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After the Svartpilen 401 debuted with its sportier looking Vitpilen 401 and 701 counterparts last year, 2019 will finally see a production version of the Svartpilen. Albeit with a slightly different inspiration... While the smaller 401 Svartpilen is undeniably a scrambler inspired machine, the new Svartpilen 701 draws its design inspiration from a different part of the dirt sector - that of the flat trackers of America. Husqvarna states in their release on the new Svartpilen, that although its design is inspired by the resurgence of the iconic flat track scene, this is a progressive motorcycle that doesn’t need to be pigeon-holed or categorised – it just needs to be ridden. Going further into that flat track inspired design, Husqvarna stripped it down to the essentials for a unique and authentic style. The bodywork is designed to create the perfect fit between rider and motorcycle and is highlighted with quality painted finishes. Integrated into the bodywork is a key design feature Husqvarna calls “the split”. This is essentially a division running between the main frame and subframe. This unique detail, along with the flat track inspired side panel, further showcases the design direction Husqvarna are taking with their street bikes - unconventional, but functional. Think of the Husqvarna street bikes as the IKEA designs of the motorcycle world. As is the case with the smaller 401s, the Svartpilen 701 shares its engine with the Vitpilen 701, meaning it is powered by a 692.7cc single cylinder and will produce 55kW (75hp) and 72Nm of torque. "The paradox is in its personality says Maxime Thouvenin, Husqvarna Motorcycles creative lead on the project. Simple, stylish commuter by day but open to more serious thrills when the opportunity arises.” The engine itself is a relatively simple unit by modern street bike standards. Single cylinder, single overhead cam, etc. However Husqvarna notes that the unit features the latest technology in terms of design and electronics. The maximum power output of 55 kW (75 hp) at 8,500 rpm and torque of 72.0 Nm at 6,750 rpm are decent and when linked in with the bikes low weight make for a spirited machine to ride. The engine itself is extremely lightweight, tipping the scales at only 43.4kg without oil but including all components such as electric start, throttle body, clutch and coolant lines. However, the biggest tick in the pro's box is in reliability, durability and efficiency. With technical solutions such as active crankcase evacuation and forced lubrication, the engine of the Vitpilen has a long service interval thanks to the reduced oil friction and pump losses. Husqvarna also claims that the Svartpilen 701 benefits from extremely low fuel consumption - which would be great for owners as the fuel tank is a rather small (by road going motorcycle standards) of just 12-litres. Suspension duties are taken care of by WP suspension, with adjustable 43mm USD front forks delivering advanced performance and comfort in varying urban environments. Using a split damping function, compression and rebound can be adjusted effortlessly using the easy access clickers located on the top of the fork tube. Connected via a linkage system out back, the WP monoshock is designed to deliver outstanding progression for an agile and comfortable ride. Fully adjustable for rebound and compression, the shock can be tailored to suite a variety of urban conditions. Note the "urban conditions" there. It's pretty clear by reading Husqvarna's press release that they don't intend for riders to go venturing off-road with the Svartpilen 701 - preferring to leave riders of the 701 Enduro which also shares the same 692.7cc engine. The wheels further hammer this fact home, with lightweight 18-inch front and 17-inch rear cast alloy wheels ensure high levels of strength and durability with minimal unsprung weight. While you could take them off to do a bit of gravel exploration, the sizing further hints at the Flat Track design theme the 701 follows. A neat touch however, is that Husky embedded the Husqvarna logo is discreetly into the wheels. Fitted to the wheels are Pirelli MT60 RS tyres – 110/80-18 front and 160/60-17 rear. The tyres offer advanced grip and durability in a wide range of conditions while also giving the big Svartpilen a rugged look. Bringing the 701 to a stop, like its Vitpilen counterpart, is the industry standard Brembo braking system. This features a four-piston calliper, 320mm floating disc at the front, and a single piston calliper, 240mm combo at the rear. Additionally, the Bosch ABS system prevents wheel lock up under hard braking and can be fully de-activated for some Flat Track antics. Nestled into the front headlight mask is an LED headlight unit with an included day time running light, which circles the circumference of the headlight making the Svartpilen 701 clearly visible in all conditions. The LED tail light is integrated within the bodywork. This, together with the swingarm mounted license plate and turn signals, give the rear end a clean, uninterrupted look. Husqvarna Motorcycles New Zealand are still confirming availability for the Svartpilen 701, but as we already have both the Svartpilen and Vitpilen in 401 size, it is almost guaranteed that the 701 Svartpilen will be introduced to the New Zealand market next year to ride alongside the Vitpilen 701. We'll keep you updated when we receive confirmation and pricing. 2019 HUSQVARNA SVARTPILEN 701 SPECS Engine Engine type: Single cylinder, 4-stroke Displacement: 692.7 cc Bore x Stroke: 105x80mm Power: 55 kW (75 hp) @ 8,500 rpm Torque: 72 Nm @ 6,750 rpm Compression ratio: 12.8:1 Starter/battery: Electric starter/12V 8.6Ah Transmission: 6 speed Fuel system: Keihin EFI (throttle body 50 mm) Control: 4 V/OHC with intake cam levers and exhaust rocker arm Lubrication: Pressure lubrication with 2 oil pumps Engine oil: Motorex, SAE 10W-50 Primary drive: 36:79 Final drive: 16/40 Cooling: Liquid cooling Clutch: APTCTM slipper clutch, hydraulically operated Engine management/ignition: Keihin EMS, double ignition Chassis Frame: Chromium-Molybdenum-Steel trellis frame, powder coated Subframe: Aluminium Handlebar: Aluminium Front suspension: WP-USD Ø 43 mm Rear suspension: WP-Monoshock with linkage Suspension travel front/rear: 150 mm Front brake: Brembo four piston, radial mounted , brake disc Ø 320 mm Rear brake: Brembo single piston, floating caliper, brake disc Ø 240 mm ABS: Bosch 9M+ Two Channel Wheels front/rear: Cast aluminium wheels 3.0 x 18-inch; 5.00 x 17-inch Tyres front/rear: Pirelli MT60 RS 110/80 R18; 160/60 R17 Chain: X-Ring 5/8 x 1/4-inch Silencer: Stainless steel primary and secondary silencer Steering head angle: 65° Triple clamp offset: 28 mm Trail: 119 mm Wheel base: 1436 +/- 15 mm Ground clearance: 164 mm Seat height: 835 mm Tank capacity (approx.): 12.0 litres/2.5 litres reserve Weight (without fuel, approx): 158.5 kg

While there is currently no word on whether KTM and sister-company Husqvarna Motorcycles have full-sized electric motorcycles about to break cover - both brands have debuted electric motocross machines for junior riders. The potential of the new machines is electrifying! Before we dig into these little e-bikes, it is important to lay the background out. Just in case you didn't already know - Husqvarna is owned by KTM, hence the two bikes before you looking almost identical. KTM's SX-E and Husqvarna's EE 5 both target the youth competition sector with what will be its first electric bikes to market from major manufacturers. This will mean that not only will the bikes have strong factory support, but also the backing to either form their own class or compete against the current crop of kids bikes. Based on KTM's 2-stroke 50cc machine, the 50 SX, both bikes share the same electric motor and frame - with the plastics and frame colour the main features which define the differences between the KTM and Husqvarna machines. KTM said in their announcement during the EICMA Motorcycle Show that the company's mission was clear; "To create an ultra-competitive machine that is also easy to ride, even for pure beginners." Those are not normally two traits that go hand in hand, but thankfully the two little EVs have a couple of tricks up their sleeves to ensure that they are manageable for the target audience. With six different rider modes, the EE 5 and SX-E's 5kW of power can be tailored for the situation or the rider. Not only that, both bikes feature WP Suspension systems and an adjustable seat height to perfect the chassis for that rider who dreams of becoming the next Chris Birch. While for environmentalists the fact that both bikes have the advantage of zero emissions will be a selling point, in the Kiwi marketplace I believe that the low noise and minimal maintenance will be much stronger selling points for potential buyers. While there are of course the hard-core moto families who live and breathe moto, for those looking at getting into the sport the maintenance of a dirt bike can be quite daunting to those with little to no experience with motorcycles. The lack of traditional maintenance with therefore make the KTM and Husqvarna ideal for youngsters and parents alike looking to make the first step into the world of motorcycling. When it comes to the low noise, many riders will undoubtedly prefer the sound of a 2-stroke, and who would blame them? Unfortunately the sad reality of the New Zealand MotoX scene is our tracks are constantly under threat from urban developments, and as such noisy motorcycle tracks are getting killed off one-by-one – just look at Western Springs in Auckland as an example. With little to no noise, the SX-E and EE 5 will allow young riders to ride hassle free without upsetting residential neighbours. The biggest drawback to any electric vehicle will always be range and charging times, with both the KTM and Husqvarna both benefitting from a decent specification for both. The battery (or as KTM calls it, the "PowerPack") can reportedly supply more than two hours of riding for a beginner lazily riding around a paddock or trail – or 25 minutes for faster junior racers at the moto track. Charging time for the PowerPack is good, with it taking a roughly 1 hour to completely charge the battery of the little EVs. KTM Australia and New Zealand – the distributors of both KTM and Husqvarna Motorcycles into New Zealand – has confirmed that the EE 5 will be available at Kiwi dealerships in late 2019. Currently we are awaiting word on the KTM SX-E, but we believe based on past experience that the technology will debut with the Husqvarna before being followed by the KTM version a few months later. We can't wait to see these next-generation moto machines hit the tracks and trails of New Zealand!

It was one of the first purpose-built LAMS bikes in the New Zealand market, with a sleeved engine to bring the bike's cubic capacity to within the LAMS rulebook, but how has the model fared nearly half a decade on from its initial release? More importantly, is this still the #1 LAMS bike you want to buy to get into motorcycling? Words and Photos: Mathieu Day-Gillett Back in 2014 I was lucky enough to be part of the press contingent who got to test the MT07LA in Sydney before its official New Zealand release. With a close friend (my Powerband Podcast partner in crime, Ray) having already put money down on the bike, I knew there must be something incredibly appealing about Yamaha's first purpose-built LAMS machine. LAMS SPEC As mentioned above, the main difference between the LAMS and full power (High Output in Yamaha speak) variants of the MT07 is the LAMS bike's sleeved CP2 engine, which has a reduced capacity of 655cc versus the 689cc of the HO. This brings both power and cubic capacity to within the LAMS limits of <660cc and 150kW per Tonne, but if you think the LAMS MT07 is lacking in the grunt department you've got another thing coming. While the throttle stop is typically LAMS restricted also, the way the MT07LA delivers its power is unlike many of the other restricted learner approved bikes in the circa 650cc category. For instance, the Suzuki SV650 is both restricted at the throttlebody and at the ECU, but it delivers its power all down low. Rev the SV650 out, and it doesn't feel rewarding. Instead, the Suzuki feels like it hits a brick wall in terms of power as the revs climb, necessitating the rider to short-shift to get the most out of the bike. The MT07 on the other hand has a silky-smooth power delivery from woah to go. There's no feeling at all that the bike is restricted in its power at all, and it revs cleanly to the rev limiter. This might sound like a bit of nit-picking against one of the Yamaha's main competitors, but a smooth and predictable power delivery is one of the best traits a learner machine can have, especially once a rider has enough confidence to venture out onto the open road and start overtaking traffic. NEW AND IMPROVED After a few years out in the marketplace, Yamaha decided to give the MT07 a facelift, which to be honest I'm quite glad they did. There was just something about the small headlight of the previous model that never quite sat well with me on a personal level. While the bike looked quite muscular with its wide 14-litre tank immediately behind the small headlight, the bike's proportions seemed all wrong. Thankfully, the main update made for the 2018 model year was to slap a bigger headlight on the MT07 amongst a few other more subtle changes. The result is a bike with the same performance pedigree, but even better looks. Also new for the 2018 bike is minor tweaks in the handling department. While not a major update, like completely new forks and monoshock would have been, Yamaha upgraded the handling with increased damping and stiffer springs up front and new rebound adjustment out back. Yamaha also saw to it that rider comfort was address via a new seat, although, I honestly wouldn't have known it was a new seat as there is very little visibly different to it. MINOR NIGGLES If there is one area I wish Yamaha had seen fit to hit wit the upgrade stick, it would definitely be the switchgear of the MT07, with remains possibly its biggest weak point. While everything else on the bike screams quality, the switches feel by comparison to be a blatant cost cutting measure. The worst offender being the indicator switch, but the rest of the left hand switchblock isn't far behind. You see, I am a firm believer in a tactile indicator switch, and I can't abide switches which have next to no feeling in them. If you have to look down at your dash to confirm that your indicator is switched off, well, that's making the rider take their eyes off the road for too long in my books. ANSWERING THE BIG QUESTION So after spending some time with the updated MT07 what are my final thoughts on the bike? Well for starters, it is still one of the best picks for someone who wants to get into motorcycling but wants a bike that will last the distance. Not only is the build quality of the MT07 right up there with the best in the business (bar those annoying switches), but the way in which it delivers its power means that while you will get used to the level of grunt the bike has to offer - and indeed may desire more - the MT07 LAMS is more than capable of serving as a long term option for the Kiwi motorcyclist. Would I still recommend it to new riders? That's almost a certain yes depending on the rider who is asking. While the competition in the LAMS sector has undoubtedly only become more fierce, the MT07LA is a bike that not only has a proven track record as an excellent bike overall, it has 4 years of happy riders singing its praises to back it up. If you can't go the whole hog to drop over $11,500 on the new and improved MT07LA - which to be honest is probably the biggest downside to the overall quality of the bike - the older bikes have come down to nearly half that and I would still recommend them as an option even with the many other newer options now on the market. So in a nutshell, despite its premium price, the Yamaha MT07LA is still right up there in terms of the best LAMS spec bikes on offer in New Zealand. If you're looking for a sporty naked motorcycle to get into riding with, I'd definitely suggest on taking an MT07 out for a test ride. 2018 Yamaha MT07LA Specs Engine Type Liquid-cooled, 4-stroke, DOHC, 4-valve, 2-cylinder Displacement 655cc Bore x Stroke 78.0 x 68.6mm Compression Ratio 11.0 : 1 Lubrication System Wet sump Fuel Management Fuel Injection Ignition TCI Starter System Electric Fuel Tank Capacity 14-litres Final Transmission Chain Transmission Constant mesh 6-speed Frame Type Diamond Suspension Front Telescopic forks, 130mm travel Suspension Rear Swingarm (link suspension), 130mm travel Brakes Front Hydraulic dual discs, 282mm - ABS Brakes Rear Hydraulic single disc, 245mm - ABS Tyres Front 120/70 ZR 17M/C(58W) Tubeless Tyres Rear 180/55 ZR 17M/C(73W) Tubeless Length 2085mm Width 745mm Height 1090mm Seat Height 805mm Wheelbase 1400mm Ground Clearance 140mm Wet Weight 182kg

Yamaha Motor New Zealand today announced that the YZ65 Cup, which has successfully run in Australia this season, will be heading to New Zealand in 2019. The first Kiwi round of the Yamaha YZ65 cup will be coming to Harrisville, Pukekohe for the third round of the NZ MX nationals on the 24th February 2019. The YZ65 Cup will provide a money-can’t-buy racing experience in front of a national crowd, Yamaha New Zealand says. Plus, in a sorta-money-CAN-buy sort of way - Yamaha will be covering the $50 dollar entry fee for riders participating in the YZ65 Cup. The catch is that all riders must be aged between 7 and 11 years (sorry, no downsizing for a slice of glory against the nippers) and will require a junior or mini competition license to compete. Along with riders representing Yamaha dealers from across the nation, Yamaha Motor New Zealand will also offer the opportunity for two wildcard entries through their social media pages on Facebook and Instagram, with numbers on the day to be capped at 40 entrants. Yamaha’s aim is to offer a full bLU cRU race experience. Riders will be able to pit under the bLU cRU race tent, with assistance from Yamaha factory technicians. Each rider will also receive bLU cRU merchandise. Yamaha NZ plan to announce more unique activities closer to the event, but have confirmed that the YZ65 Cup will be filmed along with having photographers on site to capture high resolution images of the event. National Manager of Yamaha Motor New Zealand, Alan Petrie says “Given the success of the Yamaha YZ65 Cup in Australia, we are really excited to be bringing this event to New Zealand to provide our young, local bLU cRU riders an opportunity of a lifetime.” Details of further events will be announced in due course. Interested riders are asked to contact their local NZ Yamaha dealer before 15th January 2019.

If there was one thing that was hard to love about the BMW S 1000 RR, it was its asymmetrical face. Now for 2019, BMW Motorrad have fixed that one gripe with the first BMW Superbike, which features a fresh face for the 2019 model year, plus more! At 11 kilograms lighter, 6 more horsepower and significantly better looks, there is a lot to like about BMW Motorrad's 2019 S 1000 RR. Now in its third incarnation since the debut of BMW's first ever Superbike in 2009, the new S 1000 RR is almost a complete top to bottom overhaul of the 2018 bike. With a brief to not only increase the performance of the S 1000 RR, but also to make the new RR at least one second faster than its predecessor, create a more user-friendly design and ensure it offered maximum controllability and ridability. Part of how this has been achieved is the implementation of BMW's new ShiftCam Technology which debuted with the 2019 R 1250 GS - essentially a new form of variable valve timing which varies the valve timings and valve strokes on the intake side which is actuated by an electronic module inside the cylinder head. AS a result of teh engine refinements, power now sits at 152kW (207hp) at13,500rpm and is backed by 113Nm of torque at 11,000rpm. BMW also claims that a whopping 100Nm of torque "at least" is available from 5,500 to 14,500rpm. As part of refinements to the chassis, BMW Motorrad not only redesigned the main frame but adapted the engine to take on more of the load as a stressed member. According to BMW, part of the requirements in designing the new main frame, in addition to improving ergonomics, was to have the force applied directly to the engine structure via the shortest possible paths. The next generation of the DDC electronic suspension is available for the new RR as an optional extra. Specially developed for the RR, Dynamic Damping Control (DDC) requires no compromises in terms of suspension set-up. This is made by possible among other things by new valve and control technology. In addition to the DDC, a shim package is also available for selective adaptation when required for what BMW Motorrad deems "ambitious race track riding." A TFT Dashboard rounds out the electronics suite, allowing access to control the 4 standard rider modes, which can be extended to 7 with an optional Pro Modes system. Other features that come with the "Pro Modes” option are Launch Control for perfect race starts and the configurable Pit Lane Limiter for exact adherence to speeds in the pit lane. Ultra-fast shifting up and down without the clutch is enabled by HP Shift Assistant Pro, which comes as a standard feature. BMW Motorrad New Zealand has confirmed there is currently no information regarding an ETA for New Zealand for the new S 1000 RR, but as soon as we know otherwise we will be sure to update you. BMW S 1000 RR HIGHLIGHTS 4kg lighter, newly developed 4-cylinder in-line engine with BMW ShiftCam Technology for variation of valve timings and valve strokes on the intake side. Increased output and torque: 152kW (207hp) at 13,500 rpm and 113Nm at 11,000 rpm. At least 100Nm of torque from 5 500 to 14 500 rpm. Effort-saving, linear torque curve: further improved ridability and controllability due to increased torque in the lower and medium engine speed range. Newly developed suspension featuring Flex Frame, with the engine taking on more of a load-bearing function.Significantly improved ergonomics due to Flex Frame. Refined suspension geometry for further improved handling, increased traction and crystal-clear feedback in the threshold range. Further developed electronic damping adaptation Dynamic Damping Control DDC with new valve generation as an optional equipment item. New rear wheel suspension weighing 300 g less than before with Full Floater Pro kinematics.Weight reduction of 11 – 14.5 kg to 197 kg when fully fuelled and 193.5 kg with M Package. New exhaust system weighing some 1.3 kg less, with front silencer. New 6-axis sensor cluster. Further developed Dynamic Traction Control DTC as standard DTC Wheelie Function as standard.Adjustable (+/- shift) DTC Wheelie Function as an optional equipment item. Engine brake function, adjustable.ABS Pro for increased safety when braking, also in banking position, as standard. New riding modes “Rain”, “Road”, “Dynamic” and “Race” as standard and “Pro Modes” option with three additional configurable modes “Race Pro 1-3” for optimum individual adaptation to conditions. Launch Control for perfect starts comes with "Pro Modes" option. Pit Lane Limiter for precise pit lane speeds also included with the "Pro Modes" option. Shift Assistant Pro for fast up and down shifting without clutch, standard.Shift pattern can easily be reversed. Electronic cruise control as an ex works option. New instrument panel with 6.5-inch screen offering excellent readability and featuring a Pure Ride screen as well as three Core screens.

Kawasaki announced at the EICMA motorcycle show in Milan that the naked version of the top-selling Ninja 400 - the Z400 - will officially be making its way to New Zealand shores in early 2019. When Kawasaki New Zealand launched the Ninja 400 in February of this year, it was assumed it was only a matter of time before the naked Z400 would arrive. That was confirmed overnight as Kawasaki unveiled the new Z400 alongside other new models for the 2019 model year at the EICMA show in Milan. The 2019 Z400 will arrive in New Zealand in February of 2019, with a price that is yet to be disclosed. With an engine displacement of 399cc , the new Zed delivers significantly increased performance compared to its predecessor with the 33.4 kW on tap a full 4.4kW up on the Z300. Kawasaki claims the higher performance can largely be credited to the new downdraft intake - rather than the outright increase in cubic capacity, which is accompanied by a larger airbox offering increased intake efficiency. In terms of personality, Kawasaki says the increased performance over the Z300 is complemented by a rider-friendly character; the smooth response and abundant low-end torque facilitate throttle control for new and experienced riders alike. Being a 400, the new Zed falls easily into the LAMS class. Just like the Ninja 400, the frame of the new Zed takes inspiration from the H2 with a steel trellis style frame. The engine is rigid-mounted and is also used as a stressed member of the chassis as a whole. The new frame design contributes significantly to the bike’s low curb mass - which comes in at 3kg lighter than the outgoing Z300. Styling wise, the Z400 takes its lead from the larger Z650, with the same stacked instrument cluster as the larger bike and a similar looking headlight assembly. However, the new bike rolls out with LED lighting as standard, which definitely adds to the appeal. Kawasaki also has prepared a list of factory accessories for riders to customise their Z400 more to their direct needs. With everything from ergonomic seats to windscreens and crash bungs, the new Zed has plenty of optional extras ready to go. The Z400 will arrive in New Zealand in February in two colours, green and red, which correspond to those which Australia also gets as the only other LAMS spec country.

It's been a long road, but the electric revolution from Harley-Davidson is drawing ever closer, with the brand announcing further details of the all-electric motorcycle overnight. Visually the Livewire has come a long way since I first rode the prototype version - dubbed Project Livewire - back in 2015. There are subtle changes to the frame, while the subframe is new as is the seat. Up front is a good looking small fairing and the burnt orange paint actually is quite appealing over the black of Project Livewire. The biggest physical change is the mirrors, where Harley clearly decided that the god-awful mirrors of Project Livewire were never going to be a practical option for looking at anything more than your knees. It may be the next greatest thing from Harley-Davidson, but sometimes going for the tried and true really is the best choice. Due for release in 2019 outside of New Zealand (we have to wait until 2020) Harley-Davidson showed the Livewire off at EICMA in Milan overnight as a production-ready motorcycle. LiveWire was first confirmed during the announcement of the company’s “More Roads to Harley-Davidson” earlier this year along with a swathe of bikes featuring an all-new 1250cc water-cooled V-twin.  As part of the "More Roads" plan, Harley-Davidson intends to be the world leader in the electrification of motorcycles, and is aggressively investing in electric vehicle technology. Harley-Davidson expects to deliver a full portfolio of electric motorcycles by 2022, so there are definitely more electric options just waiting to be announced. Drawing from the experiences of the Project LiveWire demo tour and following an intensive development programme, Harley-Davidson says LiveWire offers the rider a new, high-performance motorcycling experience. Propelled by the immediate torque of an all-electric motor, the LiveWire motorcycle is capable of astounding acceleration with just a twist of the throttle – no clutching or gear shifting required. A low centre of gravity, rigid aluminum frame and premium adjustable suspension components give the LiveWire dynamic handling. Performance and range are optimised for the urban street-rider. Power The LiveWire is powered by a permanent magnet electric motor that produces instant torque the moment that throttle is twisted resulting in incredible acceleration performance for a thrilling ride. The motor is located low in the motorcycle to lower the center of gravity and help the motorcycle handle well at all speeds as well as making it easy to control when stationary. The LiveWire model is designed to produce a tone that increases in pitch and volume with speed – a new sound that represents the smooth, electric power of the LiveWire. Chassis Powertrain performance is maximised by a chassis designed to deliver nimble, agile handling for confident control on urban streets and a thrilling ride on curving backroads. Combining the powertrain as a stressed member within the aluminium frame to increase rigidity, the LiveWire features premium high-performance fully adjustable Showa®suspension. The Showa® BFRC-lite® (Balanced Free Rear Cushion-lite) mono-shock rear suspension is complimented by Showa SFF-BP® (Separate Function Fork-Big Piston®) up front, balanced to match the performance and adjustability of the rear shock and deliver exceptional low-speed damping control – ideal for composed control in typical urban riding conditions. To improve the control and performance of the motorcycle further, LiveWire is fitted with Brembo Monoblock front brake calipers gripping dual 300 mm-diameter discs to deliver outstanding power with a crisp feel for confident braking performance. Confidence when riding is enhanced with Anti-lock Braking System (ABS) and Traction Control System (TCS) – both of which are standard features on the LiveWire model – and co-branded H-D/Michelin Scorcher tyres (180mm rear/120mm front). The rider can also tailor the performance of LiveWire with seven selectable riding modes – four of which are set as standard from the factory and a further three modes that can be defined by the user. Technology A colour touch screen TFT display (thin-film-transistor, a type of liquid-crystal display noted for high image quality and contrast) located above the handlebar offers the rider a wide range of information on a screen that’s bright and easy to read. The display unit is tilt-adjustable to afford most riders a perfect viewing angle. The TFT screen also allows the rider to access the interface for Bluetooth connectivity, navigation, music and more. The LiveWire motorcycle features a RESS (Rechargeable Energy Storage System, or the main battery) composed of lithium-ion cells surrounded by a finned, cast-aluminum housing. The LiveWire motorcycle is also equipped with a small 12-volt lithium-ion battery that powers the lights, controls, horn and instrument display. Charging can be completed using an on-board Level 1 charger that plugs into a standard household outlet with a power cord that stores below the motorcycle seat. While getting into the chargin aspects of the bike gets complicated fast, it is good to hear that all Harley-Davidson dealers who sell the LiveWire will offer a public charging station. The all-new Harley-Davidson LiveWire will be on sale in select markets next year. For Australia and New Zealand, Livewire will be released in late 2020 and I personally can't wait to give it a ride and feel the improvements over Project Livewire.

While many were expecting Kawasaki to unveil a replacement for the 32 year old KLR650 at EICMA, many were left disappointed. However, it's not all bad news, as Kawasaki NZ has confirmed that the KLR650 isn't dead in the NZ market just yet. About a month ago news broke that Kawasaki USA was killing off the long-lived and equally loved KLR650 from its lineup. The news was a shock to many in the Dual Sport community, as the KLR650, while old, is on the the best beginner platforms to get into adventure riding. Luckily for us in New Zealand, the KLR isn't dead. At least not yet. Speaking with Kawasaki NZ's Alarn Young, he commented that while the North American's have sent the KLR650 out to pasture, Kawasaki New Zealand currently has no intentions to get rid of the model here - or to be more specific "Kawasaki NZ has nothing confirmed regarding the KLR." Similarly to the story with the Yamaha WR250R, which was reputedly killed off last year only to be continued in the Australasian marketplace, the KLR650's lifespan will continue here for the foreseeable future according to Young. He did note however that while Kawasaki NZ has two more KLR650 shipments already on the way, they will no longer be able to get the same specification of bike for the NZ marketplace going forward. Currently, the NZ KLR650 is the same as the Canadian model. With the Canadian KLR no longer an option, Kawasaki New Zealand will replenish their KLR stocks going forward with the Australian specification KLR650. With that said, the aging KLR does have a lot of competition for adventure riders. While it's main competitor - the Suzuki DR650 - appears to be hanging around also, new models in the mid-sized adventure segment will certainly put a strain on sales. With the likes of Yamaha's Tenere 700 and KTM's 790 Adventure due mid-late next year, the saving grace for the basic KLR will be its low price which currently sits at $9,990. With the expectation that the newer, more technology heavy bikes will sell for in excess of $16,000, the no frills nature of the KLR is a true asset.

It's one of the most hotly-anticipated KTM's in years, and the wraps have finally come off the production KTM 790 Adventure and the top-spec 790 Adventure R. So when will they arrive in New Zealand? Here's what KTM had to say about the release of the new bikes: "Leading its 2019 line-up is the eagerly anticipated KTM 790 ADVENTURE and KTM 790 ADVENTURE R. “You spoke, we listened.” KTM is a riders’ company and these all-new models are a direct result of customer feedback mixed with the brand’s experience and expertise. Punching way above their cubic capacities, with these two machines KTM sets a new performance and off-road ability benchmark in the mid-capacity travel enduro market. The KTM 790 ADVENTURE is for travel enduro fans of every ambition and ability, ready to discover new roads whichever way it’s pointed at – no matter surface. The KTM 790 ADVENTURE R is a lightweight, agile and technically advanced machine for adventurers that endeavor to challenge themselves while challenging tricky terrain. Both powered by the 799cc LC8c parallel twin – first seen in the KTM 790 DUKE – the engine has been tuned to deliver its torque lower down the rev range to fit the specific requirements of adventure riding. The result is smooth acceleration, plentiful performance and a 450 km range from a 20-liter tank. Each of these rugged bikes have been developed by some of the best adventure riders in the world and in conjunction with the Red Bull KTM Rally Factory Racing Team to provide a confidence-inspiring chassis with a low center of gravity and riding ergonomics to suit riders of all sizes and spirit. A full suite of rider assistance systems, easily navigated and activated with a bar-mounted menu switch, aligned to a full color, TFT display, allow the adventurous to get the most from these machines in all situations. " KTM Australia and New Zealand has released full specs of the new bike (see below) but here are the highlights. The engine - as is almost always the case with shared engines - has been re-tuned from the spec we've seen in the 790 Duke, with a focus on producing more low down grunt for the 790 Adventures as opposed to the top end charge of the Duke. KTM Australia and New Zealand has confirmed that the 790 version of the LC8c will produce 70.8kW (95hp) and 88 Nm, the engine delivers power and torque figures comparable to much larger displacement motorcycles according to KTM. Interestingly the KTM comes out of the box with a 20-litre fuel tank - that's an extra 4-litres over the competing Yamaha Tenere 700 - which gives the 790 Adventure a range of 450km. That mean's that the KTM is getting some great fuel economy figures which as we know is massively important in the adventure scene. The WP APEX suspension fitted to the 790 Adventure offers 200 mm of travel at each end and provides damping qualities perfectly suited for adventure riding; two-up touring, dirt trails and bad roads, all while balancing unwavering stability, all day riding comfort but with typical KTM dynamic performance. Suspended by the suspension are spoked wheels in true offroad sizes; 21-inch front wheel with an 18-incher out back. These lightweight yet heavy duty items come fitted with Avon Trailrider tyres. The R model adds more ability, since Adventure R KTM's are all about going out and tackling the most difficult terrain. As such, the 790 Adventure R is fully equipped for this. Specially developed for heavy duty – yet lightweight – spoked wheels are in real dirt-biased fitments; 21" front and 18" rear, fitted with Metzeler Karoo 3 tires. These hang from the premium WP XPLOR suspension to give the highest ground clearance and longest suspension travel in its segment with 240 mm of movement available in full control at each end of its fully adjustable suspension. Visually the two new 790s are seperated most distinctly by the lack of the high mounted front mudgaurd on the base model bike - a similar move to how Triumph Motorcycles distinguish between their less capable (read: road-oriented) Tiger 800 models, with which the KTMs will now compete for market share. The R model also has a decent chunk more ground clearance over the base bike, up by 40mm), which won't go amiss when riders take on the likes of the incredible KTM NZ Adventure Rallye. KTM Australia and New Zealand has confirmed that both variants of the 790 Adventure will be available in June 2019, with pricing to be confirmed closer to the launch of the new bikes. KTM 790 Adventure Specs KTM 790 Adventure R Specific within [brackets] ENGINE TYPE: 2-cylinder, 4-stroke, DOHC Parallel twin DISPLACEMENT: 799cc BORE x STROKE: 88 x 65.7mm POWER: 70 kW (95 hp) @ 8,000 rpm TORQUE: 88 Nm @ 6,600 rpm COMPRESSION RATIO: 12.7:1 STARTER / BATTERY: Electric /12V 10Ah TRANSMISSION: 6-speed FUEL SYSTEM: DKK Dell’Orto (Throttle body 46 mm) CONTROL: 8 V / DOHC LUBRICATION: Pressure lubrication with 2 oil pumps ENGINE OIL: Motorex, Power Synth SAE 10W-50 PRIMARY DRIVE: 39:75 FINAL DRIVE: 16:45 COOLING: Liquid cooled with water/oil heat exchanger CLUTCH: Cable operated PASC™ Slipper clutch IGNITION / ENGINE MANAGEMENT: Bosch EMS with RBW TRACTION CONTROL: MTC (3-mode, disengageable, rally mode opt.) [ MTC (3-mode, disengageable] FRAME: Chromium-molybdenum-steel frame using the engine as stressed element, powder coated SUBFRAME: Chromium-molybdenum-steel trellis, powder coated HANDLEBAR: Aluminum, tapered, Ø 28 / 22 mm FRONT SUSPENSION: WP-USD Ø 43 mm [ WP-USD Ø 48 mm] REAR SUSPENSION: WP shock absorber [ WP PDS shock absorber] SUSPENSION TRAVEL FRONT/ REAR: 200/200 [240/240] FRONT BRAKE: 2 × radially mounted 4 piston caliper, brake disc Ø 320 mm REAR BRAKE: 2 piston floating caliper, brake disc Ø 260 mm ABS: Bosch 9.1 MP (incl. Cornering-ABS and off-road mode, disengageable) WHEELS FRONT/ REAR: 21-inch / 18-inch TYRES FRONT/ REAR: 90/90-21"; 150/70-18" CHAIN: X-Ring 5/8 × 1/4" SILENCER: Stainless steel primary and secondary silencer STEERING HEAD ANGLE: 64.1° [ 63.7°] TRAIL: 107.8mm [110.4mm] WHEEL BASE: 1509mm [1528mm] GROUND CLEARANCE: 233mm [263mm] SEAT HEIGHT: 850/830 [880] FUEL TANK CAPACITY: 20-litres DRY WEIGHT: approx 189kg (without fuel)

It's official - Yamaha is finally ready to unleash the all-new XTZ700 Ténéré adventure bike on the world! This morning NZ Time, Yamaha-Motor pulled the covers off the production Ténéré 700 after what seems like years of waiting and teasing. The production bike will officially go on sale in Europe in the second half of 2019, with Yamaha Motor New Zealand confirming the bike will go on sale in New Zealand in late 2019 with a yet to be announced price. Here's some quick facts on the new Ténéré 700 as per Yamaha's official press release. Ténéré 700 model overview •    Rally-bred T7-inspired dual sport design with pure Ténéré DNA •    Light, compact, nimble •    Outstanding off road performance •    Year-round on road capabilities •    Go-anywhere long distance potential, 350km+ fuel range •    Powerful, smooth and economical high-torque engine •    Switchable ABS option for off road riding •    Effective screen and hand guards for excellent weather protection •    State of the art long-travel suspension •    Available in 3 colour variations Yamaha hasn't had a mid-sized Ténéré for a couple of years now in the New Zealand market after the long lived XTZ660 Tenere was discontinued. The brand now says that the time has come to re-establish Yamaha as a leading force in the Adventure segment. With the introduction of the all-new Ténéré 700 it looks like they are about to do just that. The new Ténéré has been designed as a lightweight no compromise Adventure model with one of the highest specifications in its class, and one of the most exciting and significant new Adventure models to be launched for many years. Equipped with the successful CP2 689cc parallel-twin engine from the MT07HO (no word yet on whether Australasia will get a LAMS variant) and a completely new chassis, the Ténéré 700 is designed to deliver class-leading handling and agility in the dirt - combined with high speed long distance performance on the road - making it an extremely capable and versatile Adventure bike. Power figures for the Yamaha Ténéré 700 sit at 54kW at 9,000rpm and 69Nm produced at 6,500rpm. Yamaha says this engine offers the ideal balance of performance and controllability - and with its excellent fuel economy, it contributes towards the Ténéré 700's ability to cover long distances between fuel stops. To cater for the unique requirements of Adventure riders, the final transmission is optimised, and together with a range of model-specific fuel injection settings, these features contribute towards the bike's outstanding versatility and remarkable performance in different riding environments. Suspension comes in the form of 43mm long-travel USD forks up front which Yamaha boasts are "rally specification". The flex resistant 43mm forks are designed to stay in shape over the most extreme terrain to give precision steering and smooth suspension action - and with 210mm of suspension travel, this high specification front end enables you to attack the most challenging off road terrain with confidence. That sound a lot like one of the improvements Yamaha Motor NZ National Manager, Alan Petrie mentioned at the recent MT ride day was ordered by our mates accross the Tasman to take the new Ténéré from Soft-Roader to competant Off-Roader. Offering full damping adjustment, these rally-specification front forks ensure high levels of comfort with lightweight handling performance when you're on the road, making the Ténéré 700 one of the most capable and enjoyable long distance tourers. Out back is an adjustable rear shock with remote adjustment with a decent amount of travel. Featuring a lightweight aluminium swingarm for low unsprung weight, this high specification rear end offers 200mm of travel which, like the front suspension system, is designed to be able to handle the most severe off road riding conditions as well as giving a comfortable ride on the road. Another significant feature is the remote adjuster that lets you fine tune the preload settings while you're on the go, making it quick and easy to dial in the shock to suit the riding conditions. Wheels are 21-inch up front with an 18-incher out back, which should allow the new Ténéré a wide selection of off-road rubber while also giving the bike excellent off-road handling traits. Unlike the previous mid-sized Ténéré, the XTZ700 runs a sub-20-litre fuel tank, with just 16-litres carried on board. However, Yamaha assures us that this is ample to provide a long range for the new adventure steed. "Thanks to the excellent economy of the 2-cylinder engine, 16-litres of fuel will give a potential riding range of over 350km which gives the new Ténéré 700 a high level of year-round all-terrain versatility", the official press release stated. The braking system comes in the form of dual 282mm wave front discs and a 245mm wave rear disc that gives high levels of stopping power with plenty of feel at all speeds on the highway or in the dirt. When you're riding off road you have the option to temporarily disable the ABS whenever required by activating the kill switch while stationary. Sadly when it comes to the cockpit the new Ténéré misses out on a TFT screen, which would have been a very nice addition, however instrumentation comes in the form of a comprehensive LCD unit, including gear position, fuel level, two trip meters and estimated fuel range, as well as average and instant fuel consumption and more. Yamaha says the cockpit is designed to accommodate the fitment of aftermarket navigation devices, enabling you to add extra equipment to suit your own requirements, including GPS, road book readers and smart phones. Yamaha Ténéré XTZ700 Key Technical Features •    High-torque 689cc 4-stroke CP2 parallel-twin engine •    New lightweight double cradle tubular steel frame •    Slim, compact and ergonomic body and seat •    Aggressive rally-bred face with four LED headlights and two LED position lights •    Adjustable long-travel 43mm upside down forks with 210mm travel •    Remotely adjustable link-type rear suspension with 200mm travel •    Compact rally style cockpit with tapered handlebars •    21-inch/18-inch lightweight spoked wheels with adventure tyres •    Slim long-range fuel tank with 16-litre capacity for 350km+ range •    Compact rally-style multi-function instruments •    Switchable ABS for on the fly adjustment •    Screen and handguards give good rider protection Ténéré 700 full specs ENGINE Engine type 2-Cylinder, 4-stroke, liquid-cooled, DOHC, 4-valves Displacement 689 cm³ Bore x stroke 80.0 mm x 68.6 mm Compression ratio 11.5 : 1 Maximum power 54.0kW @ 9,000 rpm Maximum torque 68.0Nm @ 6,500 rpm Lubrication system Wet sump Clutch type Wet, Multiple Disc Carburettor Fuel Injection Ignition system TCI Starter system Electric Transmission system Constant Mesh, 6-speed Final transmission Chain CHASSIS Frame Double cradle steel tube chassis Front suspension system Upside down telescopic fork Front travel 210mm Rear suspension system Swingarm (link suspension) Rear travel 200mm Front brake Hydraulic dual disc, Ø 282 mm Rear brake Hydraulic single disc, Ø 245 mm Brake system ABS Front tyre 90/90 R21 M/C 54V M+S - Spoke wheels with Pirelli Scorpion Rally STR Rear tyre 150/70 R18 M/C 70V M+S - Spoke wheels with Pirelli Scorpion Rally STR DIMENSIONS Overall length 2,365 mm Overall width 915 mm Overall height 1,455 mm Seat height 880 mm Wheel base 1,590 mm Minimum ground clearance 240 mm Wet weight (including full oil and fuel tank) N/A Fuel tank capacity 16L

Motorcycles have come a long way since the simple utilitarian modes of transport of the early 20th Century. But how much of the technology we now take for granted do we actually need? Let's knock off a few of onthrottle.co.nz's pet hates. Okay, maybe I'm just a purist, but you've got to admit, bikes these days give you a ton of bang for your buck in terms of what you get for your money. But when it comes to that bang for buck, you’re often left with features you’ll use once, maybe twice in your ownership and then never touch again. Is that really value for money? We don't actually think so, and some features are actually more trouble than they're worth. So with that in mind here are our picks for the worst bits of tech included in modern bikes that we'd rather manufacturers left out. Pillion accommodation on Sportsbikes Let's start with something easy: Pillion kit on sportsbikes. We're not talking your Ninja 650 here either, we're talking having pillion kit of fully fledged superbikes. Seriously, who in their right mind wants to get on the back of a superbike? The addition of pillion accommodation to a bike that’s main focus is performance seems completely counter intuitive to me. Sure, there are a small minority among us with girlfriends or children small enough to make use of the tiny pillion pad and jacked up pegs, but for most of us our social circle is filled with far more sane people than that. With such a tiny “seat” and high set pegs as to not interfere with the ride'rs own rearsets, you’d have to be of a very special breed of contortionist to want to get on the back of a sportsbike. Sure, the zombie apocalypse might roll around and you’ll need a quick escape vehicle. But even if we were being chased by zombies, I know my better half would rather get eaten than suffer a sportsbike seat. Fake Carbon Fibre Seriously, this one really grinds our gears. While we can understand the reasoning behind manufacturers making boring old plastic look cool (and there is no cool quite like carbon fibre) the end result almost always looks tacky, and worse, CHEAP. Seriously, if a small outfit with no current high performance arm like Moto Guzzi can get their hands on the real deal, you’d think some of the worst offenders would be able to find some of the real stuff to put on their sporty offerings. Fully adjustable suspension This is possibly the most controversial addition to the list, since quite a few people love to let their inner tinkerer out and try dial in their suspension perfectly. But chances are most of you will have maybe had your suspenders set up once at the dealership, then left them alone. Sure, at the track there are those who able to manually dial in the perfect setup, but on the road with constant changes in conditions, you’ve got as much chance at dialling your suspenders in to that “perfect” setting for a weekend ride as I do of buying a house in Auckland (Read: ZERO). Sure, many of the more upmarket manufacturers have now moved to dynamic electronically adjusted suspension and it really does the trick, but for most of us mere mortals attaining the same suspension tuning ability is a pipe dream. So before you send me hate mail think about how often you need to tune your suspension rebound and dampening. Is it worth the extra couple of grand over a bike without all that adjustment? Shift lights While the racer in all of us loves a nice bright shift light to remind us to tap up a gear, when it comes to riding on the road you definitely don’t need one. Okay, some bikes deserve to have a shift light due to their track going nature, but the more sedate machines out there simply do not. Think of it like this, how much did you laugh at the boy racers in the mid-2000s with their big dash mounted tachometers and shift lights? Now look at the chap riding a plane jane 650 with a shift light flashing away on the motorway. It’s pretty much the same feeling of disdain isn’t it? Parking lights Let us ask you this. Have you ever used your motorcycle's parking lights intentionally? We can’t recall a time when we've ever actually wanted to use them, but we can name plenty of times when we’ve accidentally activated them and ran the battery on a test bike completely dead. While we can understand their use on a truck, with its large capacity deep-cycle battery, a motorcycle is a different beast entirely. Unlike trucks, we don’t tend to park our bikes on the side of a dark road (at least not if we want it to be there when we get back) so why do so many manufacturers insist on including them on bikes? The worst setup is those which activate when you put the bike in its steering lock position. Just one extra click on the ignition and the lights pop on. It is so easy to miss, especially if you’re in a hurry, but the biggest pain when you go to start your bike after a few hours only to find your bike dead as a doornail. Do you actually regularly use your parking lights? Seriously, we’d love to know.

Ducati are no longer holding themselves back when it comes to Superbike supremacy, unveiling the ulimate Panigale - the Panigale V4 R - at the company's home motor show in Milan today. The new range-topping Panigale is the undisputed star of the Ducati World Première 2019 - and aspiring candidate for the title of 'best-looking bike of EICMA2018'. With its purposeful lines and very cool winglets (aerodynamic aids) the Ducati definitely has us wanting a poster for our bedroom wall! Compared to previous R versions, Ducati says the Panigale V4 R is now even more specialised and bristles with technology taken directly from the companies efforts in MotoGP. The modifications extend far beyond the engine and suspension set-up: they also include the fairing, designed and developed by Ducati Corse in close collaboration with the Ducati Style Centre to improve aerodynamic efficiency. The new fairing also incorporates the winglets which were developed for the MotoGP prototypes. Made of carbon fibre, they increase stability throughout the ride, to allow for reduced reliance on electronic controls, boosting confidence for the pinnacle of rider performance. The Panigale V4 R is, to all intents and purposes, a road-legal WSBK category competition bike and constitutes the technical foundation for the official Ducati Superbikes that will compete in the World Championship as from the 2019 season. Yes, you read that correctly, you can have a bike with wings for the freaking street! In the engine department, the 1103cc Desmosedici Stradale engine has been replaced with the smaller 998cc Desmosedici Stradale R to comply with displacement limits set by WSBK rules. Unlike the larger V4 - which was designed to provide fluid power delivery and excellent low-rev pulling power for optimal road use - the 998cc Desmosedici Stradale R offers more extreme performance as power delivery has been designed with the track in mind. While much of the competition are hovering around the 200hp mark, the new Ducati blows their doors off with a massive 221hp (162kW) at a screaming 15,250rpm. Those class leading numbers can be increased even higher by fitting the full-racing Ducati Performance exhaust by Akrapovič, which boosts maximum power to 234 hp (172 kW) at 15,500 rpm. Like any good sports machine, power is pointless if it isn't matched by a very lightweight chassis, and the Panigale V4 R is no exception. Overall bike weight is down by 2 kg compared to the Panigale V4S, with a claimed kerb weight of just 193kg. Greater air intake efficiency also allows faster engine 'rev-up' and shifts the rpm red zone higher to ensure improved acceleration. "Ducati has achieved a striking degree of maturity", stated Ducati head honcho Claudio Domenicali on opening the Ducati World Premiere 2019. "It is a global flag bearer of some of the best aspects of Made in Italy excellence. Based on core values of Style, Sophistication and Performance, our company now offers a range as broad as it is state-of-the-art, He said. Today, safety and rider-friendliness have hit new heights, yet the brand's sporting soul is as evident as it has ever been. The Panigale V4 R, in fact, is the most powerful factory motorcycle ever built by Ducati. We're also delighted with our on-line presence, an area that has enjoyed excellent growth, thus confirming the extraordinary appeal of the entire Ducati product range.” In short, the new V4 R is the most powerful Ducati factory motorcycle ever! We'll update you as soon as we have indications from Ducati ANZ on pricing and expected arrival into New Zealand.