2020 Ducati Panigale V2Handout / Ducati JEREZ, Spain You may have been under the impression that Ducati had given up on the V-twin engine layout in its supersport motorcycles. In 2018, the storied Italian motorcycle maker introduced a V-four power plant into its Panigale superbikes, breaking a tradition of using 90-degree V-twins since the early 1970s. Then, to affirm its apparent abandonment of the supersport V-twin, Ducati launched the Panigale R Final Edition in 2019, a limited-edition superbike that celebrates the twin-cylinder engine that marked the history of the Superbike World Championship.Well, if youre like me and you rather like a twin-cylinder Vees syncopated beat, narrow profile, and broad, flat torque delivery, then youll be relieved to know the V-twin is alive and well. The 2020 Ducati Panigale V2 isnt an entirely new motorcycle, but rather a rejuvenated version of the former 959 Panigale. It uses a recalibrated version of the 959 Panigales 955 cc V-twin, this time with 155 horsepower and a touch more peak torque at 77 lb.-ft.Not that long ago, a motorcycle displacing almost one litre and producing almost 160 horsepower would have been considered an open-class superbike. Ducati, however, calls the Panigale V2 a super-mid, or super middleweight, since todays open-class supersport machines produce 200 horsepower. Indeed, Ducatis own V4, for example, gulps down 1,100 cc of air with each two crankshaft revolutions and spits out 220 hp. The last iteration of the V-twin it replaces specifically, that Panigale R Final Edition I mentioned displaced 1,285 cc and boasted virtually the same output. A V-twin with 160 ponies is just mid.Despite sharing engine and chassis components with the 959, the Panigale V2 gets completely new bodywork that closer resembles its V4 brethren. It may lack the bigger bikes downforce-producing winglets and has smoother fairing sides, but it does boast the gaping front air inlets, which reduce intake pressure losses. The seat is 20 millimetres longer for easier manoeuvring on a track, and it gets a single-sided swingarm usually reserved for Ducatis premium supersport machines. The suspension has revised damping, said to improved comfort on the road, and claimed wet weight is 200 kilograms.Aside from the appearance, the biggest change is the additional electronic intervention. The Panigale V2 now benefits from lean-sensing ABS and traction control, wheelie control, anti-lift ABS, adjustable engine braking, and a quick shifter that permits clutch-less gear changes. All of these parameters except the quick shifter are individually adjustable, even within the three ride modes (Race, Sport and Street). While traction control can be turned off, European law now forbids manufacturers from completely turning off the ABS unless the bike is designed for off-road use. The ABS nonetheless has three setups; the least intrusive of which turns it off at the rear so you can slide into turns, MotoGP-style.Managing the electronics is done through a 4.3-inch TFT screen by using the turn signal switch to select the various menus, and a separate rocker switch to scroll up and down. Ducati got some help with the interface from Audi; changing settings is intuitive, taking me a couple of minutes to learn the system without guidance. Now, I dont care if you ambitiously claim MotoGP-level riding skills, but managing a 200-plus horsepower bike puts a heavy toll on your synapses and requires Olympian strength and endurance to ride at anywhere near its limit on a racetrack. Sure, riding a bike that squashes your eyeballs into your skull on acceleration is an exhilarating experience, but it also demands brain-sapping levels of concentration to ride. Unless your paycheque is signed by a MotoGP race team, just two sessions of manhandling such a boisterous beast at your local racetrack will leave we mere mortals feeling like a clammy wet rag.This is where the Panigale V2 becomes exceptionally relevant. Ducati claims the bike is designed to be more accessible and easier to ride on the road (and track) than a full-bore supersport machine. After having ridden five sessions at the physically demanding Jerez circuit in Spain and requiring no supplemental oxygen or jolt from defibrillator I can attest the Panigale V2 is indeed easier to ride than a big bike, a motorcycle on which you can twist the throttle to its stop at corner exit and not scare yourself into submission with every lap. The engine pulls hard, but a completely linear power delivery makes it relatively easy to manage without threatening to loft the front wheel over your head. And its not just the sub-160 horsepower that makes riding it easy; the advanced electronics work seamlessly in the background making sure you dont hit the ground. My only gripe with the bike is with the brakes they maintained good feedback, but exhibited some fade nearing the end of the sessions, the lever coming ever closer to the
Origin: First Ride: 2020 Ducati Panigale V2
Ride:
Land Rover’s TReK 2020 is a punishing thrill ride
It’s 5:45 am, and finally light enough to snap on a life jacket and plunk my butt into a very tippy kayak. The water is warm, but the fog is thick. I can make out the arc of a few other paddles, but not the faces of those swinging them. I fumble with the Garmin GPS unit clipped to my vest; the satellite coordinates are the only way I’ll find my destination (a duck decoy that must be turned over to reveal a clue written on its bottom) but my hands are wet, the jacket bulky. I silently envy my two teammates, who – one running, one mountain biking – will have posted signs showing them their routes. I’ll later find out that five-km run was mostly uphill, and many of the mountain bikers doubled their route due to an easily missed sign. I will feel guilty all day, but at least I’ve finally started this journey.Or rather, this Land Rover TReK.This competition is a unicorn in the world of off-road competition. First debuted in 1996, it went global in 2001, but was mothballed in 2003. The event is being re-upped in anticipation of the release of the new Land Rover Defender, which will hit showrooms in 2020. It’s for those who work in dealerships, not seasoned pros or pampered press. It gives three-person teams from Land Rovers retailers across Canada and the U.S. a chance to spend two intense days testing their off-road driving skills, navigation chops and ability to collaborate. You need all three; if you cant find the station youre aiming for in the dense forest (the entire thing is under strict time constraints) you cant prove your driving skill. If you cant collectively solve puzzles to find clues to even begin, youll be mired in metaphoric mud instead of actual mud. Think Amazing Race meets Survivor meets Camel Trophy.It’s mostly men, but as one of only two media teams on the pilot wave (guys from Motor Trend were the other) this Canadian contingent of women is determined to play hard. There are disadvantages; it takes two of us to hoist the tire we will change, and I still want a redo on something called “Rat Trap.” A tight circle formed from a series of vertical rods, you drive your truck (we’re using spanky new Land Rover Discoveries) into the centre, turn it 180 degrees, and drive out. Easy, right? Nah. You have about two feet of clearance all around the truck. Time constraints or not, we soon learn that taking a moment to plan your attack saves time in the long run. We get out of shape pretty fast and end up executing the world’s most stressful thousand-point turn. At day’s end, we’ve missed out on one of the gnarliest stations of off-roading, plowing through water halfway up the doors. Next year. The night before the event, we climb into tents perched rather precariously on the slope of a rolling hill at the Biltmore Estate in Asheville, North Carolina where Land Rover maintains a year-round Experience Centre (you can pay to go and thrash Land Rovers in the muck). We’ve spent the evening finally getting a glimpse of what we will be facing, but not much of one. A laminated sheet outlines the map of the following day’s events, but with vague names and just satellite coordinates of their location, it’s up to the individual teams to decide where to go when, how to use their time, and which points are worth chasing. We have zero knowledge of which station will hold what task.Allie, our main driver, is a crackerjack off-roader with her own Jeep tucked away in a garage back home. Lesley and I have been kicking around the industry for a lot of years, and greet many of the Land Rover instructors by name. I spent eight days lost in the Sahara desert last year on the Gazelle Rally, which means I’m default navigator (and promptly get us lost within ten minutes). Lesley can get tires off a car in a few minutes, and both women take advantage of that evening session to learn the winching system our truck will be sporting. I input all the long coordinates into our Garmin, a useful, frustrating little device that is only helpful if you’re moving. We will spend too much time the next day trudging through forests, brambles tearing at our sporty new clothing looking for clues nailed to trees.So, why? This event is for retailers. If you work at a Land Rover dealership, whether in back or out front, you can assemble a team to enter. Its not free; dealers pay for a truck, and for travel costs to send a team to the qualifying waves. But that intense sense of competition, and ability to see what these trucks can really do hell, what they were meant to do return teams to their respective jobs with an unbelievable high. That enthusiasm translates to their work, and to sales, and the entire store.If you Google past years of Land Rover TReK events, you’ll see a lot of testosterone. This year, there were five women on teams from the 53 competing retailers. It’s a start, but I really hope more women will get involved, and their employers will encourage them to. The winners of each wave go on to Palm Springs in
Origin: Land Rover’s TReK 2020 is a punishing thrill ride
First Ride: 2020 Harley-Davidson Livewire
2020 Harley-Davidson LivewireHarley-Davidson PORTLAND, Ore. Methinks theres more than a little hypocrisy surrounding the seemingly ample criticism directed at Harley-Davidsons new Livewire. Most of said criticism centres on the electric Harleys reported range, which at its worst 113 kilometres (70 miles) at 113 kilometres an hour (70 mph) barely qualifies as miniscule. Thus do the critics journalists and consumers alike decry the Livewire as just another Harley trailer queen.The problem with said criticism is twofold. The first is that Milwaukee is not, in any way, shape or form, claiming that the Livewire is a full-boat long distance touring motorcycle. Oh, they dont dare describe their new $37,250 battery-powered gem as a trailer queen. Theyd much prefer that I use their public relations-friendly halo vehicle designation that theyre hoping as in repeatedly stressing it at every turn in their media presentation will catch on. But the end result amounts to the same thing. Their new Livewire is, they plainly admit, the electron-powered equivalent of something like the companys own CVO Breakout; intensely pretty to look at, surprisingly powerful, not to mention exquisitely constructed and detailed. But ultimately, theyre both best suited to close-quarter work. The second part of said hypocrisy and, to my mind, by far the more egregious is that I think that Harley is being unfairly singled out. In fact, Milwaukees main crime seems to be to admit their electric motorcycle is fairly useless on the unbridled open road again 113 kilometres at a steady 113 km/h. In actual use, most e-bikes would struggle to exceed Harleys cruising range and precious few are the motorcycles powered by lithium ions that can belt out more than 160 klicks on the open road. And even those that can squeak out 100 miles or so from their batteries are basically useless for sustained rides. You ride for an hour maybe an hour and a half and then, if youre lucky enough to have access to a Level 3 DC charger, you wait an hour or so for it recharge. In other words, whether the Livewire is the worst or best of the breed matters not a wit; all e-bikes are pretty much useless when the destination is much more than 200 kilometres from your home base. That said, on friendly turf on city streets where stop-and-go traffic helps regen extra battery range Harley says the Livewires 70-cell, 15.5 kilowatt-hour battery is good for some 235 kilometres. So, when it comes to the dreaded range anxiety on long distance trips, all of the current crop of electrified motorcycles are in the same lets-not-go-there boat.All that said, the most impressive part and by quite some margin of the new Livewire is its electric powertrain. Though its specs are impressive 105 horsepower and 86 pound-feet of torque are fairly noteworthy whether powered by electrons or fossil fuel they pale compared with its comportment. Plainly stated, the Livewires permanent magnet motor and its attendant controllers and modulators are amongst the most sophisticated electrics Ive ever tested, two-wheeled or four. For one thing, the throttle response is incredibly linear. Typically, EVs have a great lump of torque down low and then quickly run out of puff as speeds get serious. Harleys 15,000-rpm Revelation engine, by contrast, starts out fairly meaty those 86 pound-feet of torque are available at zero rpm and continues to thrill at well over 150 km/h. Harley says that it will spring to 100 kilometres an hour in about three seconds. Sounds impressive enough for those comparing it to sporting automobiles, but in the bike world unlike the four-wheeled sphere zero to 100 is a pretty meaningless measure as few manufacturers actually post, or even measure, their times. So, for those looking for some actual context as to the Livewires real performance, here is a comparison: The electrified Harley jumps off the line something like a Suzuki GSX1000S and, even above 100 km/h, still accelerates like a 600-cc four. By EV standards, thats pretty impressive.Still more impressive is how the Livewire handles its regenerative braking (when you let off the gas or apply the brakes, the electric motor reverses polarity and the resultant engine braking pumps electrons back into the battery). Again, in many EVs especially first attempts like the Livewire the modulation can get pretty lumpy, often feeling artificial in its mimicking of traditional engine braking.Not the Harley. In its lesser modes, it pretty much freewheels like a two-stroke off the gas. In Sport mode, on the other hand, the regen retardation fairly emulates that of a big-inch V-twin sport bike, say a Ducati. Indeed, while prowling the twisties surrounding Portland, we hardly touched the Livewires big four-pot Brembos so effective was chopping the gas at slowing the 249 kilogram e-motorcycle for hairpins. Credit the nine or so years the Livewire project actually started as a skunk works project in
Origin: First Ride: 2020 Harley-Davidson Livewire
New Lincoln Aviator aims for a buttery smooth ride
Continuing the brands march towards a return to real names, Lincoln will be reintroducing the Aviator nameplate later this summer.Adopting a handsome face featuring the companys corporate grille signatures, the new Aviator will pack some gee-whiz suspension technology while borrowing one cool trick from the gorgeous Mark VIII coupe on sale twenty-five years ago.The new model introduces a suspension system that pairs something Lincoln is calling pothole mitigation with road preview technology to deliver a smooth and refined ride. The system uses a forward-facing camera to see upcoming bumps in the road, then automatically adjusts settings faster than a wink of an eye to mitigate whatever unpleasant impact is in the offing.This adaptive suspension also deploys a suite of 12 sensors that monitor vehicle motion and body movement. These sensors are said to read the road 500 times per second and can automatically prompt setting adjustments up to 100 times per second. Your author is struggling to come up with an analogy for that speed. More frequently than a toddler throws their sippy cup on the floor? Perhaps.That pothole mitigation is more than just a bit of marketing whimsy. The system can sense when a wheel is dropping into a severe dip, stiffening the shock absorber to reduce the amount of drop.This lessens the harshness of a tire strike and, with each wheel responding independently, allows the vehicle to tailor its response to any given road surface. The software was developed in-house, by the way. We look forward to trying it on the ruined roads around our office. As for that Mark VIII bit of theatre? Those long of memory will remember that model had a commercial in which a swashbuckling driver inched his two-door Lincoln up to a solid metal bar spanning the roadway, illustrating that his car was just a smidge too tall to proceed.Our hero drives out of the shot only to return at 110km/h, barrelling towards the same decapitating bar. This time, he easily squeaks under the obstacle thanks to his Lincolns air suspension and its ability to lower itself a smidgen at speed.The 2020 Aviator deploys the same party trick when equipped with available Air Glide suspension, hunkering down to Aero Height at 110 km/h in a bid to increase fuel economy; and firming up the handling. Other settings will allow Aviator to stand on its tippy-toes in deep snow; or kneel down to make entry and exit easier.Look for the new Lincoln Aviator to appear on dealer lots later this
Origin: New Lincoln Aviator aims for a buttery smooth ride
The gear you wear is almost as important as the bike you ride
Indeed, perhaps even more important, its hard to appreciate the delicate handling of your new Ducati or the bark of your burbling Harley-Davidson when youre frozen to the core or drenched to the bone.Here, then, is some of the best motorcycle gear that has maximized my safety and comfort over the last 12 months.Dainese D-Explorer jacket and pantsCanada poses special challenges for manufacturers of motorcycle clothing. Canadian summers can be brutally warm. But come September, the post-Labour Day chill sends everyone scurrying for their thermals. Finding a true all-season jacket that can handle our climate extremes can be a challenge.Hoever, its not a challenge the new Dainese D-Explorer is wilting from. Simply stated, this is the most versatile jacket/pants combination Ive ever tried. Theres a laudable jumble of pockets (two of them waterproof) and the Explorer is eminently adjustable (the collar can be adjusted two ways, the waist can be cinched and the cuffs and arms are adjustable tightness). Thats good news since the D-Explorer also comes with a separate Gore-Tex rain layer and a thermal liner. Throw in some excellent protectors a Wave D1 Level 1 built-in back protector and some truly excellent hard elbow protectors and the D-Explorer is another example of excellence weve come to expect from Dainese.So far, though, the D-explorer doesnt sound much different, at least technically, than a dozen or so competitive three-quarter length adventure touring jackets. Certainly, nothing that would justify its $1,099.95 suggested list price.What does make the D-Explorer worth that serious dosh, however, is the most innovative adjustable ventilation system in the business. Called the Dainese Modular Flap System, essentially there are two large 330-millimeter by 130-mm vented sections in the front and a truly humungous 440-mm by 280-mm perforated area in back. Combined, theyre large enough to rival many full mesh jackets for airflow. The unique aspect is that each of the vented areas is covered by a flap hence the nomenclature held in place in zippers. Each flap is fully adjustable, so not only is the D-Explorer well vented but one gets to modulate the airflow. The pants, similarly constructed, also features flaps though theyre not quite as effective.Venture Heat jacketWhat makes the D-Explorer truly four-season motorcycling garb is when I pair it with Venture Heats Deluxe Jacket. Thanks to its 84 watts of electric heat, my motorcycling becomes almost a 12-month enterprise, even in Canada. Prior to wearing the Venture Heat jacket, anything colder than 10 degrees had me scrambling for so many layers of woollies that I looked like the two-wheeled version of the Michelin Man. Deluxe Jacket plugged into my V-Stroms battery, its just a summer t-shirt under the Venture and D-Explorer, the electric mesh grid radiating so much heat that November becomes July.The Venture Heat Jacket is top quality stuff, has a built in temperature controller and costs but $259 if you order it from Calgarys Blackfoot Motorsports online. Id pass on the companys gloves however. Theyre not nearly as waterproof as claimed and when they get wet, they gave me little low voltage shocks in my fingers. Not cool.Held Air n Dry GlovesOriginally, I bought Helds Air n Dry Gloves as a rainy day alternative to my leather summer gauntlets. More and more, however, theyre turning into my everyday go-to handwear because of their incredible versatility.Thanks to their kangaroo leather palms, for instance, theyre just as supple and sensitive as any racing glove. Throw in perforations throughout the palm and little air scoops in the fingers and theyre also some of the best ventilated gloves Ive ever worn, perfect for the dog days of summer.Of course, ventilations and air scoops do not waterproof gloves make. Quite correct. But the trick to these Helds is that they are two-chamber gloves. In summer mode, your palm is right against that kangaroo leather enjoying all the benefits of sunshine and warm air. If it rains, though, just slip your hands into the Gore-Tex inner liner and even though the Air n Dry feels bulkier, theyre completely waterproof. Amazing versatility. And as soon as the sun comes back out and that outer kangaroo palm dries you can slip back into your summer gloves.The Helds only downside is that all that versatility doesnt come cheap, the Air n Dry gloves retailing for $338 from GPBikes.com.Modular helmetsModular helmets full-coverage headgear, but with a pivot that allows the entire front fascia to pivot upwards are the fastest-growing trend in protective headwear. As safe as a full-faced helmet, theyre more convenient thanks to a shield that lifts up out of the way.The only issue is that their two-piece design makes them heavier than traditional full-faced alternatives. Thats why AGVs Sportmodular is such a breakthrough. Constructed of carbon fibre, AGV claims the Sportmodular is the lightest modular helmet available. Its also a
Origin: The gear you wear is almost as important as the bike you ride
Are bigger wheels really ruining ride quality?
You’ll have read plenty on these pages over the years about how a car’s wheel size affects how it drives. There’s a reason why we bang on about it with such regularity: yes, there may be style benefits to upgrading to the most extravagant rims, but more often than not they have an adverse dynamic impact. Yet it appears our protestations are falling on deaf ears. Wheels are continuing to get larger across every new car category, and buyers keep on lapping them up. The rise of the SUV has also had a marked effect, with most running wheels and tyres substantially larger than their hatchback or saloon equivalents for that chunky look. So, we thought the best way to illustrate this was to get two cars together from either end of the spectrum: a Mini Cooper hatchback and a DS 7 Crossback SUV. The latter is running the kind of typical wheel-and-tyre combo that you will find in many well-specced premium SUVs: a 20in alloy shod in 235/45 profile Continental ContiSportContact 5s. The size of the Mini’s, on the other hand, were commonplace a decade ago but are now among the smallest on the market: 15in alloys shod in 175/65 profile Michelin Energy Savers. Direct comparisons between the two shouldn’t be fair, as one is a sportily set up supermini and the other is a comfort-focused SUV, but here’s the surprise: by our reckoning, the Mini has a smoother, more consistent and ultimately more comfortable ride. On our control route, mixing town roads with B-roads of varying speed and surface quality, the Mini’s combination of firm-yet-composed damping and squidgy sidewalls shone through. You’re always aware of the road surface passing beneath you, yet both primary and secondary ride comfort is strong, the body stays level, while even the worst surface disruption or potholes are ably dealt with. How much of that is down to the wheels is open to debate, but we’ve tried Minis with larger wheels and tyres that are much less absorptive over nasty potholes. The DS 7, on the other hand, is a master of inconsistency. The supple set-up gives the illusion of comfort as you float over speed bumps and bound over crests, yet a tricky road surface (of which there are many in the UK) sees the springs and dampers struggle to control the wheel movements. Around town big bumps audibly shudder and crash through the chassis, while even at speed poor surfaces cause it to thump and fidget. Mid-corner potholes can easily throw the SUV off course, too. (For balance: I’m now running a DS 7 on 19in wheels that is noticeably better in this regard.) So why is this the case? David Pook, formerly a vehicle dynamics manager at Jaguar Land Rover who now heads his own vehicle dynamics support firm, VEDynamics, explains. “One thing that does change is the unsprung mass,” he says. “Take a 22in wheel and tyre and it could be upwards of 40kg on the scales. Now imagine that 40kg mass hitting ridges and potholes and how much energy it will transfer back to the body, which then needs to be controlled and absorbed.” Indeed, we checked the unsprung weight on an unscientific set of bathroom scales, the Mini’s weighing in at around 14kg and the DS 7’s nearly twice that at 26kg. With the DS 7 the heavier car by a mere 235kg, it seems to be the SUV’s substantial extra mass of unsprung weight, alongside inadequate damping to compensate, that has the main effect here. Pook claims big wheels aren’t the only factor to consider, however. “It’s never one single thing – not tyre stiffness, nor mass in isolation – but a combination of factors,” he explains. “The tyre is a complex spring-and-damper system all in one, so one will ride worse than the other because of its damping inside. All of this changes depending on the load the tyre is carrying and its inflation pressure. A big tyre or small sidewall doesn’t necessary equal a poor ride, it’s just a different balance or challenge.” Cars, then, that have been designed to feature large wheels from the off, or those with more advanced suspension systems, can mitigate the influence of the extra size and weight. There may yet be a technical solution that completely offsets the effect, too. But there’s more than just ride quality to contemplate. Bigger, heavier wheels often mean worse fuel economy, while the cost of tyres is also worth considering. Using tyre comparison site Blackcircles.com, we were quoted more than £200 for the same tyres on the DS 7, compared with £128 for the 18in wheel option. The Mini’s tyres were a mere £67. Finally, bigger wheels are far easier to kerb, a particular problem for SUVs that get used on rough terrain. Is it still worth it? For some, yes. Bigger wheels help offset the sheer visual bulk of modern cars, while the lower tyre profile (in theory) improves cornering stability. But for those who don’t consider that a priority, we would advise thinking again before upgrading. Smooth operators with snazzy wheels While some chassis development engineers accept the
Origin: Are bigger wheels really ruining ride quality?
First Ride: 2019 Husqvarna Svartpilen 701
LISBON, Portugal — “It’ll grow on you.” People say that when they try to force onto you their appreciation of something you probably won’t like. Fungus, for instance, can “grow on you,” though it’s probably not something that sounds appealing. While I wasn’t initially fond of the 2019 Husqvarna Svartpilen 701’s styling when I saw it in pictures, nothing had to grow on me to appreciate its bold design once I saw it in person. It looks really cool. And it backs its unique styling with excellent performance. Svartpilen doesn’t exactly roll off the tongue. It’s Swedish for “black arrow” by the way. So now that you know that, you should probably also know that beneath its bold bodywork — in which you’ll see hints of naked bike, dirt tracker, and Mad Max — is a tweaked KTM 690 Duke. That’s a very good thing. Austrian bike maker KTM acquired Husqvarna Motorcycles in 2013, and that collaboration has resulted in a several street-oriented, KTM-based Huskies, including the Svartpilen. It’s powered by KTM’s 692 cc liquid-cooled single, which claims an impressive 75 horsepower and 53 lb.-ft. of torque. That’s about the same horsepower as Suzuki’s SV650 — with about 8 lb.-ft. more torque — and the SV is a twin. While the frame and swingarm are the same as on the KTM 690 Duke, other chassis components are not. Unlike the Duke’s suspension, which is adjustable only for rear preload, the Svartpilen is equipped with higher-spec components; the 43-mm inverted fork and single shock are adjustable for compression and rebound damping, with the shock also benefiting from adjustable spring preload. The Svartpilen also has 15 mm more suspension travel, at 150 mm. Other chassis changes include a more upright riding position than the Duke, and an 18-inch front wheel instead of the Duke’s 17 incher. The Svartpilen is rather svelte, tipping the scales at 158.5 kg (349 lb) dry. Traction control is standard, whereas it was part of an optional track package on the Duke. It also has an electric quick shifter, though it only works on the upshift. ABS is also standard, and like the traction control, it can be turned off. Among the he most exciting motorcycle launches I’ve attended have been the ones where the hired route guides ride like they’re trying to escape from the group under their charge. That was the case on this ride. I followed the lead rider, a local guy, out of the parking lot, and after a brief wait at a traffic light he took off between cars as if he were trying to evade custody. Lane splitting and filtering are the norm in Europe, but this was intense. The rolling slalom through Lisbon traffic really emphasised the Svartpilen’s nimble handling, slender framework, and torquey engine. The gearbox shifted with a feathery touch, though I mostly used the clutch in town because it provided smoother gear changes than the quick shifter. Once we got on the highway the Svartpilen easily maintained 130 km/h, a modest 10 km/h above the limit, without straining. While the engine is mostly smooth, some buzzing does transfer through the seat and the mirrors blur above 6,000 rpm. The ride only got better when we hit the winding mountain roads north of Cascais. The wide handlebar provided lots of leverage for maneuvering tighter bends, without inducing a weave through faster sweepers. Rolling on the gas between turns is a blast on this bike, and it lunged forward regardless of the selected gear. Because of the engine’s broad powerband, shifting was mostly optional. The suspension really impressed. Usually naked bike suspension is tuned almost supersport-stiff, which while returning exceptional handling, compromises rider comfort. The Svartpilen has what I’d consider Canada-proof suspension. We took a turn onto a tight, narrow and twisty road with broken, bumpy and patched pavement. Our escapee lead rider never slowed, so I just followed, surprised to discover that the Svartpilen railed along, soaking up bumps without upsetting the chassis and returning confidence-inspiring handling. A sport bike would have probably folded in two under these conditions. About my only gripe with the new Husky is the instrument cluster. While the gauge itself is a large, round item, the display area is actually much smaller. It’s also at an awkward angle that makes it hard to see, and the rubberised trip-meter buttons to the left of the gauge are hard to use, needing a lot of pressure to depress. Oh, there’s one more thing that puts me off about the Svartpilen 701. It’s not the handling, which is exceptional. It’s not the engine’s output, which is smooth enough in delivery to make a novice feel at ease, yet more than powerful enough to satisfy an expert. And it’s not the styling, which I found to be fresh, unique, and quite functional — without having anything grow on me. It’s the price. The 2019 Husqvarna Svartpilen 701 retails for $13,399. That’s a whopping $1,900 more than the 2019 KTM 790 Duke, which features a 799 cc,
Origin: First Ride: 2019 Husqvarna Svartpilen 701
First Ride: 2019 Triumph Speed Twin
2019 Triumph Speed TwinBill Metro / Triumph DAYTONA BEACH, Calif. — Who doesn’t like having the best of both worlds? Low calories and good taste, if you’re a boxer making weight. Three bedrooms and affordable, if you’re shopping condos in Vancouver or Toronto. Attractive and intelligent, if you’re looking to swipe right on Tinder. In motorcycling, the best of both worlds is fast and comfortable. It’s actually fairly easy to build a fast motorcycle; there’s certainly enough of ‘em. Put a big engine in a small frame, throw in powerful brakes and a riding position Valentino Rossi would approve of, and you’re looking at pretty much every race-spec superbike. Ditto a comfortable naked bike. Cramped riding position gives way to relaxed ergonomics, buckboard ride to plush dampers, and back-breaking clip-ons are replaced with a lumbar-friendly high handlebar. Usually, what you end up with is a friendly little scoot, beginner-friendly but hardly inspiring. The trick is to combine the two without losing the superbike’s drama or the naked’s practicality. And, if you’re really good at your job, you’ll throw in some au courante retro styling along with an iconic nameplate. In Triumph’s lineup, what you would end up with would be the new-for-2019 Speed Twin, Triumph’s best of both worlds a mix of sporty Thruxton and user-friendly Street Twin. Triumph’s “best of both worlds” is a mix of sporty Thruxton and user-friendly Street Twin The Thruxton is Triumph’s sportiest Bonneville twin, dressed up in yesteryear’s café racer garb. The Street Twin is the British marque’s most user-friendly street bike, quite literally one of the friendliest motorcycles extent for novices, returning riders and those shorter of stature. Our own Costa Mouzouris’ significant other just bought a Street Twin, its low seat height, relaxed riding position and light weight making it one of the easiest big-displacement — its eight-valve twin displaces 900-cc — motorcycles aimed at the retro crowd. The Speed Twin is, quite literally, the melding of sporty Thruxton and easy-peasy Street Twin. The High Power engine is an exquisite blend of Thruxton and Scrambler 1200 Take one Thruxton high-compression 1200-cc twin, upgrade it with the Scrambler’s lighter crankshaft, mass-optimized counter-balancers and revised clutch and you have the best Bonneville in Triumph’s lineup — smooth as the Scrambler, but with the Thruxton’s 96 horsepower and 82.6 pound-feet of torque. Oh, and Triumph also threw in some magnesium side covers top reduce the centre of gravity a little. It’s a sweet engine. The Speed Twin is sneaky fast Harley riders are always going on how their V-twins are the epitome of low-end torque. Triumph begs to differ. OK, 96 horsepower isn’t exactly going to set the MotoGP world on fire, but the way the Speed Twin responds to the gas at low revs is truly impressive. Twist the throttle at 3,000 rpm it powers ahead smartly. Do the same at 5,000, it literally lunges. Oh, it runs out of puff fairly early — peak power arrives at just 6,750 rpm — but for the cut-and-thrust of dodging cars in traffic or scooting from hairpin to hairpin on a twisty mountain road, it’s nigh on perfect. It’s amazingly smooth for a big parallel twin Big-displacement parallel-twins have traditionally been earthquakes on wheels, the tremors their unbalanced pistons send through a motorcycle’s frame enough to rattle — actually loosen — fillings. In the old days, the solution was rubber mounting the engine — Norton’s Isolastic system being the most successful — but that caused assembly and maintenance headaches, not to mention robbing the frame of stiffness (most modern motorcycles use the engine as a chassis strengthening member). Triumph’s solution was to rotate the crankpins 90 degrees — the pistons now fire 270-degrees apart rather than 360 — and add counter-balancing shafts. It works. So well, in fact, that it’s easy to forget to upshift to sixth gear on the highway, so smoothly does the big twin churn beneath you cruising along in fourth or fifth. All big displacement twins should be so vibration free. The ergonomics are pure Street Twin Other than footpegs a little rear set and a slightly taller seat, the Speed Twin’s ergonomics are pure Street Twin. That means your buttocks are barely 807 millimetres off the ground (low enough for those short of stature to place their soles firmly on the ground), a nice upswept handlebar for an upright seating position and a centre of gravity low enough to make a BMW Boxer Twin jealous. Oh, Daddy Long Legs will find the riding position a little cramped — the tight peg-to-seat distance will take its toll on creaky knees eventually — but for sheer ease of use, the Speed Twin is the big sportster to beat. The Speed Twin really is a lightweight Ten kilograms lighter than the supposedly sportier Thruxton, the Speed Twin is a whopping 28 kilos airier than a garden-variety Bonneville T120, which I’ll remind you, sports a
Origin: First Ride: 2019 Triumph Speed Twin
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