2014 BMW S 1000 R

Had 20K Exotic sports bikes, and this way back when 20K was worth something, but I have to admit, I had more fun on the street riding around on my old butt, air cooled thumpers.
Now, I have never been much of a rider, and crashed more often when trying to go fast, than actually go fast, but that was my experience. If I bought one of these modern nakeds, it would be more for style, an attempt to impress the ladies with my bad assness, than anything else. Of course I wouldn’t say this in front of the ladies, but the power of these bikes actually scares me more than enthralls me.
The easier way would have been to take the S 1000 RR, remove the fairing and leave the standard 200 horsepower engine unchanged. This is what many enthusiast riders claim they want, after all, never really thinking that they can’t use the upper reaches of the tachometer on public roads (unless, of course, they have access to the autobahn). Instead, BMW has reduced the peak horsepower to 160, still a very healthy number, in order to move the powerband lower, where street riders can actually use it. BMW claims the naked S 1000 R has 7 more foot/pounds of torque than the superbike below 7,500 rpm.The bike’s beautiful, and undoubtedly fast as anyone could possibly need, but is there really a market for a naked bike that will undoubtedly end up being $20K once all the various options are added? Perhaps I’m being pessimistic, but every time I go look at a BMW that is supposed to be $14K, all they ever have is $20K versions with electronic suspension options etc. What say BMW puts this motor into a S1000ST sport tourer with panniers and a small adjustable shield. It could be a big brother to the F800ST that’s not so luxurious as the R1200RT nor as techno-whiz-bang-feature-laden as the K1600GT. Just a nice, light, powerful bike with upright ergos, some wind protection and a place to store some stuff. How about headlight symmetry, too. Why wouldn’t the lightness and comparative simplicity of a street fighter be desireable as the foundation of a tourer? Not everyone wants to tour on a luxury machine. A GT is too heavy and feature-laden. A GSA is too tall, not to mention fugly as they come, and the boxer twin is not everyone’s favorite mill. Is the 1000R aimed at touring? Not as shown here, but with a few tweaks it would make a great tourer. YMM.ou gotta hand it to BMW for reinventing themselves in the last few years. They now make a aid range of motorcycles for a bunch of different types of riders. At one time I wondered if they were going to continue to be in the bike business. Now it looks like they will be one of the innovators.
Although the BMW is still ridiculously powerful for a naked, it looks like the KTM 1290 SuperDuke R, which claims 180 crank horsepower (as well as a higher torque peak) will rule the roost in the Naked category when it comes to brute force.BMW began this project 2 years ago with the idea of creating a fun, fast and easy to ride naked, potentially having a much wider customer base than the intensely focused S 1000 RR superbike. The object was to change the engine, as well as the chassis geometry to make the bike more suitable for day-to-day road use. Despite the reduction in peak horsepower, torque increases to provide a stronger mid-range where the tachometer will undoubtedly reside most often on the road. All the electronic gadgets found on the S 1000 RR remain, including ride-by-wire, selectable power modes (including a Rain mode), and you can get the options as well, such as quick shifter, traction control, electronic suspension adjustment, and more sophisticated, selectable driving modes.Personally, I would substantially prefer the way this engine is tuned, with power band arriving sooner in the rpm range and greater power throughout the part of the range that you use 90% of the time. This would be an awesome bike to own, no question about that. I look forward to seeing dyno measurements. Has BMW released specs for where in the rpm range the torque and power peaks are located?To optimize street handling, the aluminum chassis had to be re-engineered with new geometry. Wheelbase was increased by 22 mm, and the steering rake is more relaxed. Despite this, with the new ergos, and the wide bars for leverage, BMW intended the naked to be nimble at lower speeds. The brakes are radial-mounted Brembo 4-piston calipers in front grabbing 320 mm discs. In back is a smaller disc and a single piston caliper. Defeatable ABS is standard.Instrumentation is very thorough, as you might expect, including all of the now-expected features, as well as all the information about the current status of the electronic gadgetry, including drive mode selected, suspension settings (where electronically set) and a lap timer.Pretty much EVERY sportbike will be better on the street with more torque at the expense of peak power. Those extra 40 hp are just inaccessible on the street. In 1st and 2nd gear you can’t use the full power because you’ll wheelie and flip. In higher gears you can’t use the full power because it’s only available at very high RPMs, which means crazy speeds that you can’t reach on the street. In 3rd gear you’d have to go more than 100 mph to actually get more power out of the S1000RR than from the detuned naked bike. At every speed below 100 mph, the detuned naked bike will be stronger and faster than the S1000RR. Peak power is useless if you can’t, you know, use it.
The more relaxed ergonomics are quickly appreciated. Knees, elbows and the rest of the body assume a balanced, comfortable position that is nevertheless ready for aggressive riding. I found the seat comfortable for highway cruising, with a relatively low height of 814 mm (32 inches).
Our test included a variety of road conditions, including wind and rain. Although perhaps not the ideal for pushing the limits, it did help reveal the true nature of this machine. Despite the weather, I began by choosing the least intrusive electronic aids in order to fully judge the abilities, and balance, of the S 1000 R. With full power mode, and traction control turned off, I set the bike to permit wheelies.
Proheli – I agree with mosf of what you say, and with the gist of it. It absolutely is better to have the power band arrive at lower rpm. I don’t like to equate low-rpm performance expressly with torque the way that most people do, but that’s just a pet peeve of mine. The important point is that the lower in the rpm range that the power band arrives, the better, all else being equal. But of course all else is not equal, because a price is paid in terms of peak power. The only real question to debate is at what point the price you pay is too stiff a price to justify moving the power band further down the rpm range. There is no absolute, objective answer to this; it is very subjective. But, the comment that Jim made simply asserts that there isn’t any reason for moving the power band lower in the rpm range, and that is just silly. There is always, always a reason to do that.Wouldn’t own one if they were free but I continue to be amazed at the breadth of options for motorcyclists. Forgetting the really cheap stuff buyers today can pick from a 300 twin sport bike to a 2.3 liter cruiser to a 200 HP sport bike to a 900 pound touring bike to a naked bike that would take an NFL linebacker to hang onto at top speed.The 2014 Naked Superbikes Battle Royale: Godzilla vs King Kong vs Mothra vs…Donatella Versace?
Admittedly, I’m a sucker for those BMW heated grips. That right there could almost sway me to this goggle-eyed Teutonic space shuttle. Nevertheless, the Tuono just seems so much cooler to me, and the KTM is even cooler still. Sure, 180 hp with a 410 wet weight on an upright naked seems like sheer lunacy, but give that KTM the half orange, half white wheels we saw with the prototype and that’d be the one I’d grab.Also, living in a world where a 1000CC motorcycle engine is de-tuned to “only” 160 HP is mind boggling. I still have articles from the seventies showing how to hop up a superbike to 80 HP. What is it like to ride a bike that can’t be held over 1/4 throttle from more than two seconds without risking you license and maybe even jail time? I would think it would be more frustrating than fun.One more point … Being used to a twin, or to any particular configuration, whether in terms of cylinder quantity or the way the are arranged, does not in and of itself imply that you would be used stronger midrange performance. Or less. Neither the cylinder quantity nor the particular arrangement of the cylinders has any direct affect on the location of the torque peak or the shape of the two performance curves. The only design elements that can possibly have that sort of effect are design elements that directly influence the quantity of air that the engine draws in with each complete rotation of the crank. The cylinder count will have that sort of effect if the displacement per cylinder is the same no matter the quantity of cylinders, but if the total displacement is the same regardless of the quantity of cylinders, then the quantity of cylinders in and of itself does not influence the quantity of air drawn in per each rotation of the crank. As such, there is no influence on actual engine torque, and if there is no influence on actual engine torque, there is no influence on the location of the torque peak or on the overall shape of the performance curves. The bore/stroke ratio is another matter. It influences the quantity of air the engine draws in per each intake stroke, in a manner that interacts with the duration of the intake stroke and therefore the rpm. Because it has this influence, it also influences the rpm at which the torque peak occurs, and thus has a strong, direct affect on the shape of the torque curve and the power curve.The first part of ride included roughly 32 miles of twisty, ascending mountain roads. It took me a while to understand the bike, and I used the first open straight to fully explore the powerband. With strong drive from 6,000 rpm, at roughly 9,000 rpm the front wheel left the tarmac and it continued to pull hard through redline.Jim, laugh all you want, but you evidently do not accept the fact that given a choice between having a given amount of power at a lower rpm vs. a higher rpm, it is better for it to be available at lower rpm. To me this is so obvious that it puzzles me that you would think otherwise. If the extreme amount of power that the RR offers at very high rpm is a useful amount of power to have, why isn’t an amount of power that isn’t even nearly that extreme useful at lower rpm? LOL, indeed.With my tires as warm as they would get, despite the cold weather and snowy peaks, as well as dark clouds approaching, I aggressively attacked the corners. I was rewarded with huge grip and confidence. The handling was sublime and corner exits offered all the forward thrust I could ask for. When I spun up the rear tire, I had no trouble controlling the spin, and I was able to continue steering the bike toward the desired corner exit. The stock Pirelli tires handled the acceleration, braking and corner forces well. I was having a blast!As we started to descend on the same mountain road, the turns became tighter and traction was deteriorating, At this point I had great confidence in the S 1000 R, and the same dance continued. The flexible engine allowed me, at times, to stay in the same gear from corner to straightaway to corner, yet still enjoy adequate acceleration. It was then that the rain began and the road became extremely treacherous. I finally switched to “Rain” mode and leaned more on the electronic “saviors”, which allowed me to again relax. With the electronics on my side, I was able to increase the pace. I was having so much fun I was able to largely ignore my frozen fingers and the torture of the cold. Entertainment can do this. In fact, I had forgotten I had heated grips available, but it was too late as our ride came to an end.

Honda CTX1300

Are you kidding me? Not attractive? What is your idea of attractive? The engine is beautiful. The fairing is elegant and looks in the pictures to be sleek functional. It was designed to attract TOUR riders. Kids will ride the fugly crotch rocket sport bikes. Mature riders, the ones with actual money and experience will love this machine. It has the seat height of homely V twin cruisers, a relaxed riding position and the seat looks comfortable. It is NOT too big. It's not as bulky as the ST1300, and not nearly as huge has the current Gold Wing. I think Honda's only drawback here is that it is priced two thousand dollars too high and it needs a cruise control. At $15,000 it would attract a huge following to those of us who don't want 800 lb plus touring bikes.Some motorcycles take a proven formula and change it up a little. Then there’s Honda’s new CTX family of bikes—they’ve blown their class wide open and completely reinvented it.The new CTX1300 is a great example: With a 1261cc V-4 engine it has plenty of power. Innovations abound in the integrated bodywork. Best of all, it’s available in two versions: the CTX1300 and the CTX1300 Deluxe, with Bluetooth® Audio, anti-lock brakes, self-cancelling turn signals, traction control and a blacked-out look.Honda’s CTX line of motorcycles are some of the most innovative we’ve ever produced. One look can tell you that, and that’s really saying something when you realize that no other company leads the way in innovative solutions and technologies like Honda. Just check out the new CTX1300’s long list of features, and you’ll see that this is a bike that can take you cruising into the next century.Nothing sounds like a V-4 engine, and nothing feels like one either. Longitudinal engine mounting improves power transfer and drivetrain efficiency, two engine counterbalancers eliminate vibration for super-smooth running, and its specially tuned 1261 cc engine offers plenty of power for long-distance touring.Available on the CTX1300 Deluxe, traction control gives you additional peace of mind under challenging riding conditions.The dual pre-load adjustable rear shocks pair with the CTX1300’s aluminum swingarm to allow you to dial in the level of comfort and handling that’s right for you.A feature that not only looks great but works even better, the CTX1300’s inverted fork helps with the bike’s precise steering and excellent comfort and handling.Motorcycling can throw you lots of unexpected surprises—that’s where Anti-Lock Brakes can be a big help, when you need to make controlled stops in less-than-ideal conditions. Under normal operation you’ll never know it they’re there, but when you need them, they’re always there to back you up.A fat 200-series rear tire and stylish 10-spoke cast wheels give the CTX1300 aggressive style—on the Deluxe model, the wheels are blacked-out to match the other styling elements.The CTX1300’s weather resistant, lockable saddlebags are big enough for many full-face helmets or a weekend’s worth of gear.Nice and low—that’s how most riders like their seat heights, and that’s exactly how we built the new CTX1300. The low seat makes it easy to flat-foot it in parking lots or at stoplights, and just plain feels great, too. The low seat and uniquely designed fuel tank help lower the bike’s center of gravity and inspire confidence.The CTX1300’s fairing helps make both your commute and long distance trips a whole lot more pleasant. Stylish and functional, the bodywork reduces wind buffeting and provides some extra storage, too.Tucked into the CTX1300’s fairing are two storage containers for smaller items. On the Deluxe model, you also get a USB port to charge your phone or play MP3 music files.Tucked into the CTX1300’s fairing are two storage containers for smaller items. On the Deluxe model, you also get a USB port to charge your phone or play MP3 music files.Clear, crisp, bright: the latest LED technology lets the CTX1300’s headlight and unique accent lights do more than just light up the night—it gives the bike a strong styling element.. The tallight and turn signals are also brilliant, long-lasting LEDs.The low-cut windscreen helps reduce wind buffeting and blends perfectly with the low, lean styling of the CTX1300. Need a taller screen? No problem—there’s one available as an accessory.Mounted in the center of the instrument console, the LCD screen provides useful information such as fuel range, MPG, ambient air temperature, and trip odometer. The Deluxe model can also display song and artist information from your device.I see nothing attractive in that bike - especially from a company that has the goldwing. Innovation? Where? The seating position looks reminiscent of the terrible DN-01, styling makes it look plastic with an unfinished front fairing, the exhaust looks bulky, heavy, and FAR too big and while it looks like the wet dream of a kid in the 80s, is that kind of styling current today? So many manufacturers are showing the engines, calming down on plastic, and focusing on the ride rather than trying to attain a modern look - it seems outdated and attractive only to a short term minority (nobody will be excited about buying this second hand in 5 years). In my opinion If it's under 10k they have a shot, if not, I suggest another flop in Honda's history. Shame, the used to produce some great bikes.

Honda Valkyrie

The first Valkyrie used a simple formula well-known to American hot-rod builders: take the frame and motor of a big, heavy car and chop away everything you don’t need. That first iteration was built right here in the USA from 1996-2003 and still has legions of fans. It used the flat-six, liquid-cooled 1520cc motor and five-speed gearbox from the old GL1500 Gold Wing (1988-2000), but with a different tube-steel chassis. It weighed in at 682 pounds dry—much lighter than its touring brother. Owner forums for the Valk are still active (hot topic: using a car tire on the rear wheel), and one thing is clear: these folks love their bikes. They handle well (for something so heavy), are comfortable, reliable, smooth, fast and have a heck of a presence—for a while, it was the biggest, baddest cruiser you could buy. “Surely, with this motorcycle,” speculated Motorcycle.com’s Andy Saunders in 1997, “Honda has reached the limit of cruiser size.” How quaint.
If anything, the new Valk is a Rune for the masses, as it uses much the same formula, albeit for a broader audience. The frame, swingarm and powerplant are all from the GL1800, but with lighter, more minimal bodywork. A low 28.8-inch seat and blacked-out one-inch cruiser bars scream “cruiser,” but an 45mm cartridge fork, twin-spar aluminum frame, radial tires (130/60-19 in front, 180/55-17 in back), single-sided Pro-Arm with linkage rear suspension and 310mm discs with four-piston Nissin calipers (that look like what Honda used on its sportbikes from the late ’90s to the mid 2000s) all scream out “sportbike.” After all, the GL1800′s Large Project Leader, Masanori Aoki, came from the sportbike side of Honda, developing bikes like the NSR250R and CBR600F3.
All that development nets a bike that weighs in at 750 pounds—154 pounds lighter than the GL1800. Heavier than the original Valk, perhaps, but it does have a lot more power—the GL1800 makes over 100 ft-lbs of torque at the wheel, and the number stays above 90 from 1500 to 5000 rpm—and a six-gallon tank, bigger than the ‘Wing’s.
Other features include removable passenger seat with grab rail, included solo cover, black-out treatment on the frame and engine, LED lighting (everywhere, including the headlight), a multi-function LCD instrument cluster and those big shrouds covering the side-mounted radiators (which duct heat away from the rider). The styling could be controversial, but it is growing on me, and I actually really like that big front wheel.
Pricing is not yet set, but Honda says it will be in the range of $17,000, undercutting the F6B. It should be available in US dealers next spring. I’m also really looking forward to riding one, but maybe not as much as the many Valkyrie fans—Christmas may have come early for them.
Honda killed the old girl in 2004, but that year a limited-edition custom called the Rune arrived—you may remember it. At $27,000, it was kind of a legacy bike, a made-to-order custom designed more to showcase the brand than to dominate the heavyweight cruiser market. Still, it was good-handling and luxurious-feeling, something Editor Edge and I took great pleasure in riding.
Another possible direction was the EVO6. Honda displayed this concept bike at the 2007 Tokyo Motor Show, and it made a big splash—how can an 1800cc, six-cylinder sporting standard not? It was missing the clutch lever and gearshifter—would the next Goldwing use an automatic transmission?
As I write this, there are three hours left on American Honda Motor’s embargo on posting photos or writing about its new Valkyrie—and I’m amazed there’s nothing yet on the Internet. There’s been no speculation about a new Valk that I could find, so you’re probably as surprised as I was when I got these photos of the new model.
The first Valkyrie used a simple formula well-known to American hot-rod builders: take the frame and motor of a big, heavy car and chop away everything you don’t need. That first iteration was built right here in the USA from 1996-2003 and still has legions of fans. It used the flat-six, liquid-cooled 1520cc motor and five-speed gearbox from the old GL1500 Gold Wing (1988-2000), but with a different tube-steel chassis. It weighed in at 682 pounds dry—much lighter than its touring brother. Owner forums for the Valk are still active (hot topic: using a car tire on the rear wheel), and one thing is clear: these folks love their bikes. They handle well (for something so heavy), are comfortable, reliable, smooth, fast and have a heck of a presence—for a while, it was the biggest, baddest cruiser you could buy. “Surely, with this motorcycle,” speculated Motorcycle.com’s Andy Saunders in 1997, “Honda has reached the limit of cruiser size.” How quaint.

MV Agusta F3 800

The F3 800 is loaded with top shelf components and electronic assist mechanisms. The Marzocchi forks measure 43 mm in diameter and are fully adjustable for spring preload, as well as compression and rebound damping. The Sachs shock features a separate nitrogen reservoir, and is also fully adjustable for preload, compression and rebound.
The brakes are a fantastic spec, including particularly the Brembo monobloc, radially-mounted front calipers and 320 mm discs, controlled by a Nissin radial master cylinder. Acceleration and braking forces are transferred through Pirelli Diablo Rosso Corsa tires (including a rear-sized 180/55-17). For our track testing, Pirelli DOT racing tires were fitted.The electronics package is about as sophisticated as you can find on a showroom floor. MV calls the system MVICS (Motor and Vehicle Integrated Control System) and, according to MV, the ride-by-wire throttle “makes it possible for the ideal throttle body aperture to be defined at any moment in time, so it is not dependent on the angular rotation of the twist grip.” Utilizing an ECU from Eldor (supplier to Ferrari and Lamborghini, among others), MV claims it has made the throttle twist completely linear with regard to torque creation, i.e., 50% throttle results in 50% of the torque available from the engine at the current rpm given the current load factors. Four maps are available for rider selection in the MVICS system, including Sport, Standard, Rain and Custom. Within the Custom setting, the rider can fine tune several variables to his liking, including but not limited to throttle sensitivity and engine braking level. Tommy adjusted both of these settings to great effect on the track (more about that later).Traction control is also available, of course, and can be set at any one of 8 levels (from least intrusive to most intrusive), as well as turned off entirely. In 3 of the 4 maps, the rider can choose any one of the TC settings, while in Rain mode, the TC setting defaults to level 8.Upshifts are aided by an electronic ignition cut, and corner entry benefits from a slipper clutch. For added strength (given the added torque), the F3 800 clutch has an additional 2 plates in comparison with the F3 675.MV Agusta readily admits that, in the past, it has struggled somewhat with fuel injection mapping, something that has become increasingly more complicated as ECUs have become more sophisticated. We remember Hinkley Triumph having the same problems for several years before ironing them out. MV says it has worked extremely hard at fine-tuning the maps available on the F3 800, and continues to update maps to “state-of-the-art” from time-to-time. Notifications on the MV web site allow owners to determine when new maps are available, and your MV dealer will update your maps free of charge.During our track testing, it was immediately clear MV’s claim that the F3 800 changes directions easily was accurate. Despite all the added power and torque, together with the heavier crank, the F3 800 changes direction as easily as a 600 on the track. In fact, the bike feels lighter than the claimed 381 pounds likely as a result of the counter-rotating crank shaft uniquely employed by MV in its production machine. Very impressive stuff!Together with the nimble handling, the F3 800 delivers big power in a smooth, linear fashion. Our test rider is used to highly tuned race 600s, and he felt peak power was similar from the stock F3, while torque represented a substantial increase over the supersport class machines.Three cylinder engines can combine some of the best traits from both twins and in-line fours, and the F3 800 is no exception. We were able to exit corners a gear higher than peaky 600s, and drive hard through a broad powerband straight through to the 13,000 rpm power peak. A very flexible motor that is deceptive in its smoothness and linearity, but very quick.
Back to the subject of handling. The F3 800 feels extremely light and agile, allowing you to put it anywhere you like on the track, but at the same time offers excellent stability. It also allows you to hold the line you select through bumpy corners.The brakes provide exceptional power and feel, on par with well set-up race brakes. Suspension is firm and damped well for track use, feeling well-balanced front-to-rear.MV Agusta seems to have cured any problems with abrupt throttle response found on some of its earlier models. Using the custom mapping feature, we were able to dial in a very smooth, progressive power delivery coming out of corners at a large lean angle. Exactly what you need from a race bike or a track day weapon.After becoming comfortable on the bike, Tommy turned off the traction control and played with some big power slides coming out of slower corners … reporting that the throttle and engine response made these maneuvers easy to control, due to their predictable nature.The electronically controlled speed shifter worked well even though the ignition cuts seemed a bit longer than necessary. We had no problems with the transmission while shifting either up or down. With the Custom map feature, we were able to reduce engine braking to provide more control, and maintain rear wheel traction, during aggressive corner entries. This is a very useful feature for the track.After making some minor suspension adjustments, tire pressure adjustments and tuning the Custom map, it was hard to fault the performance of the MV Agusta F3 800 on a race track. This is probably the best bone stock, street legal bike we have yet tested on a race track.Criticisms are few and minor. The footpegs are a bit slippery, and the wind screen offers a blurry view when tucked in tight at the track.MV Agusta is a relatively small manufacturer, for sure, with only 212 employees. Its bike line-up has expanded rapidly, however, from 3 models in 2010 to 14 models for 2014. MV sales have grown 130% during the same period, despite a significant reduction in the total, relevant motorcycle market these past few years.With so much going on, it seems MV Agusta never

Ducati New Monster 1200 S

I think the only miss step with this bike is the name. using “Monster” was bound to elicit strong reactions. however (comma) if they used the name “Dragster” or “Monster Drag” it would be perceived differently. swap in the old swinger and seat section and the uninitiated wouldn’t know a ’14 from a ’13.For all you guys saying this bike is anything but gorgeous… get your eyes checked! What a stunner… my question is how this bike can live next to a the Streetfighter – or did Ducati discontinue it and I’m not paying attention? If they have both bikes in the lineup they seem to be very similar.And the only thing that makes it look like a Diavel is the frame (somewhat) and the rear fender thing. Otherwise, not even close.I like it. Gimmee! Beautiful. The dash sounds very interesting . Looking forward to seeing close up pis of it or in person.
Again, just ignore all the negative, critical, angry sounding commenters who just seem to relish criticism of almost anything shown here.
Wow. Just enjoy all the new and different things coming from the manufacturers.
Hopefully, the industry is recovering quickly and we will all benefit from the new products and technology. We are blessed to be here today with so many high quality motorcycles. Had to go look up the actual wb and it is 59.5 which is about IDEAL for a monster with this engine. L twins need a little more wb the more power they have.
Monsters are great blur-bikes and as long as it is red I do not can’t see too much when riding them- scarcely notice the telephone poles .
OK, I am not going to call it “ugly” like so many do about some recent motorcycle styling. But, this thing is kinda weird, with too many different styling cues on too compact a package. The Ducati Monster concept started with attractive simplicity, but has gradually become more, ah, comprehensive.
This latest version has crossed SOME kind of line. Well, well, there’s been a paradigm change at Ducati. Higher/closer bars and a comfortable flat seat on a Monster? What took them so long? That’s exactly what I’ve done with my 1976 Monster750 in order to make it fit an average rider! Hopefully the new version has better more-compliant suspension than mine and can be ridden for rather longer.
Why doesn’t this new Monster have that ubiquitous license plate/taillights extender thingie seen on so many other naked sportbikes such as the FZ-09 and Street Triple? If Ducati doesn’t have to have that, why do the others?
Otherwise, as gorgeous as this thing is, I think I’d still have to go with the Tuono V4R or, especially, that crazy new KTM Super Dukaholic. With the naked BMW R1000RR also coming along shortly, wooo, these look to be wild times for the naked sportbike enthusiast.

MV Agusta Turismo Veloce 800

VLJ, I’ve ridden the Daytona 675 a number of times and now this F3. Both nice machines, but the MV has a lot more tuned intake/exhaust sound (that I love to hear), it spins up much faster (appropriate for a sport bike, I think) and it has styling that looks good from every angle (character is appearance also). The bike comes off a lot edgier than the Triumph, which some will praise and others will fault, but I love it. It reminds me of the Ducati 748R I owned for several years – a racebike for the street. MV keeps adding new and improved bikes. Great job! The new dash looks fine! Try to ignore all these super critical commenters. They must be miserable to be so angry and critical of almost anything posted here. This is such a great time of the year. Lots of new and exciting new bikes! Enjoy the show. We live in such a great time.The “only 36 MV dealers in the US” comment is valid, but as the owner of a first-year F3 I can say the bike has been reliable so far and has so much more character (in a good way) than any Japanese bike or even the Triumph triples. I’m not so enthralled, however, with the styling – too “adventure bike” for my tastes and inseam (34″ seat height!).What is thing but a Weestrom in fancy duds? Set them side by side, they have the same lines and the same function.It’s funny how when the Italians copy the Japanese, they make the bike look alot better and jump the price. When the Japanese mimic the Europeans, they make the bike look a whole heck of alot uglier, but lower the price.And this rule almost never varies. It’s like a law of nature. Must be cultural differences between the two societies on how they view and value copying and mimicking.This is a “Watershed” moment, for me at least. This is exactly what I’ve been asking for low these many years. Upright Ergos, Very Capable SportBike handling & weight, all in a package with decent touring accuterments; wind protection & hard bags.The closest thing was the BMW F800 GT, but I wouldn’t spend that kind of $$$ on a buzzy twin. The next was the KTM SM-T but it had the tallish suspension, which I don’t need/want.I think its a beautiful sexy Italian designed bike but its also got all the limitations that being an Aprilia has, namely; snatchy EFI, questionable long-term reliability and limited dealer network.So I’m still waiting for Yamaha FJR 09 or the Triumph 800 cc motor to get the Daytona Treatment and then be assembled into this format, or a Speed Triple with the wind protection and bags and better seat . Yes, I love triples. Have you ridden one?There would simply be no comparing this to the 600-700 lb tourers, even those with 150+ HP because you’ve got 200+ lbs of bike to drag around.I hope its a sales success and that the other manufacturers follow suit. I hope this is the dawn of a brand new sector of bikes; The lightweight, midsized, upright ergo’d tourer with long distance serious sport riding as the target.OK, looks totally righteous, but… It’s 43 degrees out and raining. It will be raining all day. I need to ride 600 miles that day, then ride another 500 the next, and another 700 the day after that, then back home on the last day, a 300 mile jaunt. I do not like wearing sox or underwear on successive days. I will need to see someone at a nice restaurant on day 2 and will need to have a decent shirt, slacks and shoes ready to wear, possibly a sport coat. I’ll be spending at least half my time on big slabs, on cruise control, and where I can I’ll be riding rather less sedately on secondary roads, but I have a schedule to keep. Now, will the MV be able to cover this? I’m not so sure. Until it can, it’s better designated a SST rather than GT. My 2008 K1200gt (sofa strapped to surplus shuttle booster) does GT quite well. Not so sure I’d dump it for the MV.

KTM RC390

What’s the performance difference between this machine and the already existent duke?
How’s that the duke did not already finish the Ninja 300 reign if no more performance (which was already good to the duke if I’m not wrong) and probably the price of the racier version it’s higher.. And yes, this one has beak… and asymmetrical lights… (they are not the same, seems like one is for closer and one for farther lightning..) On other news, you keep pushing refresh on this page all day right? (just like me) Looks like the Kawasaki Ninja 300 is going to have a very short reign!

Ducati 899 Panigale

Despite not appearing that much smaller on paper, the 899 Panigale is considerably smaller when seated in the saddle compared to the outgoing 848. The reach to the handlebars isn’t nearly a stretch and the rider triangle is more neutral akin to that of a modern Japanese sportbike. It’s still plenty narrow due to its L-Twin engine configuration and doesn’t feel any heavier than the superbike version in spite of its modest weight increase.Having never ridden on rain tires or at Imola for that matter, we set off on the 899 in Wet mode. This electronically limits engine power and also modifies throttle response making it less sensitive when twisted. By default it also selects a wheel spin restrictive traction control setting, and more invasive anti-lock braking program. However each setting can be tuned via a switch on the left handlebar, but the motorcycle must be stopped to do so. Curiously, the menu system isn’t nearly as slick as the 1199’s and require some time and button fumbling to understand its controls. We’ve never been big fans of Ducati’s traction control, on dry tracks anyways, but in the rain its functionality was impeccable. It allowed for immediate bike control in foreign conditions without having to worry if the rear end was going to come around during acceleration. Of course, a very large sum of credit goes to Pirelli’s fantastic wet weather tires with their deep and abundant tread grooves, but the traction control setting in wet mode (DTC 7) gave us just the confidence to fully lean on it, pinning the throttle off corners.The 899 shares the forward portion of the Panigale’s monocoque-style aluminum frame in which the front and rear suspension are linked via the engine cases, though the 899’s steering head angle is 0.5-degree sharper (24 degrees) with 4mm less trail. At the rear it employs a conventional-looking double-sided swingarm fabricated from aluminum opposed to a single-sided piece. This was done to save cost and to distinguish it from the premium Ducati superbike. Wheelbase is listed at 56.14 in. (0.16 in. shorter than the 848 EVO). Other differences include the use of a steel subframe and the presence of Showa’s latest big piston fork design, contrary to the Marzocchi or Ohlins units used on the 1199 standard and S model. The wheels and tires are also different with 899 using less costly aluminum wheels shod with Pirelli’s Diablo Rosso Corsa sport rubber in sizes 120/70-17 front and 180/60-17 at the rear.
Like the standard 1199 the 899’s gas-charged shock is sourced from Sachs, but operates within a non-adjustable and street-riding friendly progressive-rate link. The fuel tank still gives 4.5-gallons of capacity but is made from steel instead of the 1199’s plastic fuel cell and the front braking calipers are Brembo’s lower-spec M4 calipers. It is important to note however that the M4’s are still machined from a solid piece of aluminum making them of higher quality than the two-piece calipers that the original generation 848 used. Lastly the 899 gets a slightly thicker rider seat and a more basic-looking, one-color instrument display. Although the 899 is approximately 10 pounds less than the machine it replaces it’s also around 11 pounds more than the standard 1199 at a claimed 426 pounds with fuel, ready to ride.

Suzuki Hayabusa

The FZ09 is ugly, the Busa I'd call borderline queer, style-wise...but it's something of the Ferrari of motorcycles in the sense that you see one and you know it's fast. It undoubtedly gets respect among the sportbike crowd, at least and it's not a bad touring bike either. Hard to put an exact simile here, most Ferraris are not as bad-looking for a car as the Busa is for a bike but in no way would I call it a Lotus or Jaguar of motorcyling. But I can think of no car equivalent of borderline-ugly styling, slow handling and outright speed...the ZX-14 is similar, but with better handling and not quite so outrageous styling. And a scraped-up sportbike is kind of par for the course, but a scraped-up Busa is just sad. Sign of a rider clearly in over their head, on a bike that doesn't deserve to be abused & neglected like that." just install different handle bars, footrest and a seat to make the bike more comfortable and controllable, then see how much enjoyment you can get from riding rather than complaining" absolutely it would be a better all-around bike (that can still do 175+ and 10sec quarters) but it's never going to handle like a literbike or even a 14R. That's the yin and yang of it. It's like comparing a Barracuda with modern disc brakes to your average Japanese coupe with a 200hp turbo 4-cylinder engine. The Busa can accelerate and stop with the best of them, you can manhandle it through the turns like a big cat but it just will not, cannot turn with the lighter, smaller bikes. Of course often you don't need it to, but still you'd better keep that in mind before you need it to do that just to stay on the road. Cause it ain't gonna happen.178 hp is pretty passe these days" yeah I've heard this complaint now and then. The kind of logic that has a team kicking a field goal from the 2 yard line when down by 5 with 2 minutes left in the game. Yep, 170hp from the stock engine with 80ft-lb of torque available over 90% of the RPM band, that's "passe" all right. It'll "passe" right by you on your CBR as it struggles to get up to 12k. Oh wait: your bike weighs 100lbs less. So what? It's still slower. Yet you are right in one sense that a bike that can do 10sec quarters is not a whole lot faster than an 11 or 12sec bike w hen it comes down to it, same with 150mph or even 130mph at the top end. And you're right there are a LOT of bikes like that. Heck you might as well just buy a Ninja 300. PS you can change the bars & pegs along with the gearing, the ECU, the exhaust, etc. Its seem like every sport bike has the same complaint (people feel too bunched up on them) now, you are offer a sport touring bike that provides the the ability to stretch out and people complains about it? Why not, instead of installing power adder, just install different handle bars, footrest and a seat to make the bike more comfortable and controllable, then see how much enjoyment you can get from riding rather than complaining. AT 6' 2" 230 it fits me great and I use it for sport touring.The new brakes and ABS are nice but the bike just needs higher bars to really find its own niche going forward. It's just too slow-handling to really be considered a "sportbike", and the bars are way too far forward and low for it to really be a "sport-tourer". Suzuki just needs to bite the bullet, copy the pullback bars on the 14R and market the Busa as a Super-VFR750. What the FJ1200 should be. The current bars just don't make sense unless you seriously intend to buy that bike and ride it 100mph+ on the street. But I like the mirrors. Like 'em more if they weren't so wide end to end. The stability is nice on most roads and the engine delivers nice, smooth linear power in abundance without the big midrange kick of the 14R which is a bit too much. Overall a nice bike with a bit too much emphasis on going 185mph on straight roads. I can't imagine riding that bike over 80mph on the average two-lane as the handling is just so slow, and the bars sheesh I might be able to ride it for an hour once or twice a day even then I'd have to lay on the tank half the time.

Harley-Davidson Touring

I haven't ridden a Rushmore edition so I can't comment on how much better the sound system is on it. However I have ridden Street Glides and Road Glides and prefer the Sena Bluetooth setup in my helmet coupled with the my iphone over a motorcycle equipped sound system. The Sena speakers are right next to your ears and you have a mic. With the Mapquest app on my iphone. I can plan a route on my computer and send it to my iphone. The Sena allows me to listen to music with excellent sound, use my GPS, make and receive phone calls and have a conversation with my passenger. It is incredible and to me makes the motorcycle equipped sound systems obsolete. (unless your objective is to make sure all around you are listening to your music as well). But then again, its like the worlds most interesting man's remark "I don't always listen to Lynard Skynard, but when I do, so do my neighbors"Just bought one of these. In fact the red color you see above. I owned a 2010 Limited and traded it in for this one. I ride about 30,000 miles a year and I can tell you, the difference in the two bikes is monumental. First and foremost is the heat. Here in Southern Cal, we ofter have 95/100 degree summer days... The heat off of my 2010 at times was unbearable...After riding the 2014 Limited in this heat, the difference of the heat hitting the rider is major...Yes, it is warm but not boiling...Big difference. The other thing is the brakes. Much better and the Bat Wing is markedly improved...The new sealed bearings in the steering neck are a big improvement also...No more mess from the grease gun..The one touch opening of the bags is really nice...The computer, which is about 100 times faster than previous models allows you to put slip on pipes without remapping. The computer makes all the adjustments for you...Truly amazing.. And the cam really makes a big difference in low end torque..I could go on about the entertainment center on the dash but I really didn't care about that...Technically this is a much improved motorcycle and certainly the most comfortable I have ever ridden...It is always beautifully styled and of course Harley's paint is impeccable. Durability is what I want to see. My 2010 gave me an array of problems, from tranny main bearing, to leaks everywhere, to swing arm bushings. The biggest problem on the 2010 was the throttle sensor..This has been corrected on the 2014 with a better housing to keep the heat from messing up the wires.. The Bat Wing is modular so it comes off in one piece instead of having to take it apart before getting to the handlebars.. Also, the LED lighting front and rear is bright and very visible. All in all, this bike is a major improvement over the previous Limited. In fact, its not even close. Welcome to the 21st Century Harley. I have ridden these bikes since the 80's...They have come a long way since then...I will keep you informed of how reliable this bike is along the way...The new system is very much like what you're using with your phone and Sena headset, except its all integral to the bike now. Next to the infotainment system is a compartment that has USB access already wired. It's got a foam base and a slot to hold your phone/ipod from rattling around. The headset that comes with the Ultras can be used for the same voice commands and music/advisory listening you are doing now. Haven't played with the nav much but you will be able to plan routes. It's a very comprehensive system.

MV Agusta F4 and F4RR

Hey xFactory, I did not record my lap times nor did the MV guys when I asked them. But next time I will bring along a lap timer just for good measure because I am curious now too. My good pal and ripper Jeremy Toye was doing 1'25-26s on that motorcycle which is pretty good for a bone stock street bike. I assume I was probably four or five seconds off of him. I wasn't really pushing that hard for an entire lap. Instead I was just giving er' some heat it in certain segments of the track to see how the bike reacted. I will try and record and post lap times next time. Thanks for your input. Adam 25 to 26's to be honest is a bit disappointing to me. I'm sure the bike makes more than 109hp at the wheel. I was at Willow 2 years ago watching 2 kids (16years old) run their R6's there for the very first time on the bike track and both ran mid 1:24's. I was hoping that 1000 especially with Toye on it run quicker that a near stock R6. Maybe next time out it'll be different. I think posting times going forward would be good for us hard core ol farts. Cheers Xfactory.he message here is that there are so MANY variables that it's pointless to talk about the laptimes. I wonder if the new electronics hardware can be installed on the old bikes? What, nothing whatsoever to make all this new gear backwards-compatible with the older $26K bikes? I read this and I say the same thing that I said about the S1000RR. This is not a good thing. This just gives the rider more settings to play with and more settings to be disappointed with and complain about instead of simply riding the bike. Rather than having 50000 settings in the electronics it needs maybe two settings, at most, that are user-tunable. I'm not even sure it makes sense to have 22 different settings for damping adjustments. You spend more time tweaking the bike than riding it, then conditions change and all your adjustments need to be tweaked again....the thing that has always intrigued me about motorcycles, combined with the concept of track-testing...how easy it is to destroy a motorcycle just by running off-road combined with the price of a bike...that requires a new term other than "astronomically nonsensical". Running a car off-track can easily result in its destruction as well. But bikes...ah...it's like letting a bull loose in a china shop. So let's talk about lap-times...what else is the Internet good for? LOL "His test was brought to a premature end when he suffered a relatively minor crash. Reports say that the bike was damaged too badly to be repaired at the track. That phrase is usually something of a euphemism: in this case, it means the bike caught fire and burned itself to a crisp."

1290 SuperDuke R

This offering to the Motorcycling Gods by KTM is indeed a thing of bone, muscle and menace. The feeling I used to get before a speedway race – excitement / want to / serious sh!t’s about to happen, this bike would do it to me every time I walked to it.There is no antidote for a severe dose of LUST – wants one – real bad.KTM is going for the masculine, rough, unfinished looked (like the 5 o’clock shadow on a macho man) blended in with hints of futurism along with industrial and aerodynamic cues. An interesting mix, but in this an Italian would not have helped. Italians are not known for the overly masculine, rough, unfinished, industrial look. The more mechanical Germans are to an extent though.Nope, Italians, along with the French, are known more for the speedo look – not the look KTM was shooting for. I think the KTM looks meaner than anything out of Italy. Perhaps not prettier, but meaner. This bike was made to put foot to arse, and I think the designers nailed the style. It works for me.Oh, and one other thing. For the love of all that is good and holy, two things must now happen:1. Norm G. and mickey both have to buy one of these Teutonic space shuttles (mickey’s being the traditional KTM orange model shown above, while Norm G. gets that wild red, white and blue “Captain America” version we saw a couple of months ago), along with a pair of Go-Pro units.
2. After attaching the Go-Pros to their faux mohawk-bedecked Rossi “Mugello” Replica AGV lids, they must then film their very own version of the Big Sur TT…and none of this mamby-pamby time-trials wussification stuff, either. Nope, Our Heroes will set out together from the parking lot of Hearst Castle, banging bars all the way up Hwy 1 to Bixby Bridge. The winner won’t receive anything as crass as money, oh no. Nope, instead, he will receive spiritual enlightenment, for starters, plus his pick of his favorite Monster umbrella girl for a weekend bacchanal in the otter tank at the Monterey Aquarium.
This may be the first full-zoot, no apologies, no “tuned for midrange” (meaning: detuned) naked superbike to come down the pike. The Tuono comes close. The B-King wasn’t really a sportbike. Buell? Ummm…no. The naked version of BMW’s S1000RR hasn’t arrived yet, and we don’t know whether it too will receive the usual neutering during its transformation from Godzilla to Rodan.
I always expected hp-monger Kawasaki to be the first major manufacturer to do it, and if not Team Green then perhaps the Boys from Bologna, but nope, it looks like KTM beat everyone to the punch.
Kudos to those psychotic Austrians and their massive “melons” for stepping up and producing this bike. – Tom Sykes
Looking at that enormous text-based information cluster, though, one question does spring to mind…
I’m all in. Many of us looked in the mirror this morning after years of sun and wind pulverizing our faces as we rode into the sunset and asked ourselves the same thing! It actually looks a bit like a hawk racing down to sink its talons into its prey! Arrrgh! This would draw a crowd even in the Harley parking lot! This thing is so hot, you’d stop at a light, raise your visor and the beautiful lady in the car next to you would give you the “Meow!” Look. To which you, with that idle rumbling would reply, “Oh Behave!”

BMW F800GT

Every review of the F800 vs. the VFR800 I have read pretty much had this to say, (these comments from Motorcycle.com): "If I were to mainly use the bike for commuting and around town, I would definitely go for the stylish BMW F800ST for its handling and great maneuverability at lower speeds. But if I’d be using a bike for recreational, i.e. sport riding, I would choose the Honda Interceptor for its aggressiveness and power." I wouldn't necessarily agree with that as my F800ST, (without the problematic ABS), is an excellent corner carver. Expecting the same level of refinement from the $11,890 base price F800GT as from the $17,350 base price R1200RT seems a bit unrealistic. Honda definitely blew it when they didn't upgrade the VFR800...perhaps lowering the weight and adding belt drive like the BMW.The test pretty much reflects my experienced with my F800ST, and while your hands tingle during breakin the engine smooths out significantly past 600 miles on the odo. I've ridden many 8 hour days with no tingling. Tremendous handling/flickability, outstanding mpg, plenty of real world power to keep up with pretty much anything out there, (assuming it's ridden by a rider that values their license), and a great one up ST. The ABS on my first one was horrific which is why I traded it in for a non ABS version. The F800ST ABS was well known for freewheeling should the rear lose momentary contact with the pavement over bumps while braking. My non ABS version's brakes are outstanding. Can you expand on this comment from your review? "The actuation of the ABS also works for anything but an all-out Blitzkrieg-style footpeg dragging pace, though we wish it could be disengaged like the ASC. " I think all ABS should come with an on/off switch.Ain't none of them perfect. This is the closest effort I've seen yet to my practical biking nirvana. I don't even mind the price so much, if it'll just really be what it should be. "Balance" is the key. I've had all the fun stuff and I always have several in the garage. I'd love to be able to narrow down to two or three bikes and this should be one of them. I'll wait to see some long-term reports and I'll see if the next year or two brings a smoother engine, an adjustable windshield, and a better "standard" price and/or package. I don't need all the extras. The standard package is more than adequate for me. I want a true, street sportbike, not an ST, by current definition. There's a lot of promise here. Staying tuned.The F800 suffers from an unacceptable level of vibration. I'm surprised that it's so rarely commented on during reviews or glossed over. It's the defining feature of the motorcycle that keeps it from doing it's intended job: be comfortable. At the pricetag that BMW "demands": riders demand a more comfortable bike. The engine vibrations would have been acceptable on a GS500 but not here. The other curiosity I have with BMW's F series is the footpegs. It's as though they're designed for people with smaller than size 10 feet. Larger boots hit the passenger pegs. If you're seeking a premium riding experience: look elsewhere; this isn't it.Way to expensive for a city commute, weekend touring bike! It's pretty, but not pretty enough. You could buy his and hers Honda NC700X's for the price of this bike... almost. I own a BMW, and was stunned to find out Honda's are more reliable, so why so much more?

Honda CBR600RR

Typical bare minimum, mild update from Big Red. Hey Honda....DO SOMETHING and then maybe I would actually buy one of your bikes. Kawi makes a better MX, everyone else makes a better 600 and 1000, jeeeesh, you guys can't get out of your own way....lol.Out performs the previous model? you better be comparing it to the 2006 model. This 2013 model has no significant advantage over a 2007-2012 model. And Honda quit going back and forth on your body work, saying the more open fairing is better, then 2 yrs later making it full fairing, saying it is better. Then back to the opened fairing. Give the current model 5-6 more H.P and be done with it. That is all the bike needs.....That could be the fastest bike in the world and I still wouldn't buy it. It's so ugly it's hard to look at."The 2013 Honda CBR600RR is available now at local Honda dealers" Seriously? The biggest problem I hear is that no one can get them. The bodywork looks like it reverted back to the 03-06 600rr...Honda should fire their design department.Can't remember that last Honda that didn't make me want to gag ( RC45 maybe ). Their designers are worse than Terblanche, and that's saying something!A fourth colour choice should be offered to hide its hideous face.. Black. For  bucks more and you have an extra 37cc, slipper clutch and nice looking styling, ZX6R is the benchmark. The CBR has one thing going for it, it's not as crappy as the GSX-R600.

Honda Cruiser 2014

I have ridden hondas since 1980; my last honda purchase was a 2003 VFR. That may very well be my last. The only word I can find that describes how I feel about Honda now is “vanilla”. Since selling the VFR I have owned (and still do) a HD XR1200X and a Kawasaki Ninja 1000. Those are not world shattering leaps in design but they do stir my soul. There is nothing that honda makes now that stirs the soul. Every new bike that they released in the past 12 months are focused on commuting to a myopic extent. I see no passion in the design or function. I guess that is what selling 20 million bikes a year does to a company; creates a total disconnect with what ridding in America is all about. Don’t get me wrong, commuting on a bike is very important. However, if your budget only allows the purchase of a $5K bike, then that is probably your only bike. Wouldn’t it be nice if that one bike could whip through a canyon road with some measure of excitement. Look at the Ninja 300. Kawasaki gets it.
I like their new CB1100 but wish that they had stayed closer to the original design where the fuel tank and side covers are concerned. There’s a company in Japan that now sells side covers and an original style tank and paint job for the CB1100 – the bike looks fabulous with those parts on it.
Honda should be offering this bike in two versions, a GT/Cafe version and a more retro version, spokes, original tank and especially chromed headers etc.
When designing the new CB1100 it’s like they did not have the courage of their own conviction and didn’t follow through with a more authentic classic look. After all there are a lot of folks out there that want that type of bike…just look at how successful Triumph is with its Bonnevilles, Thruxtons and Scramblers.Producing something that can qualify as a museum piece yet still do the job and still have a strong following is only testament to a sound design. Lots of spares and aftermarket support. I ride mine hard and will buy another XR when it wears out as long as Honda keeps building them. Great bike, its been around for decades for a reason. Kudos to Honda for continuing to build a real enduro dual purpose bike. Warning, ths XR is not intended for armchair critics and “adventure pretenders”.
Everyone loves another black cruiser. Apparently if you change the fender they become new models.
I place the moment of decline to the day they released the Ruin. Moment of death marked with the release the VFR1200.
However, disregarding these black vtwins it’s possible to detect a pulse with the release of the Grom. There is also the upcoming v4 superbike which I’ll never afford, but at least it will return some of my vanishing Honda pride. I wish Honda nd the other manufacturers would take a hint from Triumph and stop trying to copy HD and instead come up with their own cruiser designs. Give me an inline 4 on an aluminum frame with sportbike performance and tight handling, cruiser ergonomics, and a curb weight under 500 lbs. Enough of this over-weight underpowered v-twin bullshit! Those are some really ugly V-twins right there. No wonder people still prefer Harley’s. Seems to me that the only fun bikes Honda is building are the 500′s in Taiwan. Whatever happened to their innovative engineering and design department?

Honda CBR500R

A KTM Duke 690 will likely be faster everywhere but the track and freeways (and the latter requires a traffic lawyer on retainer)." wait, wait, wait....I thought that it was about what was more fun to ride...and as you should know very well, in life timing is everything :)Love the looks of the new 500R, very nice bike. My first street bike way bak in 83 was a VFR 750 Interceptor. Would have gone with the 500 but being 6'2", it was just too small for me size wise. I like the more "upright" riding position of this type of bike, my current ride, an 09 Aprilia DD 750 is perfect for comfortable riding. And when I jump on my 08 Husky TE 250, the feel is very similar. I think Honda made a great decision on bringing the 500's back, the styling is great, and the pricing is even better! I remember the "tiered" licensing system when I was stationed in Vicenza Italy with the 509th ABCT, being a US soldier though exempted us from that, so my Interceptor was shipped over and ridden in Italy for a year and a half, best riding ever!Modern 600's are ripping fast and high strung. I find them harder to put around on than a liter-bike (but not go fast on). Actually, any sport bike is a chore at low speeds due to having a tiny turning circle and low clip-ons." Indeed, I find my CBR600F4i that has a considerably more upright position than the race replicas (and does not smash my thumbs at full steering lock) not much fun to ride around town (I would rather ride ride my NT700V or TW200). Being crouched over is great for high speeds on the track and attacking corners, but bad for everything else - especially keeping an eye on traffic behind and to the sides. As is a power-band that does not come on until one is at 50-mph in 1st gear. If I had only a CBR500R and a CBR600RR in the garage, the 500 would get ridden 95% or more of the street miles.This looks like a great bike! I have heard too many people say "I just got my license so I'm gonna start with just a 600." Modern 600's are ripping fast and high strung. I find them harder to put around on than a liter-bike (but not go fast on). Actually, any sport bike is a chore at low speeds due to having a tiny turning circle and low clip-ons. This Honda is great for a beginner, but I suspect fun for riders of all skill levels; plus, being a 500, it can handle a freeway commute. The styling is nice and so is the proper sized rubber. I think Honda hit the nail on the head here. Really i dont know where all the hate is coming from im in australia we have the tiered licencing (i currently ride a 08 600rr and orginally learnt on a 250rr 15 years ago). For a noob it looks the part and thats what alot of noobs just want, and will probably easier to go fast on than a 4 cylinder of the same hp due to twins torque. The other thing it will be good for would be a good commuter, i would rather this than a scooter, and i have a wrx yet would still rather ride even if its cold or rainy so that to me rules out the its still not a car complaint. Too many noobs are too keen to hop onto bike more powerful than they can handle, even if the people are older. Originally over here there was a 250cc limit when i started riding so we all went out and go rgv's and rs 250 2 strokes to get the hp, then they changed the laws so if you held a full car licence you could go straight up and get an open licence bike. This only lasted a little while cos gixxer 1k's were the rage and people who never spent any time on bikes were killing themselves them left right and centre. Now the rule is 100kw per ton with a max of 650cc works out like the eu hp rule. end of the day i think a modern 600cc supersport has more power than any noob can handle effectively let alone a 1k so i agree with the tiered licencing making this a good first bike in a tiered licencing system.

Kawasaki Ninja 1000 ABS

Kawasaki’s perfectly calibrated electronic fuel injection helps make this so. The four 38mm Keihin downdraft throttle bodies inject a perfect mix of fuel and air into each combustion chamber with help from an advanced ECU, oval sub-throttles and an updated cool air intake system that routes fresh air to the airbox via extra ducts at the front of the bike. A new, non-woven air filter element increases air flow for stouter high-RPM performance. For 2014, equal-length velocity stacks provide snappier throttle response, increasing the engine’s fun factor. Digital Timing Advance contributes to the increased low- and mid-range power, while spark plug-mounted ignition coils help ensure perfect timing for each cylinder.  Warm up is easy—regardless of the temperature—thanks to the ECU’s idle speed control system.
A three-mode KTRC traction control system combines with a two-mode power selector system to give the rider the best possible performance in varied conditions.  The Power Modes give the rider the choice between full power and low power, allows the rider to set power delivery to suit their preference. The first two KTRC modes are intended to maximize acceleration similar to the ZX^™-10R’s S-KTRC. The third mode is tuned for low-traction (wet/slippery) conditions, similar to the Concours^® 14 sport tourer’s KTRC. The KTRC system can be turned-off by the rider, and its settings and the Power Mode ignition maps can be selected with the bar-mounted switch. The KTRC and power modes—as well as ABS and Economical Riding (ECO) status—are indicated on the updated LCD instrument display for at-a-glance monitoring of settings.
A balance shaft driven off the crankshaft keeps the solidly mounted engine operating smoothly, while a beautifully styled 4-into-2-into-2 catalyzer-equipped exhaust system offers a pleasing growl without being overly loud. It’s a perfect engine for a road-going sportbike – smooth, powerful, flexible and blessed with the legendary reliability associated with Kawasaki sportbikes.

Yamaha FZ-09 850 Triple.

This is what the Super Ten and/or a new TDM should be based on. Other than the ugly headlight I really like this bike, and I can probably see me on one…but preferably with a small fairing. The specs are right on with this bike, unfortunately Mr. Yamaha has a very hard time in the design department. If the bike had a proper gas tank and ditched that funny looking seat it would sell better. I’m willing to bet I will never see a single one on the road. Finally, something worth looking at from the Japanese that does not have a full fairing and clip-ons.
Just might have to find the space for this even though being a new father I rarely get to ride anymore.
I wonder if it will sound as nice as the triumphs? You just know it will be reliable.
Way to go Yamaha.’m ready for the return of the TDM850 based on this platform. Basically this bike in Multistrada-esque trim. And roomier dimensions please. Don’t size it like a Versys just because it can be. A TDM variant should be roomier than a Versys. Between a Versys and a Multistrada would be perfect. Just as the engine displacmenet is between the two.
Loved my old TDM but a lighter weight triple version would really light me up. The gap between the headlight and the tiny console (that’s practically a bicycle computer, bet they saved some coin there..) along with the 4 bolts on the cover between them seem to invite the aftermarket (maybe Yamaha themselves) to make a bitchin’ bikini fairing for this. More Power than the the Triumph but it is 175cc larger. Compare it to a Speed Triple @ 133 hp. Apples to oranges. Nice looking bike and Yamaha did make a triple 30 years ago.

Honda CTX700 DCT ABS

Which brings us to the subject of this test, Honda’s 2013 CTX700.  This bike comes with a standard six speed transmission, but we tested the optional version with Honda’s sophisticated automatic transmission and ABS brakes.  Honda’s DCT (Dual Clutch Transmission) found in the CTX 700 is a second-generation design of a transmission technology introduced by Honda several years ago.  It features six speeds and, by incorporating two clutches, it can pre-select the next gear for quick, almost seamless changes.  Honda claims its second-generation design of this DCT results in a very light and efficient package that delivers an estimated 61 mpg.
The DCT can be used purely as an automatic in one of two modes, Drive or Sport.  In “Drive”, the transmission focuses on fuel efficiency and upshifts at low rpm levels, and downshifts less aggressively while coming to a stop or entering corners.  In “Sport” mode, the DCT hangs onto the gear as the revs rise for a more aggressive acceleration, and almost seems to read your mind as it downshifts aggressively while you attack a corner.  Finally, you can turn off the automatic nature of the transmission and shift manually up and down with paddles adjacent to the left hand grip.
We found that the DCT performed as advertised.  All of the options can be a bit confusing at first, but once you learn how to use it the DCT reacts quickly, and predictably.
Well all I am their target audience. I went through the Motorcycle safety course and rode my Stepsons Shadow a few times. I may not be the most cordinated person in the world but I did drive heavy trucks with manual transmisions in my Army days and have at least a million miles logged as a driver. Any way I cocluded that trying to get use to a clutch while trying to figure out how to keep balance as well was too much like work. I never bought a bike because I wanted something that was more relaxing/fun and less like work and required less thinking. After all I thought this was about having fun. If I wanted to be stressed out I could have just gone to work instead.
I decided I was out till they made a automatic that looked like a Cruiser. Sorry but hanging out with Legion Riders with a scooter would be like….. well lets just say I would get more respect driving my cage. I guess I will have to swing by the Honda dealer and think about this.
Thank you Honda for tying again. Sorry but the DNO-1 was just to weird looking and it never felt comfortable to me.
 Very well thought out post Wayne. I happen to agree with you, it’s too bad that many current riders seem so locked into what their idea of the “perfect” bike should be and really can’t see beyond that. There’s lots to enjoy in motorcycling. Just like thumper addicts who insist there’s nothing better, or those that feel two cylinders are what makes the best bikes. Unbending in their preference and yet we have threes, fours, fives, sixes, all with their own flavors. And that’s just the engine! Where would Baskin-Robbins be if there were only vanilla?
We all have our preferences, does that mean I’m right and the next guy’s got it all wrong? I almost pulled the trigger on a VFR1200, the DCT intrigued me. For all the panning it received by the outspoken I understand their owners love ‘em. Isn’t that what it’s all about?
I liked your observation between the CBR250R and Ninja 300. I looked at it as Kawasaki using the now in vogue marketing technique of bumping displacement out of established class to gain enough extra performance over the Honda (in particular) to make it stand out, but of course for extra money. Well I’ll see your 300 and raise you 500! One can play that game all day long. Which is the correct answer? Should there be a correct answer? I don’t think so. As long as the rider enjoys him/herself should be what counts.

Kymco Myroad 700

If you also compare the performance and handling to a middleweight bagger, the Kymco does just fine. Power is enough to get you into trouble, even testing it at high altitudes (4500 to well over 9000 feet). Midrange is good, and it seems to build as the speeds get into extra-legal numbers.
Handling is good,  but this is not a scooter you are going to be embarrassing sportbikers with. Though the steering was precise and light, the rear suspension—no doubt burdened by the great unsprung mass of the motor and drive unit—was overwhelmed, wallowing slightly in high-speed turns and feeling harsh over bumps. You’ll have a good time, but you have to reset your expectations for how this scooter handles—he’s a big fella.

The trick-looking brakes work well, with the Bosch ABS cycling well and providing reasonable stopping distances, but again, the weight of the bike means you’ll need a hefty squeeze with all 8 fingers. The brakes are linked, back to front, so the rear lever gives you more stopping power than the front, though using the front alone is fine for brisk sport-riding.
Kymco doesn’t expect to sell a lot of these in the USA—competition is stiff in the form of large displacement scooters from BMW, Suzuki and Honda, and the market is limited. So why offer it? Prestige, said Kymco’s sales manager. Perhaps a customer wanting a big scooter may enter the Kymco dealer looking for the Myroad and ride out on an Xciting 500i or even the very good Downtown 300i. It may be a good match for riders like the former Gold Wing owner and the growing number of Boomers looking for a fun, trouble-free riding experience. In any case, it shows Kymco can run with the big dogs in the scooter market and make Kymco a household word…in scooter-riding households.
To correct an error – frame-mounted engine, just as in a motorcycle.
No doubt the unsprung mass is heavy, as the wheels generally tend to be heavier than motorcycle equivalents to provide gyroscopic stability at high speed, despite smaller rolling diameters. However, handling is also about the ratio between the sprung and unsprung mass, so the MyLoad suspension harshness and vagueness is likely to do with mismatched damping and spring ratios and the sheer bloody weight of the combined mass.
If honest, this just shows why hefty scooters should NOT be built like motorcycles, they should be built like cars. The MyWord is crying out for a monocoque, a refined aerodynamic structure – and a turbo diesel motor.I had a 400 Burgman a couple of years ago and I really liked it. The big problem with big scooters (aside from the price) is maintenance. Even simple things like changing spark plugs or changing the oils is time consuming and requires removing a lot of plastic. I sold the bike because I was afraid of a major problem developing with the scooter. The one thing that was really nice on the scooter was the lack of engine heat when riding.

MV Agusta Brutale Corsa

Once again, to me this is a bike with no real purpose; great if all you want to do is ride around a bit, but not worth much if you want to go places far enough that you’ll most surely encounter varying weather conditions and temperatures. I need storage capacity for changes of clothes, etc. As others have pointed out, this bike is too conspicuously pretty for any location that isn’t top 1% upscale.
Other than for the high price of admission and the perception of fragility there is no reason that this bike can’t be used for more than just “riding around a bit.” Slap on some soft luggage and with that comfortable upright seating position I would have no qualms with taking her on 500-mile rides and/or multi-day trips. I rode up to and across Canada and back on a naked SV650 with my wife riding pillion, and this MV Agusta would appear to offer a similar level of all-day comfort.
Regardless of its beauty, it’s still just a motorcycle. As long as it holds up, it can be used in all the usual ways.
MV Agusta always makes it seem so easy, so why can’t the combined engineering might of Japan, Inc, give us exhaust systems that look even half that good?
Never the mind the absence of a silly beak or any other gawdawful visual clutter. 
Styling a bike is easy, even a bike styled like this one. A fifth grader with a bit of artistic talent could do the same with adequate support and resources. If Japan is producing ugly bikes, rest assured, they are doing so only cause that’s what they are wanting to do, as incredulous as it may sound.
Imagine if Japan actually started to style their bikes with some competence and verve, styled their bikes as if they too had eyeballs, what then would happen to the MV Agusta’s, Beemer’s, and all the other smaller, regional based bike manufacturers? Even Harley within a few years would be reduced to dust.
Add another bike to my “if I win the lottery” list. Wining will be tough since I don’t buy tickets…
Congratulations to those of you who can afford on of these beauties.
Goose.

BMW K1600GT Sport

So does this spell the end of the K1300S, and the oft-rumored follow-on, the K1400S ? I ride a 2005 K1200S, original blue and white paint scheme, and last year I came close to replacing it with a 2012 K1300S HP limited edition model. Then I came close this year to buying the 30-year K-Bike Anniversary model (red and white beauty). I’m holding out for the K1400S (or better yet, the ultimate K-rumor bike, the K1600S), but now it’s not looking too promising. This K1600GT Sport is just too big. True, my K1200S is a large bike, but it was perfect on a recent ride from San Diego up to and around Yosemite. A great Sport Tourer. There’s a limit though, one where the K1300S is still fine, but the K1600GT Sport appears to have crossed over. And for the tight and twisty stuff, my 1997 Triumph T595 does just fine ! I commute 25 miles 3 days a week on both bikes, and while I have no problem splitting lanes with either, I’m scared even thinking about white-lining with the K1600GT. Of course, I don’t have side bags, so maybe that’s the reason.
I am always on the look out for a replacement for the RS (the gentleman’s sport bike) This bike comes close.
A few years ago I chased a Goldwing up over Bobcat pass in New Mexico. I was awe struck by its ability to accelerate out of the corners. And just how nimble that bike was. Last weekend I lead a K1600GT on a very tight twisty couple of New Mexico roads. I was very impressed with the bike overall quickness. And it’s ability to pull hard. BMWs have always had acceleration under control. That is they tend not to feel like they are accelerating as hard as they are. After enjoying NM 111 and 519 two roads that are more suited to adventure bikes, all I could see in the mirror was a bike with my name on it. And I can get 23 clapped-out Honda Rebels for the price of one BMW Sport. If you don’t appreciate the fit and finish and the technology that goes into the K1600 series, fine, go buy yourself a couple of slightly used VFR1300′s instead. I’d rather have the better bike and pay the difference.

KTM RC390 Sportbike

But to compare it to the other bikes isn’t really fair. The Duke has a claimed tank-empty weight of 306 pounds and claimed hp is 43 (expect a little under 40 at the wheel). We loved the 300 Ninja, but it’s no out-of-the-box racebike. It weighs almost 390 pounds gassed up and makes about 35 horsepower at the wheel. And the CBR500R (and its naked and Adventure-Touring brothers the CB500F and CB500X) is a big hit for Honda, but it’s also very heavy—well over 400 pounds wet—and makes about 45 hp at the wheel—more power, but it’s lugging an extra c-note of poundage, too. That’s like having a passenger who won’t get off.
In a Honda CB500-like approach, the RC390 is the Duke with different styling, including that angular, Gerald Kiska-penned fairing. The race version is trimmed down to 286 pounds and less than 39 hp, but that’s probably due to racing rules — we expect the U.S. street-legal version to be identical in spec to the 390 Duke, as it’s easier and cheaper to certify one motor for regulatory purposes than two.What do you call it when a racing-oriented European motorcycle company teams up with an Indian factory to produce a performance-oriented, entry-level motorcycle at a price competitive with the Japanese big Four? I call it brilliant, but KTM calls it the RC390. It’s based on KTM’s light, cheap and quick 390 Duke, and it will very likely be on sale in the USA next year for a price not too far from other entry-level sportbikes like Kawasaki’s Ninja 300 and Honda’s CBR500R.

Victory Motorcycles

Victory Motorcycles announced their 2014 lineup at the Polaris Industries dealer meeting in Washington DC. Headlining the new model year motorcycles are the Cross Country 8-Ball, the Cross-Roads 8-Ball, the new Cross Country Factory Custom Paint program and a stunning, limited-edition Ness Legacy Cross Country.  MSRP reductions and model enhancements offer greater value on Victory’s industry leading style, performance, reliability, comfort and storage.Those seeking an expert’s take on how to style a Victory bagger need look no further than the Ness Cross Country featuring Ness Legacy Paint. For 2014 the skills of three generations of Ness come together to co-design this stunning bagger that features a striking red and black paint scheme loaded with detail. A well-chromed engine features diamond-cut cylinder fins for a sparkle that exudes custom and detail in a way only the Nesses can. In addition, each Ness Cross Country comes with an original autographed and framed photo of Arlen, Cory, and Zach Ness featuring a limited-edition plate uniquely numbered to match the machines.  This explosion of style comes at a new low price of only.