Search Results

Limited to just 500 examples, is the MV Agusta LXP Orioli the most pointless limited-run bike we have seen come out of the MV factory to date? When we first saw MV Agusta’s lineup of Lucky Explorer adventure bike concepts break cover in 2021’s EICMA show in Milan, we let out a collective shout of joy. Finally! The Italian manufacturer was going to make not only bikes that are practical but also for a range of riders who want more than a pretty bike to look at. Sadly, two years on the attainable Lucky Explorer 5.5 concept has been axed, and the cool 9.5 version has morphed into a limited-run machine that will be lucky to ever see the dirt. At least its name – LXP Orioli – is kinda cool. Limited to just 500 examples with pricing rumoured to be around €30,000 (approx $55,000), each of which comes signed by Dakar legend Edi Orioli, it is fair to say that what MV has delivered has opinions divided. As with the Lucky Explorer 9.5 concept, the LXP Orioli is powered by a three-cylinder engine rather than the big V-twin of the Cagiva Elefant it draws inspiration from. Measuring in at 931cc and pumping out 124hp of peak power and backed by a solid low-down torque spread, the engine has been developed and manufactured entirely in Italy according to MV. For a sub-1000cc machine, there is no denying the LXP Orioli is heavy with a dry weight of 224kg. That puts its wet weight with a full 20 litres of fuel plus oil at over 240kg. For reference, two of its main competitors - the KTM 890 Adventure R and Triumph Tiger 900 Rally Pro weigh in at 210kg and 222kg wet. In true Italian fashion a “racing kit” consisting of a homologated titanium exhaust, co-designed and developed by MV Agusta and Termignoni. This is paired with a carbon fibre end cap and heat shield for a total weight saving of 4kg. Still, going by weight alone and despite its Dakar racer inspiration, an off-road contender this bike is not! That said, MV has given it some decent suspension and tech to help it along off the straight and narrow. Suspension comes from Sachs with the adjustable 48mm USD fork sporting 210mm of travel, while out the back the similarly adjustable Sachs monoshock offers the same. Curiously for a bike purporting to be “all-terrain luxury” the suspension is manually adjustable rather than electronic. Electronics-wise, the LXP Orioli features a TFT dashboard, keyless ignition, quickshifter, multiple rider modes, five levels of traction control intervention and cornering ABS. Braking comes in the form of 320mm twin discs with Brembo Stylema calipers clamping down on them up the front, while in the rear is a twin-piston Brembo caliper and 240mm disc. With a seat height measuring in at 850/870mm you’ll need legs as deep as your pockets to swing a leg over the hefty MV adventure machine.

Until recently it had been left to the imagination as to how good the rumoured and ultimately cancelled KTM 490 Adventure could have been. Thankfully, while KTM dropped the project, their partner CFMOTO didn’t and we now see the realised potential of that platform. Check out the 450MT. Sporting a 450cc parallel-twin engine (also found in the 450NK) CFMOTO might just be the closest to creating an ADV Unicorn for the masses. In 450MT trim the engine delivers 32.5kW (43.5hp) at 8500 rpm and 44 Nm at 6250 rpm, while dual balance shafts improve the smoothness of the 270-degree firing order. Rolling stock comes in the form of a proper adventure-ready 21-inch front wheel paired with an 18-inch rear while suspension is a 41mm adjustable fork from KYB with 200mm of travel on offer. Ground clearance is at the pointy end of the small displacement adventure class at 230mm while the seat height is reasonably attainable at 820mm. Weight, as always, is make or break for these bikes and the CFMOTO seems to be quite promising in this regard. With a claimed dry weight of 175kg, the 450MT should be significantly lighter than the soon-to-arrive Himalayan 450. The CFMOTO 450MT is expected to be available at dealers across New Zealand during the second quarter of 2024. Pricing and final specifications will be confirmed closer to the bike’s local debut. The MT-X concept also clearly leans on learnings CFMOTO has made through building KTM’s 790 platform. CFMOTO has taken KTM’s low-slung fuel tanks and added it to their concept, which with the lightweight triple engine (just 55kg), 21-inch front wheel and dirt-oriented ergonomics should make for a highly competitive middleweight adventure bike. Tech-wise the bike features a front end that resembles the 800MT with a full LED headlight, while the vertical 8-inch TFT dash is a touchscreen. Suspension utilises a long-travel fork supplied by KYB, while the rear shock is from Öhlins. The braking system goes to premium Brembo brakes over the J. Juan units found on the current 800MT. CFMOTO has a lot more in the works, with an all-new 675cc triple which puts down over 100hp at a screaming 12,300rpm also announced at the same time. Watch this space to see if the Chinese manufacturer delivers on what looks to be a middleweight adventure unicorn! !

The latest contender for the small-capacity adventure bike crown is Royal Enfield's all-new Himalayan 450. Redesigned from the ground up, has Royal Enfield delivered us an adventure-class unicorn? I took to the Himalayan foothills to find out. Royal Enfield never planned to be a contender in the adventure motorcycle market. The brand's focus has always been on making tough reliable machines for the masses, and the flashy global adventure market wasn't really on their radar. But they soon found out after the debut of the original Himalayan in 2016, you can never underestimate the power of the ADV market. Initially, the Himalayan was slated as an Indian market exclusive, but the brand quickly found itself snowed under with international demand for the ultra-accessible adventure bike. Fast forward seven years and Royal Enfield has just debuted its all-new Himalayan 450, which takes the idea of an accessible adventure bike to the next level, and this time has been designed as a global market machine from the outset. This global market design really shows in the final product with the Himalayan 450 head and shoulders above its processor in terms of tech, build and design. While you can visually draw lines between the first-generation Himalayan and the new 450, not a single bolt is shared between the two with Royal Enfield's tech centre in the UK performing a ground-up redesign for the new bike. The lighting is now all provided via LEDs with the brake light now integrated into the rear indicators, the 21-inch front and 17-inch spoked wheels move to tubeless for the global market (curiously India has yet to homologate tubeless wheels so our bikes on the launch were all rocking tube type wheels) and the old-school analogue dash has been replaced by a clever TFT unit that integrates Google Maps navigation. As a result of the redesign work the team put in, many of the original Himalayan's shortcomings have also been rectified. Starting with the engine, Royal Enfield's traditional long-stroke air-cooled engine has been chucked in the bin, with a brand new 452cc single-cylinder engine dubbed the Sherpa 450 taking its place. This new engine is a major departure from Royal Enfield's bread and butter and sees the introduction of water-cooling, a 6th gear, Diamond-Like Coatings on critical components, an aluminium barrel, dual overhead cams, and ride-by-ware just to name drop a few advancements. With its compression ratio moving from the wheezy 8.5:1 of the Himalayan 411 to 11.5:1, the Himalayan 450 puts down a respectable 40hp at 8,000rpm and 40Nm of torque at 5,500rpm. It is down a little bit power-wise compared to its closest competitors – namely the KTM 390 Adventure and soon-to-be-released CFMOTO 450MT – but Royal Enfield never intended for it to be a high-performance world beater. The name of the game with the Himalayan is accessible adventure and the bike's power curve rams that home. While it has a nice top-end charge, the Sherpa 450 engine develops solid torque in the lower half of the rev range and when compared to the 411 Himalayan makes a full 65% more peak power and 25% more torque. The old bike was a bit of an unassuming mountain goat, so naturally the new bike which weighs roughly the same is similar, just with a bit more fun injected. While some riders have been hoping for a Himalayan 650 based around the brand’s air-cooled parallel-twin engine, the new Sherpa 450 is more than up for the job. In fact, the little 450 is just 7hp and 12Nm down on the twin, but is far more compact and has been designed from the ground up to help achieve a good balance between road and off-road riding. We’ll definitely be seeing more of this engine platform in the future with RE Industrial Designer Ed Cobb going as far as picking journalist's brains on what we think it should go into next. My vote was for an even lighter dual sport machine, but I wouldn't be surprised if it slotted into a revamped Hunter or a new Scram 450 in the near future. You don't develop an engine these days for it to only be used in one bike after all. The chassis is also completely new, with suspension duties now performed by a 43mm Showa SFF upside-down fork and a monoshock with preload adjustment at the rear. The suspension is surprisingly well planted, with the front end, in particular, feeling great amongst the twists and turns of the mountain roads as well as on rocky dirt sections. Travel is listed as 200mm at both ends, while ground clearance is a useful 230mm which we found to be plenty even when bouncing off rocky riverbeds above 10,000ft during the launch ride. The frame, again, is all-new, and thanks to relocating the airbox from under the seat to under the fuel tank the bolt-on subframe has been dramatically narrowed compared to the old bike. This was one area where the old Himalayan fell flat on its face, with standing ergonomics in particular being quite poor. Thankfully, ergonomics is one of the areas the design team put a lot of effort into improving the second-generation Himalayan. Don't worry about access for the airbox too, as it is just a couple of easily accessed bolts that need to be undone in order to lift off the 17-litre fuel tank (which is good for about 450km of range according to RE) and gain access should you need it. Again, Enfield designed the new Himalayan for practicality and accessibility, so you don't have to pull half the bike apart to get to service items. Service intervals, by the way, are set at 10,000km once the bike has passed its break-in period. Seat height as standard is adjustable thanks to a factory-fitted adjustable seat that can move between 825mm and 845mm. Royal Enfield also has two optional seats, a low seat which moves between 805mm and 825mm along with a taller single-piece Rally seat which is part of the Rally Accessories package. At launch, Royal Enfield will have 30 official accessories for the new Himalayan available ranging from touring essentials to crash protection and everything in between. The Rally kit, in particular, focuses the Himalayan 450 into a more dirt-oriented machine with its taller seat, raised and more forward set handlebars, slim rear cowling, engine-hugging lower crash bars and aluminium skid plate. Royal Enfield doesn't seem to follow the tyre marks of other manufacturers, preferring to blaze their own trail whenever possible. This is pretty evident when it comes to the brand's new Tripper dash which uses Wifi to connect to your phone and display Google Maps directly onto the dash. At 4-inches round, it isn't an overly massive display, but the team put in a lot of effort to ensure that everything you need to know is easily found with just a glance at the dash. According to the team behind the Tripper Dash, they went through 12 iterations before the final design was confirmed. It works well, and perhaps the smartest thing about it is that it can be updated over time via the Wifi connection - essentially future-proofing the dash for years to come. There are a couple of tweaks to the setup Royal Enfield is already working on. Currently, while the dash itself can switch between a dark night mode and bright daytime mode, the Google Maps functionality does not so this is high on their list of future updates. Adventure riders are also big fans of sharing GPX files to explore new locations, and this is also something the Tripper team is looking at integrating into the dash in the future. Now adventure and dual-sport riders have long clamoured for what has become known as the ADV Unicorn, a bike that brings good power and a lightweight build together in an accessible package for the masses. Few manufacturers have entertained the idea, but Royal Enfield may be the one of closest to achieving unicorn status with the Himalayan 450. The Himalayan 450 easily ticks the boxes of accessibility, fun and ability to explore off-road. The one box that some will think it misses is the bike's weight, which comes in at 198kg wet. That is some 25kg heavier than the KTM 390 Adventure it hopes to steal sales from. Specsheet rambling is all well and good, but how does it actually ride? Being lucky enough to be one of only two Kiwis to score an invite to the world launch in Manali, India I was able to spend over 300kms riding the Himalayan 450 in its namesake mountains. My first impressions were that Royal Enfield has really sorted the ergonomics out compared to the original Himalayan. You no longer struggle with standing on the pegs thanks to the new subframe design and the adjustable seat means you can tailor the reach to the pegs/ground to suit your own leg length. Engine power feels good, however, riding above 10,000ft meant that we only got to experience about 2/3rds of what the Sherpa 450 has to offer due to the losses experienced by the reduced oxygen at such altitude. Instead of the full 40hp, we were told to expect around 28hp on our ride through the mountains. If there was one thing that really stood out, it was the Himalayan's suspension. As the owner of a Honda CRF-Rally with its notoriously soft suspension, the Showa setup on the new Himalayan felt really good considering its lack of adjustment. It's still set up for a rider of about 70-80kg, but I didn't bottom out the fork in the dirt and with the rear shock's preload bumped up two notches thanks to the brilliant factory tool kit, I was able to dial out some of the bucking experienced when launching off bumps. Royal Enfield's new Himalayan is a step forward into the modern world from the typically classically focused brand. Is it the adventure unicorn many have wanted? No, not quite. But what it is is a damn fine motorcycle for riders wanting to get out and explore instead of bash through the scenery as fast as they can. To me, that's the joy of the new Himalayan. It's a bike for real adventure riders who want the pleasure of being out there and doing it rather than joining the eternal pissing contest at the pub urinal. Royal Enfield should be commended for keeping true to the Himalayan's roots. 2024 ROYAL ENFIELD HIMALAYAN 450 SPECS TYPE | LIQUID-COOLED, SINGLE-CYLINDER, DOHC,4VALVES BORE X STROKE | 84 MM X 81.5 MM DISPLACEMENT | 452CC COMPRESSION RATIO | 11.5:1 MAXIMUM POWER | 40.02PS @ 8000RPM MAX TORQUE | 40NM @ 5500RPM IDLE RPM | 1300 RPM STARTING SYSTEM | ELECTRIC START LUBRICATION | SEMI-DRY SUMP ENGINE OIL GRADE | 10W40 AI SN, SAO MA2, SEMI SYNTHETIC CLUTCH | WET MULTIPLATE, SLIP & ASSIST GEARBOX | 6-SPEED FUEL INJECTION | ELECTRONIC FUEL INJECTION, 42MM THROTTLE BODY, RIDE BY WIRE SYSTEM CHASSIS &SUSPENSION TYPE | STEEL, TWIN SPAR TUBULAR FRAME FRONT SUSPENSION | UPSIDE-DOWN FORK, 43MM FRONT WHEEL TRAVEL | 200MM REAR SUSPENSION | LINKAGE TYPE MONO-SHOCK REAR WHEEL TRAVEL | 200MM WHEELBASE | 1510MM GROUND CLEARANCE | 230MM LENGTH | 2245MM WIDTH | 852MM HEIGHT | 1316MM SEAT HEIGHT | 825MM (STANDARD SEAT ADJUSTABLE TO 845MM) 805MM (LOW SEAT ADJUSTABLE TO 825MM) DRY WEIGHT | 181KG KERB WEIGHT (90% FUEL + OIL) | 196KG PAYLOAD WITH STANDARD EQUIPMENT | 198KG FUEL CAPACITY | 17.0 LITRES TYRES FRONT | 90/90-21 TYRES REAR | 140/80-17 BRAKES FRONT | HYDRAULIC DISC BRAKE, 320MM VENTILATED DISC, DOUBLE PISTON CALIPER BRAKES REAR | HYDRAULIC DISC BRAKE, 270MM VENTILATED DISC, SINGLE-PISTON CALIPER ABS | DUAL CHANNEL ABS, SWITCHABLE ELECTRICAL SYSTEM | 12V BATTERY | 12V, 8 AH HEADLAMP | LED HEADLAMP TAIL LAMP, TURN SIGNAL LAMP | INTEGRATED TURN AND TAIL LAMP, ALL LED OTHER EQUIPMENT | RIDE MODES, USB TYPE C CHARGING POINT CLUSTER | 4-INCH ROUND TFT DISPLAY WITH PHONE CONNECTIVITY, FULL MAP NAVIGATION (POWERED BY GOOGLE MAPS), MEDIA CONTROLS

Honda’s flagship adventure machine has received revisions for the 2024 model year, with the touring-focused Adventure Sports variant receiving the lion's share of changes. Engine-wise, both versions of the 2024 Africa Twin gain a boost in performance as Honda tweaks the 1084cc parallel-twin engine. 2024 sees the Africa Twin benefit from significant performance increases in both power and torque in the low and middle rev ranges. Peak power remains at 100hp, but Honda has managed to squeeze out a 7% increase in maximum torque, now 112Nm, which is delivered earlier at 5,500rpm rather than 6,250rpm. Physical tweaks to the engine include a bump in compression ratio which goes from 10.1:1 to 10.5:1, which alongside changes to the valve timing, intake ports, and updated exhaust system all matched to new ECU settings which allow the engine to draw more performance from each stroke. For the 2024 Africa Twin, Showa’s Electronically Equipped Ride Adjustment is now an option for the CRF1100L. Previously only available on the Adventure Sports variant, the Showa EERA system offers optimised damping in all riding conditions, as well as the ability to change rear spring preload on the move via the 6.5-inch touchscreen display. With 5 modes - SOFT, MID, HARD, OFF-ROAD and USER, the system’s flexibility means that damping adjustment can be programmed to suit the rider’s preference at the touch of a button. Visually the 2024 CRF1100L Africa Twin is differentiated from its predecessors with a new, aggressively-designed front fairing with a larger 5-way adjustable screen which offers maximum forward visibility or increased wind protection depending on how the rider has it positioned. The Adventure Sports evolves further into its role as Honda’s premier adventure touring machine, with the 2024 model dropping its 21-inch front wheel in favour of a 19-incher. Honda has also altered the suspension stroke from the now standard fitment (Adventure Sports only) Showa EERA, which has been reduced by 20mm. Alongside the fitment of a wider front tyre on the new 19-inch wheel, Honda says these combine to give the rider more front-end grip and feedback, especially when fully loaded or two up, without dramatically compromising off-road performance. This change to the front end also lowers the centre of gravity of the CRF1100L Africa Twin Adventure Sports, contributing to improved low-speed manoeuvrability and ground reach. Like the base Africa Twin, the Africa Twin Adventure Sports has had its front fairing aggressively redesigned to improve upper body wind deflection and aerodynamics. Like its sibling, it features a 5-level height adjustable screen. Because of its more long-range focus, Honda has also given the Adventure Sports a new seat and uses a +15mm thicker urethane foam cushion with optimised density to reduce long-distance riding fatigue. Blue Wing Honda, the New Zealand distributor for Honda Motorcycles, is yet to confirm when the new Africa Twins will arrive in New Zealand and whether the updated machines will come at a price premium.

It's official! Royal Enfield's all-new Himalayan is hitting the road in 2024 with the new bike making a giant leap forward from its much-loved predecessor. We can finally talk about the specs of the new Himalayan so let's dive in! At the centre of the all-new Himalayan is an all-new engine called the Sherpa 450. The 452cc single-cylinder engine is putting down a claimed 40PS and 40Nm of peak torque - a 65% increase in power and 25% increase in torque from the 411 - the Sherpa is the first engine from Royal Enfield to use water-cooling, a DOHC head, DLC coatings, an 11.5:1 compression ratio, and a six-speed gearbox. The clutch is a slip-and-assist unit which allows for a lighter feel at the lever as well as prevents the rear wheel from locking due to improper downshifting. The engine is also mounted at a 21º forward angle to help the bike's weight distribution and handling. Service intervals are set at 10,000km and fuel consumption is a claimed 28.15kmpl according to WMTC testing. An issue with the previous Himalayan was the location of its airbox under the seat meant standing ergonomics and wading depth weren't optimised, so for the 450 Royal Enfield has rectified this by moving the airbox to under the 17-litre fuel tank which has allowed them to slim the bike down through the legs and provide drastically improved standing ergonomics. The new Himalayan also utilises a ride-by-wire throttle (another first for RE) which allows for the bike to feature two throttle maps - eco and performance on which each can have the rear ABS deactivated for riding in the dirt. This is controlled via Royal Enfield's new Tripper TFT Dash unit, a circular TFT which allows for Google Maps to be run through the Royal Enfield app and displayed on the top half of the screen. It is an incredibly light unit, and Enfield has cleverly developed it to be able to be updated via the app - essentially future-proofing the unit. Lighting is all LED with the headlight shared with the Super Meteor. The rear indicators feature integrated brake lights as adding a traditional tail light limits rear wheel articulation. The suspension comes in the form of 43mm USD Showa SFF forks and a rear shock with pre-load adjustment, both offer up 200 mm of travel. The latter can be achieved easily thanks to the class-leading toolkit Royal Enfield is shipping the new Himalayan which features not only the usual spanners but a C-spanner to adjust the rear shock's preload collar. Ground clearance is listed as 230mm while seat height from the standard seat can be adjusted with two positions - a low 825 mm-845 mm. A low seat option drops this down to 805-825mm while a Rally seat is one of 30 factory accessories the bike is set to launch with. Rolling stock is a 21-inch front wheel and 17-inch rear wrapped in 90/90-21 and 140/80-17 CEAT adventure rubber. The new Himalayan sees the brand moving to a tubeless spoked wheel design for the New Zealand market giving Royal Enfield a real point of difference to its competition in the lightweight adv sector. That all-important weight number is 198kg fully fueled and ready to ride. Pricing is yet to be finalised, but Eicher Motors CEO Siddhartha Lal promised the Himalayan won't lose its focus on being an incredibly accessible adventure bike. We've been lucky enough to be invited to the global launch based out of Manali, India and will have full riding impressions along with video of the bike in action for you once the embargo lifts. 2024 ROYAL ENFIELD HIMALAYAN 450 FULL SPECS TYPE | LIQUID-COOLED, SINGLE-CYLINDER,DOHC,4VALVES BORE X STROKE | 84 MM X 81.5 MM DISPLACEMENT | 452CC COMPRESSION RATIO | 11.5:1 MAXIMUM POWER | 40.02PS @ 8000RPM MAX TORQUE | 40NM @ 5500RPM IDLE RPM | 1300 RPM STARTING SYSTEM | ELECTRIC START LUBRICATION | SEMI-DRY SUMP ENGINE OIL GRADE | 10W40 AI SN, SAO MA2, SEMI SYNTHETIC CLUTCH | WET MULTIPLATE, SLIP & ASSIST GEARBOX | 6-SPEED FUEL INJECTION | ELECTRONIC FUEL INJECTION, 42MM THROTTLE BODY, RIDE-BY-WIRE SYSTEM CHASSIS &SUSPENSION TYPE | STEEL, TWIN SPAR TUBULAR FRAME FRONT SUSPENSION | UPSIDE DOWN FORK, 43MM FRONT WHEEL TRAVEL | 200MM REAR SUSPENSION | LINKAGE TYPE MONO-SHOCK REAR WHEEL TRAVEL | 200MM WHEELBASE | 1510MM GROUND CLEARANCE | 230MM LENGTH | 2245MM WIDTH | 852MM HEIGHT | 1316MM SEAT HEIGHT | 825MM (STANDARD SEAT ADJUSTABLE TO 845MM) 805MM (LOW SEAT ADJUSTABLE TO 825MM) DRY WEIGHT | 181KG KERB WEIGHT (90% FUEL + OIL) | 196KG PAYLOAD WITH STANDARD EQUIPMENT | 198KG FUEL CAPACITY | 17.0 LITRES TYRES FRONT | 90/90-21 TYRES REAR | 140/80-17 BRAKES FRONT | HYDRAULIC DISC BRAKE, 320MM VENTILATED DISC, DOUBLE PISTON CALIPER BRAKES REAR | HYDRAULIC DISC BRAKE, 270MM VENTILATED DISC, SINGLE PISTON CALIPER ABS | DUAL CHANNEL ABS, SWITCHABLE ELECTRICAL SYSTEM | 12V BATTERY | 12V, 8 AH HEADLAMP | LED HEADLAMP TAIL LAMP, TURN SIGNAL LAMP | INTEGRATED TURN AND TAIL LAMP, ALL LED OTHER EQUIPMENT | RIDE MODES, USB TYPE C CHARGING POINT CLUSTER | 4-INCH ROUND TFT DISPLAY WITH PHONE CONNECTIVITY, FULL MAP NAVIGATION (POWERED BY GOOGLE MAPS), MEDIA CONTROLS

Suzuki's new V-Strom 800 debuted with a surprising off-road focus in the V-Strom 800DE, and now Suzuki is set to offer a more balanced version in the form of the 800RE. Suzuki’s V-Strom 800 takes a more road-focused lane with the new 800RE which was announced earlier this month. The Road Explorer version of the V-Strom (as the RE in its name stands for) takes the DL800 platform back to the V-Strom’s roots with a more road-oriented take on adventure touring compared to the DL800DE. For the 800RE, Suzuki once again adopts wheel sizing of 19 and 17 inches with new seven-spoke cast alloy rims taking the place of the laced units of the DE. As with the 800DE, the V-Strom 800RE is built around Suzuki’s new 776cc DOHC parallel twin engine and housed within a steel frame. However, on the RE Suzuki has also swapped out the suspension which is now tuned to maximise straight-line stability and on-road cornering performance. According to Suzuki, every aspect of the V-Strom 800RE is designed to appeal to riders who desire a powerful, usable, flexible middleweight adventure bike with a suite of electronics crafted to enhance the riding experience. While the rest of the chassis remains the same as the DE model, Suzuki has made plenty of changes to the DL800RE to emphasise its road explorer pedigree. The windscreen is now larger and wider than that of the 800DE model in favour of reducing rider fatigue on long rides. Seat height drops to 825mm as part of the switch to shorter stroke more road-focused suspension, while the handlebars are narrower for a better on-road riding position. The first examples are expected to arrive in New Zealand Suzuki dealers early in 2024 with pricing currently set at $17,999 plus on roads.

Yamaha pays tribute to the YZR500 racer with a new take on the triple-cylinder XSR900 platform. Meet the ultra-cool and downright stunning XSR900 GP! In what is sure to be a contender for the "Best-looking bike of 2024" title, Yamaha's new XSR900 GP has just been revealed, and boy is it a stunner! Based on the XSR900, the GP adds clip-on handlebars, a stylish fairing designed to resemble the YZR500 grand prix bike and later TZR racers, with a rear cowling to complete the retro racer look. To maintain the race-bike look, the XSR900’s round LED headlamp is replaced by a compact lens module, neatly hidden in the front cowling, creating a sense of unity with the front fairing while maintaining excellent illumination. The bodywork is not only a symbol of the past in looks alone, but the method in which it is fixed in position is also inspired by the 1980s, with a tubed structure connecting the cowling to the frame and straight brackets supporting the dash creating a rider’s view with a genuine golden era feel. To emphasise the classic cockpit feeling, the upper fairing stay is supported by a nut structure identical to that used for the original TZ250. In true racing style, this structure is fastened with a beta pin. This is the first time Yamaha has used such a fastening on a mass-produced production model for public road use. Yamaha even went as far as finishing the Deltabox-style chassis and swingarm in silver to better evoke the era of the 1980s prototypes and emphasise the character of the Deltabox-style frame itself. While the power output and gear ratios of the 890cc CP3 engine are identical to that of the XSR900, the benefit of the front fairing of the XSR900 GP is an increase to both acceleration and top speed, while the ducts on the side panels efficiently discharge heat from the radiator to maximise cooling performance. The modern touches don't end there. In the cockpit keeping the rider informed is a 5" TFT dash with all the modern amenities you could ask for. That means Yamaha Ride Control with three rider modes to help tune performance, smartphone connectivity with integrated navigation, and a six-axis IMU with lean-sensitive rider aids developed directly from the electronic systems on the R1. The GP is also the first Yamaha to use the firm's third-generation quickshift system, allowing for even slicker up and down gearshifts Yamaha Motor New Zealand has confirmed the XSR900 GP is coming our way, with exact time of arrival and pricing yet to be confirmed with the Yamaha factory in Japan. One this is for sure. This is sitting pretty at the top of our 2024 must-ride list. Check out all the pics in the gallery below!

We didn't see this coming! Ducati has announced it's building a dirt bike platform with former MXGP champion Tony Cairoli leaving KTM to help them with development. In a shock announcement, KTM dropped that long-time collaborator and former MXGP champion Tony Cairoli was leaving his position as team manager with the brand. And now we know why. As they say, Blood runs thicker than water, and the Sicilian rider has split from his long-time Austrian partners at KTM to join his Italian countrymen in Borgio Panigale as part of Ducati’s fledgling MX efforts. The Italian brand has quietly been working away for the past two years on a new MX platform, which it has announced will debut as part of next year’s Italian Motocross Championship. Like Triumph Motorcycles, which will also debut its new dirt platform next season, Ducati’s is a multi-year project that will see the creation of a complete range of off-road engines and motorcycles. Ducati is aiming for the models to gradually become part of a family of knobby motorcycles branded Ducati, starting within the motocross arena. Nine-time Motocross World Champion Antonio Cairoli will shift from his management role at KTM to join Ducati as a high-performance test rider for the new project. With his help and expertise, the Italian brand is sure to get a big leg up on the development of its new range of dirt bikes. “I am extremely happy to become part of the universe of Ducati, which has always been a symbol of Italian spirit throughout the world, and to begin this exciting new adventure, in an all-Italian project, Cairoli said of the new venture. “Being able to make my contribution to the development of the Borgo Panigale motocross bike is a dream come true and a source of great pride for me.” Ducati has also signed a multi-year agreement with Maddii Racing, one of the most experienced teams in the motocross paddock, which will be the reference structure for the MX racing activities and will take part in the 2024 Italian Motocross Championship with eight-time Italian Champion and 2021 MXoN winner, Alessandro Lupino, also contracted to Ducati as racing and test rider. We can expect Ducati to not enter the motocross paddock half-arsed with the brand outlining the project’s goals as “a combination of the search for lightness pushed to the extreme, top-of-the-line components and engines characterized by a very broad power delivery curve.” Interestingly, the latter is set to be obtained thanks to the use of the Ducati’s Desmodromic valve system,which is used on all the sports bikes of the Bologna-based company starting from MotoGP. ”I am proud to announce Ducati's entry into Motocross, Claudio Domenicali, CEO of Ducati Motor Holding, commented. “A totally new world for Ducati in which we want to bring our talent in designing lightweight motorcycles, with excellent components and high performance and - above all - which can excite more and more motorcyclists. Just as we believe that the track is the best laboratory to develop and test the bikes that will then be available to customers and enthusiasts. This is why we have decided to cooperate with an undisputed champion like Tony Cairoli who, together with the passion and dedication of many of us here in Borgo Panigale, will contribute to making Ducati in off-road as capable in offering very high-performance products to its passionate customers as we have proven on the asphalt. The project is possible thanks to the company's excellent results in recent years and confirms our desire to extend our presence into new worlds, speak to new motorcyclists and therefore grow the Ducati Community.”

Triumph Motorcycles has been a stalwart of the cafe racer class for decades, but with the changing tastes of motorcyclists, it seems the end of an era is nigh with the announcement that 2024 will be the last year for the iconic Thruxton. “The Thruxton has a special place in the hearts of many motorcyclists, and we are all immensely proud of this Final Edition, which captures the essence of the British café racer scene, Triumph Motorcycles’ Chief Commercial Officer Paul Stroud said. “The Thruxton will bow out of production at the very pinnacle of its development with a special edition that secures its place in the history books of Triumph Motorcycles.” Undoubtedly set to become a desirable collectors’ item, as you'd expect for a special edition motorcycle, each Thruxton Final Edition will come with a certificate of authenticity featuring the bike’s unique VIN number. This is in turn signed by members of the Thruxton 1200 design team and Triumph’s CEO, Nick Bloor. The bike also is set apart from the regular Thruxton RS by its unique Final Edition engine badge will also be supplied with each motorcycle, with a gold-finished surround and ‘Final Edition’ graphic infill, this beautiful badge is sure to make a great display piece. The bikes themselves will be based on the Thruxton RS and will be offered in an exquisite Competition Green paint scheme, with hand-painted gold lining and signed by the artist. It’s fair to say the Thruxton Final Edition blends the style and traditional elegance of the RS, while also paying homage to the Thruxton’s rich racing heritage. If you want to get your hands on the next piece of Triumph history, get in touch with your local Triumph dealer as numbers of the Thruxton Final Edition will be limited when they arrive in Kiwi dealerships in late March 2024.

Honda continues its quest to make motorcycling more accessible, with the firm announcing on its website a new E-Clutch for motorcycles. Set to be the world's first automatic clutch control system for a multi-gear motorcycle transmission, Honda’s E-Clutch aims to enable smooth starting, shifting gears and stopping without the need for the rider to operate the clutch lever. It sounds like great stuff for those coming to grips with motorcycles, as well as having plenty of other potential applications. The system uses electronic control technology to provide instantaneous, fine-tuned clutch control for optimum performance in situations where the driving force changes, such as starting, shifting gears, and stopping, to achieve smooth starting, shifting gears and stopping more naturally than a rider’s manual clutch operation. To meet a wide range of rider demands, the clutch can be operated like a normal manual motorcycle gripping the clutch lever, even when the clutch is controlled electronically. This allows the system to be used by more riders of diverse riding experience and skills, who can concentrate on the fun of riding in more comfort. As the lightweight and compact system can be installed without major changes to existing engine layouts, Honda plans to apply Honda E-Clutch to its FUN motorcycle models over time. At the time of writing, Honda is yet to announce where in its range it might deploy the E-Clutch, but with EICMA just around the corner, we imagine we’ll find out soon enough.

We’ve known for a while that Kawasaki was leading the charge in terms of hybrid motorcycle tech, and now finally we have our first look at what the future really looks like. The newly unveiled Ninja 7 Hyrbid is set to be the world’s first production hybrid motorcycle and blends an electric motor with Kawasaki’s 451cc parallel twin. Outwardly, the Ninja 7 Hybrid looks like a conventional motorcycle, but beneath the surface of its clear Ninja family styling is all the tech needed for the “Strong Hybrid System” as Kawasaki puts it. The hybrid system places the traction motor (AKA electric motor) behind the engine with a 13kg 27.2AH battery providing power. This means that that bike has enough juice to run off the battery alone, but with both the ICE engine and electric motor running simultaneously complement each other to produce a rider-friendly character with strong low-mid torque. There’s also a function called E-Boost with which riders can access increased power for approximately 15 seconds. When activated, acceleration is stronger and top speed is increased. The electric motor also allows the bike to utilise a reverse function on top of the 6-speed transmission for the internal combustion engine. With the bike weighing in at 227kg, this should prove very useful for those riders with a knack for squeezing into impossible parking spaces. We’ll have to wait for Team Green to confirm power figures, but initial indications are quite promising. The bike can run solely in EV mode for an as yet undisclosed short distance, which sees the bike put out no emissions when being operated as such. Kawasaki says this low-speed short-distance mode may also be helpful for certain situations where quiet riding is appropriate, such as in residential areas or in parking garages. As part of the bike’s fuel conservation focus, in ECO-HYBRID mode when the bike comes to a complete stop, the engine turns off to conserve fuel. The rest of the Ninja 7 Hybrid is pretty conventional for the class. Instrumentation comes int he form of a 4.3” TFT with integrated Bluetooth functionality and rider modes. When it comes to the suspension and brakes a 41mm fork and monoshock handling damping duties while a pair of 300mm discs and twin-piston calipers pulls on the 17-inch front wheel while a 250mm disc and single-piston handle the rear. Currently, we have yet to receive word on whether Kawasaki will introduce the Ninja 7 Hybrid to the New Zealand market.

We've been waiting with bated breath for Triumph Motorcycles NZ to lock in pricing for its brand-new entry-level models - the Speed 400 and Scrambler 400 X - and the wait is finally over! Entering the New Zealand market in January 2024, the new Triumph 400cc range will be priced from as little as $7,995 for the Speed 400 while the Scrambler 400 X will debut at $8,995. Those prices exclude on-road costs, but even then, the new Triumph 400s are entering the New Zealand market at a far lower price point than we initially expected with our crystal ball gazing putting them closer to the $10,000 mark. With pricing under $9,000, the new Triumphs are sure to be very competitive with their main rivals from KTM and Royal Enfield. While the new 400s from Triumph were designed from the ground up to be Triumph's most affordable models, that doesn’t mean they are lacking in modern technology and performance despite their size. At their centre is Triumph's all-new TR-series enginewhich measures in at 398cc and puts down a very healthy 40hp and 37.5Nm of peak torque. That’s much higher than the bikes Triumph will be immediately competing against in the learner-approved modern classic segment (i.e. Royal Enfield’s 350 and 411 lineups) thanks to a thoroughly modern design that includes a four-valve head with dual overhead cams and water cooling. The engine transfers its power to the rear wheel via a six-speed gearbox and chain drive. The clutch is of the torque-assist variety, meaning that while it has a light action at the lever it is very learner-friendly and won’t lock up the rear wheel on fast downshifts. Also helping keep the new 400s on the sprightly side of the LAMS class is a low weight, with the Speed 400 tipping the scales at just 170kg wet while the Scrambler 400 weighs in at 9 kilos heavier. Suspension for both comes in the form of 43mm big-piston USD forks with a monoshock rear with an external reservoir (the Scrambler gets longer travel versions) while braking comes in the form of a 300mm disc with a four-piston caliper on the Speed 400 and a 320mm disc and four-piston caliper on the Scrambler. Both are backed by both ABS braking and traction control. The ABS on the Scrambler is also switchable for riding off-road, which is a nice touch by Triumph. Both bikes also ship with a switchable traction control system with a simple on or off selection. That means riders can be assured of maximum safety or maximum fun with the new bikes. Instrumentation is a stylish analogue speed with an integrated LCD screen with all the expected features including a gear position indicator, fuel gauge, and a digital tachometer. Triumph has also included a USB-C charging socket that allows for on-the-move charging of handlebar-mounted devices, such as smartphones and navigation systems. Triumph initially launched the Speed 400 and Scrambler 400 X into the Indian market, where they have received rave reviews across the board for their build quality and high spec. With Triumph's previous LAMS offerings still well into the teens price-wise, the sub-$9,000 Speed 400 and Scrambler 400 X are sure to be a hit with Kiwi buyers who want to enter the world of Triumph Motorcycles.