There are a whole bunch of exciting bikes coming your way over the next year. Here's a look at the red-hot two-wheelers due next year.

This motorcycle is distinctively a Pulsar, but its stance suggests that the CS 400’s genetics have mutated from the standard Pulsar fare. The styling is muscular as always but there’s a bit more swarthiness to it. But despite all of that, the CS 400 has a more relaxed air too; the stepped seat looks more substantial and the raked-out forks suggest that steady riding is also something to be enjoyed on this motorcycle. Add all that up and the Cruiser Sport name starts to make perfect sense.

Think Ducati Diavel for the masses and you’ll get the idea. The tail-lamp looks like it's drawn inspiration from Bologna while the rest of the design is from its Chakan facility, expectedly edgy and satisfying. The masked headlamp looks sinister, the chiselled tank is beefy and the rear section looks like it was chopped by a meat cleaver. The CS 400 will be powered by the 373cc engine from the KTM 390 Duke and with the right kind of tweaks, it should continue to boast near 40bhp of power while offering a smoother and more easygoing feel. The CS 400 will be equipped with some premium kit – the steel perimeter frame aside, the CS will get USD forks and a beautiful alloy swingarm.

Going by the styling, it is clear that BMW is playing it safe, which is strange when you consider that quirkiness is a BMW hallmark. Then there are the specs – 313cc of displacement, 33.6bhp of power and a kerb weight of 158kg. Although these figures won't worry the competition or send enthusiasts rushing for their cheque books, if the G310 R can emulate the sophistication and refinement of BMW’s bigger motorcycles, it will be a very interesting proposition indeed. Good ride comfort and everyday rideability should tempt riders who want a well-rounded motorcycle to swing a leg over.

Firstly, Royal Enfield has built a new, smaller capacity engine for the Himalayan. This engine brings RE in line with most other motorcycles as the chain drive is now on the correct side, the left. Its near 400cc of displacement ought to make it lighter, and more free revving too. This air-cooled engine also packs an oil-cooler for consistent performance even when used aggressively. Conventional telescopic forks, albeit with lots of travel and the adoption of a monoshock at the rear, another first for RE, will ensure the Himalayan can roar its way up to Base Camp. The chassis is derived from the dual cradle frame and is kept beautifully displayed on the aft section of the motorcycle.

Super light weight, that’s what this Kawasaki promises. And at about 148kg, the SL is 20kg lighter than its twin-cylinder sibling, though it packs more power than its twin-cylinder sibling at 27bhp! Regular telescopic forks hang off the front of a beautiful tubular trellis frame while the rear uses a monoshock. Kawasaki offers ABS as an option on the SL and hopefully, it will be on the India model as well. In terms of design, the SL is every bit a Kawasaki with plenty of 'sugomi' (which means an ability to inspire awe in Japanese) for a small bike.

KTM India will launch the new updated RC 390 that was showcased at the 2015 EICMA motorcycle show in the Indian market soon but the India-spec 2016 KTM RC 390 will not get side mounted aluminium exhaust system to save cost

The KTM RC 390 is among the most popular motorcycles in the Indian market and despite the fact that it was launched in 2014; KTM boffins have already updated the supersports offering. The 2016 KTM RC 390 was unveiled at the 2015 EICMA motorcycle show in Milan and the biggest visual difference between the older and the new model is the new single side exhaust muffler instead of the older underbelly unit. According to KTM officials the new aluminium exhaust muffler was added to meet the stringent Euro 4 emission norms. The 2016 KTM RC 390 is heading to our shores in early 2016 and according to our sources the India-spec KTM RC 390 will not get the new exhaust system. Since the current exhaust system meets the emission norms of the country and the fact that the RC 390 will be replaced with a new bike in 2017, KTM has decided to not add the new exhaust system. This also can be seen as a cost cutting exercise as the new aluminium exhaust unit would have increased the price of the new KTM RC 390 further. 

Apart from the lack of new exhaust system, the India-spec model will receive all the goodies that were added to the 2016 KTM RC 390 which includes the addition of a slipper clutch which was recently made available on the KTM 390 Duke. There’s also a ride-by-wire system, designed for smoother and more linear power delivery. The liquid-cooled, 373c mill churns out 43PS of peak power at 9,000rpm and 35Nm of maximum torque at 7,000rpm. At 320mm dia, the front disc brakes – developed in conjunction with Brembo - are larger, and now come with adjustable brake and clutch levers. The KTM RC390 entered the Indian market in September 2014 which means within 16 months of its debut the motorcycle has been updated which makes life even more difficult for its rivals. Expect the 2016 KTM RC 390 to be priced at a premium of Rs 10,000 to 15,000 over the standard motorcycle.

Courtesy : Zigwheels

Flexible motorcycles are definitely great, but we find out if the Moto Guzzi Audace ticks that big box.

There are days when I want to get astride a motorcycle and wring the throttle, and discover the laws of physics on my own. Then there are days when I just want to take it easy on a motorcycle humming the same tune that’s been playing in my head. And then there are days when I want to do both. One motorcycle for such days is the Moto Guzzi Audace.

In theory, the Moto Guzzi Audace is a cruiser. And it is really, with a stretched-out yet relaxed riding position. However, so is the Moto Guzzi California. Let’s be honest, the two motorcycles are actually the same. The change in the name comes from the wider, blacked out drag-bars, footpegs instead of footboards, and a carbonfibre front mudguard.

Iconically Italian

Look at the motorcycle from the side, and you can see that the main focus of the motorcycle is comfort, but you also notice that the entire design gives out a sense of power. Though it might not look quite as big in the pictures, it is actually quite large.

The speedometer is quite large, with a red-needled analogue tachometer and a round digital display overlaying this. The handlebars are flat and wide. They add to the aggressive look of the motorcycle, and also provide good leverage. The tank when measured across seems to never end. And then there is the longitudinally mounted engine sticking out on each side.

The palm grips are soft, and the footpegs have ample grip too. The split seat made of faux leather, is large and comfortable, and is on the softer side. Pillions will, however, complain of discomfort even on a short ride. The tail-lamp is split into two rows of lights, also incorporating the turn indicators.
 

Beating heart

The Audace has a 1,380cc, longitudinally mounted, V-twin, fuel-injected and air and oil-cooled motor. Cranking the massive engine needs more than a dab. The Moto Guzzi Audace starts up with an exhilarating bark, but later settles down into a more muted note–quiet and understated. Once you have it going, you feel the characteristic longitudinal vibrations, which make way for silky smooth performance above 2,000rpm.

The three riding modes – Sporty, Wet and Touring – take control of fuel delivery, while a three- level traction control system checks wheelspin. As a result, you often find yourself confident enough to whack the throttle wide open, despite the bike's intimidating size and power.

Revs climb fast, and the limiter is hit at 7,000rpm. Power is spread quite well across the rev range, and all of the 96bhp of power is delivered at 6,500rpm. Torque is a healthy 12.3kgm at 3,000rpm, which is evident from the initial tug you feel.

The engine is backed by a light hydraulic clutch mated to a six-speed gearbox, which feels just shy of smooth. The final drive is shaft, and as the motorcycle speeds up, it makes a beautiful whine so typical to exotic machines seen in the movies, giving the perfect soundtrack to a quick dash on the highway.

The big Moto Guzzi’s footpegs are forward-set, but not too much as to stretch you out more than you’d like. Shorter riders might run into some problems though. Since the Audace is a cruiser in reality, it gets a top-class cruise control system, which can be engaged anywhere over 40kph. It also gives you a leeway of 30kph as acceleration for overtaking manoeuvres on the highway.
 

Behind the scene

The front has conventionally mounted 45mm forks, while at the rear, there’s an alloy swingarm with the shaft-drive encased, and fully adjustable dual shock absorbers. These were set rather soft on our test bike, but for a motorcycle that weighs just under 300kg, it works well and can, of course, be adjusted. A stiffer setup though will help those looking to ride the Audace fast.

The Audace wheels are shod with 130/70 section tyres in front, and 200/60 section rubber at rear, with adequate grip. Braking is by Brembo – 320mm floating dual discs in the front, and a single 282mm rear disc. ABS is standard and not switchable. Bite from the brakes is powerful, and the motorcycle sheds speed impressively fast. However, when braking hard, the ABS kicks in quite early, and leaves us wanting even grippier tyres, or a multi-level ABS system.

Fit and finish is top notch on the Moto Guzzi Audace, and fine details have been paid good attention too. For example, the switchgear is ergonomic, and has nice feedback when you use it. The seat is very well finished, and has red stitching on it.

Despite its weight, the Moto Guzzi Audace is surprisingly good-handling motorcycle. The weight, however, is more than evident only while parking. Out on the highway, it rides well, barely protesting to steering inputs.

Yay or nay?

At Rs 19.94 lakh (ex-showroom, Pune), this isn’t a cheap motorcycle, but owning one definitely has some perks. Having ridden the Ducati Diavel and a Street Bob just a few days ago, I always thought that I was impressed with massive V-Twin cruisers. Now that I’ve ridden this exotic Italian, which has so much more character and spice, I know which set of keys to call dibs on when given the choice. The Audace clearly has us giving it a big grin and an even bigger thumbs up.

Courtesy : Autocar