#abs

It’s nearly impossible to purchase a new motorcycle that doesn’t include some form of pre-installed electronic rider aid. From cornering ABS to switchable ride modes, on-the-fly adjustable traction control to hill-hold start, the variety of rider aids made available in just the last few years is mind blowing.

In our Beginner-Ish Sportbike Shootout, the KTM entry got beat up about its brakes. When compared to the CBR300, the Ninja 300, and the YZF-R3 , the poor RC390’s binders, well, just didn’t compare. Of course, this sparked discussions about whether the ByBre brakes were inferior to the components that its parent, Brembo, both designs and manufactures. Well, thanks to Scandinavian Brake Systems (SBS), we’ve had the opportunity to test this theory with a set of SBS 877RS pads. For this test, we’ve enlisted a 390 Duke, which shares its single 300mm disc and 4-piston, radial-mount caliper with the RC390, as our test mule.

Us MOrons enjoy the luxury of working from home offices, but imagine an alternate world where we actually had an office to go to everyday. Clearly, this scenario won’t be hard for many of you to imagine as it’s your reality. And if you’re also the type to take the long way home after clocking out, followed by a lengthier ride come the weekend, you’re the type of rider Kawasaki and Suzuki are reaching for with the Z800 ABS and GSX-S750 – unless you live in California. Neither bike is currently being offered for sale in the People’s Republic. Intended for the sportbike rider who may be more, ah, mature these days with things adults call, um, responsibilities, the two still offer middleweight performance without the supersport ergonomic commitment. They are also more affordable, at $7,999 for the Suzuki and $8,399 for the Kawi.

Recently, we had the chance to sample the 2016 Kawasaki Z800 ABS at its U.S. introduction in Palm Springs, California. I approached the bike from a unique perspective, as I had already ridden it in Europe, where it was introduced in 2013. I came back impressed with the bike during my short track stint with it, but had no idea how it behaved on the street. I figured I wouldn’t get a chance to find out, as this was one of the many bikes available in other markets that I’d never get to sample on home soil. Luckily for me, I was wrong (a feeling I’m more than used to … sigh). Kawasaki has seen growth in the American market for mid-displacement standards, and figured the time was right to bring the Z800 here. So quick were Team Green to bring the baby Zed to the States, that it didn’t even bother to tweak it for CARB compliance in the Golden State: For $8,400 Kawasaki will give you a brand new 2016 Z800 ABS and a dollar back in change. Unless you live in California, in which case you’re out of luck.

Kawasaki announced it will import its Z800 middleweight streetfighter to the U.S. for the 2016 model year, slotting in below the Z1000 in the company’s lineup for $8,399. Unfortunately for residents of the Golden State, the Z800 will be a 49-state model and will not be available for sale in California.

The Suzuki Bandit has been a staple in the company’s lineup for some time. From the 600, to the 650, then the 1200 and lastly the 1250, Bandits were unique in that they were surprisingly capable of handling daily commuting duties, yet were remarkably uninspiring overall. Still, if that’s the worst we can say about the Suzuki Bandit 1250 ABS all these years later, then Suzuki succeeded in producing a solid jack-of-all-trades street motorcycle. Here, we visit with MO’s European Correspondent, Tor Sagen, to get his thoughts on the then-new Bandit 1250 ABS for this week’s Church feature. Also, be sure to check the photo gallery for more Bandit 1250 ABS pictures.

Opinions about electronic aids to riding motorcycles are like belly buttons, every rider has one. Cruise to any of the motorcycle forums that my employer owns (there are a bunch of ‘em), and you’re likely to find a thread debating the evils of ABS and/or traction control because they insert themselves between the rider’s input and the motorcycle’s reactions. Just about a year ago, Teakettle editor, John Burns, gave us his take on traction control, summing it up thusly: “I think TC is the greatest moto invention since the rubber tire.”

Cresting the hill coming onto the front straight at Sydney Motorsport Park (better known as Eastern Creek Raceway), the throttle is wide open in second gear. As I click into third, the front comes up, rests at a neutral position about a foot off the ground, then gently returns to Earth moments later. All the while, the throttle was resting on the stop. Drive never felt interrupted, and despite the roughly 200 horses packed inside the new 2015 Yamaha YZF-R1, there was never a fear of being too liberal with the throttle. That’s when I knew Yamaha has just raised the bar. A lot has changed since the original R1 was introduced in 1998, and with the 2015 Yamaha YZF-R1 and R1M, never has the line between MotoGP and lil ’ol me been so blurred. That’s not just a Yamaha marketing tagline, either. Valentino Rossi himself (along with American Superbike champ, Josh Hayes) had a significant role in developing the R1, with the aim to incorporate the most sophisticated level of electronics on a production sportbike. These are just a few examples:

In 2013, Zero introduced the platforms from which it would build upon for the future. Consisting of what, Zero claims, are the most energy-dense batteries on the market today, its propulsion systems remain quite advanced in the industry. However, off-the-shelf brakes, suspension and tires meant the bikes couldn’t quite reach their full potential. For 2015 however, Zero Motorcycles feels like it has finally come of age.

First introduced to the U.S. in 2008 as a non-California compliant 49-state model, Kawasaki’s Versys 650 immediately earned praise from journalists, experienced riders, and commuters who could appreciate its practical blending of a nimble sporting motorcycle – and – a truly comfortable chassis. Motorcycle.com’s loudest complaint about the original Versys was merely that it wasn’t legal in California, and even that fact couldn’t stop it from earning 2008 Motorcycle of the Year honors from one of the largest U.S. print mags.

Introduced at EICMA 2014, the Ducati Diavel range, which includes the standard Diavel and the Diavel Carbon, is bolstered by the limited-edition Diavel Titanium. As the name suggests, the Diavel Titanium takes advantage of the lightweight and sturdy metal, and combines it with strategic doses of carbon fiber to create an elegant yet sinister looking new member of the Diavel family, of which only 500 will be made.

Kawasaki’s Versys 650 is one of motorcycledom’s great unsung heroes, delivering incredible versatility at a reasonable price. But, let’s be honest, its homely appearance may have handicapped its sales success in spite of its all-around excellence.

With a brand new Inline-Four MotoGP race bike set to debut later this year, you’d think Suzuki would choose this moment to update its GSX-R1000 as well. You’d be thinking wrong however, as the GSX-R1000 returns for 2015 with just ABS as standard equipment and bold new graphics.

Today at Intermot, Moto Guzzi unveiled a revised V7 lineup with a host of new features. Despite its vintage heritage, the V7 II lineup will receive ABS and “Moto Guzzi Controllo Trazione,” better known as traction control. While the addition of ABS is no surprise considering all motorcycles sold in Europe are required to have the feature starting in 2015, traction control was slightly unsuspected. It makes sense, however, since much of the ABS hardware can perform double duty.

The front end of the Piaggio MP3 looks a bit like an angry Mutant Ninja Turtle or, if you stretch it, like a big scary frog. It’s a quirky scooter but the French seem to love it, having purchased nearly 70,000 of them. So, it was appropriate that Piaggio chose Paris as the city in which to launch the newest version of the MP3.