all about short jaunts, running errands, and being practical alternatives to cars or standard motorcycles. This, friends, is where an electric scooter makes a ton of sense. EVs were made for this kind of thing. BMW’s CE 04, specifically, makes a strong case for itself in this very specific environment (except for one point, which we’ll save for the end). 

The Case For Electric Mobility

Who doesn’t love a good BMW GS story? This one is especially good. Today’s example is a 2005 R1200GS – ironically, listed at the V-Strom forum StromTrooper.com – with over 100,000 miles. If the ad (reposted below) is any indication, the bike has 133,600 miles to be exact. The GS has been known to be virtually bulletproof, and this bike is driving home that point.

What’s interesting is it appears as though the seller has only owned the bike for slightly more than a week, has possibly taken parts off of it to use on other bikes, and is turning around and offering it up for sale again. The good news is he/she seems upfront in the listing about what’s good, what’s bad, and his intentions with the bike. The list of maintenance items performed also should go far in easing a potential buyer’s fears about a high-mileage GS.

Really, we just want someone to buy it, put another 100,000 miles on it, and report back about how the bike is doing.

I bought this little beauty last Sunday and have gone through it from front to back and it is completely serviced and detailed and ready to go. This bike has high miles and is why it prices so reasonably. It should have many 10’s of 1000’s of miles left in it with minimal care. The 1/2 mile I rode it around the neighborhood last Sunday was amazing. I felt free as a bird with the wind in my face and sun on my shoulders. on the 1/2 mile adventure of a lifetime.

FWIW I bought it for several reasons

I’ve heard it more times than I can count, “The first thing I do when I get a dirtbike is swap in a Seat Concepts seat.” Personally, I don’t mind the OEM seats on my dirt bikes. That’s probably because most of my riding with the KTM 500 EXC-F is pretty well varied, and I don’t spend a ton of time on long stretches seated. That said, it does happen on occasion, and I’ve found myself shimmying from one cheek to the other for some relief when it does. It’s just not often enough for me to consider other options. Though I do remember giving the KTM the nod for the most uncomfortable seat during this Excellent Dual-Sport Adventure back in 2019.

Essential Dirt Bike Upgrades For Essential Recreation Part 1 – Protecting Your Investment

Essential Dirt Bike Upgrades For Essential Recreation Part 2 – Making The Mileage

When Seat Concepts reached out to MO to offer a seat for testing, I decided that this was my chance to find out what all the hype was about – and if I was just being stubborn. After discussing the type of riding I typically do with the folks at Seat Concepts, they suggested the standard Element seat (also available in short and tall options). Since I wasn’t necessarily looking to turn the 500 into a plush cruiser and wanted to maintain stock maneuverability, the Element seat fit the bill as it’s just as narrow as the OE seat up front, but widens as you move further back to offer approximately two more inches of flat sitting space side-to-side. The Element seat uses Seat Concept’s Gripper material in addition to being ribbed for your pleasure, er, traction, when you’re holdin’ ‘er WFO. The Seat Concepts secret sauce is, of course, their proprietary foam:

Seat Concepts seats are constructed using a foam material that is a much higher quality than OEM seat foam. Our proprietary formula provides a more plush and active ride, while still offering the necessary amount of support. Our unique comfort shape maintains a similar contour to stock at the front of the seat so the rider’s legs are not spread farther apart, but tapers out towards the mid-point to distribute rider weight over a greater area.

KTM and German tuning company BRABUS have announced a updated version of the 1300 R for 2023. The BRABUS 1300 R Edition 23 will be offered in two color schemes, with a limited production run of 145 units in the Superblack, and another 145 in Stealth Gray.

Just like the version released last year, the BRABUS 1300 R is based on the KTM 1290 Super Duke EVO, but with a number of bespoke BRABUS parts, including a number of carbon fiber and CNC-machined components.

Visually, the Edition 23 model looks similar to last year’s, but with a few modifications. The headlight trim and air scoops now make even more use of carbon fiber, while the pillion seat cover has a new shape. The heated seat itself loses last year’s distinctive red color but gains a new BRABUS “Crest” stitching pattern. The underslung bar-end mirrors return, but with a new design that places them higher and further out to either side. Rounding out the changes are new BRABUS Monoblock Z forged wheels with a “Platinum Black” finish.

Features that carry over from last year’s model include a slip-on double-pipe exhaust, black frame, carbon fiber belly pan, CNC-machined triple clamp, CNC-machined levers and pegs, CNC-machined oil tank camps and reservoirs, and BRABUS-themed instrumentation including a unique start-up animation.

The problem with the Ducati Diavel has always been the inability to adequately describe the type of motorcycle it was. Power Cruiser never came close to encompassing the bike’s capabilities. Similarly, Muscle Bike implied the brute force it’s capable of quite well but overlooked the finesse with which it could be applied. With the addition of the V4 Granturismo engine, the Diavel has matured into the bike it was always meant to be, the Mega-Monster. The 2023 Ducati Diavel V4 has reached the point in its design and performance in a way that leaves all vestiges of cruiserness in its dust. 

2011 Ducati Diavel Review

2019 Ducati Diavel 1260S Review – First Ride

Editor Score: 91.5%

In order to see where the Diavel V4 is, it’s important to look back at where it’s been. First introduced in 2011, the Diavel has been through two generations, the Diavel and, in 2019, the Diavel 1260. Over that time, it has sold more than 45,000 units worldwide. For a motorcycle that doesn’t fit cleanly into any established category, this is an impressive number. Now, for 2023, Ducati has unleashed the third evolution of the Diavel, the Diavel V4, and it’s a beast.

Harley-Davidson knows how to make a cruiser with attitude, and the 2013 FXSB Breakout is yet another example. Long, low, and powered by 103 cubic inches of American V-Twin muscle, it’s remarkable to think it’s 10 years old now. It’s also remarkable to think that Jon Langston’s writing hasn’t graced the digital pages of Motorcycle.com in a decade. Here, riding a Harley, Jonny is in his element. Enjoy going back in time with this review.

2013 Harley-Davidson FXSB Breakout Review

Dressed down for the Big Dance

It’s another Friday, and we’re back again with another Honda. It’s even sourced from the same forum as before – the Bay Area Riders Forum. In searching for last week’s post, a few gems stood out and I knew I had to get to this one after last week’s Gold Wing post. Why? Well, here’s the story behind this 1993 Honda CBR900RR, straight from the seller himself:

We all love a good story: First engine blew up and got rid of that. Put in another 1993 CBR900RR engine – unknown mileage but it works fine. I did a compression test and it was fine. I also did a valve adjustment then too when replacing the engine. The bike runs but the carbs need to be tuned/cleaned. It has had issues getting started without a bit of extra fuel thrown in but it started up just fine on Nov 4. The choke cable needs to be replaced. The choke cables seem to come pre-rusted from the factory.

It has nearly new Bridgestone S22s. Registration is paid up through July or somewhere around there. The paintwork and bodywork is rough – the seat needs to be reupholstered. It has aftermarket rearsets (they’re nice), aftermarket levers, and an aftermarket exhaust. (It’s a nice one but it is a *bit* loud) It has some sliders as well.

$1000 takes it and I will throw in a motorcycle cover, any spare parts I have, factory service manual and the aftermarket service manual. I want it gone. I restored this bike at one point and had it working beautifully then the engine blew and I lost motivation to go through it all again. (Admittedly I did get it working – I just didn’t have the patience to get it working perfectly)

Indian Motorcycle is preparing to give the Pursuit the Elite treatment, adding a new limited edition version of the PowerPlus-engined tourer for 2023. The Indian Pursuit Elite will join the Challenger Elite and the Chieftain Elite in getting custom paint schemes and finishes and select upgrades.

The confirmation comes to us via vehicle certification data filed in Australia for Indian’s PowerPlus models. In addition to the Challenger and Pursuit models that were already announced, the certification data includes a new Pursuit Elite model, with the model code LDERR.

The data confirms the Pursuit Elite will have the same tare weight, wheelbase and vehicle width as the Pursuit Limited with Premium Package (model code LDHRR), which suggest similar features such as electronically adjustable rear suspension preload from Fox, smart lean technology, adjustable windscreen, heated seats, additional lighting and lower fairings.

We can likely expect a similar package to what’s offered with the Challenger Elite, including upgraded speakers and GPS navigation, as well as a premium paint job. The Australian documents don’t provide an indication of the color scheme for the rest of the Pursuit Elite, but we expect it will not be the same as the Sapphire Blue Smoke of the Challenger Elite or the Heavy Metal Smoke of the Chieftain Elite.

Ask women riders, and you’ll learn that there is an absolute need for those who commute year round – a well fitting, protective motorcycle jean that doesn’t scrimp on safety, yet blends into a wardrobe effortlessly. An easy choice on the hottest days, as well as a comfortable staple you would be willing to wear for a multi-day trip out of town. It shouldn’t be too hard to shop around for something that fits the bill, yet for women who ride, this has always been a struggle. Not enough stretch, too much material in the wrong place, too low of a waistband… there’s always something that just doesn’t quite fit as well as your trusty old Levi’s do. 

It feels dramatic to type “overwhelming sense of relief” when referring to trying on moto jeans, but after receiving a pair of the REV’IT! Ladies Maple 2 Jeans the day before a weekend trip, it was spot on. I’ve owned well over a dozen pairs of riding jeans over the past 8 years as a rider in SoCal, and I have tried on maybe a few dozen more. I always return back to my ‘old trusty’ sun-faded and perfectly worn pair, and honestly… It’s time they’re retired. When searching for a replacement, my stipulations didn’t seem too complicated: I want a high-waisted, stretchy, dark wash skinny jean. I love riding jeans that give me some room to move around off the bike, and as a most-of-the-year commuter, I needed them to be incognito enough to wear them to work in my salon. 

The first thing I noticed when trying the Maple 2 Jeans was that the single layer 13oz Cordura denim didn’t feel bulky or stiff. There is a thin interior mesh panel in the front of the jean that connects the top waistband down to the pocket for the included Seesmart CE-level 1 knee armor. If you’ve ever put your foot through the wrong side of the armor pocket, you know how annoying that is, and this small detail seemed thoughtful and intentional. The stretch was just the perfect amount to allow easy movement right away, and as I packed up my bike for the trip down to Borrego Springs, I almost forgot I had just unboxed them that morning! 

Just over four years ago, Italian trophy marque Moto Morini narrowly avoided joining the many other defunct brands from all our two-wheeled yesterdays already deposited in motorcycling history’s trash bin. But in October 2018 Chen Huaneng, the owner of Chinese scooter and minimoto manufacturer Zhongneng Vehicle Group, saved it from extinction by acquiring 100% ownership of Moto Morini from the previous Italian owner.

In my exclusive interview with him that month, Mr. Chen stated his intention to immediately develop a range of Moto Morini models with 650cc Parallel-Twin engines. These would financially underpin the high end 1,200cc V-Twins which the company had exclusively manufactured ever since its 2003 revival. He was as good as his word, and exactly three years later, the Moto Morini X-Cape 650 go-anywhere Adventure bike entered production at the Zhongneng factory in Taizhou, 400 km south of Shanghai, for sale all over the world. This has now been joined for 2023 by two Seiemmezzo models built on the same DOHC eight-valve 650cc Parallel-Twin platform sourced from rival manufacturer CFMoto, whose factory in China is only 25 km from Taizhou. One is an urban Scrambler, the other a Naked Roadster. All three models were entirely developed in Italy by Moto Morini, then productionised by Zhongneng in China.

The man charged by Zhongneng with directing Moto Morini’s ride along the comeback trail is its General Manager Alberto Monni, a 12-year veteran of the Italian company. A Pavia University Economics graduate who worked for a spell in the nautical industry and in banking, Monni followed his passion for motorcycles in 2009 by joining Moto Morini as the Production Manager at its Trivolzio plant 30 km south of Milan, where since late 2018, he became responsible for supervising the transition from Italian to Chinese ownership. The chance to speak with him in Italy unveiled the company’s future road map along that trail.

For our February 2023 MO Giveaway, Klim has stepped up to offer one lucky winner a touring jacket and matching pants. To make things even better, the winner gets to choose between the Altitude Jacket and Altitude pants or the Latitude Jacket and Latitude Pants, depending on their gender. So, let’s dive into these impressive offerings.

Altitude Jacket (women), Latitude Jacket (men)

The purpose behind and construction of the Attitude/Latitude Jackets are the same, even though the Altitude is in its fourth generation versus the Latitude’s fifth. These popular touring jackets have been updated for 2023 with an emphasis on comfort. To this end the adjustment features, stretch panels, and their layout on the garment have been updated for those long days in the saddle. Starting with the guaranteed to keep you dry Gore-Tex performance shell, the major abrasion zones get 600D Cordura overlays (on shoulders) and perforated goat leather (on elbows). Places that require more movement, like the underarms, sides, and back of shoulders, receive Stretch Gore-Tex. The front zipper wears a storm flap, and ventilation is mapped to the gender the jacket was designed for, with wrist vents, core/chest vents, back vents, and a collar tab that allows for increased airflow. The armor hails from D30, with the vented LP1 Level 1 vented shoulder and adjustable elbow pads. The rider’s back is protected by a D3O Viper CE Level 1 back pad. The armor pockets are constructed of a cooling mesh material for more comfort. These jackets are ready for your longest days in any weather.

Altitude Pant (women), Latitude Pant (men)

It feels weird being back at the Church desk after some time away. John did such a masterful job reviving stories and bikes from the past. This particular Church feature is especially weird on several fronts. First is the fact that it’s a Buell. But it’s not just any Buell, it’s an 1125R. And not just any 1125R – it’s an 1125R race bike that campaigned in the Daytona Sportbike series, otherwise known as the Supersport category when DMG was running “professional” motorcycle racing in America before MotoAmerica took over. This particular bike, seen here piloted by former E-i-C Kevin Duke, was piloted by Michael Barnes. Its sister bike, in the hands of Danny Eslick, would go on to win the championship that year. 

Republishing test also brings back some memories because I was there, riding with Kevin, when I was employed at a rival publication. Anyway, here’s Kevin telling his story of what it was like to twist the grip on this unusual race bike.

We’ve been covering the Kawasaki Ninja ZX-4R for a while now, and even up until it was revealed this week, there was skepticism about whether the little four-banger would actually come to America.

After the official announcement, the obvious questions came up: How much does it cost? How much does it weigh? And how much horsepower does it produce? Kawasaki answered the first two, with the 2023 Ninja ZX-4RR priced at $9,699 with a claimed curb weight of 414.5 pounds. Kawasaki USA was less forthcoming about the power output, only describing “a very linear power delivery that provides great street-going
performance at lower engine speeds while excelling as the revs climb to its over-15,000 rpm redline.”

It’s not unusual for the American subsidiaries of motorcycle manufacturers to omit performance figures, but fortunately, their International counterparts tend to be more forthcoming. Kawasaki Europe’s announcement, revealed the Ninja ZX-4RR (plus the ZX-4R variant that isn’t being offered in the U.S.) will make 57 kW (76.4 hp) from the 399cc 16-valve Inline-Four, and 59 kW (79.1 hp) with ram air. Those figures do come with some asterisks, however, as the European press release notes specifications may be subject to change and may vary from market to market.

Meanwhile, Australian certification data has the ZX-4 models producing 55 kW (73.8 hp), and unlike Kawasaki Europe, it also cites the engine speed that produces that peak: 14,500 rpm.

Deep down, in the far reaches of your brain, lie thoughts about riding a Gold Wing across the country. With your feet up, radio blasting, your significant other sitting in back, and the hum of the six-cylinder purring away as the miles melt away; how could you not want to give the ‘Wing a go? It doesn’t matter what you ride now, or what genre of motorcycling you identify with – Gold Wings permeate past every single niche. What’s not to love about riding a couch on wheels?

Well, ladies and gentlemen, this lovely example of a 2001 Honda GL 1800A Gold Wing is tastefully-outfitted, ready to go, and will only set you back $7800. Located in the California Bay Area, this week’s Friday Forum Foraging submission comes to us from the Bay Area Rider’s Forum, more commonly known as BARF.

First listed in April of 2021 (no, that’s not a typo), the seller says he’s been reluctant to place an ad for it anywhere other than BARF and the GL forums because of nightmare stories of scammers targeting sellers on Craigslist and sellers getting held at gunpoint from seemingly innocent parties who want a motorcycle but have no intention of paying for it.

And so, here we are. You can see for yourself from these pictures that this ‘Wing has been well cared for during its 20,000 miles on the road. With an engine with more cylinders than my car, I’d probably pick this thing to motor across the country with if I had to pick between the two.