Royal Enfield, one of the oldest and most respected motorcycle brands in the world, has recently unveiled a new model designed to revolutionize the market: the Shotgun 650. Inspired by the world of customization, this motorcycle blends classic style with modern features, offering riders a versatile and highly customizable platform.

In the first month of 2024, we had the opportunity to see the Shotgun for the first time at a static presentation held in Madrid. But seeing the stationary bike is one thing, and taking it for a spin is another. As soon as it became available in the Portuguese market, we eagerly tested this cruiser.

EQUIPMENT USED: Scorpion EXO Helmet / Ixon Gyre Jacket / Ixon Soldier Evo Boots

LINES AND CHARACTERISTICS

The Shotgun 650’s appearance follows the neo-retro lines that Royal Enfield has used in other models. This style combines classic elements with modern touches, resulting in a motorcycle that is both nostalgic and contemporary.

One of the most striking features of the Shotgun 650 is its versatility. The bike can be configured in several ways, allowing riders to choose between a single-seat configuration, a dual-seat model, or a touring version equipped with saddlebags. This flexibility is made possible by the new frame, which facilitates configuration changes. For instance, removing the rear seat only requires turning a key, and removing the sub-frame involves unscrewing just four bolts.

The ergonomics of the Shotgun 650 have been carefully optimized. With a seat height of just 795 mm and an accessible handlebar, the motorcycle offers a comfortable and secure riding position. The footpegs are positioned in the intermediate zone, providing an interesting balance between a comfortable and sporty position.

RIDING

Royal Enfield did not spare any effort in selecting components for the Shotgun 650. The front suspension features a 43 mm inverted Showa Big Piston fork, while the rear has two adjustable preload shock absorbers. Throughout the miles ridden on this Royal Enfield, the suspension setup displayed a firmer tendency, benefiting a sportier ride. Asphalt imperfections are not entirely filtered out, but this is not concerning as the model remains comfortable even on rougher roads.

The 17-inch rear and 18-inch front wheels come equipped with tubeless tyres. The brakes consist of 300 mm discs at the rear and 320 mm discs at the front, with a two-channel ABS system from ByBre. Although there is only one disc at the front, the rear braking is very capable and plays a crucial role in stopping the Shotgun quickly.

MORE EQUIPMENT

Despite its classic design, the Shotgun 650 incorporates several modern elements. The front headlight with LED lighting ensures excellent visibility, and the dashboard combines digital and analog displays. The Tripper navigation system, exclusive to Royal Enfield, is integrated into the instrumentation, providing real-time directions and other useful information for the rider.

In addition, the bike comes equipped with a USB port, allowing, for example, the charging of a smartphone during the trip. These modern features, while not compromising the classic style of the model, add convenience and functionality.

ENGINE

The 648 cc parallel-twin engine, which also powers other models from the brand, is the heart of the Shotgun 650. This air/oil-cooled engine is well-known for its reliable performance. It delivers 47 hp at 7,250 rpm and a maximum torque of 52.3 Nm at 5,150 rpm, making it perfectly suitable for an A2 license.

To match the twin engine, there is a six-speed gearbox with a final chain drive. This setup ensures a smooth and pleasant ride, whether on urban roads or longer trips.

ATTRACTIVE PROPOSITION

The Royal Enfield Shotgun 650 represents a significant evolution for the brand, combining tradition and innovation in a harmonious manner. As a versatile model with multiple possible configurations and a strong emphasis on customization, this motorcycle is an attractive option for a wide range of customers.

• THE BEST Customization potential / Engine / Aesthetics
• TO IMPROVE Exhaust sound / Suspension / Turn signal aesthetics

The neo-retro design, combined with high-quality components and modern technology, ensures that the Shotgun 650 is not only visually appealing but also offers a very positive riding experience. With competitive pricing, the Shotgun 650 is set to carve out its space in the market and win the hearts of enthusiasts.

The Royal Enfield Shotgun 650 is available in four color options: Sheetmetal Grey, Plasma Blue, Green Drill, and Stencil White.

ROYAL ENFIELD SHOTGUN 650

ENGINE two-cylinder parallel, SOHC, air/oil cooling

DISPLACEMENT 648 cc

POWER 46.4 cv (34.6 kw) @7,250 rpm

TORQUE 52.3 Nm @5,650 rpm

GEARBOX: 6 speed

FRAME tubular steel

TANK 13.6 liters

FRONT SUSPENSION 43 mm inverted fork SSP-BP, 120 mm travel

REAR SUSPENSION pre-load adjustable twin shock absorbers, 89 mm travel

FRONT BRAKE 320 mm disc, 2-piston cliper

REAR BRAKE 300 mm disc, 2-piston cliper

FRONT TYRE 100/90-18

REAR TYRE 150/70-17

WHEELBASE 1,466 mm

SEAT HEIGHT 795 mm

Weight 240 kg

O conteúdo Royal Enfield Shotgun 650: New-generation cruiser aparece primeiro em M Sports.

Yamaha’s Sport Heritage models are exquisitely tasteful machines. Technologically, they feature the latest advancements in the market, yet their philosophy harks back to another era. This is taken to the extreme with the XSR900 GP, a motorcycle that evokes the competition spirit of the past. Can you squint and see the YZR 500 of Wayne Rainey here? We can too.

Since 2015, various Yamaha models have passed through this sub-segment of Sport Heritage motorcycles, notably the last version of the beautiful XJR 1300, the more urban SR400, and even the cruiser/scrambler SCR 950. In recent years, the XSR models have stood out, and currently, this is the only badge present among the Sport Heritage models, with one curious fact: the XSR900 GP is the only sportbike among them. A sportbike created based on the XSR900, an excellent naked bike equipped with the proven CP3 three-cylinder engine, now transformed to recall Yamaha’s rich racing past.

Over the years, numerous famous customization projects have also emerged based on various models – often using the XSR700 as a base – within a Sport Heritage segment that only accounts for 10% of Yamaha’s sales (compared to the Hyper Naked segment’s 42%), but which still holds significant importance within the brand, generating much passion. As new model projects take much longer to come to fruition than people think, the XSR900 GP project was questioned multiple times –particularly due to the Covid-19 pandemic – which complicated matters and required remote development, a joint effort between Yamaha Europe and Japan. Fortunately, all hurdles were overcome, and we arrived at this beautiful final result, which may look good in photos and videos, but believe me, is much more stunning in person.

SPORTBIKE

After selling over 80,000 Sport Heritage units in recent years across various styles, Yamaha decided to cater to what sport and racing motorcycles were. The brand did not base it on a single sport or racing model but on a motorcycling era of the ’80s and ’90s when the brand achieved many successes in GPs, featuring names like Kenny Roberts, Giacomo Agostini, Eddie Lawson, and Wayne Rainey. Thus Yamaha took its XSR900 and developed a bike reminiscent of those nostalgic machines, in a compact yet long wheelbase package, with 55 mm more than the MT-09. Several aesthetic details are inspired by different motorcycles (which the fans will immediately identify), and the entire riding position is spectacularly retro (fairing top and respective bracket, various fastenings, and fork tops), except for the TFT instrumentation and modern controls.

Further back, the rider’s seat is now more comfortable than on the XSR, while the rear of the naked model has been fitted with a retro number plate cover, hiding the passenger seat. And of course, to maintain the GP aesthetic, minimalist headlights were used, with a dual compact projector at the front that we did not have the opportunity to test at night. Notably, the two paint schemes feature extreme care in application, with five carefully applied layers. As for being semi-faired (the full fairing you may have seen in various photos and videos is an extra), it’s because it is essentially a road bike, which with this look even resembles the Yamaha TRX850. Do remember it? The lower fairing is part of the Racer accessory package, along with the dark windshield, smaller license plate holder, and complete Akrapovic exhaust.

DIFFERENCES

The frame and swingarm have undergone only slight reinforcements, while the engine, this three-cylinder, is now Euro5+ compared to the Euro5 of the previous XSR900 launched in 2022, though the numbers are similar. It delivers 119 hp of power and a maximum torque of 93 Nm, with revised intake and smoother gearbox engagement. Compared to the naked bike as we already knew, the ergonomics have obviously changed in terms of seat position, clip-ons, and footpegs, that now are more similar to the R7. Some dimensions have also slightly changed compared to the XSR900 (more trail for example), in a 200 kg package that has been improved in terms of handling: braking with a new Brembo master cylinder and KYB suspensions with many more adjustments. These are now fully adjustable, with numerous settings and even high and low-speed compression adjustments front and rear.

The lightweight wheels are fitted with very grippy Bridgestone tires (Battlax S23), and in the realm of electronic aids, there is a 6-axis IMU derived from the R1 that controls 7 electronic systems. The fixed riding modes are 3 (Sport, Street, and Rain), plus 2 customizable ones, and on the 5-inch TFT display, we can choose several backgrounds. We started the day with Garmin navigation (paired with the brand’s app) but later chose the beautiful retro-lined digital tachometer. The quickshifter system is third generation, and there is even a cruise control for when we’re getting tired and just want to reach our destination!

ROADS, LITTLE ROADS, AND TRACK!

This international presentation was based around Ericeira, and throughout the day we were treated to excellent weather conditions (even too hot at times) and roads for all tastes. We rode a GP without accessories but noticed that the Akrapovic exhaust on our guide’s bike (the always helpful Jorge Santos from Yamaha Portugal) didn’t sound very different. Still, the original exhaust already pleases with its sound and even offers some backfires, but even better is the quality of the entire setup and the good aesthetic taste, even when riding.

In front of us, we have a beautiful tank and a fairing that really seems from another era, although in motion everything is much better than in the past… the engine responds promptly and flawlessly, and the handling quality is high, which we noticed right from the start, although the original suspension setup is somewhat stiff for rougher roads, and we found some around Sintra. The engine is lively and fun – as expected with a good bidirectional quickshifter – and the braking is also of high quality, though it requires more lever force than we expected for quick stops. As for the riding position, being very similar to any sportbike, it is therefore more tiring on rough surfaces or at low speeds.

SHEER FUN

Then, it’s practically perfect when the best conditions for this bike are met, and we were lucky enough twice: for some photos and videos at the Circuito do Estoril and later on our well-known lagoon road in the Sintra mountains. We didn’t do complete laps on the track, hence not wearing a leather suit (though we had all necessary protections), but it was clear that the XSR900 GP’s limits were still far off. A strong engine and excellent handling set the tone, along with quite acceptable ground clearance, for excellent moments, especially on an innovative day when we took some corner sequences in the reverse direction to the traditional one, which is quite challenging! Then, in the Sintra mountains that we know so well, we continued with enormous confidence, and I can say this was one of the bikes I felt most confident on this road to ride fast, thanks to the tremendous stability of the setup, very capable handling, strong engine, and excellent tires for sporty road use.

After these good moments, the return to the hotel was a bit challenging, as we went back to rough roads, heavy traffic, and already tired wrists. So, this XSR900 GP is everything we imagined: a passion bike that makes you want to keep it pristine in the garage (or living room), but also an immense joy to ride on the road or track. However, certainly few will use it daily. It is perfectly capable for such use, but being somewhat radical in terms of riding position, there are better options in the Yamaha range for that. Altogether, we covered about 200 kilometers, with an average fuel consumption of 5.5 l/100 km, alternating between Sport and Street modes depending on the moment.

And so, at the end of this presentation, that familiar feeling emerged that sometimes appears in this profession: the desire to add another bike to our (imaginary) collection in our garage!

YAMAHA XSR900 GP

• ENGINE 3-cylinder inline, DOHC, liquid-cooled
• DISPLACEMENT 890 cc
• POWER 119 cv (87,5 kw) @10.000 rpm
• TORQUE 93 Nm @7.000 rpm
• GEARBOX 6-speed
• FRAME Diamond type in aluminium
• FUEL TANK 14 liters
• FRONT SUSPENSION adjustable inverted suspension, 130 mm travel
• REAR SUSPENSION adjustable single shocks, 131 mm travel
• FRONT BRAKE dual disc brake de 298 mm, 4-pistons radial clipers
• REAR BRAKE single disc brake, 245 mm, 1-piston cliper
• FRONT TYRE 120/70ZR17
• REAR TYRE 180/55ZR17
• WHEEL BASE 1.500 mm
• SEAT HEIGHT 835 mm
• WEIGHT 200 kg
• PRICE from 12.506 £

O conteúdo Review – Yamaha XSR900 GP: Good Old Times aparece primeiro em M Sports.

Kawasaki’s Z range is well known. For those who already have a driving license but can’t, or don’t want to, venture out with very powerful and heavy models, the Akashic brand offers this Z500, a utility bike that will make you dream of higher flights. This SE version is the best equipped.

The 500 cc displacement has always been one of the most famous bikes in the world. In recent years, it has lost some of its luster, but for a long time it was used both for the premier class of the World Speedway – with incredible two-stroke bikes – and also as a school for many motorcyclists through various utility bikes, usually Japanese, equipped with twin-cylinder engines. And if the motorcycles of 20 or 30 years ago looked (and actually were) more burly, it should be noted that this Z500 evolved from lower displacement models, so yes, this really is a light, narrow and easy-to-ride bike, as befits any newcomer, male or female.

SEGMENT

Kawasaki is strong this year in this displacement, with several models equipped with the same parallel twin cylinder. We’re talking about the naked Z500, the sporty Ninja 500 and even the Eliminator 500 cruiser, tested in our issue last month. Speaking specifically of the Z range, where we find naked bikes with a modern and sporty look, usually aimed at a younger audience, we have a segment that starts with the single-cylinder Z125, passes through the Z400 that gave rise to the model in this test, continues with the Z650 (all two-cylinders) and continues with four-cylinder bikes with already very high performance: through the well-known Z900 and the incredible Z H2, with some SE and/or Performance versions in between.

FEATURES

For 2024, the engine was upgraded and the displacement was increased from 399 cc to 451 cc, although the name is clear: this is a 500! The maximum power remained the same, 33.4 Kw (45.4 hp) of power, which means that it could still go up a bit to 35 Kw taking into account the limit for the A2 license. Even so, there is good news, as this parallel twin-cylinder engine has an assisted slipper clutch and has undergone several internal improvements, so in terms of performance it is much fuller at low and medium revs, and this is felt a lot on the road, with a lively response. Maximum power comes in at 9,000 rpm, while maximum torque is 42.6 Nm at 6,000 rpm, figures obtained from a modern liquid-cooled engine, double overhead camshaft and 4 valves per cylinder, with a 6-speed gearbox.

Compared to the previous Z400, this 500 has also evolved aesthetically. It no longer looks so much like a utilitarian city bike and now has a much sportier look, almost like a Z900. However, it’s still a very narrow, light bike that’s very easy to ride in the city and has also been improved in terms of LED lighting, which is noticeable when riding at night,

The version we tested was the Z500 Special Edition, so it stands out because of the specific color of the kit, also because of the decoration on the rims, which can be seen very well from a distance, and also because of the presence of the “belly pan”, or duckbill, as you prefer to call it, and a USB-C socket. There are also differences in the instrument panel, which in this SE is a TFT instead of an LCD, but despite this, both instruments have connectivity with our smartphone and the Kawasaki App.

ERGONOMICS AND CYCLING

On this Z500, comfort has been improved through a seat that is now softer and therefore more comfortable. The passenger seat is still small, but it’s not as hard as we expected. When it comes to braking, we have to highlight the giant 310 mm disc at the front, assisted by two-piston calipers. Highlights include the presence of a steel trellis frame, the conventional 41 mm front fork (at the rear there’s a single shock absorber with a progressive system and adjustable spring preload) and the 17″ wheels fitted with tires that reveal this model’s urban intentions, with a 110 at the front and a 150 at the rear. Still in terms of numbers, the seat is 785 mm from the ground, the tank has a capacity of 14 liters and the curb weight is 172 kg. If you go ahead with the purchase of a Z500, also pay attention to the list of accessories, with components that can offer superior comfort and protection, as well as a distinctive aesthetic.

BEST Mid-range engine / Ease of riding / Cycling behavior

TO BE IMPROVED Vibration index

DRIVING

For this test we took a brand new Z500 SE! We rode it for miles and the ease of handling and agility was the dominant feature, more reminiscent of a current 300 than the 500 utility bikes of yesteryear. The riding position is very good, slightly forward with a good handlebar and the seat is slightly hard without being uncomfortable. We liked the lines of the whole set every time we rode this bike, and the instrumentation is equally complete and pleasant. The engine is fun and strong (with the sound you’d expect), especially in the mid-range, but it can easily take this bike past 170 km/h, and both in terms of braking and suspension this is a balanced bike, with the rear shock absorber only protesting a little on bad surfaces. One of the less positive aspects we found were the high vibrations at various speeds (even at idle), which don’t bother our hands and feet too much, but which pass into the rear-view mirrors and make it difficult to see what’s going on behind us. The gearbox is well-shifted and runs very smoothly and pleasantly – it only seemed a little difficult to find neutral – and the Dunlop GPR 300 tires also helped with the overall good handling, both in the dry and in the rain. As for consumption, we averaged between 4 and 4.5 l/100 km, perfectly normal figures for the category. A bike that did what it promised perfectly, being easy, agile, fun and powerful in equal measure, to make life easier for newcomers who like sporty naked bikes.

O conteúdo Review – Kawasaki Z500 SE – mini streetfighter aparece primeiro em M Sports.

The custom motorcycle segment has undergone significant changes in recent years, from being exclusive to expensive, high-end models to more affordable bikes. In addition, Japanese manufacturers and European brands have strengthened their presence in this segment, offering a wide variety of options in different displacements.

Following this trend, in 2024 Kawasaki decided to revive one of its legends: the Eliminator. First appearing in 1985, the Eliminator 500 returns with all the classic style but contemporary technology to meet the desires of custom motorcycle enthusiasts and the brand itself.

ENGINE AND FEATURES

At the heart of the Kawasaki Eliminator 500 is a twin-cylinder block – an evolution of those found in the Z400 and Ninja 400 – known for its efficiency and performance. With its displacement increased to 451 cubic centimeters, this engine now offers a smoother, more linear power delivery at all engine speeds.

When we rode the Eliminator 500, we realized that its 45 hp engine is docile and able to accept changes at high and low revs very efficiently. The increase in torque is noticeable, and combined with a slipper clutch, this power unit makes for a pleasant ride, especially in urban environments.

With average fuel consumption of around 4.5L/100Km, the 13-liter petrol tank allows us to cover 250Km without any major worries.

At the front, the conventional suspension with 120 mm of travel handles the irregularities of the asphalt well. The double shock absorber rear suspension system is slightly stiffer and lacks a little in comfort, although the seat compensates for this stiffness as it is comfortable for the rider. This suspension system then pays off when you venture out on a sportier ride on this medium-sized cruiser.

The brakes, with a 310 mm disc at the front and 240 mm at the rear, provide effective braking, matching the engine/cycling combination well.

FOR EVERYONE

With a low seat height, the Eliminator 500 allows you to reach the ground very easily, making it accessible to a wide range of riders.

The 150 mm ground clearance, 176 kg weight and engine power of less than 35 kW make this model an excellent choice for riders with an A2 license.

Contrary to what is common on a cruiser, the footrests are not in a forward position and you can even ride the Eliminator with your legs slightly bent, which emphasizes its sportier character.

At the front, the 18-inch wheel offers safety on the long straights we’ll face and stability at lower speeds. At the rear, an imposing 16-inch wheel sends a clear message about the urban style and personality of this cruiser.

TECHNOLOGY

In addition to performance, the latest version of the Eliminator features the latest technology for an ideal riding experience.

All-LED lighting ensures visibility day and night, and the digital LCD instrument panel, rounded to match the model’s aesthetics, keeps you informed of all the essential information. Even so, it could be slightly larger to make it easier to read.

We also have the option of connecting our smartphone to the bike via the Rideology app, further enhancing the riding experience.

In addition to the base version, Kawasaki also has an SE (Special Edition) version of the Eliminator available. This special version is distinguished from the base version by exclusive colors, a different headlight fairing, rubber fork guards, a handlebar-mounted USB-C port and a seat with a special stitching pattern.

THE BEST Engine / Gearbox / Aesthetics

BETTER Exhaust sound / Rear suspension / Passenger seat comfort

The Eliminator 500 represents the evolution of an icon, keeping alive Kawasaki’s tradition and legacy in the world of custom motorcycles.

Although it doesn’t stand out in any particular respect, this Kawasaki model offers a reliable and enjoyable ride, representing an affordable alternative in an increasingly competitive market.

O conteúdo Review – Kawasaki Eliminator 500 – rebirth of an icon aparece primeiro em M Sports.

From the moment BMW launched the XR, we thought it was an unlikely combination of styles that could make perfect sense. Now, in 2024, we’ve tested the M version and it makes even more sense!

This is a supersport bike that is ridden with its back straight. It’s even intimidating in person and its figures speak for themselves. 3.2 seconds from 0 to 100 km/h. It is the lightest and most powerful crossover in the world with 220 kg and 201 hp of power. Its wings produce exactly the same downforce as the wings on the M1000R. And it’s a real M. Super precise, yet with plenty of torque.

This bike is somewhat misunderstood within the BMW Motorrad range, so many buyers of the famous GS should take an XR for a spin. It’s a bike that makes perfect sense. Many GS buyers around the world rarely go off-road, and I can assure you that this XR corners better than the already impressive GS. The focus of the development of this new version is weight distribution at the front, its character is strong and the riding pleasure is difficult to explain in a simple text.

This bike breathes quality, it breathes good taste and it is proudly an M, which within BMW is like a brand within the brand itself, a seal of quality and exclusivity. On the move, this translates into spectacular precision, touch and power on the brakes is close to perfection (without exaggeration). If all motorcycles were like this, we’d be in a perfect world. One of the objectives was to have the benefits of a construction for everyday use, but with some components that make you feel like you can ride on the track.

CONCEPT

The way this bike rides gives you a false sense of speed because the aerodynamic protection is extraordinary, combined with a lot of power. What took me the longest to get used to was the comfort/performance ratio. Normally you either have one aspect or the other. Here you’ve got both. It’s a different and strange concept, it’s true. But it works, and how… It’s very easy to reach the legal speed limit quickly. When I was going 120km/h I thought I was going 80km/h, and as you can imagine I’ve tested a lot of bikes over the last few years. In terms of direct rivals we find, for example, the Ducati Multistrada, which falls into this category of a bike that practically only has good things going for it, although the aerodynamic protection of this XR is superior.

This is a bike that gets noticed. It’s practically impossible to remain indifferent, because it’s a big, imposing bike that’s even intimidating. Then, after a short time, it proves to be very easy to ride and after a few more kilometers it becomes even easier to ride fast. There are no perfect bikes, but I can only say that I really wish the controls were backlit, or at least the 4-blink emergency button. But when that’s the only criticism, it’s a great sign!

If I could sum up this M 1000 XR, it would be this: a super-sporty bike for those who don’t want to come home from their trip completely exhausted.

O conteúdo Review – BMW M1000XR – the most comfortable super sport aparece primeiro em M Sports.

The Honda CB650R has always mirrored the Japanese brand’s passion for innovation and quality. The 2024 version features a rethought design and improved specifications, while continuing to be based on the ‘Neo Sports Café’ style.

At Honda’s invitation, we went to Marseille to see the new version of the CB650R and try out the brand new technology developed by Honda: the E-Clutch.

The aesthetic differences aren’t many, but they are noticeable: the front headlight is slightly different, as are the radiator guards and the rear unit. These changes give the CB650R a more aggressive and modern appearance and, as well as updating the model’s aesthetics, improve its aerodynamics and performance.

The new version also introduces a 5-inch color TFT dashboard with Honda RoadSync connectivity, ensuring the integration of cutting-edge technology into the riding experience.

ENGINE

The CB is equipped with the 649 cc four-cylinder we already knew, as its engine has remained unchanged for 2024. As this in-line four-cylinder continues to deliver 95 hp and 63 Nm of torque, the big news is that it can be used in conjunction with the new optional E-Clutch system.

As for the bike’s handling, the diamond-shaped steel frame, the Showa SFF-BP inverted front fork and the Showa rear monoshock guarantee the precision and safety needed when attacking corners. Whether you’re riding in the city or at a leisurely pace, they don’t skimp on comfort as they filter out imperfections in the terrain.

At the front, there are two floating discs which, together with the four-piston radial brake calipers, make a team that is completely up to the task in all driving scenarios, even the most exhilarating.

But of course the biggest curiosity and the main star of the presentation was the new clutch system, and I can tell you right now that it was a very pleasant surprise!

THE NEW

With the introduction of E-Clutch technology on the CB650R, Honda intends to mark a new chapter in the motorcycle riding experience. This Honda innovation combines familiar elements such as the quickshifter, manual clutch and dual-clutch transmission system. Weighing just 2 kilos, the E-Clutch system is ultra-compact and does not alter the clutch or transmission hardware.

The way this system works is very simple: you can drive normally, just as you’re used to, without having to use the clutch lever to change gears or make clutch points. Simply press the pedal with your left foot to change gear quickly and consistently. The E-Clutch system is activated as soon as the engine is started and manages all start and stop scenarios smoothly, eliminating the possibility of the engine “going down”

In addition to the pleasure and convenience, the E-Clutch proved flexible over the 130 km we drove on French roads. The fact that we had the clutch lever available to activate at any time gave us a feeling of peace of mind for the first few kilometers. The system also allows us to select a level of “running feel”, adjusting the force required on the gear pedal to make a gear change.

IS IT WORTH IT?

At a cost of just €300, this option makes perfect sense on a bike like the CB650R. On our ride in Marseille, I never felt the need to use the clutch lever and I didn’t lose any of my riding pleasure, quite the opposite in fact. In an urban environment, the system is very comfortable and helps you to deal with traffic more calmly; then when the riding scenario changed to a mountain road full of curves, the system also proved to be up to the challenge! When changing gears during spirited riding, the sensation transmitted by the E-Clutch system was similar to a quick-shifter, but without any limitations on gear changes and which always worked perfectly.

The 2024 CB650R comes in a variety of color options, such as red, black, grey and dark green, allowing customers to choose the one that best suits their personal style. Prices for this model start at €9,100, rising to €9,400 if you opt for the version equipped with the E-Clutch.

Being a great fan of the model, I left Marseille with the peace of mind that the CB650R still has its DNA, convinced by the Japanese brand’s new technology and convinced that it will be an asset to other Honda models.

O conteúdo Review – Honda CB650R – the same DNA aparece primeiro em M Sports.

We went to the presentation of the brand new Kove 450 Rally. This is one of the hottest motorcycles of the moment and one that is causing the most talk in the off-road world, promising to shake up the adventure motorcycle segment.

Why? Apart from the fact that it costs €10,100 (turnkey price), the arguments are so many and so appealing that it’s hard to ask: Why not? Haters will say it’s Chinese, and of course it’s a subject that’s on the table, but before we talk about its characteristics we mustn’t forget that six bikes from this brand went to the last Dakar – considered by many to be the toughest in the last 10 years – and all of them finished the race, three of them without any problems. And as you know, the Dakar is that spectacular race to expose all the motorcycles’ faults!

STRONG ARGUMENTS

But what’s all the fuss about this Chinese bike? Well, it’s registered, you can ride it with an A2 license, it has three fuel tanks (29 liters in total), 42 hp of power, it weighs 155 kg with 90% of the fluids, and then there are the typical details of a Rally bike. It has 6 quick-release pins to remove the front fairings, the seat comes out in the quickest way and gives immediate access to the battery and air filter, the sump protection is in carbon and the whole construction is designed to be solid, efficient and as practical as possible.

SUSPENSIONS

This bike taught me something about suspension. They’re Yuan, do you know them? No? Neither did I… During the presentation they explained why. Firstly, because it’s a big manufacturer in Asia and we’re used to the usual brands in our little Europe. Then, the Kove people wanted specific features in their suspensions and when they went knocking on the door of the big manufacturers, the answer was that they could only choose from the products they had in their catalog. Not satisfied with this response, Kove decided to go with Yuan (who accepted the challenge and made a custom front suspension and rear shock) and in terms of function and efficiency they are on a par with any of the best on the market, such as KYB, Showa, WP and others! The bike feels like a limpet… and we hardly had to adjust anything. They are fully adjustable in terms of spring preload, extension and compression and are a marvel, certainly the most positive point (of the many) that this bike has. And in terms of durability? We have no idea, but our fingers are crossed that they’ll thrive as well as they do now.

BUILD QUALITY

When we got up close to the bike, the first thing we all did was basically tap the plastics to see if they were weak. And what was everyone’s surprise? They’re not. Like everything else, at first glance it seems to be of good quality, and I hope I don’t regret writing this, but in the cockpit, for example, the brake and clutch levers, throttle and gear selector are very solid and look like they’ve passed the stringent Japanese tests!

ON THE GO

The riding position is natural, it feels like you already know it and everything is in place as it should be. The seat is long, flat and relatively narrow, with very good hardness and comfort. Although we spend most of our time standing up, this shape of seat is ideal for all positions, whether you’re accelerating hard, rolling comfortably or for those panic brakes at the very back.

ENGINE AND KITS

This is a single-cylinder engine which, being a single-cylinder, has its issues like all the others. In this base version, it comes with 42 cc of power and 35Nm of torque, but Kove offers two kits that include a power plant that increases the power to 40kw and 52 horsepower. The average person will think this is enough, but many people will want more power. Kove offers two kits, the ‘Factory’ which for €1,000 includes the power plant, full exhaust and air filter, and the ‘Factory Full’ kit which for €7,000 includes all the rally equipment, power plant, steering damper, and full exhaust.

FINAL THOUGHTS

This bike has entered the market and everyone is watching and skeptical about it! But given what I’ve just said, the arguments are very strong. In the short term, there are always things to improve (as with any other bike), such as the fact that it doesn’t have hand protectors, or the menu has some strange English translations, but nothing that any other competing bike doesn’t have. Speaking of competition, the Yamaha Ténéré should take care of itself, as should the KTM 450. This bike practically opens up a new segment. Let the future tell us about its reliability!

O conteúdo Review – Kove 450 Rally – the closest thing to Dakar aparece primeiro em M Sports.

The Honda Forza 350 and Yamaha XMAX 300 are some of the most interesting medium-sized scooters around. Appealing aesthetics, plenty of storage space and pleasant performance with low fuel consumption are among the main qualities, plus a very interesting retail price. And that’s why they’re the choice of many two-wheelers all over the world!

We’ve said it many times and we’ll say it again. Medium-displacement maxi-scooters – between 300 and 400 cc – are very balanced and are among our favorites. For many reasons, but above all because they are not excessively expensive (slightly more expensive than the 125s that don’t need a license but are “limited” on the highway), because they are incredibly versatile and have a huge amount of space under the seat, which usually makes it possible to store two full-face helmets. They’re very easy to drive, economical and, basically, it’s unanimous that they’re the right two-wheeled vehicles for daily use in the city, with a few extra urban trips in between.

There are several proposals in this segment, but these two Japanese are among the most recognized in our country and around the world. Let’s find out the differences between these premium automatics!

FOR ALL TASTES

Some brands go all out on equipment and technology, like the Zontes 350E we tested in the February issue. Others manage to be quite exciting in terms of engine, such as the BMW C 400 X. Others have remained virtually unchanged for years, because you can’t change a winning team; but above all, there are models to suit all prices and all tastes. And we have also seen in this segment that scooters are increasing in displacement, with many going from 300 to 350 cc, as was the case with this Honda. The XMAX, recently refurbished, retains its 300 cubic centimeters.

DIFFERENCES

These models have single-cylinder engines, but when it comes to numbers, the Honda offers more power and torque, although they are minimal differences of just over 1 hp and 2.5 Nm, with the advantage going to the Golden Wing brand. In terms of weight, too, there’s practically a draw, with 184 kg for the Honda and 183 for the Yamaha, both in running order. As for the seat height, it’s slightly higher on the XMAX, although on scooters – as you know – you can always reach a little further forward when you stop to make it easier to put your feet on the ground. The fuel tank is a little larger on the Yamaha, but in both cases you can do a few hundred kilometers without having to refuel, which is great! Also noteworthy is the fact that both models used the traditional rim size for this segment, 14 inches at the rear and 15 at the front, as well as tires of completely similar dimensions.

The Forza 350 had its last major redesign three years ago, in 2021, but it’s still perfectly up to date, and features a super interesting treat that’s impossible not to love: the electric windscreen that many top-of-the-range touring bikes don’t have, even within the brand itself! The Honda’s instrumentation features two large analog spheres, with various digital information to go with them, and there’s a rather large glove box at the front. The Yamaha, restyled in 2023, now has fully digital instrumentation (even more complete on the Tech Max version), two gloveboxes, and under the seat there is space for two full-face helmets, something that happens on both models. In this area of cargo space, we prefer the Yamaha’s double glove box to the Honda’s single one, which is so deep that it’s difficult to reach some of the objects you put inside. Both have keyless ignition and smartphone connectivity, something that is increasingly ess

ential these days. Still on the subject of the Three Forks automatic, in the previous generation the braking was the target of much criticism and Yamaha has improved this aspect, with the levers offering a better feel.

LOTS OF EQUIPMENT

In this segment of sports or premium scooters, or even GT scooters as Honda puts it, this Forza 350 is in the middle of the range between the 125 and the Forza 750, the latter of which is quite different from the others as it has a DCT gearbox with dual-clutch transmission. As for the XMAX 300, it’s also halfway between the XMAX 125 and the famous TMAX, a top-of-the-range bike that’s actually more of an automatic sports bike than a scooter. Although this XMAX isn’t the best-equipped version, you can still pair your smartphone with the scooter via the MyRide app, with the LCD screen then notifying you of calls, messages and battery, as well as providing you with a wealth of other information. On the Forza, the dashboard integrates the Honda Roadsync system, which allows you to make calls, send and receive messages, listen to music and navigate via the device. Both scooters also have traction control and a wide range of accessories to choose from, so don’t neglect that part.

DIN MICA

On the move, it seems to us that this Forza is always a little smaller and easier to maneuver than the XMAX. The ride is always very pleasant, whether in town, on the road or on the highway, and the dynamics are good, with good suspension and very grippy dry tires. The XMAX also stands out for its seat, which is very soft, very comfortable, and also for some premium aspects, even though this is the base XMAX. The Yamaha has a slightly smoother engine at low speeds and always seems to have a little less engine brake. Maybe that’s why it’s possible to get slightly lower fuel consumption with the 300, although the differences are minimal and always below 4 liters at 100 in both models.

In terms of performance, we noticed that the Honda had a slight advantage when it came to acceleration, while there was also a small difference in top speed. Straight ahead, the Honda reaches 155 km/h and the Yamaha struggles to reach 150 km/h. It doesn’t seem to “breathe” as well in this latest generation, blamed as usual on the environmental regulations that have affected all manufacturers. In terms of braking, despite the improvements made by Yamaha, which are noticeable, Honda’s system is still a few notches above in terms of the feel of the levers and the ability to stop quickly. In terms of suspension, this is where there are the most differences, with the Honda standing out on the positive side (even if it isn’t perfect on the rear axle) and the Yamaha finding it harder to manage bad ground with the rear shock absorbers and also in sportier riding.

SUMMARY

All in all, these are two quality propositions with more than enough proven track record. The Yamaha has a slight advantage in premium finishes and seat comfort, while on the Honda we really liked the electric windshield, and the better cycling in terms of brakes and suspension. In terms of performance, load capacity and price, we’d give these two proposals a draw and, ultimately, any user can be very satisfied with either of these models. Oh, and by the way, those who choose the Honda can decide between five different decors, but the Yamaha is only available in two colors (with two more Tech Max decors).

Don’t forget that both brands have different options but with the same engine. In the case of Honda we find the ADV 350 version, more focused and inspired by off-roading, while on the Yamaha side we have the Tech Max version, which is even more premium than this base version, with some luxuries such as dual instrumentation. This was our feedback after a few hundred kilometers riding these models in the city, on the highway and freeway, in the dry and in the rain, but if you’re thinking of buying any of these automatics, there’s nothing like going for a test drive and clearing up any doubts!

O conteúdo Review – Honda Forza 350 vs Yamaha XMAX 300 – quality at a good price aparece primeiro em M Sports.

American Indian Motorcycle, one of the oldest and most iconic motorcycle brands, introduced another model some time ago to continue writing its history. With the Sport Chief, Indian aims to raise the bar even higher in the cruiser segment, offering a unique blend of classic style and sporty performance.

Since its earliest days, Indian Motorcycle has been synonymous with freedom, adventure and passion for the long roads, and the Sport Chief continues with these pillars firmly embedded in its DNA. With its elegant lines, imposing design and many typically American details, this bike leaves no one indifferent. But better than the aesthetics, only its heart defines the character and personality of this machine – the powerful V-twin Thunderstroke 116 engine.

FEATURES

With an incredible 1,890 cubic centimeters, this engine is capable of producing an impressive 162 Nm of torque and offers acceleration that pushes the rider against the seat with unusual force. At lower revs, the engine feels a little “throttled”, probably due to environmental restrictions, but from mid-range onwards it shows incredible lung, and you don’t need to change gears to get a remarkable performance.

This engine, together with the incredible symphony coming from the exhaust system (typical of these models), makes it difficult not to turn your right fist at every possible opportunity.

With such large dimensions (both of the engine and the bike itself), fuel consumption is inevitably not its strong point, and it’s easy to go over 6 liters per 100 kilometers.

The Thunderstroke 116 engine also has a technology that allows the rear cylinder to be deactivated when we are stationary, for example at a traffic light. Despite increasing the vibration felt by the driver, this feature not only improves thermal comfort by reducing the heat emitted by the engine, but also allows for a slight reduction in fuel consumption.

WELL-KNOWN NAMES

When it comes to the bike, Indian has opted to equip this model with high-quality components from renowned brands such as KYB, FOX and Brembo. The inverted front fork from KYB, and the double rear suspension with reservoirs from FOX, provide a good feeling when riding at a leisurely pace, with a good ability to filter out irregularities in the terrain. On a winding road, outside its natural habitat, the suspension proves capable and gives you the confidence to attack corners, making it easy to scrape your feet on the asphalt.

The Brembo brakes contribute to a sportier driving experience, offering remarkable braking efficiency – especially with the important help of the rear brake – considering the model’s size.

The instrument panel is fully digital and, despite its classic appearance, with a round and elegant design, it offers various information, GPS navigation and Bluetooth connectivity.

The information is complete and easy to read, but navigating the menus via the buttons isn’t very intuitive, and the touch screen while driving and wearing gloves isn’t ideal, and the software is also a little slow when you turn on the ignition.

There are three driving modes available, suitable for both leisurely and fun paces. The calmest mode, Tour, helps us when riding on wet roads, as the Sport Chief doesn’t have traction control.

DRIVING THAT CONVINCES

The driving position is typical of these models: the handlebars force you to walk with your arms outstretched and the footrests in a forward position. The 311 kg and high wheelbase inevitably mean that the model is less agile, but stopping, for example at traffic lights, and maneuvering at very low speeds are made easier by the low ground clearance.

THE BEST Engine / Aesthetics / Exhaust sound

TO BE IMPROVED Vibrations / Engine temperature / Fuel consumption

But what really stands out about the Indian Sport Chief is its sporty soul. While many cruiser bikes are known for their ability to travel long distances in comfort and style, the Sport Chief takes things a step further. With its aggressive design and dynamic handling, this bike was designed to be ridden with a knife in its teeth. From the winding curves of mountain roads to the endless straights of highways, the Sport Chief is ready to be our companion, always in style.

The prices for this model start at 22,490 €. A high price, but one that makes more sense if we take into account the exclusivity and quality of the model. And if you’re interested in the model, be aware that the brand is offering €1,500 in accessories.

O conteúdo Review – Indian Sport Chief – Cruiser with a sporty soul aparece primeiro em M Sports.

After the international presentation of the new Honda Africa Twin Adventure Sports in the Algarve, we took the famous Japanese model on the road again, but now in the base version. And since this is a much more adventurous version, which retains the 21” front wheel, we rode it almost exclusively off-road, in the Gorafe desert in southern Spain.

For 2024, Honda has put a lot of focus on the new Adventure Sports version of the Africa Twin, a bike that stands out for its 19-inch front wheel, the use of shorter-travel electronic suspension and a few other attributes that fans of trail bikes – but those who do most of their miles on the road – appreciate the most. But there are aspects in common between the two versions, so the Japanese brand organized a new presentation, this time dedicated only to the standard bike, which in Portugal will only be available with manual suspension settings.

IMPROVEMENTS

We’ve already mentioned that just over half of Africa Twin sales have been Adventure Sports since 2021. Across all versions, more than 100,000 units have been sold in Europe since 2016, with the DCT version being chosen by most people, especially those who use the model more on the road. For this year, the base version has also received improvements to the 1,084 cc parallel twin-cylinder engine, which continues to deliver the same 102 hp of power at 7,500 rpm, but now with a 7% improvement in torque at low engine speeds, to a maximum of 112 Nm at 5,500 rpm. At low engine speeds, the improvements are due to new internal components through a redesigned crankshaft and connecting rods, as well as different pistons and larger diameter air intake ducts. The engine’s compression ratio has been increased, the injection system has been improved and the exhaust system is also lighter and more efficient. As for the dual-clutch transmission (DCT), it has undergone minor hydraulic improvements for greater smoothness and throttle control at low speeds. In terms of aesthetics, in addition to the different decorations, we find different aerodynamics and a new, higher and wider windshield that can be adjusted to five positions. The seat area is narrower and even though it’s not new, we’re reminded that we have at our disposal an instrument panel made up of a 6.5” color TFT touchscreen with a choice of backgrounds and connectivity with Apple CarPlay and Android Auto for all smartphone functions. And of course, there are the traditional driving modes, as well as a 6-axis Inertial Measurement Unit (IMU), which monitors the Africa Twin in a fraction of a second during braking, cornering and acceleration. As far as the bike is concerned, the 21-inch wheels at the front and 18-inch wheels at the rear remain, with a revised spoke design and now fit tubeless tires.

PROVEN BASE

In this base version of the Africa Twin, the seat is 850/870 mm from the ground (there are lower and higher options) and the curb weight (in the version with the traditional 6-speed gearbox) is 231 kg. In terms of suspension – since the electronic units are exclusive to Adventure Sports – at the front we find a 45 mm Showa inverted fork, cartridge type, with 230 mm of travel, while at the rear the Showa monoshock from the same brand guarantees 220 mm of travel. As for the tires, this model can be equipped as standard with Bridgestone Battlax Adventurecross Tourer AX41T or Metzeler Karoo Street, but Michelin Anakee Wild are also approved for those who want more intensive off-road use.

LITTLE OR NOTHING TO POINT OUT

During our presentation we didn’t do a marathon of kilometers, there were about 160, although most of these were off-road. And we can say that the improvements in the engine are noticeable – as we had already noticed in the Adventure Sports – with a stronger and livelier response, especially at low and medium engine speeds. The ride is always easy and enjoyable, as has always been the case with Africa Twin models, and there aren’t many improvements over the previous generation (not least because there weren’t that many), although you can see that each Africa Twin model is more refined, always more efficient but without ever losing comfort and ease of riding.

We liked the fact that this Africa Twin is slightly narrower and we also liked the improved aerodynamics and the new windshield settings, and in short we liked practically everything this Africa Twin does off-road. It may not be the most powerful or the most “racing” bike in the segment, but it could be one of the best options for those who want a motorcycle for everyday use, a few weekend rides and some bigger off-road expeditions. We liked the braking capacity and the ease and feel of the shifter, the suspension can take a lot of beating and with the exception of the exaggerated number of buttons on the controls – to perform tasks on the instrumentation that on other bikes can be done more quickly and simply – everything works very well on this Africa Twin.

We also really enjoyed the DCT version, and once you get used to using it on the road, you’ll never want for anything else. In fact, it’s when we use this dual-clutch system in the city or on long journeys that we realize its added value – to reduce our fatigue – but in sportier driving with the paddle shifters it can also be an option. As for off-road use, it really depends on your taste, experience and type of route. And if the Africa Twin is in your plans, don’t forget to check out the attractive accessory packages, namely the Urban Pack, Rally Pack, Travel Pack and Adventure Pack.

O conteúdo Review – Honda CRF 1100L Africa Twin – natural evolution aparece primeiro em M Sports.