Motorsports Racing News & Blog Articles

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So much for 2022. It was a year that restored some normalcy to the MotoGP calendar after two years of Covid-related disruption. It was the year of The Comeback, Pecco Bagnaia’s resurrection from the ashes of spring. It was the year Aprilia stepped up to credibility and Suzuki retreated to incredibility. It was the year Marc Marquez convinced a lot of people his winning ways with Honda were behind him. It was the year Andrea Dovizioso left the fray and David Muñoz entered.

Valencia in a Nutshell

Today’s Moto3 championship was over before it started. Meet Izan Guevara, 2022 Moto3 champion and Alien-in-Waiting, on his way to Moto2 on Wednesday. Guevara, teammate Sergio Garcia and the rugged Dennis Foggia have been promoted to Moto2 beginning this week, making it even more daunting, joining names like Acosta, Oncu, Ogura and Lopez in the fast lane starting next year.

The Moto2 title was decided on Lap 8 today when Ai Ogura completed a late season gagfest by crashing out after having crashed at Sepang two weeks earlier. Meet Augusto Fernandez, 2022 Moto2 champion and premier class arriviste, alongside Pol Espargaro. He had the easiest day of any of the champions on Sunday.

The apex of motorcycle announcement season is here! EICMA, the world’s largest motorcycle show, happens this week in Milan, Italy! While most of the excitement will take place on Tuesday, November 8th, the show itself goes on from the 8th-13th, with the public being allowed in the facility for the last days. Every year the Italian Trade Agency invites editors and distributors from around the world to attend the show so, for 2022, Ryan Adams will be reporting live from the Fiera Milano exhibition grounds, giving Motorcycle.com access to information and photos that sites dependent on press releases can only dream of.

The show’s list of manufacturers is still thinner than in the pre-COVID era, with some notable European manufacturers still not attending. Instead, they’ve been trickling out their announcements over a period of weeks. (We’re looking at you BMW, Ducati, and KTM.) Whether the show climbs back to its previous size in future years remains to be seen.

Still, the MO offices are filled with excitement over the known and rumored unveilings this week. Not all of the European manufacturers backed out, though. The Piaggio Group with Aprilia, Moto Guzzi, and Vespa should have exciting news. Energica will be on hand. Bimota will be representing both Italy and Kawasaki. Additionally, we’re happy that the four big Japanese manufacturers will be in attendance. We have no less than nine models that we suspect could come from Honda, Kawasaki, and Suzuki during the show. And let’s not forget the potential of the Royal Enfield 650 Twin platform. Finally, representing the United States at this most international of motorcycle shows are Indian and Zero.

We’ll be keeping tabs on the new model announcements throughout the show from both our North American offices and the show floor, so keep checking this space starting at the wee hours of Tuesday, Nov. 8 for the latest updates.

For 2023, Yamaha has gone crazy with the new Tracer 9 GT+ and thrown every bit of technology it could think of at the bike. Now sitting atop Yamaha’s sport-touring mountain as the flagship for the brand – taking the place of the dearly departed FJR1300, which has been out of production for a few years – the Tracer 9 GT+, with its multitude of electronic rider aids, will help make the sport-touring experience as stress-free as possible.

The new Tracer 9 GT+ integrates “cutting edge” electronics, says Yamaha, with the two big headliners being Adaptive Cruise Control and the radar-linked Unified Brake System – both of which utilize millimeter wave radar technology as well as an IMU.

Other tech you may be more familiar with seeing on motorcycles include electronic suspension, intelligent riding modes, as well as connected TFT instruments, and (optional) fully integrated Garmin navigation.

Adaptive Cruise Control

Let’s start with the big news first. Yes, by now you probably know about Adaptive Cruise Control (ACC) – the technology that allows you to remain in cruise control and let the bike adjust your speed and distance to the vehicle in front of you. It’s not new, but its inclusion on the GT+ is the first for Yamaha. The ACC system uses integrated millimeter wave radar to detect and measure the distance between you and the vehicle in front and adjusts your speed accordingly.

This just in from Yamaha Europe, whether this applies Stateside remains to be seen:

For 2023, Yamaha has updated the Niken in just about every area of the bike. The high points include the engine, TFT functionality, and suspension. Since the company considers the Niken to be “one of Yamaha’s most sophisticated Sport Tourers,” the emphasis on improving the quality of the rider’s experience should come as no surprise.

The new 890cc EU5 engine features an increase of almost 5% displacement from the 78.0 x 62.1 mm for and stroke in the 12-valve Triple. Compression is 11.5:1. Yamaha also reshaped the crankshaft webs for in increased of 8% in mass designed to improve acceleration from a stop and tractability at low rpm. The engine itself is rotated 5° forward for optimal chassis balance, and it sports a redesigned crankcase. The radiator capacity also got bumped to handle the increased heat output from the larger engine. Yamaha has made no claims about power output other than to call it “a substantial upgrade to…performance.” The exhaust, while being worked over to meet Euro 5, now has improved ground clearance.

Controlling the engine becomes more natural in 2023 with the old cable and pulley system being replaced with the “Yamaha Chip Controlled Throttle (YCC-T) and ride-by-wire Accelerator Position Sensor Grip (APSG).” The quickshifter has been updated to operate in both directions. Of course, with the new engine comes new ride modes: Sport, Street, and Rain (with an 18% decrease in power output). The TC settings have also been modified to suit the new engine, and finally, the Niken will receive the John Burns Nod of Approval over the standard cruise control.

As we reported last month, Honda is introducing a new bagger version of the Rebel 1100. The 2023 Honda Rebel 1100T adds a fork-mounted fairing and color-matched hard panniers. For the U.S., the bagger model will only be offered with DCT, while some markets may offer a manual transmission option.

The fairing offers more protection from the elements, while the lockable saddlebags offer 35 liters of storage, giving the big Rebel some added touring versatility. Unfortunately, the fuel tank has the same 3.6-gallon capacity as the regular Rebel 1100, so don’t expect much difference in range.

The fairing and luggage increases the curb weight by 33 to a claimed 542 pounds for the Rebel 1100T DCT, compared to 509 pounds for the regular DCT model and 487 pounds for the manual transmission Rebel 1100.

Apart from the bagger accoutrements, the Rebel 1100T DCT is mechanically similar to the Rebel 1100 DCT, with the same 1083 cc Parallel-Twin derived from the Africa Twin.

Ducati revealed its new “Next-Gen” 803cc Scrambler lineup, featuring new styling, a new ride-by-wire throttle, a 4.3-inch TFT display, and an updated chassis. For 2023, Ducati will offer three 803cc Scramblers: the Icon, the Full Throttle, and the Nightshift. The 1100 Scrambler range will also return, unchanged, with three models: the Scrambler 1100 Dark Pro, Tribute Pro, and Sport Pro.

Sticking with the 803cc models, the new styling doesn’t stray too far from the Scrambler formula. The steel fuel tank has been redesigned, now with an interchangeable cover that can be swapped out along with the fenders and headlight detail for a customized look.



The new headlight is a full LED, while still retaining its X design and four circular daytime running light sectors. The rear lights and turn indicators are also LEDs.

The 803 cc air-cooled 90° V-Twin with two desmo-actuated valves per cylinder has been updated with redesigned casings and new components to the clutch, transmission and electronics that Ducati claims to add up to a 5.5-pound weight savings compared to the previous generation.The exhaust system was also redesigned, further simplifying the headers to show more of the engine.

Warning: Some of the content from 20 years ago will seem inappropriate to a modern audience, but then it was probably also inappropriate 20 years ago; we weren’t aware of it at the time. For that, we apologize in advance. But what were we supposed to do when publishing an Aprilia Mille R vs Honda RC51 track test with no action photography? Co-starring Kevin Erion, Bruce Kusada, Dan Kyle (RIP), and Minime.

It seems like all the splash lately has been about the ADV category and all the wonderful things they can do and destinations they can reach. We’re not going to deny adventure bikes their time in the sun, either. They’re definitely fun and capable bikes worthy of all the bandwagoning.

Meanwhile, for all the capabilities manufacturers have given to ADV bikes, it seems as though another category has had to make way for this growing popularity. Enter the lowly sport-touring motorcycle. Before the ADV craze really took off, if you wanted to go long distances and include twisty roads along the way, either two-up or alone, these were the bikes you’d pick. Now we know what you’re thinking, “Hey, MOrons, sport-touring bikes suck in the dirt.” True, but it’s not like there are a lot of you taking a giant R1250GS Adventure, two-up and fully packed down, into the dirt.

If that describes you (be honest), then the sport-touring category deserves another look. For those who prefer to stay on pavement and chew through miles of twisty, sinuous roads, there’s a strong argument to be made that sport-touring bikes can’t be beat. You still get comfy ergos, loads of tech, and decent fuel tanks, but crucially, you also get less suspension travel. Because while having the ground clearance to clear obstacles in the dirt is great, when you’re riding on pavement the long stroke is doing you a disservice. Keep it tight and lower to the ground, and the sportbiker within will thank you.

While all this fanfare about ADV bikes has thinned the sport-touring field, there are two that still stand out – the Kawasaki Ninja 1000 SX and Suzuki GSX-S1000GT+. In 2023 dollars, the Gixxus GT+ will cost you $13,799 while the Ninja slots in at $13,199 – minus the saddlebags. That’s an extra $922.95. Then you also need the mounting kit ($29.95) and the One Key System ($62.95) for a total of $1,015.85 above the 2023 MSRP. Grand total? $14,214.85. Opt for another grand on top of that and you can get the Touring package which also includes power outlets, frame sliders,  Now, Ninja 1000 diehards might notice our test model is a 2022, but we’re going to pretend it’s a ‘23 for these purposes since everything’s the same for ‘23 except colors and price. Both bikes are rightfully equipped to handle long days in the saddle and twisty roads with a change of clothes and a toothbrush in the bags. 

Riding gear has largely been divided into two primary areas, dirt and street gear. Recent years, with the increase in popularity of adventure touring, we’ve seen touring suits morph into something that also accommodates off-roading. While that’s fine for that market, what about dual sport riders whose primary focus is beyond the pavement, but they’d like some protection on the necessary evils between trails? REV’IT! has answered this question with its DIRT Series of off-road gear. I took my recent conversion to dual-sport riding as an opportunity to check out some of the Dutch manufacturer’s gear. After I rode with it locally for a while on my KLX300, I decided to see if it had the chops for some adventure touring on our 2,000 mile middleweight adventure-touring Showdown from Sturgis to Los Angeles. The rest is history. 

Showdown: 2022 Aprilia Tuareg 660 Vs. Yamaha Ténéré 700

Triumph has announced a shakeup to its ever-popular Street Triple range today, introducing not one, but three evolutions to the family, creating what it says is “the most powerful Street Triple range ever.” Building off the success it has forged by being the sole engine supplier for the Moto2 racing category, Triumph now introduces the Street Triple R, Street Triple RS, and the Street Triple 765 Moto2 Edition – the latter of which will be relegated to just 765 units worldwide.

Unlike Honda, whose CBR600RR engine was the basis of the Moto2 category during its birth, Triumph has used the racing category to advance the 765cc three-cylinder engine shared between the race bikes and production bikes. The latest Street Triple range is the beneficiary of those advancements.

All three models will get the updated 765cc Triple, which features new pistons, connecting rods, and wrist pins (aka gudgeon pins if you’re British) on the bottom end. The combustion chambers are revised for increased cylinder pressure limits, since the compression ratio has now gone up 4.7%, from 12.65:1 to 13.25:1. New valves and higher lift camshafts round out the top end changes. The R, which is now the base model, peaks at a claimed 118 hp at 11,500 rpm, while the RS and Moto2 top out at a claimed 128 hp at 12,000 rpm. Peak torque is 59 lb-ft at 9,500 rpm, with a notable increase starting at 7,500 rpm compared to the previous model.

Yamaha Motor Europe announced updates to the Ténéré 700, giving the middleweight ADV bike a TFT display, smartphone connectivity, a new ABS mode and other small updates. As of this writing, the 2023 Ténéré 700 has not been announced for the U.S., though we expect to receive official news soon. The Ténéré 700 Rally Edition variant offered in Europe (pictured below with the Heritage White livery) also received the same updates, but we don’t expect that it will be offered on these shores.

The most noticeable visual change for the 2023 Ténéré 700 is the new five-inch TFT display. The new color dashboard replaces the previous model’s LCD display, but it retains the rally-influenced vertical orientation instead of going horizontal like on most other motorcycles.

The new display offers two modes, “Explorer” and “Street”. In Explorer mode, the display shows a linear digital tachometer to help riders maintain an optimal torque output for off-road riding. In Street mode, the display shows analog-style circular dials.

Someone’s not done bitchin’ in the kitchen ’bout Dyna; when H-D dropped the twin-shock classic after 2017, there was more than a little wailing and gnashing of gears. The first Dyna rolled out in 1991 in the form of the FXDB Sturgis, which I think is the one I rode to Sturgis. Ten years ago, Pete and Fonzie rode the FXDC Super Glide. If you want one, expect to pay about the same $12,999 you would’ve in 2012. Which feels like a million years ago.

Ducati announced a brand new Diavel V4, replacing the previous 1,262cc V-Twin model with one powered by its 1,158cc V4 Granturismo engine.

The Diavel is the latest Ducati model to go from two to four cylinders, leaving the XDiavel and Scrambler 1100 as the only two Ducati models larger than 1,000cc to remain with a Twin. It now seems likely we’ll see an XDiavel V4 for 2024, while we should get some idea of the future of the Scrambler family on Nov. 7.

Fuel economy also takes a hit, with the Diavel V4 chugging a claimed 36.8 mpg compared to the Diavel 1260’s claimed 42.8 mpg. An extended deactivation system which shuts off the rear cylinder bank at a stop or at low engine speeds does help. A larger 5.3-gallon fuel tank actually increases the range to an estimated 195 miles between fill-ups. Impressively, valve check intervals for the Diavel V4 are every 36,000 miles, or twice as long as the Diavel 1260, thanks to being the first modern Ducati engine with valve springs instead of Desmo-actuated valves.

Ever since we first uncovered evidence of a YZF-R7 based on the MT-07, people started to ask when Yamaha would do the same to the MT-09 and release an YZF-R9 sportbike using the same 890cc Crossplane Triple. The questions picked up a few months later when we dug up trademark filings for a whole range of model names from an R2 to an R9.

With the 2023 model launch season in full swing, and EICMA less than two weeks away, we’ve got more fuel for the old rumor engine with two new Yamaha filings, this time for figurative trademarks for “R9” and “YZF-R9.” The trademarks were filed Oct. 17 with Australia’s IP office, for use with “Motorcycles, motor scooters, mopeds, three-wheeled motorcycles, three-wheeled motor scooters, three-wheeled mopeds and parts and fittings for all the aforesaid goods.”

First, a bit of an explainer. Trademarks can cover a number of different forms, but two of the most common are word marks and figurative marks. A word mark is exactly what you expect, a way to protect the use of a word, or a name. A figurative mark is a stylized depiction of words, protecting how the words look, and are typically used to protect logos. A “YZF-R9” word mark protects the use of the name of a motorcycle. A “YZF-R9” figurative mark protects what the name looks like on the motorcycle’s livery.

And while word marks don’t always end up in a finished product, figurative marks are usually a different matter. Figurative marks tend to be filed closer to a finished product being ready for launch, as the logos are typically one of the last things you prepare, long after all the market research, engineering, prototyping, and testing are complete.

BMW announced minor updates to its R 1250 R, giving the Boxer-engined roadster a full LED headlight, and making some previously optional electronics standard, all while keeping the price unchanged at $14,995.

Visually, the 2023 BMW R 1250 R looks similar to the previous model. The most noticeable change is the new LED headlight, which can be upgraded to an optional adaptive turning light. The turn signals are now also LEDs, and come with an updated version of BMW’s Comfort Turn self-cancelling function.

The 1,254cc Boxer with liquid-cooled heads and ShiftCam variable intake timing and lift remains unchanged, claiming 136 hp at 7,750 rpm and 105 lb-ft. at 6,250 rpm. For 2023, the R 1250 R gains a third ride mode, with the new ECO mode joining the returning Road and Rain modes. In ECO mode, the ShiftCam system adopts a soft throttle curve and moderate engine torque limitation to maximize fuel economy and range.

The 2023 R 1250 R also gains the lean sensitive Dynamic Traction Control and Integral ABS Pro as standard equipment (they were previously offered as an option). Also standard is Dynamic Braking Control which works to reduce drive torque during braking to improve stability and reduce the braking distance.