Ducati’s long-awaited DesertX Rally is ready to take on anything. This new model is a Desert X on steroids, an adventure bike that’s certainly ready to race, with high-quality reinforced suspension, just like a race bike – but it’s road-legal, of course.

Ducati has repeated what it has been doing for decades: what it learns in racing, it transfers to the customer – even if in a slightly diluted form. Ducati has had some racing success with the DesertX (winning the twin-cylinder class of this year’s Iron Road prologue at the Erzberg Rodeo), adding longer travel suspension, higher ground clearance, lighter and stronger wheels and more crash protection, as well as other modifications such as a raised front mudguard. The Rally 2024 is basically a homologated version of the race bike and a very different model from the DesertX we already knew.

HIGH!

The 910 mm seat height is high, the highest of any current production bike, while 250 mm and 240 mm of suspension travel, front and rear, and 280 mm of ground clearance are also attractive figures. But if you want a bike to work off-road, these are the measurements you have to take into account. After all, the Ducati Panigale V4R is an impressive sports bike, but it’s not comfortable. If you want an adventure bike ready to compete, it will have to have a high seat and long-travel suspension. You can always install a lower seat, which lowers the height to 885 mm, but it will still be high. There’s no hiding, the Rally is a big bike!

For reference, I’m almost 1.72 cm, and if the seat rise wasn’t as scary as I expected, mainly because the seat and bike are narrow, it means I can safely put one foot on the ground while reaching for the rear brake or gear selector with the other. Checking the specifications, it’s also a slightly heavy bike, similar to the competition (203 kg dry), but you don’t feel it, even when it’s fully fueled. However, I found it a challenge to remove the side stand while seated – my legs simply aren’t long enough – and I think even taller riders might struggle.

TOP-OF-THE-RANGE SUSPENSIONS

However, I’ll put up with a slightly annoying side stand because the Rally is one of the best adventure bikes I’ve ever ridden off-road. 90% of our two-day test in Morocco was off-road, ranging from open and fast terrain to slow and rocky sections, sand and a few jumps, and the suspensions proved impeccable.

Ducati has invested in quality suspension units from KYB. These are so sublime that the Rally when off-road rides almost as if it were on a paved road. You can feel the KYB units working hard, but at the same time everything is controlled, with no jerking of the handlebars or bouncing at the rear.

I consciously tried to test the settings by closing the throttle on the bumps to activate the extension: no problem. Hitting rocks when braking with the hem compressed: again, no bumps. Even taking decent (for me) jumps: it absorbed everything and without fail. Throughout the journey, on both days, the KYB suspension made the ride easy, not too tiring or exhausting. And I felt comfortable on the dirt at 110 km/h. Even in deep sand, I simply stood back and let the front wheel find its way. I can’t remember ever riding an off-road adventure bike with such confidence in the chassis and suspension.

As you’d expect, the front and rear units are adjustable, with the rear featuring high and low speed compression damping and remote preload adjustment. I never adjusted the suspension, and few riders at the presentation did, as they work perfectly as soon as the bike comes out of the box. Only heavy or light riders who compete at a very high level, or on high-speed terrain, will want to modify the suspension.

FUNCTIONAL ELECTRONICS

The Rally and Enduro riding modes are genuinely useful options, along with the riding aids. I look ahead, see a more problematic area and select Enduro mode, which reduces power and increases the level of intervention of the driver aids.

Then, watch the course open up, close the throttle, switch to Rally, do a few rides and keep having fun. All done in real time, without the need to stop and reconfigure the driving aids.

The off-road ABS has saved me on two occasions, possibly more. Being able to ride off-road, with specific off-road riding aids that at the lowest settings are designed to work with off-road tires (unlike the base DesertX) is impressive.

Our test bikes were fitted with Pirelli Scorpion Rally dirt tires, which means it’s difficult to give an accurate impression of the Rally and what it will be like to ride it on everyday roads. The only road riding we did was at a relatively slow speed and the Rally was composed, even for a tall adventure bike that didn’t seem clumsy at all. It also climbed some mountain passes with ease. The base DesertX impresses on the road and I’m sure the Rally will too, but we’ll need a longer, more thorough road test to be sure.

The various riding modes are easy to choose and ride, and change the character of the bike, not just the range! And, surprisingly, everything can be done on the move, which means you can constantly change modes to suit changing terrain and conditions with an optimized setting – even during a short trip. I hadn’t ridden a DesertX for six months, but the new Rally immediately felt like my bike, with easy-to-understand switches and various modes at my fingertips.

The throttle response is almost perfect at low speeds, inspiring a fuel-injected L-twin engine. And while a peak of 110 hp may not sound particularly impressive, the Testastretta’s wide torque distribution makes it seem more so. Combine that lovely torque distribution with quick gear changes with the effortless two-way quickshifter, and you have the perfect recipe for a thrilling ride. However, it’s worth noting that 90% of our test was carried out off-road in Morocco, meaning that we only occasionally exceeded 110 km/h – even though this was clearly not a touring test.

MORE DETAILS

The new footpegs are worth mentioning, as they are wide, solid and very grippy even in the wet. With the rear brake pedal set to the off-road setting its positioning is perfect, allowing you to use the rear brake with finesse, even in off-road boots. In Rally mode, there is no ABS at the rear and the precise rear brake allows you to make the most of this factor.

On the road, I can only imagine that the Rally will be very similar to the standard DesertX, with sufficient comfort and wind protection on longer rides, even with the windshield unadjusted. Cruise control is standard, as is connectivity, but not heated grips – just the button!

As you’d expect from Ducati, the level of finish is high, with quality components such as Brembo, Öhlins (steering damper) and Excel (rims). After a few days in the desert, with dust and stones thrown at the Rally, it still looked like new. There was no apparent sign of wear from the sand-covered enduro boots rubbing against the side covers, and the forged carbon fiber crankcase guard looked flawless. Some of the off-road rides were tough, but there were no reports of dented rims or even punctures.

There’s no denying that the new DesertX Rally is an expensive bike with a price tag of €21,745. But it’s a model supplied with high-quality components that help justify the high asking price. The KYB closed-cartridge chainrings are the first on a production Ducati, possibly the first for any production bike, and similar to those on Meo’s racing bike – buy them separately for your adventure bike and they’ll be in the range of €4,500, plus another €1,500 for the rear shock. The Excel rims with steel and carbon spokes don’t come cheap either, and the Rally also gets an Öhlins steering damper (non-electronic) and a forged carbon fiber sump guard. So, although the asking price is high, it’s easy to see where the money has been spent!

VERDICT

I wouldn’t refer to the new Rally as a better DesertX, as it’s a very different bike and I honestly don’t know what it will be like on the road, although the indications are excellent. However, what I can say is that the new Rally is possibly the best “big” homologated adventure bike I’ve ever ridden off-road. The suspension is probably the best I’ve ever experienced on off-road terrain. The Rally remains unflappable on any terrain and is genuinely ready to race as soon as it comes out of the box, which, away from the tarmac, should put it head and shoulders above the competition. This is not, however, an extreme adventure bike aimed at a rider-only audience; the aids and riding modes, together with the friendly power delivery, make it flexible and usable for a wide range of riders. It can even be adapted for A2 license holders! On the one hand, with the road-legal components removed, it’s ready to race, but equally an inexperienced rider could spend days riding standing up in the spacious areas of Morocco, just enjoying the challenge and navigation.There are downsides: 910 mm of seat is quite a lot, it’s an expensive bike and the side stand is a bit of a pain, especially for short riders like me. But on the other hand, the DesertX Rally is hard to fault as an off-road adventure bike.

O conteúdo Review – Ducati DesertX Rally – genes in competition aparece primeiro em Motorcycle Sports.

Zontes motorcycles and scooters are no longer a novelty here in the magazine, but this time we’re bringing you the most complete and equipped model in the Chinese brand’s entire range. The name is simple, it’s called the 350E, but what’s more complex is everything this version comes with, so we’d better get started now!

The Zontes brand is continuing to revamp its range of motorcycles, which already includes trail, scrambler, naked, sport touring, custom and scooter models. Higher displacement models will be arriving soon and have already been shown at the last Milan Motor Show, but for now Zontes is launching several 350 cc bikes to gradually replace the previous 310s, which were a little less powerful and sophisticated than these latest versions. This is not the case with this 350E, which is a completely new scooter and has a more maxi-scooter configuration, unlike the 350D version which is smaller and narrower, i.e. with more city ambitions.

COMFORT AND SMALL LUXURIES

Starting with comfort, we find a very pleasant riding position. There’s plenty of leg and arm room, and the seat is very soft for both the rider and the passenger, a big improvement on the previous Zontes scooters we knew. The “commuter” also has very generous grips and good foot platforms. But there are many more aspects to point out, which are usually overlooked on automatic scooters. First of all, there are the heated grips, which are fitted as standard and can be adjusted to six positions, which came in very handy during the first very cold days of January. There’s also an electrically adjustable windshield, which in the highest position offers excellent protection on the highway, and it’s also worth noting that the levers are adjustable in distance from the handle, both on the right and the left. Next to the left handle is a parking brake, something that always comes in handy when you want to park the scooter on the side stand.

Here you can see how Zontes is a fast learner and has catered for those looking for quality and important details. The seat has been greatly improved compared to the brand’s other scooter, and all the components mentioned, especially the electric windshield, heated grips and adjustable levers are details that any scooter user, in all four seasons, will appreciate. Oh, and by the way, the handlebars are adjustable in two positions with a tool.

Something that will be new is the fact that this scooter has hand protectors, which will also help on colder winter days, although aesthetically this is always debatable on a road scooter. And as this is a large model, the two glove compartments are also huge, with great depth, and there’s a double USB socket in one of them. Under the seat there’s also plenty of space, with capacity for two helmets, possibly integral, depending on the shape of the helmet you put on the front.

MORE DETAILS

This 350E is also very well equipped in terms of lighting, through a fully LED system with six DRL spotlights, and we can choose between night or day lighting, ideally always choosing the night one, which is prepared for all occasions and leaves the controls backlit. The key is keyless and has the shape of a small bracelet, which can be kept on your wrist, in your pocket, or simply in a small compartment under the instrumentation. The instrument panel is a color TFT, super complete, with connectivity and the possibility of pairing it with the Carbit App, so we can project our navigation from the large instrument screen.

There’s also an on-board computer, which has given us a huge range, as this scooter has a fuel tank with a capacity of 16 liters, and as the average consumption was between 3.5 and 3.8 liters/100 km, you can really do a lot of kilometers without refueling. The instrumentation also includes information on the tire pressure, front and rear. And even more interestingly, we have access to the temperature of both tires in real time, something that we found to work beautifully. Most of the time it’s information that we won’t need, but I confess that we feel almost like a MotoGP rider with this data. And you can also switch between various display modes on the dashboard, and curiously it was in Race that we most enjoyed reading all this data.

It must be said that the lighting capacity is quite good, while in the field of accessibility, the seat at 765 mm from the ground, and narrow at the front, will not cause any difficulties when trying to put your feet on the ground. And still on the equipment front, this automatic also comes with a pre-installed camera.

HEART AND DYNAMICS

Speaking of the engine, it’s a single-cylinder with around 36 hp of power and liquid cooling. It offers 38 Nm of maximum torque and this makes it one of the strongest engines in its class, even when you include scooters up to 400 cc. It’s also very economical and offers good performance, both in terms of acceleration and acceleration, with a top speed of around 155 km/h. So there’s nothing lacking in terms of performance, which would even be higher if it weren’t for the heavy weight of the whole thing, at around 182 kg. We just felt that this engine could be a little smoother to start compared to its competitors, i.e. at low speeds it always seems to knock a little, reminiscent of some older single-cylinders. Basically, it’s a question of habit, and it’s also worth noting the presence of a traction control system, which is always to be commended, especially as acceleration is strong and the asphalt on our roads doesn’t always have the grip of the Portimão Autodrome.

Speaking of aspects that could still be improved a little, for example the grip of the CST tires in the wet, as they don’t offer the grip we’d like. On dry roads, they’re fine… but if you’re going to drive in the rain, then it’s best to change them, unless you like to thrill at every moment. Braking is sufficient, but if it were a little more biting, both at the front and rear axles we wouldn’t mind at all, and at the rear the two shock absorbers offer acceptable comfort and handling on good roads, but on rougher roads they make the scooter bounce a little and present a somewhat dry behavior. It’s a traditionally built solution, so at a brisker pace you’ll want to pay attention to potholes and bumps to keep your composure.

THE BEST Very complete equipment, comfort, value for money

TO BE IMPROVED Rear suspension, wet tires

CONCLUSION

Basically, we can see how Zontes already knows how to make excellent motorcycles and scooters, and if some aspects of the bike can be improved, it’s only because the brand wanted to maintain an excellent retail price, even with a super-high level of equipment.

Although we’ve mentioned a few aspects that could still be improved on this scooter, it’s important to say that this 350E has filled us in, in the sense that it’s a very complete and very technological scooter. We really liked the heated grips, also the height-adjustable windshield, and the load capacity is very good, both under the seat and in the two gloveboxes. And the instrumentation is super complete.

For just over 5,000 euros, you really can’t ask for much more!

O conteúdo Review – Zontes 350E – comfort and equipment aparece primeiro em Motorcycle Sports.

Aiming to improve its travel capabilities, the Africa Twin Adventure Sports has received important updates for this year: the most talked about has been the fitting of a 19-inch front wheel, but the engine has also received improvements that have increased torque and general comfort. An Adventure Sports with more refined dynamics that is more comfortable and even easier to ride, in true Honda fashion!

The story of the Africa Twin began in 1986 with the NXR 750, a motorcycle that won the Dakar on four occasions and with which, from 1988 onwards, riders could curiously choose a 21″ or 19″ front wheel, depending on the terrain. And it was this model that inspired the creation of the XRV 650 Africa Twin in 1988, which then went up in displacement to 750 cc and was in production until 2001, after more than 73,000 units sold. In 2016 the Africa Twin returned, fully modernized, and soon afterwards the Adventure Sports version was created, with touches made to the various versions so far. Now, for 2024, Honda is presenting two versions of the Africa Twin: the base version (which we’ll be testing soon), with a 21″ front wheel and optional electronic suspensions; and this Adventure Sports, which without neglecting the off-road features, presents more road-going characteristics with a 19″ front wheel, electronic suspensions as standard, a lower seat, among other features.

SOME CURIOSITIES

Since 2021, the Adventure Sports version has sold more than half of the Africa Twin models globally (around 55%), a model family that since 2016 has almost always been the best-seller in the Honda range, with more than 100,000 units registered in Europe since 2016. And while we’re on the subject of numbers, of all the Africa Twins sold, the DCT version remains the favorite, with around 63% of Adventure Sports sales in 2023.

WHAT HAS CHANGED

In terms of the engine, the 1,084 cc parallel twin still delivers the same 75Kw of power (around 102 hp) at 7,500 rpm, but maximum torque has risen to 112 Nm at 5,500 rpm, a 7% improvement from low revs that is due in particular to the new internal components of the engine and increased compression ratio. We’re talking about a redesigned crankshaft and connecting rods, as well as pistons with a slightly altered surface and larger diameter air intake ducts. As the injection system has also been improved and the exhaust system is now lighter and more efficient, all this has contributed to the improved mid-range response, without any change in the engine’s displacement or bore/stroke ratio.

As for the DCT system, which was first introduced on a Honda in 2010, in this case on the VFR 1200F, it has been evolved over the years, now featuring for 2024 a new hydraulic control that aims to make the system easier to use, especially in order to smooth out throttle control at low speeds. In addition, in conjunction with the IMU and through a series of mathematical formulas, the system has evolved to better detect curves and consequently to a better choice of gear ratios on the open road.

MORE ROAD-GOING

Source:Honda

As far as the bike’s handling is concerned, while keeping the frame intact, Honda is now fitting Showa EERA (electronically-operated) suspensions as standard, which were previously optional. The front fork is 45 mm, and together with the rear monoshock they offer a shorter travel of 210 mm at the front and 200 mm at the rear, which has lowered the ground clearance a little, as well as the center of gravity and seat height. The suspension has several operating modes (Hard, Mid, Soft, Off-Road and User) and adapts to each of the riding modes chosen, even though its operation is constantly adapting to the terrain in milliseconds. What’s new is that the driver can now choose between 4 different preload levels on the move.

One of the biggest novelties, however, is the inclusion of a 19-inch front wheel on the Adventure Sports, with a 110/80-R19 tire, something that aims to offer better rider feedback, more agility and also stability under harder acceleration and braking. The seat is slightly narrower and has been improved in terms of comfort, and with the changes in cycling it has become accessible to everyone, quite different from the first generation Adventure Sports. It’s now available at 835 – 855 mm (adjustable), and if that still gives you a hard time, you can opt for a lower one. With all these adjustments to the bike, the wheelbase has been reduced by 5 mm, the ground clearance is also lower and so is the trail, which will also benefit agility on the road. The weight is 243 kg (10 kg more for the DCT version), and in terms of tires, the Adventure Sports comes equipped with the proven Bridgestone Battlax Adventure A41, excellent road tires, although you can also opt for the adventurous Michelin Anakee Wild.

In aesthetic terms, in addition to the new decorations, the front section has been given a slightly different look for better aerodynamics, namely with a side opening next to the headlights that is intended to deflect air away from the driver’s arms and shoulders on the highway. And here it has to be said that the windshield, which can be adjusted by hand, is made from a new material (Durabio), which, although similar to the eye, according to Honda is much more resistant, moldable and has excellent wear-resistant characteristics.

OTHER FEATURES

Although it’s nothing new, the instrumentation is still a 6.5″ TFT color display, with a choice of backgrounds and connectivity with Apple CarPlay and Android Auto. And all the electronic aids are still present on the current model, so we’re talking about cornering ABS, 7-position adjustable traction control, “anti-roll”, cruise control, cornering lighting, emergency braking lights and self-canceling “blinkers”. The driving modes are also unchanged, with the usual Tour, Urban, Gravel and Off-road, plus two User modes, with all safety parameters controlled by the Bosch 6-axis IMU. And of course, the brakes are unchanged too, with a proven Nissin set-up. Before we move on to the dynamic part, there are four accessory packages available, Travel, Urban, Adventure and Rally, so there are components to suit everyone’s taste, whether you want to show off an even more beautiful Adventure Sports in the café or go around the world, if that’s your goal!

ON THE ROAD

Source:Honda

This presentation got off to a great start in one respect: it was held in Portugal, in the Algarve, so there was no need to fly! The base was set up in an excellent hotel near Albufeira, and over the course of a day we covered nearly 200 km, with lots of mountain roads, a few towns, some off-road and a stretch on the highway just to “clean the coal” and enjoy the aerodynamic protection. The weather helped, and the changes to the bike’s handling and ergonomics were immediately noticeable even before we set off. You still feel like you’re at the controls of a big trail bike, but it’s easy to put your feet on the ground. The riding position is naturally excellent and everything is easy, in true Honda fashion, except for everything involving the controls and instrumentation… There are too many buttons and too many steps you have to take to get to something more specific in the menu, and if a future owner after a few days – or weeks – might be familiar with these controls and TFTs, for us journalists who are constantly changing bikes, we realize how confusing this system is and it’s far from being one of the most intuitive on the market.

GLUED TO THE GROUND

Source:Honda

Still on the low-speed route around Albufeira, I can say that I didn’t notice any improvement in the operation of the DCT. It continues to do its excellent job, but I didn’t notice any smoother starts or any indecision between gear ratios, nor did I notice any difference in how it worked in terms of detecting bends on mountain roads. There will certainly be slight improvements that will make the system better and better, and that a long-term driver can enjoy.

What is immediately noticeable is how the 19-inch front wheel helps the Adventure Sports’ dynamics, especially if the pace is fast and the road is good. Of course, the old Africa Twin, with its 21″ wheel, has always cornered well and given us confidence, but here we get a better “feeling”, a greater sense of security as if we understand everything we’re stepping on. In fact, during our lunch break we had the chance to take the previous model out for a spin. The new bike is quicker and more agile to move between bends and against bends, with a better feel for the road, making it seem as if we always have (and in fact we do have) more rubber available for cornering grip.

Equally noticeable are the improvements in the engine’s performance at low and medium revs, with the twin-cylinder now much less sluggish at around 4,000/5,000 rpm, for greater riding fun and easier overtaking, for example.

The seat doesn’t feel soft to the touch, but we ended the day the same way we started it, without any fatigue, and if we chose to ride on the road with the windshield in the lowest position, on the highway we put it almost at the top and the protection seemed very good. In the highest position it’s at my eye level (I’m about 1.68m tall), so I preferred to lower it slightly. And here’s another detail: this screen is manually adjustable on both sides, so it’s not easy to adjust it on the move. A central adjustment for one-handed use would be ideal.

EVERYTHING EASY AND PLEASANT

The electronic suspensions are undoubtedly a point in this model’s favor and we didn’t even need to make any adjustments to adapt them to our ride and the route. With the Tour mode activated, which we used most of the time, and with the preload for a driver without luggage, the suspensions were very well adjusted, both when the surface was smooth and when the bad ground could make things more difficult. On an off-road section we felt the same ease of the suspensions, but off-road, if the conditions are a little more complicated, don’t forget that you’ll have to go into the menus and turn off some of the electronics so that the Africa Twin can evolve smoothly. In the afternoon, on our way back to the hotel, we took an Adventure Sports with a manual gearbox, which seemed strange to us as we hadn’t ridden an Africa Twin with a conventional gearbox for a long time. Personally, like most buyers, I prefer the dual-clutch gearbox version because it’s more practical and still allows for fast driving (using the paddles if you don’t trust the intelligence of the system), but I understand that many prefer the conventional gearbox, especially those who use it more intensively off-road.

An Africa Twin Adventure Sports that continues to offer everything needed for very pleasant and versatile use, day-to-day or on the road, on the highway or on dirt tracks. It now has a “fuller” engine and even better dynamics on the tarmac (as well as being easier to ride with shorter legs), so the changes made by Honda have once again been successful!

O conteúdo Review – Honda CRF1100L Africa Twin Adventure Sports – different approach aparece primeiro em Motorcycle Sports.

Several SYM models have passed through our hands here at Motociclismo, but we can say that this ADX 125 is the first model in the crossover segment. After the SUV craze in cars, it seems that this philosophy of adventure is here to stay in scooters too.

Honda hit the nail on the head a few years ago with the X-ADV. Trying to do something different in a segment full of maxi-scooters designed to offer comfort and with a few sporty models thrown in, Honda really succeeded, certainly much more than it expected. In terms of power and features (due to the fact that it has a DCT gearbox), the brand has yet to see rival manufacturers try something similar, but in the 125 cc displacement, there have been some interesting proposals from a wide range of manufacturers.

Mind you, if you’re over the age of 40, you’ll no doubt remember other models from the past with similar characteristics. Gilera Typhoon, Aprilia Rally and Yamaha BWS were some of the TT-looking bikes that were very famous in the 1990s, and which can now be recalled in a certain way in various models, including this ADX 125.

MODERN AND WELL EQUIPPED

This Taiwanese brand’s 125 cc scooter range is basically made up of city models, but then there’s the Cruisym Alpha, which is undoubtedly the top of the range. This ADX is one of the latest additions to the range and is somewhere in between, with some city and maxi-scooter features.

As a crossover, it’s immediately noticeable for its naked TT-shaped handlebars and 13-inch Kenda mixed-design tires, but there are several aspects to highlight. The lines are angular and sporty, somewhat radical even for what we usually see from the brand, and there’s full LED lighting at the front and rear. In terms of technology, there is also a very practical 2.0 keyless ignition and a start&stop system so that the engine shuts off whenever we stop for a few seconds, such as at traffic lights. There’s also traction control, which we’ve already seen on various 125 cc models and which can be switched off, just like the aforementioned start&stop.

Also noteworthy is the 5-inch TFT color instrumentation, which is very attractive and has automatic brightness adjustment. You can even choose from three different backgrounds, but we would have liked some additional information, such as average consumption or range. However, this is not a problem, as we have a reliable gas gauge and a gas tank so large that, if you fill it up, you almost forget that you have to fill up with gas! The tank has a capacity of 15 liters, so the range can reach 500 kilometers!

SMOOTH ENGINE, CORRECT CYCLING

In terms of motorization, this ADX 125 has a single-cylinder, four-valve, liquid-cooled engine. It delivers around 12 horsepower, so it’s a little short of the 15 horsepower allowed by law for an engine of this capacity, but we can say that the performance is acceptable and to be expected. It offers nice acceleration, reaching 110 km/h on the straight and even over 120 km/h when well-packed, but above all the response of the single-cylinder is always smooth, giving confidence to youngsters or those driving this scooter with a car license.

THE BEST Level of equipment, aesthetics, braking power, range

TO BE IMPROVED Non Adjustable brake levers, poorly utilized under-seat space

In terms of cycling, this ADX 125 has good components. It has generously-sized cut-out disc brakes on both axles (260 mm at the front and 230 mm at the rear), and their power is high, for speed. The only drawback, as is often the case, is that the levers are not adjustable and have a slightly hard feel, being somewhat distant from the grips, which may take some getting used to for the SYM rider. Still on the bike, the ADX has a traditional fork at the front and a single rear lateral shock absorber (quite different from the traditional double shock absorber on this type of scooter), a system that SYM calls A.L.E.H. – Anti-Lift Engine Hanger – in order to avoid the typical oscillations when accelerating and decelerating. In practice, we found the shock absorber to be robust and of a higher quality than traditional city scooter shock absorbers, but only a little harsh for a lighter rider. With this lateral monoshock we also have a monobrake, so the rear wheel is completely visible, which is also unusual in this segment.

CONCLUSION

With a pleasant riding position and an easy, smooth ride, the ADX 125 is a very nice scooter, capable of offering comfort and correct travel in the city or on the highway. Off-road, the 13″ wheels with mixed Kenda tires allow for short journeys – with the suspension allowing for such journeys – and you can even have a bit more fun if you turn off the traction control, but you shouldn’t go overboard, not least because the presence of ABS won’t help you stop in the dirt. Another interesting proposal from a brand that continues to launch models at reasonable prices and with a 5-year warranty.

O conteúdo Review – SYM ADX 125 – Asian adventure aparece primeiro em Motorcycle Sports.

2024 will once again be a year of novelties for the YZ range, which celebrated its 50th anniversary in 2023. After the 450 cc, it’s the turn of the YZ 250F to get all the attention, with a new, slimmer platform identical to that of its bigger ‘sister’.

The 50 years since the first YZ were marked by a decoration alluding not to 1974, but to the white and pink of the ’90s YZs, colors we’ve seen on the bikes of the brand’s top teams in the most important championships and which are on the plastics of the 2024 bikes (in addition to the traditional blue version). However, the Yamaha men have prepared more than an anniversary decoration, focusing on updating their MX2 bike and further improving the GYTR kit for their YZ 125.

FOLLOWING IN THE FOOTSTEPS OF THE 450

Source:Yamaha

It’s something Yamaha has done in previous years, and they’ve done it again, taking the 2023 evolution of the YZ 450F to bring out the new 250F. We start with the narrower, slimmer silhouette, especially in the knee area, thanks to a narrower fuel tank, lower air filter box and narrower radiator caps. The seat is flatter and higher and, together with the lower footpegs, has resulted in an improved riding position with the legs stretched out more. The aluminum frame is completely new, also narrower and with improved rigidity and torsion points for better handling. The off-set has been reduced to increase agility in exchange for some stability at speed, something that Yamaha had a lot more of than its rivals. Still in the field of cycling, the KYB suspensions have been given settings more suited to the new frame and to improve cornering, as well as manual compression adjusters (at the top of each ‘sheath’) that make it very easy to ‘click’ without the use of a tool. As at the front, the KYB shock absorber has been revised based on the new chassis and suspension links.

ENGINE AND ELECTRONICS

Source:Yamaha

The engine has kept the same base but with a number of changes, especially to the distribution set, the ECU maps and the new air filter box that allows for a more efficient intake to benefit the mid-range and high revs.

The new ECU brings more new features than just new maps. It now always has two loaded maps available, which you can switch between on the move using the map button on the handlebar. The maps can still be customized with the Yamaha Power Tuner App, which has been improved and is now easier to use, offering guides and tips on how to tune the bike for each occasion, both in terms of maps and cycling. In addition to the maps, it has a Launch Control mode with a rev limiter, which can be adjusted in 500 rpm increments from 6,000 rpm to 11,000 rpm. For 2024 it also has traction control with a choice of three levels: High, very active; Low, not very active; Off, switched off. The system communicates to the ECU when the rear wheel slips, and the ECU adjusts the power delivery to give the best possible traction. Both these systems are controlled by the Yamaha Power Tuner App, and activated/deactivated on the handlebar switch.

Braking hasn’t changed at all, keeping the 270 mm diameter disc at the front and the 240 mm at the rear, both from Braking, with Nissin manning the pumps and calipers.

RIDING THE PROTOUR

Source:Yamaha

It was on one of the days of the Yamaha ProTour (see box) held at the motocross track in Carvoeira, Torres Vedras, that we were able to test the new machines for 2024. The track has a regional layout and obstacles, ideal for an event like this and for testing the new blue machines, but with the rain the night before, the surface was quite heavy and there was some deep mud. It was the morning riders who suffered the most, but by lunchtime (our time) it was much drier and more rolling, with only a few heavier and slipperier areas.

From the first moment we got on the YZ 250F, we really felt it was more compact, narrower and with a less ‘big-headed’ front end than the previous version. We sit on a flatter seat and the handlebars are lower in relation to the seat, and we also notice the bike’s smaller width, especially in the knee area. We also noticed a firmer suspension/frame set-up on the first few laps, but without it being ‘dry’ in terms of sensations.

In fact, it’s a comfortable firmness, combined with greater handling precision. It’s also easier to pick out tighter lines than with the previous bike’s geometry, but it remains stable in the faster, more open areas.

The engine is stronger at the most used speeds, medium and high, but you couldn’t tell right away and, like me, some of the ProTour participants felt the same way: when exiting some corners, especially in second or third gear and at lower speeds, the YZ seemed to have some difficulty gaining speed, especially in areas of deeper, muddier earth. I heard some complaints and felt the same way, but the truth is that all the bikes had traction control active, so it was only doing its job: cutting power when the rear wheel slips, but in deep mud it’s not the best option. Apart from those areas, where the ground was firmer, the YZ 250F is fast and powerful, and although it loses out slightly in the low gears (in exchange for more mid-range and top gears), it still has a strong engine in those gears. The gearbox is well-shifted and the clutch has the same intuitive and solid feel as always. The engine maps and Launch Control are easily changed on the handlebar button, but honestly this time there wasn’t much time to ‘play’ with them or with the Yamaha Power Tuner App, but we’ve seen them before and they’re better than ever!

TWO OPTIONS

All the motocross bikes in the range (except the 65 cc and 85 cc) will be available in two different liveries: the traditional blue, and the beautiful white and pink alluding to the 50th anniversary of the YZ, with a small difference in the price of both, and some models are already available from the brand’s dealers.

YZ 125 AND THE GYTR KIT

Source:Yamaha

Another novelty for 2024 is the GYTR kit for 125cc, a class that Yamaha never neglects and where it maintains very strong support with teams in the European championship, support for riders at local level, and with bLU cRU, which takes the best Yamaha riders from the beginner classes in each country to race alongside the Motocross of Nations and where they can gain even more support for the following season.

As for the kit, it consists of a different cylinder, head, piston, blade box, exhaust and silencer, CDI unit, a carburetion kit and different exhaust valves. For 2024 it has improvements to the exhaust, CDI map, exhaust valves (they weren’t there in 2023) and carburetion kit, improving performance at all engine speeds. On the track it’s an airplane and, honestly, stronger and more available than I imagined. Very strong at low revs (for a 125cc), it’s at medium and high revs that it shines even brighter, with plenty of power available at the request of the right hand grip, even with the road as heavy as it was, and the sound is something special!

YAMAHA PROTOUR

The Yamaha ProTour takes place every year in various countries around the world, with the Yamaha men bringing the following year’s innovations to the general public who can actually try out the vehicles. We say vehicles because, as this year, it features the brand’s off-road range, both two-wheeled and four-wheeled, which has more novelties. This year it was held at the Carvoeira track in Torres Vedras, where on Saturday and Sunday dozens of people were able to get up close and personal with the Yamaha machines. Keep an eye out next year and sign up in good time!

AFONSO GOMES

Source:Yamaha

A Team Yamaha/Alves Bandeira/Moto Fundador rider, Afonso became the SX2 National Champion this year and was Portugal’s representative in the MX2 class in France at the Motocross of Nations, always at the controls of the 2023 YZ 250F, so he’s the right rider to tell us the differences between the two:

“The YZ 250F was already very competitive, but this new version is even more so with the improvements made. I can see the bike is very good, more agile, easier to corner and easier to jump. The engine is even stronger, so we’re going to have a very competitive bike, even as standard, for next season. I was also able to try out the 450 cc, which I’d never done before, and I really liked it too. It’s easier than I imagined and the cycling is excellent, so we have a very strong range for next season.”

VASCO SALGADO

Source:Yamaha

A Yamaha/Motoni/Wallup/Motor7 rider, it was Vasco’s first season in the senior ranks, closing the motocross championship in fourth place in the 125 Junior class and being the only Portuguese representative in the 125 cc class at the bLU cRU in France on a YZ125 with the 2023 GYTR kit:

“I found the 125 cc with the new kit more complete than my 2023. It has a lot more power in the lower revs and always goes stronger until later. I can downshift early and it still goes strong, or let it stretch late if I need to. I really notice a big difference, more than I expected. As for the YZ 250F, which is completely new… I really liked the bike’s handling, very stable and stuck to the ground. I also liked the engine, it’s easy to use and has plenty of power. I also rode the 450 cc and I think it made my arms feel longer. I loved the experience and it’s easy to use, but it’s too hard for me and the engine is indescribable!”

O conteúdo Review – Yamaha YZ 250F ’24 – the 250F’s turn! aparece primeiro em Motorcycle Sports.

Suzuki calls it the Sports Crossover! Having covered 245 kilometers on the new GSX-S 1000GX, we can say that we agree with the Japanese brand. A bike that is much more than just a GT with higher handlebars, especially in terms of technology, so versatility can be found even more easily in this model. It is expected to arrive at the end of February.

It was with some surprise that we found this model among the Suzuki novelties at the recent edition of EICMA, especially as it falls into a sub-segment which, as we already know, no matter how much it is praised, will never guarantee huge sales figures. Trail bikes dominate among medium and high-capacity motorcycles almost everywhere in the world, but since there is a good sport tourer in the Suzuki range, the GSX-S 1000GT, the Japanese brand has invested – rightly in our opinion – in a crossover that aims to combine the best of that model’s performance with the versatility of an adventure tourer (the V-Strom 1050 for example), capable of satisfying both fans of sporty riding and those looking for long rides in comfort. With that, the aesthetics have changed and the rider has gained more comfort compared to the GT with a more upright riding position, through a slightly wider handlebar that is 38 mm higher and 43 mm closer to the rider. 

There is an extra 15 mm between the footpegs and the seat, a seat that is 35 mm higher than on the GT (845 mm to the ground now) due to the higher ground clearance of this model, thanks also to suspensions that have gained more travel, as well as offering electronic adjustments. But let’s find out more.

ENGINE AND TECHNOLOGY

Don’t forget that there is still the GSX-S 1000 naked bike, but in any case this model fills the gap between the GT and the V-Strom, but with the engine of the roadster. We’re talking about a 999 cc in-line four-cylinder engine that delivers 152 hp at 11,000 rpm and 106 Nm of maximum torque, an already “old” engine because it’s derived from the GSX-R 1000 K5, but duly adjusted and modernized, not only to comply with Euro5 standards but also to best fit this model. Compared to the original GSX-R, it offers a lot more torque (distributed over a long rev range) and already has an assisted slipper clutch. 180,000 units of this four-cylinder have already been produced, but in fact, having ridden this model, we could even say that this engine was launched this year, given the qualities it still exhibits!

In terms of technology, this model is full of “acronyms”, but perhaps starting with the most important, it is the first model of the brand to incorporate SAES (Suzuki Advanced Electronic Suspension), in other words, the brand’s first electronic suspensions that combine with SRAS, Suzuki Adaptive Stabilization System, which has an automatic rear suspension adjustment, stabilization system and active damping control. The only thing missing is the front spring preload, which has to be adjusted with a tool. This bike also incorporates the latest and most evolved version of SDMS-a – Suzuki alpha’s riding mode selector – which is also divided between several items of TLR Intelligent Control: traction control, “anti-roll” and skid control.

There are still a few more systems, such as Intelligent Cruise Control, in this case not because it’s adaptive but because it stays active with gear changes using the quickshifter, which is bidirectional. In terms of braking, as well as the Brembo calipers from the GT, there’s also an adaptive function (a kind of “cornering ABS”) and downhill braking control (an “anti-lever” that prevents the suspension from sinking too much), and there are a few more electronic niceties that are already familiar from other models.

A bike equipped with a double-braced aluminum frame and sub-frame in the same material, similar to the GT version, and therefore with the rear section prepared to include side bags, while in aerodynamic terms, we highlight some front holes that aim to increase the stability of the whole, on a bike that comes with bulky hand guards and a windshield that can be adjusted in three positions, but only with a tool.

MORE ELECTRONICS…

To better explain each of the riding modes, A (Active), B (Basic) and C (Comfort), the power is pre-set for each mode (it’s only lower in C), but the way the throttle reacts in the 3 modes is different, as is the behavior of the suspensions and the riding aids. In this field, the traction control now has 7 levels (two more than the GT), while the suspensions (which are Showa) are immediately programmed for Hard, Medium and Soft. And you can either use the Automatic mode, in which the preload is adjusted automatically, or program the spring preload according to the weight you’re carrying on board. In other words, you can use active preload (fixed, as in any traditional mode) instead of automatic preload, which adjusts up to 1000 times a second to the irregularities of the road.

Suzuki also has the acronym SFRC, a kind of “Sky-hook” technology that we’ve seen in other brands, in which the system combines information from the IMU and the sensors on each axle to adjust the damping, so that all the components remain stable and without too much oscillation, a system that will work harder the worse the road surface is. Everything we’ve mentioned can be easily adjusted on the buttons next to the left handle, and with the exception of more complex operations (entering each menu), all operations are very intuitive and easy to carry out on the move (changing driving mode, changing the suspension operation, choosing another level of traction control, etc).

Also noteworthy is the instrumentation, where we can confirm the operation of all the electronics, which is made up of a 6.5″ TFT color panel, with two display modes and automatic brightness adjustment. And it has mobile connectivity via the Suzuki myspin App, something we know will soon be improved on the GT and GX.

The top case holder is standard, although Suzuki doesn’t sell this rear case, and both the heated grips and the center stand are optional (as are the side cases, plus a few other components) in a model that will be available in 3 different decors.

AND IN PRACTICE?

We were able to see (more or less) all of this a few days ago, almost always on wet roads, but fortunately on the day before the torrential rain that hit our country, when some of our colleagues took the GX for a spin. The idea was to leave Cascais and ride through the hill country to Sintra, Mafra and so on towards the Serra de Montejunto, almost always on country roads and often with bad surfaces, to return in the afternoon with a good freeway ride. The GX wakes up with a thick voice and you can feel that we have an engine full of torque, but as the conditions were slippery and there was a lot of traffic, we went with the conservative C mode, where the throttle response is smooth and the suspensions feel like velvet, absorbing EVERYTHING without any problem! The riding position is very easy and comfortable to adapt to, and the handlebars are just the right size, but some users may find them too low. As the kilometers passed, we experimented with other modes and settings and came to the conclusion that B mode is almost always ideal, combining an ideal throttle feel (the sensation seems almost mechanical), with intermediate driving aids that don’t influence our driving, while the suspensions continue to filter irregularities very well but now with excellent composure in sportier driving. In fact, it’s in the engine (smooth and strong at low revs, with a sporty vigor at high revs) and the fantastic suspensions that we found the greatest virtues of this model, which also has a quickshifter that is practically a benchmark in our opinion, and which is more or less quick and smooth depending on the driving mode chosen.

We also tried out the active suspension modes, but ended up preferring the automatic ones, in which the suspensions adapt instantly to the road conditions, passing through areas undulated by tree roots, for example.

Speaking of what we liked least, first of all the Dunlop Sportmax Roadsport 2 tires, which don’t give the best feeling in the rain and take a long time to warm up, as well as seeming to hinder the agility of the whole. There are also some vibrations at medium speed, which don’t bother the hands too much but make the mirrors vibrate a bit, and we wish the heated grips had been fitted as standard, as well as a manually adjustable windshield. This provided quite acceptable aerodynamic protection on the highway, but some journalists of a taller stature complained of slight turbulence. At the end of the day, about 245 kilometers had been covered, with an average of 6.1 l/100 km – not bad given the pace – and only slight fatigue in the rear area, even though the seat seemed quite comfortable.

A motorcycle due to arrive at the end of February, at a price of around 18,000€, and which for us met the brand’s objectives: to be a sporty, versatile and comfortable crossover. We liked almost everything about it, but above all the way the engine and the bike worked, and we got the feeling that you don’t always find in a new bike: that you’re looking at a very robust and high-quality package, capable of doing many tens of thousands of kilometers without any problems. But before we reach that milestone, we still want to ride the GX again, if possible only on dry roads!

O conteúdo Review – Suzuki GSX-S 1000 GX – effective technology aparece primeiro em Motorcycle Sports.

Right at the end of the year, another CFMOTO proposal arrived. The much-anticipated 450NK takes its aesthetic influence from the irreverent and fun 800NK (which we tested in August), but with a powertrain and cycling system very similar to that of the sporty 450SR, which we’ve also tested twice here in the magazine, most recently in November. We went to the land of the soft eggs to find out if this 450NK lives up to everything that was expected of it.

2023 was an excellent year for CFMOTO, not only globally with the presentation of new products that are already making headlines, but also in Portugal with sales figures placing the brand among several established manufacturers with many more years on the market. Having good bikes helps a lot, but so does a good dealer network and the Multimoto group behind it, which through a very young and irreverent marketing team has taken the brand to excellent heights – on social media for example – but also in the beautiful presentations where we have already been present. Now, let’s talk about the 450NK that we went to Aveiro to see!

TRANSALPINE AESTHETICS

The NK concept is based on light and agile models with energetic engines for strong emotions. The first generation appeared a few years ago and in our country the 300 NK and 650NK models were a hit. The second generation is made up of the 800NK and this 450NK, with obvious aesthetic differences. The models launched this year have already had the aesthetic hand of the Italian design office Modena 40, and as we all know, the Italians aren’t exactly bad at designing vehicles… Aesthetics go hand in hand with a high quality of components and construction. The brand’s target audience is young people aged 20-25 (just to contradict the title of this article), i.e. newcomers to two wheels with an A2 license who want to have fun and evolve in this fantastic world.

MUSCLE AND AGILITY

In technical terms, this bike isn’t much different from the sporty 450SR, and starting with the cycling, we find a tubular frame made of high-strength aluminum alloy. It weighs less than 11 kg, with the subframe weighing less than 4 kg for a running weight of around 173 kg. The seat is 795 mm from the ground and the fuel tank holds 14 liters of petrol. Technologically, the 5-inch TFT display shows off the fact that you can choose between two different backgrounds, as well as smartphone connectivity and Tbox, a system for sharing information about the bike or the route with other users. And of course, there’s plenty of information on the on-board computer, although it takes a few minutes to fully get used to the instrumentation and the way you navigate through it with the controls.

Suspension features an inverted unit at the front and a rear monoshock with a connecting rod link to the swingarm and adjustable spring preload and extension. In terms of braking, this NK has a disc on each axle with J.Juan components, the front set consisting of a large 320 mm disc and a 4-piston radial caliper, with a dual-channel ABS system. As for the ground connection, it’s made with CST tires that we already knew from the 450SR.

As far as the engine is concerned, we’re talking about a parallel twin-cylinder which, in terms of power, is below the 35Kw required to qualify for the A2 license. The 34.5 Kw (obtained at 10,000 rpm) means around 46.9 hp and the maximum torque is 39.3 Nm at 7,750 rpm. It has a double balance shaft, slipper clutch, traction control, and the 270º crankshaft helps it sound fantastic, naturally aided by an exhaust that fortunately doesn’t sound (at all) muffled. According to the brand, these figures are enough for this NK to reach 178 km/h and guarantee acceleration from 0 to 100 km/h in 4.9 seconds. The specifications are similar to those of the sports car, right down to the gear ratios and final drive, but the brand says that adjustments have been made to the electronics so that the NK reacts better at low and medium speeds.

ON THE ROAD

The day dawned cold, very cold in the Costa Nova area of Aveiro, but I managed to get to the motorcycle area early enough to choose my favorite decoration, the white and blue one. Personally, I think it’s a beautiful bike, perhaps the sporty naked for A2 licenses that I like the most, and I adapt quickly to the controls. The riding position is spacious for riders of various statures, the legs aren’t bent too much and the handlebars are just the right width. The instrumentation is very pleasant to read and when we started the engine we remembered the good times we had with the SR, because the sound is the same and really remarkable, sounding like a motorcycle with a much higher displacement. However, it wasn’t all smooth sailing: the bike was practically out of the box, the tires (almost slick) still had “gum” on them, the temperature was very low and as soon as we hit the bends we were treated to wet pavement until lunchtime. In these conditions we were able to see how the engine fits perfectly into this model, being very lively at all engine speeds and always with character. We can run in sixth gear from 75 km/h (around 4,000 rpm), but we usually choose to shift down one or two gears to favor the medium and high revs of this two-cylinder. As this is an almost virgin set in terms of kilometers, the suspensions also seemed too hard, but we needed to drive this NK dry, which we did in the afternoon.

BETTER

We didn’t have any problems on the wet road, but you could say that everything improved on the dry asphalt. The tires warmed up, the suspensions started to “work” better, we could see that the braking was also at a good level, and we were able to take advantage of the fun engine on a very twisty road, where the NK’s agility was also put to the test. It just seemed to us that the consumption (on the instrumentation) of around 5.1 l/100 km is a little high, something we had already noticed in the SR, although we haven’t yet measured the actual consumption at the pump. Maybe next time. Among the things to improve, I think it would be possible to design a softer, more comfortable passenger seat, while the feel of the throttle is slightly abrupt, something we’ve been warning about almost every time we ride a CFMOTO. But all in all, this really is a well-balanced and fun bike, with an incredible sound and one of the best proposals in the segment. I’m left with just one doubt, a good one in fact: I don’t know which I’d choose between the sporty 450SR and this naked 450NK!

O conteúdo Review – CFMOTO 450NK – 18th birthday present aparece primeiro em Motorcycle Sports.

Founded in Milan in 1971, SWM has made a name for itself as an innovative, quality brand and, in keeping with this ideal, the Hoku 125 is yet another model made entirely in Italy, escaping the trend of importing motorcycles to Europe.

The name of this model, Hoku, means star in Hawaiian and so we tried to find out during this test if the name chosen by the brand is in line with what this bike has to offer.

From an aesthetic point of view, the Hoku has a familiar appearance, and from certain angles it reminds us of the more aggressive lines of the Duke 125. At the front, there’s a full LED headlight with very futuristic lines and the “blinkers”, which are also LED, have an excellent detail: they fill in progressively, as you find on some higher-end car models. The plastics next to the tank stand out, with their very aggressive lines, while on the seat, the detail of the stitching that runs along it is striking. The seat is split and the driver’s part is comfortable, so it’s easy to imagine taking a longer trip in the driver’s seat. However, the passenger seat is slightly smaller and harder, making it ideal for short, medium-distance journeys. At the rear, we can see a long, raised exhaust, which blends in quite well with the model’s aesthetics. Overall, we find a very aggressive and well-designed aesthetic, especially in this orange color!

ENGINE

The engine is a 125 cc single-cylinder that delivers 15 hp of power at 9,500 rpm, which is excellent given that it is the maximum power allowed for the A1 license. It’s quiet in the early stages, showing its strength from 5,000 rpm. We didn’t feel many vibrations coming from the engine in the kilometers we drove with this model, except at the most extreme revs, although this is inevitable in these single-cylinder engines. A very positive note goes to the combination of engine and exhaust system, as together they make a very attractive sound, especially when you push the single-cylinder harder. In terms of fuel consumption, it’s around 2.7 liters per 100 km, which, with its 13-liter tank, allows you to cover a lot of road without having to refuel.

TECHNOLOGY

In terms of technology, the huge 7-inch TFT screen (which looks like a real tablet) stands out, making it very easy to see all the information you need. It has two display modes and allows you to connect your smartphone to, for example, use the navigation system, which works very well and can be very useful on long journeys. We also find a USB socket next to the controls on the left and tire pressure monitoring, which in a 125, especially if it’s not top of the range, is excellent. One negative aspect is that there’s no indication of the gear you’re in (only neutral), and this can be problematic, especially for those who choose this model as their first bike.

THE BEST Aesthetics, technology, engine

TO BE IMPROVED Braking, somewhat stiff suspension, lack of gear indicator

DRIVING

The bike has a 41 mm diameter inverted suspension at the front and an adjustable monoshock at the rear. The suspension tends to be stiff, which is a good thing when you’re riding hard, but it’s a bit uncomfortable on rough roads.

When it comes to braking, the front has a 300 mm disc with conventional calipers and the rear has a 220 mm disc. In this respect, this SWM is a few notches below what we’d like, requiring a lot of force with our right hand for sudden braking. We have 17″ wheels, 110/70 tires at the front and 140/70 at the rear, and we’d actually prefer to have a wider tire at the rear, but more for aesthetic reasons, as this model seems to be of a higher displacement and therefore deserved something more “showy” at the back.

As the seat is 790 mm from the ground, the Hoku fits many different statures well, and with a weight of just 136 kg it’s a very agile bike and easy to maneuver at low speeds. When riding, our position is leaning forward, showing its sportier character and helping us to devour the curves on a winding road. Despite this sporty vein, it’s a very intuitive motorcycle that’s quite easy for those just starting out in the world of two wheels. Without legalization costs, the price of the SWM HOKU 125 starts at €3,990. This price makes this Italian model an interesting solution for those who want a quality bike with good performance, without spending extremely high amounts for a 125.

O conteúdo Review – SWM Hoku 125 – on a par with the best aparece primeiro em Motorcycle Sports.

Several times Kawasaki has shown itself to be a pioneer in various solutions, other times it has simply presented premium models because that has always been the brand’s aim: to launch cutting-edge models with high performance. This time, performance is not the main objective, but we must always highlight the Akashic brand’s first electric models.

Kawasaki has speed and competition in its DNA, but that doesn’t mean it isn’t aware of how quickly everything is changing in this world. That’s why it has shown some hybrid and hydrogen models at recent motorcycle shows that are at an advanced stage of development. When it comes to electric motorcycles, the Japanese brand has chosen to start at the bottom, launching models limited to 11 Kw that will make them easier to buy and use. The biggest curiosity here is that, instead of presenting new scooters as other manufacturers would, the brand has launched its new zero-emission proposals in a “package” that is already familiar to them, nothing more and nothing less than the Ninja and Z format of its low-cylinder models. An excellent idea or not so good, only the future will tell!

PURPOSE

Source:Kawasaki

With zero-CO2 vehicles having to be launched in Europe in a few years’ time (two and four-wheelers), Kawasaki is getting ahead of the game and wants to reach a type of customer who wants to use two-wheelers in the most congested areas of cities, especially in urban no-idling zones – ZER or free parking for zero-emission vehicles. And it is launching two models with a power of 11 Kw, the limit for B or A1 license holders, knowing in advance that there are many more affordable brands on the market but without the quality and experience of Kawasaki in motorcycle manufacturing. We’ll also see what kind of support will continue to be available for the purchase of this type of vehicle from now on.

FEATURES

Source:Kawasaki

With these two motorcycles, Kawasaki wants to launch quality, reliable and safe models (and with numerous brand dealerships throughout the country), but which also offer some excitement, with the curious e-boost function, which we’ll explain in a moment. With the exception of the colors, the styling has been taken from the Ninja and Z models, and although there are very few differences on the outside, you’ll notice that these new models are a little simpler to ride, as they don’t have to handle as much power. The ease of riding is an advantage, with no clutch or gearbox, and at low speeds there’s even a “walk mode” to help with maneuvering, both forwards and in reverse. With around 12 hp of power, we’re talking about a top speed of around 99 km/h (only for a few seconds with the e-boost), for a maximum range of 72 km and consumption that, according to the brand, could cost something like €0.64/100 km. There are two driving modes, Eco and Road, and the e-boost, which is activated by a button, lasts a maximum of 15 seconds, after which you have to wait for the system to recover the energy. As far as top speed is concerned, you get around 10 km/h if you don’t use e-boost and another 10 km/h if you’re in eco mode, a driving mode we only tried briefly and which isn’t exactly fast…

As for the power supply, it consists of a pack of two batteries (weighing 11.5 kg each) connected in parallel that can be removed to be charged (one at a time) in a suitable place, whether at home, in the office, etc., or kept in place (under the false tank) by those who can charge it via a plug in a garage. According to the brand, the two batteries can be charged from 0% to 100% in 7.4 hours (or 3.2 hours from 20% to 85%), something we were unable to verify at this presentation.

It’s also worth noting that these models have connectivity, so you can use your smartphone and its app to get lots of information about your journeys, the state of the vehicle and the batteries. These models weigh 135 kg in the naked version and 140 kg in the sporty version, and there is even a list of options that can add something in terms of comfort and aesthetics to these machines.

ON THE ROAD… AND STREET

Source:Kawasaki

The national presentation of these models took place in Montijo, and we were expected to do a few kilometers on the road, but also at the local karting track, with the curiosity of having a large part of the track indoors. Right from the start we noticed that these are well-built bikes, made by a brand with a lot of experience in the two-wheeled combustion sector. Everything is simple but works well, and in addition to the very smooth acceleration (which you could already guess), the bike handles well with comfortable suspension and good braking.

The riding position is comfortable (the Ninja’s wrists are only lightly loaded), and it handles well when cornering, the weight not being noticeable in any harmful way, so in this respect we could be at the controls of any gasoline-powered vehicle. But the power isn’t huge, so it’s only when you use the e-boost that you get performance equivalent to an ordinary 125 cc four-stroke. And as the e-boost runs out, we have to save it for overtaking and to ensure that the range doesn’t run out too quickly. The driving ends up being fun and it feels like you’re in a computer game, like the moment you run out of range and you see a drawing of a turtle on the instrumentation!

All in all, the driving is very easy, pleasant and smooth, but always quite calm. Then, at the karting track, we didn’t want to push it too much as our equipment wasn’t the most suitable and the IRC tires didn’t seem to like very tight corners, but it’s always fun to drive indoors without any polluting emissions.

Personally, I didn’t like the noise when you slow down, a strange “stutter” that comes from the regeneration of the batteries, nor the fact that there is no parking brake, so you need to pay attention whenever you park because you can’t leave the bike “hooked up”. The most complicated thing, however, will be the range, which should always be around 60 – 70 km, but also the retail price. The brand’s entry into the electric segment with these models is understandable, but perhaps they would have been more successful if they had chosen a scooter configuration… or not! 

Whatever the case, they are interesting and well-built models, but their performance, range and price mean that they are still in a very small niche market. In any case, and as with any electric vehicle, it’s a question of doing the math, figuring out whether our use can meet the needs of a motorcycle that has its pros but also its limitations.

O conteúdo Review – Kawasaki Ninja e-1 / Z e-1 – the first from “Kawa” aparece primeiro em Motorcycle Sports.

For the international presentation of the new Triumph Tiger 900 to the press, we once again went to Malaga. This is a range that is divided into GT, GT Pro and Rally Pro versions, and at this presentation we were allowed to ride the most equipped versions, which are usually the choice of the public. That’s why we were able to ride with the more road-going GT Pro on asphalt and with the more versatile Rally Pro on all terrain and also on tarmac. The improvements haven’t been huge, but they’re very noticeable, in a positive way!

More affordable to buy and easier to ride than the big Tiger 1200, the 900 cubic centimeter version has been highly coveted over the last few years, and has even won several international awards. In competition, with brand ambassador Iván Cervantes at the controls, it has also won several bajas and enduro races, in the class dedicated to larger bikes of course.

THE IMPROVEMENTS

Source:Triumph

The big revolution for this model came in 2020, when it incorporated a T-plane engine, with much more character and traction. Now, for 2024, the Tiger 900 hasn’t received a total makeover, but rather improvements that have worked very well. Starting with the engine, which is now more powerful, with an extra 13 horsepower (for a total of 108 hp), which comes mainly at high engine speeds, but without the three-cylinder losing torque at low and medium engine speeds. In fact, the maximum torque figure has also risen, but in this case by just 3 Nm to a maximum of 90 Nm.

In this generation we find new pistons that help achieve a higher compression ratio and better combustion; various improvements to the cylinder heads, new camshafts and larger intake ducts. Despite the improvements in performance, Triumph reveals that this engine is 9% more economical, with a range of up to 425 km, which is excellent on these bikes with a 20-liter tank. To help with performance, we also find a new and complete exhaust system, which is lighter and lets you “breathe” better without losing sound and character.

Still, for those who aren’t satisfied, Akrapovic has developed a tip for these Tigers – in titanium and carbon – that is 1.9 kg lighter. We just don’t know if the sound changes much or not!

Still in terms of new features, while maintaining the good braking equipment (Brembo Stylema calipers and cornering operation), Triumph has now made slight changes, with a new ABS module from Continental and emergency lights for heavy braking.

In terms of riding position, there’s a new seat with different foam, which is also more spacious, and the handlebars now have a cushioned mount for greater comfort. Only in the case of the Rally Pro is the handlebar closer to the rider by 15 mm, for greater ease of use. In terms of suspension there have been no changes, not least because these models were already very well supplied in that respect. The side panels are new in this generation, there’s a USB-C port and the 7-inch TFT instrumentation is new and similar to that of the Tiger 1200, with Bluetooth connectivity, making it very attractive and complete.

In other words, the British brand didn’t set out to launch completely new models but to make good improvements, a general refinement that we liked a lot, but let’s get to the driving impressions.

COMPLETE

Source:Triumph

It’s important to remember that in this range the GT Pro and Rally Pro already come with a huge amount of standard equipment, such as heated grips and seats, cruise control, two-way quickshifter, auxiliary lights, adjustable windshield, center stand, tire pressure monitoring, height-adjustable seat, among many other amenities. And of course, the driving modes to use and abuse: five on the GT PRO with Rain, Road, Sport, Off-Road and Rider modes, plus Off-Road Pro on the Rally Pro version.As for the most obvious differences, the GT Pro has aluminum wheels with a 19″ front wheel, while the Rally Pro has spoked wheels, the front being 21″.

The suspension travel is also different, with the Marzocchi of the road-going model offering 180 mm of travel at the front and 170 mm at the rear, while the Showa of the Rally Pro offers 240 mm of travel at the front and 230 mm at the rear. The suspensions are adjustable in all cases, although the GT Pro is the only one with an electronic unit for adjusting the preload of the rear monoshock. Note also the various types of luggage systems that are available, with Trekker and Expedition suitcases with different functionalities, but also the other accessory packages available, Performance and Protection, with numerous components in each of these packs.

ON THE DIRT

Source:Triumph

We already know that the Rally Pro has a very high level of standard equipment, but off-road we had a bike with slight changes, namely by fitting Michelin Anakee Wild tires that were much better suited to off-road riding, the absence of a footrest for the passenger and wider footrests without rubber, ideal for use with enduro / motocross boots. Otherwise, everything we had fitted was standard.

We liked practically everything about the bike, but we really appreciated how easy it was to ride, and it wasn’t a problem, for example, to miss a gear change, which doesn’t usually happen because the two-way quickshifter is excellent! We used the lower seat, 860 mm from the ground, which made maneuvering easier, and the driving position is very good, both sitting and standing. And we almost always opted for the off-road riding mode, because in off-road Pro the system turns off all the ABS and traction control aids, which might not be the best thing for such a powerful and heavy bike. And as the suspensions are really good and the driving is easy and not at all “stressful”, we ended the day without getting too tired, even after many hours on the Tiger, sometimes with some dust impairing visibility.

There were a few things we didn’t like so much: the feel of the throttle could be improved a little, sometimes it’s a little jerky at low speeds, and the instrumentation software is sometimes a little slow when you start the bike. Otherwise, everything was impeccable and there were excellent sensations from the engine, which was full of character and seemed clearly stronger at higher speeds, but we still needed to take it to the tarmac.

ON THE ROAD

Source:Triumph

We were also curious about the asphalt, not only to understand the improvements in the two versions, but also to try to reach a conclusion. GT Pro with a 19-inch front wheel (and Metzeler Tourance Next tires) or Rally Pro with a 21-inch wheel (Bridgestone Battlax Adventure tires), which would be our favorite?

In other words, we only rode the Rally Pro off-road, but on asphalt we rode both the GT Pro and the Rally Pro, with which we covered more than 200 km, sometimes in very cold weather (thank you Triumph for the heated grips and seat). On the road, we realized how much better the engine really is, more lively at high revs, with a lot of character, few vibrations, a delight to use. We also noticed how economical it is, with very low consumption of around 5 liters per 100 km, even at an interesting pace.

As for our initial doubts, we liked both models on the road, but I confess that the Rally Pro was my favorite. It’s true that on roads with a lot of bends you have to work a little harder due to the 21” rims, which make you lose agility, and when braking hard the suspension sinks more.

But as the roads aren’t usually perfect and the Showa suspensions have a lot of travel and can absorb all kinds of bad surfaces (the GT Pro’s Marzocchi suspension is drier) – plus the more imposing riding position – I had more fun on the Rally Pro. For the city and asphalt, which is always good, the GT Pro might have the edge, although this is always a matter of personal taste.

It also has to be said that a less experienced driver might feel better at the controls of the less intimidating road version. As for the rest, apart from their efficiency, these bikes gave us a lot of riding pleasure, and that’s what surprised us most about this presentation. There was a willingness to explore the high revs of this engine that didn’t happen before. With appealing colors for 2024 and lots of quality, which one is your favorite?

O conteúdo Review – Triumph Tiger 900 GT Pro / Rally Pro – more emotions aparece primeiro em Motorcycle Sports.