MotoJournoKris

If you’re interested in tourers this one might be for you, with Suzuki revealing a new GSX-S1000GX for 2024, which they are positioning between the old GT version and the V-Strom 1050. Let’s take a quick look at what’s on offer. Starting with pricing, which will be $26K ride-away here in Australia. UK pricing in comparison is £14,499 ride-away, and starts at $18,499 in the US. Plus we see Suzuki’s first ever implementation of electronic suspension, or the Suzuki Advanced Electronic Suspension SAES and Suzuki Road Adaptive Stabilisation or SRAS. That’s Showa SFF-CA inverted forks, and a BFRC-lite link-type monoshock, with active damping control, between Soft, Medium and Hard, alongside a customisable user setting. Rear preload is also adjusted electronically, with four modes based on load. Essentially that boils down to Auto, rider, rider and luggage, and rider plus pillion. Preload on the forks in contrast is adjusted down near the brake caliper, on both sides. The 999 cc four-cylinder remains, outputting 112 kW or about 150 ponies, at 11,000 rpm, and 109 Nm at 9250 rpm, although fuel consumption is a higher 6.2 litres per 100 km. There is a slipper clutch however. On the electronics front we see the Suzuki Intelligent Ride system, with Power Modes, as well as Suzuki Traction Control, Lift Limiter and Roll Torque Control. Naturally there’s RbW, with bi-directional quickshift, smart cruise control, slope control, easy start and low rpm assist. All that’s viewed and controlled through a TFT display, as is the electronic suspension. The chassis consists of a twin-spar aluminium frame, with trellis subframe, with the seat rails offering attachment points for optional side cases. The swingarm is also a beefy aluminium unit. Wheels are six-spoke cast aluminium units, and I’m a little surprised to see 17 inch wheels both front and rear, as that’s not really in keeping with the cross-over theme, where you’d expect to see a 19 inch front for instance. Dunlop Sportmax Roadsport 2s are run standard fitment. Brembo also provide the four-piston radial front calipers, matched to 310 mm floating rotors, while we see a Nissin unit at the rear, single-piston. Cornering ABS is provided by the Motion Track Brake System, with the Slope Dependent Control System helping reduce rear wheel lift in heavy braking situations. Other little details include a three-way adjustable screen, standard hand guards, full LED lighting with stacked headlight, rear carrier with integrated grab bars and floating handlebars with rubber mounts. Images courtesy of Suzuki/Lulop. Don't forget to subscribe and hit that notification bell! https://motojournokris.com/youtube

Yamaha’s MT-09 based neo-retro, the XSR900 is in for a new variant in 2024, with the announcement of the very cool new XSR900 GP. Like with the latest gen XSR900, styling is quite unique by modern standards, so this seems like a machine that’ll polarise riders. There’ll be two colour variants available the white, red and yellow that commemorates Wayne Rainey and is inspired by his ‘90s YZR500 livery called Legend Red. There’s a more downstated ‘Power Grey’ option too. The XSR900 GP will run clip-on handlebars, for the proper sporty ride ergonomic, alongside two-position adjustable aluminium footrests and a more padded seat, with Yamaha promising a balance of enjoyment and comfort. The GP should be a bit more comfortable than a full-on sportsbike as a result, with those clip-ons run above the top-triple and also a bit raised themselves. We also see the use of Yamaha’s Spinforged wheels, helping minimise weight, and to be clad in Bridgestone Battlax Hypersport S23s, which should keep most riders happy. The XSR900 is already pretty well decked out in the suspension and braking departments, with fully adjustable forks from KYB, alongside a fully adjustable KYB shock, which does have remote pre-load adjustment, for easier adjustment there. We still see the Yamaha calipers of course – four-piston units – and a Brembo radial master-cylinder is run, and Yamaha also tell us the brake hoses have been optimised for braking control in sporty riding and hard stopping forces. A new TFT is also being run in the retro-styled cockpit, and there’ll be four layout styles to choose from including one which mimics to an extent anyway a more analogue style dash. That’s nicely integrated in too, but naturally the switchblocks are fairly busy, especially on the left, due to features like cruise control. Yamaha Ride Control offers Street, Rain and Sport modes, alongside two custom settings, and these cover power, intervention and lean sensitive rider aids settings, which can also be explored via the app. The IMU is used for the TC, slide control, front lift control, and Brake Control systems for reference. The XSR900 also becomes the first Sport Heritage model to get the third-generation quickshift system. Don't forget to subscribe and hit that notification bell! https://motojournokris.com/youtube Images and footage courtesy of Yamaha Motor Australia.

I take a look at the R&G Racing Tail Tidy for my Husqvarna Svartpilen 401 2021 model, which removes the weighty and fairly ugly standard fender and cleans up the rear of the bike enormously. The R&G kit is a top quality option, with four mounting points into the tail, and is plug and play if you use your standard indicators, which I'd personally recommend. Build quality is great and there's a lot included in the R&G Tail Tidy kit, and while the price is on the higher side, it's easy to justify with the quality product. Don't forget to subscribe and hit that notification bell! https://motojournokris.com/youtube

I take a look at the new Honda CL500 and compare it to the Svartpilen 401 which I've owned for quite a bit of time. The two bikes represent very different takes on the scrambler theme, with the 401 delivering a more sportier and hard-nosed option more ideal for those who like a single-cylinder, razor sharp handling, and value for money. The CL500 is a more accessible machine, with a stronger mid-range, more casual ergos, low seat and laid back overall handling characteristic, making for a more forgiving but still fun machine. The CL500 also offers a great alternative to the Rebel 500 for people who like the package, but want something a bit different, but does give up the ultra low seat height of the cruiser. MotoHub in Sydney were kind enough to lend me their demo Honda CL500, so check them out if you're in Sydney and would like a test ride (they also stock Husqvarna!): https://www.motohub.com.au/ Don't forget to subscribe and hit that notification bell! https://motojournokris.com/youtube #svartpilen401 #cl500 #scrambler #motorcycle

If you’re interested in mid-capacity adventure machines, this one is for you, BMW recently announced updates to the F 900 GS, in the thee formats, the standard, the Adventure and F 800 GS. Moto Journo Kris here, let’s see if the 2024 BMW F 900 GS will be the best mid-capacity adventure next year, and more importantly, if you need to buy one. Why the F 900 GS and not the GSA or F 800? Well this particular model variant is on the receiving end of the biggest changes overall, although obviously there’s improvements across all three. Starting with the engine, we’re seeing a capacity increase from 853 cc to 895 cc, for the in-line twin-cylinder, which runs a 270/450 firing order, helping inject a bit more character into that German engineering. That capacity increase sees the bore increase 2 mm to 86 mm with the stroke remaining 77 mm. Now on the F 900 GS and Adventure, you’ll be getting 77 kW or 105 hp, with the F 800 GS offering a reduced 64 kW or 87 hp. That’s the liquid-cooled, dual overhead cam engine with four cam operated valves per cylinder, and running dry-sump lubrication. Compression is run at 13.1 to one across all three models, so it’s fairly clear the lower output of the 800 is pure tune. Standard electronics include the two riding modes, Rain and Road, alongside Dynamic Traction Control and the cornering ABS Pro system, with a dynamic brake light in the mix. You can expand the electronic loadout further, but let’s focus on the standard bikes for my sanity’s sake. Both the F 900 GS and the Adventure also offer a set of new, Showa ‘Gabel’ 43 mm fully adjustable USD forks as standard, and again this can be upgraded to electronic suspension across all these models. The stock shock is a monoshock with rebound and preload adjustment. Travel on both is 230 mm front and 215 mm rear. Now a big point of note is that the F 900 GS has lost 14 kg, however the GSA only dropped two, and the 800 remains the same as the outgoing model. The reason for weight loss is the adoption of some F 900 GS specific changes, including a new lighter plastic fuel tank and rear section, new bodywork, lighter swingarm, and a host of off-road orientated tweaks. This seems to include ergonomic changes, new foot brake lever, as well as an Akrapovic silencer, the last alone saving 1.7 kg. As part of that change, the tank capacity also drops half a litre to 14.5 in total, which isn’t an enormous capacity, but should get you past 300 km according to their 4.4 L per 100 km figure. Of course a plastic tank isn’t the most premium of features, but is perhaps not unexpected for an adventure bike. While all models run LED lighting, the 900 GS gets a new headlight, including a larger low beam opening angle for a bigger throw of light. The same is true of the 6.5 inch TFT display across all three models, although the big advancement here is for the 800 GS which had an analogue display previously. The 900 GS does benefit from the multifunction holder though, for mounting a Navigator or similar, although an option is required if you want to run the BMW Navigator or Ride Cradle. Standard to all three models is also heated grips, which is definitely a nice feature too. The F 900 GSA meanwhile specifically adds new side panels, and an aluminium engine guard as standard fitment. The F 800 GS just gets hand protectors and the Variocase carrier, on top of the relevant updates already mentioned, and runs the lowest seat height at 815 mm out of the box, as well as the 19 inch front wheel and 17 inch rear, both cast units. The 900 variants by comparison run a taller 875 mm, in large part due to the longer travel suspension, but also obviously because they are the more off-road orientated machines. They get the 21 inch front rim, with spoked wheels at both ends. All models share the bridge-type steel shell frame, as well as the twin front disc brakes with 305 mm rotors and two-piston floating calipers, and of course the single 265 mm rear with single-piston floating caliper. Images courtesy of BMW Motorrad. Don't forget to subscribe and hit that notification bell! https://motojournokris.com/youtube

I take a look at the rider fit, seat height and ergonomics of the Transalp XL750 adventure bike, with the new Honda ADV offering a surprisingly inviting option. Combining an easy-going package, fairly low seat height and great overall balance, and relaxed ergonomics, the Transalp is an ideal sport-tourer, or adventure, especially at a highly competitive price-point. Here's a look from the perspective of an 180 cm tall rider with 32 inch inseam. MotoHub in Sydney were kind enough to lend me their demo Honda CL500, so check them out if you're in Sydney and would like a test ride: https://www.motohub.com.au/ Don't forget to subscribe and hit that notification bell! https://motojournokris.com/youtube

Yamaha’s WR450F is getting a big upgrade for 2024, with the popular enduro machine adopting the successful features seen on the YZ450F motocrosser. According to Yamaha we’ll see a lighter, slimmer, more tractable and powerful machine, however the WRF is specifically built for riding in the bush. These will be arriving in Australia from January next year, or 2024 and pricing is $17,999 ride-away, or basically 18K out the door, which gives you a bit of time to start saving. Let's take a proper look at exactly what is on offer! Images courtesy of Yamaha Motor Australia Don't forget to subscribe and hit that notification bell! https://motojournokris.com/youtube

We’ve got huge news out of Aprilia with the announcement of the RS 457, slated to be the most powerful and best power to weight ratio bike in the class. Today Aprilia have announced that the new RS 457 will max out the performance to European A2 restrictions which is 35 kW or essentially 47 horsepower, and that is certainly the maximum allowed over in Europe. The RS 457 will get an electronics system, that’ll mean ride-by-wire, ride modes, with three modes to choose from including torque and power delivery sub-settings, traction control with three levels of adjustment and off, plus an optional accessory quickshifter. The brake setup also looks to be class leading, running a Bybe radial mount four-piston front caliper on 320 mm rotor, with the same brand providing the rear brake setup, with 220 mm steel rotor. Dual channel ABS is also run with two maps, essentially offering regular ABS, or deactivating the rear supermoto style. We also see a notable setup in the suspension department, 41 mm inverted forks, with preload adjustability for instance, which is a step up from what we’d generally expect in the class, while the monoshock is also preload adjustable, which is more the norm. Another standout is the aluminium frame, which is much more rare in the class, and matches more closely the bigger Aprilia sportsbikes. Included in that design is the crankcase being loadbearing, as on the RS 660 and Aprilia do mention this helps keep the weight down. Other details include a five-inch TFT display, full colour of course, backlit switchblocks, and a low and clean belly exhaust exiting near the rear wheel, again helping with weight. Images and footage of Aprilia. Don't forget to subscribe and hit that notification bell! https://motojournokris.com/youtube

I test ride Honda's Transalp XL750, to see how their new mid-capacity adventure stacks up, and what's on offer. Taking a bit of a different route than many of the current offerings Honda have focused on value, with an exceptional buy-in of just $16K ride-away here in Australia, with machine that blends sports touring and adventure, and may be a little lighter on the adventure than some. That won't appeal to everyone, but to me is an ideal proposition, still offering a formidable light adventure package, but also an exceptional road bike, that captures the aspects that make the Hornet 750 nakedbike with the same engine such a gem. You do get long travel suspension, a Gravel specific mode, and decent electronics package, but the stand out is that engine which offers exceptional torque and spread of power, alongside some distinct riding modes, alongside a chassis which is well balanced and doesn't give that tall, adventure bike feel. MotoHub in Sydney were kind enough to lend me their demo Honda Transalp XL750, so check them out if you're in Sydney and would like a test ride: https://www.motohub.com.au/ Don't forget to subscribe and hit that notification bell! https://motojournokris.com/youtube

We’d heard rumours of new smaller capacity, more affordable options from Harley-Davidson, and now it’s finally happening, with their partnership with China’s Qianjiang bearing fruit, in the form of two new parallel-twin Harleys, the X350 and the X500. The X350 here in Australia will retail for $8.5K ride-away for reference, and the X500 bumps that up to $11.5K, with both expected in December if you want to get your name down. It’s pretty clear these offerings aren’t designed for the North American market either, where American-made Harleys are the norm, instead suiting regions were smaller capacity motorcycles are more the norm, where there’s beginner rider restrictions, or alternatively where a more affordable and modern motorcycle may be a winner. So let’s look at the X500 first, the bigger brother of the new Harley-Davidson X range. So, a 500 cc liquid-cooled, parallel-twin, 69 x 66.8 mm bore and stroke, 11.5:1 compression ratio and 46 Nm of torque plus 47 hp or 35 kW of power, peaking at 8500 rpm. That torque is about 15% higher than the old Street 500 and peaks at 6000 rpm, which is much higher in the rev range, however these new bikes will no doubt rev harder and longer than the ole Street. An 820 mm seat height is also on the taller side, with a wet weight of 208 kg, which isn’t the lightest, but also shaves some weight off the old Street 500 too, and I’d say the new X500 will be a bit more agile and nimble in the handling department just looking at it, and the spec sheet. There’s over 20 degrees more lean angle on each side available compared to the Street! Wheels are 17 inch units front and rear in cast aluminium and we’re seeing Maxxis Supermaxx ST tyres run, in a fairly common 120/70 front, and a narrower 160/60 rear. I mean this isn’t a Sportster S! Suspension and brakes are a standout, as we’re seeing dual disc rotors on the front with four-piston calipers, while many bikes in the class make do with a single caliper, until they reach that 650 class. Obviously there’s ABS too, but nothing fancy like cornering ABS. The suspension likewise surprises, beefy 50 mm front forks with rebound adjustment, not bad at all Harley. The rear monoshock also offers preload and rebound adjustment, and while obviously we’ll need to see how the bike rides, we’re already seeing a good point of difference in the suspension loadout here, putting the bike ahead of much of the competition, on paper anyway. Lighting is LED all round, and there’s no mention of self cancelling indicators, and I’m not sure which way that goes. Riding a Harley with self cancelling indicators years ago left me permanently mentally scarred in having to try and reteach myself to turn them off. I still flick indicators to cancel at every bend in the road. The dash looks to be a simple analogue clock with a digital readout, and apparently shares speed, rpm (digitally), hour, trips and a km/mile indication which I guess may be distance to empty? The tank holds 13.5 L too, and a 4.85 L per 100 km claimed figure is actually a tiny bit lower than the X350 and should get you an easy 250 km with room to spare between refills. The X500 also runs a bit more downstated styling, not as sporty of the two models, with rounder lines to my eyes, and a tail which again harks back to the Street 500, and of course Harley’s more traditional models. The seat is clearly more padded and runs a taller profile, but that may in part be how it’s mounted and integrated into the tail, while you’re getting a full muffler, rather than one of those hidden away belly-exits, which reduce weight but tend to be ugly as sin. Images & footage courtesy of Harley-Davidson Australia Don't forget to subscribe and hit that notification bell! https://motojournokris.com/youtube

KTM are updating their little Dukes for 2024 and honestly we’re seeing some pretty nice improvements, with the focus of this video being the 390 Duke. An interesting update is the move to a 399 cc ‘LC4c’ version of their single-cylinder powerplant, adding 4 mm of stroke but retaining the same bore, with a performance increase hinted at but not substantiated. A little internet sleuthing reveals an increase of 1 kW and 2 Nm of torque. Perhaps bigger news is the EURO 5.2 emissions standard being met, helping future-proof the Duke’s sales. Apparently that’s a completely redesigned powerplant, with optimised head and gearbox, but details are exceedingly light, apart from the claim of being more powerful and… lighter. This is backed up Ride Modes, with Street and Rain modes, as well as a Track screen mode, tied into a Launch Control system. Cornering Traction Control is also now standard, and the TFT display has been updated, now running a different 5 inch unit. In Track display mode, you guessed it, you get just the basic info you’d need. The chassis also gets a pretty big overhaul, with a new two-piece trellis street frame and pressure die-cast subframe, as well as a curved swingarm, which makes room for the shock. A new seat also helps reduce seat height from the previous 830 mm down to a more manageable 820 mm, although the removal of a spacer can drop that further to 800 mm, and you’ll see the cutout on the bike, where the lowered seat will end up. That’s a nice quality of life change for shorter riders. Also on the chassis side of things are the adoption of up-spec 43 mm WP Apex forks, now mirroring what we’ve seen on the Husky 401s and KTM RC 390 for a while, with rebound and compression adjustment clickers on the top of the forks. To be honest I was kinda shocked to realise the Duke didn’t already have this. Likewise the shock is now the preload adjustable unit with rebound clicker, pushing the 390 Duke up to the top of the class as far as tech and suspension adjustability. Suspension travel is a generous 150 mm front and rear. The brake systems are largely left alone, except some tweaks to include more anodised parts to reduce wear and prevent corrosion, and to be fair the four-pot caliper and 320 mm rotor has been the comparison point for the class for a while. Apparently that rear caliper becomes a twin-piston caliper for 2024 though. There’s no pricing information available at this stage, but I’d expect a bump over the 2023 with all those improvements. Working to KTM’s benefit and of course their Husqvarna models, is that they are very competitive in this segment to start with, meaning they are in a good place whichever way you look at it. For us Aussies, arrival is late Q1 of 2024, January onwards in the UK and September for select markets, with no release shown for North America. But let me know what you think of the new Duke 390 and whether you’ll be buying one! Images courtesy of KTM, by KISKA & Rudi Schedl Don't forget to subscribe and hit that notification bell! https://motojournokris.com/youtube

Let’s take a quick look at the new Kawasaki ZX-4RR Ninja, which I went and ogled at my local Kawasaki dealer, MotoHUB in Castle Hill, Sydney, taking my camera along to capture the details in the metal… and plastic. No test ride or review at this stage, the ZX-4RR is sold out locally until December, while the unwanted ZX-4R that’s still looking for a home isn’t a demo. Pricing here in Australia is $15K ride-away for the ZX-4RR, with the standard ZX-4R priced at just under $14K and apparently not getting the same love as the RR, which receives upgraded suspension and the quickshifter out of the box, as well as the KRT colour scheme. As a little background, we get the full power version here in Australia, which means it’s not a LAMS legal motorcycle for beginner riders, but we also didn’t cop a power restricted version like America and Canada, which means their version – performance-wise isn’t really all that much ahead of the Ninja 400 AND it’s way heavier. As to the bike itself, the ZX-4R and RR are obviously a step up in production quality over the Ninja 400. A bit more solid overall, matching the heftier weight figure and bulkier overall feel, of the 636 from a hands on perspective. Perhaps most interestingly is the fact that ZX-4RR isn’t full supersport ergos. The seat height is only 800 mm and I took the opportunity to have a sit on board. Not as tall as I thought, not as weighted onto your wrists, more like the Ninja 400 than 636 and I’d guess a more comfortable option than any of the real 600 supersports. Peg position wasn’t a big standout, typically sporty, but not overly roomy, or tight, as far as the stretch between the seat and ‘pegs. There’s a nice clear TFT dash, busier controls due to the electronics including ride modes and traction control, and you’ve got adjustment on the top of the right fork, for preload. The regular ole ZX-4R misses out on fork adjustment in contrast, and gets the lower spec shock too. The quickshifter is an obvious bonus on the RR, and one I’d be reluctant to do without on this style of bike. Who am I kidding I want a quickshifter on everything now. The exhaust is nicer than what we see on the Ninja 400s too, although looking across the showroom at a CBR650R, the headers are very utilitarian, where the Honda’s by contrast are a work of art. The ZX-4RR has its own unique appeal of course. Taking a closer look, the frame is a trellis design, so not as sexy as the 636’s, the screen quite small and low, and we’re not seeing a fancier brake or master-cylinder setup, as we’d expect if the price was nearer the 636. But this is an eye catching machine, iconically Kawasaki, and a step away from the increasingly same-same approaches we’re seeing in the market. Much like the H2 line in fact. Obviously this isn’t going to be the top selling Kawasaki, these will have been brought in, in limited numbers, hence the demand and wait, but the move seems to have been a success. Now I’ve just to hope a demo bike rolls into town and I get a chance to test ride one myself, and I’ll have a review up if that eventuates. For now, this is a cool machine, and despite what the haters may say, deserves its time in the limelight. It’s kind of crazy too, that the ZX-6R is still under $18k here in Australia, I kind of figured they might follow the market with the 2024 model and push the price up, for more breathing room for the ZX-4RR. Afterall the ZX-10R is $29K, and the supersport 600 segment is very much on the decline in popularity with pricing ever increasing it seems. But nope, Kawasaki have kept the ZX-6R the most affordable option of the class, as far as I can tell. I’d have said the 636 was always the pick of the supersports too, for the road at least. Anyway, if you like the idea of the ZX-4R and are in Sydney, head into MotoHUB to check it out, the regular version is still up for sale in the blacked out finish, and there’s a nice depth to that paint, it’s quite the looker really, just in the shadow of the KRT version. Big thanks to MotoHub for letting me check out and record their ZX-4R and ZX-4RR: MotoHUB Motorcycles & Accessories Unit 7/4 Victoria Ave, Castle Hill NSW 2154 https://www.motohub.com.au Don't forget to subscribe and hit that notification bell! https://motojournokris.com/youtube

I take a look at the RideTECH GoPro Mount for the Shoei GT-Air 2, and give my first thoughts after putting some mileage on this rig. The RideTECH mount is very simple, but runs a 3M adhesive that's sure to keep your camera in place. The low profile design keeps things clean with no action camera installed, and I'd highly recommend opting for the 'Complete Kit' they offer which adds an extender arm, as you'll need that to angle your action camera correctly for a good PoV, rather than all road and bike controls, due to the helmet design. You may have one of these extenders from a previous kit though, in which case you won't need to buy another. It's basically a two-to-three prong extender both same direction. The price does add up once you add shipping, landing here in Australia for about $60, but if the mount lasts the life of the helmet (three to five years) it'll be a solid investment! To check out the full RideTECH Moto range see their website: https://ridetechmoto.com/collections/helmet-chin-mounts Don't forget to subscribe and hit that notification bell! https://motojournokris.com/youtube

Are you looking for the best beginner cruiser, and considering a Royal Enfield Super Meteor - the new traditionalist in the segment, or the older but more modern Kawasaki Vulcan S, both 650s, both parallel-twins and offering different takes on the cruiser segment from a styling perspective, which very much suits the new riders. Here's a look at how these two options compare, and why you should probably pick one as your first cruiser, if you don't have your heart set on a Harley. Don't forget to subscribe and hit that notification bell! https://motojournokris.com/youtube Images/Footage courtesy of Kawasaki and Royal Enfield.

I take a look at the ergonomics and rider fit of the Royal Enfield Super Meteor cruiser, a new larger capacity option built off the manufacturer's 650 parallel-twin engine. The Super Meteor 650 is the ideal choice for riders who want a great value, mid-capacity cruiser, avoiding the limitations of the smaller capacity options, while still benefiting from a decent amount of performance. The Super Meteor is a particularly easy handler, with an inviting seat height and ergonomics which should be inviting to a wide range of riders. The seat height isn't the lowest in the category, but at 740 mm or 29 inches is still going to be ideal more all but the shortest riders. General weight and handling also seem better than more traditional cruisers, where that weight is more keenly felt and handling is more impacted. Overall the Super Meteor is an ideal option for beginner riders, or the more experienced looking for a nice balance of power, performance and inviting ergonomics, in a well styled traditional cruiser machine. Don't forget to subscribe and hit that notification bell! https://motojournokris.com/youtube

Should you buy a neo-retro motorcycle? May be a question you're asking yourself, particularly if you've noted they are often proceeded by a regular nakedbike version with a much lower buy-in, that generally offers much of the same package, if not almost exactly the same bike. Let's be honest though, looks matter and that's doubly true on a motorcycle where you get to pick them, with subtle differences also often found on these machines, over the more modern, often transformer styled nakedbike versions, which are increasingly called streetfighters. Don't forget to subscribe and hit that notification bell! https://motojournokris.com/youtube

Big news out of Triumph Motorcycles with the announcement of two new beginner models, in the form of the Speed 400 and a Scrambler 400 X. The question is, how competitive will these new models be, both in performance, specs and of course price… From what I can tell, these are the new Triumph models being produced by Bajaj in India at their Chakan factory we’d heard rumours about, with India receiving these bikes next month, and the rest of the world likely to see them very early in 2024. So what are we getting? A 398 cc liquid-cooled single, with slipper clutch, six-speed gearbox, ride-by-wire and traction control. Power is just shy of 30 kW or 40 hp, and torque hits 37.5 Nm, so not far off the Ninja 400 for power, but edging it out on torque, at lower rpm too. Those exhausts look decent too, with the collector well hidden away, with the Speed 400 being my preference of the two in that regard. Chassis-wise, it’s a new perimeter/spine frame in steel, with bolt-on subframe. The swingarm is aluminium alloy which saves weight and is nice to see. Both bikes run 10-spoke wheels, alloys, however they are different designs, different sizes and run different tyres. 17 inchers on the Speed 400, a 3 inch front and 4 inch rear, with Metzeler Sportec M9RR tyres. The Scrambler 400 X runs Metzeler Karoo Streets, and a 19 inch by 2.5 front, with 3.5 by 17 inch rear. Suspension is the same between the two models, both running 43 mm Big Piston Forks, however the Speed only gets 140 mm travel to the Scramblers 150 mm. It’s a similar story with the monoshock, with preload adjustment and external reservoir. 130 mm on the Speed and 150 mm on the Scrambler. The cost of the Scramblers extra travel is a higher seat, significantly so, at 835 mm or 32.9 inch, to the nice and low 790 mm or 31.3 inch seat height on the Speed 400, which will make it one of the most inviting non-cruiser beginner motorcycles, as far as seat height anyway. The Speed 400 is also lighter at 170 kg wet, the Scrambler 400 X weighing in at a heftier 179 kg, on account of all the little extras it runs for the off-road riding. I’ll mention those shortly. There’s a few differences between the brake setups, both run ABS but the Scrambler gets it in a switchable form, so you can turn it off, for the off-roading I would assume. No mention of an off-road mode, and that may just switch off the rear, which is more the norm these days. There’s a single front disc with four-piston caliper, however the Speed runs a 300 mm rotor, to the 320 mm unit on the Scrambler. Both run the 230 mm rear rotor with floating caliper. The dash is also shared, with an analogue speedo next to an integrated digital display, in a pretty elegant solution. I like it anyway, and a TFT would seem a bit silly on these machines, particularly with the shape limitations. There’s a USB-C port somewhere for bar mounted devices too, which is nice to see. Both run a 13 litre tank, and there’s no fuel consumption figures at this stage. Images/Footage courtesy of Triumph Motorcycles Australia. Don't forget to subscribe and hit that notification bell! https://motojournokris.com/youtube

I take a quick look through the new Honda Hornet CB750 TFT dash, at the settings available, what's shown on the display and the ride modes. Don't forget to subscribe and hit that notification bell! https://motojournokris.com/youtube

KTM have recently taken the covers off the new 890 SMT, which apparently stands for Supermoto Tourer, in a concept that wouldn’t be a surprise to see announced on April Fool’s. That leaves us with the question of whether this bike is really a super moto (sumo), or if it’s really a sports tourer? Let’s have a look at the top seven features to figure out where the 890 SMT lands in 2023. Don't forget to subscribe and hit that notification bell! https://motojournokris.com/youtube Images/footage courtesy of KTM, by KISKA/Rudi Schedl.

So, the Kawasaki Ninja 650 vs Ninja 400, which is our best beginner Ninja and how do these machines stack up in the real world? The Ninja 400 is a beginner favourite, offering top performance in the 400 cc class with a competitive price, if on the basic side for electronics in this modern age, and is a capable track day weapon and everyday machine. The Ninja 650 steps things up a notch with higher spec suspension, a TFT, traction control, better build quality and general features, while offering a big bike feel and sitting fairly in the 650 class as a relatively relaxed sportsbike. Plenty of extra torque make the Ninja 650 a fun machine to ride, with a more mid-range orientated power delivery, to the Ninja 400s very revvy nature and gives a bit more of a refined throttle response. The Ninja 400 of course offers the lightest clutch pull in the business, a much lighter bike, with handling to match and will likely remain the favourite of those on a strict budget between these two bikes... MotoHub in Sydney were kind enough to lend me their demo Ninja 650L, so check them out if you're in Sydney and would like a test ride (they also carry Honda, Husqvarna and Suzuki!): https://www.motohub.com.au/ Unit 7/4 Victoria Ave, Castle Hill NSW 2154 Don't forget to subscribe and hit that notification bell! https://motojournokris.com/youtube

I test ride the updated for 2023 Kawasaki Ninja 650L in this quick review, a restricted version specific to the Australian market, for LAMS, which is available alongside the full power version. The bike is down 17 hp and a little torque but otherwise is the same as the full power Ninja 650, which adopts traction control for 2023, but retains the traditional forks. Standout features include a TFT display, upright and relaxed ergonomics, sporty Kawasaki ZX-R styled fairings, but a more roadster focused ergonomic, all at a competitive price. MotoHub in Sydney were kind enough to lend me their demo Ninja 650L, so check them out if you're in Sydney and would like a test ride: https://www.motohub.com.au/ Don't forget to subscribe and hit that notification bell! https://motojournokris.com/youtube

The Kawasaki Ninja 400 made a splash back in 2018, but how does it compare now, in 2023, with the market having moved forward and some of the competition having raised the bar significantly in various areas... I take a look at the features on the Ninja 400 which are looking a bit long in the tooth or outdated, and give my thoughts on whether that's a problem just on paper, or in the real world when it comes to riding this machine, and of course comparing it to the more modernised competitors, like the R3 or RC 390, where they seem to have forged ahead. The Ninja 400's success has no doubt made it easy to leave the bike without major updates, with class leading performance for the segment a big selling point, despite more basic brakes and suspension by some metrics. Don't forget to subscribe and hit that notification bell! https://motojournokris.com/youtube