Motorsports Racing News & Blog Articles

This is going to be awkward. You see, you’re about to read a piece about Ducati’s most focused Streetfighter V4 yet. You’re going to expect it to be a highly refined and special machine, worthy of the Sport Production suffix. And you know what – you’re right. It’s good. It’s very good. 

Here’s the thing: they’re all sold out. Gone. Snatched up. In fact, within a week of Ducati announcing the 2022 Streetfighter V4 SP they were all spoken for. Nonetheless, you deserve to know what’s so special about it, what’s different about it over the Streetfighter V4 S, and ultimately, how it is to ride. You know, in case you’re one of the lucky ones who got one. 

Editor Score: 91.5%

Ducati Resurgence

Wouldn’t you know it, 2021 proved to be Ducati’s best sales year ever, despite a global pandemic. I guess a couple years being locked down forced people to save up some money, while simultaneously inspiring those people to live for today, since who knows what might end the world tomorrow. With this newfound piggy bank and inspiration, more people flocked to the Ducati Panigale V4S than ever before (Ducati’s single best-selling model that year). 

Kawasaki has dropped teasers for its first electric two-wheeler, with an announcement date of June 7. The 15-second teasers released on social media channels show images of a young rider and a dirt course, ending with the tag line: “The Good Times are electric.”

The Good Times are Electric Stay tuned for June 7th. Sign up to learn more at: https://t.co/sNf6sioczE#GoodTimes #Kawasaki pic.twitter.com/T0qP6qmqJG

— Kawasaki USA (@KawasakiUSA) May 18, 2022

The two-wheeler will be part of a larger launch event that will include several side-by-sides and ATVs, some of which may also be electric. Last October, Kawasaki announced plans to release 10 electric or hybrid motorcycles by 2035 plus five four-wheelers by 2025. The June 7 announcement may be the beginning of Team Green’s electric push.

The teaser doesn’t reveal much, with the only glimpse of the new bike appearing in the reflection of the rider’s goggles. All we can tell is that it will be green and white, which isn’t exactly surprising news from Kawasaki.

We’ve been waiting for news of a model from Zero called the DSR/X for nearly two years now. Despite trademark filings and vehicle identification filings, however, there’s been no indication from the Santa Cruz electric motorcycle brand about the mysterious model.

Regular readers know we love getting to the bottom of a good mystery here at MO. Thanks to some new VIN decoder documents from Zero, we have an idea of what to expect from the DSR/X.

What do we know about the Zero DSR/X?

Zero first filed a trademark application for “DSR/X” in August 2020 alongside another application for “FXE“. In May 2021, Zero filed a VIN decoder information with the U.S. National Highway Traffic Safety Administration listing the DSR/X and FXE along with a new SR.

The FXE made its debut two months later, and in November, Zero introduced the new SR, along with a Cypher III+ operating system and on-demand upgrades. There was nary a peep, however, about the DSR/X.

Before the end of the year, however, Zero submitted a new VIN decoder guide. The new decoder lists a DSR/X for “23MY+”, and adds further clues about the new model.

Look back at any review of a Harley-Davidson touring model (and any other model than the Pan America), and there’s a good chance you’ll find a sentence or two about Harley’s weird choices when it comes to suspension. Specifically, the rear shock(s). It seems as though, in order to bring the seat height as low as possible, Harley has sacrificed ride quality in the back by putting on a shock with hardly any suspension travel. Sure it works, but it doesn’t do the human spine any favors.

Fortunately, the aftermarket is littered with shock options to dramatically improve the ride back there. The aftermarket also has several different fork improvements, but that’s a topic for another time. Depending on your budget we’ve got options here from mild to wild, with basic damping improvements, to full adjustability to suit your exact style.

I guess manufacturers know that you’re going to swap on aftermarket parts from the get go, but it doesn’t make it any less annoying that machines like KTM’s 500 EXC-F, which retails for $12,549, don’t come with even the most basic engine protection. In the rocky terrain I find myself riding in the western U.S., a skid plate is an essential worker. But that’s not the only bit of protection I like to get my machines outfitted with before hitting the trail. We already mentioned the purchase price of a new pumpkin, so spending a few more dollars to protect components before they have the chance to get smashed seems like a worthwhile investment.

For me, and the type of riding I like to do with a dual-sport bike (almost no pavement with plenty of technical riding), a skid plate, rear disc guard, wrap-around handguards, and radiator guards pretty much sets up a new bike for withstanding some serious abuse. Thankfully, there is a company making all of that here in the States that I’ve relied on to protect my dirt bikes for years now: Enduro Engineering. 

Based in a small Michigan city with a population less than 10,000, Enduro Engineering has been headed up by owner Alan Randt since the late 80’s. Alan’s name may sound familiar to those in off-road racing circles, not only because of his own accomplishments in racing, but also because he now heads up the NEPG-AMA National Enduro series. Randt bought the fledgling Enduro Engineering in 1984 and kept it going while continuing to race and run a dealership. In the 90’s things ramped up significantly for Enduro Engineering as it began making products for the likes of Moose Racing and MSR while doubling down in development and production of its own products as well.  

Today, Enduro Engineering offers a myriad of components for protecting enduro riders’ machines, parts to make them work better, a carefully curated selection of parts from other brands, and even suspension services for those looking to have their setup refined. EE offers something for everyone, from the casual trail rider, to sponsoring the Factory Beta USA team and supporting hundreds of other racers throughout the years.

Motorcyclists come in all shapes, sizes and tribes, but if there’s one thing we can all agree on, it’s that we hate paying a lot for motorcycle insurance. Sure, we grudgingly accept that it’s important to be properly insured, but the less we have to pay, the better.

Traditional insurance plans charge a flat fee that covers you for a year, which is good if you ride a lot. Weekend riders, or those who live somewhere with shorter riding seasons get less value out of it, as they pay about as much as someone who rides much more frequently.

In 2021, a new InsurTech company called VOOM introduced a new alternative, with a usage-based insurance offering that bases motorcycle insurance costs on how much customers ride their bikes. Instead of an annual flat fee, VOOM charges a low monthly base rate, plus a few cents for every mile ridden.

Who would benefit from VOOM’s pay-per-mile rates?

Since VOOM’s costs vary based on mileage, those who don’t ride a lot, or those who live in areas with a lot of bad weather. If a motorcycle sits parked in the garage for the winter, VOOM charges only the minimum base rate while still providing coverage for theft or damage.

At the moment, VOOM only offers motorcycle insurance in six states: Arizona, Illinois, Indiana, Iowa, Ohio, and Wisconsin. Riders in Green Bay will probably see more of a benefit than someone living in Phoenix and rides year-round.

By now, regular readers of Motorcycle.com should be familiar with Racer Gloves. All four MO editorial staffers have tested gloves manufactured by the Austrian manufacturer. If you take a look at any of our seven previous reviews, you’ll find a common theme: Racer Gloves feel like they are broken in from the first moment you put a pair on your hands. The Racer Multitop Short Gloves I’m reviewing here are no different. 

MO Tested: Racer Hi-Per Gloves Review

MO Tested: Racer Multitop 2 Review

MO Tested: Racer High Racer Glove Review

MO Tested: Racer Sprint Gloves

LiveWire officially revealed its new S2 Del Mar, the brand’s second electric motorcycle and the first to use its new S2 Arrow architecture. Pre-orders for the Launch Edition model are now open, with an MSRP of $17,699 with deliveries to begin in Spring 2023. A full production run will also begin in 2023, with LiveWire targeting an MSRP of $15,000. (UPDATE: Reservations for all 100 units of the Launch Edition got scooped up within 18 minutes of the pre-order window opening.)

“The S2 Del Mar model represents the next step in the evolution of the LiveWire brand,” says Jochen Zeitz, chairman, president and chief executive officer of Harley-Davidson. “The Arrow architecture underpinning the Del Mar, developed in-house at LiveWire Labs, demonstrates our ambition to lead in the EV space and establish LiveWire as the most desirable electric motorcycle brand in the world.”

The proprietary Arrow architecture combines the battery pack, electronics systems, and motor into one single component that will also serve as the chassis for the Del Mar and future LiveWire models. The design is modular, allowing LiveWire to adapt the platform for a range of models. The modular design also makes it easier to assemble, with LiveWire claiming the Del Mar takes 44% less build time than the LiveWire One.

The battery pack uses 21700 cells, a popular format adopted by the likes of Tesla and Samsung. The inverter, onboard charger, and vehicle controller form the power electronics unit. The S2 Del Mar makes use of both L1 and L2 charging, however LiveWire hasn’t provided any charge time estimates as yet. The unit is integrated into the architecture, keeping all high-voltage connections internal. The motor is direct drive, with no secondary gear reduction to maximize efficiency and torque delivery, and reduce noise.

Last week, we wrote about trademark filings that suggest Honda was working on a CL500 scrambler and an NX500 dual sport/adventure bike. We’ve now uncovered design filings that may offer a hint at what the NX500 may look like.

However, the design itself isn’t for the NX500, which we expect to be powered by the same liquid-cooled 471cc Parallel-Twin used on multiple other models in Honda’s lineup. Instead, the design appears to be for a dual sport with a smaller, air-cooled Single. The design was filed with the European Union Intellectual Property Office on Dec. 17, 2021.

Looking across Honda’s international product lineup, we find a model offered in India with a similar-looking engine called the CB200X.

In 1997, Harley-Davidson owned 49% of Buell Motorcycles and a lien on Erik Buell’s house; outwardly, the relationship appeared to be somewhat symbiotic. The M2 Cyclone was almost the last of the tube-framed Buells, while the first turbocharged XB fuel-in-aluminum-frame bike was on the drawing board. It was close, but sadly, none of it quite went according to plan…

Honda has filed new trademark applications for the names “CL500” and “NX500“, suggesting it may be preparing to expand its 500 range with new scrambler and dual sport models.

The trademark for CL500 was filed March 17 with the European Union Intellectual Property Office, while the NX500 trademark was filed May 2 with the EUIPO as well as with the U.S. Patent and Trademark Office.

The 500 in the names suggest the two models will use the same 471cc Parallel-Twin engine as the Rebel 500 cruiser, CB500F standard, CBR500R sportbike and CB500X adventure bike. The engine claims about 50 hp (with a bit less on the Rebel) and has already proven itself to be versatile, applied across different segments.

The engine hasn’t been used thus far in a scrambler, but the CL500 moniker may fill that role. The CL name goes back pretty far in Honda’s history, starting with the 1962 Dream CL72 Scrambler (pictured below), a 247cc model based on the CB72 Hawk but beefed up to handle off-road usage. Honda produced several more CL models over the years, most recently with the CL400, a 397cc Single-cylinder model introduced in 1998. With this lineage, it should be apparent the CL500 name is intended for a scrambler.

In my opinion, Suzuki hit a home run with its new for 2022 GSX-S1000GT and GT+. Seeing a market that was slowly shifting towards adventure bikes pulling double duty as tourers, Suzuki sought to revitalize the sport-touring segment for those who prefer 17-inch wheels and strafing twisties. The result is what you’d expect from the company some tout as building the first “real” sportbike in the GSX-R750. 


Yes, the GSX-R DNA is all over this new GSX-S, but nowhere is it more obvious than the engine. Here we find a 999cc four-cylinder that can trace its roots back 17 years to the K5 GSX-R1000 sportbike. Despite the fact that sportbikes have come a long way since 2005, that generation GSX-R is still regarded as one of the best motorcycles Suzuki has ever made. So it’s no wonder the folks at Hamamatsu have kept the engine alive and re-tooled it for sport-touring duty. 

Fortunately for us, a once glorious sportbike engine now makes for a glorious sport-touring engine, as the shift in the four cylinder’s powerband delivers an amazing rush of real-world power – and it does so smoothly. Upright bars mean there’s no need to crouch over like on a sportbike, and of course, the rider is surrounded by wind tunnel-derived bodywork to help place them in a comfortable pocket of air as they’re flying down the road. Tack on some 36-liter saddlebags (on the GT+), traction control, ABS, and the all-important cruise control, and you’ve got a recipe for a great sport-touring machine. 

But you didn’t come here to read words. You can read my written review for that. No, what you came to see is me jabbering on about Suzuki’s latest and greatest sport-touring model. Click the video above and you can see the GSX-S1000GT+ in action along some of central California’s greatest roads and twisties.

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Triumph is preparing to give the Street Twin and Street Scrambler new names, continuing its recent trend of giving its models new monikers. The changes may happen soon, as Triumph has filed certification documents in Australia, renaming the Street Twin as the Speed Twin 900, and similarly, changing the Street Scrambler to the Scrambler 900.

Manufacturers don’t rename models very often, but it does happen. When a model gets an updated engine, a manufacturer may change the number in its name, like BMW did, turning the R1200 models into R1250s (and soon, R1300s and R1400s). Sometimes, motorcycles get more substantial branding changes. Yamaha, for example, streamlined the names of its naked bikes in the North American market, rechristening the FZ-10, FZ-09 and FZ-07 as the MT-10, MT-09 and MT-07, respectively, to match the names used everywhere else in the world. And then you have subtle changes that get little fanfare, like Indian quietly dropping the “1200” from the FTR‘s official name.

Over the last few years, Triumph has been more active than most when it comes to renaming models. The Tiger Explorer adventure bikes were rebranded as Tiger 1200s with the 2018 model year, and the Speed Triple range got a “1200” tacked onto their names when they got a displacement bump from 1050cc to 1160cc for 2021.

For the Speed Twin 900 and Scrambler 900, the only things that are getting changed are the names and the branded side plates. In certification documents submitted in Australia, Triumph requested a change to their commercial names, without any other changes. Triumph submitted a similar document for the soon-to-be-former Street Scrambler. The updated certification documents for both bikes were approved on April 26, making the changes official.

An hour into the ride, we were already in trouble. We’d lost the main road and were stuck in deep sand and didn’t know the way out.

Forty miles north of Cabo San Jose, on unfamiliar bikes, on unfamiliar roads, in a country whose language none of us spoke fluently, three aging gringos at the extreme end of middle age were sweating and grunting and trying to keep their BMWs upright. With roughly 1400 miles of riding ahead of us.

And it was all my idea.

The motorcycle touring and rental company MotoQuest had set the plan in motion. I’d received word of a “transporter special.” They had some motorcycles that had been ridden to Cabo San Lucas from their Long Beach headquarters, and they wanted them to come home. At a greatly reduced rate, we could rent the bikes – two BMW F850GS and one BMW F750GS – and spend eight days riding them north, the length of the Baja California peninsula, taking our time and seeing the sights.

In short order, I found two willing accomplices. After an easy flight from Los Angeles and a pleasant overnight at the delightful Posada Real hotel, David and John and I awoke to a tequila sunrise and within two hours were on the road. The wrong road. Being swallowed up by the deep sand.