THE PRESS ROOM

from SportBikes Inc Magazine November 2021

FEATURED RIDERS

THE PRESS ROOM INDUSTRY NEWS

DUCATI MULTISTRADA V4 PIKES PEAK – FIRST LOOK

DUCATI TAKES THE ICONIC PIKES PEAK NAME AND GIVES IT THE V4 TREATMENT - THE 2022 DUCATI MULTISTRADA V4 PIKES PEAK.

Ducati loves America’s Mountain. The name “Pikes Peak” is as important to the company as Mugello or Imola. Ducati’s Multistrada tasted victory on the mountain three times with the late Carlin Dunne, so it’s not surprising we are seeing the Multistrada V4 S being given the Pikes Peak treatment. Despite racing for the bikes now formally canceled on the famed mountain, that doesn’t mean we can’t enjoy some of the fruits of Ducati’s racing labor.

The Multistrada V4 Pikes Peak uses the V4 S as a base model but takes things in a very tarmac-induced approach. Whereas the V4 S is a go-anywhere ADV machine, the Pikes Peak is designed for your favorite paved mountain roads where you arrive in comfort, and send it

like Carlin.

The most obvious difference — aside from the MotoGP-inspired paint — is the 17-inch wheels (120/70 front; 190/55-17 rear) laced with sticky Pirelli Diablo Rossi IV rubber, meaning you can easily throw slicks on if you plan on taking your Pikes Peak to the track.

The suspension is courtesy of Ohlins front and rear (of course) and comes in the form of the Smart EC 2.0 system more commonly found on the Streetfighter V4 S and the Panigale V4 S. This adaptive system changes the suspension while you ride, but if you’d rather go old-school, the ECU comes with the provision of a manual setting so you can dial in the feel you like.

Ergonomics changes include footpegs that are 10 mm higher and farther back, and the handlebar has a more pronounced bend in it to get a bit more weight over the front, and the steering angle has been slackened slightly by going up 1.25 degrees in the rake to 25.75 degrees.

At the heart of it all the same 170 hp/92 lb-ft of torque V4 motor found in the base model Multistrada, but, along with the same plethora of riding modes including adjustable traction, wheelie, slide and cruise control and cornering ABS, you also get the new Race Riding Mode in the ECU. This extra mode allows for a more direct throttle response, sharper cut-out for the quickshifter, and the ability to change how harsh the cut is on the rev limiter, meaning you can wind the motor out further to get better high rpm performance.

Also part of the electronics is the radar Adaptive Cruise Control (ACC) and Blind Spot Detection (BSD) software that debuted on the Multistrada V4 S at the beginning of the year. In case you haven’t seen the ACC in action, the system detects the distance to the vehicle in front and automatically adjusts the speed so you stay at the predetermined distance. It takes a leap of faith to trust the system but once you do, you’ll never look at road riding the same again.

The 2022 Ducati Multistrada V4 Pikes Peak will be available in U.S. and Canadian dealerships from February 2022 in the exclusive Radar trim, which is fitted with both front and rear radar system, for $28,995 MSRP in the United States and $32,695 in Canada.

MV AGUSTA BRUTALE 1000 NÜRBURGRING – FIRST LOOK

MV AGUSTA COLLABS WITH THE FAMED NÜRBURGRING RACING CIRCUIT TO CREATE A LIMITED EDITION PIECE OF ROLLING MOTORCYCLE ART - THE MV AGUSTA BRUTALE 1000 NÜRBURGRING.

One could be forgiven for thinking MV Agusta’s sole purpose in life is to devise new and fancy ways of parting you with your hard earned money. After all, this is the company that produced the F4 CC, the F3 Serie Oro and the Superveloce, all rolling art works that serve just as good a purpose in your living room as they do on the open road. And now the sultans of style from Varese in northern Italy have channeled perhaps the most famous name in motor racing history for the most extreme Brutale ever — the MV Agusta Brutale 1000 Nürburgring.

As part of a collaboration with the mythical racing venue an hour south of Cologne in Germany, MV

Agusta will be creating 150 examples of the brand new Brutale 1000 Nürburgring for purchase at a gobsmacking price of $41,700 MSRP here in the U.S., secured only after depositing 10,000 Euro directly with the factory.

And as you would expect for such a pricey premium, the Brutale 1000 Nürburgring is quite the spicy ride indeed. Resplendent is beautiful red, black and silver paint to match the logo of the Nürburgring, the machine draws its heritage from the Brutale 1000 RR (which we’ll be testing in the coming weeks here at SBI), gaining the same 208 hp inline four-cylinder motor that gets boosted to 212 hp when you fit the sexy single barrel Akrapovic exhaust and the supplied race ECU.

The Brutale 1000 Nürburgring has gone on a serious diet, shedding a claimed 20 pounds over the RR via plenty of carbon fiber lashings, most notably in the BST wheels which are possibly the best looking rollers on the market with a gold flake laced throughout.

Ohlins supplies the suspension in the Smart EC software for the 43 mm NIX fork and TTX shock, with Brembo’s finest in the Stylema four-piston radiallymounted front calipers hauling you up at speed.

No doubt when you throw more than $40K at a street motorcycle such as this, you’re going to want the Race Kit. Lucky for you, you get it as part of the price!

Coming as a separate piece you get from MV Agusta in a beautiful Race Kit box, you get the race ECU, that beautiful Akrapovic titanium exhaust, as well as a carbon passenger seat cover and race kit numbered certificate. It’s nice to see MV throw that stuff at you essentially for free. If you want one of these ridiculously sexy MV’s you’ll have to be quick. MV has done extremely well to sell out these limited edition machines ultra-quick, and hey, Christmas is coming so why not treat yourself?

TRIUMPH TIGER SPORT 660 - FIRST LOOK

WITH THE 2022 TIGER SPORT 660, TRIUMPH ATTACKS THE MIDDLE-WEIGHT ADVENTURE SPORT CLASS WITH VERSATILE PERFORMANCE AND FUNCTION.

The new 2022 Triumph Tiger Sport 660 is the British manufacturer's foray into the middleweight adventure sport class, using its new 660 engine as the powerplant. Triumph's triple 660 engine made its debut in the well-received Trident 660.

The engine of the Tiger Sport 660 is claimed as the most powerful in its class with an output of 79 hp at 10,250 rpm and 47 foot-pounds of torque at 6,250 rpm. The liquid-cooled, 660 cc, inline three-cylinder engine is housed in a steel tubular steel perimeter frame, the same frame as Triumph's Trident 660.

At the front end of the Tiger 660 Sport, you'll find a pair of 41mm Showa upside-down cartridge forks, that offer 150mm of wheel travel. At the rear, Showa mono-shock with a dual-rate spring and remote adjustable hydraulic preload complete the suspension package. You add those components to a set of lightweight aluminum tapered handlebars, a seat height of 835mm, an overall narrow build, a wet weight of 454 pounds, and you've got the makings of an agile and well-handling motorcycle.

The braking department employs Nissin components at the front and the rear. Twin twopiston sliding calipers are paired with 310mm rotors in the front. The rear setup includes a singlepiston sliding caliper with a 255mm rotor. ABS is standard.

The Tiger 660 Sport is equipped with a suite of aids designed to enhance the overall rider experience. There are two riding modes: Road and Rain, traction control (that can be disabled if desired), ride-by-wire throttle, slip and assist clutch, and an immobilizer. All features can be accessed via the multi-functional TFT display.

Not to be left out are the touring features that the Tiger 660 Sport offers: integrated mounts for bags, a windscreen with single hand adjustability, and a sculpted 17-liter fuel tank. Triumph offers a collection of touring and performance accessories that increases the Tiger 660 Sport versatility for both short runs and long hauls. The 2022 Triumph Tiger 660 Sport will be available in three color options: Lucerne Blue - Saphire Black, Korosi Red - Graphite, and Graphite - Sapphire Black with a starting MSRP of $9,295.

YAMAHA MT-09 SP

Words: Peter Jackson Images: Yamaha

YOU KNOW THOSE times when you get on a motorcycle and have one of those naughty feelings brewing up inside? It might be an impending wheelie, stoppie, or back in, but you just know something nasty is about to go down. This is an ever-present emotion when riding the Yamaha MT-09 SP. Nastiness never tasted so good.

The OG Dark Side of Japan machine, the MT09 is the kind of bike punk rockers would ride immediately following a blood-soaked gig, the guttural roar of the 890 cc triple a perfect soundtrack to the madness.

The MT-09 has been a massive sales success for the Tuning Fork since its release in 2014, and in 2018 it morphed into the SP for the rest of the world — but not us. That’s changed for 2021, and it’s finally our time to fondle some SP goodness.

The MT-09 SP is different, but not too different, from the base model. Essentially, it’s fully-adjustable KYB forks and an Ohlins shock, cruise control and funky colors that hark back more to the OG 2014 machine than anything else.

Yamaha was one of the first to really go after the middleweight naked bike segment with the original MT-09, and they’ve created somewhat of a monster in the process. Yamaha’s up against the Kawasaki Z900 ABS, Triumph 765 Street Triple, Ducati Monster, KTM 890 Duke and Duke R, MV Agusta Brutale 800, and probably a few others I can’t think of right now. Each one of these bikes is executed extremely well, each offering different performance capabilities largely based on price, so Yamaha needed to come packing fire for the 2021 MT-09 SP to be a sales success.

The Japanese have done the first part right, pricing the SP at $10,999 MSRP. That’s a $1600 premium over the base model, but with the upgraded

THE MT-09 SP IS DIFFERENT, BUT NOT TOO DIFFERENT, FROM THE BASE MODEL...

suspension fitted, it represents a decent value add.

The rest of the bike is exactly the same as the base model. Under your ass sits the new 890 cc triple, up from 847 cc that is a massive jump in performance compared to 2020. A couple of months ago I tested the new Tracer 9 GT, and while that bike feels almost gentlemanly in its power delivery, the similarly-powered MT SP feels like it’s got an extra 40 cc. Most of this is down to the SP’s 66 pounds lighter weight with a full 3.7 gallon gas tank, but I’ll admit to expecting a little less performance at the twist grip than what I got.

The new motor in the MT SP absolutely, positively, rips. It’s got performance to burn, with a massive spread of torque from 3000-8000 rpm and a monumental kick at 5000 rpm (which is where I suspect the Euro5 emissions regulations begin to subside). You can ride the SP hard and fast or slow and sedate, it doesn’t matter. The performance is almost always on tap, and the package feels far more refined in 2021 than it ever has.

Of course, the electronics take some of the kudos here. Bosch IMU, traction, wheelie and cornering ABS control, plus slide control and launch control, you’re in very capable metallic hands with the SP.

Yamaha’s also fitted an up and down quickshifter to the gearbox that’s a nice touch, although it doesn’t have the smoothest of cuts. Still, as a standard feature, this is nothing to sneeze at, as some of the class competitors don’t even come with the option of one.

Where the MT (in SP form) has improved is side of the tire feel and grip. The chassis has a rather annoying trait of feeling high in the front and low in the back, and while this is still a factory in its

THE MT-09 SP IS EXCELLENT VALUE AT UNDER $11K MSRP. THE COMBINATION OF THE MANIC MOTOR, REVISED ERGOS, AND THAT SHINY GOLD OHLINS...

personality, it’s not as bad as it once was. Revised ergonomics allow more weight to be out on the front wheel to help keep it tracking around long, constant radius corners and provide a much more confidence inspiring ride. Perhaps Yamaha’s little brat is finally growing up?

An area that seems to be a constant Yamaha issue is the front brakes, and although they’re not terrible, they lack the feel at the lever I would have liked. The R1M suffers badly here with brakes that last about five laps when used hard, and although the SP isn’t in that same league in terms of extreme performance, feel at the lever could be better. Yamaha’s got the Brake Control system that modulates pressure on the front and rear brakes under emergency braking situations. The feel at the lever is a little odd, especially given the ABS can pump in quickly when the brakes are applied with a decent amount of force. The addition of Brake Control is another middleman between your braking fingers and the force that reaches the caliper, but there’s a new master-cylinder fitted so braking power is never in question.

This issue aside, the MT-09 SP is excellent value at under $11K MSRP. The combination of the manic motor, revised ergos, that shiny gold Ohlins (it’d be a real SP if it had Ohlins on the front), and the way the chassis holds its line far better than before makes for a brilliant bike. It’s not a bike to tour on, it’s a loud-as-fuck-look-at-me monster, which is what the Dark Side of Japan ad campaign was all about. Good to see some things never change.