MotoJournoKris

Quick sound test of the Competition Werkes Chamber Delete on a Svartpilen 401 with the standard exhaust still in use. There's some idle audio, as well as revving the bike out, and some dirt trail audio from onboard to give an idea of the exhaust note now.

The Competition Werkes is a mid-way point between stock and a slip-on muffler and offers a great value option, but won't upset anyone as far as the amount of noise. If you like LOUD, you probably will want to go further than just a chamber delete, but if you just want a little more presence and to stop your 401 from sounding like a lawnmower, you'll probably appreciate this modification.

Install is fairly easy apart from the chamber mounting bar, which can be difficult to remove.

I ordered mine from the Competition Werkes Australia store online:
https://competitionwerkes.com.au/products/2020-2021-husqvarna-svartpilen-401-chamber-delete-by-competition-werkes

It's also available for those in the US from Competition Werkes:
https://www.competitionwerkes.com/products/husqvarna-vitpilen-svartpilen-401-chamber-delete-2020-2021

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#shorts #kawasaki #kawasakininja #ninjazx4r

Kawasaki's Ninja ZX-4R and ZX-4RR will arrive in 2023, with US pricing sitting at $6,699 plus delivery, and offering a four-cylinder, 399 cc 80 horsepower machine that revs to 15,000 rpm.

We also see the use of a TFT display, Showa forks, Showa fully adjustable shock on the RR version only, slipper clutch, trellis steel frame, dual four-piston calipers on 290 mm rotors on the front, and both ride modes and traction control.

A full supersport the Ninja ZX-4R and ZX-4RR could take it to bikes like the RS 660, despite the capacity advantage of the Aprilia, as well as the Yamaha R7 and Honda CBR650R.

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Huge news out of Kawasaki today with the announcement of the 2023 Ninja ZX-4R and ZX-4RR. What’s that, just another Ninja 400 you say? Nope this is a proper four-cylinder racer rep that’s unlikely to be the choice of beginner riders. That might just because it’s likely to cost double a Ninja 400, but it’ll also be pumping out an impressive 80 hp.

The new ZX-4R/RR offers enough performance that I’d say it could be considered a competitor to the Aprilia RS 660 I already mentioned, alongside the Honda CBR650R and the Yamaha YZF-R7.

So here’s the run down on what’s on offer.

A liquid-cooled DOHC four-stroke 399 cc inline four-cylinder, with 57 by 39.16 mm bore and stroke that revs past 15,000 rpm. The 16-valve engine runs an ECU based off that seen in the Z H2, with electronic throttle valves, 35 mm throttle bores and sand cast intake port interiors, while the exists are machined in two stages. Forged camshafts help reduce weight and facilitate high rpm performance.

A four-into-one exhaust is also run, and we can expect it to be pretty bottled up. I’m not seeing anything about Euro5, in my release either, but it is the Australian version, and with the bike due in Europe too, that’s kind of a given. Power is claimed at 77 hp or 57 kW, which bumps up to 80 hp or 59 kW with ram air.

On the chassis side of things we’re seeing a set of Showa Separate Function Big Piston Forks, but only the RR gets preload adjusters on the fork caps, with both versions running 37 mm USD forks. I kinda would of expected fully adjustable forks, but maybe that’s an unfair expectation. We’ll see when the price lands.

The shock is a horizontal back link solution running a gas-charged shock and preload adjustment. I don’t see a brand mentioned here, but the ZX-4RR runs a Showa BFRC Lite shock, with rebound, preload and compression adjustment by way of comparison. I guess given the choice I’d rather the adjustability at the rear of the bike too, as that’s what I’m normally complaining abou..

KTM have finally given the 390 Adventure spoked wheels in 2023, as an option alongside the cast wheels.

Is that going to transform the bike? Probably not, although it may offer a lot more piece of mind to those who really prefer spoked wheels, and won’t buy this style of bike without them, which is fair. But the cast wheels were updated in 2022 to be much stronger too alongside a number of other tweaks, and you’ll now have a choice between the spoked or cast wheel options. It is notable that the spoked wheels are running tubes too, and of course this is the same 19/17 inch wheel combo we saw last year.

Overall I think this is a great change, pending how much the 2023 models are going to cost, which isn’t announced here in Australia, but the bikes are expected in May, and the spoked wheel version will come in a Black/Orange colourway, while the cast wheel version will be Blue/Orange, like we saw available in 2022.

There’s no other changes mentioned by KTM, so the already impressive 2022 package is carried over, which apart from the upgraded cast wheels, also went Euro5 and lowered the seat height to 830 mm, with tweaks to the traction control system.

That leaves the KTM 390 Adventure as still quite a well rounded motorcycle overall, whether for new riders looking for an ADV, or more experienced riders who just like a smaller capacity or lighter machine. The trade-off of being well-rounded is no other changes to the off-road emphasis, so the 390 Adventure won’t be replacing a 500 EXC in anyone’s garage anytime soon.

The 373 cc single-cylinder engine remains at the top of the class with 44 hp and 37 Nm of torque, a PASC slipper clutch, and traction control, even if that performance is dulled down a little compared to the Duke and RC, with a slightly more laid back character.

The adjustable WP Apex suspension again is class leading, both for the level of adjustment, but also for being long travel, 170 front, 177 mm rear, alongside 200 mm of ground clearance.

B..

I wanted to go over what to consider if you think the new Royal Enfield Hunter 350 may be the motorcycle for you, particularly as a new or beginner rider looking for their first machine.

The Hunter 350 joins the Classic 350 and the Meteor 350 in the Royal Enfield range and is also coincidentally also the most affordable of the options. The Himalayan and Scram ran a slightly larger capacity engine by comparison for a modest performance, with each bike offering something a little different. Both these families of bikes are not focusing on power though.

The Hunter 350 is a new roadster, a road-orientated commuter essentially, with 17 inch wheels, a taller seat height, updated frame, wider tyres and revised gearing for a bit more punch, while fifth or top gear is an overdrive.

That saves a little weight, changes where the torque is noticeable, while giving the bike a bit of a different handling characteristic and seating position.

As a new rider, you’re most likely to notice the styling differences, or the look of the bike. If you want something a little more old-school cruiser styled go the Classic 350, if you want a more modernised cruiser along the same vein, the Meteor 350.

A nakedbike is kind of the middle-point in bike styles or types, not as sporty as a racer or faired sportsbike, not quite as relaxed as a cruiser.

If you’re not really sure what you want, this isn’t a bad place to start, although if you’re picking between the 350s as a new rider, sit on them all and figure out which one feels right and of course looks good to you.

So to line up the pros and cons.

The Hunter 350 is competitively priced for a neo-retro, both stylish and well finished, while suspension and brakes are solid. You get a more authentic old-school feel without the downsides of an old bike.

Comfort and ergos should work for the majority of riders. Performance for urban conditions is again solid, while new riders should have an easy time.

The cons…

Lighting isn’t full LED, ..

I take a look at the Tarmac Raptor mirrors which offer an aggressively styled, more affordable mirror option here in Australia, with the benefit of being sold at some local vendors like MCAS here in Sydney.

That means you can check them out in person and buying them on the day. No looking at online listings, wondering if they'll turn up looking like they cost 10c to make, or waiting months for arrival. Check them out in store, pick up a set, pay and go home and fit them.

I think there's room for improvement with this option, in that vibrations could be reduced, although a single-cylinder is probably going to be one of the worst applications in this regard. However for the price, no regrets, I've had a few comments that they look great, and they do the job.

The Svartpilen 401 does have one mirror mount running reverse thread for reference. Also on my Svartpilen 401 there's threaded inserts in the 'bar ends which make many bar end mirrors which come with an expanding mounting grommet hard to fit.

If you're in Australia you can check them out at:
https://www.mcas.com.au

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The Competition Werkes Chamber Delete replaces the enormous collector that normally sits inside the swingarm and by the shock on the Svartpilen 401, reducing weight, increasing the volume and timbre of the exhaust note and offering a more affordable option than a slip-on muffler.

Installation is more difficult than a slip-on, just because the support rod holding the standard chamber is hard to budge, and needs to be reused for this exhaust, but that's the biggest hurdle for fitting this mod.

A basic socket set, set of wrenches and hex heads are all you need. My Svartpilen 401 is a 2021 model, however as far as I know they are unchanged.

Here's also some audio of the bike running at idle and revved. Stay tuned for some riding audio.

I ordered mine from the Competition Werkes Australia store online:
https://competitionwerkes.com.au/products/2020-2021-husqvarna-svartpilen-401-chamber-delete-by-competition-werkes

It's also available for those in the US from Competition Werkes:
https://www.competitionwerkes.com/products/husqvarna-vitpilen-svartpilen-401-chamber-delete-2020-2021

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Never great when you drop your motorcycle, but I dropped my Svartpilen 401 - luckily after fitting Oggy Knobbs (crash protection). Here's a run down on the damage, how the Oggy Knobbs (crash posts) held up, what I did wrong and overall thoughts.

If you're a new rider a highly recommend investing in good quality crash protection from a well known brand. The KTM Duke Oggy Knobbs do fit the Svartpilen 401 2021, so check out my other video if you're looking for options.

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One of the last, if not arguably the last proper small capacity dual-sport adventure machines is receiving a tiny update in 2023, as Honda’s CRF300L will be arriving in a new Swift Grey and Orange colour scheme, in a more downstated approach than the traditional Extreme Red.

The one other change we’re seeing on the CRF300L is the inclusion of standard knuckle guards, mirroring the CRF300 Rally loadout, but still a single mounting point hand guard that’s only going to provide wind and weather protection, where most serious riders will probably replace them with a two-point wrap-around guard, for more hand and lever protection.

The CRF300L was announced in 2020 for 2021, replacing the previous CRF250L, with a new larger engine that bumped performance thanks to a longer stroke, with torque up 18 per cent and the power to weight ratio increasing by 13% - partially thanks to 4kg in weight savings. A slipper clutch added to the sporty nature and six-speed gearbox means the CRF300L could offer a better set of ratios, with first to fifth shorter, while sixth is specifically designed for highway cruising – the natural enemy of the light small capacity dual sport, at least with comfort.

A new frame was implemented then, with more ground clearance, longer travel suspension, revised geometry and new LCD dash, all of which continues into 2023 unchanged.

The CRF300L runs a 7.8L fuel tank with a 880 mm seat height, and compared to the 250 it replaced moved the bars closer to the rider and lowered the pegs, also moving them back.

By comparison the Rally knocked the seat down 10 mm to 885 mm, and offers a larger 12.8L fuel capacity for much better range for adventure riding, with internal handlebar weights, rubber topped footpegs, and flexible LED indicators, for better damage resistance.

Delving a bit deeper into the loadout, there’s 43 mm Showa inverted forks, with 260 mm of stroke, while Pro-Link rear suspension is a monoshock with single-tube and 260 mm of travel. Common..

I look at Kawasaki's KLX250SM, the SuMo or Super Moto which offers a very entry level option, with great accessibility, restrained power and a pretty low seat height for this style of bike.

At 180 cm and with a 32 inch inseam the bike was a great fit, light, low and ultra manageable, as an experienced rider, but that should mean an inviting package for new riders too.

Watch the video for the run down:

Big thanks to MotoHUB in Castle Hill, Sydney for lending me their demo bike for the day. You can head in and check out the bike:
MotoHUB Motorcycles & Accessories
https://www.motohub.com.au/
Unit 7/4 Victoria Ave, Castle Hill NSW 2154

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The Royal Enfield Super Meteor looks the business, with an air-cooled engine, wide but teardrop shaped tank, single headlight, dual exhausts and a finish quality which in the images provided looks a step above the 650 nakedbikes when I last tested them.

That 648 cc parallel twin should produce just under 50 horsepower and just over 50-newton metres of torque, with the vast majority of that torque available nice and low in the rev range. Sure it won’t have quite the same character as a V-twin, but we’re told Royal Enfield have modified the gearing and mapping to suit the cruiser.

We see a 19 inch front wheel and 16 inch rear, both alloy rather than spoked wheels, and there’s a single disc brake front and rear, with ABS to make an appearance, as it’s required in many markets these days. America is likely to be the exception there, if anyone gets a variant without the ABS.

Rotors are a 320 mm front and 300 mm rear, both running a dual-piston caliper, in what is likely to be a more relaxed, fairly cruiser themed brake setup. Tyre sizes are also confirmed as 100/90 front and a 150/80 rear.

241 kg is the weight figure I could find, and comparison points would be that Vulcan S (the 650) at 226 kg wet, and say the XVS650 at 233 kg if we consider a more traditional 650 cruiser.

Seat height is also a relatively manageable 740 mm, which suggests a roomier seating position between seat and forward controls, if with a slightly longer reach to the ground. That’s short for a nakedbike, but probably a bit on the tall side in the cruiser segment where around the 700 mm mark is quite common.

Being a cruiser weight should be balanced nice and low, largely offsetting being a heftier machine, although for new riders getting feet down securely in the early stages is always a big confidence boost.

A 15.7 litre fuel tank should offer decent range too, and while not huge is better than some of the tiny fuel tanks fitted to cruisers.

There’s also some standouts, like Royal Enfiel..

I take a look at the ergonomics of the Suzuki GSX-R1000R and rider fit, with the bike a pure sportsbike that makes no compromises. That's what you're looking at however, with Suzuki's top-spec track machine.

In this instance, the suspension was also set up too sportily for my weight for a great experience on the road, with harsh suspension particularly at the rear impacting the ride in various ways. That's a solvable issue through adjustment or possibly having the suspension tweaked to match your weight.

Drop into MotoHUB to check out the Suzuki (Kawasaki, KTM and Husqvarna) range:
MotoHUB Motorcycles & Accessories
https://www.motohub.com.au/
Unit 7/4 Victoria Ave, Castle Hill NSW 2154

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I take a look at Kawasaki's beginner Supermoto, the KLX230SM in this review, which very much targets the new and beginner rider segment, which may upset those after more performance and hooligan-ry...

Based on the KLX250S, this is the road supermoto version with 17 inch wheels, beefed up front suspension and brakes, plenty of ground clearance, and a decent seat height for this style of machine.

Watch on for the full run down...

Big thanks to MotoHUB in Castle Hill, Sydney for lending me their demo bike for the day. You can head in and check out the bike:
MotoHUB Motorcycles & Accessories
https://www.motohub.com.au/
Unit 7/4 Victoria Ave, Castle Hill NSW 2154

If you like my videos you can support the channel on Patreon:
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I check to see whether a set of KTM 390 Duke Oggy Knobbs (2017-) fit on the Svartpilen 401 (2021), and find they are a perfect fit, with a run down on how to do fitment yourself.

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Honda have announced two new colour options for the CB650R in 2023, so I thought I’d cover those and take a look at the CB650R, versus the new Hornet 750, as I think there’s some overlap, which leaves me asking… which is better, and do we really need both?

Anyway those new CB650R colours are a Matt Gunpowder Black Metallic, and Matt Dim Gray Metallic, joining the Candy Chromosphere Red and Mat Jeans Blue Metallic. So at least someone had some fun naming those colours!

With that paint confined to just the tank, this news probably isn’t earth shattering for anyone, unless they really like the totally blacked out streetfighter look, which the Gunpowder now offers, and I will say looks pretty good with a host of the accessories fitted.

But onto the comparison… let’s throw some shade.

Now for most parts of the world, these bikes sit on even footing in so far as being in a very similar class, with the CB650R being a more premium neo-retro that also runs a four-cylinder, while the Hornet 750 adopts a 750 parallel twin – 270 degree sure – but hardly a traditional Hornet powerplant and seems a more bargain orientated choice.

Does that make the Hornet the Camry of the motorcycling world? I’m not sure, but it’s just my take that the Hornet doesn’t stack up that well in this comparison in the styling department, although the bike is miles better in black.

Now first up, engines, the CB650R runs the 649 cc in-line four-cylinder with very attractively displayed headers, a slightly higher compression ratio of 11.6:1 and boasting 70 kW at 12,000 rpm, with 63 newton-metres of torque at 9500 rpm. So fairly peaky for max power, but being a four that’s part and parcel.

The Hornet runs a 755 cc OHC 270 degree crank parallel twin, at 11:1 compression, so the more affordable engine to produce, and probably service being fair, but also a layout that is frequently criticised for being boring.

I’d say the 270 crank offsets that, being the best of the parallel twins, but I’d probably..

I thought I’d do a run down on the new Honda Transalp XL750 adventure motorcycle, after covering the new V-Strom 800DE the other day. Needless to say if you’ve been hanging out for the Africa Twin 750, this is it, and 2023 will be a good year for the mid-capacity adventure machines.

This isn’t the first appearance of this particular powerplant either, it was first revealed in the Hornet, as a Unicam, 270-degree crank parallel twin.

755 cc of course, producing 67.5 kW or 90 horsepower and 75 Nm of torque, which isn’t bad when you consider that the full 1100 Africa Twin only produced 100 ponies, even if there’s an additional 30 Nm of torque.

Electronics are also strong, starting with throttle-by-wire, or ride-by-wire, that branches into five ride modes, engine power modes, adjustable engine braking, Honda Selectable Torque Control and integrated Wheelie Control.

On the chassis side of things we’ll start with the 850 mm seat height, which can apparently be lowered to 820 mm with the low seat, where the standard height seat looks like it’ll probably offer easy grip with your knees while standing up on the bike.

‘Bars are also tall and wide, swept back to the rider, and the pictures provided show a roomy standing stance, with easy reach to the bars, while sitting likewise has a little angle down to the bars for what appears to be an average size rider, but a more active than relaxed seating position, between seat and ‘pegs. This will all vary rider to rider of course.

A steel diamond frame is run weighing 18.3 kg, which Honda says is 10% lighter than that on the CB500X, which isn’t exactly a light machine… however the other point they mention – strength is probably the more important one. The integrated heavy duty subframe is also steel but mainly hidden away under the bodywork. The swingarm is apparently from the same castings at the CRF1100L but in an aluminium exclusive to the Transalp.

Honda also boast premium suspension, with 43 mm Separate Function Showa f..

I thought I’d do a run down on the new Suzuki V-Strom 800DE, a bit of a harder nosed option that lands between the 650 and 1000 with a strong set of inclusions that could up the competition in that mid-capacity ADV segment.

Pricing was listed as $18,590 Ride Away on the Suzuki Motorcycles Australia website, but that’s since been changed to TBA, by way of comparison the V-Strom 650XT is currently $15k here ride-away, while the 2023 V-Strom 1000s are $23k and $24.7k respectively for the base and DE models.

Suzuki are pretty renowned for offering great value machines too, so I’m hoping that continues with the V-Strom 800, but in comparison to the GSX-8S which has also just been launched, the V-Strom actually carries a few more premium features.

Images & Footage Courtesy of Suzuki Motorcycles/Lulop

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Suzuki have just revealed the updated GSX-S750, but someone’s stole half the cylinders… Oh wait sorry this is the new GSX-8S unveiled at EICMA, and arguably the styling standout of the new 2023 models we’ve seen so far.

All-new is the 776 cc DOHC parallel twin, which to its credit is a 270 degree crank, so king of the parallel twins when it comes to character.

Power is 61 kW at 8500 rpm, with torque – probably the more important figure – peaking at 79 Nm and 6800 rpm. By comparison the GSX-S750 offered an additional 13 kW, but about 4.5 less torqueses – that’s the technical term - with the need to rev the bike harder to get at it. Engine preference will play a part here of course, but a four sounds better, especially at song.

Taking a look at the dyno chart provided, the 8S builds power pretty steadily, however torque ramps up before quite a visible lower mid-range dip, recovering for a late mid-range peak, and then just slowly falling off for the latter half of the rev range.

That’ll probably mean a more thrilling punch of torque low in the mid-range and a very manageable and predictable top-end.

A Suzuki Cross Balancer is apparently new in production motorcycles, so it’ll be interesting to see if there’s a notable difference between this engine and say the MT-07 or 890 Duke as far as character.

Ride-by-Wire is run, with dual 42 mm throttle bodies and high-pressure fuel injectors for efficiency, while the airbox is situated under the rider’s seat

A two into one exhaust meets at a sizeable collector with a tiny muffler exiting near the rear rim, as it’s unlikely much sound dampening is required after two cats and that collector. It’s a win for weight centralisation however. Hopefully it’s not a one-piece exhaust…

The Suzuki Clutch Assist System is also run, in other words a slip and assist clutch, as well as Low RPM Assist, the latter making the bike harder to stall.

Suzuki Easy Start is also featured, alongside Ride Modes and Traction Control, with the t..

Let’s talk Honda’s new CL500 Scrambler for 2023, built on the Honda 500 parallel-twin platform, with some obvious shared DNA with the CMX500 Rebel. However this bike is taller, runs a dual-purpose clad 19-17 inch wheel combo and the telltale tall scrambler exhaust that suggests that river crossing isn’t such a bad idea after all.

Add fork gaiters, tall bars, an inviting 790 mm seat height and the CL500 seems like an accessible option for most riders, in a package that’s slightly different to the CB500, CBR500R, CB500X and Rebel.

So let’s run through the specs, a parallel twin engine producing 34.3 kW to stay under the A2 restrictions in Europe, or 46 ponies, alongside 43.4 Nm of torque. Naturally it’s a six-speed, with slip and assist clutch. This is a modern bike afterall and I’ve always found the Honda 500s fun to ride and capable of delivering the thrills in a no fuss manner that’s ideal for new riders and will keep experienced riders who don’t demand heaps of performance happy.

The tubular frame is matched to 41 mm forks and preload adjustable rear shocks, so nothing earth shattering there, with it up to Honda to produce a setup that’ll work in varied conditions, for various weight riders. Whether the dual shocks perform better than the more common monoshocks we see now will be interesting to see, but meets the scrambler theme.

A single 310 mm front rotor gets a dual-piston caliper, and is linked to that 240 mm rear rotor and single-piston caliper combo, with ABS providing further backup. Not ground breaking but it can be argued that enough brake is probably better than too much on anything likely to be ridden off the tarmac by new riders.

That dual-purpose rubber is a set of Dunlop Mixtours, run as a 110/80 front on the 19 inch rim, and a 150/70 rear on the 17 inch. Notably Honda have retained the alloy wheels, aligning with a fairly light expectation of off-roading more suited to simple trails.

Not that that’s a bad thing, much of the appeal is just be..

Ducati have announced updates to their Scrambler 800s for 2023, with a three-model line-up, that’s moving to RbW, or Ride-by-Wire, which has allowed for the addition of ride modes and traction control, while still keeping these features kind of simple. That’s just two riding modes with a wet mode offering increase intervention in slippery conditions.

A new 4.3 inch TFT is also added, further modernising the Scrambler 800s, and it’s hard to argue this won’t be a win for most riders, unless they really really like the old school clocks, although that’s not unheard of.

Other notable changes include the move to a new clutch, running an eight-disc affair which offers a lighter lever pull. That also compacts down the engine on the clutch side, offering more foot room, although honestly, I can’t say I ever noticed that limitation on a Scrambler 800.

2.5 kg has actually been shaved off the engine in total, with the adoption of new engine cases for the clutch and alternator covers, as well as the belt covers, with the Scrambler X logo featured on the first two.

The chassis has likewise been updated, feeding into the 4 kg weight saving in total, with the trellis frame becoming a two-piece affair, with bolt-on subframe – which I’d have thought would increase weight, but which Ducati say has seen it decrease – alongside a new swingarm that repositions the shock towards the centre of the bike and does seem to keep it well clear of the exhaust and collector.

Other new features include the tank design, as well as the headlight, now a full LED unit with DRL and more prominent X logo, to match those cases. I’ve got to admit that’s a marked improvement in my mind. That joins the LED taillight and indicators for full LED lighting all round.

Images courtesy of Ducati Motorcycles.

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Yamaha are taking their R125 to the next level in 2023 with a host of updates, while only a little 125 cc machine, designed in part to cover the needs of A1 riders in Europe, this little ripper actually offers an impressive set of specs and technology that punch well above much of the 125 cc class.

Instantly noticeable with the new model is a styling revamp which brings the R125 closer to the latest R7, for a bigger bike look and feel, with bi-function LED headlight where the air intake used to sit, while DRLs add to the premium look. Personally I think it’s a big upgrade over the 2022 look.

Now the 124.7 cc powerplant is carried across to the latest edition, producing just shy of 15 horsepower and 12.4 newton metres of torque, with the Yamaha VVA or Variable Valve Actuation system, which ensures wider, more optimal performance.

That’s not crazy power but for new riders, revving out a little machine is likely to be more forgiving, and more rewarding, than holding back on something larger.

Also standard is an assist and slipper clutch for a sporty riding, but the premium features don’t end there, with 41 mm KYB up-side down forks, lightweight aluminium swingarm, and monoshock.

Add a generous 292 mm floating front rotor with radial mount caliper, and 220 mm rear rotor, dual channel ABS, Deltabox frame, 100/80 and 140/70 17 inch tyres and wheels, with Michelin Pilot Streets as standard and you’ve got a very cool little offering.

Additions for 2023 aim to make that even more impressive however, with an R1 inspired 5 inch TFT display, with programmable shift light and rpm range, as well as smartphone connectivity.

That’s all managed by the Yamaha MyRide app, which mirrors calls and texts to the TFT, as well as offering a heap of insight into bike parameters, as well as rolling out the new feature which emails bike technical issues, or error codes to your Yamaha dealer or a designated contact.

Also quite cool is the ability to switch the TFT dash between your re..

I fit the grab rail to my Husqvarna Svartpilen 401, offering something to hold onto when moving the bike, a grab point for a pillion and a small backstop for a pillion.

While not quite as clean as the seat alone, I still think it looks good and works with the overall look of the bike, which is still somewhat rugged.

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2023 has seen the KTM RC 3C racer evolve, with twice as many to be built, and pricing roughly $60k here in Australia, $40k in the US and £31k in the UK, with exact pricing listed at the end of the video.

In short that’s upgrades to the engine to boost performance, expanded electronics and further weight savings, which leave the 2023 RC 8C boasting 135 horsepower and weighing just 142 kg, although that is a dry figure.

That’s an increase in seven horsepower, although my notes from 2022 suggest that previous model was 140 kg dry in comparison. While power is also up, torque is slightly down to 98 Nm, and while on a street bike torque is likely the bigger figure to note, on a track machine peak power plays a larger role, as you can actually take advantage of it.

As far as the updates, in the engine department we’ve seeing new lighter titanium valves and conrods, with two piston rings run, higher compression and a bigger throttle body to flow more fuel.

Clutch preload is increased, the top balancer removed and the crankcase balancer shaft has also been adjusted, with an eye on durability, while a Pankl oil cooler is also run to keep things cool.

KTM also reckon they’re running a new titanium Akrapovic exhaust system, but I can’t spot any obvious differences to the outgoing version with a cursory look.

The chassis side of things is trick and mirrors what we saw last year, with that Chromoly steel tubular or trellis frame with adjustable steering head and CNC machined triples, mated to a set of WP Apex Pro 7543 forks, Apex Pro 7746 shock and joined by a Apex Pro 7117 steering damper, which apparently is the same unit run by WP supported racing teams.

What has changed for 2023 is the suspension configuration, with the setup now softer according to KTM, for better comfort and contact, where we can only assume the previous model was a bit punishing in comparison.

Top end Stylema four-pot calipers fitted and mated to 290 mm floating rotors, while a RCS19 Corsa Costa..

Triumph have just taken the covers off their updated Street Triple range for 2023, which most eye catchingly includes a new very special Moto2 Edition, alongside the R and RS.

Notably they all get a face-lift with updated styling, which to me delivers the best looking Street Triples yet, but I may be a little biased.

So first up let’s cover the 2023 Street Triple Moto2 exclusives, with the bike coming in a Triumph Racing Yellow or Crystal White colour scheme with carbon-fibre bodywork and Moto2 branding. That covers the front guard, headlight surround, side panels and belly-pan.

Granted it’s a lot harder to do the Moto2 livery on a nakedbike than something fully faired like a Daytona, but it still looks the business. I’m not so sure about their colour choices for the sub-frame, as I always liked the red for the top-spec models.

Aligning with that Moto2 theme this version of the bike also receives a set of clip-on handlebars, which will offer a much more aggressive seating position as a result, which blurs the line between nakedbike and sportsbike somewhat.

The other big ticket item is the inclusion of a set of Ohlins forks, to join the Ohlins STX40 shock that’s standard on the RS. Those will be a set of NIX30 forks, mirroring what we saw on the earlier Daytona Moto2, and in fact, on the much earlier Daytona 675R. Having owned the latter, I think we’re in for a treat with this suspension setup on the Moto2.

The RS has to make do with Showa BPF fully adjustable forks in comparison, where the R just gets Separate Function Showa BPF forks.

Naturally the Ohlins forks are full adjustable – although all Street Triples run fully adjustable suspension in 2023. There’ll also be a special Moto2 graphic on the start up screen too, while Triumph tell us there will be 765 of each Moto2 scheme, which I assume means colour, so 1530 available in total. Considering they’ve sold 125,000 Street Triples since their introduction in 2007, it’s safe to say there’s strong demand.

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Created 1 year, 7 months ago.

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Category Auto & Vehicles