The first Ducati Monster rolled out of Borgo Panigale in 1993—a 904 cc air-cooled motor derived from the 900SS, combined with a steel trellis frame based around the 888. The perfect package for a daily rider.

Since the M900, the Monster family has grown, and their flagship models have edged closer to the super naked class—first with the S4R, and recently with the Monster 1200. Monsters were getting more powerful, but at the same time, heavier.

For 2021 Ducati have gone back to their roots with an all-new Monster—replacing the 821 Monster in spectacular fashion. The new Monster promises to be faster and lighter, with more tech and more emphasis on fun.

There’s a lot of the original Monster’s DNA in the new design, but it’s been integrated with sharper lines, to give the new Monster a modern, minimalistic look. The side profile reveals a more aggressive ‘head down, bum up’ look, with a pointy rear seat and slightly pitched front end. Although aggressively styled, the bars have been brought closer to the rider and the foot pegs are in a more relaxed position.

Sadly there is no flamboyant single-sided swingarm (like on the Monster 1200), but rather a traditional double-sided swingarm—reminiscent of the original M900 look.

The new circular LED headlight is a nice touch, cleverly lit with an outer DRL halo (which reminds me of the MV Agusta Brutale’s light). The nasty floating indicators have been banished on the new Monster, replaced by integrated self-cancelling indicators.

Ducati have transplanted their well know Testastretta 11” 937 cc L-twin, similar to that found in their Supersport and Hypermotard, into the new Monster. That gives you 111 hp at 9 250 rpm, with maximum torque of 95 Nm delivered at just 6 500 rpm. It’s an increase in power, torque and ride-ability, and a 2.4 kg decrease in weight. Ducati have also thrown in an up and down quick shifter as standard equipment, and reliability and running costs also look good; oil services at every 15 000 km and valve inspections at every 30 000 km.

The biggest change for the Monster is the new Panigale-esque aluminium front frame. Purists might miss the traditional trellis frame, but this new design has given the bike a sleeker look, and has decreased weight by 4.5 kg compared to the Monster 821.

The new Monster is all about weight saving and Ducati have saved 18 kg’s in total over the 821: the rims lost 1.7 kg, swingarm 1.6 kg, rear subframe 1.9 kg and the rest of the bike has gone on a diet thanks to GFRP (Glass Fibre Reinforced Polymer) technology. The M900 weighs a svelte 166 kg dry—making it one of the lightest in its class.

Cornering ABS, along with dual Brembo monobloc four-piston front brake callipers and sintered brake pads assure maximum stopping performance. From the imagery, it seems the new Monster rolls on a set of non-adjustable 43 mm upside-down forks, plus a preload-adjustable rear shock. For all-round performance, Ducati have slapped on some Pirelli Rosso 3 tyres.

The new six-axis IMU controls the cornering ABS, lean-sensitive traction control, wheelie control, launch control and the three riding modes (Sport, Urban, Touring) which can all be controlled via a new 4.3″ TFT dash.

The M900 has a very approachable seat height of 820 mm, combined with a narrowly edged side-saddle, making it easier to get your feet to the ground. For shorter riders Ducati has two options; an accessory seat that reduces the height to 800 mm, while still maintaining good padding, or a spring kit for the suspension, which reduces the seat height to 775 mm.

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The new Monster is available in three unique colours: Ducati Red, Dark Stealth with black wheels and Aviator Gray with GP Red wheels. It’s also available in a Plus version, with an aerodynamic windshield and a cover for the passenger seat as standard. And if that is not enough, Ducati has another option for the ‘Monsterista’: unique sticker kits. With all these colour variants, graphics and performance accessories, there’s endless potential for customisation.

Ducati have made a bold move by reintroducing their original Monster recipe into their latest Monster platform. Ducati are focusing on pure riding pleasure in the middleweight naked segment with the Monster, as the Streetfighter V4 grabs the baton from the 1200 Monster in the ‘super naked’ segment. Well done Ducati: I’m looking forward to riding the all-new Monster.

With its development based on feedback coming straight from top-level Red Bull KTM Factory Racing’s stars, the new KTM 450 SX-F FACTORY EDITION offers enticing performance and aesthetic upgrades for 2021 together with myKTM app connectivity straight out of the showroom.

From a stadium seat, a track fence or through a screen: the sight of a race-winning motorcycle in full flight is something special for every READY TO RACE fan. Competition never stops and KTM remains true to its fundamental goal of continuously pushing the boundaries while searching for something even better for all racers at the start line.

After securing the 2019 AMA Supercross 450SX Championship, in 2020 Cooper Webb collected 13 podium results and four Main Event victories to finish runner-up in the championship aboard the KTM 450 SX-F FACTORY EDITION. This machine was also the tool for Marvin Musquin to post seven top-three moto finishes in the 2020 AMA Pro Motocross series as he bounced back from injury with a satisfying fourth in the final 450MX class standings.

Taking full advantage of the experience collected through countless training and racing laps, for 2021 KTM applies key upgrades onto the latest installment of the KTM 450 SX-F FACTORY EDITION. The 2021 bike carries a near-identical visual aspect to the Red Bull KTM Factory Racing machines raced in Supercross and Motocross.

Creating a direct performance link to the works machines of Cooper and Marvin, the bike comes with an orange frame, Factory wheels, Factory triple clamps anodized in orange, a composite skid plate, a Hinson clutch cover and an orange rear sprocket. The spec list also boasts elements like the Akrapovič silencer, the Factory start holeshot device, the semi floating front brake and the disc guard.

A notable addition for 2021 is the Connectivity Unit that now comes as standard and is integrated onto the new bar pad. This means the innovative myKTM App can be synced immediately and without the need of any additional parts. Through the use of the myKTM app, riders of all levels can customize ENGINE settings.

An additional benefit of the myKTM app is its ability to offer SUSPENSION recommendations based on every rider’s personal characteristics. Through a few easy menu options and swipes of your smartphone, every 2021 KTM 450 SX-F FACTORY EDITION rider can shape their bike to a variety of conditions or terrain.

KTM 450 SX-F FACTORY EDITION – MODEL HIGHLIGHTS

• Updated Red Bull KTM Factory Racing graphics
• Connectivity Unit fitted as standard
• Ability to connect with the innovative myKTM app
• Akrapovič slip-on silencer
• Factory triple clamps anodized in orange
• KTM Factory wheels
• Factory start for front fork
• Exclusive orange frame
• Composite skid plate
• Factory seat with Selle Dalla Valle stamp
• Semi-floating front brake disc
• Front brake disc guard
• Orange rear sprocket
• Engine updates
• Hinson clutch cover

Joachim Sauer – KTM Senior Product Manager Offroad: “Riders still cannot get more ‘READY TO RACE’ than with our new KTM 450 SX-F FACTORY EDITION. We knew the bike had to look the part for 2021 but we also wanted to keep all the same special technical details that place this model as one of the flagships of our range. Its credentials are proven. Very useful additions for 2021, the Connectivity Unit and the myKTM App allow every rider to get the most of their potential in every condition. With this bike, we trust that KTM fans worldwide will find a true race-winning machine that really looks the part.”

Produced in limited quantities, the 2021 KTM 450 SX-F FACTORY EDITION will be available at authorized KTM dealers internationally from December 2020 onwards. For more information please contact your local KTM dealer or visit: KTM.com

When the first Kawasaki Ninja ZX-10R was released in 2004, it was the highest performance motorcycle ever available to the general public. In terms of performance, the ZX-10R did everything well and set new standards in its segment. With a short wheelbase, a high power-to-weight ratio and a compact chassis, it was clear who Kawasaki were targeting.

Almost two decades on, Kawasaki is still riding on the same formula—a formula that’s been proven to be near unstoppable. Unless you’ve been sleeping under a rock, you would have noticed Kawasaki’s clear domination of the World Superbike championship. Tom Sykes kicked it off with countless superpoles and a championship title in 2013, followed by Jonathan Rea, now winning his sixth championship title in a row.

So what is Kawasaki’s formula? For the ZX-10 project, Kawasaki have focused purely on race development and rider feedback—especially on the new ZX-10R and ZX-10RR. For 2021 Kawasaki concentrate on performance, engineering upgrades, and on building a machine that will excel on the track and road. With development help from Jonathan Rea, Kawasaki’s engineers have prioritised an innovative aerodynamic package for 2021, combined with handling and ergonomic upgrades that are supported by new engineering technology.

The styling of the ZX-10 is the change that immediately jumps out and grabs your full attention. The new H2-Esque aero package sees the R and RR inherit integrated winglets on the front fairing—not only giving the new Kawas a meaner look but, creating 17% more downforce too. Unlike the H2, the ZX-10Rs keep their double LED headlamps, making way for a ram air intake down the centre. The R and RR also bear the familiar River Mark motif on the front fairing—a detail only ever seen on supercharged models.

The new aero package improves wind resistance for the rider with a 40 mm higher screen, 5 mm higher foot pegs, and a new handlebar position that replicates that of Jonathan Rea’s race bike. At the rear, Kawasaki have gone as far as to cleverly redesign the rear seat to create an area of low pressure behind the rider, improving the bike’s rear wind resistance.

Under the skin is a familiar 998 cc inline four, with finger-follower valve actuation and Euro5 compliance. Despite the Euro 5 certification, Kawasaki manage to maintain the engine’s performance and easy-to-use character. By lowering the first three gear ratios, Kawasaki have made sure the R and RR will be making the best out of the 200+ hp that’s on tap.

The ZX-10RR is a homologation special and a limited edition (just 500 units), on which reigning WSBK champ Jonathan Rea will attempt to win his seventh crown next year. It has a single seat, lightweight Pankl pistons, titanium connecting rods, high-performance camshafts and lightweight Marchesini Forged wheels.

The RR’s rev limit also increases from 14 300 rpm to 14 700 rpm, enabling an even wider power band and a further improved engine response.

Although race-inspired, the ZX-10 gets Kawasaki’s new 4.3” TFT display with all the latest creature comforts, such as Bluetooth connectivity, electronic cruise control and optional heated grips. All the existing electronic rider aids remain for 2021, but do get the latest updates to suit the new R and RR’s riding characteristics.

The well-known twin-spar chassis remains unchanged from the outgoing model, but the swingarm pivot is now 1 mm lower to improve suspension action. A 2 mm greater fork offset reduces trail to sharpen steering, while an 8 mm longer swingarm contributes to a 10 mm longer wheelbase overall (now 1450 mm)—improving overall stability. Kawasaki have changed the spring rates and settings on the suspension, seeing a softer front and harder rear for 2021 (we’re guessing this is due to the increased downforce on the front of the bike).

Upfront you’ve got nothing other than Showa’s fully adjustable advanced BFF (Balance Free Front Fork)—a true state-of-the-art WSBK race-inspired front end, and a surprising addition on a mass-production motorcycle. Showa’s new fully adjustable BFRC lite shock does the duty at the rear.

Both the R and RR are fitted with Brembo M50 callipers, although the RR gets race-quality steel braided lines. The R comes equipped with standard road-going lines and one of the lightest wheel designs on the market: Kawasaki’s three-spoke gravity-cast wheels.

The 2021 ZX-10R is available in Lime Green/Ebony/Pearl Blizzard White and Flat Ebony, while the ZX-10RR is available in a shocking Lime Green–which you’re either going to love or hate.

Rather than create an all-new ZX-10R platform, Kawasaki have stuck to their roots and simply made a near-perfect package even better. Superbikes are all about bringing a little race performance to the street, and Kawasaki’s legacy in that department is hard to beat. After all, you’d be nuts to bet against Jonathan Rea in 2021, right?

Instead of the mass gatherings we’ve grown so used to every November, we’ve been grabbing a cup of the good stuff and tuning into the official YouTube channels for this year’s motorcycle reveals. This week, Ducati, Yamaha and BMW revealed a host of 2021 models… let’s take a look.

Ducati Panigale V4 SP

The Italians have surprised us once again, and this time with a new Bologna bullet: the Ducati Panigale V4 SP. For 2021, Ducati have dressed their spectacular Panigale V4 S in an evil ‘Winter Test’ matte black livery, and fitted it with proper go-fast parts. Only the best of the best earn the SP (Sport Production) logo at Ducati–and the V4 SP might just be the one.

The Panigale V4 superbike family from Bologna saw changes made to its superbike package last year, so for 2021 the SP isn’t a new bike but rather a specced-out V4. It gets South African-made BST carbon fiber wheels, aerodynamic winglets at the front, a dry slipper clutch from STM, Brembo Stylema R calipers, a Brembo MCS 19/21 radial master cylinder, and billet aluminum adjustable rear-sets. There’s also no pillion seat or foot pegs… because by no means should two people ever be on the Panigale V4 SP at the same time.

This leaves you with a 211 hp Ducati Panigale V4 SP with top-shelf kit. It weights 194 kg wet (1.3 kg less than the Panigale V4 S), and looks like a stealth fighter jet. If you’ve got the banknotes, Merry Christmas!

Ducati SuperSport 950

Since its release in 2017, the SuperSport has been my favourite Ducati, thanks to its touring abilities and great sport bike handling. For 2021 the SS is the same bike and more, with a friendly handshake from Euro5, a styling update, a TFT display and a six-axis IMU.

At first glance, the new bodywork shows resemblance to the Panigale family, with extra gills on the side fairings, and deep-set headlights up front. ‘Sexy, yet functional’ best describes the new look of the SuperSport.

Underneath the fairing is a now Euro5 compliant 937 cc Ducati Testastretta 11° v-twin engine, producing 108 hp and 93 Nm of torque. An up/down quick-shifter comes as standard on both the base and ‘S’ models.

The new six-axis IMU controls the cornering ABS, lean-sensitive traction control and wheelie control, which can all be controlled via a new 4.3″ TFT dash. I like the new dash, but a few inches bigger wouldn’t hurt given the competition in this arena.

Besides the colours, the big difference between the SuperSport and SuperSport S can be found in the bikes’ suspension. The S model boasts Öhlins components, while the base model uses Marzocchi forks and a Sachs shock.

If you already own the current model SuperSport, then these upgrades might not be enough to trade yours in. But if you’re a new buyer, the SuperSport’s now that much more attractive an option.

Yamaha Tracer 9

For 2021, Yamaha have revealed their third generation Tracer 9, with less weight, a sportier ride, increased fuel efficiency, new styling and more technology than ever before. With the outgoing Tracer 900 already established as a leader in the sports touring market (selling three times as many units as its nearest rival in 2019), it begs the question: did Yamaha just make it even better?

The Tracer 9 has little resemblance to the previous generation—instead, Yamaha have given it a futuristic and more dynamic fairing design. I especially like the combination of the slim LED ‘eye’ headlights, with the spotlight-style low beams underneath. The bike looks slick with our without touring panniers, and the taller screen should keep you tucked away from the elements.

Just like its naked sibling, the Tracer 9 gets Yamaha’s all-new EU5-compliant 890 cc CP3 engine. It produces 93 Nm at 7,000 rpm (1,500 rpm lower down the rev range), and 117 hp at 10,000 rpm (4 hp more than before). To enhance ride quality even more, Yamaha have equipped the Tracer with an all-new die-cast Deltabox chassis and high-rigidity swingarm. An impressive change for 2021 is the new fuel delivery system, which increases the fuel economy nine percent, giving this sports tourer an extended range of 350 km+ from its 18 litre fuel tank.

The Tracer 9 is another bike to get a six-axis IMU, which means it now has lean-sensitive rider aids. There’s also a 3.5” TFT display, a new ride-by-wire throttle, a quick-shifter, a revised intake and, finally, the ability to interface with Yamaha’s MyRide app.

The base model Tracer 9 and the GT both come with fully adjustable suspension setups, except the GT gets those special golden goodies. YZF-R1-type radial master cylinders provide great stopping power, but also give the rider a higher degree of control.

Yamaha Tracer 7 GT

Yamaha have taken the formula for the Tracer 9 GT, and injected it into their latest Tracer 7 GT for 2021. It’s focused squarely on escaping from the city, with a comfier seat, higher screen and 20 litre touring side cases from Yamaha’s ‘Genuine Accessories’ range.

Other than the slight ergonomic enhancements for touring, the Tracer 7 GT is still the same bike as before, except that it’s now a genuine 7-days a week bike that can play hard and fast during weekends.

BMW G 310 R

While we were focussed on the new BMW S 1000 R, the German marque quietly updated the much smaller G 310 R too. And it just got a whole lot more exciting; bad-ass, even. The designers at BMW Motorrad have clearly put in some effort for 2021, because this bike looks radical, thanks to a new LED headlight, new styling, a slipper clutch, ride-by-wire throttle and adjustable levels.

The new body panels and styling elevate the G 310 R’s street cred, but also give a typically BMW premium feel. A new LED headlight and turn signals give the front end an angular look, and the radiator covers are actual fairings, painted in a roadster fashion and screaming quality.

Although the styling has changed tremendously, not much else has been fiddled with or changed. The G 310 R is still powered by the same 313 cc single-cylinder motor, producing 34 hp and 28 Nm, it also has the same chassis, suspension and brakes for 2021.

Although not completely new, the 2021 BMW G 310 R is certainly easier on the eye than its predecessor. The G 310 R will be available in two colour variants in South Africa, ‘Style Sport’ (a limestone metallic with red rims) and ‘Cosmic Black.’

The BMW S 1000 R first appeared in early 2014 and instantly made waves in the super naked class. It had explosive midrange power, superbike handling, comfort, rider aids, semi-active suspension, heated grips, cruise control and, in true BMW style, it was easy to live with. BMW have just refreshed the S 1000 R for 2021, which begs the question: could BMW have just made it even better?

The new S 1000 R gets slick roadster looks, WSBK riding dynamics and a class-leading weight of 195kg (wet). Lead designer at BMW Motorrad, Alexander Buckan, put a lot of motorsport design emphasis and roadster emotion into the designing of the R. A ‘snout down, tail up’ side profile enhances the dynamics visually, and also allows you to admire the all-new motorsport inspired fairing design.

There are some really distinctive and cool touches too. For example, the radiator has an R-shaped fairing design, and just before the rear seat, there’s an aluminium handle to open rear cubby hole (it looks like an ejector seat handle from a fighter plane).

Cosmetically, the biggest difference from the outgoing model is the new C-shaped LED headlamp, replacing the skew-eyed double headlamp. At the rear, the indicators have been adopted from the S 1000 RR, and feature integrated tail light functionality. In all honesty, although I like the headlamp, I kind of wish it was designed more aggressively to match the rest of the bike.

BMW have made it clear that they are not pitching the R against other hyper nakeds, but rather ditching the 200 horsepower chase and focusing on daily riding usability and fun—which is what makes a good roadster.

Although much has changed, BMW have decided to stick with the RR-inspired motor, but with no ShiftCam technology. Just like the previous gen, the latest R has the same silky-smooth, in-line four motor, producing 165 hp at 11,000 rpm and 114 Nm at 9,250 rpm.

BMW improved the fuel consumption and decreased motor vibration at higher speeds by lengthening the fourth, fifth and sixth gear ratios. For those who like dropping anchor and blipping down the gearbox, BMW have thrown in engine drag torque control (electronically controlling rear wheel slip) for the first time as an optional extra.

BMW product manager, Max Renko, said something very interesting during the live world debut:

“To be frank, we could have given you 208 hp even back in 2014 because we had the power in the double R, but we decided to build a designated roadster engine rather. Horsepower is basically torque, multiplied by the revs, so in order to obtain higher hp you just push the torque range into the higher rev range. On a street bike, you want the torque down low, to pull you out of those tight corners and that’s what we have achieved.”

When it comes to TFT displays, bigger truly is better, so the R’s display measures 6.5”. Like on all the BMW displays that we have come to know and love, you are spoiled with customisable screen displays, a bluetooth interface and an optional M package providing race-like telemetry.

A new 6-axis sensor box replaces the old 5-axis unit for precisely determining the pitch rate and anti-wheelie functions. The new R has three riding modes as standard, ‘Rain,’ ‘Road’ and ‘Dynamic,’ and ‘Dynamic Traction Control’ and ‘ABS Pro’ are included.

For those living closer to the edge there’s the ‘Riding Modes Pro’ option, which allows you to configure your bike to your liking. It lets you to set your engine braking, wheelie control, there’s also ‘Dynamic Brake Control’ for those emergency braking situations.

BMW have put the R on a strict diet, with a lighter ‘Flex Frame’ chassis borrowed from RR, that puts more emphasis on the motor bearing some of the load. There’s also a new underslung swingarm, and optional light weight wheels. The RR and R have always been known for being comfortable motorcycles, and for 2021 even more so, with a narrower build that lets you tuck your knees in tighter. Riders can tweak their riding geometry too, with forward, back and height adjustment available on the straight handlebars.

BMW haven’t bored us with the specifics on the suspension or brakes but we’re sure they’ll be similar to those on the latest RR. Combine near-perfect geometry with high-spec suspension, add a motorsport-derived swingarm, and it should result in a wicked ride.

There are three colour options: a non-metallic red, the Style Sport (Hockenheim silver metallic) and the M package which comes with a whole host of extras. For me, it has to be red, with an Akrapovič can, carbon wheels and some schweet bar-end mirrors.

I think BMW have made a bold move by sticking to their guns and not following the rest, but instead leading some in a new and more relevant direction. Being a massive fan of the previous model has me hyped for the new R. On paper, it’s already blown my expectations out of the water—now all I need to do is ride it.

For more information on the all-new BMW S 1000 R visit – www.bmw-motorrad.co.za

It’s silly season for the introduction of new, or tweaked, models from the world’s motorcycle manufacturers. Triumph have always been particularly good at leveraging a number of variants from a base model—just look at their vast range of Bonneville-based modern classics. Now enter the Tiger range.

Triumph understands that many adventure bikes will never put a wheel in the dirt, but that their ergonomics hold huge appeal to a broad spectrum of riders. Not everyone needs, or can afford, the power or dirt ability of a Tiger 900 Rally Pro. So why not build a more accessible, asphalt-biased adventure bike?

That’s precisely what they’ve done, with the new Triumph Tiger 850 Sport.

The 850 Sport’s styling is Tiger through and through, but with some svelte street clothing. It’s a stylish, yet practical option for road riding, sports touring, and maybe a little light off-roading. The Tiger 900’s 888 cc crossplane triple has been reworked to put out a punchy 82 Nm of torque at a reasonable 6,500 rpm, and 85 ponies at 8,500 rpm.

Twin response low down, with triple hit up top, is what this motor is all about—along with the unique crossplane triple soundtrack. 16,000 km service intervals suggest that this is a bike that is meant to be really ridden!

Specifications are generous, given that this, as the least expensive Tiger, is meant to be a serious value proposition. Brakes are ABS-enabled Brembo Stylemas, with 320 mm dual discs up front, and a single 255 mm rotor out back.

45mm USD Marzocchi cartridge forks offer 180 mm of travel up front, with a gas-filled, preload adjustable, rear shock providing 170 mm.

Wheels are a 150/70×17” rear and a versatile 100/90×19” in front. All of this promises the characteristically good handling and road manners that we have come to expect from the British manufacturer.

The electronics package is comprehensive, with ride info served up on a 5” TFT display (smaller than the Tiger 900’s 7” unit). The 850 Sport only comes with ‘road’ and ‘rain’ rider modes, but it does have LED lights with a daytime running light as standard. And it has a 12V socket too… nice!

You also get a slipper and assisted clutch to make light work of whipping through the 6-speed gearbox.

What we have here appears to be a competent, handsome, dynamic and oh-so-rideable thinking man’s sports tourer. A twenty litre fuel tank, plus a host of factory touring accessories, developed in collaboration with Givi, make the 850 Sport really versatile. Fully fuelled, the Tiger will weigh in at around the 215 kg mark. The seat height is adjustable from 810 to 830 mm, accommodating a wide range of riders, and the screen is height-adjustable.

Available in two colour variants, Graphite and Diablo Red and Graphite and Caspian Blue, with striking 850 graphics, the Tiger is certainly a head turner. There’s no word on whether we’ll be getting the Tiger 850 Sport in South Africa, but in the UK it’s priced from £9,300. That puts it well below the £13,100 Rally Pro.

Triumph seem to have done it again—this is no parts bin special, but rather a carefully considered and decently specc’ed package. It can take you to and from work, blast down a country road, then take you and your significant other on a cross country tour in comfort. Honda’s Crossrunner, Yamaha’s Tracer, BMW’s F 900 XR and Ducati’s Multistrada 950 now have some serious British competition.

The massive international motorcycle trade show, EICMA, would have wrapped up this past week—if a global pandemic hadn’t slammed on the brakes. So instead of a whole whack of news coming out of Milan at once, releases from major OEMs have been trickling out via the interwebs.

We’ve already highlighted the new Yamaha MT-09, the Ducati Multistrada V4 and BMW’s futuristic Definition CE 04 electric scooter concept, and Triumph got in early with their Trident 660. But there’s been a lot more going on.

Here’s a quick look at a few more releases that have dropped over the past couple of weeks: new variations of the Ducati XDiavel and Scrambler, the 2021 Yamaha MT-07 and MT-09 SP, and an upgrade for Honda’s beloved NC750X.

Ducati XDiavel

Ducati have revamped the XDiavel with Euro 5 compliance for 2021, somehow gaining eight more horses in the process. But they’ve also dressed it up two new ways, with the XDiavel Dark and XDiavel Black Star.

The XDiavel Dark, as its name implies, is just a fully murdered-out version of the XDiavel. So it not only features a totally black livery, but a number of blacked-out components, too. The ‘Dark’ name usually carries with a it a lower price tag within the Ducati stable, and the press for this reads that it “represents purity, essentiality, and the gateway to the XDiavel world.” So we’re guessing this might come in as an ‘entry level’ XDiavel.

The XDiavel Black Star is also a pure styling exercise, but it looks nuts. Pulling inspiration from the sports car world, Ducati have wrapped it in a classy matte grey and black livery, with hits of red. The engine’s heads have been capped in red too (although they’re hard to spot), and the seat’s covered in a grippy suede fabric.

Ducati Scrambler

The Ducati Scrambler line also gets a couple of restyled models for 2021, and has also been brought up to Euro 5 spec.

The biggest news here is the new ‘Nightshift’ model. It uses most of the same platform as the regular Scrambler Icon, but with the addition of race-style number boards on the side, low handlebars and cafe racer-style bar end mirrors. It also has a neat rear end, thanks to the absence of a mudguard.

It doesn’t seem like a big deal, but with a few cafe racer styling hints and low handlebars, this might be an alternative to riders that want a less scrambler-y Scrambler, but find the confusingly-named Ducati Scrambler Cafe Racer uncomfortable.

The popular and surprisingly off-road capable Desert Sled also gets the BNG (bold new graphics) treatment, by way of a new ‘Sparkling Blue’ colour scheme. It looks good too; a combination of metallic blue and silver, with red highlights, gold rims and a new anti-slip cover on the seat.

Yamaha MT-07

The MT-07’s another bike that’s now Euro 5 compliant (thanks to new fuel injection and a revised two-into-one exhaust), but for the rest, Yamaha have just lightly re-skinned their popular middleweight naked.

The MT-07’s new bodywork echoes the lines of its bigger sibling, the 2021 MT-09. It gets sharp new body panels, and the same style of robotic headlight as the MT-09. The tank and seat are new too, and there are new colour schemes on offer. Bigger front brake discs, a wider, tapered handlebar, a new LCD screen and LED indicators round out the package.

Yamaha MT-09 SP

Yamaha have also just revealed an ‘SP’ version of the updated MT-09 hyper naked. It’s basically a higher spec, better looking version of the MT-09, with a livery inspired by the R1M, and a host of upgraded parts.

Along with all the features of the 2021 MT-09, the MT-09 SP comes with adjustable KYB suspension up front, with a special DLC (diamond like coating) finish on the stanchions. There’s also an adjustable Öhlins shock out back, hooked up to an anodised aluminium swing arm. Other premium touches include cruise control, a double-stitched seat, and anodising on a number of smaller parts.

The MT-09’s one of our favourite nakeds, and the 2021 version looks to have all the right upgrades. Even if we’re still on the fence about its new bodywork, the SP’s sharp paint job and adjustable suspension have just nudged it one rung up on our wishlist.

Honda NC750X

The NC750X has got to be one of Honda’s greatest hits of the past decade. It’s become the go-to bike for anyone looking for a practical and frugal daily runner. And while it’s not the fastest bike out, it sure is popular.

Honda are updating the NC750X for 2021 by improving on every last detail that makes it great in the first place. For starters, they’ve made it Euro 5 compliant and squeezed a bit more power out of it. It now makes 43.1 kW with 69 Nm of torque. The red line’s climbed by 600 rpm, and the gear ratios have been revised.

A new ride-by-wire-throttle brings with it three preset rider modes, a customisable mode, and three levels of ‘torque control’ (effectively traction control). There’s a new slipper clutch on the manual version, and you can still get it in a DCT version with a paddle shifter on the bars.

Honda have also redesigned the NC750X’s frame and bodywork, with an overall weight saving of six kilos. They’ve brought the ride height down a bit too, along with the seat height, and updated it with a new full colour LCD screen and LED lighting.

One of the NC’s standout features is its handy cubbyhole—but not all helmets fit into it. So Honda have made it bigger, increasing the capacity to 23 l, which means that all but the biggest helmets (including ‘adventure’ helmets with peaks) should fit.

There’s no news on if and when the updated NC750X will hit our shores, but it should make a splash when it does.

The hotly-anticipated Ducati Multistrada V4 has just broken cover, and it’s set to be the most multipurpose Multistrada yet. As expected, it’s now powered by a four-cylinder motor (the name sort of gave it away)—but there’s a lot of other features that have caught our eye, too.

‘Multi strada’ is Italian for ‘many roads,’ and Ducati have taken this to heart. When the first Multistrada was launched back in 2003, it was built for many tar roads. Then, more recently, the addition of the dual-sport Multistrada Enduro model added some dirt to the menu. But now, 11,000 units later, Ducati are pitching the Multistrada V4 as a true all purpose machine.

Available in two models—the V4 and better-kitted V4 S—the Multistrada powered by Ducati’s new 1,158 cc V4 Granturismo motor, good for 170 hp and 125 Nm. Ducati boast a smooth and progressive torque curve, claiming that the V4 delivers usable power and torque in a variety of situations. The six-speed gearbox has a shorter first gear too—so the whole package is designed to chug along nicely at low revs and scream at high revs equally well. (We’d need to ride it for ourselves, but it looks good on paper.)

Compact and light, the entire mill weighs just 66.7 kilos. But the big news is that Ducati have dropped their go-to desmodromic system for more traditional spring valve setup. That’s had a big effect on service intervals; the Multistrada V4 needs new oil every 15,000 km, but only needs its clearances checked at 60,000 km.

It’s jam-packed with electronics too. You get cornering ABS and traction control and wheelie control as standard, and the S also features a hill hold system and adaptive cornering headlights. Both models get TFT displays, but they’re different sizes, with the S getting the bigger, 6.5” unit. The Ducati Connect system is included too, which lets you connect your smartphone via Bluetooth to run an array of features—including full on-screen navigation.

Keeping your phone charged won’t be an issue either, because there’s a small cubby on top of the tank that has a USB charge port.

Ducati have also built in a world-first: a radar-based adaptive cruise control and blind spot detection system. It uses front and back Bosch-developed radar units to measure the distance to other vehicles, and gently introduce a little braking if necessary.

You get four rider modes that reflect the Multistrada’s intended usage: Sport, Touring, Urban and Enduro. They seem very well-tailored, with each mode affecting a host of settings from ABS usage to engine maps. Highlights include how Sport mode allows some rear-wheel lift, how Touring mode smooths out the throttle response, or how Urban and Enduro both cut the power to 115 hp.

The Multistrada V4’s chassis features an aluminium monocoque main frame, with a trellis subframe and a double-sided swing arm. The focus here was on stiffness and weight saving.

The Multistrada V4 runs on manually adjustable Marzocchi suspension, with 170/180 mm of travel front/back, and a ground clearance of 220 mm. The V4 S has the same amount of travel and clearance, but the suspension is electronically adjustable via Ducati’s proprietary ‘Skyhook Suspension’ system. It’s a semi-active system that also adjusts on the fly, depending on the load and road surface.

The biggest hint that Ducati have designed the new Multistrada V4 as an all-road machine, is that it now features a 3.00 x 19” front wheel as standard (the rear’s a wider 4.5 x 17” unit). Both the V4 and V4 S come with alloy hoops, but you can order the S with spoked wheels from the factory. Braking’s handled by Brembo units all round, with twin 320 mm discs on the V4, and twin 330 mm discs with Brembo’s Stylema monobloc calipers on the V4 S.

Specs aside, the Multistrada V4 is one damn fine looking machine. Ducati deliberately designed it with a visual imbalance—starting with a muscular front end that wraps around the 22 l tank, and tapering down to the sharp tail section.

Just like previous Multistradas, the front fairing has a stacked appearance, but here, inspiration for the LED headlights came straight from the Panigale. Everything’s designed to not only look as sharp as you’d expect a Ducati to, but also to be as aerodynamic as possible.

The riding position is upright, with a few adventure riding hits in the wide bars, hand guards and sturdy pegs. The seat height can be adjusted between 840 mm and 860 mm, and there are 810 mm and 875 mm accessory seats available too.

Ducati have thought of the passenger too, so the new pillion seat is larger and less tapered than it was before. There’s also a two-position adjustable screen, and a feature where the bike cuts combustion in the rear cylinders at idle, so that the engine doesn’t get too hot sitting at a robot.

The V4 comes in red, while the V4 S is available in both red and ‘Aviator Grey.’ There’s also a V4 S Sport model, which gets its own livery, a carbon fibre mudguard, and a carbon and titanium Akrapovič silencer. There’s a host of accessory and trim ‘packs’ available for all models.

We’re not sure when the Multistrada V4 will land in South Africa—or what it’ll cost—but we’re keen. We’ve been fans of the Multistrada platform for a while, and the changes Ducati have made tick all the right boxes.

After a refreshingly brief teaser campaign, Triumph have just thrown the wraps off their latest triple-cylinder roadster: the Triumph Trident 660. Cheaper than a Street Triple 765, but still promising decent performance, it’s a noteworthy entry into the middleweight roadster segment.

Early teases of the Trident had us convinced it was a revamped and de-tuned version of the older Street Triple 675—but it’s actually an all-new bike. We’re sure the motor shares parts with other triples in Triumph’s range, but it has 67 new components of its own, plus a special engine tune. It makes 80 hp and 64 Nm, which is enough to have fun with, and competitive in this class.

Triumph have tuned the Trident for all-day usability. Power peaks at 10,250 rpm and torque at 6,250 rpm, but 90% of the motor’s total torque is available across most of the rev range. We obviously haven’t ridden the Trident yet, but we’re expecting the same linear delivery and playful nature of the Street Triple, but without its revvy-ness.

The Trident comes with a six-speed gearbox and a slip and assist clutch, with extra attention paid to the clutch lever to keep it light for urban use. Triumph offer a quick-shifter too, but only as an optional accessory. Rider aids are basic: two rider modes (‘Rain’ and ‘Road’), ABS and switchable traction control.

Triumph designed the Trident’s chassis with a neutral feel to suit most riders. The frame’s a tubular steel affair, with a total wet weight of 189 kilos. The bike’s compact and slim, a low seat height (805 mm), rear-set foot controls, and tapered bars that look to have plenty of leverage. We’re fans of how both the Street Triple and Speed Triple handle, so we’re expecting a nimble machine that should be bags of fun to throw around.

Chassis components include Showa suspension with rear preload adjustability, Nissin brakes with twin 310 mm front discs, and 17” alloy wheels. (There’s also a tyre pressure monitoring system available as an extra, if you want it.)

The lack of suspension adjustability is to be expected at this price point, but there are a few premium parts that add value. All the lighting is LED for starters, and there’s a round TFT dash that adds a touch of elegance, too. It also include’s Triumph’s ‘My Triumph’ smartphone connectivity system, with handy features like turn-by-turn navigation, call screening, media control and more.

Optional tech accessories include heated grips and an under-seat USB charger, the latter of which should really be included as standard.

Stylistically, the Trident pulls some DNA from Triumph’s other roadsters, but in a far more subdued package. The knee indents and round 7” headlight riff off Triumph’s modern classics, while the tail unit has shades of the older Street and Speed triple in it. We’re not sure which colours will make it to South Africa, but the full catalogue includes silver and red, black and silver, white, and black options.

The overall design might be a bit vanilla for some, but it’s a neat package that should offer a more neutral alternative to the aggressive styling of bikes like the Yamaha MT-07 and Kawasaki Z650. It has some nice details too—like the swingarm-mounted plate bracket that leaves the tail looking clean, and the removable passenger pegs.

Triumph naturally have a healthy catalogue of aftermarket parts ready to go too. It includes everything from a fly screen and bar-end mirrors, to luggage, passenger grab handles and various protective parts.

Where the Trident really punches hard, is value. Triumph South Africa are expecting it to land in February with prices starting at around R150,000. That’s a little more than the MT-07 and Z650, but it’s a lot less than the Street Triple 765. It also has 16,000 km service intervals—so it’s really good value if you’re looking for a Triumph triple, but can’t quite afford to go all-in.

Yamaha entered the ‘hyper naked’ market with their quick and agile MT-09 back in 2013. Aggressively styled and relatively affordable, it was a runaway success—particularly among younger riders. Hooliganism aside, its three-cylinder ‘crossplane’ motor also made it the ultimate do-it-all machine, capturing the very essence of motorcycling, and faithfully representing Yamaha’s ‘Masters of Torque’ philosophy.

Now, the 2021 Yamaha MT-09 brings even more to the table with a class-leading spec and an uber-cool redesign. I myself own a first-gen (2015-model) MT-09, so I’ve wondered how the third-gen will stack up against its predecessors. But this is no simple update; Yamaha went back to the drawing board and listened to rider feedback, resulting in a brand new MT-09 with a host of firsts.

Major updates include a new motor, a Deltabox chassis and a new swing arm, along with lighter wheels and a whole host of upgraded tech. The 2021 MT-09 borrows the YZF-R1’s six-axis IMU (that means ‘inertia measurement unit’), which means it now has lean-sensitive rider aids. There’s also a 3.5” TFT display, a new ride-by-wire throttle, a quick-shifter, a revised intake and, finally, the ability to interface with Yamaha’s MyRide app.

The revised design still conveys the MT range’s ‘Dark Side of Japan’ DNA, but with a refined appearance and build quality. It doesn’t appear different at all at first glance, but let it sink in for a while, and you’ll notice a lot of subtle changes. For one, the new frame’s ‘Crystal Graphite’ colour highlights the material qualities of the mechanical parts—and that’s where you start to notice the overall refinement.

Small details like the subframe tubing (a die-cast aluminium unit that’s 1.5 kilos lighter) and side covers make a massive difference to the overall look. But I find myself in a love-hate relationship with the new headlight assembly. The combo of two snake-like LEDs and a Minion-eqsue ‘eyeball’ in the middle looks very cool, but the big gap to the mudguard, that exposes the radiator, feels dinky.

Yamaha are retiring the faithful, eight-year-old CP3 motor for 2021, and bumping the MT-09s capacity by 42 cc to a total 899 cc. That means more power, more torque and more wheelies. Err, I mean ‘more fun.’ Yamaha got this right by redesigning and virtually reengineering every major component, including the pistons, connecting rods, camshafts and crankcases. That’s also led to a 1.7 kg weight saving, even with the nasty, two-stroke-looking Euro5 pipe. And Yamaha have finally included an up and down quick-shifter, too.

Before you start doing backflips, I must warn you: the 42 cc increase doesn’t get you much needed horses. It’s only a 3.9 hp bump, up to 117 hp at 10,000 rpm. What it does produce, is a higher torque output of 93 Nm at 7,000 rpm. That’s 11 Nm more than before, at a full 1,500 rpm lower down, and the MT-09’s first two gears are longer too. What this essentially translates to, is a more usable and enjoyable performer for everyday riding conditions—fast or slow, wet or dry.

Yamaha also decided to produce a new, and extremely light and strong, aluminium frame and swingarm for the 2021 MT-09. The die-cast Deltabox chassis increases agility, ups stability by 50 percent and lightens the load by 2.3 kg, compared to the previous structure.

To match the more compact frame and shorter, fully adjustable KYB front forks, the steering head position has been lowered by 30 mm, increasing front-end grip and feedback when cornering. Yamaha have moved away from the old banana-shaped swingarm to the new 250 g lighter aluminium unit. This reduces unsprung weight, complements the revised balance of the new frame and works hand in and with the new adjustable KYB rear shock.

Yamaha have loaded the MT with the most sophisticated pieces of intelligent electronics they have on offer. This is all thanks to the same 6-axis IMU found on the YZF-R1. It constantly measures acceleration in all directions, yaw, and angular velocity, in order to send data in real-time to the ECU which controls the electronic rider aids. The array of rider aids includes lean-sensitive traction control system, slide control system, front wheel lift control system and brake control system.

All the above rider aids can be seen on the new full-colour 3.5-inch TFT display and adjusted on the handlebar-mounted switchgear. On the TFT display, you’ll also see a bar-type tachometer that changes colour as rpm rises and falls. The display also includes a clock, gearshift indicator, and water and air temperature, and riders can switch between displays depending on their mood.

There’s no hiding it, I love the Yamaha MyRide app and I’ve grown used to using it on the few bikes that have come equipped with it. So I’m happy that Yamaha have equipped the MT-09 with app connectivity. The app allows you to track your rides, add pictures to trips which can be shared on social media, and show you your top speed, average speed, acceleration and lean angle, to compare with your buds.

This bad boy has some serious stoppers, too. Yamaha have equipped the MT with YZF-R1 brakes, with a Nissin radial master cylinder. Supersport-class technology, combined with lean-sensitive ABS and lightweight spin-forged wheels, provides a more linear supply of hydraulic pressure to the dual front disc brakes for excellent control.

The new MT-09 will be available overseas in three colours: Storm Fluo, Icon Blue and Tech Black. South Africa is likely to only bring in the Icon Blue, and hopefully the Storm Fluo too, as I believe that’s the only colour worth having. There’s no information on pricing or availability yet, but we can pretty much see the MT-09 pricing close to the KTM 890 Duke R, Triumph Street Triple RS and Kawasaki Z900.

In my honest opinion, I believe Yamaha have knocked the new MT-09 out of the park, by keeping the key characteristics of the MT range. At the same time, they’ve created a next-generation hyper naked that visually expresses the machine’s defining qualities: its aggressive looks, torque, freedom, and agility.

As a happy MT-09 owner, I literally can’t wait to ride one. And if it rides as well as it looks, I may have to make some space in my garage soon.