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Bike Articles, Reviews and News / Top 5 Features of Suzuki’s GSX...
Last post by Feed Poster - Today 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 - Yesterday at 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 - Yesterday at 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 - Yesterday at 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 - Yesterday at 22:00:37 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 / 2024 Triumph Daytona 660 Revie...
Last post by Feed Poster - Yesterday at 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
Bike Articles, Reviews and News / 2024 CFMOTO 450NK Review | Fir...
Last post by Feed Poster - Yesterday at 22:00:37 PM
As a husky guy who's 6 feet tall and more than 200 lb, I'm not the target buyer for small bikes, but man, I sure love riding them. Don't get me wrong; I love riding powerful bikes (like the 190-hp KTM 1390 Super Duke R Evo I track-tested in Spain) and big bikes (like the Harley-Davidson Glides I recently rode on a nine-day, 4,200-mile tour through four states), but they require a level of respect and seriousness that I'm not always in the mood for. Sometimes I just wanna have fun.
The CFMOTO 450NK has carefree written all over it. It weighs just 364 lb, makes 50 hp at the crank, and has nothing to figure out – just hop on and ride. That's not to say the 450NK is a toy or just a playbike. While it's certainly slender between the knees and is easy to toss through a set of tight turns, it doesn't feel diminutive, nor does it have a cramped cockpit. Snug, perhaps, but not cramped. The positions of the upright handlebar and footpegs are sensible, and the sculpted shape of the tank allows the rider to comfortably wrap around it, giving the sense of sitting in rather than on the bike.
Powering the 450NK is a liquid-cooled 449cc parallel-Twin that's a workhorse in CFMOTO's lineup. The same engine is found in the 450SS sportbike, the Ibex 450 adventure bike I recently tested, and the forthcoming 450CL-C cruiser. Dual counterbalancers help it run smoothly throughout the rev range, and its 270-degree crank gives it a delightful rumble complemented by a spicy exhaust note – not the dull drone one might expect of a bike in this class.
GEAR UP
- Helmet: Arai Corsair-X
- Suit: Aerostich R-3
- Gloves: Joe Rocket Sector
- Boots: Joe Rocket Sonic X
Except for a bit of low-speed roughness, the 450NK's cable-actuated throttle provides good response. The slip/assist clutch makes for a light, easy pull when rowing through the 6-speed gearbox, and both the clutch lever and front brake lever are adjustable for reach. The 450NK's 17-inch cast-aluminum wheels and narrow 110/70 front and 140/60 rear tires (made by CST, the parent company of Maxxis) contribute to the bike's nimbleness. A light push on either end of the handlebar is all it takes to initiate a turn, and the 450NK holds its line obediently.
The bike makes a great commuter or playful canyon carver. It purrs smoothly at highway speeds and will do "the ton" with little effort. Given my body's weight and terrible aerodynamic profile, not to mention my tendency to twist the throttle with abandon, I recorded lackluster fuel economy during this test – just 42.4 mpg, yielding about 157 miles from the 3.7-gallon tank. When our lighter and less aggressive associate editor, Allison Parker, tested the 450SS, she posted a more respectable 63 mpg. Sheesh, maybe it's time to shed a few pounds and reduce my coffee intake.
The 450NK's suspension and brakes, while competent, are about what you'd expect for a $5,399 motorcycle. The 37mm inverted fork is not adjustable, and the multi-link rear shock is only adjustable for spring preload. Damping is good for general street riding without being overly taut or too soft. The J.Juan brakes, with a 4-piston radial front caliper pinching a 320mm disc and a 1-piston floating rear caliper with a 220mm disc, provide adequate, consistent stopping power. Standard safety features include ABS and switchable traction control.
Carles Solsona, CFMOTO's Italy-based motorcycle design director, did a great job on the 450NK's styling, which echoes that of the 800NK. Both bikes have a V-shaped headlight nacelle with a large daytime running light, and the tops of their front fenders have a unique convex shape. The tank shrouds, radiator shrouds, lower cowling, and airy cut-outs in the tail give the 450NK a modern, go-fast look, and the Zephyr Blue colorway is especially eye-catching (the other color option is Nebula White).
Useful amenities include full LED lighting, a USB charging port, and a 5-inch color TFT instrument panel that includes Bluetooth connectivity to the CFMOTO app, which allows navigation and music to be shown on the screen. The switchgear and menus are intuitive, but the app's navigation function needs some refinement.
As with other bikes in CFMOTO's lineup, the 450NK delivers good value for the money, but its most endearing trait is its approachability. After a long hiatus from riding, my brother, Paul, has returned to the joys of motorcycling, and lately we've been getting together for Saturday morning rides. He has taken a shine to the 450NK, which has been the perfect bike on which to sharpen skills that had become dull.
Whether you're new to riding, returning to the fold, or are a jaded veteran, the smile that will be on your face after riding this bike is priceless.
Check out more new bikes in Rider's 2024 Motorcycle Buyers Guide
2024 CFMOTO 450NK Specifications
- Base Price: $5,399
- Website: CFMOTOusa.com
- Warranty: 2 yrs., unltd. miles
- Engine Type: Liquid-cooled, transverse parallel-Twin, DOHC w/ 4 valves per cyl.
- Displacement: 449cc
- Bore x Stroke: 72.0 x 55.2mm
- Horsepower: 50 hp @ 9,500 rpm (factory claim)
- Torque: 28.8 lb-ft @ 7,600 rpm (factory claim)
- Transmission: 6-speed, cable-actuated slip/assist wet clutch
- Final Drive: Chain
- Wheelbase: 53.9 in.
- Rake/Trail: 24.5 degrees/3.7 in.
- Seat Height: 31.3 in.
- Wet Weight: 364 lb (factory claim)
- Fuel Capacity: 3.7 gal.
- Fuel Consumption: 42.4 mpg
- Estimated Range: 157 miles
The post 2024 CFMOTO 450NK Review | First Ride appeared first on Rider Magazine.
Source: 2024 CFMOTO 450NK Review | First Ride
Courtesy of Rider Magazine - http://ridermagazine.com
Bike Articles, Reviews and News / May 2024
Last post by Feed Poster - Yesterday at 22:00:37 PMIn this issue, we review the Honda Rebel 1100T DCT in bagger trim with saddlebags and fairing, the updated 2024 Harley-Davidson Road Glide and Street Glide, and the 2024 CFMOTO 450NK naked bike.
Kickstarts has first looks at new models from Indian Motorcycle, Triumph, and MV Agusta, and our Minnesota Travel Guide will help you plan your next moto trip to the Land of 10,000 Lakes.
This issue includes two On the Road features about exploring Tennessee and Kentucky from Nashville and a father-son motorcycle trip in southern Minnesota. And for our Favorite Ride, EIC Greg Drevenstedt takes a trip to Duluth, Minnesota, to tour the Aerostich factory and explore the surrounding area.
Our Exhaust Note comes from Tash Matsuoka, Rider's chief editor from 1983-1989, and Quinn Redeker discusses footing while countersteering in Motor School. Celebrating Rider's 50th anniversary, our Rider Rewind section showcases an interesting fuel economy streamliner from the 1980s.
Additional stories in the May issue of Rider:
- 2023 Honda Rebel 1100T DCT | Riden & Rated
- 2024 Harley-Davidson Road Glide and Street Glide | First Ride
- 2024 CFMOTO 450NK | First Ride
- Minnesota Travel Guide
- Southern Exposure | On the Road
- Beauty in Bluff Country | On the Road6
- From Aerostich to Skyline Parkway | Favorite Ride
- Rider-Sponsored Fuel Economy Streamliner | Rider Rewind
- And more!
The post May 2024 appeared first on Rider Magazine.
Source: May 2024
Courtesy of Rider Magazine - http://ridermagazine.com
Bike Articles, Reviews and News / Colorado Legalizes Lane Filter...
Last post by Feed Poster - Yesterday at 22:00:37 PM
Colorado has passed a bill to allow motorcycles to lane filter between stopped cars, becoming the fifth state to legalize it after California, Utah, Montana, and Arizona.
Lane sharing remains a controversial topic. In his article "Split Decision: Are Lane Splitting and Lane Filtering Safe?" Eric Trow references studies to show the effects of lane sharing in states where it is legal and found that the practice reduces the risk of rear-end collisions and reduces injuries, although it also introduces some new risks. You can find a deeper dive into the topic of lane sharing by reading Trow's article.
Read “Split Decision: Are Lane Splitting and Lane Filtering Safe?” here
The Colorado bill goes into effect on Aug. 7, 2024, and it will allow motorcyclists to filter through stopped traffic at a speed of 15 mph or less. For more information on the bill, read the American Motorcyclists Association's press release below.
Colorado Signs Motorcycle Lane-Filtering Legislation into Law
Colorado has become the fifth state to legalize lane filtering after Gov. Jared Polis (D) signed SB24-079 on April 4, allowing motorcycles to filter between stopped cars in traffic and at stoplights.
The bill passed through both the Colorado House and Senate behind strong bipartisan support. Colorado now joins California, Utah, Montana, and Arizona as states with lane-filtering legislation signed into law.
“The signing of SB24-079 is a significant win for motorcyclists in the state of Colorado," AMA Central States Representative Nick Sands said. "With this new legislation, motorcyclists will now be allowed to filter through stopped traffic, giving riders the ability to legally remove themselves from vulnerable traffic situations before ever coming into contact with a distracted or inattentive driver.”
The bill — sponsored by Sens. Nick Hinrichsen (D-Pueblo) and Jim Smallwood (R-Douglas), as well as Reps. Javier Mabrey (D-Denver, Jefferson) and Ron Weinberg (R-Larimer) — will go into effect on Aug. 7, 2024. It will allow all motorcycles to pass stopped motor vehicles in the same lane. Motorcycles will be required to travel 15 miles per hour or less when filtering and will only be allowed to do so if the road has lanes wide enough to pass safely. Conditions must also allow for "prudent operation of the motorcycle while overtaking or passing."
For the next three years, the Colorado Department of Transportation (CDOT) will collect safety data on lane filtering and issue a report to the Colorado General Assembly regarding the newly passed law.
The AMA continues to support efforts regarding lane-filtering legislation, as its success in several other states indicates its long-term viability in protecting motorcyclists on the open road.
To stay up to date on the latest lane filtering news, visit the AMA Action Center.
The AMA's position on lane filtering, and lane splitting, can be found here.
The post Colorado Legalizes Lane Filtering appeared first on Rider Magazine.
Source: Colorado Legalizes Lane Filtering
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Bike Articles, Reviews and News / MV Agusta International Women’...
Last post by Feed Poster - Yesterday at 22:00:37 PM
This year's International Women's Day (IWD) held particular significance for me as I had the distinct privilege of touring the KTM North American headquarters for esteemed motorcycle brands such as KTM, Husqvarna, GasGas, and a newcomer to the company, MV Agusta.
The evening before the IWD ride, Olivia Goheen (MV Agusta's Marketing Manager) invited all the female media personnel to dinner. Upon arrival at Gourmet Italia in Temecula, I greeted both familiar faces and new acquaintances. The evening unfolded with a delightful dinner, engaging conversations, and a convivial atmosphere that fostered a sense of belonging.
Touring Pierer Mobility North America
The subsequent morning began with a visit to Pierer Mobility North America headquarters, where a fleet of 13 MV Agustas awaited us. Before our ride, we toured the facility. Stepping through the grand entrance, I was greeted by a spacious layout adorned with an array of motorcycles and captivating imagery showcasing MV Agusta's legacy.
Among the highlights of our tour was the training room, where local dealer mechanics undergo comprehensive instruction on servicing the Austrian and Italian brands. This chamber, replete with meticulously dissected motors, provided insight into the internal workings of these engines. Notably, transparent valve covers, exposed cams, and cut-out stator covers offered a tactile understanding. One particularly captivating example stood out to me: a vertically cut cylinder revealing a piston nestled at the nadir of its stroke. Additionally, an electric motorcycle motor was dissected to expose its internal data boards, exemplifying the thoroughness of the presentation.
Following this enlightening experience, we proceeded to the electric-assist and pedal bike servicing area, catering to an assortment of brands including Husqvarna, GasGas, Felt, and R Raymond. The staff exhibited notable enthusiasm in presenting the recently arrived MV Agusta Rush 1000, which had just been transported to the facility. Exquisite craftsmanship and aesthetic elegance were prominently showcased in this meticulously designed motorcycle adorned with a striking combination of red, black, and carbon fiber accents.
Our journey then led us to the motorsports building, which is dedicated to the factory race teams. As soon as you walk through the doors, the illustrious histories of KTM, Husqvarna, and GasGas are celebrated through an impressive display of trophies on the wall. As we navigated through the bustling workshop, conversations with factory race mechanics provided invaluable insights into the meticulous preparation of the on- and off-road motorcycles destined for competition. We proceeded through the suspension assembly area before reaching the engine workshop, where an array of over 100 engines awaited deployment for various racing events. Among these engines was one meticulously tuned for optimal performance at the high elevation of Pikes Peak, Colorado.
Prior to a sumptuous lunch, we were introduced to the dedicated women of KTM NA, whose integral roles within the organization underscored a commitment to diversity and inclusivity. After lunch, we got the opportunity to ride an assortment of MV Agustas.
Riding MV Agusta Motorcycles
The motorcycle assigned to me initially was the Dragster RR SCS America, a limited production model with only 300 units handcrafted in Italy. Several features immediately caught my attention. The transparent clutch cover, the distinct separation between the seat and subframe revealing the background, and the carbon fiber wheel cover with red, white, and blue accents all contributed to the motorcycle's unique aura. As a 5-foot-6 petite woman, I found the 33.3-inch seat height to be easily manageable, allowing both of my feet to firmly touch the ground. The riding position proved to be remarkably comfortable for a high-performance motorcycle, with the upright handlebars adding to the overall ergonomic appeal.
Related: MV Agusta Dragster RR SCS America | First Ride Review
Upon ignition, the 5.5-inch TFT display underwent a brief but thorough eight-second diagnostic check, ensuring optimal functionality of the battery voltage and other electronic components before permitting engine startup. As I rode, the bike's Smart Clutch System operation felt familiar to me, drawing parallels to the experience with the Rekluse clutch in my KTM 500EXC. The launch control functionality was particularly impressive, delivering rapid and seamless acceleration while keeping the front wheel down enough to prevent too much height.
As we navigated twisty roads, I encountered a subtle bump on an uphill corner, causing the front wheel to lift momentarily. The responsiveness of the motorcycle was such that I scarcely noticed the maneuver until the front wheel returned to the ground, reflecting the seamless handling characteristic of the Dragster America special edition.
I then transitioned to the Brutale 1000, which offered a similar riding experience as the Dragster, albeit without the SCS.
At the next stop, I switched to the F3, a visually striking red sport bike characterized by its aggressive seating position and edgy gas tank design. Equipped with a 3-cylinder 675cc engine and a built-in lap timer, the F3 exuded a sense of performance prowess.
Upon reaching a spacious open area, I had the opportunity to fully experience the performance of the F3, which exhibited a strong inclination for spirited acceleration. Despite its dynamic capabilities, prolonged riding on the F3 proved taxing on my hands and wrists, emphasizing the intensity of its performance-oriented design.
After riding several MV Agusta models, I was impressed by the diverse range of experiences afforded by the motorcycles, each offering a unique blend of performance, craftsmanship, and ergonomic comfort.
Uniting Women Riders
The day concluded with a visit to the esteemed Doffo winery, where a private dinner awaited us in the motorcycle room. Against the backdrop of fine wines and exquisite cuisine prepared by a talented female chef, we reflected on the significance of IWD. It was a fitting tribute to the countless contributions of women in motorcycling, a sentiment echoed by one of the owner’s daughters who explained her love for motorcycles and graciously extended her appreciation on this auspicious occasion.
As we departed, the camaraderie forged during our time together lingered, a testament to the bonds forged through shared passions and experiences. Indeed, this IWD celebration served as a poignant reminder of the strides made by women in traditionally male-dominated fields, inspiring us all to continue pushing boundaries and challenging stereotypes.
I am thankful to MV Agusta and Olivia Goheen for providing opportunities to connect, collaborate, and ride together, fostering a more inclusive motorcycle community. Here's to next year's International Women's Day with MV Agusta and the continued empowerment of female riders. Cheers!
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Source: MV Agusta International Women's Day Event
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