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Bike Articles, Reviews and News / 2024 MV Agusta Enduro Veloce R...
Last post by Feed Poster - Yesterday at 22:03:14 PM
If you asked what I thought about MV Agusta around 2010, I'd quickly respond: Beautiful Italian lines and attitudes but priced for the very few.
Then, in 2012, MV introduced the F3 sportbike, offering the inline-Triple platform in relatively affordable 675 and 800 versions. The 675 performed decently for its short time in World Supersport from 2013-2020, taking five 3rd-place finishes and one runner-up.
The Triples ignited the Varese company's new focus and opened the door to a broader range of riders – although still only for those with larger bank accounts. The F3s were followed by other models over the years, including the Dragster naked, Turismo Veloce sport-tourer, Superveloce neo-classic sportbike, the Rush hyper naked, and updated Brutale nakeds, among other special editions.
Related: MV Agusta Dragster RR SCS America Review | First Ride
At EICMA 2023, MV unveiled its first-ever adventure tourer – the LXP Orioli. The previous "Lucky Explorer" moniker, an homage to the Cagiva Elefant's Paris-Dakar campaigns, was retired in favor of a tribute to Italian rally legend Edi Orioli.
Related: MV Agusta Lucky Explorer Project | First Look Review
This signified a transformation within the Italian brand to enter the adventure-touring market, something that made sense given its new relationship that began with Pierer Mobility – the parent company of KTM, Gas Gas, and Husqvarna – which had acquired 25.1% of the brand. This helped MV expand its lineup and launch a new product line in the brand's historic factory in Schiranna.
The business news continued to grow for MV Agusta, and in March of this year, Pierer Mobility increased its stake to 50.1%, gaining majority control of the brand.
The LXP Orioli is a beautiful machine, but only 500 will be made and each one costs a princely $29,000. This exclusivity changed with the release of the new Enduro Veloce, basically a base version of the LXP Orioli, which joins the MV lineup as the brand's first full-production motorcycle in the fast-growing adventure touring segment.
The MV Agusta Enduro Veloce continues to celebrate the company's racing history, specifically honoring the triumphs of the 1940s-era MV Agusta 98. The 98 was famously piloted by Vincenzo Nencioni to win the Golfo di La Spezia off-road race in 1946, followed by another notable win by Carlo Ubbiali at the British Six Days race in 1949.
GEAR UP
- Helmet: Arai XD-4
- Jacket: Klim Latitude
- Gloves: Klim Baja S4 Gloves
- Pants: Klim Latitude
- Boots: Spidi XPD X-Trail Outdry
To test the Enduro Veloce, I traveled to Sardinia, a Mediterranean island that's a semi-autonomous region of Italy, where I logged 150 miles on mostly paved roads with a brief off-road excursion. Although the launch was mostly street-focused, with Bridgestone A41 (80/20) tubeless tires on its 21/18-inch spoked wheels, the small amount of dirt riding on bikes wrapped with the knobbier AX41 (50/50) tires proved the Enduro Veloce can hang with the latest adventure tourers.
I'd classify the Enduro Veloce as an 80/20 adventure tourer and a direct competitor to the Ducati Multistrada V2, Triumph Tiger 900, and BMW F 900 GS. But it's much prettier, mostly due to MV Agusta's focus on the "horizontal versus vertical" design philosophy, which translates to all bodylines, engine structures, graphics, paint, and every element flowing naturally from front to back and vice versa.
And would you really want to drop this fine-looking piece of Italian motorcycle art that costs nearly $23,000? If it meant exploring some of the world's best two-track backcountry, I'd say hell yeah, especially because the road sections getting to those gravel roads will be so much fun.
Read all of Rider‘s MV Agusta reviews here.
MV Agusta Enduro Veloce Engine Performance
At the heart of the Enduro Veloce lies a 931cc powerplant that is the brand's most radical departure from its predecessors. Unlike the 798cc Triples in other models, the Enduro Veloce's engine is a clean-sheet design by the Varese R&D team, emphasizing lightness, compactness, and efficiency.
Weighing in at just 125.6 lb, the engine is 10% lighter than other MV Triples, yet it packs a formidable punch with claimed 124 hp at 10,000 rpm and 75.2 lb-ft of torque at 7,000 rpm. The engine's lightness helps keep the bike's purported dry weight to 494 lb, though the bike is likely to weigh more than 530 lb when the 5.3-gallon fuel tank is full and oil and coolant are added.
Yes, the Enduro Veloce is considerably heavier than the wet weights of around 480 lb for the KTM 890 Adventure and 490 lb for the Ducati Multistrada V2. At a photo stop, I nearly dropped the bike when my foot slid on some rocks, and it took muscle and a fellow rider (thanks, Costa!) to help arrest my fall. But while riding the MV, it felt nimble and light, even during 1st-gear speeds while turning around on tighter roads.
The real MV magic, however, begins as soon as the electronic throttle is opened. Approximately 85% of maximum torque is accessible from as low as 3,000 rpm, and it remains linear and potent up to the 7,500-rpm mark, where it gently starts to taper off. But for those looking for that extra oomph, this bike quickly revs to the "soft" 10,200 or "hard" 10,500 rev limit, keeping the exhaust note high and the riding exciting.
During the first few miles, the broad spread of torque allowed me to short-shift and ride lazily, letting the grunty engine do all the work. But the Enduro Veloce has a Dr. Jekyll and Mr. Hyde quality, and soon I began revving the bike nearly to the hard limiter before shifting, awakening the bike's hooligan side.
One of the most notable features of the Enduro Veloce is its counter-rotating crankshaft. This feature, typically reserved for high-performance racing machines, counteracts the gyroscopic effect of the wheels, enhancing the bike's agility and responsiveness.
During acceleration, the design notably balances the load on the 21-inch front wheel, which helps retain stability and control, especially when navigating the endless tight switchbacks and uneven asphalt in Sardinia. Despite the large-diameter front wheel, the bike remained remarkably nimble and willing to obey the slightest inputs.
The Enduro Veloce's auditory experience is as refined as its mechanical performance. I'm a guitar player and love how a musician like Stevie Ray Vaughan can go from clean tones to screaming, deep mid-tones within seconds. The Enduro Veloce's engine replicates this with a flick of the wrist.
The stock muffler is a big exhaust can, but it produces a symphony that crescendos near the rev limit, turning heads and signaling the raw power within. This exhaust note not only enhanced the riding pleasure but deepened my connection to the machine. The sound was most impressive above 10,000 rpm, creating an explosive pop while shifting. This process was facilitated by the smooth-operating 6-speed transmission, featuring a flawless up/down quickshifter.
The Enduro Veloce delivers commendable fuel efficiency for its class, averaging around 40 mpg under mixed riding conditions. This efficiency translates to a range of more than 200 miles from its 5.3-gallon fuel tank if not riding like a loon, allowing for extensive journeys between refuels.
MV Agusta Enduro Veloce Electronics and Display
All this performance is managed by a sophisticated electronics suite. Wisely, the developers kept everything simple and intuitive to access through the controls and large 7-inch TFT display, providing simple-to-read data with beautiful graphics.
It all begins with riding modes, with inputs calculated from the 6-axis IMU: Urban, Touring, Off-Road, and Custom All-Terrain. The typical Sport mode is noticeably missing, but since everything can be tweaked, I simply made the Custom mode my version of Sport by altering the parameters to my liking. In each riding mode, you can adjust throttle response, engine torque, and engine response (how quickly it revs). There are also two levels of engine braking separate from the riding modes, allowing riders to tailor how the bike slows down when easing off the throttle.
The Enduro Veloce features eight levels of traction control: five for road use, two for off-road, and one for wet. The TC settings be switched on the fly, including deactivation in any mode, and they can be fine-tuned depending on whether you're rolling on the stock Bridgestone A41 80/20 tires for mainly street riding or the optional AX41 50/50 tires for heavier off-road use.
The Enduro Veloce is also equipped with cornering ABS and rear-wheel lift mitigation (RLM). The ABS system is only switchable and customizable in the Off-Road and Custom modes, and both ABS and RLM can be changed while riding. Level 1 (lower intervention on the front wheel; off on the rear; cornering off; less invasive RLM) was optimal for off-road, allowing me to skid the rear and rely on some front ABS for harder braking. Level 2 offers full intervention. For the Custom mode that I was using as my personal Sport mode, I also used Level 1 ABS and totally shut it off a few times for added fun.
Three other rider aids are cruise control, wheelie control, and launch control. The cruise control performed flawlessly, relieving my throttle hand during longer highway stretches. Launch control seems more appropriate for a sportbike or a hyper naked, but hooligans will be hooligans, and I had fun with it at a few stop signs and on an isolated section of a straight road. Just push the "LC" button, pull in the clutch while in 1st, open the throttle, and when it tells you, release the clutch. This should help achieve the claimed 3.7-second acceleration from 0 to 60 mph, and the soundtrack is pure SBK.
MV Agusta Enduro Veloce Chassis, Suspension, and Brakes
The Enduro Veloce is built around a perimeter frame with a double-cradle design, complemented with a double-sided aluminum swingarm. This construction shifts from the gorgeous single-sided swingarms seen on all other MV models in its current lineup, emphasizing functionality over aesthetics.
Given its price, the absence of electronic suspension on the Enduro Veloce is notable. Yet the fully adjustable Sachs suspension – with a 48mm inverted fork at the front and a rear shock featuring progressive linkage – proved highly capable. I weigh around 185 lb, and the only tweak I made throughout the test was half a turn on the shock's preload knob. Nothing else was needed.
The suspension and wheel setup combined with the engine character impressed me all day. At first glance of the bike, with its 8.3 inches of suspension travel, 9 inches of ground clearance, and off-road ready wheels, I expected poor cornering stability. But I was wrong. The chassis remained stable throughout the corners, barely diving or squatting, allowing me to hold my line without much input. Thanks to the cornering ABS, I also experimented with some harsh, mid-corner brake jabs in an attempt to upset the chassis. The bike recovered quickly, allowing me to return to my line and finish the turns safely.
When I tested the bike with AX41 rubber for the off-road section, the long-travel suspension provided a plush feel. I didn't adjust the suspension due to the short time I spent riding the dirt-ready Enduro Veloce, but the suspension in its stock settings felt ideal for lighter off-road use, allowing the bike to rebound quickly.
The Enduro Veloce is equipped with top-shelf Brembo Stylema radial monoblock front calipers, which clamp onto 320mm discs. The front lever feel is distinctly Brembo – accurate and responsive. This becomes evident when applying trail-braking techniques. The front lever provides substantial feedback and only a slightly bumpy feel when testing the true capabilities of the cornering ABS.
MV Agusta Enduro Veloce Ergonomics
Thanks to the design of its dual-height seat (33.5/34.3 inches), I was able to comfortably flatfoot at stops, which enhanced control and confidence, especially in slow traffic. While the seat provided reasonable comfort for most of the day, it became uncomfortable toward the end of the ride.
The handlebar, which initially appeared high, offered all-day comfort for my 6-foot frame. The MX-style bar is also adjustable to accommodate more aggressive off-road stances, which is helpful for either taller riders or those standing up for most of the day.
The footpegs are well-positioned for my 34-inch inseam and height, contributing to an ideal rider triangle and relaxed riding posture. The pegs also arrive with rubber inserts that dampen vibrations at highway speeds, enhancing comfort over long distances. These inserts can be quickly removed to switch to grippier cleated pegs for better control while off-roading.
And although I wore a peaked Arai XD-4 helmet, I didn't experience major head buffeting – just some minor shakes at the top of 6th gear. The fairing and two-piece windscreen that's split in the middle (but is not adjustable) optimize the airflow around the body.
MV Agusta Enduro Veloce: Other Highlights
In keeping with MV Agusta's motto of creating "motorcycle art," the Enduro Veloce has distinctive LED headlights. LEDs are also used for the turnsignals, taillight, and backlighting for the handlebar controls, a feature that would be handy during night rides.
Other convenience features include a keyless ignition system and the ability to connect mobile devices to the bike through the MV Agusta My Ride App, enabling navigation, communication functions, and sharing and tracking of ride data.
Remember the days of riding European motorcycles and worrying about frequent valve checks? MV Agusta fixed that issue, and the Enduro Veloce's maintenance scheduling is streamlined. You won't have to worry about valve checks until 18,600 miles. MV recommends oil changes every 4,600 miles and spark plug and air filter replacements every 9,300 miles.
MV Agusta Enduro Veloce: The Final Tally
The MV Agusta Enduro Veloce marks a bold entry into the adventure-touring market, blending MV's rich racing pedigree with modern technological ADV advancements. Its form follows function, delivering both style and performance on twisty mountain roads and rugged trails.
From the 931cc Triple's thrilling power delivery to the sophisticated electronics suite and agile chassis, this motorcycle is designed to enhance the riding experience. The counter-rotating crankshaft and carefully tuned suspension system ensure the bike remains nimble and responsive, irrespective of the terrain, and its comfort and features make it a versatile machine. It is a great choice for riders who want a blend of style, performance, and exclusivity – the hallmarks of MV Agusta's legacy.
Check out more new bikes in Rider’s 2024 Motorcycle Buyers Guide
2024 MV Agusta Enduro Veloce Specs
- Base Price: $22,998
- Warranty: 4 yrs., unltd. miles
- Website: MVAgusta.com
- Engine Type: Liquid-cooled, transverse inline-Triple, DOHC w/ 4 valves per cyl.
- Displacement: 931cc
- Bore x Stroke: 81.0 x 60.2mm
- Horsepower: 124 hp @ 10,000 rpm (factory claim)
- Torque: 75.2 lb-ft @ 7,000 rpm (factory claim)
- Transmission: 6-speed, hydraulically actuated slip/assist wet clutch
- Final Drive: Chain
- Frame: High-tensile steel double cradle
- Wheelbase: 63.4 in.
- Rake/Trail: NA/4.6 in.
- Seat Height: 33.5/34.3 in.
- Suspension, Front: 48mm inverted fork, fully adj., 8.3 in. travel
- Rear: Single shock, fully adj., 8.3 in. travel
- Brakes, Front: Dual 320mm discs w/ 4-piston radial monoblock calipers & ABS
- Rear: Single 265mm disc w/ 2-piston caliper & ABS
- Wheels, Front: Spoked tubeless, 21 x 2.15 in.
- Rear: Spoked tubeless, 18 x 4.0 in.
- Tires, Front: 90/90-21
- Rear: 150/70-18
- Ground Clearance: 9.1 in.
- Dry Weight: 494 lb (factory claim)
- Fuel Capacity: 5.3 gal.
The post 2024 MV Agusta Enduro Veloce Review | First Ride appeared first on Rider Magazine.
Source: 2024 MV Agusta Enduro Veloce Review | First Ride
Courtesy of Rider Magazine - http://ridermagazine.com
Bike Articles, Reviews and News / Motor School with Quinn Redeke...
Last post by Feed Poster - Yesterday at 22:03:14 PM
Hey, a smidge of Dr. Seuss-inspired thinking never hurt anybody. Moreover, while this article is dropping in May, I'm writing it during the holiday season, and I'm full steam ahead on a speed-train of hot cider and gingerbread treats, so loosen up. Now, where was I about the feet thing? The sugar coma is real.
Oh yes, your feet. Let's kick it off with a question: When you ride your streetbike, do you ever give much thought to your feet? I don't mean if they are cold, if they are comfortable, or if you think they look small when people, um, size you up. No, I mean do you use them to gain better control and comfort in slow-speed riding situations? Anyone?
No worries, have a gingerbread cookie and I'll walk us through some footwork concepts while we initiate maximum carb-load protocol.
Now, if I'm known for one thing in police motorcycle competitions, it's my extreme lean angles when I counterbalance. A close second is my ability to rapidly transition the motorcycle from one direction to the other. And while there are several techniques at play to make those things happen, a major contributing factor is how I use my feet.
No, I don't expect you to sign up for any police motor competitions, but developing your footwork will provide you with a higher level of ability and control in street situations.
As discussed in last month's column ("Which Way Do You Lean?"), when executing slow-speed turns, we benefit from counterbalancing, which "counters" the motorcycle's weight as it leans over by simultaneously shifting our weight in the opposite direction of the motorcycle. But there are two fundamental challenges riders have with this technique: 1) they don't counterbalance nearly enough, causing the motorcycle to fall in faster than they wanted yet not as far as would allow for a tight turning radius, and 2) they struggle getting the motorcycle out of the lean once they accomplish the turn they initiated. Not great. But dammit, these cookies sure are, right?
Here's where my feet come in to save the day. When it's time to initiate a tight turn and lean my motorcycle over, I use my inside foot to push down on the peg. This not only helps push the motorcycle over, but simultaneously generates a stable platform from which I can push myself into a greater counterbalance position. Imagine we are turning a tight right-hand U-turn. We start to lean the motorcycle over, and the inside peg, along with the seat and bars, are all falling over, causing us to feel as if we are going down with the ship. In other words, everything we are connected to is falling over all at once. But if we use our inside foot to press against the peg as it falls over, we generate force that stabilizes us in the counterbalance position and more easily leans the bike over.
One final benefit to employing our feet is for the exact opposite reason I've mentioned already, namely to pick up the bike once we complete the turn. How? By adding force to the outside peg at the right moment. Three more cookies and I'll land the plane, I promise.
Weighting the outside peg is useful in two important ways. First, by generating force in the opposite direction of the lean via shifting pressure onto the outside peg, I'm helping the motorcycle stand back up. And second, I'm taking my bodyweight away from the overall mass that needs to be picked back up, which further helps get my heavy bike upright and moving in a new direction.
Here's what this looks like. Say I'm dropped over in a slow, tight U-turn and I am now turned around and want to pull out of the lean. At that moment, I keep my body counterbalanced but concentrate my mass so that when I add pressure to the outside peg, I help lift the bike back up yet avoid "pushing" my bodyweight to the inside of the bike. Think of this technique in the same way as getting out of a car: You step one leg out, but before you add pressure, you ensure your weight is over the foot so you don't simply fall back inside the car when you add force, then you press yourself up and out.
With your motorcycle leaned over, you place your weight over the outside peg and then press, causing both your leg force and lack of body mass to work together to upright the bike. And just like the car example, if you press without getting your weight over the peg first, you will push your body in the direction the motorcycle is already leaned over (causing you to "fall back into the car"), which will only make it harder to stand the bike back up. Do you need another cookie, or are we clear up to this point?
To get a feel for this, we'll work some figure-8s to practice both the drop-in and pick-up components of the technique. With your bike in 1st gear, start riding a moderate-sized figure-8 pattern. You don't need to slip the clutch here, just execute the pattern while staying smooth and relaxed. What you are looking for is awareness of what your feet are doing (or not doing) as you turn within the pattern. Let's focus on your inside foot first, adding pressure on the peg to gain stability, help the bike lean over, and increase counterbalance range of motion.
Once you can employ the inside foot efficiently and confidently, isolate the outside foot. Concentrate on a stable, balanced push on the peg, making sure that the push doesn't shift your weight toward the direction of the lean. Remember, you are helping the bike pick itself up here, so shifting your weight to the inside with a bad push only hinders this goal. Once you master it, put it all together.
This technique works just fine whether you have footpegs or footboards. Yes, footboards are farther forward, and you will need to rework your foot placement, but where there's a will there's a way. To see this lesson in action, go to Police Motor Training with Quinn Redeker on YouTube and look for "Foot Technique For Better Riding."
Find Quinn at Police Motor Training.
See all Motor School with Quinn Redeker articles here.
The post Motor School with Quinn Redeker: Left Foot, Right Foot, Heavy Foot, Light Foot appeared first on Rider Magazine.
Source: Motor School with Quinn Redeker: Left Foot, Right Foot, Heavy Foot, Light Foot
Courtesy of Rider Magazine - http://ridermagazine.com
Bike Articles, Reviews and News / Beauty in Bluff Country: A Sou...
Last post by Feed Poster - Yesterday at 22:03:14 PM
Motorcyclists living in Minnesota experience long winters with plenty of time to think about roads we want to ride. It's a sweet feeling when spring arrives and the bikes come out of hibernation.
My son, Chad, feels the same way. We kicked off the riding season with an overnight Minnesota motorcycle ride down the Great River Road (U.S. Route 61) on the western bank of the Mississippi River, through what is often referred to as Bluff Country. The area's complex hilly terrain has been carved out over eons by the Mississippi and other waterways large and small.
Scan QR code above or click here to view the route on REVER
Minnesota's Great River Road is a popular motorcycle route that offers epic beauty and a chance to visit towns along one of America's most vital corridors of commerce. Starting in April with the annual "Flood Run" charity ride, thousands of riders thunder up and down these roads and frequent the many small-town bars and restaurants along the way. I've been on many of these roads before, and I love riding old favorites and exploring new side routes.
Related: Exploring the Far North: A Northern Minnesota Motorcycle Ride
We left the Twin Cities early on a Saturday morning to beat traffic, and our first stop on this Minnesota motorcycle ride was the town of Hastings, which serves as a gateway to Bluff Country. The Hastings Riverwalk is a relatively new paved trail that connects to a 10-mile walking and biking loop along the Mississippi and Vermillion rivers. You can't miss the towering Hastings Bridge, various sculptures along the waterfront, and the original footings of the Spiral Bridge, which was built in 1895 and dismantled in 1951.
East of Hastings, we continued south on the Ravenna Trail, one of the great lesser-traveled roads that tracks closely to the Mississippi River. We took the trail to the Prairie Island Indian Reservation and Treasure Island Casino, which boasts a 788-room hotel and Vegas-style casino attracting top entertainers. Resisting the temptation for easy money, we pushed on to rejoin U.S. 61.
Our next stop was Red Wing, a town established in the 1850s to support steamboats moving up the Mississippi River toward vast available farmland. By 1873, Red Wing was a leading wheat producer, but it was eventually surpassed by Minneapolis where larger flour mills were built. Today the town is perhaps best known as the home of legendary boot maker Red Wing Shoes. The downtown St. James Hotel was founded in 1875 and has hosted U.S. presidents, Mark Twain, and other luminaries. Downhill from the hotel is the historic train station, which has old wooden benches and period signage on the walls. I could sit there all day watching the river roll by.
Continuing south, we visited Lake City, which sits on a wide stretch of the Mississippi called Lake Pepin, the birthplace of waterskiing. The lake was once a water highway used by Native Americans, and there are burial mounds and settlement ruins located nearby. Today, you'll see raw materials being moved in barges and recreationists enjoying themselves in sailboats and ski boats.
Towering above both sides of Lake Pepin are distinctive limestone bluffs and tree-covered rock formations. With such unique scenery, it's a challenge to keep your eyes on the road ahead. One minute you are feeling the heat from the tarmac and gazing up at high bluffs, and the next you're ripping through dense maple forests enjoying the cool air and earthy smells. For golf lovers, the Lake Pepin Golf Course has 12 holes laid out atop the bluffs overlooking the Mississippi River Valley.
We arrived at the next small town on our route, Reads Landing, just in time for lunch. This was once considered as a potential capital city for Minnesota due to its booming lumber trade and strategic location on the Mississippi and Chippewa rivers. Reads Landing Brewing Company occupies an old red-brick building with an outdoor patio overlooking the river. It has a full menu and was a great place to cool off and relax.
Adding to the Great River Road's natural beauty is an abundance of birds soaring overhead. The National Eagle Center in Wabasha houses permanently injured bald eagles and provides an opportunity for people to see these majestic creatures up close.
As we continued south, we approached Winona, a vibrant college town that's home to the Minnesota Marine Art Museum, which is located right on the river and exhibits artwork inspired by water. With a variety of dining and lodging options, recreational opportunities, live music, festivals, and shopping, Winona is a great destination for an overnight stay or weekend getaway.
Southeast of Winona, on County Road 7, is Pickwick Mill, one of the oldest flour mills in Minnesota, built in the mid-1850s. The mill was named by the area's first postmaster, who was a fan of Charles Dickens and his novel The Pickwick Papers. During the Civil War, it produced 100 barrels of flour per day for the Union army.
See all of Rider‘s Minnesota motorcycle rides here.
After returning to U.S. 61 and riding along the Mississippi to La Crescent, we turned west on the Historic Bluff Country National Scenic Byway (State Route 16). Even away from the river, bluff topography continues with hills and cliffs creating the winding roads we all live for. Through the towns of Hokah, Houston, and Rushford, we paralleled the Root River and the Root River State Trail, a rails-to-trails bike path linking the towns of Houston and Fountain.
After nearly 50 miles on the byway, we arrived in Lanesboro, an art, entertainment, and recreational hub where we spent the night. We stayed at the historic Hotel Lanesboro, which was built in 1872 from local limestone and is on the National Registry of Historic Places. Formerly a boarding house called Mrs. B's, it once hosted Buffalo Bill and Doc Powell. The hotel is right on the main street with many good restaurants nearby. We had a tasty dinner at the Pedal Pushers Cafe, a nod to the many bicyclists who ride the state trail.
My Harley is much louder than Chad's Royal Enfield, and I felt guilty breaking the morning silence as we headed to the towns of Preston and Harmony. This area is Amish country, and it wasn't long before we saw our first horse and buggy. Friendly and always good for a wave, the Amish are an interesting subculture. There are about 1,000 Amish in Harmony, and you can take tours to learn more about their way of life and visit shops with baked goods, furniture, and more.
Seeing a horse with buggy tied up at a local convenience store, I pulled a quick turn to stop and take a picture. Soon two young ladies with bonnets saw me as I attempted to pocket my phone, not wanting to look like a gawking tourist. They wished me a good morning as they untied their horse and climbed aboard to clip-clop down the road.
See all of Rider‘s Midwest U.S. touring stories here.
Harmony is also home to Niagara Cave, where you can take a tour 200 feet below the surface. It's well worth it for this mile-long underground hike to see the various rock formations and even a subterranean wedding chapel.
We continued south on U.S. Route 52 to Prosper, a stone's throw from Iowa, where we headed east and then north on State Route 44 to Caledonia, picking up State Route 76, which has twisties so enjoyable that we rode some sections twice. SR-76 took us north most of the way back to Winona, where we backtracked north on U.S. 61 to Wabasha. We then turned west on State Route 60 and joined a pack of bikers thundering in the same direction. Alongside the road is a lone sentinel, a skeleton biker that's a reminder to keep the rubber side down.
As we left the river and Bluff Country behind, the terrain flattened out as we made our way to Zumbrota, home of Minnesota's last remaining functional covered bridge. Spanning the Zumbro River, the 116-feet-long, 15-feet-wide bridge was built in 1869 and looks like a long, red barn.
We rode northwest to Northfield, where in 1876, Jesse James and the James-Younger gang rode into town to rob the First National Bank. Facing pistols, the bank clerk refused to open the safe and was shot to death. Townsfolk retaliated, resulting in a shootout that killed another resident and a couple of gang members. The gang was pursued for 400 miles over the following weeks, eventually being captured in Madelia, Minnesota. Jesse James escaped, but his luck ran out when he was killed in 1882 by one of his own men hoping to collect a $10,000 reward.
We rode west to Henderson, which sits along the Minnesota River Valley National Scenic Byway, another favorite road. Henderson is an old river town with a historic downtown district that's a fun place to visit.
Our Minnesota motorcycle ride through Bluff Country and along the Great River Road and other scenic byways gave us a taste of the history, beauty, and variety of southern Minnesota. The roads showcase some of the best riding, relaxing, and motorcycle-friendly places the state has to offer.
See all of Rider‘s touring stories here.
Southern Minnesota Motorcycle Ride Resources
- Minnesota
- Great River Road
- Hastings
- Lake Pepin Golf Course
- Reads Landing Brewing Company
- National Eagle Center
- Winona
- Minnesota Marine Art Museum
- Pickwick Mill
- Lanesboro
- Hotel Lanesboro
- Harmony
- Northfield
- Minnesota River National Scenic Byway
The post Beauty in Bluff Country: A Southern Minnesota Motorcycle Ride appeared first on Rider Magazine.
Source: Beauty in Bluff Country: A Southern Minnesota Motorcycle Ride
Courtesy of Rider Magazine - http://ridermagazine.com
Bike Articles, Reviews and News / Southern Exposure: A Tennessee...
Last post by Feed Poster - Yesterday at 22:03:14 PM
When a family friend decided to celebrate a milestone birthday in Nashville, our interest was piqued. Being big music fans and suckers for seeing new places, especially those with famously good motorcycling roads, my wife, Cheryl, and I decided to tag along. Others handled the search for accommodations and entertainment opportunities for the trip, so I was left to handle the most important job: securing a motorcycle for some adventuring.
None of the rental companies in Nashville had a motorcycle that matched my criteria, so I searched the Riders Share peer‑to‑peer rental website and found a BMW F 750 GS. I had never used this kind of rental service before, and after some easy back and forth with the motorcycle's owners, our rental was secure. The owners even agreed to deliver the bike directly to our lodging for a small fee. All we had to do was pack riding gear.
Scan QR codes above or click Day #1 or Day #2 to view routes on REVER
After a late‑night arrival in Nashville, we settled into our rental apartment downtown. About noon the following day, a clean, blue GS rolled up. The friendly owners, Madison and Tim, gave me some great local knowledge tips for our first afternoon of riding.
Day 1: Leiper's Fork and the Natchez Trace Parkway | Tennessee Motorcycle Ride
We did not have time on this trip for the complete 444 miles of the famed Natchez Trace Parkway, but I knew we had to ride part of it. Tim gave me a strategy for seeing some great locations and sampling the parkway in an afternoon of riding. Nashville is a hive of tourist activity, and leaving the metro area went how you would expect. We weaved around party buses and through the dense traffic, finally leaving behind the neon lights, blaring music, and bar‑hopping activity for a Tennessee motorcycle ride through the countryside.
We headed northwest on Interstate 40 through farmland and beside impressive southern mansions, both historic and modern. Our eyes, conditioned by the muted pastel hues of our home state of Arizona, were dazzled by the vibrant greens of the Tennessee landscape. After exiting the freeway at McCrory Lane, perfectly furrowed crops and geometrically mowed estate lawns lined the sweeping corners. On State Route 96, the Natchez Trace Bridge, with its sweeping, whitewashed double arches, grew on the horizon.
See all of Rider‘s Tennessee touring stories here
A bit more riding brought us to Leiper's Fork. The quaint village, once a virtually unknown dot on a map, has emerged as a small, thriving arts and entertainment center. It is also near sprawling estates owned by music and entertainment superstars like Faith Hill, Tim McGraw, and Nicole Kidman.
On the town's short main street, we dropped a kickstand at the Fox & Locke Restaurant, a historic establishment with a common feature at any bar or restaurant in this neck of the woods: a stage for live performances. Cheryl ordered the classic BLT, and I chose the catfish sandwich – flaky white fish topped with a medley of slaw, grilled onions, and pickles – which was a culinary highlight of our entire vacation.
After a walk by the shops and galleries of the small town, we rode onto the Natchez Trace Parkway. It was almost surreal how the traffic dropped away, the road became smooth, and the terrain morphed into an undulating delight. Mowed grass lined the sweeping corners of the parkway, and wooded thickets added to the texture of the ride. I did not have to slow for traffic once on our way to the Parkway's northern end, which included riding over the massive bridge that we rode beneath earlier. The entirety of the Natchez Trace is now on my bucket list of rides.
After exiting the Parkway, we passed another famed local eatery, the Loveless Cafe, but I was too full from lunch to indulge in their legendary biscuits and gravy. We made our way to the Belle Meade Estate and Winery for a brief tour of the historic property before rolling back into Nashville.
We spent the night sampling what has made Nashville famous – music. I doubt there's a Broadway Street music hall that we did not visit. Night clubs sporting the names of famous country stars teemed with tourists as music blared from every direction. Multi‑leveled bars offered performers on each floor. We opted for the rooftop settings as they tended to be less intense and crowded. Far from a lazy Southern city, Nashville is a frenzy of people and music often referred to as "Nashvegas."
Day 2: Burning Barns and Bowling Green | Kentucky Motorcycle Ride
With country music still ringing in my ears, I geared up for a solo ride north of Nashville as Cheryl opted to sleep late. I headed northwest toward Ashland City on State Route 12, a smooth and pleasant roll through sweeping corners on a road which lived up to its designation as a state scenic parkway. From Ashland City, I made my way onto State Route 49 on a northeastern path toward Kentucky.
I was fully engulfed in farmland. End‑of‑season cornfields dried in the September sun, and various other crops were green and thriving. An unexpected sight led me to stop and reach for my cellphone. Smoke was wafting from the gables and overhangs of a large red barn. I could not help but think about the short story "Barn Burning" by one of my favorite Southern authors, William Faulkner. Just before I did my civic duty by calling 911, I noticed another barn on the horizon emitting the same white smoke. A quick Google search set me straight.
It was tobacco curing season, and farmers were drying their crop at 135‑140 degrees with carefully controlled fires within those barns. What was, at first, a concerning sight was now a source of intrigue and education for this Arizona boy. After passing by those smoldering structures, I saw another type of tobacco curing: huge red barns had doors opened wide, and tobacco hung from ceilings. If I hadn't already done my roadside research, I may have mistaken the tobacco leaves for drying animal hides.
See all of Rider‘s Kentucky touring stories here
The ride through farmland continued as I passed from Tennessee into Kentucky, another tobacco‑producing state. The road carried new signage as Kentucky Route 383. I rolled into Franklin, a historically rich small city with a beautiful brick and stone downtown area, where Johnny Cash and June Carter were married at the First United Methodist Church. There is much to do in Franklin: thoroughbred racing and gaming at The Mint at Kentucky, tours and live dueling reenactments at the Sandford Duncan Inn, and Kentucky's largest sunflower maze in August at Ruby Branch Farms. Kentucky is famous for its whiskey, and the Dueling Grounds Distillery is on the Kentucky Bourbon Trail Craft Tour.
On my way out of town, I stopped at The Fork In The Road, an art installation of a Paul Bunyan‑sized utensil located at the corner of Bunch and Uls roads. Continuing north on U.S. Route 31W toward Bowling Green, I passed Octagon Hall, an eight‑sided brick home built in 1847 that is now a museum of Civil War artifacts.
Bowling Green is not just a bustling and vibrant Southern city; it is also the only place in the world where Corvettes are made. I rode past and beside several of the sleek Chevys as I made my way through the city, which is also home to the National Corvette Museum. I motored through the attractive Western Kentucky University campus with its white‑columned and red‑brick buildings. The campus also preserves several historic structures like the impressive Felts Log House, which was built by a Revolutionary War veteran around 1810 and relocated to its current location in 1980.
After WKU, I made my way to the downtown district. The town square is a lively city centerpiece. A garden‑like central park sits in the shadows of historic stone buildings, and a beautiful fountain sits as the heart of the setting. My walk around the city center included several historically significant buildings and memorials. The area is well worth a visit.
The quick route back to Nashville from Bowling Green would be Interstate 65, but where's the fun in that? I rode U.S. Route 231 south through southern Kentucky and northern Tennessee until I made the southwestern turn onto U.S. Route 31 toward Nashville. It was a nice, relaxing end to my "exposure" of this part of Tennessee and Kentucky. We ended the night back on the streets of Nashville, visiting the famed Ryman Theater, listening to country music, and sampling Tennessee whiskey.
Nashville, Bowling Green, and the other smaller towns I visited all exuded their own Southern charm. This was my first visit to the area, and it won't be my last. I plan to ride the entire Natchez Trace Parkway, and the Nashville area will be either the staging location or the end game to that journey.
See all of Rider‘s touring stories here
Tennessee Motorcycle Ride Resources
Kentucky Motorcycle Ride Resources
The post Southern Exposure: A Tennessee and Kentucky Motorcycle Ride appeared first on Rider Magazine.
Source: Southern Exposure: A Tennessee and Kentucky Motorcycle Ride
Courtesy of Rider Magazine - http://ridermagazine.com
Bike Articles, Reviews and News / Top 5 Features of Suzuki’s GSX...
Last post by Feed Poster - Yesterday at 10:01:24 AMSuzuki revs up the new year with a fun and affordable sportbike release: the 2024 GSX-8R. Crafted to excel on the streets, this new motorcycle is positioned adjacent to Suzuki's legendary GSX-R series. Although it's more focused for street riders, that doesn't mean we can't have a little fun during trackdays. We've delved into the specifics during our comprehensive 2024 Suzuki GSX-8R Review With Videos, This Is What You Need to Know about Suzuki's GSX-8R, and Top 5 Things We Like About Suzuki's GSX-8R for Street Riders articles. Here's a quick list of our favorite features tailored for trackday riders.
- The 776cc parallel twin. <b>This engine has a ton of torque and it's super easy to ride</b>, especially here at Chuckwalla Valley Raceway.
- <b>This electronic quickshifter is awesome</b>. It allows for more stability during corner entry and also allows for full-throttle upshifts.
- The chassis on this motorcycle—<b>friendly and easy to master</b>. Although there isn't any damping adjustment, the calibration of the suspension functions well for trackday riders.
- The ergonomics on this motorcycle. I'm 6 feet tall, 205 pounds, and <b>this motorcycle fits me well</b> and is really comfortable to ride here at the track.
- If you want <b>a fun and easy-riding 776cc sportbike</b>, Suzuki answers with its $9,500 GSX-8R.
We'll see you in the next episode!
Source: Top 5 Features of Suzuki's GSX-8R for Trackday Riders
Courtesy of Motorcyclist Magazine
Bike Articles, Reviews and News / Is Your Harley Clicking When T...
Last post by Feed Poster - April 16, 2024, 22:00:41 PMSource: Is Your Harley Clicking When Trying to Start? Help's Here!
Courtesy of USA Motorcycling - https://usamotorcycling.com/
Bike Articles, Reviews and News / Milwaukee 8 Oil Pump Recall: W...
Last post by Feed Poster - April 16, 2024, 22:00:41 PMSource: Milwaukee 8 Oil Pump Recall: What You Need to Know Now
Courtesy of USA Motorcycling - https://usamotorcycling.com/
Bike Articles, Reviews and News / Will the Insta360 X4 Be the Be...
Last post by Feed Poster - April 16, 2024, 22:00:38 PMInsta360 is pushing the limits of 360-degree image and video recording further with its new X4 camera, which starts at $499.99. Users can expect better image quality (including 8K video resolution), more sophisticated editing and shooting options, better battery life, and a roster of other improved features.
The outgoing One X3 is one of our favorite motorcycling action cameras that we routinely use in our motorcycle review videos. So we're thrilled to see the platform so thoroughly enhanced in the X4. For those shooting in 360-degree mode the X4 offers full 8K video recording at 30 fps along with 5.7K at 60 fps, and 4K at 100 fps. For those more accustomed to traditional cameras, the X4 has a single-lens mode that shoots ultrawide at 4K and 60 fps.
"8K will be transformative for creators as reframed video now holds its own alongside footage shot on regular cameras. But X4 isn't just about image quality, it's designed to be the most robust, easy-to-use 360-degree camera ever, no matter your experience. This idea was at the heart of a lot of the changes we made," said JK Liu, founder of Insta360, in a company press release.
These shot modes expand the possibilities when editing video, making it easier than ever for users to get crisp, smooth shots in real time or slow motion. New AI-assisted editing features have been introduced also, offering Quick Edit and AI Edit modes in the free-to-use smartphone and desktop apps. The company has also developed a plug-in for Adobe Premiere Pro called Insta360 Reframe which allows users to manipulate footage directly in Premiere Pro.
The camera features Gesture Control and Voice Control 2.0, so users can start and stop recording easily if the camera is mounted beyond reach. There's a Timed Capture setting as well that will power on the X4, record, then shut the unit off. FlowState Stabilization and the 360-degree Horizon Lock help to ensure shots are as smooth and level as possible.
Some of the other modes include Bullet Time slow-mo which can be captured in either 5.7K at 120 fps or 3K at 240 fps. There is 8K Time Shift and 11K Timelapse modes as well. Cinematic motion blur can easily be added using the Motion ND effect, and for those using the camera during runs or rides, GPS data from Garmin or Apple products can easily be overlaid on video.
The tech is bolstered by an improved physical design, with new removable lens guards, a larger 2.7-inch Corning Gorilla Glass touchscreen, and cold-weather resistance down to -4 degrees Fahrenheit.
Additionally, the new X4 boasts a 135-minute run time (when shooting at 5.7K, 30 fps), a 67 percent improvement in battery performance over the X3.
Source: Will the Insta360 X4 Be the Best Action Camera?
Courtesy of Motorcyclist Magazine
Bike Articles, Reviews and News / Southern Exposure: A Tennessee...
Last post by Feed Poster - April 16, 2024, 22:00:37 PMWhen a family friend decided to celebrate a milestone birthday in Nashville, our interest was piqued. Being big music fans and suckers for seeing new places, especially those with famously good motorcycling roads, my wife, Cheryl, and I decided to tag along. Others handled the search for accommodations and entertainment opportunities for the trip, so I was left to handle the most important job: securing a motorcycle for some adventuring.
None of the rental companies in Nashville had a motorcycle that matched my criteria, so I searched the Riders Share peer‑to‑peer rental website and found a BMW F 750 GS. I had never used this kind of rental service before, and after some easy back and forth with the motorcycle's owners, our rental was secure. The owners even agreed to deliver the bike directly to our lodging for a small fee. All we had to do was pack riding gear.
Scan QR codes above or click Day #1 or Day #2 to view routes on REVER
After a late‑night arrival in Nashville, we settled into our rental apartment downtown. About noon the following day, a clean, blue GS rolled up. The friendly owners, Madison and Tim, gave me some great local knowledge tips for our first afternoon of riding.
Day 1: Leiper's Fork and the Natchez Trace Parkway | Tennessee Motorcycle Ride
We did not have time on this trip for the complete 444 miles of the famed Natchez Trace Parkway, but I knew we had to ride part of it. Tim gave me a strategy for seeing some great locations and sampling the parkway in an afternoon of riding. Nashville is a hive of tourist activity, and leaving the metro area went how you would expect. We weaved around party buses and through the dense traffic, finally leaving behind the neon lights, blaring music, and bar‑hopping activity for a Tennessee motorcycle ride through the countryside.
We headed northwest on Interstate 40 through farmland and beside impressive southern mansions, both historic and modern. Our eyes, conditioned by the muted pastel hues of our home state of Arizona, were dazzled by the vibrant greens of the Tennessee landscape. After exiting the freeway at McCrory Lane, perfectly furrowed crops and geometrically mowed estate lawns lined the sweeping corners. On State Route 96, the Natchez Trace Bridge, with its sweeping, whitewashed double arches, grew on the horizon.
See all of Rider‘s Tennessee touring stories here
A bit more riding brought us to Leiper's Fork. The quaint village, once a virtually unknown dot on a map, has emerged as a small, thriving arts and entertainment center. It is also near sprawling estates owned by music and entertainment superstars like Faith Hill, Tim McGraw, and Nicole Kidman.
On the town's short main street, we dropped a kickstand at the Fox & Locke Restaurant, a historic establishment with a common feature at any bar or restaurant in this neck of the woods: a stage for live performances. Cheryl ordered the classic BLT, and I chose the catfish sandwich – flaky white fish topped with a medley of slaw, grilled onions, and pickles – which was a culinary highlight of our entire vacation.
After a walk by the shops and galleries of the small town, we rode onto the Natchez Trace Parkway. It was almost surreal how the traffic dropped away, the road became smooth, and the terrain morphed into an undulating delight. Mowed grass lined the sweeping corners of the parkway, and wooded thickets added to the texture of the ride. I did not have to slow for traffic once on our way to the Parkway's northern end, which included riding over the massive bridge that we rode beneath earlier. The entirety of the Natchez Trace is now on my bucket list of rides.
After exiting the Parkway, we passed another famed local eatery, the Loveless Cafe, but I was too full from lunch to indulge in their legendary biscuits and gravy. We made our way to the Belle Meade Estate and Winery for a brief tour of the historic property before rolling back into Nashville.
We spent the night sampling what has made Nashville famous – music. I doubt there's a Broadway Street music hall that we did not visit. Night clubs sporting the names of famous country stars teemed with tourists as music blared from every direction. Multi‑leveled bars offered performers on each floor. We opted for the rooftop settings as they tended to be less intense and crowded. Far from a lazy Southern city, Nashville is a frenzy of people and music often referred to as "Nashvegas."
Day 2: Burning Barns and Bowling Green | Kentucky Motorcycle Ride
With country music still ringing in my ears, I geared up for a solo ride north of Nashville as Cheryl opted to sleep late. I headed northwest toward Ashland City on State Route 12, a smooth and pleasant roll through sweeping corners on a road which lived up to its designation as a state scenic parkway. From Ashland City, I made my way onto State Route 49 on a northeastern path toward Kentucky.
I was fully engulfed in farmland. End‑of‑season cornfields dried in the September sun, and various other crops were green and thriving. An unexpected sight led me to stop and reach for my cellphone. Smoke was wafting from the gables and overhangs of a large red barn. I could not help but think about the short story "Barn Burning" by one of my favorite Southern authors, William Faulkner. Just before I did my civic duty by calling 911, I noticed another barn on the horizon emitting the same white smoke. A quick Google search set me straight.
It was tobacco curing season, and farmers were drying their crop at 135‑140 degrees with carefully controlled fires within those barns. What was, at first, a concerning sight was now a source of intrigue and education for this Arizona boy. After passing by those smoldering structures, I saw another type of tobacco curing: huge red barns had doors opened wide, and tobacco hung from ceilings. If I hadn't already done my roadside research, I may have mistaken the tobacco leaves for drying animal hides.
See all of Rider‘s Kentucky touring stories here
The ride through farmland continued as I passed from Tennessee into Kentucky, another tobacco‑producing state. The road carried new signage as Kentucky Route 383. I rolled into Franklin, a historically rich small city with a beautiful brick and stone downtown area, where Johnny Cash and June Carter were married at the First United Methodist Church. There is much to do in Franklin: thoroughbred racing and gaming at The Mint at Kentucky, tours and live dueling reenactments at the Sandford Duncan Inn, and Kentucky's largest sunflower maze in August at Ruby Branch Farms. Kentucky is famous for its whiskey, and the Dueling Grounds Distillery is on the Kentucky Bourbon Trail Craft Tour.
On my way out of town, I stopped at The Fork In The Road, an art installation of a Paul Bunyan‑sized utensil located at the corner of Bunch and Uls roads. Continuing north on U.S. Route 31W toward Bowling Green, I passed Octagon Hall, an eight‑sided brick home built in 1847 that is now a museum of Civil War artifacts.
Bowling Green is not just a bustling and vibrant Southern city; it is also the only place in the world where Corvettes are made. I rode past and beside several of the sleek Chevys as I made my way through the city, which is also home to the National Corvette Museum. I motored through the attractive Western Kentucky University campus with its white‑columned and red‑brick buildings. The campus also preserves several historic structures like the impressive Felts Log House, which was built by a Revolutionary War veteran around 1810 and relocated to its current location in 1980.
After WKU, I made my way to the downtown district. The town square is a lively city centerpiece. A garden‑like central park sits in the shadows of historic stone buildings, and a beautiful fountain sits as the heart of the setting. My walk around the city center included several historically significant buildings and memorials. The area is well worth a visit.
The quick route back to Nashville from Bowling Green would be Interstate 65, but where's the fun in that? I rode U.S. Route 231 south through southern Kentucky and northern Tennessee until I made the southwestern turn onto U.S. Route 31 toward Nashville. It was a nice, relaxing end to my "exposure" of this part of Tennessee and Kentucky. We ended the night back on the streets of Nashville, visiting the famed Ryman Theater, listening to country music, and sampling Tennessee whiskey.
Nashville, Bowling Green, and the other smaller towns I visited all exuded their own Southern charm. This was my first visit to the area, and it won't be my last. I plan to ride the entire Natchez Trace Parkway, and the Nashville area will be either the staging location or the end game to that journey.
See all of Rider‘s touring stories here
Tennessee Motorcycle Ride Resources
Kentucky Motorcycle Ride Resources
The post Southern Exposure: A Tennessee and Kentucky Motorcycle Ride appeared first on Rider Magazine.
Source: Southern Exposure: A Tennessee and Kentucky Motorcycle Ride
Courtesy of Rider Magazine - http://ridermagazine.com
Bike Articles, Reviews and News / 2024 Triumph Daytona 660 Revie...
Last post by Feed Poster - April 16, 2024, 22:00:37 PM
In the mid-1990s, when I cut my teeth as a motorcyclist, the Big Four Japanese manufacturers were engaged in a middleweight sportbike arms race. Every other year, each brand unveiled an updated platform, squeezing a few more ponies out of their 599cc inline-Four engine and tweaking frame geometry, suspension systems, and brakes.
As a result of this one-upmanship, middleweight sportbikes went from entry-level all-arounders to racebikes with lights and license plates. Which is great, except for the fact that only a small percentage of riders spend weekends wearing down knee pucks at the track. Add to this that a tricked-out middleweight now costs nearly what a liter-class machine does, and we arrive at something of an evolutionary dead end.
And yet here we are with a new Triumph Daytona 660. The storied British manufacturer enters the highly competitive middleweight class by hitting the reset button, aiming to produce an affordable, attractive sportbike that can handle commuting and light touring, as well as footpeg-scraping backroads and the occasional trackday. To see if they pulled it off, Triumph invited us to Alicante, Spain, for a full day of riding in everything from city traffic to mountain passes.
Inline-Triple | Triumph Daytona 660
The Daytona 660 is powered by an updated version of the engine that powers Triumph's Trident 660 and Tiger Sport 660, and it's a callback to the Daytona 675 that Triumph produced from 2006-2018, which was the first inline-Triple in the middleweight sportbike class. The Triple provides the best of both worlds: torque in the lower rev ranges like a Twin and ample mid- and top-end power like a Four.
The Daytona 660's 3-cylinder mill gets a trio of new 44mm throttle bodies and larger exhaust valves, and its airflow was increased with a front-mounted intake and a larger airbox. A new crankshaft with increased gear width provides smoother revving, the pistons now feature a low-friction coating, and the radiator and fan are both larger and have been repositioned for more efficient cooling. Exhaust gasses flow through a 3-into-1 header and into an underslung silencer that produces a satisfying growl that becomes a bark with a twist of the throttle.
These upgrades result in a claimed 95 hp at 11,250 rpm, a 17% increase over the Trident 660, and the Daytona's 12,650-rpm redline is 20% higher than the Trident's too. The engine cranks out 51 lb-ft of torque at 8,250 rpm (9% more than the Trident), with 80% of that power on tap at only 3,125 rpm. Triumph says the Daytona 660 will get you from 0-60 in just 3.6 seconds.
GEAR UP | Triumph Daytona 660
- Helmet: Arai Corsair-X
- Jacket: Alpinestars T-GP Plus R V3 Air
- Airbag Vest: Alpinestars Tech-Air 5
- Gloves: Alpinestars SP-8 v3 Air
- Pants: Alpinestars Argon Tech
- Boots: Fly Racing M21
Bespoke details | Triumph Daytona 660
At the tech briefing the night before our test ride, I got my first close look at the Daytona 660 in Satin Granite/Satin Jet Black, a color scheme that, combined with the "660" in neon green on the lower fairing, says "badass" without rubbing your nose in it. (Other colorways include Snowdonia White/Sapphire Black and Carnival Red/Sapphire Black.) The bike's fit and finish make it look pricier than its $9,195 base price, and its styling is aggressive but exudes a bespoke elegance that stands out from its competition. Take a close look at how the fairing flows into the distinctive molding of the gas tank, or how the silencer nestles near the rear tire, and you'll see that Triumph's design team sweated the details. With minimal bodywork highlighting the powerplant and frame, the Daytona 660 looks impressive just leaning on its kickstand. I couldn't wait to put some miles on it.
Capable commuter? | Triumph Daytona 660
We started our ride in morning traffic, threading through congested urban roundabouts – the first test of Triumph's middleweight reset. Is the Daytona 660 a comfortable, capable, and intuitive commuter? It only took a few minutes on Spanish city streets to make me appreciate the availability of useful torque from low revs. Urban stop-and-go traffic is easier to navigate on a machine with a wide powerband, so you can squirt between vehicles without fiddling with the gearbox.
At low city speeds, even after shifting into a higher gear than necessary, the Daytona's engine delivered smooth, confidence-inspiring power without the need to wind up to high rpm. The 6-speed gearbox, which has updated input/output shafts and revised gear ratios, is well-sorted. There are no annoying searches for neutral, each shift accompanied by a satisfying "snick," and the slip/assist clutch feels light at the lever (Triumph offers an optional quickshifter for those who want to bypass the clutch).
The cockpit design is well-suited for city riding. The instrument panel, which is a hybrid LCD/TFT display, was easy to see through my tinted visor, even in bright light, and the tachometer, fuel gauge, gear indicator, and digital speedometer are clustered thoughtfully, giving me a lot of information with a quick glance down. The clip-on bars were easy on my wrists and didn't force me to reach or crouch. Footpeg positioning was comfortable for my 6-foot frame. Likewise, the stock seat height of 31.9 inches was in the Goldilocks zone (Triumph offers a lower seat option that drops the saddle about an inch).
The Daytona 660's engine, drivetrain, and ergonomics come together in an impressively intuitive commuter that I felt confident flinging around unfamiliar city streets on our way to the mountains to see if Triumph kept the "sport" in their new sportbike.
Into the mountains | Triumph Daytona 660
It was no accident that we were invited to ride the Daytona 660 through the mountains outside of Alicante. As we gained elevation, the beautifully engineered Spanish roads became downright exciting, with hairpins, sweepers, and significant elevation changes that put the bike's chassis to the test. The radial 4-piston calipers, twin 310mm discs, and braided lines provided progressive, powerful braking without fading, even after miles of serpentine road.
Response from the throttle-by-wire throttle was precise and predictable. The three riding modes – Sport, Road, and Rain – each offer a different throttle response and level of traction control. Traction control can also be shut off, and a few of my fellow riders who did so had their rear tires step out on them under hard acceleration out of turns on dusty sections of road. I kept it engaged and didn't have any such issues. In addition to traction control, the Daytona 660 is equipped with ABS, which adds to peace of mind when pushing the bike hard in the bends.
The Daytona 660's steering geometry and stock Michelin Power 6 tires made it easy to flick through chicane-like mountain sections, and the Showa suspension – a nonadjustable 41mm inverted fork and a single rear shock with preload adjustability – kept things composed on hard braking into turns and over less-than-perfect bits of tarmac. The suspension package is not top-shelf, but it is up to the task for what most riders will ask the Daytona 660 to do: keep a big grin plastered on your face as you carve up your favorite backroads.
A great first impression | Triumph Daytona 660
The Daytona 660 won me over almost immediately. The folks at Triumph clearly spent a lot of time refining this machine, as it felt sorted out in a way that not all first-generation models do. And, as I spent more time on the bike and got a chance to uncork it on beautiful mountain roads, things just got better.
This is a powerful, agile, attractive motorcycle that ticks most of the important boxes for less than $10,000. Although our test ride kept me in the saddle for nearly eight hours, I was comfortable enough on the Daytona that I would readily sign up for touring duty, especially considering optional upgrades such as a tankbag and tailbag, heated grips, tire pressure monitoring, and the My Triumph Connectivity System that adds navigation as well as phone and music interactivity.
The Daytona 660 accomplishes what Triumph set out to do: reset the middleweight sportbike segment by offering a versatile, exciting motorcycle that is affordable enough for entry-level riders but capable enough for those with more experience and buying power. And, regardless of your moto skillset, this is a beautiful machine that outclasses the competition with design details usually reserved for pricier bikes. While this may not be the bike for riders who spend lots of time at their local track, that isn't Triumph's target audience. I hope Rider gets a Daytona 660 for a longer-term test, because the taste of this bike that I got in Spain left me wanting more.
Check out more new bikes in Rider's 2024 Motorcycle Buyers Guide
2024 Triumph Daytona 660 Specs
- Base Price: $9,195
- Website: TriumphMotorcycles.com
- Warranty: 2 yrs., unltd. miles
- Engine Type: Liquid-cooled, transverse inline-Triple, DOHC w/ 4 valves per cyl.
- Displacement: 660cc
- Bore x Stroke: 74.0 x 51.1mm
- Horsepower: 94 hp @ 11,250 rpm (factory claim)
- Torque: 51 lb-ft @ 8,250 rpm (factory claim)
- Transmission: 6-speed, cable-actuated slip/assist wet clutch
- Final Drive: Chain
- Wheelbase: 56.1 in.
- Rake/Trail: 23.8 degrees/3.2 in.
- Seat Height: 31.9 in.
- Wet Weight: 443 lb (factory claim, 90% fuel)
- Fuel Capacity: 3.7 gal.
- Fuel Consumption: 57.6 mph (factory claim)
The post 2024 Triumph Daytona 660 Review | First Ride appeared first on Rider Magazine.
Source: 2024 Triumph Daytona 660 Review | First Ride
Courtesy of Rider Magazine - http://ridermagazine.com