When we think of Moto Guzzi, the brand founded in 1921 in Mandello del Lario, the iconic V7 models (and others before them) immediately come to mind, with their traditional transverse V engines and that classic, refined look. The V100 Mandello S is a model that breaks with this paradigm and shows itself to be a modern and evolved motorcycle. An excellent surprise!

When I saw the V100 S for the first time, I didn’t understand what was ahead of me and what segment it would fit into. Apart from that, the bike has futuristic and elegant lines that take those used to the brand’s most iconic models by surprise.

The V100 S is, according to the brand’s own concept, a Roadster-Touring and although it initially tried to include it in the sport-touring range, the truth is that it makes much more sense to see it as a roadster with additional fairings and some “magic” in the mix…

INNOVATIVE AND EYE-CATCHING

It all starts with a reinforced tubular steel frame, to which the new, lighter and more compact 1,042 cc engine is added as the bike’s structural element.

The front is dominated by a Led headlight made up of several elements, with a modern and dynamic visual signature in which the daytime running light is reminiscent of the brand’s eagle, and an electronically adjustable head-up display via the controls on the left handle. Although it’s not very big, it provides good aerodynamic protection and clean airflow, without causing any turbulence. The setting is limited to 105 km/h, so as not to force the actuator mechanism too much.

THE BEST AESTHETICS; ENGINE; SUSPENSIONS; LEVEL OF EQUIPMENT

IMPROVING ENGINE VIBRATIONS; EXHAUST PAN FINISH

The 17-liter fuel tank, inspired by the 1976 Le Man 850, follows the lines of the front fairing and wraps around the valve covers of each cylinder, creating a muscular and compact design. It’s on the sides of this tank that some of the magic happens. The V100 S is equipped with dynamic, variable deflector panels that are said to reduce the aerodynamic load on the rider’s body by 22%. 

The movement of these panels is automatic and can be adjusted (between 30 and 95 km/h) in the configuration menus for each of the 4 riding modes, making it the first production bike to feature movable aerodynamic elements.

All these systems, as well as the various menus, are managed or configured by the controls on the left handle, with the exception of the riding modes, which are selected on a button on the right. The information is transmitted to us by a 5-inch color TFT display, which is well designed and offers excellent visibility, even in bright lighting conditions.

The rear is simplistic and ends with stylized LED headlights (thinking of the after-burners on military aircraft). This is where we can find the fittings for the side luggage system that is part of the extensive catalog of accessories available for this model.

LOTS AND LOTS OF HORSEPOWER

The new engine from the Italian factory is a good showcase for the updating and innovation that Moto Guzzi intends to put into its future units. It’s a lighter, narrower and more compact engine, in which various mechanical elements have been relocated and sized to allow it to be placed at a lower point, improving the location of the center of gravity and consequently the dynamic behavior of the V100 S.

There are more than a thousand cubic centimeters, capable of generating 115 Cv and a torque to make many other motorcycles jealous. This torque manages to push the whole assembly in any gear and at any rev range with surprising vigor. This is also helped by the well-staggered 6-speed gearbox and the bidirectional quickshifter (also a first for the Guzzi), which, despite being a little “harsh”, turns out to be an asset for this bike.

The ride-by-wire system allows the bike to be fully configured in 4 different maps, in order to adapt the response of the engine, electronic aids, suspension and adaptive aerodynamics to the needs of each moment.

At the end of the power unit is a well-designed exhaust with a low, addictive sound that brings out the V100 S’s sporty side. It’s a shame that the exhaust pipe underneath the bike hasn’t been given any aesthetic attention, leaving a “clamshell” that stands out from all the design and build quality. A simple cover to match the manifolds would have made all the difference.

INTELLIGENT SUSPENSIONS

The tried and tested Pirelli Angel GT2 (in 190 rear size) do the arduous and important task of keeping everything on the ground with distinction. A little higher up, the luxurious and effective Ohlïns suspension set-up makes everything look easy. The semi-active and fully adjustable Smart EC2.0 fork, together with the semi-active and adjustable TTX Smart EC2.0 rear monoshock, will delight anyone who rides this machine. All the settings are controlled electronically on the TFT (with the exception of the rear spring preload), allowing us to have the best configuration available for each type of riding and road surface. In addition, and with the support of the information provided by the control unit, the set anticipates small adjustments depending on the driving we are doing and the reading of the road, even affecting the adjustment of the steering damper. A treat!

Braking is handled by Brembo equipment, with two 320 mm floating discs and four-piston calipers at the front and a 280 mm disc with two opposed-piston calipers. Both axles are equipped with cornering ABS. The feel on the adjustable lever with radial pump and on the pedal is progressive and yet powerful, even under heavy consecutive braking.

ELECTRONS GALORE

LED, TFT, IMU, Quickshifter, Cornering ABS, Cruise Control, TPMS, driving modes, Apps, adaptive aerodynamics, cornering lights, heated grips and so on are all expressions and acronyms we’ve become accustomed to over the last few years. What we weren’t used to was seeing all these elements together on Moto Guzzi technical data sheets.

Yes, the V100 S has (practically) everything!

I could go into all the equipment here, but many of them are already well known. Instead, I’d rather highlight a few that really deserve to be talked about.

The TFT (very similar to the ones used by Aprilia) is very complete and well structured, and it’s easy to find the information you need.

Here, we interact with the menus and control all the other electronic elements, such as the riding modes, the level of the heated grips or even the windshield position adjustment.

The great novelty is the retractable panels on the tank. These are electronically controlled and make this Moto Guzzi go down in history as the first production bike to use adaptive aerodynamic elements. The final effect isn’t very significant, but it’s sure to be a talking point when you present the bike to your friends!

A brief word also for the cornering lights, which only illuminate “a little something”, and for the heated grips, which help, but could be warmer.

The V100 S Mandello seems to me to be the Moto Guzzi of the future. It breaks with tradition, clearly improves in terms of motorization, suspension and equipment and innovates in terms of technology, and is now capable of competing shoulder to shoulder with the most modern motorcycles on the market.

ON THE ROAD

The riding position is good and allows you to cover a good few kilometers without too much fatigue. The aerodynamic protection elements, while not extremely effective, are sufficient to maintain high speeds in comfort and the Ohlïns suspensions are a clear asset on this model.

The engine seems to be much stronger than the figures show, always able to push hard and with a very distinctive sound. It would be even better if there were no vibrations throughout the rev range. In our test, we managed a pleasing average of 5 liters per 100 kilometers.

233 kg in running order is a slightly high figure, which is noticeable as soon as you take the bike off the side stand, but in motion it feels agile and maneuverable.

The color scheme of our test unit is superb (personal opinion), and there is also a black and grey version. The price of €18,499 is a bit high, but easily justifiable considering the level and quality of the equipment.

O conteúdo Review Moto Guzzi V100 Mandello S – a Guzzi of the future aparece primeiro em Motorcycle Sports.

Knowing that there aren’t many medium-cylinder cruiser bikes on the market at an affordable price – even though there are many fans of this type of machine – Royal Enfield has rightly chosen to launch a new model, equipped with a twin-cylinder engine that has already been proven in the Interceptor and Continental GT.

The oldest motorcycle brand in the world (producing motorcycles without interruption) considers this to be a true medium-cylinder cruiser (or custom), in which the two-cylinder parallel air/oil-cooled engine is well suited to the model’s pretensions. It’s a quality proposition, which Royal considers to be premium compared to anything it has produced in the past, and which still has a very attractive final price. And it’s called the Super Meteor because there already was (and will continue to be) a Meteor in the range, although the bike on these pages is typically more cruiser in style than the simpler, city single-cylinder Meteor, with clear differences in rider ergonomics too. However, these names are nothing new at Royal Enfield, as in the 1950s we could already find the Meteor and Super Meteor, with 700 cc engines that already offered interesting performance, albeit in a more naked format, in keeping with the times, and less custom than the current bike. Even so, at the time, specific bikes were produced for the USA, with much larger and stylized handlebars, in true American fashion. But let’s focus on the novelty.

FEATURES

To make an “authentic” cruiser, Royal Enfield opted for traditional components: a teardrop-shaped tank, wide, curved handlebars, a low seat and a front wheel that was larger than the rear, in this case 19 inches at the front and 16” at the rear, both made of light alloy The engine is a 648 cc parallel twin cylinder that produces 47 hp at 7,250 rpm and a maximum torque of 52 Nm at 5,650 rpm, and the gearbox is a 6-speed gearbox. An engine that, compared to the 650 naked bikes already known, has changes to the intake and exhaust for better performance. There are a few highlights on the bike: the tubular steel frame is new, developed in conjunction with Harris Performance in line with the model’s philosophy, and the front end features a Showa SFF-BP inverted fork, with 43 mm and 120 mm of travel, which is the first time the brand has used an inverted unit on a production model. The suspension was developed in conjunction with the seat and Ceat tires for the best possible performance and comfort.

At the rear, the two Showa monoshock units have 81 mm of travel and spring preload adjustment. The 150/80B-16 rear tire is also the widest in the entire range, and in terms of brakes, Bybre units (a Brembo brand) are fitted with a disc on each axle and Bosch two-channel ABS. The seat is placed just 740 mm from the ground, the tank has a capacity of 15.7 liters and the Super Meteor weighs 241 kg in running order, which, let’s face it, feels a lot lower when you ride it. This model can be found in monochrome or two-tone versions, and in the latter case we can also opt for a Tourer version, i.e. equipped with a Touring seat (one-piece), windshield and backrest for the passenger, all for an interesting and more inviting price than buying the accessories separately. Speaking of these genuine Royal Enfield accessories, they are varied and can not only change the Super Meteor in aesthetic terms, but also benefit comfort and versatility through various types of luggage. Even other types of rims are available, revealing the care that the Indian brand is taking in this important market segment.

FOR EVERYONE

Intended to be an accessible motorcycle for everyone, when riding and when buying, we still like to see good details such as the analog-digital instrumentation with turn-by-turn navigation, LED headlight and taillight, new controls with aluminum finishes, the aforementioned wide range of accessories and even a USB port behind one of the side panels.

With all these features, Royal Enfield aims to reach a wide range of users, such as new riders with A2 licenses, women, traditional fans of the brand and even more experienced riders who want a simple bike for pleasant trips.

IN THE CITY

The meeting point was the brand’s beautiful dealership in the city of Valencia, where we had a more detailed presentation of the model and were able to see the Tourer version, in my opinion less attractive in aesthetic terms (less purity in the lines) but with its natural added value in terms of comfort and versatility. And our first impressions of the Super Meteor were very positive, even before we started our first relationship. The model has good finishes, and if we compare it with the Interceptor and Continental GT (which were present in the store) the evolution is noticeable in terms of controls, steering tables and various finishes. The design of the engine covers is very interesting and, with the exception of a few simple plastics, the Super Meteor is well built and has very pleasing lines, in a more retro construction (not least because of the type of air/oil-cooled engine) than the Japanese rivals Honda CMX500 Rebel and Kawasaki Vulcan S, although those responsible at Royal Enfield don’t exactly consider them rivals… The sound of the exhausts is also very attractive, a kind of “bubbling” that totally matches the characteristics of the model, equipped with an engine that is really smooth, linear and full, perfect for the city! Super “round”, with few vibrations and a good gearbox, it really is a delight to ride this bike around town, even if we’re going with our feet forward as the cruiser segment “demands”. The position is pleasant, the handlebars are the right size, and in terms of ergonomics the Super Meteor can accommodate riders of varying statures (and experience).

ON THE ROAD

The two-cylinder can also be ridden in 6th gear at 60 km/h, but it’s in the middle gears that it feels most at home, although we can’t check the rpm on the pretty but overly simple instrumentation, as it doesn’t even give us information about average consumption. On the open road, the engine is still pleasant, but here we wouldn’t mind if it were slightly more powerful. And we feel that way because the bike’s handling is another of the Super Meteor’s strong points, with the frame and suspension allowing for some cornering at good speeds without the whole thing feeling out of balance. And in the slower corners, the ground clearance allows for good gradients without any element touching the ground, which does happen, but only when you push it a bit for the photos. In terms of absorbing irregularities, the suspension also delivers, with a good mix of comfort and performance that is in no way inferior to the best cruisers, at least when riding solo. In the fastest areas, we reached 150 km/h without running out of steam, while trying to keep our boots on their landings…

The brakes also passed the test, the rear being powerful and more sensitive than the front, so we could feel the ABS coming into play. At the front, the decelerating power is sufficient and doesn’t scare you, you just have to squeeze the lever harder if necessary. To put it on the center stand, you do need to apply some force. It’s a component that’s not usually seen, but it does come in handy, if only for servicing the transmission kit and rear wheel.

Dynamically, there’s nothing to fault with the “made in India” Ceat tires, so the Super Meteor passed this test with flying colors! Royal Enfield has been evolving the quality of its products, and this can be seen in this model, a very easy and pleasant bike to ride, excellent even in the city, but which will not fail to please fans of front-foot riding. And whether it’s with the Tourer version or with the inclusion of various accessories, this bike will be able to make good road trips, at a calm pace from the start, but with the certainty that the cycling allows for a lively pace. And there are decorations to suit all tastes, so for those who like it, the best thing is to visit the brand’s website or go to one of the beautiful Royal Enfield stores in various parts of the country.

O conteúdo Review – Royal Enfield Meteor 650 – cruiser for everyone aparece primeiro em Motorcycle Sports.

The 800 MT Touring is undoubtedly CFMOTO’s most eagerly awaited model yet. The Chinese brand – for a long time best known for its ATVs – is growing rapidly all over the world and will soon be able to do so with its new trail models. The 800MT Touring is therefore the first big test for the Asian brand!

We all know what the last three have been like worldwide. A pandemic that lasted two years, after the outbreak of a war that is yet to last, and with it the motorcycle market also suffered. The lack of components delayed the arrival of many models and we were supposed to have ridden the 800MT Touring and Sport much longer ago. The opportunity has arisen now that CFMOTO has a new importer in our country, the famous Multimoto group, so let’s get to the analysis. First of all, CFMOTO was founded in 1989, has more than 4,000 employees and distributes motorcycles, ATVs and Side-by-Sides in more than 100 countries through more than 3,000 dealers. The brand doesn’t hide the fact that it wants to be a global premium brand, and the recent bet on the Moto3 World Championship is also proof of this, in order to give the manufacturer more visibility. The range is currently made up of models of different styles (stay tuned for more tests coming soon) and the brand’s partnership with the KTM group is no secret, as well as having other global partners such as Bosch, Brembo, KYB, J.Juan, among others.

LOTS OF EQUIPMENT

From the outset, this is a very well-born bike in aesthetic terms, with spoked rims on both axles (just the way the public likes them), a 19-inch wheel at the front and a 17-inch wheel at the rear. Then there’s a lot more equipment to take note of: the presence of various protection bars, the sump protection, which is not only lower but also lateral; the tire monitoring system, which in this case are Maxxis tubeless units; the steering damper; the heated grips and seat; the electronic cruise control; the cornering ABS, the hand guards… And let’s catch our breath because there’s more, such as the center stand, the manually adjustable front screen, the slipper clutch, the bidirectional quickshifter, the auxiliary headlights, the KYB suspension with adjustable inverted fork at the front, the full LED lighting, the two driving modes or the 7″ TFT color instrumentation with full connectivity. If you want to save 1,000 euros, you’ll find all of the above in the Sport version, with the exception of the hand and sump guards, the quickshifter and the heated grips and seat. And the wheels, which remain the same size, are not spoked. Is there anything missing in all this equipment? We’ll see.

THE BEST DRIVING POSITION AND COMFORT; SUSPENSIONS; EQUIPMENT

IMPROVING THE SIDE STAND; CONFUSING INSTRUMENTATION; THE POSSIBILITY OF TURNING OFF THE ABS ON THE REAR WHEEL;

ENGINE AND CYCLING

When it comes to the engine, there are no secrets either. It’s a parallel twin-cylinder of KTM origin, the famous 790 that produces 70 Kw (around 95 hp) at 9,000 rpm and 77 Nm of torque at 7,500 rpm. A very compact unit, with a 75º crankshaft, which aims to offer the best sensations of a V twin cylinder, but with less mechanical complexity, in which we find forged pistons and various internal components designed for low internal friction and, consequently, a rapid rise in engine speed. The throttle is naturally ride-by-wire.

The tubular frame and subframe weigh a total of 16 kg, while the aluminum alloy swingarm weighs just 6.9 kg, but as this is a large bike with a lot of equipment (various guards, center stand, auxiliary headlights, everything weighs…), the total weight is 231 kg, excluding the luggage. The KYB adjustable suspension (the only thing missing is the rear compression adjustment) offers 160 mm of travel at the front and 150 mm at the rear, and J.Juan, a Brembo brand that is becoming more and more fashionable, supplies the braking equipment.

Also noteworthy are the 19-liter tank capacity, the seat placed 825 mm from the ground and the 190 mm ground clearance, which will be enough on a bike that CFMOTO considers to be 80% asphalt. But let’s get to the riding impressions, because that’s what you really want to know!

POLIVALENT

That was our cover headline, and you only have to look at this 800MT Touring to imagine that this bike is just like that! Well, the riding position is very good, with a comfortable seat, wide handlebars and a footrest with a rubber cover (which can be removed) that eliminates possible vibrations. The riding position is clearly less racing than that of the Austrian model that gave up the engine, which is in line with the model’s more touring philosophy. However, the seat is a little wide at the front, so those with shorter legs will find it difficult to reach the floor with their feet. Worse still is the fact that the side stand is too short, so you always have to think about how you’re going to park it, especially if you’ve got your suitcases packed. Not only will it be difficult to lift it off the side stand, but it could even topple over into the interior if you’re not careful. The ideal is always to use the good center stand! And by the way, the rear-view mirrors have a slight tendency to misalign on the highway, even if they are tight.

On the road, however, everything works fine! Between the Rain and Sport driving modes, we ended up always using the sportier mode and the ride is super pleasant, the suspensions are very competent and we didn’t even feel the need to change the settings, offering comfort and capable dynamics. The Maxxis tires also surprised us positively, with a high level of dry grip, and the braking does its job, although we had to apply more force to the lever than on other rival machines. Our unit made a slight vibration under heavy braking, which could just be an impurity between the pad and the disk. As for the engine, it offers all the sensations we know from the KTM, but it seems smoother and less jerky on this model, perhaps due to the greater weight of the unit. But it’s very linear and excellent on the open road, with the quickshifter working relatively well (it’s not a reference) but allowing you to use the clutch if you want to, as the gearbox is still very light and easy to operate.

VALID OPTION

Before we move on to the conclusions, there are several more details to mention. The fact that the aerodynamic protection is very good (we rode with the “glass” in an intermediate position), while the instrumentation is very complete but somewhat confusing to navigate on the first few days, so we need some time to get used to it, as well as the brand’s App, which gives us other information that is not available on the 7-inch TFT, such as the average consumption, which was around 5.5 l/100 km. The huge Shad Terra suitcases we used in the photo shoot are of high quality and also make you dream of long journeys, but for most users they may be too big, as well as making the bike somewhat unstable at higher speeds, even just by mounting the top case. And if the heated grips and seat work perfectly (they heat up very quickly), the more demanding could ask for traction control or, above all, the possibility of turning off the ABS on the rear wheel, which we really miss the most when riding off-road. In these areas, even with very road-going tires, the 800MT handles well, with a riding position that’s easy to stand on and suspension that keeps everything under control.

All in all, there are a number of details we’d like to see revised, but that doesn’t stop this CFMOTO 800MT Touring from being an excellent bike right now, not least because the price-quality ratio is very interesting. It’s a beautiful machine, very well equipped and very comfortable, powered by a well-known engine and offering high-quality suspension. Agile and stable in a good compromise, it also doesn’t fail dynamically in the way it corners, brakes and accelerates, so it’s another good proposition in a segment that’s on the rise and where there’s plenty to suit all tastes.

O conteúdo Review – CFMOTO 800 MT Touring – the big test aparece primeiro em Motorcycle Sports.

Naked bikes have been in greater demand in recent years, with customers looking for bold lines, character and big thrills, even stronger on the Hyper Naked. The Monster and MT-09 have all this and more, but although their figures are balanced, on the road they are quite different!

Muscular and aggressive aesthetics, agile and efficient bikes and engines with plenty of torque and power set the tone for the Hyper Naked, which have been gaining fans from supersport bikes or other smaller naked bikes, with the certainty that “here”, on the Hyper, they will find strong emotions and something that will be noticed wherever they go.

Both of the bikes in this comparison have had a major overhaul in 2021, and more than just an overhaul. Both the Yamaha and the Ducati have received plenty of improvements, but it’s the older model (the Monster, which has been around for 30 years!) that has really broken with some of the Italian brand’s traditions.

NO TRELLIANCE

The Ducati Monster used to have several engine capacity options, but now it’s down to just one: this 900 cc, more precisely 937 cc (compared to the 821 cc of the previous version) but with the same configuration as always, a twin-cylinder L-11. With the increase in displacement came an increase in power of 2 hp (no more because Euro5 is castrating) to the current 111 hp at 9,250 rpm, and a significant increase in torque from 86 Nm to 93 Nm at 6,500 rpm. The block is also lighter, contributing to greater agility across the board, along with new cycling. This is the biggest change to the Monster, a model that always showed off the Bologna manufacturer’s typical tubular trellis frame.

The tubes have given way to a small aluminum frame, with the engine as an integral part, much like its Superbike, the Panigale, but far from traditional, which disappointed some purists. Even so, the overall package is 18 kg lighter which, with a stronger engine and a bike based on one of today’s best Superbikes, makes the new Monster very appealing. The aesthetics are typically Ducati, with the imposing fuel tank being the most important element and the rest being minimalist, but with almost perfectly combined shapes. The LED headlight with DRL is more oval than before, the turn signals are very well framed, and the color TFT instrument panel is new, but there’s more to the electronics. It has three driving modes (Sport, Touring and Urban), ABS with 3 levels and cornering ABS, traction control with 8 levels, wheelie control, launch control and bidirectional quickshift.

Braking is handled by Brembo radial calipers and pump, and the riding position has changed for greater comfort, with the handlebars 65 mm closer to the rider and the footpegs 10 mm lower and 35 mm further forward than on the previous Monster, making the riding position more upright and relaxed. It comes in two colors, the typical red and black.

THREE CYLINDERS!

Since it appeared in 2013, along with Yamaha’s Dark Side of Japan concept, the MT-09 has been one of the models that has boosted the Japanese brand’s sales and, together with the other MTs, is responsible for an increase in sales of more than 30% in our country. After appearing in 2013, it was restyled in 2017 and in 2021, to the version we tested here. This third generation MT-09 has also increased its displacement, by 42 cc to be precise, thanks to a longer stroke in the three cylinders of the CP3 engine, which has become even more powerful despite being Euro5 compliant. Power has increased to 119 hp at 10,000 rpm, and torque has also increased to 93 Nm, like the Monster, but at 7,000 rpm. Everything on the block is new, from the crankcases to the connecting rods, a longer stroke crankshaft with 15% more inertia, forged pistons and heads with different intake and exhaust ducts. As well as being more powerful, it was 1.7 kg lighter, but still had changes to the position of the injectors, no longer had the air induction system, received changes to the intake and exhaust for a more exciting sound, and longer ratios in first and second gear.

The frame has been lightened by 2.3 kg but its lateral rigidity has increased by 50%, the steering column is 30 mm lower and the engine mount is 5º more vertical to improve the front end’s handling. The hollow aluminum subframe is also 1.5 kg lighter, but the swingarm and aluminum rims have also been slimmed down, bringing the total weight to 189 kg in running order. The fully adjustable KYB fork is 39 mm shorter (as the steering column has been lowered by 30 mm), and the shock absorber is adjustable in extension and preload, but the ratio of the rear suspension rods has changed slightly. The riding position is slightly different with the handlebars higher, but both the handlebars and the footpegs are adjustable.

The brakes are fitted with Nissin radial calipers and Bosch 9.1MP ABS, but there’s more. In terms of electronics, the ride-by-wire throttle has been changed, and the new IMU is six-axis and more compact than the R1’s, offering cornering traction control (TCS), skid control (SCS), ride control (LIF), 4 throttle modes (2 is standard), and new instrumentation with a color TFT panel. It also has a quickshift that works perfectly in both directions, and which also warns you on the dashboard if it’s ready to use and in which direction (if you’re accelerating, it lights up a green up arrow, and it lights up a green down arrow when decelerating. Of course, the lighting is entirely LED, contributing to a very aggressive aesthetic, available in three different decors.

DIFFERENT STYLES

We don’t need to be experts to understand the different styles of the two bikes. The Ducati is aggressive, but in a more conservative style without being classic, while the Yamaha is even more aggressive, but in a more avant garde “Hentai” genre. The cute girl from Cascais and the pumped-up “cannon” from the outskirts! The riding position is also different, with the body leaning forward a little more on the Ducati (without being too much), the feet further back and the handlebars wider than on the Yamaha, where you feel more ‘vertical’ when you pass the Italian.

On the engine, despite the approximate figures, they are very different. The Italian twin-cylinder is smooth, but not throughout the rev range, and the increase in engine speed is less linear than on the Japanese bike. The Italian bike’s gearbox is precise and well-shifted, as are the engine modes, but in Sport mode the feel of the throttle is too sensitive at the start of the stroke when rolling slowly, but Touring and Urban have a little too much delay. The Japanese CP3 is much more lively and available, so much so that it feels more powerful. The feel of the throttle is excellent in any mode, with an especially precise and direct response in Mode 1, but which is still not jerky when going slow. The quickshift works perfectly on both bikes, but with a slight advantage for the Yamaha.

Both bikes are very precise, especially on the smooth surface of the winding road where we did the photo shoot. Cornering is their beach, both with a great sense of safety and precision, but here it’s the Ducati that has a slight advantage, perhaps due to the riding position that gives us the feeling of having a longer wheelbase. The braking and general feel of the controls is excellent on both bikes, which is not surprising from two brands like Ducati and Yamaha. The handling of the suspensions is very good even when the pace is fast. On rougher roads they’re a little too firm but, honestly, I prefer it that way because it allows for more abuse without scaring you. Fuel consumption is low for the performance they offer, with averages of around 5.4l/100 km on the Ducati and 5.6l/100 km on the Yamaha, according to what we’ve seen on the instrumentation. The Ducati’s has a more visible layout and it’s easier to see and navigate the buttons on the switchgear than the Yamaha’s, which has a small wheel on the right switchgear that’s not very precise when you’re moving.

The seats are comfortable on both bikes, but like any hyper-naked bike, they’re not designed for a trip around Europe. However, you can ride for a long time without getting a square butt.

ITALY VS JAPAN

In a very tight final, it turned out to be the Yamaha that gave us the best feeling, thanks to its smooth but very powerful three-cylinder engine. The rest are different but balanced, but in the end the price difference also weighs on the verdict, with an advantage of around €2,000 for the Japanese!

Even more exclusive – The SP versions

I was delighted to take part in this work, as I’m a fan of medium-sized naked bikes. I naturally find pros and cons in both machines, but starting with the Monster, while it’s true that its dimensions are increasingly minimalist, which is good in the city, it’s also true that it seems to have lost some of the grandeur and even charm of the old 821. The cycling is simple but works very well, like any Ducati, so you just want to corner more and more, and as for the engine, it offers good performance but the exhaust always seems to be too muffled, castrating performance and driving enjoyment.

Driving pleasure is something the MT-09 doesn’t lack, a naked bike with supermoto traits, which always seems to be asking for more throttle and some exaggerated driving. The aesthetics don’t enchant me, but the engine is sensational, while the bike’s handling is good but can sometimes be a bit jumpy on less-than-perfect surfaces. And that’s why Yamaha has had an MT-09 SP in its range from the very beginning, an exclusive machine in terms of decoration, but above all in terms of handling, with improved suspension at the front and an Ohlins monoshock at the rear that makes all the difference. It also has several components with a black DLC coating, a swingarm finished in anodized and brushed aluminium, cruise control and a premium seat with double stitching. All this for a very acceptable price of €12,750.

As for the Monster, it has just arrived on the market in the SP version. Aesthetically, it’s very appealing and has a lot of components that will surely make many not even think about the base bike. In addition to the exclusive color scheme, we have a gold Ohlins NIX30 fork that is fully adjustable and 0.6 kg lighter than the base version, a Termignoni homologated exhaust, red seat and Ducati logo on the tank. The brakes feature top-of-the-range (and also lighter) Brembo Stylema calipers and a lighter lithium-ion battery that reduces the running weight by a total of 2 kg. The SP also has a steering damper, Pirelli Diablo Rosso IV tires and all the electronics have been recalibrated in terms of riding modes, and there’s even a Wet riding mode. The price of the Monster SP comes to €15,595, but personally, given the equipment on this bike, it really makes you want to lose your head!

O conteúdo Comparison review – Ducati Monster vs Yamaha MT-09 – naked fun aparece primeiro em Motorcycle Sports.

The 2007 Yamaha R6 was a very radical bike, built to win on the track, but which also ended up being a success on the road, despite all its aggressiveness in terms of ergonomics and engine behavior. The one we have here is in excellent condition.

Produced (and registered) between 1999 and 2020, the Yamaha R6 was a model that immediately set itself apart from what had previously been produced in the 600 cc class. Instead of producing yet another sport-touring model, ideal for a 50-50 split between road and circuit, the Japanese brand chose to create a much more radical model to win on the track. Several evolutions were launched, and the 2003 generation received fuel injection, in a model that was still relatively easy to drive and comfortable, but already very fast on the track.

It was then in 2006 that the R6 underwent a radical change, with much more angular lines, much more aggressive ergonomics and more track-ready cycling, as well as an engine with a much greater appetite for high revs. There was even some controversy over the overly generous revs on the tachometer, which Yamaha later admitted was a mistake…

2007 MODEL

Despite having 2008 license plates, the bike in this article is from the 2007 generation, so it already had the YCC-T (Yamaha Chip Controlled Throttle) throttle system, but still didn’t have the YCC-I (Yamaha Chip Controlled Intake) which varied the length of the intake tunnels. Regardless, this was the basis on which the R6 won countless Supersport titles around the world (and several world championships). A bike with a smooth engine, like any in-line four-cylinder, but one that needed to be ridden aggressively and excellently on the track, so that the rider could take advantage of the punchy engine and high-quality cycling.

THE TESTED MOTORCYCLE

Nowadays it’s no longer possible to buy a new Yamaha R6 with a license plate (you can do it for closed-circuit use and even use the GYTR competition kit), so a well-maintained Yamaha R6 may well have added value these days. And while we still come across some in everyday life or on weekend rides, the truth is that many have spent the years doing what they’re most comfortable doing, on the track, so – even if well maintained – it’s not always easy to find an R6 with a 100% healthy “heart”.

This bike looks to be in excellent condition! It has 31,000 km on the clock, recently arrived from Madeira Island and doesn’t appear to have suffered from any abuse throughout its life. It comes pretty much as standard, with the exception of the darkened headlights, the protective “mushrooms”, the Michelin Power 5, the different tuners on the top of the fork and the fitting of a BMC air filter and iridium spark plugs.

With an excellent exterior, it’s amazing how light this bike is to handle. It feels like a 300 cc sports bike! Then, on the road, we were reminded of how aggressive this bike is for the body, with a very radical position through a very high seat and footpegs and low stanchions, which put weight on the wrists. The sound of the exhaust is loud but super appealing, and you don’t even have to push the gears very hard to hear it “scream”, although you do need to rev it above 8,000 / 10,000 rpm for this engine to show its worth! Of course, you can drive quietly on the highway below these speeds, but on the track forget it, you have to squeeze the 4-cylinder above the 5-digit mark on the tachometer!

If the engine feels like new, the braking needs a little more force than a current sports car, but it still delivers without a glitch, and as for the suspensions, they were also faultless, with an excellent reading of the asphalt, whether at a leisurely pace or a faster one. With a good feel for all the components – only the final drive showed signs of needing to be changed – this R6 is more than approved and still ready for many good rides on the road or on the track, before being well stored in a garage or living room (and later in a museum)!

Maintaining and preserving

Our reader Tiago Ramos (RS) kindly provided his Yamaha R6 for our test, but more than that, he came all the way from Peniche to the Estoril Autodrome, on purpose, on one of those very cold mornings in this aggressive winter.

Having had the bike for about a year, but very experienced and a fan of the tuning fork brand, Tiago reveals that “it was a deal that came up and I didn’t want to let it go. I think it’s a mythical bike and I was curious to ride it, so I did.” So far, due to lack of time, he’s only done a few road rides, but “in the future I’d still like to do some track days, but this will always be a bike just for a few laps.” “I’d like to keep it in the garage, although there are offers for me to sell it. And then eventually buy something more practical, like a Tracer 7 or 9 for example. But I’m in no hurry to sell it, as it’s a bike that won’t exist any more.” Thank you very much Tiago and keep on riding, if possible with this beautiful R6!

O conteúdo Review – used of the month – Yamaha YZF-R6 – for racing… with a license plate aparece primeiro em Motorcycle Sports.

Riding a motorcycle is supposed to be fun, even for those taking their first steps. That’s why we were delighted to ride a Voge 300AC for several days, a small naked bike built with newcomers in mind, but which still offered good riding moments for someone already well experienced in this field.

It’s sometimes frustrating to ride low-cylinder models – sometimes even too expensive for what they’re worth – and realize that they weren’t designed (or there was cost containment) for the less experienced. I’m talking about brake levers with a poor feel and no adjustment, suspensions that fall short of expectations, etc. Fortunately, we didn’t find any of that in this Voge, which seems to have been really well thought out and built – even at its benchmark price – and only in one respect can we really point the finger: a rider of tall stature won’t be able to fit on this bike!

THE RANGE

The brand is no longer new here at Motociclismo, but let us remind you that Voge is the premium brand of the Loncin manufacturer, which has a lot of experience in engine manufacturing. At the moment, Voge has models in the Adventure, Naked, Classic, Scooter and Electric segments, and while the current range is already very interesting, there will soon be other models shown at the last edition of EICMA. Other good news: the five-year warranty that the brand now offers for the entire range and the fact that anyone who doesn’t like this 300AC for some reason has other models available that are very similar. One of them is the 300ACX, which has the same single-cylinder engine but has spoke rims, a single seat and different aesthetic details in a more scrambler philosophy.

As for the 350AC, it has also arrived on the market and is also a classic-looking naked bike, but it has a parallel twin-cylinder engine and a series of components and general finishes that put it on a slightly more “premium” level compared to the smaller displacement bikes.

GOOD DETAILS

For those newly qualified with an A2 license, the bike we have here has some good features: 28.5 horsepower that’s easy for even the least experienced to handle, a low weight of 170 kg in running order (which actually feels a lot smaller) and an accessible seat. Aesthetically, it’s immediately noticeable for its beautiful headlight, taillight and LED indicators and for the good looks of the bike, with an inverted fork and two brake discs at the front with ABS from Bosch (the brand that also gives its name to the fuel injection system).

On the other hand, the instrumentation is very simple: there’s a gasoline level, a partial totalizer, and although you can change the shade of the background, there isn’t even a clock, but there is a USB port. Dynamically, the liquid-cooled engine is a lot of fun! The transmission is much longer than that of the 300 Rally we tested last month, but it doesn’t lack power, even though it prefers to run at medium/high speeds. You can drive in sixth gear from 3,500 rpm (at around 60 km/h), and you can see that it really wakes up after 6,500 rpm, allowing you to quickly reach 130 km/h and even 150 km/h when you rev it up. Not bad! As for the vibrations, which are sometimes annoying on single-cylinders, they don’t bother much and only appear at the last revs of the tachometer. Another highlight is the very pleasant sound of the exhaust, which even emits some interesting rumbles when decelerating!

THE BEST PRICE, FUN ENGINE, DYNAMIC

IMPROVING ERGONOMICS, INSTRUMENTATION, THROTTLE TRAVEL

DYNAMICS AND DETAILS
In terms of dynamics, there’s not much to say except praise! The inverted fork works very well and the two-disc front brake doesn’t fail either, and the feel of the adjustable lever is good. At the rear, the single shock absorber with connecting rods does its job without compromise.

It’s in terms of ergonomics, then, that this bike has a few shortcomings, since the fact that the seats are independent means that the rider can’t get a little further back. Ideally, the rider shouldn’t be much taller than 1.70m, otherwise the good riding position will be affected. Other details also worthy of improvement are the small passenger seat – which doesn’t have hard grips – the gear selector which is too close to the footrest and the accelerator handle which stretches too much. You twist the handle, twist it, and it doesn’t seem to reach the end, and some of the stickers don’t look very modern either. As for the rest, there are many good things to say, including the performance of the Cordial tires, both dry and in the rain, despite my initial doubts.

It’s a fun little bike, very economical (average consumption is around 3.9 l/100 km), with a great price and an excellent warranty, so I personally rate it as one of the most interesting Voge in the current range.

O conteúdo Review – Voge 300 AC – getting off to a fun start aparece primeiro em Motorcycle Sports.

Even if it doesn’t seem like it, Vespa models have been greatly improved over the last few years, and we’re only talking about 4-stroke automatic scooters. Some are only available in very rare and exclusive versions, while the more powerful ones are naturally sought after by those who already have a motorcycle license.

This is already our favorite of the range!

Vespa models are probably the two-wheeled motor vehicles with the greatest capacity to generate sympathy among people who usually don’t like or simply don’t care for motorcycles. And the reasons are plain to see: it’s very easy to sympathize with these models, usually in cheerful, youthful colors that seem to smile at you. The ease of climbing onto the seat is a reality on all models, and then it’s very easy to fall in love with a Vespa after a trip to Italy or watching a romantic Italian movie!

In fact, everyone has heard of the Vespa, even those who don’t ride motorcycles. Since 1946, the historic Italian brand has launched more than 30 different versions to suit all tastes and purses, but when we talk about more complete and equipped models, we have to talk about the GTS. In this case we’re going to talk about the GTS Super 300, in the Sport version, clearly one of the most attractive in the entire range.

RANGE AND TECHNOLOGY

Vespa is a brand of the Piaggio group that has always manufactured models that are accessible and easy to drive, reaching the entire population. Today it is considered a premium brand, and this GTS 300 Super Sport is part of a range that also includes the base GTS, Sei Giorni, Primavera, Sprint and Elettrica models. With capacities ranging from 50 to 300 cc, plus electric, there are many versions to suit all tastes, and the bike in this article is one of the most sought-after.

This generation of the Vespa GTS Super incorporates several improvements. The lighting is full LED at the front and rear, the instrument panel has a new 3-inch analog LCD display (4.3″ color TFT in the case of the Tech version) and there’s no lack of a Keyless ignition system for easier use. The Super also has remote seat opening and the Bike Finder function, so it’s easier to find the Vespa in the middle of a parking lot. Technologically speaking, both the Super Sport and Super Tech come equipped with the Vespa MIA app, to connect the smartphone to the vehicle and manage messages, calls and playlists more easily. These models also come with improved ergonomics through different handlebars and a new seat. The shock absorbers have also been upgraded in this generation.

SPORT VERSION

Vespa has always been known for its attention to detail, and the Super 300 Sport is no exception. Highlights include the imitation carbon front tie, the high-quality seat with contrasting stitching, the various elements painted in gloss black and the placement of various ribbons throughout. And the best thing is that there are five different liveries to choose from, for those who (for whatever reason) don’t like this bright orange.

THE BEST AESTHETICS AND DETAILS, POWERFUL AND SMOOTH ENGINE, EASY DRIVING, DYNAMIC DYNAMICS

IMPROVING PRICE, RANGE, CONTROL BUTTONS

It’s well known that the GTS is one of the most complete Vespa models and the best suited to riding outside cities. This is a relatively spacious automatic, even for two adults, but never before has a Vespa been so safe and stable, even with the 12-inch wheels that give it enormous agility. There haven’t been many changes, but with constant updates, almost every year, these scooters have improved a lot, for easy and economical commuting and fantastic urban mobility, always full of style.

PERFORMANCE AND DYNAMICS

Slightly less stable than a conventional scooter of this capacity due to the type of suspension and the size of the wheels, this GTS is still able to offer a lot. The steering braking is quite high for easy zigzagging between stationary cars, the riding position is very relaxed and the seat is excellent. And the engine – which has a little less engine-brake than usual in the segment and needs some getting used to – offers strong acceleration that’s always very smooth from low revs, so it’s a delight to pull away from traffic lights and leave everyone behind. And on the highway it reaches 140 km/h, which is impressive. We liked the countless details, the suspensions guarantee comfort on the Portuguese sidewalk and it’s only on bad roads or with a passenger that they start to protest. And in a good cornering area, this Vespa is even capable of putting many motorcycles with much higher power to shame, with good cornering angles and no components scraping across the asphalt.

When it comes to braking, it does its job, but you have to apply some force to the levers, which have no adjustment, and if you’re careful, the controls have buttons that are too small to wear winter gloves. The instrumentation is quite complete and there’s traction control, which comes in handy on slippery days, but you can also turn it off whenever you want. As for the tank, it’s not very big, which, with consumption of around 4 liters at 100, doesn’t guarantee a very long range. The keyless system works well, there’s a glove compartment at the front and there’s plenty of space under the seat.

Of course, the price is quite high, but we really liked this Vespa, not just because of the strong engine at all speeds, but also because of the fun and very safe dynamics, overall quality and beautiful components.

O conteúdo Review – Vespa GTS Super 300 Sport – always in fashion aparece primeiro em Motorcycle Sports.

To say that the Suzuki V-Strom 800 DE was a surprise is perhaps an understatement. The general expectation at the EICMA show about what Suzuki might unveil was low and renewals of some existing models and general improvements were expected. But contrary to the general feeling in the hall, Suzuki actually managed to surprise with two new models, built almost entirely from scratch. The V-Strom 800 DE was one of them.

At the heart of the new V-Strom 800 DE is Suzuki’s new parallel twin-cylinder engine. The 776 cc DOHC engine produces 84.2 hp at 8,500 rpm, with 78 Nm of maximum torque at 6,800 rpm. Designed to be a consistent bike, according to the brand, the four-valve per cylinder engine produces smooth but strong torque at low revs. High levels of torque and traction – extra beneficial off-road – and a pleasant noise through its exhaust system, ensure that it retains a character more akin to Suzuki’s famous V-twin. Its construction reduces unwanted vibrations and helps achieve a more compact and lightweight overall package, which improves, according to the brand, the V-Strom 800DE’s agile handling. These are all strong compliments and characteristics that Suzuki claims to have succeeded in instilling in this engine. It’s important to note that this EURO5 twin-cylinder is a completely new block, built from scratch for this V-Strom 800DE and the GSX-8S, and may even serve as the basis for a number of other models.

CYCLING

With a fully adjustable inverted fork with 220 mm of travel, a 21-inch front wheel, 220 mm of ground clearance, and an electronic kit with additional features around performance and off-road, the V-Strom 800DE promises to stand up to the biggest names in the ADV range. Even so, Suzuki has opted to stray a little from the norm and equip this bike with a 17-inch wheel at the rear, rather than the traditional 18-inch rim we see on most adventure bikes. This bike has a 20-liter fuel tank and a curb weight of 230 kg. Not exactly an encouraging weight on paper, we’ll have to wait to test the V-Strom 800DE and see how it distributes itself and influences the way we ride this bike on the road, and essentially on more complicated paths.

TECHNOLOGY

There’s no denying that Suzuki has let itself be outdone in recent years in the technology department and in the equipment it offers its customers, when compared to brands that are at the forefront of technology. But the EICMA 2022 show seems to have been the turning point. This new V-Strom 800 DE comes equipped with lots of good technology as standard. A new 5″ TFT color dashboard is the command center of this bike, which also features a low-speed assistance system, traction control – including a fully switchable mode, essential for off-road riding – bidirectional quickshifter, switchable ABS on the rear wheel and the Suzuki Drive Mode Selector (SDMS) system, which allows you to select different riding modes for the most diverse situations. All of this allows the new V-Strom to be fully in line with the current standards of technology expected of a motorcycle in this segment, and even to come equipped as standard with some features that are superior to those of the competition.

O conteúdo Review – Suzuki V-Strom 800 DE – a nice surprise aparece primeiro em Motorcycle Sports.

It’s been a few editions since we tested the Zontes 310M here, and now comes its little sister, the Zontes 125M. With an appearance very similar to the larger of the two, this new scooter from the Chinese brand doesn’t seem to differ much from what we felt and saw in the 310M. But after a few kilometers, is that what we felt?

Zontes has been extremely active in the market over the last two years, with many new launches in the various segments, offering a huge range of options for all tastes. Now, in the urban mobility segment, more specifically in the low-cylinder scooter segment, comes the 125M. Yes, at first glance it differs little or not at all from the larger 310M, but there are some differences between them, apart from the obvious power deficit.

SMALL BIG ENGINE

And it’s precisely the power that we’ll start with. The block that powers this scooter is an engine produced by Zontes itself, with 124.7 cc and 14.5 hp of maximum power. And something we immediately feel is the availability of this little heart of the 125M, which, despite not being the most exciting to start immediately, manages to travel smoothly and even quite quickly through the entire rev range. The truth is that on faster starts, this engine has a somewhat delayed response to the throttle, as if it needed a few seconds to deliver all the power. You therefore have to count on this waiting time if you want to make a more demanding start. But this is only the case when you’re at a standstill, as it’s a very different story when you’re on the move. The 125M’s almost 15 hp always seem to be available in any rev range, and this little scooter can reach 80-90 km/h with relative ease. In return for reaching these speeds, this scooter’s top speed is limited to 115 km/h, something that we really shouldn’t consider a disadvantage or a defect, given that it’s a 125 cc bike. The vibrations caused by the engine are felt more in the lower rpm range, but are much less as the speed stabilizes. We were also able to keep the fuel consumption to around 2.6 liters, which is quite positive considering all the EURO5 restrictions that lead to even more intense use, which in this case included some expressways at very high revs. With a 12-liter tank, the task of refueling is something we can delay for several kilometers.

ERGONOMIC AND PLEASANT

As nice as this Zontes 125M’s engine is, it’s important that the bike’s handling matches it. And when it comes to riding a 125cc scooter, ergonomics are very important. Interestingly, despite its very similar appearance to its big sister, the 310M, this scooter has a somewhat different riding position. The handlebars are just the right width for riders of medium height and the seat is located 10 mm lower than on the 310M, allowing us to sit in line with the handlebars in a comfortable and natural position. The legroom is also pleasant and the whole thing offers a very pleasant riding position for both city trips and longer journeys, even on highways. Where the Zontes fell a little short was in the comfort of the seat, as it revealed some discomfort after a few kilometers, practically on all types of roads. However, this slight discomfort is disguised by the good absorption of irregularities by the front suspension and double rear shock absorber. On our “famous” Portuguese cobblestones, the 125M showed exemplary behavior, maintaining comfort and smoothness. Even so, the limit of the suspension, and especially the rear shock absorber, appears early for a slightly heavier rider, or one who regularly rides with a passenger. In the braking department, we can count on one disc at the front and one at the rear, both with ABS. The rear brake seems to be more precise than the front, where we felt that despite having enough power, it could offer greater precision and a less “spongy” feel, despite both levers being adjustable.

TECHNOLOGY AS A BIG BOY

There’s no denying it, technology is becoming more and more of a given, whatever the price range or range of motorcycles. As the years go by, we no longer see high-quality, feature-packed dashboards only on top-of-the-range bikes, now they’re available in all market segments! So, for the price range of this Zontes 125M – under €4,000 – this little scooter has some very interesting technological attributes. The color LCD panel is the same as the one that equips other bikes from the Chinese brand and features numerous functions and presentations, from cell phone connection to lots of information about the bike. The navigation buttons on the right and left of the handlebars are also the ones we’re used to seeing on Zontes bikes.

There’s also red illumination on the buttons as standard, electronically adjustable glass, electric seat opening, a keyless ignition system and full LED lighting. But the technology continues in the storage space, with a USB port in the front compartment on the left, which allows you to charge your smartphone on the move. On the right-hand side, there is also a smaller storage space. As for under-seat space, the Zontes 125M isn’t the most generous scooter and it’s difficult to fit a full-face helmet (as the brand claims) unless it’s quite small.

READY FOR THE COMPETITION

Zontes, like so many other Chinese brands, is betting big on the European market and has quickly distanced itself from the “Chinese” image that we might have thought of a few years ago when talking about motorcycles from that part of the Asian continent. After the 310M, the 125M is proving to be a strong competitor to the A1 scooters already on the market. A pleasant engine, good ergonomics in the riding position, lots of technology, less than 150 kg and an attractive price are just a few points that could make us consider this scooter for our daily commute. And with the pace at which the brand has been introducing new features and improvements to its current models, it wouldn’t be surprising if this 125M is soon to be reinforced.

THE BEST/ ENGINE, WEIGHT, TECHNOLOGY

IMPROVED/ BRAKING, SPACE UNDER THE SEAT

O conteúdo Review – Zontes 125M – small, but handy aparece primeiro em Motorcycle Sports.

It’s a title that increasingly suits many of the models we call “Chinese motorcycles” on the market. As a result of partnerships and development clearly inspired by European markets and trends, brands like QJ Motor are revealing their full potential and presenting us with models capable of “battling” in the market with Japanese and European rivals… and this SRK 400 is a clear example of that.

Present on our market in a more obvious way since the end of the summer, after being unveiled for the first time at Expomoto in Matosinhos in May, QJ Motor wants to conquer its space on the market and it was with a dynamic presentation of this nice 400 that it was presented to the Portuguese press for the first time after a small introduction party in Lisbon. As for the choice of this SRK 400, it’s due to its commitment to winning over a younger audience, which is less sensitive to being influenced by brands with more tradition in the market and which are still, as a rule, preferred by older people. QJ Motor is aware that younger people who are looking for their first, or even second, motorcycle after moving up to 125 cc, don’t look so much at brands as at what they can get for a lower price, which is why it first unveiled this SRK 400 instead of one of the more thermally capable models in its range.

IN SPAIN

On a cool but not sunny morning, this naked bike stripped away all preconceptions and revealed in the hills of Malaga that underneath its nakedness lies a fantastic proposal for all those who want a medium-sized motorcycle that’s affordable in terms of price and low in terms of running costs, all without losing any sense of aesthetics or the ability to provide us with fun moments at the controls. And at the end of it all, there’s the added bonus of a six-year warranty.

When we first discovered it, we could clearly see that, aesthetically, this QJ Motor takes its inspiration from well-known “outfits” from other models on the market, some even from completely different segments. At the rear, for example, the cut-outs clearly lead us to imagine the rear of an R tuned to a Japanese tuning fork. The same goes for the front section, where the headlight assembly doesn’t hide the fact that it was inspired by the letter Z, but not Zorro. The chassis also doesn’t hide the fact that QJ Motor is part of the same group that owns an Italian brand and the position of the rear shock absorber immediately takes us to another Japanese model. But enough comparisons and similarities and let’s get down to business… what does the SRK 400 have to offer?

400 = 40

Equipped with a two-cylinder engine with a capacity of 400 cc, this SRK claims a maximum power of a mere 41 horsepower at 9,000 rpm, and from the very first moment you notice its total availability. It’s an engine capable of providing us with that moment of a slower ride in city traffic, but at the same time capable of “lifting our souls” in those moments of sportier driving where the sound of the exhaust helps us smile even more. This is because the brand’s engineers wanted the SRK to have a voice that wouldn’t be drowned out by the increasingly restrictive rules imposed on us – yes, I’m in favor of sound in exhausts… sorry for the more sensitive – and which often make us even more invisible in traffic.

DYNAMIC

But that’s just a personal detail… at the controls of the SRK’s comfortable and natural driving position, with which we quickly fit in, we find, in addition to the “smiling” engine, a six-speed gearbox that’s well staggered for the segment, which helps us to reach very “nice” speeds, with the pace only being limited on winding roads by the reduced distance of the lower part of the chassis from the ground. As a result, you’re quickly on your feet and even with the foot rest in “friction” mode on the asphalt. But this isn’t a sports bike either… so let’s slow down.

The rear suspension, by allowing the spring preload and extension to be adjusted, helps to improve the dynamic behavior, where the tires – in this case Maxxis units – make their contribution, although without sporty pretensions, so we can’t ask for miracles when we push the pace a little and start to overdo it on the inclines. The brakes – a beautiful set with double discs at the front and a single disc at the rear – are adequate to stop the 176 kilos that the SRK 400 weighs on the scales.

CONCLUSION

In the 150 or so kilometers we rode with the SRK, we encountered a bit of everything, from mountain roads with fast areas and others that were more winding and narrow, to freeways where we ended a day of joyful riding that led us to discover a bit of all the potential of a motorcycle that, without prejudice, wants to conquer its place in the market where it won’t just be the price that makes the difference, but also its dynamic behavior, aesthetics and performance that will surely win over a good slice of users.

The SRK 400 has turned out to be a pleasant surprise, with both faults and virtues, at a fair price in relation to what is on offer to its future owner, basically anyone looking for a beautiful, fun, economical and, above all, easy-to-use motorcycle. They will have to put this QJ on their list of options. Case in point… Chinese? Why not?

O conteúdo Review – QJ Motor SRK 400 – Chinese… why not? aparece primeiro em Motorcycle Sports.