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Cruise control now comes as standard but isn’t active like some bikes in this class.
Cruise control now comes as standard but isn’t active like some bikes in this class. (Ant-Productions/Yamaha/)

The three-wheel Yamaha Niken splits opinion like no other new motorcycle. Simply uploading a few images of it to the internet sends social media into meltdown. Some love it, others curse it. But whatever you may think, the Niken is undeniably a fascinating street bike.

Editor’s note: We last test rode the Niken GT during the 2019 Yamaha Niken GT MC Commute Review article and video.

The triple-wheel triple-cylinder sport-tourer was first shown to the public in 2017. Yamaha made no high-and-mighty claims about the Niken as the future of chassis design and engineering. The Japanese factory simply said it wanted to give more front-end performance and security to a premium sport-tourer. As in rock climbing, where holding on with two hands is better than one, with two wheels at the front there is more grip and less chance of losing the front.

The more open-minded were fascinated. I have covered many miles on the three-wheeler and relish the grip and stability of the unique Leaning Multi Wheel (LMW) front end. But there were niggles with the original bike, particularly a soft rear end, a small nonadjustable screen, and, by modern standards, a general lack of premium spec and tech.

For 2023, Yamaha has given the Niken a new lease on life by addressing some of those shortcomings and added a few quality touches we weren’t expecting.

Although it looks much like the older bike there are significant changes. The revised model receives the new CP3 890cc motor, up 42cc, and now produces 113.3 bhp at 10,000 rpm and 66.9 lb.-ft. at 7,000 rpm. There’s a new steel and aluminum hybrid frame, and Yamaha has improved and redesigned the rear suspension too.

A reshaped seat helps shorter riders access the ground more readily and, tech-wise, a generous 7-inch screen replaces the unpopular smaller dash, while an up-and-down quickshifter is now standard along with cruise control. Capacious 30-liter panniers and a larger, adjustable screen come in courtesy of customer demand.

Up close, the new Niken exudes quality. The finish is immaculate, reminding us that it is a premium product (with a premium price). The new TFT dash is pleasingly busy with crisp and colorful information, connectivity, and full-map Garmin navigation on tap. Everything is accessible via a new five-way joystick on the left bar, with the unpopular “Yamaha wheel” on the right bar now removed.

Get rolling and subconsciously at least it’s easy to assume all the Niken’s extra front-end architecture will play havoc with the slow-speed steering, but in reality, the feeling through the bars is barely different to that of a conventional machine. Despite hitting the scales at a quoted 595 pounds (wet), the Niken’s mass is well disguised (and, it’s worth noting, smaller than Yamaha’s conventional sport-touring FJR1300, which is 642 pounds).

The steering is certainly a little heavier than a normal bike of similar capacity but otherwise it behaves as you’d expect from a friendly, well-appointed sport-tourer. Almost.

In terms of suspension, each front wheel is independent of the other, meaning that if one wheel hits, say, a raised pavement marker, this isn’t felt by the other, which is a characteristic you have to tune in to. On occasion, the rear wheel can hit a bump that’s been passed either side by the front tires, which can feel a little weird. But once you get your head around these quirks, you stop thinking about the quantity of wheels you have beneath you and focus on the strengths of its ride.

The main one, unsurprisingly, is the avalanche of grip produced by the LMW front end. When you have a moment, run in too hot on a misjudged, hanging turn, you can’t help but see in full clarity the purpose of the Niken. Its twin 15-inch tires manufacture grip like no other, and in that moment you love it for that. But there’s more to it than that. In town, you can lay the bike over on surfaces you’d usually view with utmost suspicion as the front, in theory, won’t slide. Slow-speed maneuvers are highly entertaining as you can carry a decent angle of lean on a cold tire, and you don’t have to worry about losing the front on a drain cover or slimy painted line.

The Niken GT is assured, has buckets of smooth torque on tap, and a particularly sweet quickshifter. Furthermore, it carries its weight well and is only fractionally wider than your average two-wheel sport-tourer. You can still go for the same gaps in the traffic, though precision riding is advised.

The older Niken

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By: Adam Child
Title: 2023 Yamaha Niken GT First Ride Review
Sourced From: www.motorcyclistonline.com/reviews/yamaha-niken-gt-first-ride-review-2023/
Published Date: Thu, 11 May 2023 10:00:01 +0000

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2023 Polaris Slingshot S

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12 hours ago

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June 5, 2023

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The most affordable entry into the Slingshot family is the Slingshot S with a manual transmission and Moonlight White paint. MSRP is $21,499.
The most affordable entry into the Slingshot family is the Slingshot S with a manual transmission and Moonlight White paint. MSRP is $21,499. (Polaris/)

Ups

Radical styling (either you like it or don’t)Moderate price tagAvailable with a manual or automatic transmission

Downs

Less refined than an auto, less visceral than a traditional motoLoose handling above highway speedsS model uses Polaris’ detuned drivetrain

Verdict

Polaris’ 2023 Slingshot S brings a sense of familiarity you’d expect from a model revision rather than a complete overhaul. The entry-level three-wheeled “autocycle” retains its core features and spec sheet from the previous generation; however, additional colors, customizations, and minor revisions help with personalization.

Are these small changes enough to warrant a purchase? While the new colorways and wheel options alone may not justify an upgrade from your 2022 model, the 2023 Slingshot S improves upon the niche market’s already favorable machine. On paper, Polaris’ 2023 Slingshot S is the most refined iteration the company has produced yet.

The Slingshot S is available in Jet Black, but only when you upgrade to Technology Package 1, which features upgraded Rockford Fosgate audio equipment, windscreen, and security package.
The Slingshot S is available in Jet Black, but only when you upgrade to Technology Package 1, which features upgraded Rockford Fosgate audio equipment, windscreen, and security package. (Polaris/)

Overview

Since its introduction in 2015, the Polaris Slingshot has always carved its own path. While three-wheelers are already a niche market, the autocycle completely obliterates the already loose definition of a three-wheeled powersports product.

Where most three-wheelers conform to the typical characteristics of seats and handlebars, the Polaris Slingshot opts for carlike aesthetics; you don’t ride a Slingshot, you drive it. Equipped with a two-seat, SxS-esque cockpit, the front half of the Slingshot feels like a modern take on a VW dune buggy. From the cockpit rearward, the machine looks as if you lopped off the rear differential and installed a sportbike’s rear running gear in its place, begging the question: What is it? Is it a car or a motorcycle? If you ask us, we’d say neither.

To whatever category you classify the Polaris Slingshot, it’s the premier example. Featuring aggressive styling, a peppy in-house-designed drivetrain, and an astounding amount of personalization, the Slingshot hits all the marks for an autocycle.

While missing some of the specifications of the higher-trim models, the starter Slingshot S exhibits an impressive showing, allowing new entries into powersports the chance to climb behind the wheel of a well-equipped autocycle at an affordable price point.

The Slingshot concept is undoubtedly polarizing. Radical, over-the-top styling will draw some in, but have others looking the other way.
The Slingshot concept is undoubtedly polarizing. Radical, over-the-top styling will draw some in, but have others looking the other way. (Polaris/)

Updates for 2023

The 2023 Slingshot S is practically identical to its previous year’s counterpart, except for minor aesthetic changes. Rather than the previous model’s Ghost Gray body (or Slingshot Red with optional Technology Package I), the 2023 Slingshot S is available exclusively in Moonlight White (or Jet Black with optional Technology Package I).

The 2023 model also features revised split-five-spoke wheels.

Pricing and Variants

Like 2022′s Slingshot S, the 2023 model can be ordered in two basic trims: base ($21,499 MSRP) and Technology Package I ($24,299 MSRP). However, within these two packages, price hikes occur when adding an automatic transmission, raising MSRP to $23,349 and $26,149, respectively.

While both models feature the same drivetrain and overall feature list, Technology Package I adds premium Rockford Fosgate audio and 2.7-inch display, a security package, and clear windscreen.

Polaris also introduces its new personalization features for the 2023

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By: Cycle World Staff
Title: 2023 Polaris Slingshot S
Sourced From: www.motorcyclistonline.com/polaris/slingshot-s/
Published Date: Sat, 22 Apr 2023 21:31:45 +0000

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Speed Read: Rodsmith’s wild Moto Guzzi sidecar rig and more

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13 hours ago

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June 5, 2023

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latest motorcycle news 142

Moto Guzzi sidecar by Rodsmith, and other custom motorcycles

The motorcycle racing influence is clear in this week’s Speed Read. We start off with a Moto Guzzi sidecar hack built to set a land speed record, then profile the new Norton V4CR limited edition café racer. A vintage Triumph Trackmaster flat tracker follows, before we conclude with an endurance racing-inspired Yamaha XSR900.

Custom Moto Guzzi sidecar by Rodsmith
Moto Guzzi sidecar rig by Craig Rodsmith A classic Moto Guzzi of dubious origins with handmade, flowing bodywork, built for ludicrous intent; you betcha, it’s another Craig Rodsmith build. What started as a functional motorcycle sculpture for Craig’s best mate, the late Bobby Haas, founder of the Haas Moto Museum, quickly evolved into a more ‘focused’ build.

As well as being a successful businessman, an ace photographer for National Geographic and becoming the ‘Patron Saint of Custom Bike Builders,’ Bobby Haas was an avid sidecar rider. Originally approaching Mr. Rodsmith to make a sidecar that he and his partner Stacey could ride around Dallas, Bobby soon had another idea rattling around in his head. He wanted to attempt a land speed record at the Bonneville salt flats—and he wanted to do it with a sidecar rig.

Custom Moto Guzzi sidecar by RodsmithRead More

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By: Ben Pilatti
Title: Speed Read: Rodsmith’s wild Moto Guzzi sidecar rig and more
Sourced From: www.bikeexif.com/custom-motorcycle-news-june-4-2023
Published Date: Sun, 04 Jun 2023 17:01:53 +0000

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How To Rent Route 66 by Motorcycle, Part 2

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1 day ago

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June 4, 2023

By

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When Texas hippies make art with eccentric billionaires: the Cadillac Ranch.
When Texas hippies make art with eccentric billionaires: the Cadillac Ranch. (Anders T. Carlson/)

Recap

Welcome (back) to Part 2 of “How to Rent 66 by Motorcycle.” To recap, EagleRider gave me a ton of free credits to take a long trip on one of its rental motorcycles. In return, I enjoyed myself and wrote whatever the hell I felt like writing. I rode one of its Yamaha Ténéré 1200s on a self-guided Route 66 tour. If it had sucked in any way, shape, or form, that would be the headline up top. But it was a great experience by almost every metric. Read the How to Rent Route 66 by Motorcycle, Part 1 article.

In Oklahoma, I changed plans. Instead of returning to Chicago, I’m going to Vegas. Thanks, EagleRider.

A Studebaker stands sentinel over the site where Route 66 crossed the Petrified Forest N.P. in Arizona.
A Studebaker stands sentinel over the site where Route 66 crossed the Petrified Forest N.P. in Arizona. (Anders T. Carlson/)

Halfway, More or Less

After almost a thousand miles, I’m starting to understand Route 66 more. While it exists as a literal road in countless spots, Route 66 is more psychic geography than anything. The freedom, escape, and opportunity are rooted in hopes and dreams, not asphalt and road signs.

Even in its heyday, the ideals of Route 66 were fleeting. People bemoan the “decline” of Route 66 towns, but America is built on the idea of moving on. There is always better than Here. John Steinbeck’s “Mother Road” made it easier for people to move homes, lives, and capital to a better place. And people built livelihoods dedicated to this nomadic process. America’s DNA is encoded with success based on failure. What was, builds what is.

The late Bobby Troup wrote the famous song “Route 66″ in 1946, and it was a hit for Nat King Cole shortly thereafter. It’s worth remembering that Cole couldn’t safely travel much of it. “Sundown Towns” meant anyone of color might not have survived their stay. With the help of the “bible of black travel,” or the Negro Motorist Green Book, African Americans could experience Route 66—if they planned ahead. In 1950, only six of 100 hotels in Albuquerque, New Mexico, served them.

From an engineering perspective, Route 66′s end was being planned while Cole’s hit was climbing the charts. World War II made it clear that a comprehensive, centralized plan for interstate travel was needed. It’s one thing to build a road for Studebakers, quite another for tanks and troop transports. Route 66′s short concrete slabs and simple asphalt were turning to dust halfway through the war.

All that aside, the Ténéré makes everything great. It knifes through truck turbulence and holds 90 mph for hours at a time. It’s a hilarious period at the end of every vintage sentence the trip writes. Nobody is impressed by it except me. And some kid at a gas station in Vinita, Oklahoma. Thanks, kid.

The spring chill in Texas is no match for a Green Bay Packer hat under the leathers.
The spring chill in Texas is no match for a Green Bay Packer hat under the leathers. (Anders T. Carlson/)

Texas Panhandle

Why is it a “panhandle”? Is Texas being dumped into the Caribbean or Mexico? Dumb questions like this bounce around my helmet as I hurtle toward the end of Oklahoma. At Sayre, an extant section of Route 66 splits off for 23 miles until you get to Texola. You get to go through Erick, hometown of country music legend Roger Miller. It’s also unofficially the first “Western” town on the route.

They say everything’s bigger in Texas. But anything looks big when there’s nothing around to compare it to. Without trees, people, or mountains, any place seems terrifyingly vast. No offense, Texas.

Texas greets me with a giant concrete triangle, visible from miles away. It turns out to be a rest stop with an observation deck to observe all the nothing for miles around—except wind. It offers an educational exhibit about wind energy. Being Texas, there’s canopied picnic spots, complete with Texas-shaped grills. Grilling sounds great. It’s cold. But my Packer hat makes for good jacket insulation. Once again, Texan challenges are no match for the Green

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By: Anders T. Carlson
Title: How To Rent Route 66 by Motorcycle, Part 2
Sourced From: www.motorcyclistonline.com/news/how-to-rent-motorcycle-and-ride-route-66-part-2/
Published Date: Tue, 25 Apr 2023 18:31:26 +0000

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