A scooter may not strike you as a serious means of transportation, especially in the car-focused transportation infrastructure of the US. However, for folks living in Asia and Europe, scooters aren’t just a means of mobility, they’re a way of life. With that being said, those of you who’ve been reading my stuff over the course of the nearly half-a-decade of me writing for RideApart would know that I’m in fact not based in the US, but in the Southeast Asian country of the Philippines.

Here in the Philippines, scooters vastly outnumber any other type of vehicle on the road, especially in the nation’s capital of Manila. Owning a small-displacement two-wheeler is seemingly the only solution to escape the near-constat gridlock every rush hour. On top of that, they’re really easy to park, cheap to maintain, and quite frankly, tons of fun when navigating the dense urban landscape. So when I decided to bite the bullet and get a scooter, it had to tick the following boxes: affordable, reliable, practical, and stylish (emphasis on stylish).

I’ll admit that I’m pretty vain, especially when I’m on a bike, as such, I had to get a scooter that stood out. I used to own a Vespa, but decided to sell that to prioritize other things. Now, more than a year after having sold my little Italian scoot, I wanted something with a similar retro flair, but with a different flavor – something easier to maintain, specifically when it comes to spare parts and aftermarket accessories. This is where the Yamaha Fazzio enters the picture.

How I Ended Up Owning A Yamaha Fazzio

Those who know me would instantly say that the Fazzio is the polar opposite of what I like when it comes to two-wheelers, and indeed, to a certain extent, that’s true. I’ve always gravitated towards performance-oriented machines, and before the Fazzio, my daily ride around town was a Yamaha MT-07. Arguably, a 70-horsepower hooligan machine was pretty excessive for the urban roads and traffic-laden streets I frequented. Apart from the 07, I also have a Triumph Street Triple RS in my garage – another bike that leans towards the performance side of the spectrum.

It wasn’t until I was able to get an incredibly good deal on the Fazzio that I decided to pull the trigger. A friend of mine had just purchased a Triumph Trident 660 from another friend of mine, and I brokered the sale. After she picked the Trident up from my place, she left the Fazzio with me for a couple of days. Let’s just say I took the Fazzio for a spin without her permission, and decided that it was staying with me for good. After some negotiations, I purchased the scooter for an irresistible price.

First Impressions

Yamaha makes some of the best bikes in the business, and has always been all about reliability. In the case of the Fazzio, well, I’ve clocked in about 1,500 miles on it and it’s never skipped a beat. In terms of fit and finish, it’s surprisingly well-built, with the bodywork in its vibrant red color scheme being very well put together. The switchgear, handlebar, controls, and brakes all feel very solid. It glides along smooth roads with ease, however its suspension is a little on the softer side, and its small 12-inch wheels struggle to keep the scoot tracking straight on rough roads.

What I like in particular is the bike’s charming styling. It’s obviously a retro-inspired design that takes some styling cues from the likes of Vespa, but I think Yamaha’s done a good job of differentiating it and making it look more unique. I also really like the scooter’s mild hybrid system, and the way it makes it feel like it’s packing a lot more grunt than a 125cc scooter should have – but more on that later on.

User-Friendly Design

As an everyday companion, the Yamaha Fazzio ticks all the boxes, well, for me at least. My daily routine involves me waking up a 5:30 AM, heading to the gym at around 6:30, before coming into my office at around 9:00 AM. As far as carrying all my stuff goes – my laptop, gym clothes, and other essentials – the Fazzio can do it all. It has ample under-seat storage, although it’s not quite big enough to house a full-face helmet. When I’m riding, I keep my laptop and other gadgets under the seat, and my gym bag is nestled comfortably between my legs. There are even hooks on the apron and under the saddle for extra convenience!

Speaking of the apron, on the right side, there’s a small cup holder which I actually used as a cup holder. Needless to say, I spilled a bunch of hot coffee all over my right leg. I guess it’s better for holding small bottles instead of cups. Meanwhile, on the left side, there’s a cubby hole with a cover for you to store your valuables. There’s even a charging port in there for you to charge your phone as you ride – and yes, it’s big enough to fit larger smartphones, too.

Surprising Performance

At the heart of any motorcycle is its engine, and the little Fazzio has a heart of gold as far as efficiency is concerned. It’s powered by a 125cc, air-cooled, fuel-injected, single-cylinder engine – but not just any single-cylinder engine. It has a trick up its sleeve, and that trick is mild hybrid technology. Officially, it’s called Blue Core Hybrid, and it makes use of a Smart Motor Generator (SMG). It doesn’t work the same way as your usual hybrid system, but instead is connected to the crankshaft of the internal combustion engine.

Here, the SMG handles starting duties for the engine, so there’s no cranking sound as the engine fires up. As the engine idles, it does so extremely quietly thanks to the sizable muffler on the right side of the scoot. That means the Fazzio is the perfect scooter for sneaking out at night or in the wee hours of the morning without waking your neighbors. At low RPMs, the SMG also plays an important role. It provides electric assistance to the ICE engine, giving you a boost of acceleration that’s enough to pop a little wheelie (if you try hard enough).

All in all, Yamaha says that the Fazzio produces a peak power of 8.3 horsepower at 6,500 rpm and 10 Nm (about 7.4 pound-feet) of torque at 5,000 rpm. What I can say, however, is that it feels like it produces quite a bit more, especially under heavy acceleration when the SMG provides some of that zesty boost.

A Comfy And Laid-Back Ride

At the end of the day, the Yamaha Fazzio is a scooter, and scooters are all about chilling – especially when they look as chic and stylish as this. Yamaha makes good on this aesthetic with an extremely comfortable rider triangle. The handlebars are tall, and the seat is high enough for you to have a confident perch atop the bars. Your elbows are bent in a very relaxed manner, and it’s easy to shift your weight around the spacious saddle.

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I’ve ridden the scooter to the outskirts of town – about 50 miles south of Manila, and it’s given me a fresh perspective when it comes to riding. It’s the perfect ride to just sit back and enjoy the scenery; admiring the sights, sounds, and smells of the countryside, and that’s because you have no choice. This thing tops out at about 50 miles per hour, and besides, given how small it is, probably doesn’t have any business going any faster than this.

All This For An Incredibly Affordable Price

As I mentioned earlier, the Yamaha Fazzio ticks all the boxes when it comes to being an urban commuter, and one of those was affordability. It carries a price tag of P92,900 PHP, or about $1,650 USD. Here in the Philippines, it’s more expensive than other scooters of its displacement, but that’s largely due to its styling and technology. In terms of availability, the Yamaha Fazzio is, unfortunately, not available in the US market (or at least not yet). It is, however, available in other Asian markets such as Indonesia, Thailand, and India.

We've seen a lot of scooters that originated in the Asian market make their debuts in the US market. Bikes like the Honda ADV 150 and PCX 150, as well as scooters from brands like Kymco have entered the US market, with hopes of transforming urban mobility. Do you think there's a place for a scooter like the Yamaha Fazzio in the US market? Sound off in the comments below.

Source: Yamaha Motor Philippines

The new 2024 Triumph Scrambler 1200 X is far more accessible, easier to live with day-to-day and, with $1150 off its price tag, also significantly cheaper than before. Triumph has shelved the spec in areas – new Marzocchi forks, for example, are non-adjustable – but improved functionality, accessibility and safety with the introduction of lean-sensitive rider aids.

It’s unusual to jump on a new model that, despite the increase in the price of seemingly everything, will be cheaper than the bike it replaces. But how much simpler is it to live with? And has the introduction of basic non-adjustable suspension reduced the appeal of the new 1200 Scrambler? A full day, both on and off-road, should throw up the answers. 

Getting To Know The 2024 Triumph Scrambler 1200 X

Triumph has made cost savings, opting away from the Showa/Öhlins combination of the XC to Marzocchi units front and rear for the new X, and diminishing the spec of the brakes, which are no longer Brembo. But this hasn’t just been a cost-saving exercise. Despite the price reduction, Triumph has added lean-sensitive ABS and traction control (TC) for the first time.

To put it another way, Triumph has saved money in some areas but added value in others, which is why the price reduction of $1150 is notable. And while premium brands such as Öhlins and Brembo may be lacking from the new bike, Triumph hasn’t cut corners on quality. The new X feels as robust and solid as ever, its finish as high-end as we've come to expect from a top-level British machine.

It’s fascinating what Triumph has done here, because a manufacturer usually adds more spec and more complexity to its model updates, which in turn adds to the price. But Triumph has opted for lower specification suspension and less off-road focus by significantly reducing the suspension travel and ground clearance to make the new 1200 X more accessible to more riders. These transformations make the 1200 X a very different package to both the new XE (see the box out below) and the outgoing XC.

As soon as you throw a leg over the bench seat you immediately feel the difference. Seat height now drops from 840mm to 820mm and is considerably lower than the new XE (which sits at 870mm). With an optional lower seat you can reduce that figure to 795mm. 

For shorter riders like me – I am 5ft 7in, just –the 1200 Scrambler and its 230 kilos have always been a little intimidating, but Triumph has drastically changed all that by simply shortening the suspension travel. Triumph could have gone one step further and opted for a 19-inch front wheel instead of the 21-inch, but the Brits still wanted to maintain some decent off-road ability – it is, after all, called a Scrambler.

As mentioned previously, the new X drops the fully adjustable Showa forks and Öhlins shocks of the outgoing XC for Marzocchi units front and rear, with the only adjustment possible being to the rear spring preload. Some may miss that adjustability and seductive Öhlins' X-factor, but the forks are still 45mm inverted units, and the new set up has been designed to work like the previous suspension.

Marzocchi may not exude MotoGP raciness but it does manufacture good suspension units, and Triumph certainly hasn't swapped fillet steak for McDonald's. On the many twists and turns in the roads of lovely Malaga in southern Spain, I didn’t feel the need to change the suspension settings as the factory-set Marzocchis worked out of the box. I was riding at a brisk pace, and the feedback and support were excellent for this type of bike. 

With its travel reduced from 200mm to 170mm front and rear, the suspension feels more well-matched to the road, less of a road/dirt compromise than the older XC, and as the pace picked up I felt my confidence grow.

Large Scramblers traditionally feel quite solid and the X's 228kg (or 502 pounds) are still noticeable at a standstill. But when it's flowing on the road, the suspension controls the weight without drama, and the bike rolls sweetly over that 21-inch front wheel into turns. It's a Scrambler still, and no race bike. But as the miles slipped by, its road focus and less intimidating nature came to the surface.

The 1200 X is simpler to ride than before. It has a nicely balanced, softly set road focused suspension that remains stable and planted at a brisk pace. The power delivery is urgent and there's that wider spread of torque to shovel it out of turns. Unlike before there are lean-sensitive rider aids should you get a little carried away, and on a cold early morning road surface there is enough grunt to get the TC working overtime.

The downside to the new suspension set-up is reduced ground clearance, which means on occasion the pegs tickle the road and, if you ride aggressively, try to bury themselves like a frightened ostrich. That preload adjustment on the rear might well be needed for heavier riders looking to enjoy their favorite B-road.

With the road-biased Metzeler Karoo Street tyres fitted, the new 1200 X handled a few dusty challenges with relative nonchalance. Ground clearance is reasonable (185mm or about 7.2 inches), there's a specific off-road map and, of course, that large-diameter 21-inch front wheel. 

With the TC deactivated, the X's accurate fueling, balance and accessible torque made it easy to slide the rear without inviting disaster. Should you get a little carried away, the ABS is designed to work off-road.

So long as you're not planning to hit the trails hard, or jump and bounce over rocks, then the 1200 X is still capable off-road. While its off-road ability is less than the new 1200 XE's, it is arguably better than any other scrambler-style machine on the market. I'd fancy its chances against BMW’s R nineT Scrambler and certainly against Ducati’s 1100 Scrambler.

There is, however, no hiding the fact that the 1200 X has reduced braking power compared to the previous model, with smaller discs now and axial-mounted Nissin calipers instead of the racy radial-mounted Brembos of the XC.

Triumph has included cornering ABS for the first time, which arguably adds more safety and is pleasingly non-intrusive on the road, but stopping nearly 230kg (or 507 pounds), plus rider, is a lot to ask of relatively basic brakes. 

At times, when braking hard into tight downhill hairpins, the usual, gentle brush of the lever with one or two fingers was quickly replaced with a firm pull to get the X stopped. Adding a pillion and luggage would have demanded an even more urgent squeeze. 

Nevertheless, for most of our test ride, there wasn't an issue, and I'm sure it won't be won’t be one at all for 90 percent of 1200 X owners.  I’d also argue that with lean-sensitive ABS now on board, the emergency stopping distance for many riders has even been reduced.

Triumph hasn’t significantly changed the familiar 1200cc parallel twin; just given it a tweak to make the power and torque more accessible lower down in the rev range. I’m sure the Moto2 engineers who breathe so much fire into the 765 triples could have worked their magic and added more power at the top end, but it’s simply not needed on a naked, 21-inch front-wheeled Scrambler.

Triumph has tweaked the distinctive exhaust system for 2024 to take heat away from the rider, and it’s redesigned the headers to create more torque in the lower revs. The bike still starts with a charismatic bark. It’s Euro 5 (and beyond) compliant, so it’s hardly going to wake the neighbors. Still, for a standard bike, it sounds good and throaty.

There are five riding modes to choose from (using the familiar controls on the left bar): Sport, Road, Rain, Off-Road and Rider Configurable, which allows you to create your own custom mode. 

We had dry conditions in Spain, if a little cold, which is why I stayed with Road and Sport modes. There isn’t a massive step in power and feel between the two modes as we’re only managing 89 bhp here, and I spent 90 percent of the road element of the test in the standard Road mode.

This is all you’ll ever need: smooth throttle delivery, strong drive from low down, and more than enough zip at the top end. While peak torque remains unchanged from the XC, Triumph claims to have increased the lb-ft available lower down, but without riding the old and new bike back-to-back it’s not overly evident. I can state, however, that the spread of torque in the lower rpm is lovely.

From as little as 2,000 rpm it starts to tug and, at 3,000 rpm, gathers its stride, yanking hard right through the mid-range. Short shifting becomes second nature, and I seldom revved the new X as there’s simply no need. 

Peak power is at 7,000 rpm, but you can make brisk progress changing up at just 5,000 rpm. It's meaty and tasty, a proper, no-nonsense twin which, with the TC off and a whiff of clutch in second gear, will loft the front without drama or revs. Nice to know on the road, and also useful on the dirt.

The new LED/TFT hybrid dash is simple and easy to navigate. Some may actually prefer the classy minimalism of the X's display to that of the pricier XE, but one potential downside is that you don’t get backlit switchgear like the XE.

The long list of accessories is impressive; you can, for example, transform your 1200 X into a tourer with factory luggage options offering 102 liters of total storage, including a 35-liter tail pack. Or you can opt for off-road biased rubber, fit crash protection and a bash plate, and head for the desert.

On the test, I averaged 4.6l/100km which equates to 61.41 UK miles per gallon (or about 50.79 US mpg), the same as the old bike. Official figures haven’t yet been released, but returns of over 60mpg during a reasonably brisk ride can’t be ignored. 

The fuel tank capacity is only 15 liters, but will be fine for about 170 miles plus a little more before panic sets in. Unlike the premium XE cruise control isn’t standard, not even optional – shame.

More About The 2024 Triumph Scrambler 1200 XE

Like the 1200 X, the suspension is completely new for the XE. The previous Showa forks and Öhlins twin shocks have been replaced by similar Marzocchi units, still fully adjustable and still with 250mm of suspension travel. Suspension may have dropped in spec’ but stopping power has increased, to Brembo Stylema radial four-pots in place of the previous Brembo M50s.

Style changes are minimal: just tweaks like the reduced indicators and rear light. Overall, the level of finish is very high and in the Spanish sunlight the new Baja Orange looked stunning.

The new 2024 Triumph Scrambler 1200 X now caters to those who like the idea and image of the 1200 XE but are either put off by its size or don’t require significant off-road ability. The new 1200 XE is now very different from the 1200 X and is clearly the big bad boy of the 1200 Scrambler range. Big ground clearance, big suspension travel, big seat height... And it has racy Brembo Stylema stoppers.

It looks stunning, and it’s surprising what you can get away with riding it both on and off road. It’s a fun, usable, versatile bike, and something a little different from a normal adventure machine, although still heavy.

The premium XE also receives an additional off-road pro mode, cruise control, and backlit switchgear as standard, not forgetting the premium clocks. And the best news, the price has dropped to $15,295 creating a huge saving of $1700 over the previous XE.

Verdict

Triumph now has two very different Scramblers in the 1200 X and 1200 XE. The British manufacturer has undoubtedly listened to customer feedback and produced a new Scrambler that is easier to live with day to day and isn’t just an XE with accessories.  It is more accessible for smaller and less experienced riders, yet shares the same character, power, torque and looks of the premium 1200 XE.

There is no hiding the fact that the suspension and brakes have fallen in spec, but Triumph has added lean-sensitive rider aids, a new dash, and more low-down torque whilst dropping the price by $1150 in a market where costs continue to rise.

The 1200 X is still capable off-road, up to a point, but is now much more friendly than before. For those of us honest enough to admit to ourselves that our off-roading ambitions probably don't include long rides into the wilderness and our real-world need to adjust our suspension damping is probably non-existent, the new Scrambler 1200 X certainly hits the mark. Cheaper, easier, safer than before – arguably the Scrambler that many wanted. Only time will tell us for sure. 

Photography by Chippy Wood

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For all their blustery big boy swagger, plus-sized adventure bikes can be a bit of a handful offroad. I should know. While the power and stateliness of the Harley-Davidson Pan America impressed me, the 559-lb sled also got away from me on a rock-strewn trail and landed me in the hospital with a concussion. Good times.

It’s been a minute since I ventured offroad, so when an invite to test the new 2024 Yamaha Ténéré 700 landed in my inbox, I agreed with a tenuous mix of enthusiasm and caution. A bit of background: While I’ve enjoyed piloting all manner of road and sport bikes everywhere from canyons to world class racetracks, my experience offroad is a bit more limited.

Though I’ve spent time building skills with some of the best in the business like Jimmy Lewis and Rawhyde Adventures, I’ll be the first to admit that my offroad background doesn’t make me the wheelie-in-the-dirt badass I’d like to be. With that in mind, I geared up, visored down, and tackled a 175-mile off-road and on-road day aboard the 2024 Yamaha Tenere 700.

What’s New, Pussycat? 

Playing little sibling to the $16,299 Super Ténéré ES means that the $10,799 Ténéré 700 lacks some of the heft and quite a bit of the tech of its 1,200cc big brother. At first glance, it also looks spindlier, with a narrow body and skinny 21” front and 18” rear Pirelli Scorpion Rally STRs. While the 452-lb wet weight doesn’t put it into featherweight territory, it’s not far off the Honda Transalp (459 lbs), Kawasaki KLR 650 S ABS (460 lbs), or the Suzuki V-Strom 650 (470 lbs).

Power comes from a 689cc liquid-cooled CP2 parallel twin, a proven powerplant that has seen duty in the MT-07 and XSR700. The 43mm inverted fork up front is compression and rebound adjustable and offers 8.3 inches of travel. The single rear shock enables 7.9 inches of movement and is rebound adjustable, with a remote adjuster for preload. Dual 282mm front and single 245mm rear brakes are ABS-enabled. Seat height measures 34.4 inches with a maximum ground clearance of 9.4 inches.

Upgrades for 2024 include a new 5-inch TFT display that brings color and sharpness to the previous black-and-white LCD unit. The screen can show data in two graphical themes, and links to the Yamaha Y-Connect app to display incoming or missed calls and SMS notifications (but not messages). The app also shares fuel consumption history, the last parking location, maintenance alerts, and a ride log. While the ’23 model was capable of disabling ABS, the ’24 offers three modes: ABS on, rear off, or full off. Also new is a big “ABS On” button to the left of the display that enables assisted stops for when trails become roads.

The digital menu access switch is now a ribbed dial on the right switchgear, and it requires one long press to access the main settings menu. All ’24 Ténéré 700s are pre-wired for a quick shifter for clutch-free upshifts, and the plug-and-play hardware can be had for an extra $200. Additional extras include a 1.6-inch-taller rally seat ($220), skid plate ($381), and lowering kit ($115), and radiator guard ($156).

Back in the Saddle

From the moment I swung a leg over the 2024 Yamaha Ténéré 700, it felt that getting back offroad wouldn’t be as daunting as it could be— or at least, that was my thought before I faced gnarlier-than-expected sections of dirt, rocks, and sand. In a refreshing alternative to porky 1200s, this 700 feels small, simple, and manageable. Steering is light, and though the bike’s 34.4-inch saddle height feels somewhat tall, my 170 lbs of mass provided enough compression to enable standing on the balls of my feet at a standstill.

The clutch is a tad grabby, requiring smooth release when easing into first gear. While there’s a hint of snatchiness during roll-on throttle application, the powerplant is generally smooth and linear during revs, which cap out at 10,000 rpm. Getting the daunting offroad bits done first, I found the tubed Pirelli Scorpions to be grippier than expected.

Yes, I had a few slides and wobbles, but the rubber side managed to remain down despite a few low grip stretches. While I would have liked a bit more grip at the front wheel, I also suspect that playing with the suspension settings might have alleviated some of those doubts. On the positive side, the bike’s maneuverability made it easy to make mid-corner corrections, with the 21-inch front wheels rolling over irregularities with ease.

While the suspension and tires kept me out of trouble over dirty, sandy, and rocky patches, the real hero was the parallel twin engine. Though it lacks traction control, the even 270-degree firing order and generous low-end torque made it easy to lay down power. At times, the grunty mill felt like a thumper when I didn’t bother downshifting during a slowdown and it pulled me out of a corner with ease. While the optional quickshifter shifts smoothly under heavier throttle, it's a tad notchy during more leisurely shifts and requires using the clutch lever during downshifts. 

The Long Ride Home 

After the relief of successfully negotiating around 30 miles of trail, an on-road photo session preceded a traffic-swarmed ride from Lake Elsinore to Pasadena. Thanks to the 4.2-gallon fuel tank that promises over 215 miles of range under more normal conditions, I needed just a quick topoff to ensure getting home without any drama.

The Ténéré’s knobbies don’t feel quite as natural as dedicated road tires might on LA freeways, but there’s still enough grip to encourage high-speed onramp cornering and quick braking when avoiding traffic slowdowns ahead. Maintaining around 6,000 rpm at 80 mph speeds in top gear, the Ténéré 700 feels solid enough to handle long highway slogs while offering good wind protection and comfortable ergonomics. The only things missing, to my eye, were cruise control and heated grips; two features that would go a long way towards elevating the bike’s long-distance viability.

Claiming a modest $300 increase in MSRP over last year’s model, the 2024 Yamaha Tenere 700’s improvements make it well-rounded and appropriately priced choice riders seeking a bike that take them to remote places while negotiating the roads it takes to get there. More crucially, the 700 offers a justifiable, right-sized alternative to riders who firmly believe that more is more.

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Just when you thought Ducati had provided us with every possible variant of the Multistrada, from the excellent off-road biased Rally, to the sporty 17-inch wheeled Pikes Peak, the Italian factory comes up with yet another.

Ducati unexpectedly and unpredictably announced an even quicker, sportier, more powerful and exclusive Multistrada than ever before. A machine that goes like crazy on road and track, but that crucially retains that Multistrada usability.

The exclusive RS uses the more powerful Desmosedici Stradale engine from the Streetfighter, and not the spring valve-operated Granturismo found in every other Multi V4. That makes it the most powerful Multi yet. But it still comes with adaptive cruise control, a comfortable riding position and the facilities for integrated panniers. The Ducati Multi RS is comfortable, practical, blisteringly quick – and a bit mad.

Those Tasty Specs

This is a sizable step and a significant transformation for the Multistrada, as every other V4 in the range uses the non-Desmo 1158cc Granturismo engine. Introduced in 2021, the GT makes 170hp/125kw at 10,500rpm and 92lbft/125Nm of torque at 8750rpm and features extra wide service intervals, including a 36,000-mile valve check.

By contrast, the new RS uses the 1103cc Desmosedici Stradale V4 that you would normally find powering the Streetfighter V4 or Panigale V4. This smaller-capacity V4 retains Ducati's signature Desmo valve system and narrower, conventional service intervals. However, it also revs higher and can generate up to 180hp/130kw at 12,250rpm. With the booming, optional Akrapovic race exhaust fitted that figure is elevated by a further 12hp, pushing claimed peak power to 192hp. Not bad for an all-rounder that can also take panniers.

A slight disadvantage of the revvier, racier engine is that it produces a little less torque and makes its peak numbers higher up the rev range than the 'normal' Multi V4s. Peak torque is a claimed 87lbft/118Nm at 9500rpm, compared to 92lbft/125Nm at 8750rpm. That race exhaust pushes it to 88.5lbft/120Nm.

This is quite a transformation, and something we weren’t expecting at RideApart, as the Pike Peak is already a seriously quick and sporty Multistrada. The RS's 180hp is ten more than the Pikes Peak, and with the race exhaust fitted (as tested), 22hp more. To add to the excitement, the RS runs shorter gearing than the Pikes Peak and kicks more like the super-aggressive Streetfighter than a Multi.

Rider Aids

As expected, there's an embarrassment of rider aids to help the pilot get the most out of the bike's improved performance. We still have four riding modes: Sport, Touring, Urban and a Race mode to replace the usual Enduro setting. This latter mode brings the RS in line with the street and track focused Streetfighter and Panigale. 

Each riding mode also controls the level of intervention of a large raft of lean-sensitive rider aids. There are four power modes – low, medium, high and full – again, much like the Streetfighter and Panigale. Even in the high-power mode, there is a reduced torque in first, second, and third gear. If you want undiluted power in every gear (and I'm not sure many will!) you have to opt for the full-power mode.

The power delivery is massive and feels more dramatic on the RS than it does on the Streetfighter, even though it’s a few horsepower down. As I left the pitlane to join the Autodromo di Modena racetrack in northern Italy, the RS felt just like a 17-inch wheeled Multistrada.  But then, when I opened the gas, it revved and delivered with the brutality of a Panigale V4 – a bizarre and most exciting combination.

Modena, We Meet Again

Aware that I was only the second rider outside of Ducati to ride the new RS, I was certainly a little anxious. Thankfully I’d ridden the Modena circuit many times, including on a Pikes Peak, so was able to focus on what is an astonishing machine, and attack from Lap One.

It’s a tight and twisty track with a lengthy straight, which gave the RS the chance to stretch its legs. Instinctively, I revved it hard – the Stradale V4 makes you do this – shifting from second gear to third and fourth, then fifth gear on the straight, only when the shift lights illuminated.

The digital rev counter builds as the V4 revs with liquid ease.  There's no such thing as a ‘slow’ Multistrada – the Granturismo V4 is truly class leading – but the conventional all-rounder, tuned for midrange and drive, is done with just 10,000rpm showing.  

By contrast, at this rpm, the new RS is still revving towards peak power at 12,250rpm and will happily rev on to 13,000rpm. In the twisty sections of the circuit, I could hold onto the revs as if I was chasing a lap time on a Panigale.

On paper, torque is down compared to the standard Multi. However, when you are on track and using the upper 25 percent of the rev range, you don’t miss the slight lack of grunt. Out of Modena's final turn, with the anti-wheelie on a low setting, I could feel the 17-inch forged Marchesini wheel hovering above the Italian track as the power kicked and catapulted me down the main straight.

The combination of a fast-revving, powerful engine, a perfectly synchronized up-and-down quick-shifter, and excellent rider aids understandably perhaps, tricks you into riding the RS like the Streetfighter V4 S or even the Panigale. When you remember it can accommodate fixed panniers, it feels, as noted, pleasantly odd.

A significant change from Multistrada normality is the introduction of a 17-inch front wheel to replace the 19-inch front on the standard Multi. The rims are also 2.7kg lighter, which saves on unsprung weight, and can also be shod with track-focused rubber. Pirelli Diablo Rosso IV Corsa are the OE fitment but our test bike wore Pirelli slicks.

Other weight savings include the introduction of a titanium subframe, which is a first for Ducati and also saves another 2.5kg. (Ducati had a separate subframe in the garage for me to examine, and I couldn’t believe how light it was.)

The premium Multistrada V4 S and the new Grand Tour both use the familiar Skyhook Marzocchi semi-active suspension, whereas the new RS uses Öhlins Smart EC 2.0 units similar to the Panigale V4 S, Streetfighter V4 S and the Pikes Peak.

Each riding mode changes the damping characteristics of the suspension. To allow me to get used to the new RS, I initially selected Sport mode, with a little more support from the excellent rider aids. However, within a few laps on grippy Pirelli slicks, it was obvious this was a little too soft with too much transition and the pegs were close to touching down, toes sliders occasionally touching too.

You can change ride modes on the move (with a closed throttle) but I opted to return to the pits, then change the mode and trim the rider aids. Now in Race mode, the suspension was very different, with far less dive on the forks and the suspension holding the chassis on the apex and giving the Pirelli slicks an easier time. 

Ground clearance was also increased, meaning that the RS could carry more corner speed. On every lap it encouraged more lean angle and more corner speed. Very addictive.

The long-travel, semi-active suspension is perfect for long-distance performance,yet less idyllic for the racetrack. Still, the feel and feedback from the Öhlins units are excellent, especially considering the Multi started life as a multi-purpose adventure bike. The RS instilled so much confidence that I turned down the traction control intervention and removed the anti-wheelie altogether.  I could feel the limit approaching as if I was on a well set-up sports bike.

In the pictures, the RS certainly looks like a big bike, but that's not how it feels onboard. The Pikes Peak is 214kg (about 471.79 pounds) dry and the RS is 3kg (6.6 pounds) less. With the optional race exhaust installed that figure drops by another 5kg to 206kg (or another 11 pounds to just over 454 pounds), which would make the RS just 28kg (61.7 pounds) heavier than the Streetfighter V4 S.

As you would expect, the RS gets the very latest stoppers from Brembo: Stylema monobloc calipers and 330mm discs with a radial master cylinder and corning ABS. These race spec stoppers are the same as you’d find on the Multistrada V4 S and Pikes Peak, but now they are stopping less weight.

On the track, they were faultless, and the high riding position and upright stance resulted in excellent stability. The corning ABS is superb, even at a solid track day pace, it’s not intrusive and can be relied upon.

Ducati has added a more progressive rear brake lever, something they started on the Multistrada Rally. They’ve also changed the master cylinder to make the rear brake sharper and more usable. 

Because the RS runs a similar engine to the Panigale and Streetfighter, this allows the introduction of a three stage Engine Brake Control, which allows you to control the amount of engine braking from the V4 and is a first for the Multistrada range.

I’d like to run the RS against the stopwatch to see how close it is to a Streetfighter or Panigale over a lap or three. I think on the right (possibly tight) track the RS will be close; its wide bars and tall stance should make it relatively easy to throw around in slow corners.

This was a track-only test, but the RS is still a Multistrada and should come with all the excellent ergonomics and comfort of the Pikes Peak model, with which it shares many similarities. As mentioned, the RS still comes with adaptive cruise control and blind spot detection. There is even an Urban mode which drops maximum power to 84kw/113hp and reduces the power in all gears. Strange to think that the ‘safe’ Urban mode is still more than Ducati’s legendary 916.

The slight downside of a revvier engine with more performance is worse fuel consumption. The standard Multistrada Pikes Peak is quoted at 7 liters/100km whereas the RS is 7.3 liters over 100km. That’s not a huge difference, but I’d expect an RS owner to use the revs and ride a little harder. With a 22 liter fuel tank, however, you won't have to fill up as often as you would on a Streetfighter, which has a 17 liter fuel tank. Plus, if you are overly concerned about fuel consumption on an exotic Ducati, you’ve probably bought the wrong bike.

An extensive list of rider aids and high-tech features, including radar detection, makes the RS the most advanced Multistrada ever. In fact, it’s one of the most advanced bikes on the market as it combines the racy tech of the Streetfighter and Panigale with the proven touring and distance-focused electronic witchcraft of the Multistrada range.

For example, you have track-focused rider aids including changeable engine brake control, and also Vehicle Hold Control, backlit switchgear, and that radar – also not forgetting the Öhlins Smart EC2.0 suspension. All this is managed via a familiar 6.5-inch TFT dash with Ducati Connectivity. Yes, that means you can have a full map navigation on the display to guide you to your next track day.

Carbon fiber bodywork (mudguard, 'beak' and handguards) is standard, along with the road-approved Akrapovic muffler (though not the full race exhaust as fitted to our test bike).

Other small touches worth noting are a new heat shield, closable air deflectors, and an air-cooled phone compartment, all of which were first seen on the Multi Rally.

If you want to add more, the color-matching integrated panniers look very neat. The catalog of optional factory goodies is pleasingly long and expensive and includes an open dry clutch (which sounds fantastic), crash protection, and even an indoor bike cover.

Verdict

I was impressed by the Multistrada Pikes Peak when I rode it at the Modena track a year ago but, with the RS, Ducati has moved the game on and pushed the boundaries of what is possible on a crossover machine.

A 192hp, free-revving beast of a V4 in a chassis that possesses many of the qualities of the excellent Streetfighter and Panigale, mixed with the all-round adaptability of the Multistrada, makes for an fascinating blend. Especially when, for me at least, it's the best-looking Multi in the range.

This was a track-only road test, but I'm certain that like all the Multis, the RS will be capable of churning out some big miles in comfort, and I can hardly imagine how exciting it will be on a deserted road.

Yes, it’s expensive at $37,995, but it’s also exotic and built by the brand that just won MotoGP and WSBK again. How many times, I wonder, have Streetfighter owners craved a little more comfort, range or workability? This RS will tear up a canyon road as easily as it will hold its own in the trackday fast group.

The question many will ask, who needs that?  I do, and I suspect many more will too. I love the fact that Ducati has been brave and bold enough to produce something that's somehow both so practical and so extremely ridiculous. In a world which sometimes appears dull and riddled with rules, it is refreshing for the world champions to try something a little crazy.

Photos by Alex Photo

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If you asked me a few months ago what modifications I had in mind for my motorcycles, I probably wouldn’t have thought of a tire pressure monitoring system. While tires are important, for experienced riders it usually is either a habit or something you immediately notice once you saddle up. One turn of the handlebar might tell you that your front or rear tire needs air. I relied on this sense for a while and then I got the call from FOBO in the Philippines for a rather interesting challenge. 

While I was expecting them to ask me for a review on the product, I didn’t expect that they would bring in another competing tire pressure monitoring system (TPMS) for my other bike. While I will be focusing on the FOBO Bike 2 system primarily, I’ll slide in some input based on my experience with the other product along with a brief description of it. What’s interesting to me about FOBO is that its system is totally seamless, rather easy to pair (if you follow the right steps), and nifty since it pairs up with your phone. 

The other system 

First things first, let’s talk about the other TPMS unit. It’s a three-piece that involves two tire pressure sensors and one gauge pod with a mounting system for the handlebars. While I won’t go into detail about the unit’s brand and make, it represents what most systems out there are currently offering. I installed it on my Honda, while the FOBO I reserved for my KTM. The main reason why I opted to put this system on the CB650R is because I had room. I couldn't say the same for my 790 Duke. 

The pros of this system are visibility. At a glance, you will be able to see your tire pressure changing in real-time. It’s also a standalone system that runs off two triple-A batteries. Other systems may have internal batteries, but with this, you can at least supply your own disposable or rechargeable pair. The sensors also have button cell batteries each which means that you have to worry about four cells to keep your TPMS alive. 

As for cons, depending on the batteries that you install, it could be a hassle to replace batteries every two months or so depending on your usage. The display is activated by motion so it powers down to conserve energy. With the stock batteries, I was able to get about two months' worth of use. I now have a “better” and more quality set of batteries in the unit and it’s been going strong. Other than that, you do need a set of handlebars so you can attach the gauge pod which could be a hassle if you either have no bar space to begin with or have a scooter. 

It did the trick and you could say that this setup is preferable for those who like information at a glance or an on-bike alarm, though there are no more tricks beyond that as far as I've experienced. 

FOBO Bike 2 

Unboxing 

Now on to the meat and potatoes. After the quick appetizer on my Honda CB650R and the respectable performance that the more standard TPMS product gave me, I had high hopes for the FOBO system on my KTM 790 Duke. I didn’t have to bust out an Allen key and rearrange things on my handlebar. I just needed my phone and the tools provided in the box. 

The sensors themselves are solid-feeling, about as chunky as other auxiliary tire pressure sensors, but far from generic looking given the other set I worked with. They run on low-power Bluetooth 5.0 connectivity, so it has little penalty on its and your phone’s battery life. FOBO claims that you can get up to a year’s worth of riding with a pair of CR1632 button cells only which is already more convenient than the other system given that you don’t have to feed it triple-As. There are two colors available for the system which includes silver and the one that I got which is black. 

Installation and pairing 

The pairing process is rather seamless, though I did opt to omit a few things from the kit to make my life easier. You first need to download the FOBO Bike 2 application which is available on the App Store or Google Play Store. Once there, you need to sign up for an account to take ownership of the sensors. Each sensor is keyed to your account but it can later be transferred or reassigned to another user or another motorcycle if you so choose. You can set up a profile that is specific to a motorcycle. Note that you need an internet connection for this. Let’s say you have a track bike or a dirt bike, you probably won’t run the same setup so that makes sense. The app lets you set your tire pressure floors and ceilings and it will alert you as soon as you reach certain thresholds as well as your ideal static (cold) tire pressure. If you didn’t already know, tire pressure changes depending on ambient temperature and usage. When it comes to setting up your profile for your bike, make sure that you put on upper and lower pressure limits that are in line with the recommendations of your tire’s make and model. 

Following the smartphone setup, you have the (recommended) option to install a lock nut. The kit comes with a wrench and keychain that you should keep with you to lock and unlock the nut in case you need to air up. In my case, I opted to leave the lock nuts in the box and just screw the sensors straight on. The nuts are added security, but they get in the way of a gas station tire pump in addition to getting in the way of TPMS thieves. 

Go to your rear tire, put your app into pairing mode then screw in the sensor to the valve. Once there, put your phone as close as possible to the sensor so it can detect it, and then wait a bit. You will receive a prompt when the sensor is registered. After that, follow the same steps for the front tire and you’re good to go. The pairing process requires a bit of patience rather than elbow grease if you don’t opt for the lock nuts. Still, I found that it is way more seamless compared to the other system and it’s perfect if you’ve already sorted your cockpit layout. 

In use 

In practice I don’t get to see my tire pressures at a glance, but I get a notification if I am running low on air. The system will either push a notification to my phone or my smartwatch depending on what I have on at the time. Either that or I can check my devices to see the pressures I am running before I head out. The system will log the last recorded tire pressure and temperature so even if I am away from the bike I can gauge whether I need to look for a tire pump or whether I’m still good to go. 

The big pro of this system is that it will remind you to fill up with air without needing a separate gauge pod on the bike. The con is that checking your exact tire pressures will require a few taps here and there to get to, but the fact that you leave your cockpit clear of any unsightly gauges will be a plus if you happen to be riding a classic bike, a scooter, or a bike that simply cannot accommodate an additional accessory. 

As far as accuracy is concerned, the system is quite on point. Whatever the sensors pick up is about the same as what I see on the tire pumps, give or take about +/-0.5 psi accounting for the loss of static pressure between fill-ups.

Practically speaking, now I can tell if I am really having a bad day or if it’s just my tires. If the bike feels heavy, I can just check the app and confirm if it has something to do with the tires. I can also detect a puncture and monitor my pressure and temperature over a certain period thanks to the graphs in the FOBO app. Going off that information, the app will detect if there is a slow or fast leak happening and will alert the user via a notification. 

Verdict: Who is this for? 

If you have a motorcycle that has an integrated TPMS, then the FOBO Bike 2 system isn’t for you. If, however, you need to install or have a monitoring system activated from the dealership, then this can be a viable alternative to that. For other bikes that are perhaps older or that don’t come with the option of adding a TPMS from the factory, for about $100 USD, this should be a good bet. However, it is on the more premium side of the pricing spectrum with other systems going for close to $40 USD less, give or take. Just like the other systems, it can be stolen as well but at least you won’t have to worry about a gauge pod getting nicked and it's not totally obvious that you have a TPMS installed on your bike. 

This may seem like a nice-to-have product, and most experienced riders will be able to tell if they’re running low on air through feel. However, FOBO Bike 2 takes the guesswork out in a neat and rather convenient package that doesn’t clutter your bike’s handlebar. The system will save you time, and in the worst case, it can save your life. Tires are important and the system will tell you if you need to reach for a tire pump, or if you have a leak that needs to be plugged. As far as tire pressure monitoring systems go, it’s a step above the standard fare in the market mainly because it relies on fewer batteries (just two CR1632 cells) and provide more information on top of the push notifications. 

In conclusion, spending a hundred dollars for a tire pressure monitoring system might be an ask for most motorcyclists, but if you ask me, spending a hundred dollars to have a device monitor your tire pressure for you and provide relevant historical data and notifications if something is wrong is great considering that it's one less thing to worry about. You don’t have to spend that hundred-dollar bill, but if you do it won't be a waste. 

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Have you ever had a favorite pair of gloves? I have, and then the company I bought it from discontinued it. That was about a year ago from today, and I’ve been devastated ever since trying to find a better pair. While on that hunt, I came across Furygan’s collection, and it turns out that the French marque is also known and quite loved for its gloves. So, I decided to try them out. 

I've had a good experience so far with Furygan. The brand's products have been decidedly good like the Mistral Evo 3 and the Atom Evo Vented jackets that I currently ride with. Impressed with the quality of the jackets, I had high expectations for the other pieces in the collection. 

Given how textile gloves would only last me a few months to a year, I decided that a half-leather pair would fare better given how much my hands move while I ride. This model has struck a chord with me and you could say the sad memory of finding that one hole in my (former) favorite pair of gloves has gone away. Okay, a bit overdramatic, but the Furygan Volt, is a half-leather and half-mesh summer riding pair that I can’t seem to let go of. 

Materials and construction 

If you say you want leather gloves for riding, there is a broad spectrum of materials. As usual, cowhide is one of the standard materials for suits and jackets, and you may also find bessy on gloves as well. Then you have calf hide, which is lighter and a lot softer, but a little weird. Some companies also use kangaroo leather as is the case with Knox and their Handroid line thanks to its pliability. However, as I’ve come to discover over the years of riding motorcycles and going through various materials, goat leather is definitely a preferred material especially since I demand a balance between longevity, comfort, and performance. 

The leather that Furygan used in the construction of the Volt is top-notch. Off the rack, the palm is tacky, supple, and when I first tried it on, quite pliable. The gloves are also pre-curved so I had no problem going from zero to 60 right off the bat, so to speak. The break-in took only one ride for me, and the material was able to mold well around my hands in a pinch. 

Man-made materials are also present here such as mesh and spandex, and also synthetic leather. While none of the leather-looking bits are fake, the synthetics that I see on the tag include the suede-like material between the thumb and the index finger, plus the textiles and the molded PVC armor. I like how all the leather is in the spots where I actually would expect a glove maker to put thick materials, as the palm all the way to the cuff is covered in leather with impact foam inserted in. More breathable materials are only placed in areas that make sense and don’t compromise durability and safety, and trust me, I’ve seen some gloves that can be quite questionable when it comes to material placement. There was one particular brand I encountered that placed a panel of mesh right in the center of the palm. 

Design 

I like Furygan’s design a lot. Mesh in the right places, leather in key areas of wear, and then it’s also a half gauntlet so it extends down into your wrist bone. I like the fact that there are also venting windows that let air into the gloves and it’s definitely not as hot as full leather gloves. The thing that sticks out to me here is the fact that it really does feel like a middle ground between full leather and full textile gloves—unexpectedly so. As stated, the flexibility of the leather required minimal break-in just like a textile pair, the business end is thick, but it returns a good amount of feel from the grips.

It’s a bit of an outlier in this regard, however, I will dock points from its scorecard because it doesn’t come with palm sliders. I usually look for gloves with palm sliders and this pair didn’t have them. I’d say points are added back into the mix because the cuff extends past my wrist bone and it is covered. 

One major design issue that I noticed was the fact that all the rubber overlays simply couldn’t hold onto the textile. These elements are simply glued on and after about a month of using these gloves, I just peeled them away. I’m a little disappointed to see these things go, but with or without it on, the performance was unaffected, even if they were meant to channel the air into the vented areas. I question why brands put three-dimensional design elements on their gloves and it’s the same case here. If it’s just going to come off, why bother? After I removed the ones on the thumb area, I preemptively removed the ones on the back of the glove as well. Humidity and heat caused the glue to weaken, though I remained unfazed in my use of this pair. 

Still great performance and safety 

Niggles aside, I love using these gloves. They’re pretty much spot-on when it comes to feel. I don’t feel a lot of slack on the throttle when I’m using this pair, and the response between my hand and the grip is pretty much one-to-one. The thing that sets this pair apart from what I’ve been used to is the fact that I don’t have to go through a lot of material to turn the throttle or operate the levers. I took a flashlight and inspected the insides and found that there was one lining layer underneath. The fact that the leather is already protective enough helps with that one-to-one feeling. 

Ventilation performance, you’re not getting a mesh glove here so don’t expect it to be super cool. Instead, it’s cool enough even on the hottest of days. On the highway, especially, you will notice a bit of a breeze running through your fingers. It’s not a lot, but that’s about par for the course given that you get a full leather palm anyway. 

CE Level 1 protection on this pair and the foam inserts are pretty comprehensive. You get armor on your knuckles, inserts on the fingers, inserts on the inside and outside of your palm, and finally on the wrist. All of this is covered by goat leather so expect it to resist a good slide over asphalt. 

Fits like a glove—a good one 

My hands are small, but average when it comes to its proportion. For Asian brands like Taichi, I am a medium. European brands like Revit, Ixon, and Spyke, I go down to a small. Furygan’s sizing is European, and there is both a letter and a number that will tell you how big or small it is For men’s sizing, I am a small/seven in this pair. If you frequent European brands, I recommend that you go true to size, but if you frequent Asian brands, consider going a size down from what you usually get.   

Verdict: Say hello to my new favorite

While I was a bit hard on these gloves, and I had my reservations about them, I still used this pair day in and day out. Whether it was a long or short ride, I often gravitated towards this pair. 

I value this pair for the feel and for the way that it fits my hands. That one-to-one feeling is also a rarity for me with motorcycle gloves. I will also note that gloves are an extremely personal piece of gear that you should try out for yourself before you buy. However, if you are ordering this pair online, take advantage of a return policy just in case things don't fit. 

As for its pricing, you can find this pair for about $70 USD give or take. Depending on where you buy, you might be able to score this pair on sale as well. Given the performance and quality, I have no regrets about investing in a pair like this. 

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Source: Sportbike Shop , XLMoto , XLMoto

French helmet manufacturer Shark is arguably one of the more underrated in the business. Admittedly, it’s a brand that’s managed to slip past my radar until recently. Having said that, browsing through the brand’s catalog of helmets, we find a surprisingly vast array of lids – from modular touring lids to carbon-fiber racing helmets – it seems that Shark’s got it all.

The helmet that caught my attention was the Spartan RS, marketed as the brand’s mid-tier street and touring option. I felt that this helmet had everything I wanted when it came to comfort features, touring amenities, and of course, a sporty design that would suit my riding style and the bikes I frequently ride. Now, this helmet is not to be mistaken with the Shark Spartan RS Carbon that Earl reviewed earlier in 2023, as that one’s slightly more expensive and decked out in more premium features. The helmet we’re talking about today is indeed similarly styled, but more affordable for folks on a budget. Let’s dive right in.

Strong first impressions

The Shark Spartan RS is my first experience with the brand, and I must say that I was thoroughly surprised with the helmet’s build quality and design. Right out of the box, the helmet was housed in a nice dust bag that seemed nicer than those of other brands. After all, you can tell a lot about a product’s quality from the packaging alone.

Pulling the helmet out of the dust bag, the Shark Spartan RS has excellent craftsmanship and attention to detail. Folks who enjoy scrutinizing small details will enjoy this helmet, as there are tiny details that add to the lid’s premium look and feel, such as a color-matched cap on the sides of the visor, as well as a rubber-coated handle for actuating the drop-down visor. Speaking of the visor, the outer visor has notches that allow you to partially open it for ventilation, while the inner visor rolls up and down with satisfying clicks.

Polarizing design

When it comes to styling, the Shark Spartan RS clearly isn’t for everyone. Its modern styling means that it’s ideal for folks who ride modern bikes. Furthermore, it gets its name from styling inspirations from the helmets of Spartans, as evidenced by the chunky front air intake and the large stripe on the top of the head, so it could make you look bobble head-y, especially if you’re smaller in stature.

Nevertheless, I consider the Spartan RS as a sport-touring lid thanks to its comfort-focused design and amenities. While it does get a traditional double-D ring closure, the helmet is equipped with a drop-down visor, as well as built-in speaker cutouts for easy integration with your communicator of choice. The cheek pads and inner liner, which by the way is velvety soft and smooth, can easily be removed for convenient cleaning.

Beneath the surface

While we do try our best to give the most comprehensive reviews of all the gear we get to try, we can’t really provide first-hand accounts of how they perform in the event of an accident, unless of course we do go down in the duration of our testing (knock on wood). As such, we can only take the manufacturer’s word, as well as the certifications that come with the helmet, when it comes to the technical aspects of the helmet.

In the case of the Shark Spartan RS, it’s compliant with the latest criteria stipulated by the ECE 22.06 standard. The shell is constructed out of fiberglass, so it has better impact and energy absorption properties than a standard plastic shell. There’s also a multi-density inner liner that does most of the impact absorbing duties in the event of a crash. Overall, the helmet manages to stay rather lightweight, tipping the scales at just 1,530 grams (about 3.4 pounds).

A real-world performer

On the road, the Shark Spartan RS delivers a pleasant riding experience thanks to its soft inner liner. It’s so soft that I don’t even need to wear a balaclava, and the sensitive skin on my face doesn’t get irritated. The helmet does come with adequate ventilation that's easily adjustable, however, my only complaint would be that I find the drop-down visor fogs up way too easily, even when you’re in motion. The outer visor isn’t an issue, really, as it comes with a Pinlock anti-fog visor.

At speed, the Spartan RS retains its stability, and clear vision is provided by the Optical Class 1 visor. It’s also remarkably quiet, keeping wind noise to a minimum (I didn’t wear earplugs when I tested this helmet on the freeway). In terms of ergonomics, this helmet prefers a more upright seating position, so it’s ideal for naked sportbikes, sport-tourers, and some adventure bikes.

Should you buy the Shark Spartan RS?

All things considered, it’s hard to find fault with the Shark Spartan RS, simply because of how well put together and comfortable it is to wear in all riding conditions. At the end of the day, it’s really up to you if you like the helmet’s non-traditional styling. What I can say, however, is that the Spartan RS’ features make it feel like a helmet that’s worth way more than its price tag would suggest.

The Shark Spartan RS is priced around the $300 mark, so it competes with helmets from the likes of HJC, Caberg, and AGV. Like most other lids on the market, the Spartan RS can be outfitted with different visors, and you can even change the color of the various trim pieces for even more personalization.

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Source: Shark Helmets

The Royal Enfield Himalayan has undoubtedly been a significant player in the adventure motorcycle market, mainly because of its rugged simplicity and affordability.

Now, the introduction of an all-new 450cc single-cylinder engine with water-cooling, ride-by-wire throttle, and double overhead camshafts – all firsts for the Indian manufacturer – represents a substantial advancement in terms of performance and technology. New features such as Showa suspension, riding modes, switchable ABS and a TFT dash with connectivity and navigation should also make the new Himalayan a more capable and versatile machine.

Despite this dramatic modernization of its much-loved workhorse, Enfield’s commitment to retaining the simplicity and reliability of the original, 2016-model remains high. Attracting new customers with better performance and modern technology was clearly deemed essential by the Indian manufacturer. So too was retaining the Himalayan's appeal to traditional customers, the majority of whom come from outside the European and North American markets.

It had to be tough, and the fact that Enfield chose the Himalayas as the venue for the new 450's press launch, demonstrates the company's confidence in the bike's capabilities in challenging terrain.

I  flew all the way to the spectacular mountain range for 48 hours of crazy testing at 11,000 feet (and higher). Two days travelling, three planes and a scary taxi ride to get there: could the Himalayan live up to the name?

The Bike

The introduction of a new 452cc single, the Sherpa 450, represents a significant milestone for Enfield.t introduces water-cooling, marking a departure from Enfield's traditional air-cooled designs, as well as ride-by-wire technology and a dual overhead camshaft (DOHC) configuration – all firsts for the manufacturer.  The Sherpa 450 unit is also an impressive 10kg (about 22 pounds) lighter than the air-cooled  engine it replaces.

In terms of performance, the 452cc single is on another street altogether, producing 40hp at 8,000 rpm and 40Nm/29.52lb-ft of torque at 5,500 rpm, and making a smoother, broader band of power. Some 90 percent of that peak torque is available from as low as 3,000rpm, ensuring that the bike generates plenty of grunt wherever it is in the rev range. And while the older engine is revved out by 5,000rpm, the 450 is still making good power at 5,500rpm.

The implementation of  ride-by-wire throttle allows for the introduction of two riding modes, Performance and Eco. An increase in the fuel tank capacity, from 15 litres to 17 litres, provides an extended claimed range of 450km/280miles.

The India and UK-based design team has made several noteworthy changes to the bike's design, too. They moved the airbox to above the engine, which not only improves the bike's water-wading capabilities but also allows for a narrower seat that tapers toward the fuel tank. Attention has also been paid to the exhaust routing to ensure that the narrow end can doesn't interfere with the bike's functionality.

First Impressions

An extensive and dramatic two-day road test in the Himalayas demonstrated that Enfield has made significant improvements in the performance of the Sherpa 450 compared to its previous air-cooled engine. Despite challenging conditions at high altitudes and the challenge of one of the world's most dangerous roads, the 450 took on everything the mountains could throw at it.

A 65 percent increase in peak power has made perhaps the most noticeable difference. The new bike is keener and much more responsive when the throttle is opened. The new ride-by-wire fuelling system provides a smooth and manageable power delivery, especially at low-revs, when singles can feel particularly lumpy.

Moving Through Mountains

Threading the Himalayan between rocks and scree or maintaining traction in dirt-surfaced hairpins with no barrier between me and the valley some 3,000 feet below, was easy. The new engine offers a broad and usable  spread of torque; so about 25 percent throttle drove it calmly up the mountainside without any drama at all.

While the altitude knocked power output by around 20 to 30 percent, there were still opportunities to experience the improved top-end power that the previous air-cooled engine lacked. The Sherpa 450 is more willing to rev, accelerating up to 70mph with comparative ease. This  should enhance its appeal to customers outside India who crave more power.

The Himalayan’s newfound performance can't really be described as sprightly or thrilling, especially at altitude. Still, it does deliver a lovely slug of torque and fuss-free acceleration. At lower, more normal altitudes, it will perform even better, making every day overtaking and motorway cruising far more achievable. After all, keeping up with faster traffic on the outgoing Himalayan meant risking a dislocated wrist in a bid to squeeze out every last molecule of power.

The introduction of Eco and Performance riding modes is welcome, but the 450's power delivery is so user-friendly and unintimidating that it's hard to see who would benefit from the softer Eco option, other than riders transitioning from smaller-displacement motorcycles. Performance mode is likely to be the default preference for most.

The new Enfield Himalayan features a completely redesigned chassis and suspension setup, but retains the old bike's crucial and defining go-anywhere DNA. The 21-inch front wheel and 17-inch rear wheel combination are still present and correct, as well as the long-travel suspension and excellent ground clearance.

The non-adjustable 43mm Showa forks have 200mm (7.87 inches) of travel, which effortlessly absorbs rough terrain and provides a comfortable ride. At the rear, there is a new single shock with spring preload adjustment and, like the front, 200mm of travel, which is 20mm (about 0.8 inches) more than the older model. This setup results in an impressive 230mm (9-ish inches) of ground clearance, which is 10mm (about 0.4 inches) more than the air-cooled Himalayan.

While the new water-cooled engine has managed to shed some weight, the new bike is still relatively heavy at 196 kg (about 432 pounds). This weight is partly due to the addition of a larger fuel tank, bigger brakes, beefier forks and the new electronics. It's also partly because Enfield wanted to preserve the robustness of the older bike, particularly for its use in India, where it will be expected to handle a wide range of riding scenarios, including carrying multiple passengers plus luggage and livestock.

But nothing, not even potholes the size of a dining room table, fazed the chassis. The ride was smooth, the damping rates controlled and spot on for riding in mixed terrain.

While inconsistent road conditions limited the ability to push the bike's handling to the limit, initial impressions were positive. The CEAT Gripp tires handled the heart-stopping transformation from asphalt to moonscape without drama, although further testing with different road conditions may provide more insights into their performance. And, forgive me, but I didn’t want to test peg-scraping levels of lean on one of the most dangerous roads in the world.

Off-road, the Himalayan 450 excelled and, much like a trusty old Land Rover or army jeep, navigated calmly around and over obstacles without fuss or once losing traction. Stable, reassuring and, in this wild and at times scary riding environment, immensely reassuring, it just kept plodding along.

The switchable ABS, which is either road or off-road (where there is no ABS on the rear wheel), allows for enhanced control in varied conditions. ABS can’t be switched off entirely. Traction control isn’t available and wasn’t missed due to the bike's natural balance, perfectly metered low-end torque and excellent suspension, which enabled it to find traction and power – so long as it was dry and rocky (more off-road biased tires would be required for any serious mud adventures).

While some adjustments, like higher handlebars, could improve the bike's standing position (optional), the new Himalayan is as robust and reliable companion for explorers and adventure riders as the older bike.

The new braking system features  Indian-made BYBRE calipers and represents another significant update. The front disc diameter has been increased from 300mm to 320mm, while the rear disc has also grown from 240mm to 270mm. The addition of ABS as standard, with the ability to switch to an off-road setting that deactivates the rear ABS, enhances the bike's versatile safety features.

These new brakes provide sufficient stopping power for the relatively heavy Himalayan. They're not exactly razor-sharp, but they do deliver progressive and smooth braking performance, making them well-suited for new riders and those exploring off-road terrain for the first time. In the Himalayas at least, the ABS system is not overly intrusive.

One potential drawback is that the standard brake levers are not adjustable. although optional levers are available. Comfort was excellent on our test, despite the challenges thrown at the suspension by Himalayan roads. There's a calmness to the way the 450 rides, one that makes many hours in the saddle possible without fatigue.

I should add, though, that riding conditions in the Himalayas are not overly similar to those in, say, California, so certain things like high-speed vibrations and wind protection remain relatively untested.

A new windscreen and improved performance, however, should make the Himalayan a more versatile and effective real-world tourer, allowing for higher sustained speeds, which is something that the old bike could only dream about. The absence of even optional cruise control is a missed opportunity, especially given the new ride-by-wire throttle technology. But I guess this comes down to price.

The full-color TFT display is a substantial upgrade over the older model. It's clear, functional and stylish – and offers up full map navigation, turn-by-turn directions and phone connectivity. While these features will be beneficial to some riders, they are limited by the need to keep your phone unlocked, which can drain its battery. Many may still prefer to use a traditional navigation system. 

The USB charging point (near the bars) is useful, but comes with the inconvenience of having a cable connecting you to the bike if you keep your phone in a pocket, because there's nowhere to store your phone other than your pocket. [Maybe Enfield is assuming you’ll be using a vibration-damping phone mount of some kind on the handlebars anyway? - JJ]

The switchgear and the left bar's joystick are pleasingly simple, but not overly intuitive. Some functions, such as changing riding modes or disabling the rear ABS, cannot be adjusted on the move.

In the flesh, the new design of the Himalayan 450 makes the older 411 model appear dated. The neat headlight, integrated indicators and brake light, and the unique crash bars around the fuel tank, are cleverly designed and executed. The design department has clearly been working overtime. I like the new design, and a wide choice of colours and accessories allows easy personalization. Finally a Himalayan you can be proud to own – but what about the price?

Verdict

Enfield's revamp of the Himalayan has clearly paid off and, based on two days of riding in high mountains, the new model appears to address the areas that needed upgrading while preserving the bike's rugged character. Significant performance enhancements plus improved handling and ride quality make it a more compelling and versatile go-anywhere, do-anything adventure motorcycle.

Crucially, the new Himalayan retains its durability and ability to keep going, no matter what, making it a dependable choice for adventure riders. Meanwhile, the aesthetic improvements give a more stylish and contemporary appearance, making it more appealing to riders outside the home market of India.

Comfort is excellent and the larger fuel tank capacity, updated instrumentation, and a wide range of accessories offer riders the opportunity to personalize their Himalayan for a variety of adventures.

The price point for the new Himalayan will be a crucial factor in its success, as the current bike is $5,449. Priced below $6,000, it's easy to see the new bike selling fast. Priced over $6,000 and closer to $7,000 (and thus more closely aligned on price with its competitors), it might lose some of the original Himalayan's budget-friendly appeal.

In summary, the new Himalayan seems  to be a well-rounded and improved version of its predecessor, offering a unique blend of performance, style and durability. But its success here in the USA may largely depend on that still-to-be-announced price point.

Photography by Royal Enfield, Chippy Wood, Jason Critchell

More RideApart First Rides:

You don't need me to tell you how BMW's R/GS has shaped the biking landscape over the last 43 or so years. Unless you happen to live in the middle of desert or next door to the local chopper club, it will be the familiar Boxer rumble of the R 1250 GS (and R 1200 GS and R 1150 GS...) that soundtracks your and everyone else's days. They are everywhere, these GS things, and they’re everywhere because they are brilliant – it’s that simple.

Since 1980 the GS has evolved from the niche Dakar-inspired R 80 GS to the global blockbuster that is the R 1250 GS, in all its many guises. The GS platform has become the most refined and evolved in two-wheel history, with each new iteration reconfigured into a marginally more capable, versatile and desirable adventure machine. 

Except that now those Germans have only gone and torn it all up – started again – like the last four decades meant nothing, because the R 1300 GS is, from top to bottom, a brand-new motorcycle. 

Where to start? The R 1300 GS (and it is exactly 1300cc) is more powerful and has more torque than the R 1250 it replaces. It is lighter, has a new frame, slicker packaging, a rethought Boxer engine, is more adjustable and carries an armory of electronic technology that was barely imaginable a few years ago. Perhaps most shocking of all, there's a new, flat-tank look too; one that echoes the HP2 Enduro of the early 21st century while also hinting at more performance. 

We flew to Malaga in Spain for two days, and spent close to 500 kilometers (or 310 miles) of testing, both on and off-road, to put it through its paces. But with a hatful of model variants due, plus so much new technology and so many tweaks, upgrades, and general improvements; not to mention enough bundles, packs and optional extras to send the BMW configurator into meltdown, we barely scratched the surface of this new generation GS. Here at RideApart, we will have to visit the GS many times over.

The new flat-twin design, which has  a 106.5mm bore (up from the 1250’s 102.5mm pistons) and shorter 73mm stroke (down from 76mm) is the most oversquare boxer engine yet. Intake valves go up from 40mm to 44mm, and exhaust valves go  up from 34mm to 35.6mm. The compression ratio also steps up from 12.5 to one to 13.3 to one. 

Peak power is up from 134 bhp to 143 bhp, making this the most powerful production boxer, while peak torque is up from 105 lb-ft to 110 lb-ft, with a minimum of 95 lb-ft on tap from as low as 3,600 rpm all the way up to 7,800 rpm. 

ShiftCam variable valve timing remains, along with the 1250's 9,000rpm rev ceiling. With the gearbox located beneath the engine, this new boxer is more compact than the 1250's, and lighter too. 

BMW engineers wouldn’t reveal specifics about how much more compact it is. But to save 3.9 kg (about 8.6 pounds) on the motor alone, plus 6.5 kg (about 14.3 pounds) on the powertrain including the gearbox and shaft drive is a stunning effort. 

On the road, we had the standard Eco, Rain and Road riding modes, plus the optional Dynamic Pro, which optimizes the rider aids, smart suspension, and power characteristics to suit the moment. 

I initially opted for Eco and enjoyed watching the icon on the top right of the screen inform me how smoothly and economically I was riding before, as the pace and roads perked up, dialing in workaday Road mode.

As with the R 1250 GS, fuelling at low speed is faultless. The optional Shift Assist Pro (an up-and-down quickshifter) has a featherlight action and is more precise than the old bike's, while each clutch-free gear change is sweetly matched by the rpm. 

Despite making the new Boxer unit massively oversquare and upping peak power by some 9 bhp, you don’t feel the need to chase the revs. The R 13 drives very much like the current 1250 GS but now does so with even more energy and snap. There is also that fresh blanket of torque that drives the R 13 forward with ridiculous ease as it accelerates out of 30 mph limits in top gear.  

I deliberately rode the GS in a gear too high as the GS stomped through the Malaga countryside, and was blown away by the endless surge of instantaneous and immaculately metered torque available to my right hand.  We all know how rapid a GS can be, but the way the new bike shovels you along on just 60% throttle is truly impressive. It asks so little of the rider.

Power-wise, a seven percent hike doesn't look too dramatic, but the R 13 revs with a freedom unimaginable by Boxer owners of a decade or so ago. In Dynamic mode especially, it responds to a handful of rpm by piling forward with more aggression than any flat-twin I've experienced. 

It grunts, drives, punches, revs – even wheelies in third gear on a whiff of clutch – and it is, without question, more lively and fun than the exceptionally fun and lively R 1250 GS. 

Perhaps the most radical shift for the new R 13 is the move to a frame constructed from sheet steel, rather than traditional tubes. According to BMW, this "shell" frame offers greater stiffness and also makes for more compact packaging, while a new aluminum rear subframe bolts on in place of the older tubular steel item.

Up front, a new Evo Telelever suspension system promises improved stability and steering precision while, at the rear, the Evo Paralever is longer and claimed to be stiffer than plain old non-Evo Parelever of the 1250. 

The base model GS uses conventional, manually adjustable suspension units front and rear, but I’m guessing the vast majority of bikes will, in all probability, largely feature the new semi-active Dynamic Suspension Adjustment (DSA) system. It electronically adjusts spring rates as well as damping rates, thus massively increasing the versatility and adaptability of the GS in the process. 

The new system can also automatically rapidly drop the seat height by 30mm at slow speeds by removing preload from both ends of the bike, helping shorter riders – who can feel somewhat daunted by the height of a GS – to get feet to the road more confidently.

You feel the difference between the old bike and the new as soon as you throw a leg over the new seat. For a 5ft 7in rider like me, it is much more accessible, especially as a flatter and smaller (by one litre) fuel tank makes the bike instantly more manageable. Even without lowering the electronic suspension, I could get two feet securely, if not quite fully, on the ground. And even shorter riders can also opt for a lower seat.

The curb weight of the R 1300 GS is a claimed 237 kg (about 522.5 pounds), some 12 kg (26.4 pounds) lighter than the R 1250 GS. On the road, it feels lighter still. The R 1250 GS has legendary natural balance, but it still feels like a big machine, especially when fully fueled. While the 1300 GS has a similar feel at low speed, it is less bulky and intimidating, particularly when wiggling through traffic. 

BMW has designed the electronic Dynamic Suspension Adjustment (DSA) to give a smooth ride, and it certainly delivers. In Road mode, the ride is outstandingly comfortable, but is also always miraculously controlled. There’s more suspension movement, and you can feel the EVO Paralever and EVO Telelever suspension working their magic, constantly reacting to the poorly paved Spanish roads. On the motorway, it’s like riding a magic carpet. 

Switch from Road mode to Dynamic Pro and the DSA suspension swaps some of that squishy, cosseting movement for a delightfully sporty ride. What you can get away with on the new GS defies belief: That new lightness, the new chassis and the manner in which the semi-active suspension reacts to everything you can throw at it all conspire to create a platform that feels up for anything.

Of course, the GS line has always handled well, and the R 1250 in particular can dispense a poorly surfaced B-road more efficiently than many a sportbike. The new one, though, is on the next page altogether with more comfort (an immaculate touring set up, in fact) in Road mode, and a sharp, stable and sporty ride in the optional Dynamic mode.

Braking is by new four-piston radially mounted BMW-branded calipers up front and linked via Full Integral ABS Pro as standard, with rear pedal also activating the front brake and vice versa. The amount of brake applied to the front from the rear depends on the active riding mode and other live data harvested by the system. 

For example, when using the back brake, ABS Pro will apply less front brake when the bike is banked over at high speed, but will apply more brake if the bike is upright. It also won't link the brakes at low speeds, which allows you to use just the back brake.

BMW says that the “ergonomic triangle of the new GS has been optimized for a sporty, relaxed riding position”, and that's pretty much how it feels. The all-new view from the cockpit is well thought out, with a familiar full-color dash that now carries more information and additional switchgear. And I should add that the finish of both our test bikes was beautiful.

An all-new electric windscreen (yes, finally!) can be actuated by creating a shortcut from the main menu, meaning you can simply move the screen up or down via a switch on the left bar. However, if you have the shortcut set to, say, traction control then you must go into the menu to change the height of the screen. There isn't a separate button just for the screen.

With the screen, there’s a big difference between fully lowered and fully upright. At motorway speeds, the wind noise reduces dramatically as the screen rises. From low to upright the wind protection is greatly increased, too. There’s still some air cooling the rider, it’s not a complete bubble like a BMW RT, but I found the wind protection to be noticeably better than it is on the older GS. 

Meanwhile, Adaptive Cruise Control (ACC), now with radar, is set in the same way as before, but it adjusts the bike's speed depending on the distance between you and other traffic. Combined with the Lane Changing Warning (SWW) system, it helps to make touring near effortless.

As mentioned previously, the petrol tank is smaller by one liter, and the new 1300 isn’t quite as frugal as the old bike. I carried out two tests, riding briskly on a selection of roads: test one covered 143 km (89 miles) and averaged 5 liters per 100 km or 56.5 imperial mpg (that's 47 USA mpg) with 268 km or 167 miles remaining.

Test two covered 191 km (119 miles) and averaged 4.9 liters per 100km, or 58 imperial mpg (48 USA MPG) with 212 km (or 132 miles) remaining. My real-world testing found a tank range that should be good for 220 miles or more.

The list of accessories and options available for the R 1300 is almost endless. One of the hardest decisions is going to be choosing a configuration that makes you happy. 

BMW has simplified the process by creating special packages, and there are different models to choose from as well. There’s the standard ‘Pure GS’, the Trophy, the Triple Black, and the very attractive Option 719. On top of that, you can change seats, pegs, bars, wheels, luggage, and the list goes on. Each bike can be created for the rider like a made-to-measure set of leathers, and I imagine it will be hard to find two bikes that are exactly alike.

Off Road Performance

Off-road, we only got to tickle the GS, but the lightness and ease-of-use was still evident.. In the optional Enduro Pro mode, ABS is still active on the front, but disabled on the rear. The Enduro Pro DTC allows a small slide, but soon takes over when you get a little carried away. You can also choose to remove the DTC, should you wish to have some sideways fun.

We tested a specific off-road biased Trophy, and with a non-adjustable screen, no radar and a harder (enduro) seat and off-road biased Metzeler Karoo 4 rubber, it felt very different. I missed the adjustable screen and the lane-change warning system, which I’d grown accustomed to. 

But the new GS continues where the old bike left off, if not even easier to ride off road, especially for novice riders, because It’s lighter and less intimidating.  And yet equally, more experienced riders will love the extra kick in power and lightness. By choosing  the correct accessories, you can create an off-road biased 13GS that can take on almost anything.

Verdict

It could reasonably be argued that BMW didn’t need to produce a new GS. After all, it is still the best-selling adventure bike – a genuine motorcycling icon by which all other adventure bikes are judged. The current R 1250 GS may lack a little cutting-edge gadgetry, but if BMW had simply added a radar, few would have complained. 

Instead, BMW has created a completely new model that shares almost nothing with the older bike, and in the process, reminded the world what it  can do. 

The R 1300 GS is lighter, more compact, more adjustable, more accessible, more responsive, more comfortable and, on road at least, faster. To improve an already excellent bike is difficult indeed, but BMW has done it, and not by a fraction but by a significant step. It’s one that will send current GS owners scrambling to the BMW showroom, and have owners of other brands questioning if they should, too.

More RideApart First Rides:

– Pontiac, Michigan

Around the turn of the millennium, the landscape for portable digital music players was a mess, despite the technology being primed to explode. Such notable devices as the Nomad Jukebox, the Remote Solutions Personal Jukebox (both named by Boomers, I imagine), and the 2-gigabyte, $2,000 i2Go EGo roamed the Earth in small numbers and undoubtedly large pockets.

In 2001, Apple did its Apple thing with the original iPod, creating a device with middling specs, a high-ish price, locked into a proprietary (but excellent) software ecosystem, and offered a sleek industrial design that made everyone who saw it want one immediately.

Honda’s love-on-sight new Motocompacto arrives today on an e-scooter scene that’s roughly analogous to the MP3-player milieu of the early aughts. There are electric scooters and bike competitors with more power, range, and features, but I wonder if Honda doesn’t still have the advantage thanks to its impeccable design, attainable price tag, and overall ease of use.

A Kick In The Pants

If you haven’t yet had the pleasure of piloting an electric bike or scooter, you might not realize that all of these devices are kind of a hoot. That same instantly available electric torque that throws you back in the seat of a powerful EV is present in a scooter like the Motocompacto, and even the modest 11.8 pound-feet is enough to make acceleration feel sprightly.

In fact, for new Motocompacto owners or those just getting used to an e-mobility device, Honda offers two, stepped modes of operation. In Mode 1, top speed is limited to just 10 miles per hour – suitable for newly minted or younger riders (Honda recommends riders be 14 years old or more). Mode 2, selectable via the one-button control pad under the digital display, ups the top speed to the full 15-mph maximum.

I tip the scales at about 250 pounds so I was ready to be mildly disappointed when I first straddled the Motocompacto and depressed the thumb-switch throttle (which you can watch below). Imagine my surprise then, when the be-wheeled white box sprang away from the start smartly, and topped out at 14 mph in what seemed like fewer than Honda’s claimed 0-15 time of seven seconds. Losing a bit of top speed for the heaviest riders (the maximum load rating is 265 pounds) isn’t a huge deal, when the initial acceleration is more than adequate for pulling away from stop lights and intersections in city traffic.

No Need To Drag A Knee

On the smooth pavement of the test area (a parking lot) the Motocompacto’s ride quality and stability were excellent. I don’t ride motorcycles at all, but if you can balance on a bicycle or stand on a scooter, you’ll have the skills needed here. Even weaving through a cone-described chicane at close to top speed, the scooter was really easy to manage. Steering via the centrally mounted handlebars was smooth, natural, and predictable, and leaning the machine into sweeping turns wasn’t the slightest bit spooky.

I found the riding position to be extremely upright, and at 6-foot-5 there was more bend in my knees than some of the shorter testers on site. But overall I can’t predict any ergonomic issues riding the Motocompacto even up to its 12-mile-range maximum.

The wide triangular seat is part of the magic here, offering just enough padding to reduce impact harshnesses you’ll no doubt encounter with those small wheels on crappy city streets. This is by no means an all-terrain vehicle, after all, but thankfully it’s so nimble that avoiding potholes can be a game, not a pain.

There’s just one drum brake, on the front wheel, and I was able to easily haul myself down from top speed, fluidly. The handlebar-mounted brake lever couldn’t be more conventional or effective in use, even with a rider of my weight.

Space For Activities

The brilliance of the Motocompacto’s other functionality – the bike was "born in LA, designed in Ohio, and manufactured and assembled in China" – is the form it inhabits. External elements like the rear wheel, seat and post, handlebars, and even the charger fold up into the narrow cavity in the body. Every one of those elements clicks into place and has a lock, and the scooter won’t power on unless you’ve done it all correctly, to avoid a suboptimal or dangerous ride (like when I tried to take off with the rear wheel still stowed).

Fully compacted (compacto-ed?) the Honda is just 3.7 inches wide, 21.1 high, and 29.2 long – a slender, 41.3-pound rectangle that’s easily managed with the integrated nylon handle. (If Honda doesn’t offer a shoulder strap for the Motocompacto post-launch, I’m sure the aftermarket develop one.) If you’re making a quick pitstop there’s also a loop integrated on the steel kickstand, just the right size for any standard bike lock.

The brilliance of the Motocompacto's other functionality... is the form it inhabits.

A huge side benefit of folding parts into the scooter’s body is that one has a useful bit of storage when riding around. While assembled to ride there’s a trunk-like cavity in the body. A skinny laptop bag or any laptop sleeve would stow in the slot without an issue, and it’s a great space to stuff any kind of soft-sided bag, a big burrito, or a huge sandwich (lunch is on you).

Folding up the Motocompacto, or getting it ready to ride, is more fiddly than I’d like. At least on my first three tries, getting the rear wheel deployed and handlebar locked into place (in both directions) wasn’t an obvious process. Honda is working on some quick video to show new owners how to open and close their scooter, and I anticipate that a bit of practice would have the process down to second nature in no time.

Just Look At It

The Motocompacto goes on sale this month, for a retail price of $995 (there are no fees beyond sales tax, according to Honda). You can order yours at the dedicated website or walk into a Honda or Acura dealer to make the purchase. And, at least based on the crazy response to my social media post last month, I think there are going to be a lot of takers at that price.

Honda has achieved something special with the minimalist design, that makes the Motocompacto feel desirable, almost as a knee-jerk reaction at first sight. The blunted rectangular shape is intended to be a kind of canvas for the sorts of stickers that now adorn our water bottles and laptop lids; and almost certainly the bikes will get wrapped for corporate sponsors and the like. But the clean, iPod-like silhouette will no doubt stay “factory” for many buyers – that’s how I’d rock mine.

Outfits like Super73, Juiced Bikes, and Revv 1 are around if you need an eBike with way more range and a more versatile operating envelope, for double or more the price Honda charges. For me though, having that “first mile/last mile” solution in a package I adore, from a company I’ve trusted for decades, is compelling. And just like so many of us buying our first iPod 20 years ago, there is something almost non-rational that makes the Motocompacto must-have – you can’t quantify cool.

More Honda News:

FAQs

How Much Does The Honda Motocompacto Cost?

The manufacturer suggested retail price of the Honda Motocompacto is $995. Honda say that the e-scooter can be purchased at Honda and Acura dealers, and at the website Motocompacto.honda.com.

What Is The Range Of The Honda Motocompacto?

Honda specifies a maximum range of 12 miles for the Motocompacto, but factors like speed, rider weight, and ambient temperature may affect real-world range.

How Fast Is The Honda Motocompacto?

The Motocompacto has a Honda-specified top speed of 15 miles per hour. Things like the weight of the rider or riding up an inclined surface might slow that top speed.

Writing this text may indeed reveal my age, but it's also a testament to fond memories of the golden era of Japan's 400cc four-cylinder sports bikes in the mid-1990s. Here's a condensed version:

"In 1994, at the age of 18, I had the privilege of experiencing the latter part of Japan's 400cc four-cylinder sports bike golden era. It was an incredible time for young bikers. From the Yamaha FZR400RR to the HRC-spec Honda NC30, these compact machines not only mirrored World Superbikes on TV but were also regarded as true sports bikes in their own right. Riding a 400cc, relatively low-powered bike wasn't a source of humiliation; it earned respect.

Many of us UK teenagers, myself included, clung to our beloved two-strokes like the Suzuki RGV250 and Kawasaki KR-1S. This split us into two tribes. The majority of my friends opted for the four-stroke route, and the Kawasaki ZXR400 was possibly the most popular among them. It was a pocket rocket, brimming with attitude, and provided a maniacal riding experience that, even today, leaves many of us craving one."

Enter the 2024 Kawasaki Ninja ZX-4RR

The 2024 Kawasaki Ninja ZX-4RR tested in Spain is the top-spec RR version and is full power, which equates to a quoted power of 57kw/76.4hp  at 14,5000rpm, and 58.7kw/79.1hp with ram-air at the same dizzy 14,500rpm. Peak torque of 39Nm/28.8ftlb, is predictably high in the rev range at 13,000rpm. These are impressive figures for a small-capacity  Euro5 bike, and far superior to the old ZXR400, which even in a highly tuned and unreliable race spec would only make 75 to 80hp.

Please note that in the USA, it appears that the ZX-4RR is restricted to 42kW (56.3hp), while in Australia the power is pegged at 55kW  (73.8hp). Revs appear to be the limiting factor, with Aussie models peaking at 14,500rpm. Canadian versions rev no higher than 11,500rpm.

The Test

This was a track-only test, conducted in the perfect environment of the tight and twisty Calafat racetrack, about one hour away from Barcelona in Spain. The 3.25km track had a 600m straight, was blessed with perfect conditions, and hosted seven long sessions that allowed us to really chase every single rev. All 16,000 of them.

With less than 30 pound feet of torque and peak power up at 14,500rpm, you need to keep the ZX-4RR on full volume. Thankfully, there is a super-smooth up-and-down quick-shifter as standard on the RR model that allows you to keep the rev counter north of 10,000rpm.

The 399cc, 16-valve motor loves to rev, and is more than happy to be abused, even allowing an over-rev between turns. When you occasionally hit the rev limiter at around 16,000rpm, it's  soft and not too intrusive. Ideally, you don’t want to rev any higher than 15,000, that's just beyond peak power, but to try instead to maintain the lovely sweet  spot between 10,000rpm and 15,000rpm.

This is not a slow bike by any standards. My ZX was clocking 120mph at the end of the 600m straight with rpm in hand and another gear to go. I’d estimate that in the right conditions, it should be good for 130mph-ish.

It’s so rewarding and enjoyable to trash on track. You can be reasonably aggressive with the throttle, winding it happily to the stop. You don’t have to tickle the power in the lower gears like you would on a superbike. Instead, stay tucked and keep those revs coming. Should you get a little too carried away, there is three-stage traction control, which is of the conventional type that uses  wheel speed sensors and not lean sensitive.

We had an official accessory road-legal Akrapovic muffler fitted (£914 in the UK; unlisted in the US), which added even more desirability to the package, in addition to a pleasing rasp. I thoroughly loved riding the ZX-4RR on track, in part because after seven sessions in blistering temperatures, I wasn’t even slightly fatigued.

That's because the ZX-4RR is so easy to hustle; it’s not intimidating, you have time to pick the right line, spot your braking markers, and get that corner just-so. You’re not rushing up to corners, scaring yourself on the stoppers and then having to muscle it to the apex. It flows naturally, carries its speed and then unleashes a riot of revs and wailing exhaust that make you feel like you are on lap-record pace!

As this was a track-only test, I rarely allowed the revs to drop below 9000rpm, but on the cool-down lap I did play around with the mid-range. It’s not completely gutless, and you can make progress, but I expect that making a fast getaway from the lights is going to require several handfuls of revs. But that’s what makes it fun, isn’t it? With the TC off, wheelies are just about possible in first gear, but you have to be brutal.

As mentioned, we enjoyed perfect conditions in Spain and, interestingly, Kawasaki decided to fit Pirelli Diablo Rosso III rubber rather than the Dunlop GPR300 that will come as standard in the UK and US markets. I was also a little unsure what to expect from the ZX-4RR itself as the original 1990s ZXR400 was a fully adjustable mini superbike, with impressive handling and a lightweight alloy frame – not steel like the new model. 

Ramping Up

The first two learning sessions were easy and revealed an impressive base package. Manufacturers often scrimp on suspension spec to reduce costs on lower capacity bikes, but this doesn’t appear to be so with Kawasaki. Whilst getting used to the track, the ease-of-use of the ZX-4RR shone. I felt instantly at home and found a decent pace straight from the off.

That all-important front-end feeling was excellent, of a similar quality to the benchmark ZX-6R and ZX-10R. Kawasaki had tweaked the suspension for this track test, adding two turns of preload on the front and, while running standard preload on the rear (horizontal, ZX-10 style) shock, but with 1.5 turns of compression and rebound to the rear.

This was obviously done for the high temperatures and grippy rubber fitted. I later added another 0.5 turns of compression and rebound damping on the rear just to cater for my weight. The changes were instantly noticeable, again  a good sign that Kawasaki hadn’t opted for budget suspension, despite the absence of damping adjustment on the front forks.

With that confidence-boosting feel from the front end, the ZX-4RR encourages you to let go of the brakes and run in hot to the apex. The steering is light and direct and the whole machine is joyfully easy to throw around.

Despite being light and small, it tracks accurately without any of the instability you might expect from a lightweight, and there’s enough room to hang off the inside, knee slider truly buried in the Spanish race track. Even when the pegs (with hero blobs removed) start to tickle the track, you can feel the ZX-4RR giving you feedback.

Towards the end of the session, the Pirelli rubber was struggling with the combination of high temperatures and a heavy-ish rider pushing for lap times. But even when the Kawa gave the odd slide, it was progressive and non-threatening.  By the way, I’d expect the race version on race rubber to deliver some surprising lap times. 

Some Observations

On the road and with standard settings, I expect the suspension to be on the soft side, catering for new and inexperienced riders, and I don’t think the Dunlops will perform as well as the Pirellis on track.

The brakes are forgiving and strong enough for some track fun, but not too sharp for inexperienced riders. The brake (and clutch) lever is span adjustable. Even at a decent track pace, the stoppers didn’t feel like they  were on the limit and showed no indication of fade.

The ABS is conventional and not lean sensitive. Once I started pushing for a fast lap (sorry, the race dash made me do it), it was a little intrusive, but this is to be expected on an entry level sports bike. You have to be pushing for a fast lap to feel the ABS working near the limit, and most riders on track never felt any intervention. I also expect that you won’t feel it on the road.

This was a track-only test, therefore it’s hard to judge comfort and long-distance use. However, despite its compact proportions, the ZX-4RR is reasonably roomy. I’m nearly 5'7" and I didn’t find it too cramped. There also weren't many complaints from the taller riders on the test. For me, it's more comparable to a 600cc supersport, certainly larger and roomier than the ZXR400 from the 90s.

The view from the seat is neat: Switchgear that, like most Kawasakis, is relatively simple, and a clear 4.3-inch TFT dash that  has connectivity. There are four riding modes – Sport, Road, Rain, and Rider (manual) mode, which changes the power (full or low) and KTRC traction control (levels  one to three and off).

There’s an additional Circuit Mode that changes the screen to give a large lap timer and rev counter, which is ideal for track day fun and somewhat addictive. Preload adjustment is on the right-hand 37mm Big Piston Fork.

Styling-wise, the ZX-4RR is very much a baby brother of the Ninja ZX-6R and ZX-10R, and could easily be mistaken for one of its bigger siblings. As much as I like the old ZXR400, I equally like the new ZX-4RR. Despite being a small capacity bike, it’s a machine you can be proud of.

Verdict

The new ZX-4RR seamlessly continues where the original left off, offering improvements in neatness, speed, safety, roominess, and ease of riding.

Kawasaki's decision to produce this unique bike in today's market, the sole sports 400 available, is a bold one, but I'm so happy they did. While the ZX-4RR might not achieve the same legendary status as the original, it's a blast to ride, with a love for revving, user-friendliness, and forgiveness that new sports bike riders will appreciate and love. Equally experienced riders, like myself, can fine-tune the suspension, hunker down behind the low screen, and enjoy some old-school fun.

I spent an entire day riding the ZX-4RR on the track, pushing it to the limit every lap, and using all its power. Remarkably, I didn't feel fatigued at the end. I can't recall having that experience with any other high-quality sports bike in recent memory. The small-capacity sports bike has made a comeback, and for that, we have Kawasaki to thank.

The 2024 Kawasaki Ninja ZX-4RR is available from Kawasaki dealerships in the US now.  MSRP in the US starts at $9,899 for the base bike, $10,099 for the KRT Edition, or $10,299 for the newly-introduced 40th Anniversary Edition. Price and availability elsewhere in the world may vary by country.

More First Ride Reviews:

Why do you ride? 

For every rider, the answer is probably something a little bit different. Some people have done it all their lives, and it’s just second nature to them. Others came to it later in life, fell in love hard and fast, and haven’t looked back ever since.  

Still others fall somewhere in between—and it’s in those interstitial spaces where the best stories tend to live. 

No matter how you started, if you ride because you love it, the truth of the matter is that it’s never about the destination. It’s about the journey. That journey could be a short trip to the store to pick up a few groceries, or it could be a cross-country flight as fast and as far as you can travel before collapsing into an exhausted heap, only to wake up and do it over again tomorrow. 

If what you love is gobbling up miles and miles of paved roads (perhaps with a little mild gravel or dirt along the way), then Royal Enfield submits its new Super Meteor 650 as its primary contender for that journey.  

The Specs 

By cruiser standards, the 2023 Royal Enfield Super Meteor 650 is a middleweight or even a ‘small’ bike. (Remember, everything is relative.) However, by Royal Enfield standards, it’s big. Its heart is the vaunted 650cc parallel twin engine first introduced in the Continental GT 650 and INT650, only with more appropriate tuning for cruiser purposes.  

The engine makes a claimed 47 horsepower at 7,250 rpm, alongside 52.3 newton-meters (or 38.5 pound-feet) of torque at 5,650 rpm. It has a six-speed gearbox.  

A shiny, new Showa Big Piston upside down front fork graces the Super Meteor 650—a first for Royal Enfield. This bike is also the first place that the brand introduced a new LED headlight, which offers modern brightness and nighttime visibility wrapped in a cloak of timeless style.  

Single-caliper, single-disc ByBre brakes stop you front and rear, and ABS is standard. The alloy wheels measure 19 inches in the front and 16 in the rear and come wrapped in Ceat Zoom Cruz rubber.  

Royal Enfield’s Tripper navigation comes standard on the Super Meteor 650 and requires connection to your smartphone to allow navigation capability to display on the pod. There’s a USB port up front so you can keep your phone charged while you use it. However, you’ll need to install some kind of phone mount on the bars—there’s no built-in cubby for stashing your phone while you ride. 

The Ride 

I don’t know about you, but one of the reasons I ride is to clear my head. I could be running errands, or I could just be riding miles and miles for fun. No matter how long the ride is, though, I usually end it in a better mental state than when I started. That’s especially true lately, because I’ve had a bit of a rough year with injuries that have intermittently kept me out of the saddle for longer than I would have liked. 

This time, as I threw a leg over, I was a little bit nervous. While I’ve been riding other bikes prior to saddling up on the Super Meteor 650, I’ve been wearing a knee brace to keep my left knee from further injury. Every time you ride a new bike, there’s that first-ride flutter where you have to get to know it and find out how you and the bike mesh together. How does it like to be shifted? Does it give you a bunch of false neutrals? Does it really hate being in first gear? There’s no telling until you start riding and finding out. 

While my personal bikes don’t typically feature forward controls, like the Super Meteor 650 has—I have to say, they’re very kind and forgiving when you’re recovering from a knee injury. As I relaxed into the rhythm of riding that bike, it wasn’t long before I forgot all about it and just enjoyed the ride.  

The sun shone brightly, and the bike I rode was one of the Super Meteor Celestial models with the cushy touring saddle and windscreen. We’d been told that there would be some freeway riding involved in our day-long test ride, and I thought that windscreen would likely come in handy. (I tend to gravitate toward naked bikes as a personal preference, but they’re not the most fun things to ride for long stretches on the freeway.) 

That windscreen may not look particularly large, and it isn’t. But for a rider my size (approximately 5’3” to 5’4”, give or take), it’s perfect. The vent, shape, and size channeled fresh air into the lovely vents on my helmet and jacket, so I had all the cool airflow I wanted. At the same time, the windscreen prevented any nasty buffeting, so I didn’t feel like the wind was beating me up at high speeds. It’s the best of both worlds, and I’m here for it. 

Shifting was precise, and the gear ratios were forgiving. You could hang out in fourth for ages, or you could shift into fifth or sixth and give the engine a break on those long, leg-stretching highway stints. Either way, the Super Meteor 650 seemed perfectly happy to ride how you wanted with no complaint.

If you needed to pass the big trucks that litter the freeways in Texas, the Super Meteor was always ready. On the other hand, if you just wanted to chill and amble along, taking in the scenery, it was just as happy to do that. 

The main gauge was clear and easy to read, and the analog sweep of the speedometer felt as comforting and classic as the overall styling of this bike. The LCD screen was small, but clear and easy to read in daylight. I’m not sure how easy it would be to read at night, since we didn’t ride it then—but during the day, it’s perfectly fine even in bright sunlight. 

Handling was nimbler than you might expect. With a curb weight just over 531 pounds and a wheelbase of 59 inches, it’s more ballerina than you bargained for—but you’ll be glad about it when you’re whipping through fun, curvy roads. The tires did a decent, confidence-inspiring job in dry, sunny conditions—and overall, the package was an incredibly agreeable experience. Where do you want to go today? That’s funny, the Super Meteor 650 wants to go there, too. What a coincidence! 

What I Liked 

What I Didn’t Like

Conclusion

Overall, it’s hard to find fault with a simple, honest bike that does what it set out to do. The 2023 Royal Enfield Super Meteor has a starting MSRP of just $6,999 in the US, which is hard to beat for all the smiles it will offer. The power isn’t going to set your hair on fire, but it’s plenty to do what you need it to do and keep a smile on your face while you’re doing it. At the end of the day, isn’t that what most people want? 

More Super Meteor 650:

In recent years, motorcycle gear manufacturers have been leaning toward the casual segment. Some brands have taken inspiration from the race track and stuck to their technical styles, while others have been mellowing down, and getting on the level of most lifestyle riders. Some brands have even launched product lines dedicated to lifestyle at some point or another.

However, Segura isn’t like that, at least not totally. The brand has been faithful to the lifestyle element of riding, and while heritage styling is the brand’s bread and butter, the materials, armor, and construction are undoubtedly modern, and all the better for it. 

Segura blends style and substance in its gear, and the Patrol is one such piece from the brand that I was able to pick up. Finished in a gorgeous shade of navy blue, it immediately caught my eye the moment it was handed to me. There are a few shock factors with this jacket even with its more subdued style and the usual question I got while wearing this: “Wait, this is a riding jacket?” 

I can’t believe it’s a motorcycle jacket!

At first, it was hard for me to find the right day to wear the Segura Patrol, mainly because the tropical climate I live in and because the jacket had little in the way of vents. Whenever I’d run to my wardrobe to grab my loadout of gear for the day, I’d often go with my mesh jackets and jeans. 

I had to choose my battles with this jacket since temperatures rise as high as 98 degrees Fahrenheit. While my mesh jackets are taking all of the beatings from the sun, the rain, and my sweat, the Patrol had a much more lavish lease on life because it was so nice as a jacket for special events, classy gatherings, and as an outer layer. I will also say that the price of this particular piece isn’t for the frugal riders. At $310.49 USD, it may be a decent amount of change for just one jacket, but for me, it’s a two-in-one deal because it can be rocked on or off the bike. 

There was this one particular event, of the motorcycle variety, where I wore the jacket and got tons of comments and questions. “Is that a motorcycle jacket?” some asked. “Does it have armor?” others wondered. “I can’t believe it’s a motorcycle jacket,” many remarked. 

Yes, it is a motorcycle jacket.

Getting past all the bewilderment and the queries, the answer is a definite yes to all. Yes, it is a motorcycle jacket, yes it has armor, but what kind and how good is it on the motorcycle side of things? It paired nicely with my HJC V10, and it definitely was a match made in heaven with the BMW R NineT I happened to have at the time of this review. 

The main fabric used on the outer shell of this jacket is an abrasion-resistant and recycled fiber called Serica. It’s kind of poetic to say that a jacket saves the earth and your skin at the same time, and it’s mighty impressive to see a double-A slide rating for it. Serica may be spun out of recycled fibers, but trust me when I say that the feel of it is on par or better than some of the branded and designer textiles out in the market today. In fact, it has a high-fashion feel about it that will definitely appeal to lifestyle riders. 

The armor in this jacket is low-profile and CE Level 1. Protect Flex Alpha is used in the shoulders and the elbows of this jacket, and they moved well with me on the bike and off of it. If you want to upgrade, you can combine the Protect Flex Omega protectors with the Alpha to achieve a CE Level 2 rating, a rather ingenious system I will admit. However, there are some instances where I felt perforations in the Alpha protectors. It’s not a dealbreaker, but it was noticeable during the first few rides. Another caveat, there is no chest or back armor, but there is a pocket for the latter. 

High fashion and high protection?

Details are what set apart the high-end from the generic, and the Segura Patrol is chock full of little nods to motorcycle culture, and interesting bits that make it feel like a designer garment. While you are still getting functional elements such as an insulation layer, a membrane on the interior, and armor pockets, it’s hard to really pin this as a moto jacket, at least in my eyes. 

With all the detailing that Segura put into this piece like the bronze zippers, snaps, and rivets, there are also things like patches, stitching, and some skulls for that biker aesthetic. It’s subtle enough that it doesn’t look menacing, and while I am not a fan of skulls on my garments, Segura’s execution here is just enough and in keeping with the brand’s general identity and the classic vibe.

Personality and detailing are what give a jacket a more premium feel, and the details on top of the already fantastic material and construction of this garment make it feel like something special instead of purely functional. The stitching, riveting, and lining are also straight, strong, and top-notch. The hardware zips, snaps, and feels like it is a 300-dollar jacket—whether for riding or otherwise. 

It looks hot 

While this may be a compliment based on the other subheaders I’ve used in this review thus far, this is one hot jacket and is best reserved for more temperate climates or on colder days close to the fall season. The inner liner tends to keep body heat in and is good for cold or windy days. There are vents, however, the slits are only located on the chest and at the back. There are no torso exhaust or intake vents so if the weather decides to get a little more tropical on you, be prepared to feel the heat. 

To combat this, you can open the jacket about half or a quarter of the way down to allow for more airflow. Other than that, you can open up the cuffs to allow for air to pass into the sleeves of the jacket. I’d say that this jacket is somewhat manageable when riding on the highway on a hot day, but it quickly turns into a sauna when stuck at a stop light with the sun beating down on you. I didn’t get to test this jacket in the rain (intentionally), but I'm confident that it will be a lot more resistant compared to my mesh pieces. 

Riders in more temperate regions of the United States will get along with this jacket, but if you are in a more tropic location like me, then you might want to pick your battles with this one. 

Some nitpicks 

If I had to nitpick, it would be about the front pocket zippers. I understand how they’re supposed to be low profile, but with a pair of leather gloves on, I struggled to find the zippers, and the problem was only made worse thanks to the flap and the small surface area of the zips. On top of that, the inner left chest pocket also has the same type of zipper that’s equally hard to use and is also annoyingly covered by a flap. I would have preferred it if Segura was able to give us a zipper that was large enough the grab with gloves on. There are two inner pockets that are secured with velcro but taller items such as phones will fit better in the zippered compartments of the Patrol—even if it is annoying to get to.

Also, the main zipper is prone to snagging from time to time. Now, that’s totally a nitpick on my part and it took a little getting used to and it quickly became a non-issue. However, the fact remained: those pocket zippers are hard to find, hard to grab, and don’t even match the other zips on the jacket. They don’t interfere with the overall look of the Patrol, but because they impede the accessibility of the compartments on this jacket is rather annoying only exacerbated by the fact that they're generic and not in-theme with the main, front vent, and cuff zippers. It's a bit disappointing, considering that I've been fawning over the other details of this jacket, but "nitpicks."

Tailored fit 

The fit is European, so you can expect that the torso of the Patrol will be a lot slimmer compared to other American-fit jackets. This is good in the sense that lanky riders with thin waistlines will be able to fit with no problem. If you do have a gut, I recommend that you try out the piece for yourself first if you can, or take advantage of your online retailer’s return policy. The arms are rather roomy for my thin frame, but again, I do recommend that you try it on first as there are no adjustment straps on the sleeves. 

There are snaps on the waist and also on the cuffs. Unless you’re really skinny, the extra tight positions of these snaps were useless given how tapered the fit is on my body. The benefit becomes a lot more apparent when going up a few sizes and serving taller yet lanky individuals. I’m about five-foot-eight in height with a thin build, so the small of the Segura Patrol fits well if not a bit loose in the arms. 

Conclusion: A Two-In-One-Deal 

I’m not used to buying textile motorcycle jackets that cost more than $200 USD, let alone one for $310.49. In order to justify this purchase, I had to rewire my head a bit. The Segura Patrol doesn’t look like a motorcycle jacket, but it kind of does. It can also be another outer layer for when the weather gets chilly on top of being a decent cold-weather piece of riding gear. The materials used can pass off as a high-quality casual dinner jacket, but it’s strong enough to receive a double-A slide rating. 

To me, it’s a jacket that I can confidently wear on and off the bike. If ever I found myself in need of a piece that can seamlessly transition from walking to riding, this would definitely be it, and that price is actually not too bad if you think about it. While shopping in the fashionable end of the motorcycle gear market, three Benjamins, a Hamilton, and a Kennedy with a Lincoln in change aren’t that bad compared to other similar jackets from the likes of Merlin, Roland Sands, or even Belstaff. While one may argue that the level of detail and uniqueness present on Merlin’s, RSD’s, or Belstaff’s pieces are more intricate compared to the Segura, the French marque’s effort is just enough given the price point.

However, another argument could be that the Patrol has a safe and basic style compared to the other brands I mentioned. If you want a bit more flavor, I’m sure that the buckles and waxed textiles on a Belstaff or Merlin piece are worth considering, but the Patrol is more effortless to style in comparison in relation to my personal wardrobe. 

The fundamental qualities of a protective motorcycle jacket are more than covered here, and the styling is just zany enough for motorcyclists to appreciate without looking too over the top for normal wear at a cafe or even as a “normal” piece of clothing. It’s a two-for-one deal in my book: A riding jacket in the morning, and a dinner jacket in the evening.

More Segura Stuff:

Source: Segura Patrol - Revzilla

Ducati's latest offering, the 2024 Multistrada V4 S Grand Tour, builds upon the success of previous Multistradas by incorporating a wide range of factory touring accessories and making them standard features on the GT.

This iteration also borrows technology and components from the excellent Multistrada Rally, including a Rally-style direct-mount handlebar setup, improved engine-heat shields, adjustable cooling air scoops and enhanced pillion comfort courtesy of a Rally pillion seat. 

The Grand Tour boasts a long and impressive spec sheet, featuring Adaptive Cruise Control (ACC) and Blind Spot Detection (BSD); practical additions like a centre stand and a smart lowering system that allows the rider to reduce spring preload and reduce the seat height at low speeds or when stationary.

Ducati describes the Grand Tour as "the most complete Multistrada ever" for long-distance travellers seeking maximum comfort and safety. The package includes 60-litre side cases and comes with a unique livery, all at a price of $28,395, which makes it more affordable than a comparably equipped V4 S.

It was a huge change in 2021 when Ducati launched the new Multistrada V4. The talking point was its Granturismo motor, a new Panigale-derived V4 to replace the much-loved V-twin, with a counter-rotating crank and spring-operated valves, rather than the traditional Desmodromic actuation.  

Outraged Ducatisti initially threatened to storm the Bologna castle, but soon came around to the idea of a non-Desmo Ducati once they'd sampled the V4's smooth delivery. Its 168bhp/170hp/125kw at10,500rpm and 92lbft/125Nm of torque at 8750rpm were inarguably superior. Super-wide service intervals of 36,000 miles (60,000km) between valve clearances simply sealed the deal.   

Those who loved the old V-twin couldn’t argue with the easy-revving versatility of the new Granturismo V4. Furthermore, while it may have been a couple of centimetres wider than the twin, it was somehow alsolighter by 1.2kg, as well as shorter and lower, too. Win, win, win.  

The Grand Tour uses the same spec engine as the Multistrada V4 S. It is versatile and powerful, with four riding modes – Sport, Touring, Urban and Enduro – which brilliantly adapt and configure the bike's power modes and rider aids to suit the moment.  
Ducati wanted us to experience the new Grand Tour in its element, which meant two long days of sporty touring with its integrated panniers stuffed with enough kit for an overnight stay near Imola in northern Italy.

First up was a long haul on the fast and furious autostrada, and with the now-standard Adaptive Cruise Control engaged and the Blind Spot Detection working overtime (an LED light on each mirror clearly illuminates when aggressively driven cars are storming up fast on either side), it was a ridiculously undemanding ride. As the miles slipped by under the GT's Pirelli Scorpion Trail II-shod wheels, I just sat there and enjoyed the chaos.    

If mile munching is genuinely effortless, on day two the GT proved again how versatile that V4 motor is, and how useful and intuitive its riding modes are, too. While the Multi GT is able to dispatch swathes of Europe with high-speed efficiency, it can also cut it in the city.

In Urban mode, peak power is reduced to 84kw/114hp, with the throttle response re-configured to sweetly soft and even the up-and-down quick shifter subtly adjusted to city needs too. Sport and Touring modes give full power; however, Touring has a marginally less direct feeling at the throttle, while Sport is sharp without being overly aggressive. 

Touring mode was my preferred option for the workaday miles, but when the Italian roads became sporty and the adrenaline began to flow, I called up Sports mode. I did this not only for the pin-point connection between throttle and tire, but also for the extra support it puts into the electronic, semi-active suspension.  

Make no mistake, the new long-legged Grand Tour whooshes along like a train and is delightfully easy going around town. Butwhen you want to have fun, it has the power, the handling, and the grip to deliver what we would have called stunning sports bike performance just a decade or so ago.  

All that, and it goes around corners  

Like its engine, the Grand Tour's dominant handling characteristics depend largely on the selected riding mode. In Touring mode, the ride is plush and soaks up road decay without fuss, but it still has control and holds the chassis when you want to make the most of all those frisky Italian ponies.

In Sports mode, the Marzocchi Skyhook suspension transforms the Grand Tour into an eager sports-tourer, with the suspension movement and travel reduced with more damping control when you’re braking deeper and accelerating harder. 

For a bike with a 19-inch front wheel along with what is long-travel suspension for a roadster, it’s a taut, accurate and rewarding package, and one backed up by some of the smartest rider aids on the planet working in the background, enabling you to have fun in safety.  

The 2024 Grand Tour additionally comes with two welcome suspension aids, minimum preload and Easy Lift, which are standard features. The minimum spring preload function allows the rider to reduce the preload of the rear shock to a minimum setting at low speeds or when stopped, which increases sag and effectively lowers the seat height as the weight of the rider more easily compresses the spring.  

Easy Lift is again a useful tool that opens up the suspension, thus making it softer when the ignition is on, which makes  it easier to lift the bike from the side stand. With a fully loaded bike – think panniers, top box, a full tank – it makes a welcome difference. 

Stopping power is the same as on the V4 S, and comes via tasty race-spec Brembo Stylema calipers, 330mm discs and corning ABS as backup. The radial master cylinder adds to the high-specification and is similar to what you would expect on a superbike a few years ago. There's excellent stopping power when needed, the ABS isn’t intrusive in any way, and there’s also a lovely smooth actuation at slow speeds.   

Big Spec! 

This is where the new 2024 Grand Tour comes into its own with a long and hugely impressive spec sheet over and above the already impressive V4 S. Some of this we have already mentioned but, just to clarify, it also has: heated grips and heated seat for the rider and pillion, as well as a radar system with blind spot detection and adaptive cruise control.

There are LED fog lights, a tire pressure monitoring system (TPMS), a center stand, a hands-free fuel cap, fully integrated 60-liter panniers, and a Grand Tour livery with black rear pegs and swingarm. Then there are the new additions to the 2024 Multi, which include closable side air vents, new heat shields, a ventilated (and rather fiddly) phone compartment and directly-mounted bars that Ducati says will give a more direct feeling without increased discomfort or vibration. 

The list continues with a 6.5-inch color TFT dash with smartphone connectivity. There is also that easy lift system and minimum preload for shorter riders, as well as the hill hold control. And finally, the rider aids – multiple power modes, riding modes, wheelie control, traction control, and the up and down quick shifter and Skyhook suspension. That’s a good list. 

Long-distance comfort 

The large, adjustable screen is still not electrically driven, which some may see as a flaw on a premium tourer. However, it’s very effective and only takes the lightest of touches to operate. Even at 140-160kph (or about 87 to 99 mph), I could ride visor up, without my eyes watering or any discomfort.  

The TFT dash is adopted from the S model (the stock Multistrada has a five-incher) and bristles with information, especially when you have the navigation screen active, but it’s relatively simple to navigate and the backlit switchgear is a nice touch.  

Regrettably, because the new Grand Tour shares its V4 with the current V4 S and not the new 2023 Rally, it doesn’t benefit from the latter bike's cylinder deactivation system (also installed in the Diavel). That feature deactivates the back two cylinders below 4000rpm, improving fuel economy and emissions and, crucially, reducing engine heat to the rider at low rpm. Instead, the Grand Tour has the same and less effective system as the V4 S, which drops the rear two cylinders only when completely stationary. 

Still, Ducati has tried to take engine heat away from the rider with new heat shields on the swingarm and the left side of the rear subframe, plus new closeable air ducts on either side just in front of your legs.  

Ducati claims 43mpg (35.8mpg USA), the same as the standard V4 S. I usually average just under 40mpg (33.1mpg USA) on the standard Multi V4, and over two dayson this test I averaged 37mpg (30.8mpg USA). With a 22-liter (5.8 gallon) fuel tank, Ducati suggests that over 200 miles between fuel stops is possible, but that figure is more likely to be between 180 and 190 miles depending on how and where you ride.  

Verdict  

The Multistrada V4 S left a strong impression during my initial ride in 2021, and subsequent miles have deepened my appreciation for its versatility. Now, Ducati has enhanced it further by drawing inspiration for the 2024 Multistrada V4 S Grand Tour from the V4 Rally, creating an exceptional long-distance touring machine that also excels in spirited riding. Priced at $28,395, it also represents comparatively good value.

More First Rides:

If you haven’t heard of Gianni Falco because brands like TCX, Forma, or even Stylmartin are populating most of the shelves of your local motorcycle superstore, perhaps this Italian brand could be the next big thing that could upset the bigger players of motorcycle footwear. 

Before getting acquainted with this pair of boots, I had a pair of Formas (which fell apart too quickly), a pair of TCX Street Ace Air (one of my all-time favorites that’s still kicking and replaced by the Street 3), and a pair of Augi AU-10s (still kicking, but kind of falling apart). So when this pair came across my desk, I had high hopes that it could at least live up to the performance and the quality of the TCX Street Ace Air—my standard when it comes to performance and durability on the daily. This is also my second pair of Falco boots. I had good things to say about the Durant so I had high hopes for the Chaser. 

With the goalposts set, it was off to the races. I used this pair of boots for everything from commuting to gymkhana, and fast and sporty rides. Priced at about $190 USD, give or take, it’s positioned well up against the competition with a few dollars in between depending on where you get it from. Though, is it worth the price? Spoiler alert: quite. 

High-Quality-High-Top

Made in Italy kind of says it all. The Falco Chaser that I got was perfect out of the box. No quality control issues were spotted, and the “leather” on the boot was nice and stiff, in need of a break-in. The boots also had structure to them, standing up on their own and both the left and the right boots were symmetrical. Falco’s quality control and craftsmanship get top marks and are in line with my expectations of a premium boot. 

I put the quotation marks in “leather” because it’s not actually made out of cowhide. Falco calls it Micro-Synth which is a synthetic material that mimics the look of leather, but as per my testing, the all-black colorway did hold up quite well against the elements, heat, and the constant shifting and rear braking actions. I do agree that real leather is preferable at a price point like this, but considering that the synthetic upper has been holding up and still looking new regardless of the amount of abuse, I’d say that it’s a good material and one that’ll still look fresh mile after mile. 

However, I will say that Falco really needs to put in better insoles for this boot. The stock insoles from the factory were thin, had no anti-bacterial properties, and slid around. The moment I put my foot in the Chaser and walked around, I took the shoes off and looked for a spare pair of Ortholite insoles to replace the stock pair. The improvement in step-in comfort was very dramatic and it was a night and day difference plus the insoles didn’t slide around anymore. 

Taller Than Average, Spot On Fit. 

My feet are slim and not flat, so finding footwear that fits is usually easy for me. I was able to get my true size for these shoes, even after putting in thicker insoles. It’s about the same length and width as my TCXs, so whatever size you are in those, get the same for the Falco. 

While the footbed is true-to-size, the height of these boots compared to more “standard” casual riding shoes may put you off at first. I did have to get used to the height of these boots at first, which meant a bit of chaffing in the collar. Prior to this, I had ankle socks on and the collar of the left shoe caused a bit of irritation on my shin. I solved the problem with high socks but considering that the collar of the boot is thin and rather sharp at the edges, it’s definitely something that you’re going to have to dress around. 

Other than that, however, the side zipper was one feature that felt like a necessity given the height of these boots. Getting in the boot is easy enough, just put it on, and YOLO (You Only Lace Once). After that, it’s all a matter of zipping and unzipping for easy ingress and egress. Also, after you tie the laces, Falco has also designed a lace stay on the tongue so you won’t have to worry about snagging something, or a knot coming undone. 

Comfort, Style, and Peace of Mind 

Now, if you do swap out the insole for something cushier, and wear high socks, the general comfort of this shoe is an all-day pair. The shoes are by no means flexible like a pair of runners, but there was just enough flex on the toe-box for it to be walkable. Once the day was done, all it took were two zips to get my feet out of there. Conveniences like that are well-appreciated, but at the same time, the peace of mind is there when it comes to protection.

Falco has equipped the Chaser with D3O and High-Tex. The boot is also CE-certified with reinforcements on the toe plus a crush-proof sole. What’s nice about these boots is that even with the zipper, Falco still managed to fit a D3O insert on the medial side of the boot where the zipper is. With the Chaser, you get both convenience and protection, albeit very slightly compromised since it’s not a full circle. However, the fact that you get the zipper is already a huge plus. Also, I was able to brave a few rain showers with this pair of boots, and the high-tex membrane held up well in the rain even if I was wearing a pair of normal riding jeans. I’d rate this boot splashproof but not storm proof though it will be a bit more resistant compared to other mid-cut casual boots in the market with liners due to its height. 

With all of this tech, I have to say that Falco did a good job at fitting it all into a stylish package. Paired with a nice set of riding denim, you have yourself a very versatile shoe for on and off-bike duty. If the high-cut style isn’t your thing, you can stretch your pant legs over it, but if you prefer, you can also tuck your pants into the boots. Personally, I prefer hiding the top part of the boot. 

Finally, Falco ensures that you have proper traction on these shoes. The rubber that they use in the Chaser, and also their other riding boots, is an oil-resistant and high-grip compound. I also like that the outsole is thicker compared to most riding sneakers. The herringbone pattern has a better-than-average multi-directional grip and complements the rubber compound nicely. Compared to my other shoes, this is by far the grippiest pair of casual riding shoes. I would have preferred the boots to have stitching instead of cement, however, time will tell whether Falco’s glue job holds up longer than some of my other boots. 

Verdict: Just Change The Insoles

Everything about the boot is well-designed and the insoles are really the only thing that I had a major issue with. Other than that, the shifter pad is placed well, the laces lace, the sole is stiff, the D3O is unnoticeable, and the fit is true. It’s just the insole that needs replacing and the height that needs some tall socks to go with it.

Even with some of its shortcomings, I genuinely feel that this is a good pair of boots and the quality is very impressive. Materials aren’t the most luxurious, but in terms of function, Falco has done well with the Chaser. Because of the low-maintenance upper, decently water-resistant liner, under-the-radar styling, convenience features, and its well-designed protective elements, the Chaser has become the go-to boot in my rotation for everyday wear. 

For about $190 to $200 USD, only the insole is inexcusable. Falco, if you are reading this, please change it into something that is softer and won’t slip around in the boot. If I were to recommend this product, I would definitely “require” the owner to swap out the insole. Otherwise, the boot’s upper and outsole quality is remarkable as is its feature set. Quality and style-wise, I believe Falco has a lineup that may give the more famous brands in the industry something to be wary about. 

More From Gianni Falco:

If you’re a rider, there are few things more frustrating than hurting yourself badly enough that you can’t ride. Funnily enough, the frustration and anger levels you may feel about such a situation magically rise in accordance with the amount of time you spend away. I know, I know—correlation is not causation, but the math seems reasonably clear. 

For those not familiar with me, I live in Chicago. It’s a place with some pretty notable winter weather. As such, I don’t usually ride year-round—although I’ll continue to ride when it’s quite cold out. There are usually at least a couple to a few months where I don’t get to ride, unless there’s a press trip that gets me out of my usual geographic area. As a result, when warmer weather draws near, the excitement about being able to ride again tends to rise to a fever pitch. 

Drop It Like It’s Ow 

Like any rider in an area that experiences winter probably would, I scheduled a necessary medical procedure over the winter in early 2023. That way, I figured, I’d be good to go when it was riding season. As it turned out, I only had a couple of rides in the early part of the season where I was just about back to full strength—and then I sprained my ankle.  

Never mind riding; I was having trouble just walking. Also, there are stairs in my house, which were awful. Truthfully, though, the absolute worst part was the knowledge that if I’d just been wearing boots with better ankle protection, I probably would have been fine. (I’d dropped a bike on my foot, and if that sounds dumb to you, just imagine how dumb it felt to be the one to do it.) 

Anyway, after a few miserable, bikeless weeks that felt more like months, I was almost back to 100 percent riding fitness (again). Following a decidedly inauspicious start to the season, I was also determined to up my boot game.  

I’m a firm believer in all the gear, all the time (or its more popular acronym, ATGATT). However, as anyone who’s crashed can tell you, it’s not enough to just wear any gear that fits. Sometimes you need to reconsider your options—and sometimes, you unfortunately must learn that fact the hard way. 

Rev’It! Discovery GTX Boots 

The Rev’It! Discovery GTX boots are meant to be an all-around protective, comfortable, stylish, and understated touring boot. Features like a breathable Gore-Tex lining and a Vibram sole are both extremely practical and just, very simply, quite nice. However, it’s all the protective reinforcement at the shin, surrounding the ankle, and gently guarding the toes against crush injuries that really make these boots. 

Well, no—that's not entirely true. All those protective features wouldn’t help a whole lot if these boots didn’t also fit extremely well. Arguably the coolest feature on the Rev’It! Discovery GTX boots is their Boa adjuster system. The clicky adjuster lets you quickly and easily dial in exactly the right fit around your ankle and lower calf, in a way that mere laces and zippers never could.  

As a person who didn’t learn to drive (or ride) until I was an adult, I grew up walking a whole lot—and I have the monster calves to prove it. To make things more difficult, at the same time, I have pretty average-to-small ankles. The combination of these two things can make it challenging to find boots that fit well. 

The good news in 2023 is that boots with Boa adjusters, like the Rev’It! Discovery GTX, can accommodate whatever combination of narrow ankle and strong calf muscle you might have. After snugging up the adjuster, your ankle is firmly and comfortably supported. There’s no worrying wallowing feeling, like you might get with some other boots. At the same time, your calf is also comfortably ensconced inside the boot, and secured in place with the sturdy Velcro closure and tough shin guard that goes over the top of the Boa adjuster panel.  

Once you get used to simply being able to twist the dial to get your boots secured on your feet, it becomes second nature. Twist n’ go—and that’s well before you touch your bike’s throttle. 

The Riding Experience 

I’ve been wearing this pair of Rev’It! Discovery GTX boots for most of the 2023 season. While they’re obviously made for touring and/or adventure touring, they’re comfortable on all kinds of bikes. Depending on the pants you’re riding in (and your calves), you can either tuck the pants inside these boots, or pull them down over the outside for a more incognito look.  

No matter what you choose, they’ll keep you well supported, comfortable, and stable on your bike. That ankle support is especially confidence-inspiring when you’re standing on the pegs, and the Vibram soles grip exactly how you want them to.  

While I’m certainly not suggesting that you purposely roll a wheel over your toe box or drop a bike on your foot to test them out, I am here to tell you that if you have bike-related mishaps in these boots, there’s a significant chance that your foot will come out of it just fine. These boots are extremely good at their primary job, which is protecting your feet and ankles.  

The Walking Experience 

As a touring boot, the second thing that something like the Rev’It! Discovery GTX boots should theoretically be good at is comfort. Once you’ve dialed in the fit on your feet and ankles and closed that Velcro shin guard, they might seem a little stiff at first. I quickly adjusted, though—and the more I walked, the more comfortable I was.  

They’re like any boots (motorcycle or otherwise) that just require a little bit of time to acclimate yourself. I wouldn’t even call it a break-in period; they’re much more comfortable than that, at least to my feet. 

Colors, Sizing, Price 

To keep things simple, Rev’It! Offers the Discovery GTX boots in your choice of black or brown. I’ve been wearing the brown boots, and it’s a soft, fawn-like shade of brown that goes well with a lot of things. They’re understated enough that if you tuck them inside your pant legs, non-riders might not even realize that they’re motorcycle boots. If that’s a thing that matters to you, this unobtrusive level of protection and comfort could be something to keep in mind. 

In my experience, the Rev’It! Discovery GTX boots fit true to size. Follow the size chart for these boots, take measurements with a tape measure, and you should be fine in terms of length. I have an average-width foot (neither wide nor narrow), and these boots fit me well. Your mileage may vary if your feet are either very wide or very narrow. 

Rev’It! sells motorcycle gear all over the world, and pricing may vary by region. In the US, the MSRP on these boots is $599. They’re definitely not cheap, but they are very, very good and comfortable. It’s up to you if it’s worth it, but I’ve been having a difficult time wanting to ride in any other boots since I got them.

My first Ducati Monster impression came 17 years ago at the helm of an S4Rs: a raw, harrowing machine that attacked the Ascari Circuit in Andalucia with mercenary abandon. My writeup at the time remarked that “… a day of wrestling the Monster wracks the wrists, tightens the thighs, and knots up the shoulders.”

I’ll also admit in retrospect that I was a tad greener in my riding career back then, and that the thrill of the 148-horsepower brute, which lacked electronic traction control, was heightened by the fact that the 3.5-mile circuit offered nearly zero runoff around key corners.

A lot has changed since that eye-opening ride. Over 350,000 Monsters have sold in total, earning it legit legend status among both Ducatisti and non-fans alike by claiming the title of the best-selling model out of Bologna ever.

The brand has also evolved quite a bit, finding stability under the aegis of Audi AG. It’s been over a decade since the late Ferdinand Piëch acquired Ducati Motor Holding SpA., reportedly as a birthday present to himself. Stabilizing a revolving door of prior ownerships, Audi injected an air of legitimacy into the famously tempestuous bikemaker.

Powertrain, Power, and Pricing 

Walk up to the 2023 Ducati Monster SP, and you’ll find quite a few improvements over its predecessor, the Monster 821. A considerable 40 pounds of weight has been shed while the 937cc L-twin enjoys modest single-digit horsepower and torque gains, for a total of 111 horsepower and 69 pound-feet of torque.

For the record, that’s down 37 hp compared to the ’06 Monster S4RS I tested back in the day, though that model was also 24 pounds heavier. The price of entry has also been democratized. Adjusted for inflation, $15k in 2006 dollars translates to a heady $22,000.

The Monster has also undergone serious nips and tucks since George W. Bush was in the White House. For starters, Ducati ditched the model’s iconic steel trellis frame in 2020, opting instead for a considerably lighter aluminum skeleton that tips the scales at a mere six pounds. Gone is the rattle-tastic dry clutch, replaced with a more workaday wet one. 

Ergonomics, Electronics, and Performance Upgrades

Ergonomics are also friendlier to all sorts of bodies, thanks in part to a narrow seat that sits 33.1 inches above ground. Although the SP is nearly an inch taller than the standard Monster, it’s also available with 31.9 or 33.5-inch saddles.

A comprehensive suite of electronics brings three riding modes, traction control, wheelie control, launch control, cornering ABS and quick-shift capabilities. The $15,595 SP, which comes at a $2,600 premium over the Monster Plus, also adds Öhlins suspension, stickier Pirelli Diablo Rosso IV rubber, street legal Termignoni exhaust, a steering damper, Brembo Stylema front calipers and a lithium-ion battery to the mix.

Swing a leg over the Monster SP, and the Audi influence comes through loud and clear, starting with the TFT display. The 4.3-inch screen incorporates slick graphics, a big graphical tachometer, and a gear indicator.

What It’s Like To Ride

While the latest Monster’s hardware has been cleaned up compared to its predecessors, there’s still a lot going on visually thanks to the visible engine, cooling, and exhaust bits. Livery elements have been borrowed from Ducati’s Desmosedici GP MotoGP bike lending the tank a neat red-and-black block pattern, while a snug headlight helps gives the Monster an overall appearance that’s compact and tidy.

The 937cc fires up with a sonorous bark that’s not excessively loud, despite the spicier Termignoni pipes. Aided by the 11-degree valve timing overlap of the Testastretta engine, the L-Twin powerplant runs smoother than ever, producing evenly distributed oomph that’s notably robust around the midrange of its 9,250 rpm powerband.

While wringing performance from Monster engines of yore was a more dramatic experience, with noticeable low-end chatter and an overrun that exceeded 10,000 rpm, the latest SP shoots through each of its six gears with considerably more ease. Also aiding the proceedings is the standard Ducati Quick Shifter, which helps bang out upshifts and downshifts without the need to pull the clutch.

The Monster SP feels smooth, secure, and flickable while cornering through city streets. Old school Ducati folks might be surprised to find that the Termignoni pipes, which have been known to blast a chest-thumping rasp in the past, now emit a mighty mellow exhaust note. Credit (or blame) stricter Euro 5 requirements and more-stringent-than-ever U.S. regulations here.

Reduced unsprung mass from the upmarket Brembo calipers and aluminum flanges combine with the lighter Öhlins NIX30 fork to lend the Monster breezy handling and a surprisingly smooth ride quality. The brake lever feel is excellent, with the three-setting ABS system offering a front-only mode, or all-off if desired. Should you want to experiment with traction control, the system can be set to any of 8 settings, or entirely disabled.

With maximum torque coming in at 6,500 rpm, the powerplant feels potent, but never in any danger of truly living up to the model’s menacing name. While it’s certainly no beginner bike, the Monster SP stands out for its composure and steady nature, delivering strong performance in a package that’s more approachable than it is intimidating.

Conclusion

While would-be Monster SP buyers will likely to be drawn to its premium features, they might be in for a bit of a sticker shock when cross-shopping against the competition. Sure, 15 large will barely cover the fancy wheel and carbon ceramic brake package on an Audi R8—to car guys, that’s a drop in the bucket. But two-wheeled competitors are fierce, namely the BMW F900R with the Premium package ($10,930), the Triumph Street Triple RS ($12,995), and the Yamaha MT-09 SP ($11,499).

The thing is, the latest Ducati Monster’s refinements are slick. This is indeed a finely executed motorcycle. However, some of the very things that make it a functional improvement over its predecessor, particularly its lightweight, non-trellis frame, also make it look a whole lot less exotic.

Sure, Ducati still (thankfully) retains its signature Desmodromic valve technology, one of the brand’s hallmarks that date back to 1955. (That feature incidentally was pioneered by Daimler-Benz and subsequently featured on everything from the iconic Silver Arrow Formula One racers to the 300 SL, but I digress.)

As one of those dewy-eyed nostalgics who owns a classic Ducati complete with a trellis frame, a tambourine-like dry clutch, and who’s familiar with all the operating quirks built into pre-Audi-era products from Borgo Panigale, my view is admittedly colored by personal biases. That said, when viewed against its potent competition, prospective buyers need to seriously consider whether they’re interested in paying the Ducati premium for what is an arguably less distinctive package. 

While the Ducati Monster SP ditches one of the key visuals that differentiate it from its foes, the Italian naked bike holds its own with quality components and an overarching feeling of maturity and sophistication.  

Whether that’s your cup of tea is entirely subjective; some gravitate towards vintage weirdness, while others must have the latest/greatest, and yet another subset can do without the highfalutin Italian brand name and prefer alternatives that get the job done comparably well. Choose wisely. Your two-wheeled joy depends on it.

More First Rides:

Kriega is a well-known name in the world of motorcycle luggage, providing a great balance of design and functionality. With a strong emphasis on quality, the company guarantees that your essentials are safely and neatly stowed. Kriega's luggage collection caters to a variety of motorcycle disciplines, such as street riding, long-distance touring, and off-road adventures.

Among the several backpacks available, the Kriega Trail 18 sticks out as particularly fascinating. Its strong and identifiable style gives it a gritty, urban appearance that draws attention. This backpack, designed with adventure in mind, is a good choice for both everyday commuting and long touring, while also fitting occasional off-road trips. Its charm has fascinated me for quite some time, encouraging me to decide to add it in my own collection.

Premium build quality

The Trail 18 features a high-end design that's all about adventure. It conveys a sense of utilitarianism and versatility, from its appearance to its structure, and feels like a premium and expensive rucksack. Meticulously built, every detail is well-built, delivering a well-put-together product in every way. Notably, the emphasis on ergonomics distinguishes this bag.

Kriega's groundbreaking Quadloc-Lite system, the brand's proprietary technology, is at the forefront of improving comfort and functionality. It supports proper posture and efficiently minimizes fatigue even during lengthy use by intelligently spreading the bag's weight over the shoulders and back. The ergonomic design is so well-executed that, depending on how much weight you carry, you may even forget you're wearing a backpack at all.

A practical companion

Kriega's backpacks are precisely built with a focus on motorcycle use in mind. As a result, they are strengthened and abrasion-resistant to endure the rigors of the road. This particular design provides a somewhat more robust frame than standard backpacks. Furthermore, Kriega expertly utilizes available space within the Trail 18 while keeping slender and compact dimensions. Despite its toughness and protection, the backpack is functional and efficient, finding a balance between robustness and utility.

More For Your Collection:

The Trail 18 has ample storage capacity of 18 liters, as its name suggests. A large waterproof compartment in the front allows for secure storage of things such as a laptop, additional clothing, and other belongings. However, it should be mentioned that the main compartment is not waterproof. Nonetheless, it is built to fit Kriega's hydration bladder, making it ideal for long rides and out-of-town vacations where staying hydrated is critical.

There is also a useful waterproof compartment within the main pocket for fast access to vital essentials. The bag has a strong Hypalon net on the outside, which acts as a great attachment point for goods like a raincoat, gloves, and other gear, allowing for simple access while on the go.

Rugged and adventurous by design

The Kriega Trail 18 motorcycle backpack is purposely intended to be an adventure-ready backpack, with a heavy emphasis on rough and urban use. Because of its compact form, it can easily be adapted between urban surroundings, extended journeys, and off-road excursions. The incorporation of the Quadloc-Lite harness at the front not only improves comfort and load distribution, but also gives the backpack a uniquely tactical appearance. The Trail 18 is a great companion for motorcycle enthusiasts looking for both style and performance thanks to its blend of usefulness and aesthetics.

Denouement

The Trail 18 retains Kriega's premium pricing, retailing for around $240 USD. Nonetheless, the backpack's superb quality and performance justify this price. As mentioned, it incorporates abrasion-resistant textile fabric and ensures the protection and security of your valuables even during rough journeys. The ergonomic design adds to the value by enabling for long periods of pleasant riding. The Trail 18 is without a doubt one of the best motorcycle backpacks for city riding and moderate to long-distance excursions, establishing its reputation as a dependable and high-quality motorcycle backpack.

Source: Kriega

There’s a special place in my heart for an honest, characterful standard motorcycle. Everyone’s different, of course—and different designs speak to different people. Sometimes you can explain why, and sometimes you can’t. I’ll tell you what, though—a long time ago, in a kingdom far, far away, one of the first motorcycle crushes of my new-rider life was a scrambler. The first-gen Triumph Scrambler, with its 32.5-inch seat height, to be exact.  

Alas—it wasn’t to be. New riders have new rider insecurities, of course—but the bigger challenge, in my case, was and evermore shall be my 27-inch inseam. It’s a difficult thing to explain to taller riders, or riders who at least have longer legs than I do (while riders with similarly short legs may nod their heads frantically in agreement).

I’ll put it this way, though. If you’re tall enough that you don’t have to actively strategize where to put your legs down when you bring your bike to a stop (in front of the foot pegs or behind the foot pegs, because a wrong placement means you and that bike are both going down), then please consider yourself lucky. 

At any rate, the idea of a modern scrambler-style bike can be immensely appealing, depending on your personal aesthetic. Who wouldn’t want something with the kind of classic styling that speaks to them, but that also has nice things like modern brakes, LED lighting, and maybe even some decent ABS? How about heated grips as an available accessory option?  

The thing is, while that flat, wide, scrambler-style seat looks quite cool, they unfortunately don’t tend to help those of us with short inseams. Although seat height isn’t everything, scramblers frequently tend to have a taller seat height.

If you have a tall seat height but a narrow saddle, it’s easier for us short riders to scoot ourselves around and get at least one leg (and sometimes even both legs) down at a stop. Wider saddles make that more of a challenge, bordering on an impossibility. Perhaps it can be done with practice, but you’re going to have a tough time those first few times you come to a full stop, while you’re mastering your own personal technique. 

Enter The Honda SCL500

With a 31.1-inch seat height, the Honda SCL500 is reasonably accessible to both newer and shorter riders. As with all bikes, your mileage may vary on any number of points, from how the bike fits you to how the styling hits you. You may be in the market for a 471cc parallel twin-powered machine, or you may not.  

If you are, though—this bike gives yet another stylistic and purpose-driven take on Honda’s stalwart 500cc platform. First, there was the triple threat of the CB500X (adventure), CB500F (modern standard), and CBR500R (sportbike). Then came the Rebel 500, to get the cruiser fans on board with this middleweight powerplant. In 2022, Honda launched the most recent addition to the 500cc family—the SCL500, which is also called the CL500 in other parts of the world. 

The Specs 

The 2023 Honda SCL500 is powered by Honda’s 471cc liquid-cooled parallel twin engine, with bore and stroke of 67.0mm by 66.8mm. It’s fuel injected, has a six-speed gearbox, and also has a slip and assist clutch. 

Suspension duties are performed by a nonadjustable 41mm front fork offering 5.9 inches of travel, as well as dual rear shocks with preload adjustability in five positions. The rear travel is 5.7 inches. Brakes consist of a Nissin setup with a single 310mm disc up front with a two-piston brake caliper, and a single 240mm disc in the rear. ABS is present at both ends. The SCL500 rolls on a pair of 10-spoke alloy wheels, with a 19-inch unit up front and a 17-inch unit in the rear.  

Wheelbase is 58.4 inches, rake is 27.0 degrees, and trail is 4.3 inches. Fuel capacity is 3.2 gallons, and curb weight is 419 pounds.  

First Riding Impressions

Helmet, solidly resting on the saddle for just a moment.

Grab strap or glasses strap? You be the judge.

As our group prepared to take these bikes out for the first time, one immediate thing that stood out was that its nice, flat saddle works quite well to set your helmet on. Most motorcycle instructors will tell you not to put your helmet on your saddle, because it’s far too easy for it to end up crashing to the ground and compromising its intended safety (never mind the paint and/or graphics).  

Still, it’s worth noting that if you must do it for just a few seconds—such as, say, when you’re mastering the fine balance between putting both your helmet and your eyeglasses on—you'll have much more positive results with a saddle like this than you would with a narrower one. (Obviously, use your own discretion and take all adequate precautions not to dump your precious lid top down on the pavement.) 

As I got going, the slip and assist clutch took a little bit of getting used to. The clutch engagement was way out, close to the neutral resting position of the clutch lever when it’s not engaged. It’s meant to be an easy pull, intended for both new and returning riders.  

While the clutch has a very light pull, adjustable levers would be especially nice for riders with shorter handspans. Since the clutch engagement is so far out from the handlebar, that’s especially true. Honda doesn’t currently offer adjustable levers as an accessory option from the factory for this bike, but that’s what the aftermarket is for. (If you go this route, opt for a reputable manufacturer, not just an eBay special that’s going to start slipping and put you in a sketchy situation while you’re in the middle of a ride.) 

Once I got used to the clutch, it was extremely simple to ride. Shifting is very easy, and I’m pleased to say that I found zero false neutrals. The small, round, digital gauge is uncluttered, and is easy to read at a glance. Its shape and layout fit nicely with the overall retro-modern aesthetic that it appears Honda wanted to go for with this bike. 

Playing In Traffic 

Our planned route had us tackling plenty of fun, twisty road riding—as well as a short blast on the highway. The SCL500 is nimbler than you might think at first. Sure, it’s no superbike, but it’s not plodding or pokey when you’re trying to pass trucks or other vehicles on the highway, either.  

Although our riding group was small, we did get separated—but finding opportunities to pass slower traffic and rejoin the pack was quite simple. It’s not the kind of powerhouse that will make your hair stand on end, but it will definitely get out of its own way if you twist the throttle open. 

The aesthetic of the exhaust on the SCL500 may or may not appeal to you. It’s clearly a nod to the one found on the original CL77, and that’s especially evident if you see the two bikes next to each other—but it’s also just as clearly been modernized. To my eye, the two round tips on the silver cap at the end positioned against the matte black flatness kind of makes me think of a LEGO. The round bits on the silver heat shield also add to that perception. 

All that said, the sound of the stock exhaust is rather pleasant—especially when you have cause to open it up and let it growl at higher revs, as you most certainly will do when riding on the highway. It has more character than you might expect at first. 

Tackling the Twisties 

The same nimbleness, smooth shifting, and power delivery that made threading my way through traffic a snap was also present as we started to make our way through the twisties. I’m not sure what I expected, but the handling was better than I expected—and if I’d had more time with it, I think it would likely have been even more fun as I learned to more fully trust what it could do.  

Turning and leaning are simple, and while the 19-inch front wheel might make it feel a little tall, it’s pretty light and sure on its feet on asphalt. Since it’s primarily designed to tackle asphalt, that’s a strength. The very small amount of gravel we went over seemed to pose no great difficulty to the SCL500 (and its tires), either. 

Unfortunately, I didn’t get to spend as much time experiencing the twisties on this bike as I would have liked. One wrong move on my part (not at all the bike’s fault) led to aggravation of an old knee injury, which sadly ended my riding day early. Sometimes, though, that’s just how it goes—and you pick yourself up and move on.  

Things I Liked 

Custom Honda SCL500 by Steady Garage

Custom Honda SCL500 by Steady Garage

Things I’d Change 

Pricing, Colors, and Availability 

Pricing, colors, and availability on the Honda SCL500, as with all bikes made by OEMs that sell internationally, will vary by region. In the US, the 2023 SCL500 starts at a base MSRP of $6,799. It’s available in your choice of two colors: Candy Orange, or Matte Laurel Green Metallic.  

Honda also offers a host of OEM accessories for the SCL500, from a center tank pad, hand guards, front fender, headlight visor, heated grips, rear carrier, top carrier, saddlebags, top box, and more.

Team Red also offers a tall seat that nudges its height skyward by 30mm, for a total seat height of 820mm (or about 32.28 inches). It comes in one color, and that color is brown. Incidentally, I asked if Honda either offered a low seat option already or had any plans to offer one—and was told that it does not and likely will not do so in the future. 

Is it a good bike for the new and returning riders that Honda is aiming to entice? Like all bikes, that depends on who those riders are and what they're looking for. However, with pricing like this, it’s not at all difficult to see how you could pick an SCL500 up, and then instantly start doing the math and working out all the ways you can make it your own. 

This helmet’s design may be about a decade old at this point, but perhaps Shark got it so right on the first try that nothing better could have been done. At least, that’s what I feel must have happened. Other brands have moved on to newer and fancier shapes over the years, but Shark has stayed true to this design for over a decade now. 

Personally, my favorite types of helmets are the single-visor sport lids. Not only do I love the styling of a sporty-looking lid, but it’s also a go-to in terms of the features that matter to me. Shark’s been pushing their Race-R series for quite some time now, and the Race-R Pro has a stellar reputation and is regarded by many as one of the gems in the helmet market. 

Going into this helmet, I definitely wanted to compare it to my HJC RPHA 11 and RPHA 1, as well as Shark’s Spartan RS Carbon Skin. Given that the Race-R Pro GP exists, however, I’ll be viewing this through the lens of a road rider since the GP would be the helmet to get if you’re getting it for prestige or for mostly track riding. Importantly, that’s not to say that the Race-R Pro can’t also be good for the track rider, or for the prestige. 

Yesteryear’s Best, Still Good Today 

I mentioned in my previous Shark review that I kind of wrote off the brand before getting to try any of their models, and boy was I wrong about them. I found myself picking up the only Shark I had off the table more than I had anticipated over the other helmets in my collection. Once the Race-R Pro made it to my collection, it was kind of game over. I liked the design of this, and it was even more shocking for me to discover that Shark’s been pioneering this particular shape for over a decade now. 

Look, just because this helmet’s design isn’t newer than the competition doesn’t mean that it’s not usable anymore. For me, this was my first time experiencing this helmet, and in a field where stellar lids like the HJC RPHA 1 exist, the AGV Pista GP RR still persists, and brands like Arai are employing the same shapes as before, I can only say one thing: Don’t knock it until you’ve tried it. 

The shell is a Multi-Axial Fibre Structure (Class-Carbon-Aramid) and Shark Resin. In a size medium, the whole helmet only weighs 1,330 grams, or 2.93 pounds. That's quite impressive even if there are only two shell sizes across the lineup. While that may be a dealbreaker for some, at medium, the helmet is as trim as it can be for my head.

The design fits a lot of fully-faired sportbikes, as well as sport nakeds, and I’d argue that it’s a versatile sport helmet for most motorcycles as long as they’re not of the classic variety. One of my co-workers recently got a Race-R Pro GP, and he said that the Race-R Pro was more versatile on a myriad of bikes. The GP was too focused, he said, and the standard Pro was more than good enough, form-and-function-wise. So far, I totally agree. It’s still as modern as the other competitors, and it’s made more eye-catching up close with its glossy carbon finish. 

Living Up To The “Race” Name 

For this helmet, the shape is intermediate oval, which made me go up a size. However, the fit is still spot-on for a race-bred helmet. Before the Race-R Pro GP came out, this was the helmet that Shark fielded for its racers, and it was also recognized by the FIM even before the FIM Homologation came out. 

Other racing bits are also present, like the “thick” face shield, the absence of detents, the spoiler, and the ventilation channels of the lid. The spoiler is one thing that I want to touch on because it looks like a joke compared to other spoilers in the market today. A lot of helmet manufacturers (Shark included) are moving towards these huge spoilers at the back of their helmets, but the Race-R Pro uses a double blade that’s angled for a full tuck that makes it look less like a racing helmet, and more like a standard sporty lid. That’s good or bad depending on how racey you want to look, but for me, the front end is already racey enough. 

Apart from that, the interior of the helmet is tailored with athletic and moisture-wicking fabrics, the likes of which are among the coolest I’ve experienced so far. The Alveotech on the cheeks and on the comfort liner really helped keep my head cool and rather fresh, though I will admit that the helmet may get stuffy if you’re going to ride for hours at a time.

Truly, it’s a race helmet, and it’s tighter around the cheeks, jawline, and even the crown of your head. It might not be advisable to take this out on a long tour, though it can be done as long as you know what you’re getting your head into. 

From Race to Road 

The racing pedigree of this helmet is undeniable, though the road performance of it is still something to be considered especially since it’s now the “lite” version of the Race-R Pro GP in the lineup. As far as on-road behavior is concerned, the Race-R Pro is a few notches above other sporty options out in the market today but it does it with a little more thought in mind. Knowing how old this helmet is, it feels like the rest of the industry has been playing catch-up, as Shark’s been minimally updating and refining this model over the years instead of coming up with something totally new. 

This is hands-down one of the quietest helmets that I’ve ever used. The seal that this creates around your head is unmatched, and the neck roll is very comprehensive. Wind noise is no issue whatsoever, and other riders have said that it took some time to get used to the quietness of this lid, myself included. Wind noise only started to become intrusive at 90 miles per hour. Any speed below that is weirdly serene.

Though, it's worth noting that seal comes at the price of a less easy on-and-off. Putting the helmet on is fine, but taking it off may smash your ears in. That's something that I’ve experienced and struggled with, though a high-quality balaclava helped immensely. I’ve never had my ears smashed by a helmet before until I strapped on the Race-R Pro, but once on, it fits one-to-one, good for my thin face, but perhaps a little too tight for bigger-headed riders in my opinion. 

Also, all those exhaust and intake vents are good for allowing the helmet to breathe. Even with all the quietness that this helmet provides, it’s pretty breezy, especially with the chin vent open, and at higher speeds. Though, what’s more impressive is that the top vents may be the best I’ve tried so far.

If you take apart the pads of the helmet, it also reveals an impact liner that has a ton of air channels to allow massive amounts of air to pass through and cool you off even while things heat up. Even if its ventilation channels are well-considered, I find that the fit is just a little too tight for full-on touring. As a helmet for quick sessions on track, it’s perfect. As a helmet for long-distance tours, it can get the job done, but I feel that the Shark Spartan RS would be a better fit for that purpose. 

Safety and other concerns 

Now, one thing that is a bit off about this helmet currently is the safety homologations it has now. Safety-wise, the helmet is quite sound for now with ECE 22.05 and DOT on the labels and a “soft” homologation (really just a shout-out way back when) from the FIM, but that’s probably a bit meaningless right now. 

Truth be told, this helmet is a bit behind in terms of safety, but if the minimal change made to the Race-R Pro GP is anything to go by, I think it’s a solid ECE 22.05 rating here. I was so concerned that I asked the local distributor, who in turn, asked Shark, who then replied with an e-mail saying that the ECE 22.06 version of this helmet comes with a one to two percent increase in safety to meet the requirements laid out by the European Commission. 

Other than that, however, you have to consider that the visor is not Pinlock compatible. I do prefer Pinlocks on my helmets as a matter of choice. However, the anti-fog coating was good enough to keep the visor fog-free, although that coating did need a refresh after several rides.

It's also worth noting that I installed my Cardo PackTalk Edge in this helmet, which it took quite well. Deep speaker pockets, tons of spaces for wire tucking, and it was off to the races with a clean install. The double-D ring was also something to get used to, because it has a magnetic snap, and it’s on the other side from a standard D-ring design.

Lastly, one feature that is totally absent from this helmet is the lack of an emergency quick release cheek pad system. While it is a feature that I hope to never use, it's something that is present on many modern helmets, and is absent from the Race-R Pro. 

Verdict: Underrated 

This Shark Race-R Pro Carbon is quite the catch if I am being honest. It’s been one of my favorite helmets so far, often sharing seat time with a bunch of my other favorites if not a little more than my regulars. Now, for $759.99 USD, it had better be a good helmet, and it is. You get what you pay for in terms of its performance, though I can understand some reservations that people might have about it. 

It’s priced a bit high in my opinion, and sadly, it has to share shelf space with some other great lids out there. However, as a premium sporty helmet with a historic racing pedigree, it’s a great nick. It’s easily one of the quietest helmets out there and one of the most comfortable while on a fast-paced ride. This helmet fits my preferences well. I can do without the sport-touring features in favor of a lightweight and simple helmet. 

It is indeed a racing helmet and one that’s built for the purpose of going fast, not so much for going far. I’m sure that Shark’s other offerings can be of better service, like the Spartan RS, if you want to fish in the same pond. However, I cannot deny that for the look, and for the fact that it feels so good sitting on my head, I can ride in this thing for hours. You should probably give it a go if you’re into fast bikes and fast rides. 

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