MV Agusta keeps on growing its cruiser range: in the wake of presenting the Rivale 800, the seal of motard-style games advance and ultra-dynamic street execution, the new MV Agusta Brutale 800 Dragster 2014 takes the precise idea of 'motorcycling ardor' and makes it stunningly substantial. No minor method of transport, a cruiser is an image of flexibility, of our requirement to get out there and investigate and to savour mile after spine-shivering mile.

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When he divulged the MV Agusta Turismo Veloce 800 2014, Giovanni Castiglioni declared that MV Agusta has two more brand-new models up its sleeve. This is an in number indication of the great health that the organization is presently appreciating after such a variety of years of monetary trouble. Those different machines won't be indicated in the not so distant future at EICMA, where the floor will rather be held for the Turismo Veloce, the first touring-arranged model to wear the MV Agusta peak since the ultra-rich 600 GT of the unanticipated '60s.

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When we initially examined the new KTM 1190 Adventure 2014 on Tenerife in the Canary Islands a year back, we realized that KTM had made a colossal jump send in practically every part of execution. Yet testing a two wheeler on new remote domain and truly putting the sinks to it your patio are quite diverse.

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Dull skies and sprinkle splashed roads expected my landing in Bologna, Italy, for the universal press launch of Ducati's new for 899 Panigale 2014. A common successor to the 848 EVO sportbike, the mid-displacement 898cc V-twin reliably conveys the front line styling and engineering of its 1199 superbike kin to a broader group of onlookers.

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Despite Honda has made a dab in the entry-level market with bikes like the 125cc types, that doesn’t mean that it has neglecte the high-performance rider. So after a 10-year absence Honda is back in the muscle-cruiser market with the comeback of the new honda Valkyrie 2014.

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Ready to experience performance in a way that only a Kawasaki gives. The new kawasaki ZX-14 2014 is the ultimate conflate of extreme agitation and everyday versitility. Feel at home traversing the mountain roads, or feel the eventual rush thrusting down the dragstrip...

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Supersport touring perfected – The new YAMAHA FJR1300ES 2014 gives all the same sporty luxury of the standard FJR but with the addition of electrically adjustable suspension ...

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           Introducing an ultra-exclusive GSX-R1000 self-praising an array of uniquely treated components that will offer just 10 UK riders with one of the most exclusive GSX-R1000s in the world.

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SUZUKI DR-Z400 SM

Missing from Suzuki’s lineup for 3 years, the new DR-Z400 SM returned for 2013. We’re stoked to have it back, as it’s the only street-legal, lightweight, small-displacement, 17-inch-wheeled supermoto still available in the US. It seems the light supermoto trend has largely played itself out, and when combined with the recession, these ultra-niche bikes might have seemed pretty impractical to a lot of consumers.
But the reality is that the new Suzuki DR-Z is anything but impractical. Despite its relatively small 398cc engine, the SUPERMOTO is a very entertaining motorcycle, whether you are commuting in an urban environment or heading out into the twisties on the weekend. About the only place that the 400 feels out of place is on freeways, especially if the trip is longer than 10 or 15 minutes. When Southern California freeway traffic actually flows, it does so at about 75 mph, which is about where the Suzuki starts letting you know you’re approaching its maximum velocity. Pushing it to 85 for any length of time almost feels abusive.

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KTM has never been shy about its intentions for the signature Super Duke streetfighter. Born from a sketch by Gerald Kiska way back in 2000, the Super Duke was intended from the beginning to be the most extreme, aggressive hooligan bike you could wheelie away from a dealership. This latest, fourth-generation version, redesigned from the ground up, remains true to form—the most extreme, aggressive hooligan bike you can buy today.

We've long loved the Super Duke, even naming the second-generation platform "Motorcycle of the Year" back in 2007. And this is the best one yet. Officially designated the 1290 Super Duke R—there is no "base" model, the full-stick R version is the only choice—this is a quantum leap forward from the third-gen bike, expanding engine capacity from 990cc to 1,301cc, incorporating sophisticated rider aids including variable ride modes, traction control and ABS, and grafting top-end braking and suspension components for to set a new standard for naked bike performance.

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What is an Adventure Touring bike? Ask ten riders and you’re likely to receive ten different answers ranging from a lightweight, knobbied big-bore Single with a luggage rack to a 600-pound, multi-cylindered monster with electrically-warmed everything. Although the descriptions vary, we all know a true adventure bike when we see it, and the 2014 Suzuki V-Strom 1000 will not be mistaken for anything but. Now the real question is where does it fall in the spectrum of adventure-ness? We found ourselves in the usually sunny coast of Southern Spain to find out. 

In the past few years the sales of the V-Strom 1000 have dropped drastically, in large part to the economy but also because of the success of the smaller V-Strom 650 and the removal of the larger V-Strom from several markets because of emissions regulations. When Suzuki decided to move forward with a new 1000, they focused on European markets and conducted extensive surveys to find out what current and potential V-Strom owners liked, disliked and wanted. Features such as traction control and ABS were high on the wish list, but just as important were excellent handling and all-day comfort. Suzuki responded with an all-new V-Strom 1000 featuring an updated engine, chassis and look. Additionally Suzuki’s very first traction control was fitted along with ABS. 

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It’s gonna be a good year for moto-nudity. A damn good year. We already tasted the KTM Super Duke R and are still savoring its flavor while salivating like a bloodhound hot on the trail of riding BMW’s fairingless S1000R. But before we sink our teeth into the naked Bavarian, there’s the matter of Kawi’s newest unclothed hooligan, the 2014 Z1000 ABS.

The fourth-gen version of the bike launched a decade plus one year ago is endowed with smackdown aggressive Sugomi styling and a litany of new or upgraded performance attributes (most of which we covered in our EICMA 2013: 2014 Kawasaki Z1000 story). While the angrier-looking Z certainly appears to have the hooligan attitude, the unanswered question is if its touted performance enhancements justify the bike’s $1k increased MSRP.

A recent after dark, urban exposure ride through the streets of Los Angeles followed by an early morning rip up the mountains surrounding the LA Basin provided an initial glimpse into the bike Kawasaki has tasked with withstanding an increasing amount of naked hooligan competition. Our job was to determine if the new Z is up to the challenge or expose the lack of wherewithal to back up its Sugominess.

 

 The 2014 Z certainly talks the talk, as two new airbox intake passageways give the engine a more visceral snarl from idle to redline. The real benefit being a pleasant musical/mechanical accompaniment for the rider while not disturbing the slumbering public as loud exhausts tend to do. And the Z certainly enjoys playing its favorite rpm tune en route to its crescendo when the red rpm lights begin at 10,500 revs.

While the Ninja 1000 ABS and Z1000 ABS share many attributes such as new front radial-mount monobloc calipers and ABS braking, TC and selectable ride modes aren’t included in the Z’s arsenal of technology. ABS is, in fact, the only electronic tech gracing the Z. Kawasaki says it wants to maintain the raw experience of riding a hooligan. However, incorporating technology like ride modes and TC and being able to select the full-power Ride Mode and disabling the TC would achieve the same result while giving Z owners the option of utilizing more subdued settings if so desired.

  2014 Kawasaki Ninja 1000 ABS Review – First Ride

The Z boasts new 41mm Separate Function Fork-Big Piston (SFF-BP) front suspension from Showa, a similar unit as fitted to the ZX-6R. The SFF-BP unit features preload adjustability on the top of the left tube while compression and rebound damping adjustments reside on the top of the right tube. Like the Ninja, the Z receives an updated horizontal back-link rear shock but lacks the remote preload adjuster of its Ninja counterpart. Nonetheless, the Z exhibited exemplary neutral handling during our brief period together in the mountains. Road imperfections on rough tarmac were easily absorbed while leaned over and, in faster, sweeping corners, the Z held its intended line. Kudos should also be extended to the performance of the stock Dunlop Sportmax D214s for providing good grip on a cool day.

While the handlebar is slightly lower due to a flatter bend, the Z actually exhibits comfier ergos by way of a narrower subframe and new seat. No, there’s no green cowl on the passenger pillion, that’s the actual seat.

Further review with the Z at more aggressive speeds on tighter canyon roads, where its 487-pound curb weight may exert its presence, is required before signing off on the Z’s cornering prowess. But for now, by way of its better suspension and new, lower handlebar, which puts more weight on the front end, we can confidently say that the Z doesn’t share the same front-end vagueness we experienced with the Ninja 1000. New six-spoke wheels drop more than four pounds of unsprung weight from the revised Z and certainly help with its lighter-than-487-pound feel.

 Unlike last year’s Z, the 2014 issue lacks the up/down adjustable instrument cluster. Of note on the new gauge is the 1000-3500 rpm tach readout left of the MPH indicator while 3500 to redline resides as a illuminated display above.

The scowling face of the Z1000 features a Kawasaki-first four reflectorless LED headlight arrangement and a small cyclops light above them. The inner two LEDs are for low-beam usage while the outer pair comprise the high beams. The nighttime illumination field of the new LEDs is impressive by any standard. The taillight is also comprised of LEDs and is arranged in a stylish triangular pattern.

+ Highs Howl at the moon sound Neutral handling Brake power & modulation

- Sighs Engine buzziness at certain revs Heavy Lacks technology

Other notable improvements include a half-gallon increase in fuel capacity, a slimmer subframe and brushed metal silencers. Attention to detail in the Z-patterned seat, cast aluminum mirrors and overall fit and finish are also laudable.

At $11,999 the new Z is priced well above Yamaha’s impressive FZ-09 ($7990) and equal to the exotic MV Agusta Brutale 800 ($11,998). Both of these bikes are dealing with their own gremlins (noted in our Four-Thirds Shootout: Tre Cool – Video), but they also offer savings or technologies that anyone desiring a new naked would likely consider. And with the aforementioned Super Duke R and S1000R as well as our Hooligan Bike of 2013, Aprilia’s Tuono V4 R, the available options are almost overwhelming.

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Large press conferences from Honda and Ducati held right before EICMA 2012 may have stolen a bit of the thunder from Milan’s annual motorcycle show, but we still came away impressed with the variety of significant new bikes on display. Although finding the 10 motorcycles that we’d most like to ride in 2013 certainly qualifies as a tough task (hey, only Bruno dePrato speaks Italian), that’s the reason we’re here.

1. Aprilia Caponord 1200
This adventurer-tourer, developed from the supermoto-inspired Dorsoduro 1200, is a versatile machine, fun
in the city yet big enough for a two-up ride into the country, aided by good wind protection and that large, 1197cc V-Twin. In addition to a ride-by-wire system with three maps (Sport, Touring, Rain), the Caponord 1200 boasts ABS and traction control, both of which can be defeated. The available Travel Pack offers active suspension damping, cruise control and color-matched panniers.

 

2. Bimota BB2
Bimota already has an abundance of Ducati-powered offerings, so it was refreshing to see this BMW
S1000RR-engined bike on display, although situated behind glass. Designed by the folks at sak_art design,
the BB2 uses an aluminum chassis and bodywork that recalls some of the Bimota shapes from the ’90s.
With its 193-horsepower, BMW-sourced powerplant, however, the BB2 will undoubtedly possess hyperbike
performance more fitting for 2013 and beyond.

 

3. BMW F800GT
This full-dress version of the F series parallel-Twin replaces the F800ST. Although it’s fitted with a sporty, new fairing, it does retain the ST’s 4.0-gallon tank and stepped seat. Most important, the dohc, 798cc engine generates a claimed 90 hp at 8000 rpm and 63.4 foot-pounds of peak torque at 5800 rpm, which is said to accelerate the bike to 60 mph in 4 seconds and to speeds in excess of 120 mph. Taller riders will appreciate the higher handlebar and the protection offered by the fairing.

 

4. Ducati Hypermotard 821
Offered in two versions, Base and SP, the latest Hypermotard is powered by a superb engine: the brand-new
821cc Testastretta V-Twin with 110 hp at 9250 rpm and 65.8 ft.-lb. of torque at 7750 rpm. Not only that, but the 821 has the most advanced ride-by-wire electronics, with three selectable power maps, traction control and Brembo brakes with Bosch ABS that offers three selectable levels of intervention. Perhaps what we like most of all: a valve-adjustment interval of 18,600 miles.

 

5. Honda CBR500R
The emphasis is on sporty affordability with the all-new Honda CBR500R, a fully faired sportbike with a
strong resemblance to the rest of the CBR family. Powered by a liquid-cooled, 500cc parallel-Twin with
a counter-balanced 180-degree crank, the 500R is perfectly positioned to introduce a new crop of young
buyers to the sportbike world, aided by a rigid steel frame that has been tuned for excellent handling
response. Perhaps most important is an entry price of only $5999, with ABS likely costing an extra $500.

 

6. KTM 1290 Super Duke R
The good news first: Although the 1290 Super Duke R is just a prototype, KTM says it will build a
production version, with first test rides taking place sometime in 2013. We can’t wait to ride this latest
naked KTM, which is fitted with a bored-out, liquid-cooled, RC8 R V-Twin engine, chrome-moly steel
chassis, single-sided swingarm and WP suspension. KTM hasn’t shared many details about this bike, but the
Austrians have told us it will have ride-by-wire throttle with ABS and traction control, both of which will be made “disengageable” to allow for stoppies and wheelies. Very thoughtful.

 

7. Moto Guzzi California 1400
This large bike, available in Touring and Custom versions, traces its lineage to 1970, when the LAPD chose
the Moto Guzzi V7 Police over Harley and the Japanese to be the agency’s patrol bike. Now, more than 40
years later, we get the California 1400, considered by many to be the star of EICMA. Taking center stage is its air-cooled, 1380cc V-Twin, which features a Y-shaped manifold with long runners that help it produce 96 hp and 88.5 ft.-lb. of torque at only 2750 rpm—quite helpful in an 743-pound machine. Officers Malloy and Reed of Adam 12 fame would approve.

 

8. MV Agusta Rivale 800
With engine and rolling gear from the F3 and Brutale 800, the aggressive new Rivale 800 is impossible not
to like. The Triple, one of the best in production, puts out 125 hp, backed by 60 ft.-lb. of torque at 8600 rpm and managed by a ride-by-wire throttle that offers traction control and selectable power mapping. Although some say the Rivale 800 is a tad too aggressively styled, it benefits from beautiful detail work in areas such as the tank, seat, lights and mirrors. With a claimed dry weight of only 375 lb., this thing should fly.

 

9. Triumph Daytona 675R
With a larger bore and shorter stroke, the high-revving Triple in the 675R now spins to 14,400 rpm.
Horsepower is up by only 2, but Triumph has produced a cylinder block that’s now separate from the upper
crankcase and lined with ceramic-coated aluminum bores. The most obvious change on this significantly
updated bike is a low-mount exhaust that centralizes mass and shifts weight forward for sportier handling.
Replete with new slipper clutch, the 675R will set you back $11,599.

 

10. Vespa 946
Okay, we know, we said this was a list of 10 motorcycles, and this Vespa clearly is a scooter. But we can’t keep our eyes off the 946; it’s the best-looking scoot we’ve seen in who knows how long, its 946 name a reference to the first Vespa of 1946. Based on the Quarantasei concept unveiled at EICMA 2011, the
handsomely curvaceous 946 is available initially in classic 125cc form, although a 150cc model (and others) will follow soon. The frame is made of steel, but for the first time in Vespa’s history, it incorporates some aluminum alloy sections.

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Rumors of a three-cylinder replacement for Yamaha’s crossplane YZF-R1 started at Intermot last year with an inscrutable exhibit promising new motorcycles with a “crossplane” inline-triple. It was a tease, of course, making us wonder just what the Tuning Fork guys had in mind, and what, exactly, they meant by a “crossplane” triple. Except for a few Laverdas, aren’t they all?

We have it on good authority that when a new R1 comes—probably for ’14, as Yamaha hinted that more new models will be introduced in September—it almost certainly won’t have three-abreast seating. Whether it’s closer to Lorenzo’s daily driver or the current R1 remains to be seen.
And what of the triple? Here it is in the 2014 Yamaha FZ-09, a naked standard to replace the FZ1-derived FZ8. But not to replace the FZ1, which has been largely unchanged since moving into its second generation way back in 2006. Supposedly, the FZ1 will continue into the ’14 model year.

Yamaha has penned an entirely new “crossplane” engine for the FZ-09, featuring 120-degree crank phasing, a modern, compact cylinder head, ride-by-wire fuel injection, and 65 lb.-ft. of torque. Let’s hope this is the first of many new triples.

At the heart of the FZ-09 is an all-new, 847cc triple featuring, you guessed it, a crossplane crank. Actually, it’s just your usual 120-degree arrangement familiar to anyone who’s opened up a modern Triumph or fiddled with any of Kawasaki’s two-stroke triples. With a bore and stroke of 78mm and 59.1mm, respectively, the liquid-cooled mill is less oversquare than the R1 or current FZ1 powerplants. Comparing Yamaha’s new triple to the Triumph Speed Triple’s 1050cc engine shows just how long-stroke the Hinckley machine is, with a 1.11:1 bore/stroke ratio against the Yamaha’s 1.32:1. Triumph’s newer triples, in the Tiger 800 and Explorer/Trophy, both run 1.19:1 bore/stroke ratios. The only engines in the Triumph catalog with a more oversquare configuration are the Street Triple (1:42) and Daytona 675 (1:53:1). Redline is 11,000 rpm, which is conservative for a 59.1mm stroke. So, the new Yammie mill is right in the thick of things, design-wise.

New switch clusters debut on the FZ-09. A combined starter/kill-switch lives above a push-to-change Mode button and a hazard-light slider. Note the throttle cables; this is still a ride-by-wire bike.

A modest 11.5:1 compression ratio suggests “tuning for torque,” as does the omission of a horsepower spec for the U.S. models. (Yamaha Italy released information on the MT-09 before the American embargo expired, including a power rating of 115 CV, which converts to 113.4 bhp.) For us, Yamaha says only that the engine makes 65 lb.-ft. of torque at an unspecified speed. A cutaway on display at the press event reveals few groundbreaking technologies, just a compact, modern motorcycle engine with ride-by-wire electronics and three ride modes (but no TC). Yamaha has a new set of switch clusters for the FZ-09, and a pushbutton labeled Mode presumably switches among the three drive modes. In order to bolster midrange torque, Yamaha’s engineers fitted staggered-length intake trumpets inside the airbox. (They’re listed as “variable length” in the press materials, but they are of fixed dimension.) A single gear-driven counterbalancer resides just ahead of the crankshaft line, an important component to reduce vibration in a 120-degree triple.
It is, of course, liquid cooled, and makes use of a stacked transmission to reduce length. Cam drive via chain runs along the right side of the engine. Primary drive is on the opposite end of the crank via straight-cut gear to a conventional wet clutch sans slipper mechanism. It’s interesting to see a permanent-magnet alternator hung off the left side of the engine rather than tucked behind. That it stands out so much is probably more an indication of how compact the rest of the engine is.

A reasonably sized saddle proclaims Yamaha’s desire to make the FZ-09 feel really, really narrow. Seat height is listed as 32.1 inches, so the taper of the saddle will help shorter riders.

The FZ-09’s aluminum chassis is similarly compact, providing a wheelbase 0.8 inches shorter than the FZ8’s and less trail, too. At 414 pounds claimed curb weight (the 3.7-gallon tank full), the 09 undercuts the FZ8 by a whopping 53 lbs. Yamaha’s market research suggested a comfortable riding position was a high priority for potential customers, so the handgrips are 53mm higher and 40mm closer to the rider than on the already comfortable FZ8, and the footpegs are 26mm lower and 2mm more rearward. The swingarm mounts to the lower-aft frame section from the outside—the frame does not go around the swingarm pivot—making the bike very narrow. The pre-production machine we straddled felt remarkably light and lithe.
Part of that light feeling no doubt comes from the low, “mass centralized” exhaust system, which features connecting pipes between cylinders 1-2 and 2-3, an oxygen sensor, and stubby outlet behind the rider’s right heel. There are no EXUP-style valves in the system.

• 

  Styling cues from Yamaha’s supersports take the edge off the FZ-09’s bulky exhaust system.
• 

  Well, it isn’t pretty, but we’re willing to bet the FZ-09’s under-slung exhaust system is efficient and quiet.

  
  
  
• 

  Radial-mount, four-piston calipers grip 298mm discs. No ABS yet. Probably soon.

The rest of the FZ-09’s running gear is modern if not exactly leading-edge spec. Brakes are new differential-piston, four-pot radial-mount items up front and a single-piston caliper out back. Discs are 298mm and 245mm, respectively. ABS is not currently offered, though with ABS expected to be mandatory in the EU by 2016, it’s likely we’ll see an ABS version of the FZ-09 before too long. Adding ABS means wheel-speed sensors, so traction control becomes possible as well. Who knows, maybe cruise control on a naked while they’re at it?
Suspension is by a single, semi-laydown style shock with linkage and a 41mm inverted fork. Yamaha confirms that adjustments are limited to spring preload and rebound damping at both ends, and it appears the fork has damping components in the right leg only. (That’s how the FZ8 is currently configured.)
Best for last, though: Yamaha, continuing a trend started with the Star Bolt, has priced the FZ-09 aggressively. At just $7990, it’s $900 less than the FZ8 and $2800 under the FZ1, which will remain in the ’14 lineup. Let’s hope

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Of all the motorcycles Indian introduced last night to a packed house on Sturgis’ Main Street, the one that elicited the biggest response from the crowd was the 2014 Indian Chieftain. And for good reason. The sculpted fairing has a bold, aggressive design, blending the new and exciting with familiar cues like the signature Indian valanced fenders just below it. It was the one motorcycle its new Polaris owners introduced that deviated the most from the norm. Including a bagger in its initial offerings was a savvy marketing move by Indian Motorcycle. It continues to be one of the most popular segments and there’s numerous custom builders doing big things with them in the aftermarket. Just look at Paul Yaffe’s Bagger Nation. 

Indian brass stated it has one goal in mind with the new lineup: To build the premier premium American motorcycle. As it moves forward to that goal, it pays tribute to the brand’s Springfield heritage and its long history that dates back to 1901. The first 1901 production models coming out of Spirit Lake will be numbered, and the new model launch includes plenty of firsts for the Indian brand. The cast aluminum chassis is a first on an Indian, the bike’s skeleton providing both the weight savings and rigidity Indian sought as it attempted to pull mass out of the frame. The progressive linkage system used on the Chief Vintage and Chief Classic is another first on an Indian Motorcycle. The 2014 lineup includes the first hard-faired bagger the company has produced, too. 



The Thunder Stroke 111 engine powering the trio of 2014 Indian Chiefs doesn’t share any parts with other powerplants Polaris produces either. Its unit construction crankcase is comprised of two castings. It has large fins that not only help in cooling but feature the same finning and parallel pushrod tubes as Chiefs from the early 1940s. It has a 5.5 quart oil capacity to keep those almost four-inch pistons oiled up and drumming. And do they drum. Indian has worked hard to keep mechanical noise down so its exhaust note is the bike’s defining auditory signature. And I’ll admit, the bike does put out a powerful, throaty growl when you’re on the throttle as it dishes out the lofty claims of 119 lb-ft of torque at the 3000 rpm plateau. This figure exceeds company expectations as Indian initially was shooting to get power numbers in the 115 lb-ft range. 

During Indian’s technical presentation on the bike, they said the Chieftain’s styling cues were drawn from Indians from the 1950s, bold bikes with distinctive lines. But the new version departs from the norm by being the first Indian

The posse gets ready to ride out of Dodge on the new 2014 Indian Chiefs.

The Thunder Stroke 111 engine is the crown jewel of the 2014 Indian Chieftain.

produced with a hard fairing and hard bags. Indian designed them not only with function in mind, but made them quickly detachable and with the ability to be remotely locked via the bike’s key fob. The saddlebags are big enough to stuff in my backpack, which holds my 17-inch computer. 

The starting process is all-electronic with a key fob taking the place of a traditional key. As long as it’s within proximity of the bike, it will start up. You can turn it on by depressing a button on the tank or engage the electrical system by pushing the traditional handlebar mounted start button once, then press it again to turn the bike over. 

Sitting in its leather saddle for the first time, it feels compact for a bagger. The Chieftain is fairly slim in the saddle and it’s easy to get both feet securely on the ground at stop. Its ergos are relaxed and upright courtesy of highway bars and floorboards. The Chieftain’s seat has a comfortable contour and Indian said it intends to adopt it on the other two models as well. 

The motorcycle is well-balanced so it’s easy to control during slow speed maneuvers on overcrowded Lazelle Street. Despite its generous size, the fork-mounted fairing doesn’t weigh steering down. Between the wide fairing and the electronically adjustable windscreen, the tandem shelters riders well so there’s little buffeting. The four-inch power windshield is activated via button on the left handlebar. The Chieftain audio system pumps 100 watts of audio through two speakers mounted in the front fairing. The sound is clean and loud. The motorcycle also has the capacity to run your smartphone through it and link to music lists through Bluetooth. 

The gear sets on the six-speed transmission have been engineered to quell mechanical noise, and after riding the 2014 Chieftain up to Nemo and through Vanocker Canyon, we’d have to say engineers accomplished their goal. Gears engage smoothly and quietly as its big, high capacity clutch doesn’t require a lot of spring force. The clutch lever is firm but not stiff and the throttle-by-wire system is dialed, so response to input is crisp. It’s so non-descript, it took me a little while to think about the functionality of the transmission because it was easing into gear so naturally. Considering the tremendous amount of torque the engine is doling out, this is no small feat of engineering. 

The 2014 Chieftain has good ground clearance thanks to boards positioned high which allows for plenty of lean. It has both the tightest rake of the three new Indian models at 25-degrees and the shortest wheelbase at 65.7 inches. The combination adds up to a bagger that is more than willing to lean into the turns and track true once it gets there. 

The engine is smooth yet powerful. Not punchy, but strong and consistent. We wanted to crack its throttle more but confess that traffic in Vanocker prevented us from getting the full monty. On the rare occasion we did get to open it up, it pulls with the authority you’d expect from an 1811cc engine. Vibrations in the bars are almost non-existent. In addition to the surface area of its cooling fins, it has an airbox built into the cast aluminum frame to help keep heat down. 

We rolled up to Nemo from Rapid City and rambled through Vanocker Canyon on the 2014 Indian Chiefs.

The first Indian models produced by Polaris debuted Saturday night to a packed house on Sturgis' Main Street.

The front brakes are powerful thanks to twin 300mm floating discs up front. Four-piston calipers put a strong squeeze without having to mash the lever hard. The units aren’t overly bitey but pressure is immediate and even. Braking duties get an assist from ABS that are part of the factory package, assisting the single 300mm disc out back.

Besides being attractively designed, the instrument console is placed intuitively, the round dial of its analog speedo easy enough to read at speed, as is the analog tach placed opposite it. Between the two dials is a digital readout with four different screens and plenty of information to toggle through. Among its functions are a clock and outside temperature gauge, radio, satellite radio, a plug-in audio device, range indicator, odometer, and tire pressure PSI readout. Cruise control comes standard and is operated via the right switch control.

The new Indian Chiefs have been the buzz of Sturgis. Every time we stop, someone will approach with a story about an Indian they owned and just about everybody has responded positively on the direction Polaris has taken. 

“The original Indian was an everyman machine and these guys have brought that back,” said one gentleman we met called Ed Murphy, the unofficial “Mayor of Suches, Georgia.” 

The 2014 Indian Chief combines classic cues with modern performance and technology. It will run your Bluetooth, tell you your tire pressure, has throttle-by-wire and ABS. It has traditional running lights in the fairing but features integrated LED turn signals too. Classic cues include the red hue the marque is known for, swooping fenders and a lit War Bonnet emblem on the front fender. Its crown jewel is its engine that sits like a mother of pearl within the six-piece modular frame. But it’s more than just a pretty face. It’s like a punch in the nose, which Indian just delivered to its competitors. 

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Some months ago MotoUSA was able to get a short first ride on the 2013 Honda CB1100, and it left us wanting more time in the saddle to really get a feel for the bike. We praised it for its throwback looks paired with modern brakes, tires and electronics, but would the nostalgia wear off? To find out we spent several long days in the saddle with the CB getting to know the retro Honda in just about every situation that Southern California has to offer. 

As a child of the late eighties, I didn’t get interested in street motorcycles until the first Gulf War had kicked off and MC Hammer was jumping around in parachute pants. And by the time I was able to get my motorcycle license on May 18th, 1992 at 8 AM, the last of the classic CB’s were relics. The styling, the engine and the performance did nothing for me as I lusted for CBR900RR and FZR600 replica-racers. I couldn’t be bothered with some air-cooled boxy lump of old tech.
 


Twenty-one years on and my tastes have matured, and I the can appreciate the Honda’s reboot of the CB. The squarish tank, the eighteen-inch Comstar-style wheels, the bread loaf seat and simple round headlight all look the part yet have a slightly better fit and finish. Retro is what’s hot right now; my peers are buying up late seventies and early eighties Japanese fours to tinker with. I’d rather ride, and that’s where the 2013 CB1100 really does the most for me. I get the looks, the sounds, similar engine performance and better handling, all with zero time scouring eBay, Craigslist, and forums for parts. 

The CB1100’s air- and oil-cooled engine is fueled by a bank of 32mm FI throttle bodies and fires up with a touch of the starter button. The throttle is calibrated nicely and the engine responds with a usable spread of torque that is present

The 2013 Honda CB1100's engine has a flat torque curve that gives the bike an easy to ride character.

almost right off of idle and carries through the mid-range. On top, the CB’s peak 84.02 horsepower at 7300 rpm isn’t staggering, but simply fun. The broad power character allows for easy modulation of the throttle and ham-fisted shenanigans are just shrugged off. Overall, the CB1100 is fast enough to be fun without being overwhelming for anyone. It’s mellow in the city and will put a smile on your face in the mountains. 

Clutch feel and shifting is as retro as the looks. Pull on the lever is light but does not have especially great modulation. Upshifts are slick until the revs approach redline. Then a bit more throttle chop and clutch work is necessary, particularly when stretching the CB’s legs between corners. Downshifts can also take a little more effort on the lever than would be expected. None of this detracts from the riding experience however and might actually add to it. 

Comfort from the CB1100 is much better than would be expected from its twin-shock rear suspension and conventional steel tube frame. Even with only preload adjustment available on both the 41mm front fork and rear shocks, the suspension is settled and damped well. Rough patches don’t upset the chassis as you might expect and only when riding hard in bumpy corners will you wish for any sort of compression or rebound adjustability. For 95% of street duty the Honda is spot on. 

Handling is light yet stable at the same time. The skinny by modern standard 18-inch tires dip into corners with a predicable ease. As one test rider summed the corning ability of the CB1100 – it just does. Getting the red retro Hondathrough a turn doesn’t take much thought; its just natural, like riding a bicycle as a kid. 



Part of the neutral feel of the CB stems from the relaxed riding position. The reach to the bars allows for an upright torso with comfortable bend at the knees to slightly sporty peg position. This puts your body weight up high and helps initiate corners with a dip of the shoulders. In a straight line on the highway, the long cushy seat is capable of all-day rides without numbness or discomfort to your backside. Of course without a windshield and an upright seating position, air pressure at speeds over 80 mph can getting a bit tiring. Just slow down and enjoy the ride for once. 

The one bit of the CB1100 that is light years ahead of its ancestors is its braking. Dual 296mm full-floating front brakes offer up modern performance with excellent feel and power. Out back the rear brake is a tad mushy in comparison to the front, but still more than capable of assisting your right index finger in hauling the Honda down from speed. The Combined Anti-Lock brakes on our test machine made panic stops and hard braking even easier with the confidence that all is sorted with a stomp and handful of binders. At times I wanted to cut some skids and act a fool but it was difficult with the combined brakes. Personally I’d go for the $9,999 model that forgoes the $1000 ABS option, but to be honest that is only for the fact that I like to screw around and ruin tires – a totally irrational viewpoint for sure. If I were recommending this bike to a friend, I’d tell them to get the C-ABS. 



After a couple days on the 2013 Honda CB1100 the nostalgia did wear off, but it didn’t make the machine any less appealing. In fact, that goes to show how good the CB really is. The neutral handling, pleasant engine character and comfortable ride make the CB1100 a winner. The nostalgic cool is just icing on a very delicious cake. 

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It is fairly obvious to anyone who has spent more than a few minutes on this site that the staff of MotoUSA love the Ducati Diavel. When it was introduced in 2011, it hit the cruiser/standard/streetfighter scene with more controversy than any motorcycle from Ducati since the 999. And with good reason. What is it? Is it a cruiser? Yes. Is it a standard? Absolutely. Streetfighter? Sure. What about a tourer? Not exactly. The lack of wind protection and storage made long stretches in the saddle a blustery and minimalist experience. 

Ducati now has a solution for those looking to strike out past the horizon on its muscle-bound cruiser, the 2013 Ducati Diavel Strada. For the 2013 model year the Italian marque has bestowed the Strada treatment to both the Diavel and Hypermotard to broaden their demographic appeal with touring features. But does the concept really work? Do bags, a windscreen and a few other tweaks make for a touring motorcycle?
 


The equipment change list for the Diavel Strada from the standard model is not long, but it is notable. Most prominent is a windscreen mounted above the Duc’s headlight and a set of molded textile side bags. A rear backrest and grab handles up the passenger amenities, while the entire seat gets more padding without raising the low 30.3-inch reach to the pavement. 

We are glad to see the Strada treatment didn't dilute the Diavel's performance one bit.

The handlebars are swept back 2.4 inches further than the standard and rise just over a half inch as well. Revised foot peg placement adds to the more relaxed rider position. Heated grips and two auxiliary power outlets finish off the transformation to a Strada. These changes add 13 pounds to the overall weight, tipping the MotoUSA digital scales at 540 pounds with a full tank of fuel. 

All other details and specs are identical to the standard model, including the 1198.4cc Testastretta 11, L-Twin powerplant that cranked out 137.62 rear-wheel horsepower and 81.99 lb-ft of torque on the MotoUSA dyno. Twisting the throttle on the Diavel Strada brings forth acceleration unmatched by any stock cruiser or tourer. Wheelies and burnouts are a snap of the wrist away. For those not looking for such behavior, the engine’s output and delivery to the rear 240mm Pirelli can be tempered via Ducati’s Riding Modes (Sport, Touring and Urban) that can deliver as low as 100hp in the Urban setting. For me the choice was either Sport or Touring as the two settings give full power, but the later softens the initial hit for a more controlled response. No matter the mode, the Diavel Strada’s engine is one of our favorites. 

One downside to the Diavel’s wonderful engine (besides the risk to your license) is the fuel economy and range. While testing we averaged 31.6 mpg with a combination of highway, back roads and city work combined with a overactive throttle hand. That gives you 142 miles out of the 4.5-gallon tank, not very good for a model meant for touring duty. The tank will be dry long before your body needs a break. Go easy and you could probably get closer to 40 mpg in touring or urban mode, but that only increases the Strada’s reach by another 40 miles. You want power? You're gonna have to pay for it at the pump.  

Another gripe with the Diavel Strada is with the two most obvious features of the machine – the windshield and the side bags. At highway speeds the air coming off of the shield takes the pressure off the rider’s chest but lands it squarely on the helmet. This causes quite a bit of buffeting and gets annoying quickly. Every tester that rode the Duc looked for an adjuster to raise or lower the screen to smooth the turbulence. Alas, there is no adjustment causing us to hunker down behind the shield, negating the comfortable bend of the handlebars and roomy cockpit. 

The side bags on the Diavel Strada are not what we could classify as roomy, and to be honest they barely classify as adequate. The 10.8-gallon capacity is good enough for a couple changes of clothes, a pair of shoes, toiletries and not a whole lot more. Locking the bags requires the use of a combination luggage lock. Overall the bags feel like an afterthought especially when compared to the Ducati accessory bags for the Multi.
 


Suspension on the Strada is firm, but not too taut to make life on the super slabs uncomfortable. You will want to avoid contact with potholes and ridiculously rough pavement, but the solid ride has an upside. When the road goes ‘round the bend the Diavel will blow other cruisers and touring cruisers into the weeds. Turn-in effort is slightly heavy thanks to that massive meat at the back, but once it's leaned over the feel is so stable you’ll think of taking a shot at streetfighters and standards in the bends. Yes, the weight can be an issue if you come in too hot, but ride within the very generous safe zone and you’ll be rewarded with a bike that handles far better than expected. This is where the Diavel Strada shines. Pick a mountain or curvy coastline and enjoy the sure-footed handling and copious amounts of power on tap. 

As mentioned before, the Diavel will run out of go-juice before your body needs a break thanks to an easy reach to the bars and extra cushion in the seat. Five-hundred-mile days are achievable, and you’ll arrive no worse for wear. It just takes a little longer due to the extra fuel stops. The heated grips are a very nice feature to have and heat up quickly with three levels of warming goodness. 



Overall the Diavel Strada is a great bike, and we still love it for its wonderful engine, stable handling and unmistakable Ducati-ness. The added comfort makes it a bike that you can tour on – if you are willing to accept it for its diminutive saddlebag capacity, short fuel range and less than perfect windscreen. Unfortunately the Diavel Strada is not the very best bike to chew up miles. For that, Ducati offers the Multistrada. But if your idea of touring is traveling light, stopping more often and enjoying what’s along the way, the 2013 Ducati Diavel Strada is one of the coolest ways to do just that.

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