Відео

thanks for the question. The suspension on this bike is inherently softer feeling. The forks were redesigned to decrease friction through the stroke, which allows the suspension to work a little more freely. As for clicker settings I believe I was a couple clicks stiffer on fork suspension. Also you might want to try speeding up your fork rebound. It will help the forks stay more planted through rough stuff. For the rear be sure to check your sag, I am 160lbs without gear and I was happy at 102. Try to go 1 or 2 clicks in on LSC and set your rebound to 9-10 clicks out.

@@ultimatemotorcycling Thanks a lot. Will make sure to try this!

That's true, there is a rubber plug but it was taken out by Kawasaki before our testing began. Holes in the airbox and an upgraded exhaust system will definitely help the KX450 breath a little better. However, we must admit that smooth low end power is not a bad thing. It helps with controllability and can help reduce rider fatigue. Overall the 2024 KX450 is a very rider friendly bike.

@@ultimatemotorcycling yeah. Usable power is more important than just plain power.

Thanks man this bike Will be perfect to my im a 250 c class rider

Think you missed the point from what I could tell he loved the smooth power and your telling him how to get more out of it 😂

@@nathancrittenden8525 watch it again. I could have sworn that there were some parts of the curve that he wanted more power

You are correct. This new gen KX450 has a 270mm front disc paired with a Brembo caliper and master cylinder and a 240mm rear disc gripped by a Nissin caliper.

No amateur rider in the world needs 60 horsepower a lot of pros even moan it's too powerful. I think this bike is for the masses and it's about time

Hi Michael, It's fairly average. I wouldn't describe it as a narrow going from lock-to-lock.

Hi Vardanchaudharyworld, We ran stock sizing, but they were Pirelli Diablo Supercorsa SP V4 tires, which we mentioned in the story, but I just wanted to reiterate. I don't believe the front wheel would accept a 120/70 in place of a 110/70, so that's most likely not a possibility. Also, no, you would not be able to add a second brake disc without heavy modifications. You'd need a wheel that could accept a second rotor, then you'd also need to replace the lower fork stanchion to accept an additional brake caliper, and finally, rework all of the brake hoses. It'd be impractical for the application. The RS 457 brakes are more than adequate within their context and if an owner wanted to take things further, they could follow the same route by Ninja 400/R3 racers that have simply upgraded their master cylinder. Your master cylinder dictates braking performance more than any other component in that chain. Take care! - Nic

I got the idea now. Thank you so much for the response.

Hey @Guzzikos970, That's a tough question. It looks like you own either a V7 or a V9, which is definitely a whole different animal than a sport-touring bike like the Tracer 9 GT+. Is there a possibility you could keep the V7 for local cruises? That's genuinely one of my favorite standard/cruiser bikes because it has such a distinct personality when compared to the market at large. Meanwhile, the Yamaha could handle longer rides much better, offer far more advanced features, performance, and carrying capacity. A bike in that class will definitely open doors for your riding in terms of where you'll want to go. While I see the Yamaha as one of the best values in class, habe you considered the V100 Mandello or Stelvio? Those have the Guzzi charm with modern amenities. Take care! - Nic

@@ultimatemotorcycling much appreciated on the detailed answer bro. I get your point, and I do agree that my v7 and the GT+ are different obviously, and I still have doubts of selling vs keeping. It’s a centenario edition and it’s only one out of 750 made for 100 years of MotoGuzzi so damn hard decision to make. But on the other hand I want to make longer trips and I am impressed by Yamaha. So I either will have to get kicked out by my girlfriend if I keep the Guzzi and buy a Tracer, or I have to teach her to ride as well.

@@newmanexplorer I'd go with the latter 🫡 The Moto Guzzi and Yamaha simply do very different things in very different ways. I'd boil it down to what you need right now: If longer trips are on the horizon, go with the Yamaha. If not, the V7 will always be fun. Take care! - Nic

Hi Sam, We're definitely interested in doing a comparison between the Aprilia RS 457 and Kawasaki Ninja 500 as they approach the lightweight class with drastically different strengths. Let's address your first question: You definitely shouldn't regret your purchase. Speaking personally, I have a lot of experience with the Ninja 400 (which is quite similar to the 500), racing one for a few years. The critical difference between the Aprilia and Kawasaki is the performance ceiling that each bike achieves. The RS 457 chassis is significantly stiffer, as is its suspension, and creates a bike that feels more mature than what we'd normally see in the lightweight category. Meanwhile, the 457cc engine and its 270-degree crank design make it quite engaging, though the class is fairly close in terms of peak performance numbers. Meanwhile, the Ninja 400 and 500 (they share a chassis) are softer overall, with the chassis itself taking a much more street-oriented approach that prioritizes comfort. Considering Ninja 400/500 may be purchasing their first bike, having something with complaint suspension that absorbs bumps easily, and doesn't feel as racetrack oriented is good, considering newer riders will not be pushing their bikes as hard or requiring the same kind of chassis stiffness until they gain experience or skill. Any first bike is a good bike. So, an Aprilia RS 457 would definitely be more suitable for a newer rider that's interested in trackdays or generally more aggressive riding, that doesn't make the Ninja a bad choice at all. It simply doesn't achieve the same performance ceiling as the Aprilia. However, remember you're just starting out and beginning your career on a bike like the Ninja is a great choice. Even more, you've made a calculated decision based on dealer access, parts, etc., which is an important consideration: Buyers may not have immediate access to dealers for a variety of brands and that can create challenges during ownership. That said, once you've gained some confidence over a couple of seasons, you can bump up to a larger displacement bike. For example, something like the Aprilia RS 660, which the RS 457 chassis is directly based on. Hope this helps! - Nic

@@ultimatemotorcycling this was a great answer I appreciate you!

@@levelupwithsam Of course! I'm happy to help! Don't be afraid to take the Ninja to your first trackday, either. I got my race license on a Ninja 400 with stock suspension (just swapped out to stickier tires, did rear sets/clip-on riser handlebars). When you're first learning, you don't need much to get going and understanding the limits of things like suspension or brakes is good to know, so that you can appreciate higher-spec equipment. You've got a fun bike! Learn on it, enjoy it, take care of it, and when it's time to bump up, you'll have tons of awesome middleweights waiting. Take care! - Nic

In my country ninja costs way more than rs457, Aprilia costs £4100 whereas ninja 500 cost more than 5500, so It don't make sense, if ninja is cheaper in your country and you're more concerned with comfort only then one should go for ninja

yep, how much is in you country?

Hi @arjenbootsma6881, Observations with fitment go both ways, although more often than not, taller motorcycles can present limitations that apply to a large percentage of riders. This did get me wondering about the statistics. According to several resources, less than 1% of the male U.S. population is above 6'5", so we'd be speaking to an extremely limited audience. However, a large percentage of the U.S. population is around my height of 5'10" and I can speak broadly to that experience. Additionally, it's easy to see where riders shorter than myself might run into trouble if I'm struggling to reach the ground on taller motorcycles. That said, it's just as tough to speak to the riding experience of someone that's 6'5" as it is someone who is 5'0", nor do manufacturers consider heights at such extremes. I mean, you can probably just step over most bikes, man. Take care, - Nic

@@ultimatemotorcycling Thank you for your thoughtful response. I must admit that the fact that "the world" doesn't take tall people into account is a longstanding source of annoyance and frustration, from cars I don't fit in, to bikes that would force me to ride with my knees tucked up into my armpits, to apparel manufacturers that only offer up to a size one size too small for me. As to your last comment, when the Royal Enfield Interceptor came out a while ago, I saw one at a show, and I was able to stand over it without any part of my body touching the bike.

Hi, a few reports on the Stelvio have criticised comfort levels on a long ride. Any comment?

@@robertshotliff1743 I was happy with the comfort, though I'd remind readers/viewers that comfort is fairly subjective. For reference, I'm 5'10" and didn't experience any discomfort. It has a neutral riding position, plenty of legroom, and a casual reach to the handlebars for someone of my size. Take care! - Nic

Hey Bruceread4507, We generally cite imperial figures because we're a U.S.-based publication. It'd probably be a lot easier if we used the metric system. Thanks for the kind words! Take care! - Nic

'Merica.

Hey @Rambler358 Not that we're aware of at this time. That said, taking an MT-10 and converting it for touring duty is something that the aftermarket has facilitated for some time now. Personally, adding that kind of weight would detract from the MT-10's sportiness for me, but if you'd like to take that route, there is an established path. Take care, - Nic

Hey @Ianhlliwell8604, The BMW GS is a prominent figure in the class for good reason. It often promotes new technologies, performance, and handling with its ADV-touring platform. While those things are important for the industry, the Moto Guzzi Stelvio brings a completely different character to a class with such established and distinct personalities. In that sense, it does offer a refreshing take on the ADV-Touring question with its charming V-twin and solid chassis. Take care, - Nic

Hey @Gerokatseros, Oh, that's a tough question! It's been quite a while since I've ridden an AT with a 21-inch front wheel. That said, what I can say is that the AT has a more conventional and modern approach in its parallel-twin engine. It spools up nicely, has good punch, and has character on par with plenty of other p-twin powerplants in the industry. In contrast, the Stelvio's V-twin is far more distinctive, focusing more on its low and midrange power. In terms of handling, the Honda is no slouch, though I'd imagine that the inherent stability of the Stelvio will be touch to match for many models in this cateogry. Comfort wise, they're running neck and neck, though the AT is far taller and that could be a hurdle for some potential buyers. We were riding pre-production units and that may have been a calibration issue 😉 Hope this helps! - Nic

Hey Robert, we appreciate the feedback. It’s all about the fun factor!

Great idea a! Supermoto!