Best AmericanHondaAnnouncesrestylingGrom2017model year,giving it aminibikesportier,moreaggressive look.Wepreviously reportedonthe emergence of newstreetfightermini Thunderwhen it was announcedearlier this year inEuropeasMSX125.Whileonly a few yearsof redesignThundercomesat a good timeasit facednew competitioninthe newKawasakiHong Kong S.a.r.Pro.
Fun, flashy and affordable – those are the buzzwords Kawasaki uses to seduce riders with its new Z800 ABS ($8399). A fresh arrival to American streets (with the exception of California) as a 2016 model, the Z800 slots into the mid-size sport segment that’s currently dominated by Yamaha’s FZ-09.
*Editor’s Note: The Z800 ABS has yet to be certified by the California Air Resources Board, but Kawasaki intends on achieving homologation in the Golden State for 2017.
Imported straight from Europe, the Z800 is powered by larger (806cc) bore version of Kawasaki’s original Z750 (introduced in 2003), which in turn is a derivate of its Ninja ZX-9R – a high-end sportbike popular in the mid to late ‘90s. Although the mechanical architecture is classic, the 2016 machine benefits from all the modern conveniences you’d expect, including fuel-injection, a digital dash, ABS and the sharp, modern styling for which Team Green’s ‘Z’ bikes are renowned.
The Z800 ABS sports an all-digital dash. It certainly looks cool, but the vertical bar-graph style tachometer can be tricky to decipher.
Narrow and petite, we appreciate the well-proportioned cockpit and exterior dimensions of the new Z. The riding position is upright and focused, yet there is a fair amount of leg room even for taller pilots. The rider’s seat is a tad short from front-to-back however, which may make it less comfortable for riders over six-feet tall.
A trapezoid-shaped instrument panel is positioned front and center. It displays standard motorcycle vitals as well as a handy fuel gauge, MPG and range functions. The display is easy to read, but we would prefer a larger speedometer and a gear position indicator would be handy, too. The vertical bar-graph style tachometer is also quirky, at least compared to more conventional swept tach gauges, but it’s still nice Kawasaki is trying something different.
2016 MV Agusta Turismo Veloce 800 First Ride Review
Everyone with even a flicker of interest in motorcycles knows what MV represents:
Mike Hailwood and the “Fire Engine” Fours. Giacomo Agostini – 15-time World Champion with his wailing, tenor Triples. Massimo Tamburini and the F4. Today’s MV it’s the F3, arguably the most beautiful production motorcycle in the world. There’s MV and racing. Obviously. MV and sportbikes. They’re synonymous.
MV Agusta and a touring bike? You must be joking!
So here’s the first challenge for the MV Agusta Turismo Veloce. Customers don’t buy MVs to go for a 1000-mile ride on a solid, dependable bike with anonymous looks. If you want an affordable workhorse, look for a nice, second-hand V-Strom 1000. The twin sister of MV’s sporting heritage is that the Varese built bikes are motorcycle art on wheels so much so, that this is MV’s tagline.
What does this mean in practice? When I first rode one of the very, very early 750 F4s in production, I almost crashed it. Too much throttle? Trail braking into a damp corner? No, quite simply because the [expletive deleted] thing trapped my hand underneath the handlebar while doing 5 mph in a parking lot and I came within a gnat’s eyelash of T-boning a large van.
I later mentioned this to Claudio Castiglioni, the legendary savior of MV, and he smiled: “Yes, Frank, of course you are right – but doesn’t the F4 look perfectly beautiful with the handlebars where they are?”
On January 21, 2016, Kymco was granted an executive order by the California Air Resources Board for the K Pipe 125, indicating its arrival on U.S. shores is imminent.
For those not in the know, the Taiwanese manufacturer has been producing the K Pipe 125 since 2013, where it has been available in other markets. Powered by a 124cc Single Kymco claims makes 8 hp and 6.3 lb-ft. of torque, the K Pipe also features a four-speed transmission.
With the success of the Honda Grom, it’s clear to see other manufacturers are trying to grab the attention of the hip youth market. Kawasaki made its intent known with the Z125 currently tapped for Asian markets, but expected to arrive in the U.S. someday.
DigiNow has today announced the launch of the Super Charger, which is able to bring any Zero Motorcycle since 2013 to at least 80% charge, in most use cases, in under an hour. The Super Charger can also be used to recharge batteries in other electric vehicles, including theVictory/Brammo, Lightning Motorcycles and even electric cars.
The Super Charger project was spearheaded by DigiNow’s Chief Technology Officer Brandon Nozaki Miller, who you might remember from our The Life Electric series, along with the assistance of eMotorWerks, an experienced team of electronic engineers in Mountain View, California.
When used in tandem with the onboard charger, DigiNow claims the Super Charger can charge at up to 12kW peak power and up to 9kW continuous – that’s 7-10 times more powerful than the standard Zero charger, allowing a completely drained battery to reach 80% charge in under 60 minutes. Of course, since most users don’t completely drain their batteries on each ride, this means a full charge could be achieved in even less time.
The naked Zero DS on the left reveals where the Super Charger would be positioned on a Zero not equipped with the Power Tank option. With the bodywork attached (right), the Super Charger is hidden from sight.
The Aprilia RSV4 is a favorite among the MO staff, even if the limited edition RF version (UPDATE: while the RF will be a limited edition model elsewhere, its numbers will not be limited for the U.S. market) narrowly lost our six-bike Superbike shootout by the slimmest of margins. At EICMA 2015, however, Aprilia has announced that the up-spec RF version will receive further updates.
Aprilia realize it has one hell of a motorcycle already, so sweeping changes aren’t being made. Instead, the RF sees an Ohlins shock with revised spring rates and rebound calibration “more suited to sustain the work loads generated by using professional track tires,” says Aprilia.
It’s sunny and 65 here today in SoCal, but that doesn’t stop us lusting after the new 900ccTriumph Bonneville, spotted testing near Triumph HQ in Hinckley in the UK on what doesn’t look like a very pleasant day.
This one will be the standard Bonneville, nestled between the entry-level Street Twin we rode in December, and the 1200cc Bonneville T120, and serving as replacement for the current 865cc air-cooled Bonneville T100.
The new Bonne 900, which may appear mid-year as a 2017 model, looks almost identical to the newly-launched T120, complete with wire wheels and retro-’60s Bonneville styling. But instead of the T120’s 1200cc HT (High Torque) liquid-cooled twin, it will be powered by the same 900cc version as the cheaper Street Twin, which Triumph rates at 54 hp (but 60 lb-ft of torque); ‘900’ badges at the
