Moto Journo Kris

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Moto Journo Kris



I take a look at the MotoHUB Motorcycles, demo Honda GB350 and talk general ergonomics, rider fit and seat height for my sized rider at 180 cm and 75 kg, with some thoughts how that'll suit a wider range of riders.

As well as covering the various quirky features, inclusions and bits and bobs I've noticed about Honda's new classic machine.

Head into MotoHUB if you'd like to check the bike out or organise a test ride:
MotoHUB Motorcycles & Accessories
Unit 7/4 Victoria Ave, Castle Hill NSW 2154

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Here's on-board footage from the new Triumph Speed Triple 400, with in-camera audio from the GoPro Hero 12 and Media Mod. This is the sportier cafe racer style machine or roadster of the new two beginner centric Triumph 400s, with the sibling bike being the Scrambler 400 X.

Written reviews of both models will be up at

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I take MotoHub Motorcycles' GB350 demo machine out for the day to see how the new modern classic stacks up, in offering a fairly traditional option with a few quite modern touches.

The air-cooled engine is no powerhouse for does offer a refined package, complete with slipper clutch and traction control. Disc brakes do the job, well, and the fork and dual shock setup ensure a comfortable ride at 75 kg.

Styling and finish quality are a standout, alongside a very competitive price of just over $8K here in Australia (AUD), putting the new Honda in an ideal position to compete with Royal Enfield's 350s and of course older classic bikes which fill a similar segment - without the headaches of classic bike issues.

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I have a quick chat about the pros and cons of starting on a nakedbike, or roadster as they are sometimes called, as your first motorcycle, with these arguably being the most obvious choice, as the easiest to ride machines available, except perhaps cruisers.

As always though there's some advantages and disadvantages even with a nakedbike, from a slightly cheaper buy-in, easier servicing, lighter weight, upright ergonomics. That's countered by little-to-no wind protection, being harder to keep clean, and more...

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Is an adventure motorcycle a strong first choice for getting into riding, or are you jumping into the deep end? That'll depend on specifically what you choose, but there's a host of great beginner adventure motorcycles, here's the pros and cons....

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Is a sportsbike, or the 'supersport 300' class machinery a good starting point for new and beginner riders? Let's take a look, covering the pros and cons, and differences to a full supersport machine, which most certainly isn't recommended...

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Wondering about the GoPro subscription's paid 'no questions asked' camera replacement perk? Here's my experience recently using the service, with some definite frustration in accessing the support service channels, but an overly positive experience otherwise.

I'll cover a basic cost analysis, whether I think this feature and the subscription offer value, and what I've learnt going through the policy.

A couple of worthwhile notes, this does cost you, and that cost depends on the specific camera being replaced, tax was additional. You need to return your old camera, working or not, and they want the serial number to start the process.

I had to pay for return postage, however I was offered a free accessory that more than covered the cost. There's plenty of reports of people getting a newer generation camera. I had my GoPro 10 replaced and received a GoPro 10.

Why did I use the service? My GoPro 10 failed after two years of heavy use. So outside warranty, but still disappointing as I still have a Hero 8 that works and is much older.

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Does motorcycle seat height really matter, or more importantly does it matter to new riders with no riding or road experience? Let's answer that question and address some of the myths or generalities that can get you into trouble...

As riding skills increase the hazards and challenges of riding a taller and larger motorcycle certainly decrease, or even disappear in many cases, however for brand new riders with lots to learn and plenty of other challenges to face, picking a motorcycle they can barely touch the ground on is a foolish choice.

While many experienced riders recommend not worrying about this factor, often it seems to be forgotten that it took them months if not years to reach an area where that advice is applicable to them, forgetting the trials and tribulations of getting started, once they've passed that stage themselves.

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The Husqvarna Svartpilen 401 is levelling up in 2024, with a pretty big set of updates. Begging the question, should you be grabbing a deal on the outgoing model – arguably one of the best value beginner bikes around – or waiting for the shiny new 2024 with all the improvements…?

Also receiving basically the same updates will be the Vitpilen, or the more café racer inspired 401 offering, although at a glance it’s obvious something big has changed there. It’s still running the allow wheels and road tyres, but the clip-on style bars are gone, and it appears to be running the same handlebar setup as the Svartpilen.

The biggest ticket item is the new 399 cc single-cylinder, pumping out 45 hp. Despite the 401 model name, the Svartpilen has always run the KTM 390 single-cylinder, which was itself a 373 cc engine.

On the performance front there’s a somewhat underwhelming two horsepower or one kilowatt gain, keeping in mind ever tightening Euro 5+ emissions restrictions are probably partially to blame there. The gearbox is revised though and hopefully that makes neutral easier to find, with the Easy Shift system also seems to be standard fitment now.

Where we do see some quality of life changes linked to the engine is a massively expanded electronics package, starting with a nice TFT dash. We also see an IMU and cornering traction control and cornering ABS in a move that will boost safety and no doubt be appreciated by many riders. There’s even ride modes, which seem like overkill on a bike with 45 hp, but if you’re running RbW, which you are for traction control, you may as well add the ride modes too.

On the chassis front a few things seem to be relatively unchanged, we’re still seeing the 43 mm WP forks, and WP shock which has been moved to be offset and looks beefier. What has changed though is the frame, which is updated to take the new engine, and a new aluminium swingarm.

Brakes remain Bybre, with a four-pot front caliper, which is again a class leader, and ..

Let's talk how to pick your first motorcycle by type or class, whether that's a sportsbike, nakedbike or roadster, adventure or dual sport, covering a big swathe of the options.

There's advantages and disadvantages to each class of bike, although particularly looking at the 300-500 cc options, the differences tend to be smaller than in the full power options.

On the bright side that means there's fewer bad choices, but picking your first bike will still have an impact on your riding, learning to ride and navigate the road, and much more.

Here I look at options like the Ninja 400 sportsbike or 'supersport 300' which is being replaced by the Ninja 500, or other similar bikes like the RC 390, 450SR/450SS and R3. I also cover dual sports like my WR250R, the CRF300 Rally, DRZ400E and more. Adventure bikes like the 390 Adventure (ADV), Versys-X 300, and similar, or nakedbikes, like my Svartpilen 401, MT-03, Z400/Z500, 390 Duke and more...

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We’d heard the rumours and Triumph have now confirmed the Daytona 660 for early 2024, adding a mid-capacity sportsbike back into the range, with UK pricing confirmed at £8,595.

Fast forward to 2024 and the new Daytona 660 is a different beast, it’s not a supersport, it’s a sportsbike, more similar to what we see in the Ninja 650, R7, CBR650R and another new arrival the GSX-8R. That means no back breaking ergonomics, no 130 or so horsepower, and much more restrained specifications overall. With the 810 mm seat height certainly helping to make the bike more accessible. That’s 31.9 inches.

Australia will get the full power version with 95 horpsepower and 69 Nm of torque, care of a host of engine updates, including new crankshaft, new camshaft and cam profile, new cylinder head, pistons and pins, plus new valve gear. A restricted LAMS version is also on the books, boasting quite a bit more performance than the A2 version over in Europe.

A new exhaust is also run, and we’re promised a note to match. Brakes have also been upgraded over the Trident, with four-piston Triumph branded radial calipers run on the 310 mm dual front rotors.

Suspension is a Showa 41 mm fork, and it’s worth noting that’s a SFF-BP, or Separate Function Big Piston unit, with 110 mm of travel, alongside a Showa monoshock with preload adjustment and 130 mm of travel.

Like the Trident, the Daytona 660 offers a modern but basic loadout, three ride modes, Sport, Road Rain, linked to the ABS and traction control systems, with a TFT display and full LED lighting.

Images and footage courtesy of Triumph Motorcycles Australia.

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What's your best small capacity, beginner adventure motorcycle for 2024? Front-runners certainly seem like the existing KTM 390 Adventure, with newcomers including the Royal Enfield Himalayan 450, and CFMOTO 450MT.

All three models offer impressive load-outs in 2024, with the KTM looking the most proven machine, but not having to defend its title against the well endowed Royal Enfield and Himalayan.

Here's a run down looking at the main features of the three bikes and seeing which comes out on top for 2024.

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Looking for an all-in-one waterless cleaning solution for your motorcycle, look no further than the Unpass Orage All-In-One Cleaning & Polishing Wipes. Unpass Australia sent me out some to test and I've come away highly impressed.

Coming in a compact tube with 65-wipes, you'll get 15-20 bike cleans out of a tube, it's as simple as wiping all surfaces down them buffing each surface before it dries, with a microfibre cloth, which you can also get from Unpass Australia.

The Unpass Orage can replace your washing products, polishing agents, plastic spray and even a degreaser on the majority of surfaces, offering a simpler, easier and for me, faster, solution.

Head to the Unpass Australia website to order yourself some of the Unpass Orage All-In-One Wipes:

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There’s got to be some kind of ‘most improved award’ owing to Royal Enfield for the Himalayan in 2024.

Looking at the new model, we’ve seen Royal Enfield almost double the power output from the original, from a fairly meek but usable 24 hp to a new larger 451 cc Sherpa engine, liquid-cooled, and pumping out a much more impressive 40 hp and 40 Nm of torque, with the torque gains a little more moderate, up around 20 per cent.

This has been a bit of an Achilles heel for Royal Enfield, plenty of people love the smaller bikes, and they have a cult following, but they struggle to impress those who are a little more performance inclined.

There’s also EFI and ride-by-wire on this new version, with the ride-by-wire a first for Royal Enfield I think. Importantly there’s also a six-speed gearbox, replacing the old five, and nothing dates a motorcycle more than a five-speed.

That’s linked into ride modes, a four inch TFT display with phone connectivity, and full map navigation powered by Google, ensuring that the tech matches the new performance.

Are ride modes really necessary, I’d hazard a guess no, but I think this is a demonstration of what Royal Enfield are capable of more than anything.

Suspension is also upgraded with a set of Showa 43 mm USD forks, offering 200 mm of travel, keeping in mind it was previously 41 mm telescopic units. The rear shock travel also jumped up to 200 mm from 180, but there’s no mention of adjustability here. I’d assume preload at the rear.

I was pretty happy with the original suspension at 70 kg, but this seems like a move in the right direction, and probably necessary with the extra power.

The frame is a new steel twin-spar frame, replacing the half-duplex unit previously run.

Wheels are also tweaked with new aluminium alloy rims, retaining the spoked options naturally, and we see a 90 by 90 front on the 21 inch rim, plus 140/80 on that rear 17 incher. Royal Enfield tell us the rear is for better traction and confidence in all condit..

2024 looks like it’ll be another big year for Moto Guzzi, with the introduction of the new Stelvio adventure machine, based on the V100 Mandello, carrying forward a huge step up in technology and performance.

The engine is of course the liquid cooled, DOHC, 90-degree tranverse V-twin, hitting 1042 cc with a bore and stroke of 96 by 72 mm. We see features like a counter rotating shaft, eight crankcase attachment points to the frame, with crankcases sharing a structural function, footpegs connected to the crankcases too, and of course rotated cylinder heads compared to tradition Moto Guzzi machines. That of course allows for the current header and exhaust arrangement.

There’s two throttle-bodies too, with shorter and straighter ducts, a wet multiplate slipper clutch, and revised six-speed gearbox offering smoother shifts.

Power hits 115 ponies and 105 Nm of torque, of which, over 80 per cent is available from just 3500 rpm, and this is more of a revver than the older style Guzzis, the limiter set at 9500 rpm.

We also see a shaft drive run, and it’s been beefed up compared to the Mandello, for off-road use, but like the V100 doesn’t carry that very shaft-drive feel, which you’d normally only notice, coming from chain final drive bikes, onto a more traditional shaft drive.

The chassis has likewise been updated for adventuring, with four frame anchor points rather than the V100s two on the steel tube frame, improving rigidity, and we see a 1520 mm wheelbase, 45 mm longer than the road-going bike, with a steeper headstock angle too at 25.6 degrees.

A large 21 litre fuel tank is also run atop the frame, with the seat height bumped up to 830 mm, unsurprisingly. Wide ‘bars are also run, and that ride triangle does look suitable for standing on the bike, but unfortunately none of the images provided show that being done.

Keeping in mind we are seeing tubeless spoked rims on offer here, with a 19 inch front running a 120/70, and a 17 inch rear with a 170/60 tyre. That..

If you’re interested in tourers this one might be for you, with Suzuki revealing a new GSX-S1000GX for 2024, which they are positioning between the old GT version and the V-Strom 1050. Let’s take a quick look at what’s on offer. Starting with pricing, which will be $26K ride-away here in Australia. UK pricing in comparison is £14,499 ride-away, and starts at $18,499 in the US.

Plus we see Suzuki’s first ever implementation of electronic suspension, or the Suzuki Advanced Electronic Suspension SAES and Suzuki Road Adaptive Stabilisation or SRAS.

That’s Showa SFF-CA inverted forks, and a BFRC-lite link-type monoshock, with active damping control, between Soft, Medium and Hard, alongside a customisable user setting. Rear preload is also adjusted electronically, with four modes based on load. Essentially that boils down to Auto, rider, rider and luggage, and rider plus pillion. Preload on the forks in contrast is adjusted down near the brake caliper, on both sides.

The 999 cc four-cylinder remains, outputting 112 kW or about 150 ponies, at 11,000 rpm, and 109 Nm at 9250 rpm, although fuel consumption is a higher 6.2 litres per 100 km. There is a slipper clutch however.

On the electronics front we see the Suzuki Intelligent Ride system, with Power Modes, as well as Suzuki Traction Control, Lift Limiter and Roll Torque Control. Naturally there’s RbW, with bi-directional quickshift, smart cruise control, slope control, easy start and low rpm assist. All that’s viewed and controlled through a TFT display, as is the electronic suspension.

The chassis consists of a twin-spar aluminium frame, with trellis subframe, with the seat rails offering attachment points for optional side cases. The swingarm is also a beefy aluminium unit.

Wheels are six-spoke cast aluminium units, and I’m a little surprised to see 17 inch wheels both front and rear, as that’s not really in keeping with the cross-over theme, where you’d expect to see a 19 inch front for instance. Dunlop Sportma..

Honda’s CBR500R and CB500 are also both on the receiving end of some updates for 2024, like the NX500, previously known as the CB500X.

All models receive a new LED headlight and taillight, as well as a new five-inch TFT display, including the Honda RoadSync connectivity for turn-by-turn navigation for instance, as well as the usual expected smartphone functions.

Helping to make control of the dash and systems is a new left switchblock, with four-way toggle and backlight.

The 500 Hornet and CBR500R also benefit from tweaks to the PGM-FI fuelling, for low-rpm acceleration and general power delivery, like the NX500. More noteworthy perhaps, to some riders at least, is the addition of the Honda Selectable Torque Control system, or HSTC, essentially traction control by another name.

Both models naturally remain A2 compliant with power peaking at 35 kW and 43 Nm of torque, with fuel consumption of 3.5 L per 100 km, and sharing the 17.1 L fuel tank, which is pretty large by modern standards.

The Hornet weighs in at 188 kg, to the 191 kg of the CBR500R, which is unsurprising, those fairings add a bit of weight, with the sportsbike also receiving a restyle there to more closely resemble the bigger Fireblade. It’s an attractive, eye catching machine so it’s certainly succeeded there.

Both models also offer a low 785 mm seat height, ideal for shorter riders too, sharing a rake and trail of 25.5-degrees and 102 mm, as well as a wheelbase of 1410 mm, although the Hornet manages to offer an extra 15 mm of ground clearance, thanks to not running fairings.

Unchanged is the Showa 41 mm separate function big piston USD forks, or Prolink monshock with five-stage preload, although that’s a pretty decent loadout, despite lacking much in the way of adjustability.

Wheels are five-spoke cast aluminium, with these models already running the lighter rims the NX500 has only just adopted, and Nissin provide the dual four-pot radial calipers on 296 mm rotors, with a single-pot rear ca..

KTM’s 990 Duke has returned! Well evolved from the 890 anyway, as the Austrian brand seeks to squeeze a bit more performance out of their latest offering and celebrates 30 years of the Duke model. This engine is in fact a 947 c, pumping out 90.5 kW and 103 Nm, while the whole bike weighs in at 179 kg.

Compared to the 890 Duke GP, that’s 5.5 kW extra, with 11 extra newton-metres of torque, so a welcome jump. It’s a little bit of a different story if you compare the new 990 to the old 890 R though, where it only gains 1.5 kW and four Nm. Both bore and stroke grew there too, now 92.5 by 70.4 mm, compared to 90.7 by 68.8 previously on the 890.

This being a KTM, I’d guess that’s a dry weight figure too, as that seems to be what they generally quote, despite the old 890 Duke weighing 169 kg, because this new 990 Duke looks quite beefy in comparison to the fairly lithe 890.

On the chassis side of things we see a new trellis frame with increased torsional and side stiffness, alongside a closed lattice swingarm which actually reduces stiffness by 35% for better traction. The swingarm pivot is also moved to inside the frame, rather than being on the outside like previous models, with the pivot bolt replaced by forged parts.

Notably at the rear we also see a new aluminium diecast sub-frame, with integrated airbox and intake under the seat, taking inspiration from KTM’s trellis subframes, and minimising the parts in use.

A forged aluminium triple clamp is also used, with 32 mm offset, mated to an aluminium steering stem, with the ‘bars actually offering four positions of adjustment.

Suspension is a set of 43 mm WP Apex open-cartridge forks with 140 mm of travel, and compression and rebound are adjusted in separate fork legs, with five clicks of adjustment in each. At the rear we see a WP Apex Monotube shock, with lighter linear spring, offering both preload and rebound adjustment, with five clicks of the latter.

Wheels are the same as seen on the 1290 Super Duke R, but..

Big news out of CFMOTO if you’re a fan of little adventure bikes, with the 450MT launching for 2024, taking their popular 450 powerplant – as the name suggests – and plopping it in quite an impressive little adventure-tourer.

We’re actually seeing a bike that I would say ticks a heap of boxes of what people have been clamouring for in this segment, but also falls short in one significant area, where people generally turn their nose up. Let me know what you think is your most common disappointment with ADVs in the comments though.

So let’s take a very quick look.

That 449 cc parallel-twin is a 270-degree, and will offer a bit more character as a result, while pumping out 32.5 kW and 44 Nm of torque, with the torque figure perhaps the most important here. There’s dual balance shafts integrated for good throttle response and minimal vibrations, although we’re still seeing an old-school throttle, so no RbW or electronics here. The clutch is also a slipper-unit too, which is more the expectation now.

On the chassis side of things we see quite an impressive suspension load out, provided by KYB and included long travel USD forks with both rebound and compression damping adjustment. The shock is also fully adjustable, and it seems clear that CFMOTO have the 390 ADV clearly in their sights on this one. Travel is also a generous 200 mm which combined with 220 mm ground clearance is again very much in the ballpark of expectations.

J.Juan provide the brakes, with a four-piston front caliper on big 320 mm rotor, just the one though, alongside a 240 mm rear rotor with single-piston caliper, and there’s Bosch ABS, with switchable rear. For a road-going machine there’s probably an argument for two front disc brakes, but for an ADV like this the single makes a lot of sense.

Wheels are spoked units, a 21 inch front with 90 by 90 tyre, alongside a 140 by 70 tyre on that 18 inch rear, both clad in CST rubber. No word on whether these will be tubeless which means it’s pretty saf..

What’s this a new beginner-orientated Honda adventure motorcycle for 2024, the NX500… wait a minute that’s just the CB500X! Ok, so it’s not just a name change. We’re seeing some updates also helping the NX500 stand out and further refining what used to be the CB500X.

So let’s look at the updates. That 471 cc engine is mechanically unchanged, and produces 35 kW and 43 Nm of torque, with fuel consumption of 3.6L per 100 km. That’s not the end of the story there though, with new PGM-FI, or fuel injection settings which Honda tell us improve low rpm acceleration and power delivery overall. We also see the adoption of the Honda Selectable Torque Control system, which is a special way of saying traction control. There’s also a slipper clutch, but that’s not new.

There’s also a new five-inch TFT, that comes from the XL750 Transalp, with customisable display, and IOS/Android connectivity thanks to Honda RoadSync. For controlling that, there’s also a simplified switchblock with backlit four-way toggle on the left handlebar.

LED headlight and taillight are also both updated and new.

The chassis is mainly the same, although the 41 Showa Separate Function Big Piston USD forks and rear monoshock get some tweaks to the settings, specifically spring rates and damping settings, although there’s only preload adjustment at the rear, meaning they need to be a one-size fits all solution. Travel is on the shorter end of things for an adventure at 135 mm at each end.

The wheels do however boast a significant change, sheeding 1.5 kg between them, or 800 g front and 700 g rear, reducing unsprung weight, where it really matters. They remain a 19 front and 17 inch rear but are now five-spoke, instead of seven-spoke. Tyres are a 110/80 front and 160/60 rear for reference.

Nissin continue to provide the dual front brake system with 296 mm rotors and axial mount two-piston calipers. The rear runs a 240 mm rotor and single-pot caliper.

The NX500 now weighs in at 196 kg, with 180 mm of g..

Hey there riders, Honda have taken an interesting direction with their CBR650R and CB650R for 2024, with both models remaining, despite the introduction of the Hornet 750, and introducing their new Honda E-Clutch technology.

Essentially Honda describe this as a blend of quickshifters and DCT tech, removing the need to use the shifter to change gears, but more importantly no clutch is needed when stopping and starting, which is genuinely pretty cool.

On both the Honda 650s, riders can continue using the clutch normally, which deactivates the E-clutch system, at low speeds that’ll be for five seconds, at higher speeds apparently it’s just a second, which again seems well thought out and implemented.

Apparently the system uses a combination of half clutch, fuel injection cut and ignition control to ensure smooth shifts. Exactly how it handles take-offs and stops isn’t explained, but it sounds pretty good, considering you’re actually still doing all the shifting as a rider, contrary to what my scooter joke would suggest.

Images/footage courtesy of Honda Motorcycles.

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Exciting news from Kawasaki, with the announcement of a range of 500s, encompassing the Ninja 500, Z500 and technically an Eliminator 500, but I think some are going to be surprised if not outright disappointed, with what we’ve not seen included, over the outgoing 400s.

I’m still waiting for a Versys-X 400… and was somewhat surprised to see an Eliminator 500 mentioned, but as it turns out, these bikes are all just running the 451 cc engine we’ve already seen in the Eliminator announced previously. So the Eliminator 500, is the same as the Eliminator 450, or just Eliminator as it’s called here in Australia.

Also taking a look at the Kawasaki Australia website, I’m not sure if we’ll be getting the 500s in 2024, as the 2024 Ninja 400 is already listed for instance, so we’ll have to wait to hear on that one.

The announcement I’ve found isn’t in English either so I’ve had to rely on Google translate, and information is still a little limited, as far as the full tech run down and figures, but here’s what I can gather so far…

The 451 cc engine is as stated the Eliminator powerplant, and it’s main advantage is more torque, which is likely by design, as the 400 versions are all already hitting the A2 and LAMS limits in Europe and Australia respectively.

Not having RbW and ride-modes, it’s a good bet that Kawasaki wanted to keep these bikes in beginner friendly form as standard, and more torque is no doubt more welcome to most riders, rather than peak power when you’re bouncing off the limiter. Afterall, that’s what made the Ninja 400 and Z400 such a success.

Here in Australia, the new 451 cc parallel twin in the Eliminator is claimed to produce 45 PS at 9000 rpm and 42.6 Nm of torque at 6000. To put that in to perspective, the current Ninja 400 claims 48 PS and 37 Nm. It’s fair to guess they might tune the Ninja 500 and Z500 a little more aggressively on power of course… but we don’t currently know.

We also see a TFT display in some of the images provided, however t..

Suzuki have pulled the covers off their new sportsbike the GSX-8R at EICMA, marking the third model line to be produced off their new 800 twin-cylinder, which is also seen in the GSX-8S and of course the V-Strom 800.

So what’s on offer? Let’s take a quick look. The DOHC 776 cc parallel-twin goes without saying, with 270-degree firing order for character, electronic throttle-bodies, two-into-one exhaust for Euro5 and Suzuki’s clutch assist system.

Power is 61 kW and torque 78 Nm for reference there, with a quite impressive 4.2 L per 1000 km consumption figure.

Naturally with RbW we’re seeing a rider aid contingent too, including riding modes, traction control with three settings, a bi-direction quickshifter, and Suzuki easy start. Which is kind of basic by modern standards, but all you really need alongside the ABS, which we’ll get to when we reach the brake loadout.

There’s also a five-inch TFT, stacked LED headlight with LED position light, as part of the full LED lighting package, for tail and signals.

We’re seeing a price of $15k ride-away, or near enough as damnit here in Australia, from $9439 in the US, and at the moment it’s looking like around the £9,000 pound mark in the UK, although that’s not confirmed.

Showa meanwhile provide the suspension, Separate Function Fork – Big Piston, and a link type shock, with Suzuki promising smooth, controllable, agile and stable rides. Adjustability just seems to be preload at the rear which is very basic, even for a quite value driven mid-capacity sport. Of course Showa BPF are a pretty decent system, but the R7 for instance has fully adjustable forks, and adds rebound at the shock, and will be in the same price range.

Dual four-pot calipers on the front end are also mated to 310 mm rotors, for what should be generous stopping power. ABS is of course standard too, and the rear runs a 240 mm rotor with single-piston pin-slide caliper. Nissin provide the calipers.

The fuel tank meanwhile holds 14 L which while n..

Yamaha’s MT-09 is up for an update in 2024, hot on the heels of the XSR900 GP version that was recently announced, and while this is more of a tweak than a full update, there’s some good changes that are likely to be well received. So let’s take a look at the 2024 MT-09, and I’ll also do a quick overview of the MT-09 SP at the end.

Images and footage courtesy of Yamaha Motor Australia.

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So Ducati’s new single-cylinder engine has broken cover in the new 2024 Hypermotard 698 Mono, and there’s been a lot of excitement about this new machine, so let’s take a look, with a very quick run-down for those who don’t need every miniscule detail.

Highlights include an impressive performance to weight ratio, 77.5 hp or 57 kW at 9750 rpm, Brembo brakes, fully adjustable suspension, 160 kg fuelled weight, and an extensive electronic package including Slide-by-Brake.

Imagery courtesy of Ducati.

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Created 2 years, 7 months ago.

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Category Auto & Vehicles