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Whether you’re canyon carving or just on a daily commute, these lightweight naked motorcycles offer great performance in an affordable package. The newly updated KTM 390 Duke is as rowdy as they come. (KTM/)With naked motorcycles enjoying a good chunk of market share in the current streetbike environment, riders are increasingly on the hunt for fairing-free machines that can serve up power, comfort, and versatility, but without breaking the bank. If you read our recent Fastest Naked Bikes editorial, you know there are some wildly quick and supercompetent machines out there with more grunt, high-end componentry, and next-gen tech than most of us can afford (or need), so we created this list for the average (or less experienced) rider who’s looking for simpler things like light weight, easy handling, good build quality, and most importantly, an easy-to-swallow price tag. We’ve narrowed our faves to those bikes that we’ve ridden and have proven to be reliable. Have some to add? Drop them in the comments below. Also check out the Best Middleweight Naked Bikes 2024 for options one tier above this group.

The G 310 R’s refined appearance, build quality, and robust feature set belies its very affordable price tag. (BMW/)2024 BMW G 310 R | $4,995

The baby Beemer is more often than not described as a “starter bike,” but that simplistic term doesn’t really give it enough credit. Zoom in for a closer look and you’ll find standard features like ride-by-wire, an inverted KYB fork, a slipper clutch, and dual-channel ABS, along with cohesive, streamlined styling that gives it a quality appearance through and through. Add excellent fit and finish for this India-built bike along with a 313cc liquid-cooled thumper that doles out its peak 34 hp (claimed) smoothly and predictably, and you have a naked bike that’s a great fit for commuters and canyon-carving enthusiasts alike, especially when you factor in its easy-to-manage 362-pound weight.

Related: BMW G310R vs Honda CB300F: An Impromptu Comparison

Related: First Ride Review: 2017 BMW G310R

Refined, easy steering, and one of the lightest weight bikes here, the Honda 300 has continued to impress us over the years. (Honda/)2024 Honda CB300R | $5,149

Another supposedly entry-level naked that punches above its weight is Honda’s CB300R, a minimal yet stylish rig that shares its fuel-injected 286cc DOHC liquid-cooled single with the CBR300R. The tried-and-true 31 hp engine may be simple but it’s surprisingly punchy for its size, yet won’t intimidate newer riders and is a good match for the bike’s 316-pound weight (claimed). Honda’s little naked also brings an inverted Showa fork, full LED lighting, an LCD dash, a solid braking system with a four-piston Nissin caliper and standard front and rear ABS. Given its excellent build quality, easy handling, and good performance, the compact Honda is a great bang for the buck and our editor’s choice selection in this group.

Related: 2024 Honda CB300R First Look Preview

Even though Kawasaki recently introduced the new Z500, the thoroughly flickable Z400 still makes our list of fun naked bikes year after year. (Kawasaki/)2023 Kawasaki Z400 | $5,399

Comfortable ergos, a seriously fun engine, and an agile feel make for excellent cheap thrills, and that’s exactly what Kawasaki’s Z400 streetfighter brings. The wee Zee pairs aggressive styling with a capable 399cc parallel-twin engine, then piles it onto a lightweight chassis. The bike works great on backroads, the track, or commuting, and is equally appealing to both newbies and vets, with an engine that can be ridden hard to its peak of 41 hp (as tested). The 400 stands out with its great handling and fantastic engine, but it’s officially a 2023 model; if you want Kawi’s most current light naked, you’ll need to step up to the uprated 2024 Z500, which also packs a bit more punch with its bigger 451cc engine.

Related: 2023 Kawasaki Z400 ABS First Look Preview

Supremely fast, fun, and feature-laden, the 390 Duke should not be mistaken for an underpowered price-point entry-level bike—this thing’s a ripper. (KTM/)2025 KTM 390 Duke | $6,299

It may cost more than the others, but then KTM’s updated “corner rocket” brings a lot more higher-quality components, performance, and modern tech to the table too, as written during the Top 5 Things We Like About Riding KTM’s 2024 390 Duke article. Revisions include a modified, more powerful 399cc engine good for a claimed 44 hp, a new frame, and a sharper look, but the 390 Duke also comes with lean-sensitive rider aids, ride modes, traction control, and ABS, along with adjustable higher-spec WP suspension and decent rubber. With 364 pounds to push around, the baby Duke is one of the heavier bikes here, yet manages its weight impressively, making it an enticing apex-slaying machine for riders of all skill levels. Learn more about this bike in the 2024 KTM 390 Duke Review From Duke Fest With Videos article.

With its lively 321cc mill, the MT-03 will definitely put a smile on your face. The MT line is also known for being affordable, and the 03 obliges with a low $4,999 price tag. (Yamaha/)2024 Yamaha MT-03 | $4,999

Approachable, entertaining, affordable; Yamaha’s MT-03 is all of the above, thanks to the willing 321cc liquid-cooled DOHC parallel twin (shared with the R3) and an engaging, lightweight chassis. Given its connection to the R3, the rest of this naked bike’s specs should sound familiar too: fuel injection, a 11.2:1 compression ratio, and gobs of midrange and top-end performance, with a peak output of 37 hp. An inverted 37mm KYB fork and preload-adjustable monoshock offer good bump compliance, even as upright ergos offer comfort while allowing pilots to exploit the MT’s highly maneuverable 373-pound mass. ABS is standard too, and the $4,999 price tag is easy to swallow.

Related: 2023 Yamaha MT-03 First Look Preview

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The 2024 Yamaha Ténéré 700 is an affordable real adventure bike that’s engineered for true 50/50 on- and off-road escapades. Its rugged steel frame, grip-finding suspension, and true off-road wheel combo make it highly capable in the dirt, while the upright riding position and slim cockpit offer adequate comfort over long distances. Think of it as a big, road-going dirt bike. Here’s everything you need to know about Yamaha’s ‘24 Ténéré 700 middleweight ADV.

Editor’s note: Read and watch our reviews of this new motorcycle during the 2024 Yamaha Ténéré 700 Review. Also check out the previous model during the 2021 Yamaha Ténéré 700 MC Commute Review.

This motorcycle arrived in the Americas for the 2020 model year. It’s powered by Yamaha tried-and-true 689cc CP2 parallel twin which is good for 64 hp and 43 lb.-ft. torque to the business end of the 18-inch rear wheel. The engine drinks from a 4.2-gallon fuel tank and delivers 43 mpg.

It uses an 8.3-inch-travel inverted KYB fork with full damping adjustment and these handy bleed screws atop the fork just like a real dirt bike. At the rear, KYB shock offers nearly eight inches suspension travel with a linkage and a handy hydraulic preload adjuster so riders can adjust the ride height. There is also rebound damping adjustment.

It typically rolls on Pirelli Scorpion Rally STR tires but this time we have Dunlop’s more meaty Rally Raid tires which are DOT-legal but feature a more chucky, off-road-friendly design. It employs a 21-inch front and 18-inch rear wheel combo.

With a full tank of gas this motorcycle weighs 452 pounds. It also has a nice 5-inch color TFT display, which is really handy and which you can now pair to your IOS- or Android-powered smartphone.

In this configuration, it wears a couple of nice accessories including a Rally Raid seat ($219.99), which is ideal for us tall guys; crashbars ($329.99), in case someone has an accident; and a $199.99 GYTR electronic quickshifter, which affords full-throttle upshifts. This bike retails for $10,799 without accessories.

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2024 KTM 990 Duke in Orange. (KTM/)Overview

The middleweight sector of motorcycling can be confusing, and we admit that the definition keeps changing no matter how hard we try to pen it in. KTM hasn’t helped make it any clearer by calling its new Duke 990 a middleweight at just shy of 1,000cc of displacement. But what we do know is that at least in KTM’s range of naked motorcycles it does hover somewhere in the middle between the monstrous 1390 Super Duke R Evo and the smaller-displaced 250, 390, and 790 Dukes.

For 2024, gone is the former 890 Duke (that displaced an actual 889cc), which is replaced by this supersized middleweight that is a flashback to the original 990 Super Duke of the early 2000s. While that machine used a V-twin sourced from the 990 Adventure, the new 990 Duke utilizes the LC8c platform that powers a ton of KTM’s midsize machines.

In this case the bore has been increased to 92.5mm (from 90.7) while the stroke has also increased to 70.4mm (from 68.8) giving a displacement of 947cc. Power and torque numbers get a modest bump, the 990 producing a claimed 123 hp at 9,500 rpm and 76 lb.-ft. of torque at 6,750 rpm. Compare that to the 890′s 121 hp and 73 lb.-ft. of torque. Internally the engine has new pistons, rods, crankshaft, and cam timing.

A full suite of rider aids includes up to five ride modes, with Street, Sport, and Rain standard, and Performance and Track optional. The standard modes have preset parameters for traction control, wheelie control, power, throttle response, while the optional modes allow you to optimize them to preference.

The chassis features an all-new steel-trellis frame and die-cast aluminum subframe. The swingarm is a gravity die-cast aluminum unit that actuates the WP Apex shock that has provisions for preload and rebound damping adjustability. The fork is a 43mm WP Apex unit and offers rebound and compression damping adjustment. Radial-mount four-piston front calipers and 300mm discs highlight the braking package and offer Supermoto ABS functionality.

2024 KTM 990 Duke in Black. (KTM/)Pricing and Variants

The 2024 KTM 990 Duke is available in orange or black starting at $12,500.

2024 KTM 990 Duke. (KTM/)Competition

News and Reviews

2024 KTM 990 Super Duke First Ride

2024 KTM 990 Super Duke Claimed Specs

| MSRP: | $12,500 | | --- | --- | | Engine: | DOHC, liquid-cooled, 4-stroke parallel twin | | Displacement: | 947cc | | Bore x Stroke: | 92.5 x 70.4mm | | Compression Ratio: | 13.5:1 | | Transmission/Final Drive: | 6-speed/chain | | Fuel System: | Electronic fuel injection w/ 46mm throttle bodies; ride-by-wire | | Clutch: | PASC slipper; cable actuation | | Frame: | Chromoly tubular steel | | Front Suspension: | 43mm WP Apex inverted fork, rebound and compression adjustable; 5.5 in. travel | | Rear Suspension: | WP Apex shock, rebound and spring preload adjustable; 5.9 in. travel | | Front Brake: | 4-piston calipers, 300mm discs w/ ABS | | Rear Brake: | 1-piston caliper, 240mm disc w/ ABS | | Wheels, Front/Rear: | Cast aluminum; 17 x 3.50 in. / 17 x 5.50 in. | | Tires, Front/Rear: | 120/70-17 / 180/55-17 | | Rake/Trail: | 24.2º/3.9 in. | | Wheelbase: | 58.1 in. | | Ground Clearance: | 7.7 in. | | Seat Height: | 32.5 in. | | Fuel Capacity: | 3.9 gal. | | Claimed Wet Weight: | 395 lb. | | Contact: | ktm.com |

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2024 KTM 250 Duke in orange. (KTM/)Overview

KTM’s most diminutive Duke may be an ideal entry-level naked motorcycle, but it looks every bit the part of its family lineage. For 2024, the 250 Duke gets an updated LC4c engine, a new frame, new suspension, LED lighting, and new tech features.

The engine is an updated version of the LC4c, which is a 249cc liquid-cooled single with electronic fuel injection. Claimed horsepower is 31, while peak torque is rated at 18 lb.-ft.

An all-new steel-trellis frame, pressure die-cast aluminum subframe, and cast aluminum swingarm make up the chassis. At the front is a 43mm WP Apex big piston fork with 5.9 inches of travel, while a WP Apex shock with identical travel and preload adjustability is used at the rear. A radial-mount four-piston caliper and 320mm single disc is used up front, while a two-piston caliper and 240mm disc out back both utilize cornering ABS and a Supermoto mode.

2024 KTM 250 Duke in white. (KTM/)Pricing and Variants

The 2024 KTM 250 Duke is available in orange or white for $4,599.

Competition

News and Reviews

KTM 250 Duke First Look

2024 KTM 250 Duke Claimed Specs

| MSRP: | $4,599 | | --- | --- | | Engine: | SOHC, liquid-cooled, four-stroke single-cylinder | | Displacement: | 249cc | | Bore x Stroke: | 72.0 x 61.2mm | | Compression Ratio: | N/A | | Transmission/Final Drive: | 6-speed/chain | | Fuel System: | Bosch EFI w/ 38mm throttle body; ride-by-wire | | Clutch: | PASC slipper; mechanically actuated | | Frame: | Steel trellis w/ bolt-on cast-aluminum subframe | | Front Suspension: | 43mm WP Apex inverted fork; 5.9 in. travel | | Rear Suspension: | WP Apex monoshock, preload adjustable; 5.9 in. travel | | Front Brake: | Radial-mount 4-piston caliper, 320mm disc w/ cornering ABS | | Rear Brake: | 1-piston floating caliper, 240mm disc w/ cornering ABS | | Wheels, Front/Rear: | Cast aluminum; 17 x 3.00 in. / 17 x 4.00 in. | | Tires, Front/Rear: | 110/70-17 / 150/60-17 | | Rake/Trail: | 24.0°/N/A | | Wheelbase: | 53.4 in. | | Ground Clearance: | N/A | | Seat Height: | 31.5 in. | | Fuel Capacity: | 4.0 gal. | | Wet Weight: | 364 lb. | | Contact: | ktm.com |

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2024 Kawasaki Ninja 1000 SX ABS. (Kawasaki/)Overview

Kawasaki’s Ninja 1000 SX ABS blurs the lines between sportbike performance and touring comfort. Styling and performance honor Team Green’s highest-performing sportbike, the Ninja ZX-10RR, but the chassis and rider accommodations are intended for long days in the saddle.

Unlike the track-focused Ninja’s of Kawasaki’s lineup, the Ninja 1000 SX’s larger 1,043cc inline-four engine with four 38mm Keihin throttle bodies and a slipper/assist clutch is designed to be user-friendly with its torque-rich character—allowing the engine to work in wider rev range. Electronic aids include cruise control, ride modes, switchable power modes, ABS, and a quickshifter. All of which is accessible via the 4.3-inch color TFT display.

The 2024 Kawasaki Ninja 1000 SX’s chassis consist of an aluminum backbone frame with a fully adjustable 41mm inverted cartridge fork and a horizontal back-link shock with preload and rebound adjustment. Where the rubber meets the road is a set of 17-inch wheels with dual 300mm discs and radial-mount four-piston Monoblock calipers up front and a single 250mm disc with a single-piston caliper at the rear. A large 5-gallon fuel tank, adjustable windscreen, and upright riding position encourage riders to extend their ride.

The last time we rode a Kawasaki Ninja 1000 SX in 2020, test rider Morgan Gales noted, “The Ninja 1000 SX is a do-it-all motorcycle that makes little compromise. If you want to head out for a weekend of cruising, this is a great bike for that. Chasing after your buddies on supersports? It can do that too.”

2024 Kawasaki Ninja 1000 SX ABS. (Kawasaki/)Pricing and Variants

The 2024 Kawasaki Ninja 1000 SX ABS is only available in Metallic Matte Graphite Gray/Metallic Diablo Black for $13,699.

But for those who want even more touring accommodations, Kawasaki offers the Ninja 1000 Touring Package which is available at dealers for $2,237.95. This package includes a DC power outlet, USB outlet, frame sliders, Ergo-Fit extended reach seat, 28-liter saddlebag set, fitting kit, and a one key system.

2024 Kawasaki Ninja 1000 SX ABS. (Kawasaki/)Competition

News and Reviews

2024 Kawasaki Ninja 1000 SX Claimed Specs

| MSRP: | $13,699 | | --- | --- | | Engine: | DOHC, liquid-cooled, 4-stroke inline-four; 16 valves | | Displacement: | 1,043cc | | Bore x Stroke: | 77.0 x 56.0mm | | Compression Ratio: | 11.8:1 | | Transmission/Final Drive: | 6-speed/chain | | Fuel System: | DFI w/ (4) 38mm Keihin throttle bodies; ride-by-wire | | Clutch: | Wet, multiplate; cable operation | | Frame: | Aluminum backbone | | Front Suspension: | 41mm inverted cartridge fork, preload, compression and rebound damping adjustable; 4.7 in. travel | | Rear Suspension: | Horizontal back-link, rebound damping, preload adjustable; 5.7 in. travel | | Front Brake: | 4-piston radial-mount Monoblock calipers, 300mm discs w/ ABS | | Rear Brake: | 1-piston caliper, 250mm disc w/ ABS | | Wheels, Front/Rear: | Cast spoked; 17 in./17 in. | | Tires, Front/Rear: | 120/70-17 / 190/50-17 | | Rake/Trail: | 24.0°/3.9 in. | | Wheelbase: | 56.7 in. | | Ground Clearance: | 5.3 in. | | Seat Height: | 32.3 in. | | Fuel Capacity: | 5.0 gal. | | Wet Weight: | 514 lb. | | Contact: | kawasaki.com |

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2024 KTM 1290 Super Adventure S. (KTM/)Overview

Don’t underestimate the capabilities of the KTM 1290 Super Adventure S off highway, but this variation of KTM’s “large-capacity extreme adventure” model offers quite a few high-tech features that make it a much better touring machine than its “R” sibling.

Features that are specific to the S model start with the WP Semi-Active Technology (SAT) suspension with electronically controlled damping, and if you add Suspension Pro, the preload adjustments can be individually made manually or automatically. Suspension travel measures 7.9 inches at each end compared to the R’s 8.7 inches. Touring amenities like the taller and adjustable windscreen (with 2.1 inches of range), a lower seat height (33.3 to 34 inches), radar-enabled Adaptive Cruise Control, and less aggressive tires all improve highway riding comfort.

The same 1,301cc 75-degree LC8 V-twin powers the S, cranking out a claimed 160 hp and 102 lb.-ft. of torque. A crankshaft with low reciprocating weight gives it a free-revving nature, while huge, lightweight 108mm forged-aluminum pistons (with 71mm of stroke) were designed to rev. The cylinder heads feature double overhead cams with four valves per jug, and DLC-coated cam followers for max efficacy and reduced friction. The heads have twin plugs to ensure maximum burn and optimize combustion. Electronic fuel injection feeds the cylinders with a pair of 52mm throttle bodies, while an exhaust system with a pair of catalyzers not only maximizes flow, but meets the latest emissions limits.

A suite of rider aids is shared between the S and the R. There are modes for every type of riding, lean-sensitive ABS and Motorcycle Traction Control, and an Offroad ride mode, Off-road traction control, and Off-road ABS. Or splurge and get the Tech Pack, which adds all of the optional add-ons including: the Rally Pack (Rally Mode, MTC Spin Adjuster, Engine Map Selection), Quickshifter+, Suspension Pro, Hill Hold Control, and Motor Slip Regulation. Many of the options can be added à la carte. The aforementioned cruise control, a tire pressure monitoring system, keyless operation, and a large 7-inch TFT interface are other electronic highlights.

The frame is chromoly-steel trellis design mated to a die-cast aluminum swingarm. Wheels are tubeless spoked aluminum rims in 19-inch front and 17-inch rear sizes. One of the biggest differences between the R and the S is the semi-active suspension. The damping settings are tied to the modes and other electronic choices the rider has made. For instance, if you’re in Sport mode versus Offroad, the damping will be dramatically different. Order up the Suspension Pro and you can tailor the suspension to your liking.

High-end Brembo brakes front and rear are mated to the advanced ABS and will get the 1290 slowed down from triple-digit speeds on any surface without fanfare.

2024 KTM 1290 Super Adventure S. (KTM/)Pricing and Variants

The 2024 KTM 1290 Super Adventure S starts at $20,999, while there are various tiers of electronic rider-aid upgrades available.

2024 KTM 1290 Super Adventure S. (KTM/)Competition

News and Reviews

Open-class Adventure Comparison

2024 KTM 1290 Super Adventure S Claimed Specs

| MSRP: | $20,999 | | --- | --- | | Engine: | DOHC, liquid-cooled LC8 V-twin; 4-valve | | Displacement: | 1,301cc | | Bore x Stroke: | 108.0 x 71.0mm | | Compression Ratio: | 13.1:1 | | Transmission/Final Drive: | 6-speed/chain | | Fuel System: | Electronic fuel injection w/ 52mm throttle bodies; ride-by-wire | | Clutch: | Wet, multiplate PASC slipper; hydraulic actuation | | Frame: | Chromoly steel trellis | | Front Suspension: | 48mm WP, electronically adjustable semi-active damping; 7.9 in. travel | | Rear Suspension: | Piggyback WP monoshock, electronically adjustable semi-active compression and rebound damping, automatic electronic preload, optional Adjustable Ride Height; 7.9 in. travel | | Front Brake: | 4-piston radial-mount Brembo calipers, dual 320mm discs w/ ABS | | Rear Brake: | 2-piston Brembo caliper, 267mm disc w/ ABS | | Wheels, Front/Rear: | Cast aluminum; 19 x 3.50 in. / 17 x 5.00 in. | | Tires, Front/Rear: | 120/70-19 / 170/60-17 | | Rake/Trail: | 24.7°/NA | | Wheelbase: | 61.3 in. | | Ground Clearance: | 8.8 in. | | Seat Height: | 33.4 to 34.2 in. | | Fuel Capacity: | 6.1 gal. | | Wet Weight (w/o fuel): | 500 lb. | | Contact: | ktm.com |

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2024 Kawasaki Ninja 650. (Kawasaki/)Overview

Kawasaki’s Ninja 650 offers the look of a traditional supersport, but with the practicality of a parallel twin and neutral ergonomics. A balance between performance and functionality, the Ninja 650 is capable of carving up a mountain pass or spinning laps at the track, but is equally enjoyable commuting to work.

The 2024 Kawasaki Ninja 650 features a 649cc liquid-cooled parallel twin with dual 36mm Keihin throttle bodies, a six-speed transmission, and a slipper/assist clutch. Rider aids are limited to ABS and switchable traction control, which can be adjusted via the 4.3-inch color TFT display. The Ninja 650′s sporty styling is inspired by the track-focused Ninja ZX-6R.

Chassis components consist of a high-tensile steel trellis frame, a nonadjustable 41mm telescopic fork, and a spring-preload adjustable shock. The braking system features dual twin-piston calipers with 300mm rotors up front, and a single-piston caliper with a 220mm disc at the rear. Wheel sizes are 17 inches and the tire dimensions are 120/70-17 front and 160/60-17 rear.

Updates to the 649cc mill in 2017 aimed to increase low-end and midrange power. Qualities suitable for a street-going sportbike rather than a high-revving trackday weapon. Handling characteristics are sporty enough for spirited riding, but the Ninja 650 isn’t so committed that the ride quality suffers during casual commuter miles.

2024 Kawasaki Ninja 650 KRT Edition ABS. (Kawasaki/)Pricing and Variants

The 2024 Kawasaki Ninja 650 is available in Metallic Matte Graphenesteel Gray/Ebony (non-ABS only) for $8,299. Kawasaki also offers the Ninja 650 in Metallic Matte Dark Gray/Metallic Spark Black/Metallic Flat Spark Black or Metallic Matte Covert Green/Metallic Spark Black/Pearl Sand Khaki for $8,499 (non-ABS) or $8,899 (ABS).

And for those who want race-inspired graphics, Kawasaki offers the Ninja 650 KRT Edition ABS for $8,899.

2024 Kawasaki Ninja 650. (Kawasaki/)Competition

News and Reviews

2024 Kawasaki Ninja 650 Claimed Specs

| MSRP: | $8,299 / $8,499–$8,899 (ABS) | | --- | --- | | Engine: | DOHC, liquid-cooled, 4-stroke parallel twin | | Displacement: | 649cc | | Bore x Stroke: | 83.0 x 60.0mm | | Compression Ratio: | 10.8:1 | | Transmission/Final Drive: | 6-speed/chain | | Fuel System: | DFI w/ dual 36mm Keihin throttle bodies; ride-by-wire | | Clutch: | Wet, multiplate; cable operation | | Frame: | High-tensile steel trellis | | Front Suspension: | 41mm hydraulic telescopic fork; 4.9 in. travel | | Rear Suspension: | Horizontal back-link shock, preload adjustable; 5.1 in. travel | | Front Brake: | 2-piston calipers, 300mm discs (w/ ABS) | | Rear Brake: | 1-piston caliper, 220mm disc (w/ ABS) | | Wheels, Front/Rear: | Cast spoked; 17 in./17 in. | | Tires, Front/Rear: | 120/70-17 / 160/60-17 | | Rake/Trail: | 24.0°/3.9 in. | | Wheelbase: | 55.5 in. | | Ground Clearance: | 5.1 in. | | Seat Height: | 31.1 in. | | Fuel Capacity: | 4.0 gal. | | Wet Weight: | 421 lb. / 423 lb. (ABS) | | Contact: | kawasaki.com |

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The KTM Super Duke GT sport-tourer is based on the ridiculously entertaining 1290 Super Duke R EVO, but features amenities needed for longer-distance touring. (KTM/)Ups

One part flashy hyper-naked, one part touring bike
Two words: “Supermoto mode.” On a sport-touring bike? It could only be a KTM.
The LC8 engine is one of the last great performance V-twins

Downs

Only 11 pounds lighter than the 1290 Super Adventure R (sans fuel). Really?
Side cases are sold separately
Won’t win any awards for its looks

Verdict

The KTM Super Duke GT is a sport-touring motorcycle based on one of modern motorcycling’s most notorious hyper-nakeds, the Super Duke R. For riders looking for superlative wheel-lofting performance with a side of practicality, the SD GT is hard to beat. It’s a well-equipped daily ride, a stripped-down tourer, and a tire-smoking goon in one goofy orange package. For proof of what makes KTM great, look no further.

The Super Duke GT gets KTM’s GT-only graphics and paint, and no shortage of aggressive styling cues. This is a bike that’s not afraid to stand out. (KTM/)Overview

What kind of bike do you want to ride in the country’s best twisties? Is it the same bike you want to ride on a multiday journey to get there? It’s the classic have-your-cake-and-eat-it-too conundrum, and one of motorcycling’s great barroom debates: is there a perfect compromise between performance, comfort, and utility? If the motorcycle you envision is a no-compromise performance machine that produces a gazillion horsepower, sports the latest rider aids, and has enough creature comforts to get you wherever you’re going, the Super Duke GT may be for you.

Based around the hellacious 1290 Super Duke R, the Super Duke GT makes big touring and adventure bikes look excessive and ponderous. It takes the “everything you need and nothing you don’t” philosophy and shines it through an orange lens. Is that 160-odd hp at the rear wheel? Check. Cruise control, heated grips, nine-way-adjustable windscreen? Check. Electronic semi-active WP suspension, rider aids galore, and a proven trellis frame? Check. While the world goes mad for 21-inch wheels and knobby tires, the Super Duke GT’s classic sport-sized 17-inch wheels reaffirm the virtues of a proper sport-tourer.

In all, it certainly seems like the folks at KTM have the same conversation about the performance and comfort spectrum at the local beer hall as the rest of us. In fact, they may have even been in their cups when they made it look like that. Whatever that is. A praying mantis in a chef’s toque? No matter; there’s no need for looks to kill when you’ll only ever want to look at the winding road ahead. And hey, maybe you even like the looks?

Hard cases are sold separately. A matching top case is also available. (KTM/)Updates for 2023

For 2023, the Super Duke GT returns to the US market with several updates. The 1,301cc engine has been updated to comply with global emissions standards, but KTM claims performance has not been compromised. To decrease unsprung weight, the GT receives the wheels from the Super Duke R EVO, saving 2.2 pounds over the previous model’s wheels. KTM’s updated switch gear is paired with a new 7-inch TFT display, which supports TBT+ (Turn-by-Turn Plus) on-screen navigation, powered by Sygic.

Pricing and Variants

The 2023 KTM Super Duke GT has an MSRP of $19,799. Unlocking all electronic features, including Track mode, Hill Hold Control, and the quickshifter, requires an additional fee at the dealership.

Competition

While no other manufacturer is making a sport-tourer based on a hyper-naked, the sport-touring segment is in a bit of a renaissance lately. The Suzuki GSX-S1000GT ($13,349), Kawasaki Ninja H2 SX ($27,500), the BMW S 1000 XR ($16,945), and Ducati Multistrada V4 S ($27,195) are functionally similar. The Super Duke GT is somewhat more minimalistic, adhering closer to its Super Duke R roots than the competition, and it’s the only model in its category with a V-twin engine.

The SD GT has some nice convenience features, including a fairing-mounted array of cornering lights that illuminate at lean angles. (KTM/)Powertrain: Engine, Transmission, and Performance

The Super Duke GT uses the latest version of KTM’s 1,301cc LC8 75-degree V-twin, featuring titanium intake valves, forged pistons, and a slipper clutch.

KTM says that “a unique mix of the highest quality components, such as titanium inlet valves, combine to boost overall reliability,” with suggested service intervals set at 15,000 kilometers (or just over 9,000 miles). Peak power is a claimed 172.6 hp.

Chassis/Handling

The Super Duke GT has a trellis frame and a slick single-sided swingarm. WP semi-active suspension adapts in real time, and is adjustable with the touch of a button. There are three modes (Comfort, Street, Sport) and preload is four-way adjustable. A steering damper comes standard.

The semi-active suspension’s logic enables riders to set the suspension up according to four different real-life riding situations: Rider, Rider & Pillion, Rider & Luggage, or Rider, Pillion & Luggage. Additionally, the system comes standard with an anti-dive feature.

The Super Duke GT’s wheels are pulled from the 1290 Super Duke R EVO and save 2.2 pounds of unsprung mass over the old set, for improved handling. KTM points out that the wheel design is much more aggressive.

KTM’s latest switch gear enables easy rider-aid setting adjustment, and includes paddles for easily changing MTC slip settings. (KTM/)Brakes

Brembo four-piston Monoblock calipers grab 320mm floating discs up front. Cornering ABS includes Supermoto mode which allows the rider to turn off ABS in the rear while front ABS remains functional.

Fuel Economy and Real-World MPG

There are currently no fuel mileage numbers available for the Super Duke GT.

Ergonomics: Comfort and Utility

The Super Duke GT’s nod to civility begins at the front with a nine-way-adjustable windscreen. A 6.1-gallon tank is good for prolonging the fun as well as providing a modicum of wind protection for the rider’s lower body. Hand guards further improve wind protection.

To tailor the ergonomics, the handlebar can be set in four positions with 22mm of movement. Heated grips are standard, as is cruise control. Available hard side cases are seamlessly integrated into the bike’s tailsection, facilitating simple installation and removal.

A full color 7-inch TFT display is borrowed from the KTM 1290 Super Adventure S. The handlebar is adjustable, with over 22mm of movement through four possible mounting positions. (KTM/)Electronics

The Duke GT features a Bosch six-axis IMU to facilitate lean-angle-sensitive traction control and cornering ABS, that combine to keep the Super Duke GT one of the most advanced sport-tourers on the market.

Standard Motorcycle Traction Control (MTC) works around the bike’s ride modes—Rain, Street, and Sport—enabling increased slip with each more performance-oriented mode. Upgrading to the optional Performance mode opens the door to even more technology, enabling riders to tailor the level of intervention from the traction control and throttle response, turn off anti-wheelie and adjust launch control settings. Additional optional upgrades include Motor Slip Regulation (MSR) engine-braking, Hill Hold Control (HHC), and Quickshifter+, which allows for clutchless up- and downshifts.

A 7-inch color TFT dash includes on-screen navigation using the KTMconnect system. LED cornering lights on the side of the fairings also house integrated turn signals.

Warranty and Maintenance Coverage

KTM includes a 24-month manufacturer’s warranty.

2023 KTM Super Duke GT Claimed Specs

| MSRP: | $19,799 | | --- | --- | | Engine: | 1,301cc, DOHC, liquid-cooled V-twin; 8 valves | | Bore x Stroke: | 108.0mm x 71.0mm | | Transmission/Final Drive: | 6-speed/chain | | Fuel Delivery: | Electronic fuel injection w/ 56mm throttle bodies | | Clutch: | Wet, multiple disc PASC slipper clutch; hydraulically operated | | Engine Management/Ignition: | Ride-by-wire/TCI | | Frame: | Chromoly steel trellis | | Front Suspension: | 48mm WP semi-active USD fork, fully adjustable; 4.9 in. travel | | Rear Suspension: | WP semi-active shock, fully adjustable; 6.1 in. travel | | Front Brake: | 4-piston Brembo Monoblock caliper, dual 320mm discs w/ cornering ABS | | Rear Brake: | 2-piston Brembo caliper, 240mm disc w/ cornering ABS | | Wheels, Front/Rear: | Five-spoke cast; 17 x 3.50 in. / 17 x 6.00 in. | | Tires, Front/Rear: | 120/70-17 / 190/55-17 | | Rake/Trail: | 24.9°/4.2 in. | | Wheelbase: | 58.3 in. | | Ground Clearance: | 5.6 in. | | Seat Height: | 32.8 in. | | Fuel Capacity: | 6.1 gal. | | Weight Without Fuel: | 476 lb. | | Contact: | ktm.com |

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2024 KTM 1390 Super Duke R Evo. (KTM/)Overview

There is no question that the Super Duke is KTM’s flagship sportbike, and it just so happens to be a naked. For years, the 1290 Super Duke has been an overachiever. And while no one ever accused the bike of being soft, for 2024, KTM decided to put more chips into the pile, or in this case more cc’s of displacement, more power and more of what has made this bike so potent. Meet the 1390 Super Duke R Evo.

The Super Duke has always been a purpose-built hooligan machine, and instead of being based on a sportbike that’s been stripped down, it is the bike that other models in KTM’s lineup use as a platform. That’s because this beast has so much raw energy.

Despite the naming protocol, the 1390 actually has a new 1,350cc version of the LC8 V-twin, which is 49cc larger than the 1,301cc “1290″ it replaces. Bore has been increased by 2mm from 108 to 110mm, while utilizing the same 71mm stroke. Claimed power is 190 hp at 10,000 rpm and 107 lb.-ft. of peak torque at 8,000 rpm. The previous 1290 made a claimed 177 hp and 103 lb.-ft. of torque.

In order to increase power and still maintain emissions compliance, KTM has added variable valve timing to help achieve strong low-rpm torque, while not sacrificing top-end performance. A new airbox with more volume, a new ram-air system, and larger 60mm throttle bodies feed the engine mixture.

The chassis features a frame that is very similar to the previous generation’s. But the suspension is KTM’s latest gen-three version of WP’s Semi-Active Technology (SAT). Riders can choose between five suspension damping modes including: Auto, Comfort, Rain, Street, and Sport. Opting for the Suspension Pro package adds Track and Pro modes. Braking is handled by top-of-the-line Brembo Stylema Monoblock radial-mount four-piston calipers with 320mm discs up front, and a twin-piston caliper and 240mm disc at the rear.

With a bike this gnarly, electronic rider aids are a must. Standard nonadjustable modes include Rain, Street, and Sport. Once again, opting for an optional package adds additional modes including Performance and Track modes, which allow customization of areas like traction control, wheelie control, engine-braking, and so on.

All-new bodywork, styling, and lighting complete the big changes for 2024.

2024 KTM 1390 Super Duke R Evo in black. (KTM/)Pricing and Variants

The 2024 KTM 1390 Super Duke R Evo is available in orange or black starting at $21,499.

2024 KTM 1390 Super Duke R Evo. (KTM/)Competition

News and Reviews

2024 KTM 1390 Super Duke R Evo Claimed Specs

| MSRP: | $21,499 | | --- | --- | | Engine: | DOHC, liquid-cooled, four-stroke 75° V-twin; 8 valves/cyl. | | Displacement: | 1,350cc | | Bore x Stroke: | 110.0 x 71.0mm | | Compression Ratio: | TBA | | Transmission/Final Drive: | 6-speed/chain | | Claimed Horsepower: | 188 hp @ 10,000 rpm | | Claimed Measured Torque: | 107 lb.-ft. @ 8,300 rpm | | Fuel System: | EFI w/ 60mm throttle bodies; ride-by-wire | | Clutch: | Wet, PASC slipper; hydraulic actuation | | Engine Management/Ignition: | Keihin EMS/dual-spark ignition | | Frame: | Tubular chromoly steel | | Front Suspension: | 48mm WP Apex SAT inverted fork, electronically adjustable; 4.9 in. travel | | Rear Suspension: | WP Apex SAT shock, electronically adjustable; 5.5 in. travel | | Front Brake: | Brembo Stylema 4-piston Monoblock caliper, 320mm floating discs w/ Bosch ABS | | Rear Brake: | 2-piston caliper, 240mm disc w/ Bosch ABS | | Wheels, Front/Rear: | Cast aluminum; 17 x 3.50 in. / 17 x 6.00 in. | | Tires, Front/Rear: | Michelin Power GP; 120/70-17 / 200/55-17 | | Rake/Trail: | 24.7°/NA | | Wheelbase: | 58.7 in. | | Ground Clearance: | 5.9 in. | | Seat Height: | 32.8 in. | | Fuel Capacity: | 4.6 gal. | | Wet Weight: | 441 lb. | | Contact: | ktm.com |

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The 2023 Yamaha MT-07. The combination of simple design and character-rich engine makes for a great mid-displacement offering. (Yamaha/)Ups

689cc CP2 engine is an absolute gem
Blend of accessibility and charisma appeal to a broad range of riders
Lots of bang for the buck

Downs

Only $400 less than Triumph’s three-cylinder Trident 660
Android face may not be everyone’s cup of tea
Budget suspension limits ultimate performance

Verdict

The MT-07 is a staple in the Yamaha lineup, and in its own way, has become a highly influential motorcycle. Parallel twins with 270-degree cranks are all the rage these days, and the MT-07 was one of the first to popularize the configuration. Approachable, affordable, and fun, the MT-07 taps into the universal virtues of motorcycling.

Yamaha uses the “Dark Side of Japan” tagline to remind you that its MT lineup has an aggressive side too. (Yamaha/)Overview

Introduced to the US market as the FZ-07 in 2015, Yamaha’s crossplane parallel twin-powered naked bike has come to define the modern UJM. And like the best of the breed, the MT-07 transcends its budget-minded origins. Nimble handling, torquey power delivery, accessible ergonomics, and a reasonable price give it bipartisan appeal, winning over novice and experienced riders alike.

In fact, the MT-07 is Yamaha’s highest-selling motorcycle, with sales figures that back up its reputation. Reports show that 27 percent of buyers are first-timers while 36 percent have ridden for 20 years or more.

In spite of relatively modest performance figures, the 689cc twin is the consummate overachiever, earning it a workhorse status in the Yamaha lineup. That it powers motorcycles with very different purposes—from the YZF-R7 sportbike to the XSR700 retro and the Ténéré 700 ADV—is testament to its usability. Excluding the addition of ABS and a new-for-2023 TFT dash, the MT-07 has largely remained devoid of electronic rider aids. Instead, it wins hearts and dollars the old-fashioned way: with sheer mechanical excellence. The MT-07 is not only a Universal Japanese Motorcycle, to many minds it’s an Essential Japanese Motorcycle.

The 2023 MT-07’s new 5-inch TFT dash. (Yamaha/)Updates for 2023

For 2023, the MT-07 gets a brand-new 5-inch TFT display with two layouts to suit rider preferences. Basic smartphone connectivity using Yamaha’s free Y-Connect mobile app enables the dash to display various information, including incoming calls and messages. The app can also report ride data such as distance, lean angle, fuel consumption, and top speed.

Also new for 2023, the MT-07 comes prewired for Yamaha’s quickshifter to provide simpler installation at the dealership.

Pricing and Variants

The MT-07 is available in three color schemes (Cyan Storm, Matte Stealth Black, and Team Yamaha Blue) for $8,199. The price has increased $300 over the 2022 model, but still offers a very enticing cost value proposition. That the cost is the same for all color schemes makes it nice for those who prefer the rather stylish Cyan Storm option, with colored wheels.

Competition

The middleweight naked bike segment is as strong as it’s ever been, so the MT-07 faces tough competition from its Japanese and European rivals. The competition includes the Kawasaki Z650 ($7,749), the four-cylinder Honda CB650R ($9,399), the all-new Suzuki GSX-8S ($8,849), and the Triumph Trident 660 ($8,595). The Aprilia Tuono 660 could be added to the list but it’s far better equipped and significantly more expensive at $10,499.

Yamaha’s CP2 engine originated in the MT-07 (née FZ-07) before being used in the Ténéré 700, YZF-R7, and XSR700. (Yamaha/)Powertrain: Engine, Transmission, and Performance

The MT-07′s 689cc parallel twin was updated in 2021 to meet Euro 5 emissions standards. On the CW dyno it produced 67 hp at 8,700 rpm and 46.3 lb.-ft. of torque at 6,250 rpm. The characteristics of the 270-degree crank give the engine a similar feel to a 90-degree V-twin. It was a novel concept when it debuted in 2014 and since then has become the way forward for many manufacturers developing parallel-twin engines of their own.

The MT-07′s CP2 engine is engaging for riders of every skill level. With a proportionally longer stroke than that of the three-cylinder MT-09, the MT-07 delivers exciting low- and midrange grunt. Coupled with relatively short gearing, the incorrigible middleweight will happily display its hooligan streak when prodded. At the same time, a linear powerband and predictable throttle response make it suitable for novices hoping to gain confidence. Cruising at freeway speeds is no problem, though it gets a bit buzzy above 80 mph.

The MT-07 is nimble and easy to handle, making it loved by novice and expert riders alike. (Yamaha/)Chassis/Handling

The MT-07 uses a tubular steel double backbone frame with the engine as a stressed member. Conventional 41mm KYB fork is nonadjustable while the KYB monoshock is adjustable for preload and rebound. While spirited riding can overwhelm the budget-oriented suspension, many riders will find the setup perfectly adequate for everyday riding.

The MT-07 is a nimble motorcycle, carrying its claimed wet weight of 406 pounds well thanks to a balanced center of gravity and low 31.7-inch seat height that inspires confidence during low-speed maneuvers through town. A wide handlebar gives the rider leverage in high-speed transitions.

Brakes

Brakes were also updated in 2021, with the front disc growing to 298mm. Advics supplies the front brake setup and Nissin the rear. Braking performance is everything you’d need from a bike in this class: enough stopping power but not the immediate action to overwhelm the front end. ABS is standard.

Fuel Economy and Real-World MPG

The MT-07 is claimed to get 58 mpg.

Full LED lighting. While the headlight arrangement has an unconventional look, illumination is an improvement over earlier versions. (Yamaha/)Ergonomics: Comfort and Utility

The 2021 update included ergonomic refinements. The handlebar is 1.3 inches wider than earlier models and positioned higher and closer to the rider. The more upright riding position gives the bike a “full-size feel” compared to previous generations that had a shrunk-in-the-wash kind of vibe. To keep styling streamlined, there are no rear grab handles for a passenger or for lashing on luggage. A luggage rack and top case are available through Yamaha’s accessory catalog. A short windscreen is also available. Otherwise, the MT-07 is delightfully basic.

Electronics

Other than non-switchable ABS, the MT-07 is devoid of electronic rider aids. It even uses a cable throttle instead of an increasingly common ride-by-wire setup, which is not necessarily a bad thing. The competition has a leg up here, as the Triumph Trident 660, Suzuki GSX-8S, and Honda CB650R have ride modes and/or traction control. It’s worth noting that the MT-07′s Street mode and Touring mode are merely different display layouts and have nothing to do with rider aids or throttle maps. Street has a bar-style tach, digital speedometer, and gear selection information while Touring has a circular tachometer on the right and a digital speedometer on the left.

The new dash is a sensible update in keeping with the times and meeting consumer demand. Without electronic rider aids to adjust, the dash is icing on the cake rather than a necessity, but it does offer smartphone connectivity. However, unlike the Triumph Trident 660, for example, it doesn’t support on-screen navigation or music control. Though, it must be said, the Triumph makes do with an analog and LCD setup.

The MT-07 is equipped with full LED lighting. A quickshifter is available as an add-on at the dealership.

Warranty and Maintenance Coverage

The MT-07 has a one-year limited factory warranty.

Quality

The MT-07 has typical Yamaha fit and finish and reliability, and provides a lot of bang for the buck.

2023 Yamaha MT-07 Claimed Specs

| MSRP: | $8,199 | | --- | --- | | Engine: | 689cc, DOHC, liquid-cooled parallel twin; 4 valves/cyl. | | Bore x Stroke: | 80.0 x 68.6mm | | Transmission/Final Drive: | 6-speed/chain | | Fuel Delivery: | Electronic fuel injection | | Clutch: | Wet, multiple disc; cable operation | | Engine Management/Ignition: | Cable/TCI | | Frame: | Double-cradle steel tube | | Front Suspension: | KYB 41mm telescopic fork; 5.1 in. travel | | Rear Suspension: | KYB shock, preload and rebound damping adjustable; 5.1 in. travel | | Front Brake: | Advics 4-piston calipers, dual 298mm discs w/ ABS | | Rear Brake: | Nissin 1-piston caliper, 245mm single disc w/ ABS | | Wheels: | Cast aluminum | | Tires, Front/Rear: | 120/70ZR-17 / 180/55ZR-17 | | Rake/Trail: | 24.5°/3.5 in. | | Wheelbase: | 55.1 in. | | Ground Clearance: | 5.5 in. | | Seat Height: | 31.7 in. | | Fuel Capacity: | 3.7 gal. | | Wet Weight: | 406 lb. | | Contact: | yamahamotorsports.com |

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  View this post on Instagram      A post shared by Adam Waheed Official (@adamwaheed)

The BMW Motorrad CE 02 is an urban electric vehicle that blends futuristic design with practicality, ideal for city riders. BMW claims it’s not an electric motorcycle nor a scooter. It features a compact design with minimalist stance with a focus on agility and ease of use. Powered by an electric motor hung inside a lightweight frame, the CE 02 offers low seat height and motorcycle-like suspension. Here are the top five features of BMW Motorrad’s 2024 CE 02 electric bike. Peruse the Everything You Need to Know About the 2024 BMW CE 02 Electric Bike article for added insight on this machine.

This vehicle is powered by an electric motor that pumps out 40 lb.-ft. torque. It’s capable of a top speed of right around 60 mph with a range north of 50 miles.
It’s super compact and it’s twist-and-go friendly with a twist-and-go throttle.
The battery can be charged up to 80 percent in just three hours with a standard 120-volt three-prong household power outlet.
It has really high-quality suspension with nearly 4 inches of travel up front and over 2 inches out back. It rides over the rough stuff really well.
While it certainly ain’t cheap at $9,069, if you’re looking for a green, environmentally friendly transportation product for around-town use, check out BMW’s 2024 CE 02.

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2024 KTM 690 Enduro R. (KTM/)Overview

The original 690 Enduro R came out for the 2008 model year, and after all these years is still unique in the dual sport class. This single-cylinder dual sport can serve many purposes from lightweight ADV to heavyweight enduro, which gives it a ton of versatility. It also has more than enough power to be a great streetbike.

Its 693cc SOHC single is shared with no less than five other models including its Supermoto sibling under the KTM banner. It is liquid-cooled, has electric starting, fuel injection, and features ride-by-wire throttle, which allows multiple ride modes. It also has lean-sensitive ABS and traction control.

A steel-trellis frame and composite subframe with integrated fuel tank anchor the chassis. Suspension consists of a WP 48mm Xplor fork with 9.8 inches of travel in the front and a linked WP shock with identical travel. Wheels measure 21 inches in front and 18 inches at the rear with 90/90-21 and 140/80-18 rubber, respectively. Brembo brakes with Bosch ABS handle braking duty.

Pricing and Variants

The 2024 KTM 690 Enduro R is $12,999 in the single orange and black color.

Competition

News and Reviews

KTM 690 Enduro R First Look

2024 KTM 690 Enduro R Enduro Claimed Specs

| MSRP: | $12,999 | | --- | --- | | Engine: | SOHC, liquid-cooled single; 4 valves | | Displacement: | 693cc | | Bore x Stroke: | 105.0 x 80.0mm | | Compression Ratio: | N/A | | Transmission/Final Drive: | 6-speed/chain | | Fuel System: | Keihin EFI w/ 50mm throttle body; ride-by-wire | | Clutch: | Wet, multiplate slipper; hydraulic operation | | Frame: | Chromoly steel trellis | | Front Suspension: | WP 48mm Xplor inverted fork, compression and rebound adjustable; 9.8 in. travel | | Rear Suspension: | WP linked monoshock, fully adjustable; 9.8 in. travel | | Front Brake: | 2-piston Brembo caliper, 300mm disc w/ ABS | | Rear Brake: | 1-piston Brembo caliper, 240mm disc w/ ABS | | Wheels, Front/Rear: | Spoked; 21 in./18 in. | | Tires, Front/Rear: | 90/90-21 / 140/80-18 | | Rake/Trail: | 27.7°/NA | | Wheelbase: | 59.3 in. | | Ground Clearance: | 10.6 in. | | Seat Height: | 36.4 in. | | Fuel Capacity: | 3.6 gal. | | Wet Weight: | 322 lb. | | Contact: | ktm.com |

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2024 KTM 1290 Super Adventure R. (KTM/)Overview

The word “super” in the KTM 1290 Super Adventure R, should give you some indication that this motorcycle strives to blow the doors off of everything that came before it. KTM has even gone so far as to coin the phrase “large-capacity extreme adventure” as the bike’s market segment.

There isn’t just a single culprit that makes this bike “extreme,” but if you’re looking for the most likely suspect it has to be the 1,301cc 75-degree LC8 V-twin that powers it. Cranking out a claimed 160 hp and 102 lb.-ft. of torque at the crankshaft, the 1290 Super Adventure R is like an off-road-capable MotoGP bike. So how did KTM get there?

A crankshaft with low reciprocating weight gives it a free-revving nature, while huge, lightweight 108mm forged-aluminum pistons (with 71mm of stroke) were designed to rev. The cylinder heads feature double overhead cams with four valves per jug, and DLC-coated cam followers for max efficacy and reduced friction. To optimize combustion, the heads have twin plugs to ensure maximum burn. Feeding the cylinders is electronic fuel injection with a pair of 52mm throttle bodies, while an exhaust system with a pair of catalyzers not only maximizes flow, but meets the latest emissions limits.

There are few riders out there capable of managing all of that power, especially in off-road situations, which is why the Super Adventure R has a complex suite of rider aids. There are modes for every type of riding, lean-sensitive ABS and Motorcycle Traction Control, and an Offroad ride mode, Off-road traction-control, and Off-road ABS. Or splurge and get the Rally Pack (which also adds Motor Slip Regulation, Quickshifter+, and Hill Hold Control). Cruise control, a tire pressure monitoring system, keyless operation, and a large 7-inch TFT interface are other electronic highlights.

That engine may be what gives the 1290 its get-up-and-go, but the chassis is what makes this bike so capable just about everywhere. The frame is chromoly-steel trellis design mated to a die-cast aluminum swingarm. Wheels are tubeless spoked aluminum rims in 21-inch front and 18-inch rear sizes. The suspension has a serious job to do, but the WP Xplor units are up to the task. A fully adjustable 48mm inverted fork with 8.7 inches of travel is used up front, while a PDS shock with remote preload, high- and low-speed compression damping, and high- and low-speed rebound damping (with the same 8.7 inches of travel) is used at the rear. High-end Brembo brakes front and rear are mated to the advanced ABS and will get the 1290 slowed down from triple-digit speeds without fanfare on any surface.

2024 KTM 1290 Super Adventure R. (KTM/)Pricing and Variants

The 2024 KTM 1290 Super Adventure R starts at $20,999, while there are various tiers of electronic rider-aid upgrades available.

2024 KTM 1290 Super Adventure R. (KTM/)Competition

News and Reviews

KTM 1290 Super Adventure R First Ride

2024 KTM 1290 Super Adventure R Claimed Specs

| MSRP: | $20,999 | | --- | --- | | Engine: | DOHC, liquid-cooled LC8 V-twin; 4-valve | | Displacement: | 1,301cc | | Bore x Stroke: | 108.0 x 71.0mm | | Compression Ratio: | 13.1:1 | | Transmission/Final Drive: | 6-speed/chain | | Fuel System: | Electronic fuel injection w/ 52mm throttle bodies; ride-by-wire | | Clutch: | Wet, multiplate PASC slipper function; hydraulic actuation | | Frame: | Chromoly steel trellis | | Front Suspension: | WP Xplor 48mm inverted fork; fully adjustable; 8.7 in. travel | | Rear Suspension: | WP Xplor PDS monoshock; fully adjustable, 8.7 in. travel | | Front Brake: | 4-piston radial-mount Brembo calipers, dual 320mm discs w/ ABS | | Rear Brake: | 2-piston Brembo caliper, 267mm disc w/ ABS | | Wheels, Front/Rear: | Aluminum; 21 x 2.5 in. / 18 x 4.25 in. | | Tires, Front/Rear: | Bridgestone Battlax Adventurecross AX41; 90/90-21 / 150/70-18 | | Rake/Trail: | 25.3°/4.4 in. | | Wheelbase: | 62.1 in. | | Ground Clearance: | 9.5 in. | | Seat Height: | 34.6 in. | | Fuel Capacity: | 6.1 gal. | | Wet Weight (w/o fuel): | 503 lb. | | Contact: | ktm.com |

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The 2024 Yamaha Ténéré 700 ($10,799). (Yamaha/)Overview

It’s human nature to want more, but if Yamaha’s Ténéré 700 has proven anything, it’s that more is not always the answer when it comes to adventure bikes. Compared to the larger, more tech-laden machines that dominate the ADV space, the T7 is intended to be a simple, no-frills weapon for spirited off-road adventuring. This is an enduro bike with some touring capabilities more than it is a touring bike with modest off-road potential.

The Ténéré 700 also highlights the versatility of Yamaha’s 689cc parallel twin, which made 64 hp and 44 lb.-ft. of torque when last strapped to the Cycle World dyno. That engine feels slightly outclassed when used in Yamaha’s road-going MT-07 and YZF-R7 sportbikes, but solid low-end grunt and loads of character make it a perfect platform for off-road use. A direct throttle response and tractable power delivery enable tires to bite firmly into terra firma, plus there’s still plenty of power to lift the front wheel over obstacles. All this renders electronic rider aids more of a nicety than a necessity—a good thing considering the T7 isn’t equipped with traction control, wheelie control, slide control, or any of the other electronic systems you might find on the competition.

The Ténéré 700 is also available in the more rugged-looking Shadow Gray color. Notice the rally-bike inspirations in the small front fairing. (Yamaha/)For 2024, the ABS system was updated with three settings: ABS On, ABS Off, and Rear ABS Off (front ABS stays on). The system—and other important information—is managed through a rally-inspired 5-inch TFT dash that’s immensely more attractive than the previous generation’s LCD display. Two readout types are available: Street and Explorer. Yamaha’s Y-Connect app allows you to connect your smartphone to the bike for phone notifications and to check things like fuel consumption history. The 2024 model’s wire harness was also updated to easily accept Yamaha’s accessory quickshifter ($199.99).

Other notable hardware includes KYB suspension with 8.3 inches of travel up front and 7.9 inches of travel out back. Brembo front brake calipers are clamped to 282mm brake discs, while Pirelli Scorpion Rally STR tires are mounted with tubes for easier trailside repairs. The tank measures 4.2 gallons, which is sufficient, but 0.3 to 1.1 gallons smaller than anything else in the class. A benefit here is the bike’s relatively low, 452-pound wet weight.

A vertical 5-inch TFT was added for 2024. The screen is easy to read at a glance and easy to navigate, especially considering there aren’t multiple submenus. (Yamaha/)The bike’s narrow, rally-inspired front fairing and relatively short, nonadjustable windscreen are purposely minimal so that they don’t interfere in out-of-the-seat off-road riding. That equates to less wind protection while cruising down the highway and some helmet buffeting, but Yamaha didn’t really design the T7 for long days on the interstate.

That’s even more apparent when you get the bike into the dirt; the combination of solid chassis and lightweight handling allow you to easily pick your way through technical terrain and carry more speed than a larger adventure bike might. One of the only issues is that ABS settings aren’t sticky, meaning you have to reselect your preferred setting every time you shut the bike off. This is made more frustrating by the fact that front ABS activates early and often in the dirt.

Then again, electronics aren’t the talking point when it comes to the Ténéré 700. This is very much an adventure bike for those who want less—not more.

The stock Ténéré 700 seat dips low for a manageable seat height. Yamaha’s optional one-piece rally seat ($219.99) sits 1.6 inches taller for added comfort, for taller riders. (Yamaha/)Pricing and Variants

The 2024 Ténéré 700 is available in Team Yamaha Blue or Shadow Gray color options. There’s no difference in price and no optional upgrades, with both colors coming in at a reasonable $10,799.

Competition

News and Reviews

The Ténéré 700 is a capable adventure bike for off-road riding. (Yamaha/)2024 Yamaha Ténéré 700 Claimed Specs

| MSRP: | $10,799 | | --- | --- | | Engine: | DOHC, liquid-cooled parallel twin; 8 valves | | Displacement: | 689cc | | Bore x Stroke: | 80.0 x 68.6mm | | Compression Ratio: | 11.5:1 | | Transmission/Final Drive: | 6-speed/chain | | Fuel System: | Electronic fuel injection | | Clutch: | Wet, multiplate; cable actuation | | Frame: | Double-cradle steel tube | | Front Suspension: | 43mm KYB telescopic fork, fully adjustable; 8.3 in. travel | | Rear Suspension: | Single KYB shock, preload and rebound adjustable; 7.9 in. travel | | Front Brake: | 4-piston calipers, dual 282mm discs (w/ ABS) | | Rear Brake: | 1-piston caliper, 245mm disc (w/ ABS) | | Wheels, Front/Rear: | D.I.D spoked wheels w/ aluminum rims; 21 x 2.50 in. / 18 x 4.50 in. | | Tires, Front/Rear: | Pirelli Scorpion Rally STR; 90/90-21 / 150/70-18 | | Rake/Trail: | 27.0°/4.1 in. | | Wheelbase: | 62.8 in. | | Ground Clearance: | 9.4 in. | | Seat Height: | 34.4 in. | | Fuel Capacity: | 4.2 gal. | | Claimed Wet Weight: | 452 lb. | | Contact: | yamahamotorsports.com |

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2024 KTM 690 SMC R. (KTM/)Overview

Based on the same platform as its stablemate 690 Enduro R, the 690 SMC was originally released all the way back in 2008. Flash forward to today and the latest incarnation, the 690 SMC R, is a great motorcycle for tackling the urban jungle, commuting, twisty mountain roads, or even trackdays.

Its LC4 693cc SOHC single is shared with no less than five other models including its Enduro R sibling under the KTM banner. It is liquid-cooled, has electric starting and fuel injection, and features ride-by-wire throttle, which allows multiple ride modes (Street or Supermoto). It also has lean-sensitive ABS and traction control, and buyers can add the optional Supermoto ABS mode.

A steel-trellis frame and composite subframe with integrated fuel tank anchor the chassis. Suspension consists of a WP 48mm Apex fork with 8.5 inches of travel in the front and a linked WP Apex shock with 9.4 inches of travel. Tubeless spoked wheels measure 17 inches front and rear with 120/70-17 and 160/60-17 Bridgestone S21 rubber. A Brembo radial-mount four-piston caliper and 320mm disc are used up front for stout high-speed braking, while a single-piston Brembo and 240mm disc are used out back.

Pricing and Variants

The 2024 KTM 690 SMC R starts at $12,999 in the single orange and black color.

Competition

News and Reviews

KTM 690 SMC R First Ride

2024 KTM 690 SMC R Claimed Specs

| MSRP: | $12,999 | | --- | --- | | Engine: | SOHC, liquid-cooled single-cylinder; 4 valves | | Displacement: | 693cc | | Bore x Stroke: | 105.0 x 80.0mm | | Compression Ratio: | 12.7:1 | | Transmission/Final Drive: | 6-speed/chain | | Fuel System: | Keihin EFI w/ 50mm throttle body; ride-by-wire | | Clutch: | APTC slipper/assist; hydraulic actuation | | Frame: | Chromoly steel tubular space | | Front Suspension: | WP Apex 48mm inverted fork, fully adjustable; 8.5 in. travel | | Rear Suspension: | WP Apex shock, Pro-Lever linkage, fully adjustable; 9.4 in. travel | | Front Brake: | 4-piston CNC-machined Brembo caliper, floating 320mm disc w/ Bosch cornering ABS | | Rear Brake: | 1-piston Brembo caliper, 240mm disc w/ Bosch cornering ABS | | Wheels, Front/Rear: | Spoked; 17 in. | | Tires, Front/Rear: | Bridgestone S21; 120/70-17 / 160/60-17 | | Rake/Trail: | 27.0°/4.3 in. | | Wheelbase: | 58.1 in. | | Ground Clearance: | 9.3 in. | | Seat Height: | 35.1 in. | | Fuel Capacity: | 3.5 gal. | | We Weight (w/o fuel): | 328 lb. | | Contact: | ktm.com |

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2024 Husqvarna Svartpilen 401. (Husqvarna/)Overview

Husqvarna’s Svartpilen is a scrambler-style motorcycle that is packed with panache. At a glance you would never know that it’s an über-affordable entry-level machine. There isn’t anything else like it—outside of its stablemate the Vitpilen 401—in the entry-level world of motorcycles. The bike’s styling, fit, finish, and features make it a bike that you won’t soon grow out of.

Built to excel around urban environments, yet fully capable of exploring outside of it with its knobby tires and scramble features, the Svartpilen 401 is a truly versatile bike. It’s powered by a 399cc liquid-cooled single-cylinder engine with fuel injection, ride-by-wire throttle control, and multiple ride modes. It even comes with an up/down quickshifter standard.

The chassis features a steel-trellis frame, WP Apex suspension with 5.9 inches of travel at each end, a pair of ByBre brakes with a radial-mount four-piston caliper and 320mm disc at the front and a twin-piston 240mm disc setup at the rear. Bosch cornering-sensitive ABS is standard.

Other features that are rarely seen at this price include the 5-inch full-color TFT display, Bluetooth connectivity, and LED lighting.

Pricing and Variants

The 2024 Svartpilen 401 has a $5,899 MSRP.

Competition

News and Reviews

Svartpilen 401 First Look

2024 Svartpilen 401 Claimed Specs

| MSRP: | $5,899 | | --- | --- | | Engine: | DOHC, liquid-cooled single; 4 valve/cyl. | | Displacement: | 399cc | | Bore x Stroke: | 89.0 x 64.0mm | | Compression Ratio: | 12.6:1 | | Transmission/Final Drive: | 6-speed/chain | | Fuel System: | DKK Dell’Orto w/ 46mm throttle body; ride-by-wire | | Clutch: | PASC slipper clutch; mechanically operated | | Frame: | Steel trellis w/ bolt-on cast-aluminum subframe | | Front Suspension: | 43mm WP Apex, compression and rebound damping adjustable; 5.9 in. travel | | Rear Suspension: | WP Apex monoshock, spring preload and rebound damping adjustable; 5.9 in. travel | | Front Brake: | 4-piston radial-mount caliper, 320mm disc w/ ABS | | Rear Brake: | 2-piston caliper, 240mm disc w/ ABS | | Wheels, Front/Rear: | Spoked; 17 in./17 in. | | Tires, Front/Rear: | 110/70-17 / 150/60-17 | | Rake/Trail: | 24.0°/NA | | Wheelbase: | 53.9 in. | | Ground Clearance: | 7.1 in. | | Seat Height: | 32.3 in. | | Fuel Capacity: | 3.4 gal. | | Wet Weight: | 351 lb. | | Contact: | husqvarna-motorcycles.com |

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2024 Husqvarna Vitpilen 401. (Husqvarna/)Overview

Husqvarna’s Vitpilen is a more asphalt-oriented variation of its close sibling, the Svartpilen 401. Like that scrambler motorcycle, the Vitpilen is über stylish and packs a ton of features for an entry-level machine.

Where its stablemate features spoked rims and knobby tires, the Vitpilen wears road-oriented rubber on its cast-aluminum wheels. And while this machine is much happier keeping the rubber on the tarmac, it’s otherwise equally as versatile. It’s powered by a 399cc liquid-cooled single-cylinder engine with fuel injection, ride-by-wire throttle control, and multiple ride modes. It even comes with an up/down quickshifter and anti-theft device as standard.

Other features that are rarely seen at this price include the 5-inch full-color TFT display, Bluetooth connectivity, and LED lighting.

Pricing and Variants

The 2024 Vitpilen 401 has a $5,899 MSRP.

Competition

News and Reviews

Vitpilen 401 First Look

2024 Vitpilen 401 Claimed Specs

| MSRP: | $5,899 | | --- | --- | | Engine: | DOHC, liquid-cooled single; 4 valve/cyl. | | Displacement: | 399cc | | Bore x Stroke: | 89.0 x 64.0mm | | Compression Ratio: | 12.6:1 | | Transmission/Final Drive: | 6-speed/chain | | Fuel System: | DKK Dell’Orto w/ 46mm throttle body; ride-by-wire | | Clutch: | PASC slipper clutch; mechanically operated | | Frame: | Steel trellis w/ bolt-on cast-aluminum subframe | | Front Suspension: | 43mm WP Apex, compression and rebound damping adjustable; 5.9 in. travel | | Rear Suspension: | WP Apex monoshock, spring preload and rebound damping adjustable; 5.9 in. travel | | Front Brake: | 4-piston radial-mount caliper, 320mm disc w/ ABS | | Rear Brake: | 2-piston caliper, 240mm disc w/ ABS | | Wheels, Front/Rear: | Cast aluminum; 17 in./17 in. | | Tires, Front/Rear: | 110/70-17 / 150/60-17 | | Rake/Trail: | 24.0°/ N/A | | Wheelbase: | 53.9 in. | | Ground Clearance: | 7.1 in. | | Seat Height: | 32.3 in. | | Fuel Capacity: | 3.4 gal. | | Wet Weight: | 341 lb. | | Contact: | husqvarna-motorcycles.com |

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The 2024 Yamaha YZF-R3 ($5,499). (Yamaha/)Overview

The small-displacement sportbike category is split between manufacturers that believe bigger is better and those that think entry-level bikes don’t need to be any more potent. Yamaha sits on the less-is-more side of the argument with its YZF-R3, which wears its sportbike lines proudly but is powered by a mild-mannered 321cc parallel twin. The result is a bike that looks the part while still being exceptionally user-friendly and plenty accommodating for newer riders.

Key to Yamaha’s approach is the aforementioned 321cc twin, which made 36 hp and roughly 20 lb.-ft. of torque when last strapped to Cycle World’s in-house dyno. And while that’s not going to help you chase down Kawasaki’s newer, larger-displacement Ninja 500, power delivery is smooth and the high-revving engine is still plenty entertaining as comfort levels—and pace—start to come up. This is like bringing nunchucks to a gunfight—you’re better prepared than with a knife, but still a bit outclassed.

The YZF-R3 is also available in Vivid White, which takes a step away from Yamaha’s race-inspired color scheme. (Yamaha/)The R3′s sportbike lineage shows through in its nimble, confidence-inspiring handling that’s well suited for city streets or the occasional trip down your favorite canyon road. Suspension is relatively firm considering the bike’s intentions while the single 298mm front brake disc reminds you of Yamaha’s racing roots, with great feedback and plenty of stopping power. This might not be the fastest small-displacement sportbike on the market, but there are sporty bones under those fairings.

The YZF-R3 lacks the aggression and power of its more performance-oriented competition, but is still a great option for new riders looking to get their feet wet at the track. (Yamaha/)Speaking of fairings, Yamaha has done a great job of keeping the R3′s design in-line with what you’ll see on its larger-displacement sportbikes, like the YZF-R7 and YZF-R1. Unfortunately, there are no rider aids or other electronic niceties outside of LED lighting and a digital dash, whereas some of the competition has already made the electronic leap. Yes, even on their small-displacement sportbikes.

The result is a no-frills sportbike that looks the part while offering a nice steppingstone within Yamaha’s proven sportbike lineup.

While the R3’s digital display is not the latest TFT technology, it’s well organized and gives the bike a modern look. Same for the R1-inspired top triple clamp. (Yamaha/)Pricing and Variants

The 2024 YZF-R3 is available in Team Yamaha Blue or Vivid White color options for $5,499.

Competition

Aprilia RS 457, $6,799
Honda CBR300R, $4,899
Kawasaki Ninja 500, $5,299 to $6,599
KTM RC 390, $5,899
Suzuki GSX250R, $5,099

It’s easy to see the YZF-R7 and YZF-R1 inspirations. (Yamaha/)News and Reviews

2024 Yamaha YZF-R3 Claimed Specs

| MSRP: | $5,499 | | --- | --- | | Engine: | DOHC, liquid-cooled inline-twin; 4 valves/cyl. | | Displacement: | 321cc | | Bore x Stroke: | 68.0 x 44.1mm | | Compression Ratio: | 11.2:1 | | Transmission/Final Drive: | 6-speed/chain | | Fuel System: | Electronic fuel Injection w/ 32mm throttle bodies | | Clutch: | Wet, multiplate; cable operation | | Frame: | Diamond-type steel-tube | | Front Suspension: | 37mm Kayaba USD fork, nonadjustable; 5.1 in. travel | | Rear Suspension: | Kayaba shock, preload adjustable; 4.9 in. travel | | Front Brake: | 2-piston slide-pin caliper, 298mm disc w/ ABS | | Rear Brake: | 1-piston slide-pin caliper, 220mm disc w/ ABS | | Wheels, Front/Rear: | Cast aluminum; 2.75 x 17 in. / 4.5 x 17 in. | | Tires, Front/Rear: | Dunlop Sportmax GPR-300; 110/70-17 / 140/70-17 | | Rake/Trail: | 25.0°/3.7 in. | | Wheelbase: | 54.3 in. | | Ground Clearance: | 6.3 in. | | Seat Height: | 30.7 in. | | Fuel Capacity: | 3.7 gal. | | Wet Weight: | 375 lb. | | Contact: | yamahamotorsports.com |

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The 2024 Yamaha Bolt R-Spec ($8,899). (Yamaha/)Overview

The search for a classically styled middleweight cruiser has traditionally started and ended at Harley-Davidson’s Sportster, but with Harley-Davidson taking a more modern approach with its latest-generation Nightster and Sportster S, bikes like the Bolt R-Spec are creeping back into the cruiser spotlight.

Hardware is not the main talking point here, but a quick pass through the Bolt’s features highlight’s Yamaha’s less-is-more approach. Power comes courtesy of an air-cooled 60-degree V-twin. And while that engine may lack the bark of Harley’s finely tuned Sportsters of yesteryear, it offers near seamless fueling and plenty of low-end grunt for casual around-town cruising. Yes, there are some vibrations as you near 80 mph on the highway, but those settle down to something best described as “character” when cruising around town. Just what you want on a mid-displacement cruiser.

Hopefully you’re a fan of the Bolt R-Spec’s blacked-out look. The bike is only available in this Raven color. The keyword to this design is “simple.” (Yamaha/)There’s not an abundance of room in the Bolt R-Spec’s compact saddle, but the bike’s modest dimensions mean it’s an easy motorcycle for newer riders to get comfortable on. Well-positioned mid-control footpegs make it a comfortable mount for the type of riding it was intended for too. That includes short jaunts around town with the occasional stretch down the open highway. Relatively light handling and sporty shocks offer just enough performance for when the pace picks up.

While that hardware is important and Yamaha is quite good at building seamless machines, the focus for a bike like the Bolt R-Spec is styling, and Yamaha has done a great job of incorporating the classic lines you’d expect from a V-twin cruiser. A 3.4-gallon teardrop tank, dual piggyback shocks, 12-spoke cast-aluminum wheels, and blacked-out finishes fit the bill. Plus, there’s very little badging.

While the Bolt R-Spec’s classic lines are appreciated, there’s a decent number of aftermarket options for the bike. (Yamaha/)More benefits come in the form of a low, 27.2-inch seat height and modern LED lighting. And while Yamaha hasn’t tweaked the formula much in recent years, the Bolt R-Spec’s straightforward design is what makes it so appealing.

Pricing and Variants

The Bolt R-Spec is available in any color you’d like so long as it’s black (with a small red accent on the tank). MSRP is $8,899.

Intimidating dimensions and a V-twin engine with good low-end grunt make the Bolt R-Spec a great bike for newer riders. (Yamaha/)Competition

2024 Yamaha Bolt R-Spec Claimed Specs

| MSRP: | $8,899 | | --- | --- | | Engine: | SOHC, air-cooled, 60º V-twin; 4 valves/cyl. | | Displacement: | 942cc | | Bore x Stroke: | 85.0 x 83.0mm | | Compression Ratio: | 9.0:1 | | Transmission/Final Drive: | 5-speed/belt | | Fuel System: | Fuel injection | | Clutch: | Wet, multiplate; cable operation | | Frame: | Steel tube | | Front Suspension: | 41mm telescopic fork; 4.7 in. travel | | Rear Suspension: | Dual piggyback shocks; 2.8 in. travel | | Front Brake: | 298mm disc | | Rear Brake: | 298mm disc | | Wheels, Front/Rear: | 12-spoke cast aluminum; 19 in./16 in. | | Tires, Front/Rear: | Bridgestone Exedra; 100/90-19 / 150/80-16 | | Rake/Trail: | 29.0°/5.1 in. | | Wheelbase: | 61.8 in. | | Ground Clearance: | 5.1 in. | | Seat Height: | 27.2 in. | | Fuel Capacity: | 3.4 gal. | | Wet Weight: | 542 lb. | | Contact: | yamahamotorsports.com |

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2024 Husqvarna 701 Enduro. (Husqvarna/)Overview

Strong platforms stand the test of time, and the one that the 701 Enduro is based on has done just that. This single-cylinder dual sport can serve many purposes from lightweight ADV to heavyweight enduro, which gives it a ton of versatility.

Its 693cc SOHC single is shared with no less than five other models including its Supermoto sibling under the Husqvarna banner. It is liquid-cooled, has electric starting, fuel injection, and features ride-by-wire throttle, which allows multiple ride modes. It also has lean-sensitive ABS and traction control.

Pricing and Variants

The 2024 Husqvarna 701 Enduro is $12,999 in the single white color.

Competition

News and Reviews

Husqvarna 701 Enduro Dyno Test

2024 Husqvarna 701 Enduro Claimed Specs

| MSRP: | $12,999 | | --- | --- | | Engine: | SOHC, liquid-cooled single; 4 valves | | Displacement: | 693cc | | Bore x Stroke: | 105.0 x 80.0mm | | Compression Ratio: | N/A | | Transmission/Final Drive: | 6-speed/chain | | Fuel System: | Keihin EFI w/ 50mm throttle body; ride-by-wire | | Clutch: | Wet, multiplate slipper; cable operation | | Frame: | Chromoly steel trellis | | Front Suspension: | WP 48mm Xplor fork, compression and rebound adjustable; 9.8 in. travel | | Rear Suspension: | WP linked monoshock, fully adjustable; 9.8 in. travel | | Front Brake: | 2-piston Brembo caliper, 300mm disc w/ ABS | | Rear Brake: | 1-piston Brembo caliper, 240mm disc w/ ABS | | Wheels, Front/Rear: | Spoked; 21 in./18 in. | | Tires, Front/Rear: | 90/90-21 / 140/80-18 | | Rake/Trail: | 27.7°/NA | | Wheelbase: | 59.25 in. | | Ground Clearance: | 10.6 in. | | Seat Height: | 36.4 in. | | Fuel Capacity: | 3.4 gal. | | Wet Weight: | 322 lb. | | Contact: | husqvarna-motorcycles.com |

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2024 Kawasaki Ninja 500 in Metallic Spark Black/Metallic Flat Raw Graystone. (Kawasaki/)Overview

Kawasaki’s Ninja 500 sportbike offers the same accessibility as the Ninja 400 but with a larger engine. For 2024, Kawasaki bumped up the engine displacement of its tried-and-true 399cc mill to 451cc by increasing the stroke by 8.6mm. Along with the larger engine, the Ninja 500 also receives updated styling and a new dash—other than that, the Ninja 500 is extremely similar to the Ninja 400.

The 2024 Kawasaki Ninja 500 features a 451cc DOHC liquid-cooled parallel twin making a claimed 51 hp at 10,000 rpm and 31.7 lb.-ft. of torque at 7,500 rpm. Bore measurement remains the same as the 400 at 70.0mm, but this larger engine (utilized in the Ninja 500, Z500, and Eliminator) now features a 58.6mm stroke.

At its core, the Ninja 500 chassis is the Ninja 400 chassis. The 500 utilizes the same steel-trellis frame, 41mm telescopic fork, horizontal back-link shock, and braking system with a dual-piston caliper and 310mm rotor up front and a single 220mm rotor and single-piston caliper at the rear.

The 2024 Kawasaki Ninja 500 receives an updated LCD display. But for those who want even more premium features, check out the 2024 Kawasaki Ninja 500 SE ABS which features a full-color TFT display with a range of Kawasaki Genuine Accessories including special-edition graphics, Intelligent Proximity Activation Start System, LED turn signals, large windshield, pillion seat cover, frame sliders, USB-C outlet, tank pad, knee pads, radiator screen.

2024 Kawasaki Ninja 500 KRT Edition SE ABS. (Kawasaki/)Pricing and Variants

The 2024 Kawasaki Ninja 500 is available in five variants: Ninja 500 non-ABS ($5,299) and Ninja 500 ABS ($5,699–$5,899); Ninja 500 KRT Edition ($5,499); Ninja 500 SE ABS ($6,399); Ninja 500 KRT Edition SE ABS ($6,399); Ninja 500 SE 40th Anniversary Edition ABS ($6,599).

2024 Kawasaki Ninja 500 SE 40th Anniversary Edition ABS. (Kawasaki/)Competition

News and Reviews

2024 Kawasaki Ninja 500 Claimed Specs

| MSRP: | $5,299 / $5,699–$5,899 (ABS) | | --- | --- | | Engine: | DOHC, liquid-cooled, 4-stroke parallel twin | | Displacement: | 451cc | | Bore x Stroke: | 70.0 x 58.6mm | | Compression Ratio: | 11.3:1 | | Transmission/Final Drive: | 6-speed/chain | | Fuel System: | DFI w/ dual 32mm throttle bodies | | Clutch: | Wet, multiplate; cable operation | | Frame: | Trellis, high-tensile steel | | Front Suspension: | 41mm hydraulic telescopic fork; 4.7 in. travel | | Rear Suspension: | Horizontal back-link shock, preload adjustable; 5.1 in. travel | | Front Brake: | 2-piston calipers, 310mm disc (w/ ABS) | | Rear Brake: | 1-piston caliper, 220mm disc (w/ ABS) | | Wheels, Front/Rear: | Cast spoked; 17 in./17 in. | | Tires, Front/Rear: | 110/70-17 / 150/60-17 | | Rake/Trail: | 24.5°/3.6 in. | | Wheelbase: | 54.1 in. | | Ground Clearance: | 5.7 in. | | Seat Height: | 30.9 in. | | Fuel Capacity: | 3.7 gal. | | Wet Weight: | 370 lb. / 375 lb. (ABS) | | Contact: | kawasaki.com |

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Husqvarna’s travel-oriented Norden 901 Expedition sees a modest price bump compared to the Norden 901. MSRP is $15,799 versus $14,499 (Husqvarna/)Ups

Upgraded with higher-spec Xplor suspension
A whole catalog of accessories included as standard
Minimal price increase for all of the significant upgrades

Downs

Included bags not very durable
Windscreen fixed and not adjustable
Have to buy different bag mounts if you want hard cases

Verdict

There are so many options in the adventure-bike class that it can be overwhelming. However, middleweight, multicylinder models offer an ideal balance between power and weight that makes them very appealing. Husqvarna’s newest member of the Norden family, the 901 Expedition, is an upscale-trim version of the base model that’s more travel oriented and worth a look for those riders who enjoy longer adventures.

Similar to the Norden 901, the 901 Expedition shares much of its hardware with KTM’s 890 Adventure models, but all of that hardware is wrapped in bodywork that’s less aggressive than what you’d find on the KTM. (Husqvarna/)Overview

Husqvarna hit the road running with its original Norden 901 thanks in large part to its ties to sister brand KTM and the 890 Adventure models that serve as the bones for the Norden. But while the Norden 901 shares an engine and chassis with the KTMs, Husqvarna took a different direction with the styling, replacing the knife-edge angles of the KTM with smooth, modern lines that spark memories of classic Paris-Dakar bikes of the ‘80s and ‘90s. The look is entirely Husqvarna; a round LED headlight sits high above the front wheel, flanked by integrated fog lights and a steeply angled windscreen.

The Norden’s personality was intended to be equally as refined, Husqvarna deciding that the bike should be less aggressive and better suited to the everyday adventurer. By introducing the Expedition model right after, Husqvarna expanded on that concept by retaining much of what made the Norden 901 so great, but increasing its appeal with more travel-oriented hardware.

Where the Expedition truly distinguishes itself from the Norden 901 is in componentry. It shares the more stout Xplor suspension with KTM’s 890 R, gets a burly skid plate, as well as touring amenities like a more protective windscreen, centerstand, and luggage as standard.

While the Norden 901 Expedition is great off road, it’s equally as capable on pavement. (Husqvarna/)Updates for 2023

While the Norden 901 Expedition was an all-new model for 2023, it’s based heavily on the standard Norden 901, which was introduced as a 2022 model and has yet to see any updates.

The big news here is the move to WP Xplor suspension. Comfort and convenience upgrades include heated grips and rider seat, a taller windshield, centerstand, soft luggage, and Connectivity Unit (optional on the base Norden), which allows you to connect your smartphone via Bluetooth to the motorcycle. Added protection comes in the form of a heavy-duty aluminum skid plate.

Pricing and Variants

The Norden 901 Expedition starts at $15,799—a modest price increase over the $14,499 Norden 901. The bike is available in just one color.

Upgraded suspension and added protection mean the Norden 901 Expedition is up for serious adventure. (Husqvarna/)Competition

The middleweight ADV category continues to grow in terms of popularity, and manufacturers have found different solutions to the same problem, meaning there are multiple options with a range of features.

Entries into this space include the Yamaha Ténéré 700 ($10,499), KTM 890 Adventure ($13,949), BMW F 850 GS ($12,595), and even the standard Husqvarna Norden 901 ($14,499).

Ducati’s DesertX ($17,695) is a legitimate contender with some serious off-road chops, while Triumph has a range of Tiger 900 options available ($14,995 to $17,395).

More aggressive adventure models include the KTM 890 Adventure R ($15,199) and BMW F 850 GS Adventure ($13,595).

Note: Listed MSRP are the starting price, and costs will vary depending on features.

The 889cc LC8c engine borrowed from KTM’s 890 Adventure models delivers a broad spread of torque that allows the rider to choose a couple of different gear options. (Husqvarna/)Powertrain: Engine, Transmission, and Performance

The power unit in the Expedition is identical in every regard to the base Norden. It’s the same 889cc LC8c parallel twin that also powers KTM’s 890 Adventure and 890 Adventure R. The liquid-cooled DOHC eight-valve engine produces a claimed 105 hp at 8,000 rpm and 74 lb.-ft. of peak torque at 6,500 rpm. The last KTM 890 Adventure R we ran on the Cycle World dyno cranked out 86.5 hp at 8,320 rpm and 58.1 lb.-ft. of torque at 6,870 rpm at the rear wheel. Service intervals are set at around 9,500 miles.

“The LC8c engine that the Norden shares with the orange bikes is, straight up, an awesome adventure-bike powerplant,” Editor-at-Large Blake Conner said in his Norden 901 Expedition review. “It comes down to the balance between on-road and off. What do you intend to ride and where? On the road, the Norden feels sporty and quick, easily lofting the front wheel in second gear and acting like a hooligan. When making a quick pass, a downshift from sixth to fifth (or maybe fourth) wakes it up nicely and allows you to blast past.

“Off-road, there is no denying that the LC8c is stout, not to the degree of the latest 1,200cc-plus monsters, but it doesn’t leave you wanting much more. In this era of awesome electronics, getting the most out of the engine is simply a matter of dialing in the intervention you’re comfortable with. That right there makes this bike a great choice for a huge range of riders. Expert riders will be totally happy letting it eat with big throttle openings and very little interference from the electronics, while others can find confidence through mellower delivery and more traction control.”

The Expedition gets WP’s high-spec Xplor suspension front and rear. (Husqvarna/)Chassis/Handling

The Norden 901 Expedition has a chromoly-steel frame that utilizes the engine as a stressed member. Rake is set at 25.8 degrees, with 4.2 inches of trail. Out back is a die-cast aluminum swingarm that utilizes a linkless PDS shock. A spoked 21-by-2.5-inch front and 18-by-4.5-inch rear wheel with tubeless design are mounted with Pirelli Scorpion Rally STR tires in 90/90-21 and 150/70-18 front and rear sizes.

What separates the Expedition from the standard model are the more off-road-friendly WP Xplor suspension units front and rear. At the front, the base model’s WP Apex 43 (43mm stanchion) fork is swapped for the Xplor 48 fork with much larger 48mm stanchions. While the Apex fork has provisions for compression and rebound, the Xplor adds preload to the mix. Similarly, at the rear, the Apex shock is swapped for an Xplor shock. The Apex unit on the standard model has preload and rebound damping, while the Xplor unit is fully adjustable with preload, compression, and high- and low-speed rebound damping.

Travel increases from the Apex’s 8.7 inches at the front and 8.5 inches at the rear to 9.4 inches at each end of the Expedition. This in turn increases the Expedition’s ground clearance 0.7 inch to 10.6, while also increasing the wheelbase slightly from 59.5 to 60.1 inches.

“For such a large machine, weighing more than 500 pounds fully fueled, the Expedition carries the weight well,” Conner said. “Like its cousin, the 890 Adventure, the Norden’s saddle fuel tanks put the mass down low. This really pays off when snaking through the sand and makes the bike feel a lot lighter than the numbers would lead you to believe.

“On the roughest terrain, soft and plush is the ticket. A few sections on our South Africa test included beat, ledgy, rock-strewn climbs, where momentum is key. Getting bounced off line by too-stiff suspension would have consequences, so the stock suspension setup on the bikes for the event proved to be really good. Picking a line through the biggest rocks isn’t a big deal as the Expedition tracks well as it sucks up the hits, and if you need to plow straight into some others to keep from losing that flow, so be it. After all, there’s no use in having that extra travel if you don’t utilize it, right?”

Consider also that, as good as the Pirelli tires are for most conditions, a more aggressive knobby front tire is worth considering for those who plan on riding a lot of sand.

A comfy but still fully supportive seat makes it easy to rack up miles on the Norden 901 Expedition. An added benefit is that the seat can be adjusted to two heights, either 34.4 inches in the low position or 35.2 inches in the high setting. (Husqvarna/)Brakes

The mechanical details of the braking system include J.Juan (a Brembo sub-brand) radial-mount four-piston calipers up front with 320mm discs, while a twin-piston caliper and 260mm disc reside out back.

Bosch’s 9.1 MP Cornering ABS utilizes an IMU to determine the bike’s lean angle and intervene accordingly when switched to the standard mode. In Offroad mode, ABS is turned off at the rear wheel so it can be completely locked, while the lean-sensitive function is turned off and ABS intervention reduced.

Fuel Economy and Real-World MPG

Fuel mileage numbers are not currently available for the Norden 901 Expedition.

While soft bags are a nice standard feature it doesn’t take much for them to show signs of wear and tear, and the rigid part of the bag that holds the attachment hardware isn’t stiff enough to keep them from deforming. There are other options in Husqvarna’s accessory catalog, but they don’t utilize the same mounting hardware, so you would have to invest in that as well. (Husqvarna/)Ergonomics: Comfort and Utility

“An area that Husky has done a great job finding balance is the riding position and ergonomics,” Conner said. “With a bunch of time spent off the asphalt, there is a lot of standing on the pegs. Placement of the bars is really good (they can be adjusted to six different positions with 30mm of fore and aft adjustment). While standing, getting a good view over the extra tall touring windscreen is not an issue, but in some other sections, when seated, seeing through that towering muddy screen is really difficult. We’d likely shop the accessory catalog for a lower screen if riding off-road on a regular basis was the plan. On the road, the windscreen provides excellent protection from the wind and the small air vent three-quarters of the way up does its job of reducing buffeting, even with an off-road helmet on.

“Husky really delivered the touring comfort that the Expedition name promises. When seated, the reach to the bars is quite comfortable, and the seat is not only very supportive but quite comfy, and can be adjusted to two heights, either 34.4 inches in the low position or 35.2 inches in the high setting. The Expedition comes standard with a heated rider seat (sorry, no passenger) and grips. With the seat in the lower position, knees are bent just a bit past 90 degrees, which basically means that long hours in the saddle are totally doable.”

The layout for the TFT display is well thought out, making the display easy to navigate even while riding. (Husqvarna/)Electronics

The Husky’s brain is a Bosch engine management system with ride-by-wire throttle control. The system allows the rider to choose between four distinct modes including Street, Rain, Offroad, and Explorer. The latter is a user-customizable mode in which the rider can individually tailor traction control, throttle response, peak-power output, and ABS preferences to their liking. The Cornering MTC traction-control system is lean-angle sensitive and has nine levels of intervention for rear-wheel slip. The MTC also provides wheelie control depending on the chosen mode. Motor Slip Regulation manages engine-braking electronically to work in concert with the slipper clutch. Another nice feature that is possible with the ride-by-wire system is cruise control, which comes standard on the Expedition.

All lighting is LED including the headlight, a pair of fog lights, and slim turn signals. A 5-inch TFT display is the rider’s portal to the bike’s menus and information screens.

Warranty and Maintenance Coverage

Husqvarna’s street models come with a 24-month limited warranty.

Quality

Fit and finish appear excellent, but it’s worth tracking any issues with the Norden 901′s stablemates from KTM to understand any mechanical issues that might arise in aggressive or long-distance riding.

2023 Husqvarna Norden 901 Expedition Specs

| MSRP: | $15,799 | | --- | --- | | Engine: | DOHC, liquid-cooled parallel twin; 4 valves/cyl | | Displacement: | 889cc | | Bore x Stroke: | 90.7 x 68.8mm | | Compression Ratio: | 13.5:1 | | Transmission/Final Drive: | 6-speed/chain | | Claimed Horsepower: | 105.0 hp @ 8,000 rpm | | Claimed Torque: | 74.0 lb.-ft. @ 6,500 rpm | | Fuel System: | EFI w/ twin 46mm Dell’Orto throttle bodies | | Clutch: | PASC slipper clutch; cable actuation | | Engine Management/Ignition: | Bosch EMS w/ ride-by-wire | | Frame: | Chromoly-steel | | Front Suspension: | WP Xplor 48mm inverted fork, fully adjustable; 9.4 in. travel | | Rear Suspension: | WP Xplor PDS shock, fully adjustable; 9.4 in. travel | | Front Brake: | Radial-mount 4-piston calipers, 320mm disc w/ Bosch ABS | | Rear Brake: | 2-piston floating caliper, 260mm disc w/ Bosch ABS | | Wheels, Front/Rear: | Tubeless aluminum spoked wheels; 21 x 2.5 in. / 18 x 4.5 in. | | Tires, Front/Rear: | Pirelli Scorpion Rally STR; 90/90-21 / 150/70-18 | | Rake/Trail: | 25.8°/4.2 in. | | Wheelbase: | 60.1 in. | | Ground Clearance: | 10.6 in. | | Seat Height: | 34.4–35.3 in. | | Fuel Capacity: | 5.0 gal. | | Claimed Dry Weight: | 473 lb. | | Contact: | husqvarna-motorcycles.com |

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2024 Honda SCL500 in Candy Orange. (Honda/)Overview

Honda had the ideal platform for a scrambler-style motorcycle already in its lineup in the Rebel 500. A few styling and chassis changes and the SCL500 was born. A high-mount muffler, neutral and relaxed riding position, lots of suspension travel with gaiter-protected fork tubes, and 19-inch front and 17-inch rear tires provide the look of classic ‘60s scramblers.

Power comes from Honda’s 471cc liquid-cooled parallel twin, which features double-overhead cams and four valves per cylinder. It is fed by programmed fuel injection. A six-speed gearbox and assist/slipper clutch send power to the rear wheel via a chain final drive.

A 41mm fork with 5.9 inches of travel, and a pair of preload-adjustable shocks with 5.7 inches of travel make up the suspension package. Braking comes from a twin-piston front caliper biting a 310mm disc and a single-piston and 240mm disc at the rear. Both are ABS equipped.

2024 Honda SCL500 in Matte Black Metallic. (Honda/)Pricing and Variants

The 2024 Honda SCL500 is available in Matte Black Metallic, Candy Orange, or Matte Laurel Green Metallic for $6,799.

2024 Honda SCL500 in Matte Laurel Green Metallic. (Honda/)Competition

News and Reviews

2024 Honda SCL500 Claimed Specs

| MSRP: | $6,799 | | --- | --- | | Engine: | DOHC, liquid-cooled parallel twin; 4 valves/cyl. | | Displacement: | 471cc | | Bore x Stroke: | 67.0 x 66.8mm | | Compression Ratio: | 10.7:1 | | Transmission/Final Drive: | 6-speed/chain | | Fuel System: | PGM-FI w/ 34mm throttle bodies | | Clutch: | Wet, multiplate; cable operation | | Frame: | Steel diamond | | Front Suspension: | 41mm telescopic fork; 5.9 in. travel | | Rear Suspension: | Twin shocks, preload adjustable; 5.7 in. travel | | Front Brake: | 2-piston caliper, 310mm disc w/ ABS | | Rear Brake: | 1-piston caliper, 240mm disc w/ ABS | | Wheels, Front/Rear: | Cast aluminum; 19 in./17 in. | | Tires, Front/Rear: | 110/80-19 / 150/70-17 | | Rake/Trail: | 27.0°/4.3 in. | | Wheelbase: | 58.4 in. | | Ground Clearance: | 6.1 in. | | Seat Height: | 31.1 in. | | Fuel Capacity: | 3.2 gal. | | Wet Weight: | 423 lb. | | Contact: | powersports.honda.com |

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The 2023 Honda XR150L is a fuel-sipping, beginner-friendly dual sport powered by a bulletproof 149cc air-cooled single-cylinder engine. For shorter and inexperienced riders who want to ride from home to trail, the XR is an open door to adventure. At $2,971, it’s a door that’s wide open. (Honda/)Ups

MSRP of $2,971 makes it nearly $2,000 less expensive than a Yamaha TW200
As friendly of a motorcycle as you’ll find: beginner-friendly, budget-friendly, fuel-friendly, and short-of-inseam-friendly
On- and off-road versatility

Downs

Modest performance limits ultimate usability
No fuel injection

Verdict

The Honda XR150L is a staple in Asian markets, and in Australia and New Zealand it’s known as a farm bike. Introduced to the US market for the first time in 2023, the little XR’s hard-working character will surely be up for the playbike tasks most riders will use it for: cruises to the beach, quick runs to the store, and exploratory jaunts on your local fire roads.

Overview

Honda is all-in on affordable, small-displacement, beginner-friendly motorcycles. Just consider: its current minimoto lineup is more complete than its once-expansive sportbike line. The Grom, Monkey, Super Cub C125, Trail125, and Navi are all street-legal and priced below $4,300 (the Navi is only $1,807). Extending the same approachable qualities to its dual sport line, which already includes the CRF300L, Honda opens the door to all riders with its XR150L.

While the little dual sport is a new addition to the US market, it’s been a staple in Asian markets for some time. According to EPA data, the XR150L is produced in Mexico by Sundiro Honda, Honda’s Chinese joint venture.

Well suited to around-town jaunts, scenic backroads, and casual off-road riding, the XR150L is powered by a carbureted 149cc air-cooled single-cylinder four-stroke engine, intended to offer the same reliability and toughness XRs are known for but with excellent fuel efficiency and smooth, predictable performance. Honda claims a tested 346 miles of fuel range from the 2.8-gallon fuel tank. That’s 124 mpg, or 124 reasons to reconsider that ebike you’ve been looking at. OK, call us internal combustion zealots.

The XR150L has a low 32.8-inch seat height and weighs a claimed 282 pounds, which makes it ideal for beginners or riders lacking confidence off-road. Best of all, with an MSRP of $2,971, you’ll have plenty of gas money leftover—not that you’ll need much.

If the diminutive XR looks like the kind of bike you’d rent on a vacation in Vietnam, that’s because it is. Produced in Mexico by Sundiro Honda, the 150L wasn’t originally designed for the North American market, but you’ll be glad it’s here. This will be a great bike for around-town commuting, casual off-road riding, and everything in between. (Honda/)Updates for 2023

The XR150L is new for 2023.

Pricing and Variants

The XR150L retails for $2,971 and is available in black or white.

Competition

Small-displacement dual sports are popular because they’re inexpensive, fun, reliable, and versatile. As such, the XR has plenty of competition. In terms of seriousness—if that word can even apply to these unpretentious, fun-loving cycles—the XR150L sits somewhere between the Kawasaki KLX230 ($4,999) and the Yamaha TW200 ($4,899). The former has an off-road-oriented 21-inch/18-inch wheel combination for better capability in “rugged” terrain, while the latter uses balloonlike 130/80-18 front and 180/80-14 rear wheel sizes that make it a fun-loving, endearing run-around. Honda’s own Trail125 ($3,999) and CRF300L ($5,399) are also viable alternatives. The XR150L is significantly more affordable than the lot.

Generations of riders learned to ride on motorcycles with engines that looked a lot like this. As such, that 149cc single-cylinder engine comes with a certain amount of nostalgia. Honda is equally known for these bulletproof singles, of which it’s built millions and millions, as it is high-performance twins, fours, and sixes. (Honda/)Powertrain: Engine, Transmission, and Performance

The XR150L is powered by a carbureted 149cc air-cooled single-cylinder four-stroke engine with a five-speed gearbox. According to data from the EPA, it produces 12.5 hp. In other words, if you’re asking how much power it has, this bike may not be for you.

While the engine is technically capable of highway speeds, the bike is very clearly built for around-town riding and dirt roads, so keep the distance between trails or stopping points within reason.

Chassis/Handling

Honda knows a thing or two about building tough, durable frames for its Baja-winning XR models, and that continues to be the case with the steel frame used on the XR150L. Suspension consists of a 31mm right-side-up telescopic fork with 7.1 inches of travel and a Pro-Link monoshock (adjustable for preload) with 5.9 inches of travel.

Honda notes that travel is carefully balanced to ensure there’s enough bump absorption, but that the seat height doesn’t become too tall for newer or shorter riders. With Honda’s Pro-Link rear suspension, initial rates are soft for smooth action over small bumps, while increasingly stiffer rates resist bottoming and maintain rear-wheel control over rougher terrain.

The XR runs on 90/90-19 and 110/90-17 spoked wheels. The 9.6-inch ground clearance is enough to provide some light off-road fun. Honda claims a 282-pound curb weight.

The XR150L uses a basic steel cradle frame and nonadjustable suspension (save preload in the rear). (Honda/)Brakes

The XR150L has a 240mm single disc with a dual-piston caliper in the front and a 110mm drum brake in the rear.

Fuel Economy and Real-World MPG

The XR150L has a 2.8-gallon fuel tank that Honda claims is enough to provide an impressive 346-mile range. That’s 124 mpg. Your mileage may vary.

Between the standard rear rack and Honda’s accessory throw-over saddlebags, the XR150L is ready for adventure. (Honda/)Ergonomics: Comfort and Utility

The XR150L checks all the right boxes for the casual rider, with its relaxed, upright riding position and well-padded but low seat that will enable most riders to get a stable footing when they come to a stop. For added utility, there’s a rear cargo rack that riders can load up with everything from a gym bag to tools or whatever else they might need to transport around town. Honda also offers a long line of accessories that includes saddlebags, hand guards, a skid plate, and more.

In Australia and New Zealand, the XR is marketed as a farm bike. In fact, Honda’s Australian website calls it “an essential piece of equipment for any farm.” Calling a motorcycle a piece of farm equipment should provide a bit of a chuckle for US riders (and farmers), but it does allude to the bike’s ruggedness and utility.

The dash has a speedometer, odometer, tripmeter, and an array of dummy lights—everything you need and nothing you don’t. Electric-start eliminates the most frustrating thing about XRs of old—getting them to kick over on a cold day. (Honda/)Electronics

The XR150L is as simple as they come, meaning there are no electronics across the package.

Warranty and Maintenance Coverage

The XR150L has a one-year limited warranty.

Quality

Honda’s XR150L is a no-frills little motorcycle that’s as bulletproof as they come. Give it fresh gas and routine oil changes and it’ll practically go forever.

The XR150L is one of the most approachable dual sports on the market, making it a great option for riders looking to explore the outskirts of town. (Honda/)2023 Honda XR150L Claimed Specs

| MSRP: | $2,971 | | --- | --- | | Engine: | 149cc air-cooled single-cylinder four-stroke | | Bore x Stroke: | 57.3 x 57.8mm | | Transmission/Final Drive: | 5-speed/chain | | Fuel Delivery: | 22mm piston-valve carburetor | | Clutch: | Wet, multiple disc; cable operation | | Engine Management/Ignition: | Cable-operated/CDI | | Frame: | Steel-tube chassis | | Front Suspension: | 31mm telescopic fork; 7.1 in. travel | | Rear Suspension: | Pro-Link single shock, spring preload adjustable; 5.9 in. travel | | Front Brake: | 2-piston caliper, 240mm disc | | Rear Brake: | 110mm drum | | Tires, Front/Rear: | 90/90-19 / 110/90-17 | | Rake/Trail: | 27.0°/4.0 in. | | Wheelbase: | 53.5 in. | | Ground Clearance: | 9.6 in. | | Seat Height: | 32.8 in. | | Fuel Capacity: | 2.8 gal. | | Wet Weight: | 282 lb. | | Contact: | powersports.honda.com |

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2024 Honda Super Cub C125 ABS. (Honda/)Overview

Honda’s Super Cub (or Honda 50 as it was originally called in the US) has been on our shores as long as Honda has itself. The 1962 CA100 was the bike in the “You Meet the Nicest People on a Honda” advertisements of the era. The Super Cub C125 ABS joined Honda’s lineup in its current form in 2019.

As unique as its Trail125 counterpart, the Super Cub stands out as a hybrid between a motorcycle and a scooter. These days, it’s powered by an air-cooled 124cc four-stroke engine with programmed fuel injection. Like the Trail125, the transmission is a semi-automatic unit with a centrifugal clutch, which means the rider doesn’t have to deal with a clutch to row through the four-speed gearbox.

Modern touches include LED lighting, Honda’s Smart Key (keyless ignition and storage locking), and LCD info screen. Large 17-inch wheels, tubeless tires, and a disc front brake are chassis highlights. ABS is standard.

Pricing and Variants

The 2024 Honda Super Cub C125 ABS is available in either Pearl Niltava Blue or Pearl Gray for $3,899.

Competition

News and Reviews

2024 Honda Super Cub C125 ABS Claimed Specs

| MSRP: | $3,899 | | --- | --- | | Engine: | SOHC, air-cooled single; 2 valve/cyl. | | Displacement: | 124cc | | Bore x Stroke: | 50.0mm x 63.1mm | | Compression Ratio: | 10.0:1 | | Fuel Delivery: | PGM-FI w/ 24mm throttle body | | Transmission/Final Drive: | 4-speed/chain | | Front Suspension: | 26mm telescopic inverted fork; 3.5 in. travel | | Rear Suspension: | Twin shocks; 3.3 in. travel | | Front brake: | 2-piston hydraulic caliper w/ 220mm disc w/ ABS | | Rear brake: | Mechanical leading trailing; 110mm drum | | Wheels, Front/Rear: | Spoked; 17 in./17 in. | | Front tires: | 70/90-17 | | Rear tires: | 80/90-17 | | Rake/Trail: | 26.0°/2.8 in. | | Ground Clearance: | 5.4 in. | | Wheelbase: | 48.9 in. | | Seat Height: | 30.7 in. | | Fuel Capacity: | 1.0 gal. | | Claimed Curb Weight: | 238 lb. | | Contact: | powersports.honda.com |

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The Tampa Trike in a nutshell: a trike that leans with the steering stability of a car. But without wishbone suspension. It’s all thanks to US patents 11,753,105 and 11,279,430, which we’re including with every image, just in case. (Eric Rea/Tampa Trike/)Trike, roadster, Slingshot, Spyder—whatever you call them, the three-wheeled vehicle category has exploded in popularity over the last 10 years or more. It’s not hard to understand why. A vibrant community of riders (or drivers) have begotten a scene and culture based on endless customization and style options, plus the sheer fun of open-air riding on a relatively stable platform.

This vibrant scene is great, but for one man and his company, it’s an opportunity for a different vision of what trikes could be. The Tampa Trike concept takes current three-wheel orthodoxy and thinking and stands it on its head. Basically, it’s an attempt to have the best of both riding and driving worlds.

The intentionally naked Tampa Trike. Tandem passenger seating is incorporated into the design, allowing both rider and passenger to lean and pivot into turns. US patents 11,753,105 and 11,279,430. (Eric Rea/Tampa Trike/)First, a little Trike 101. There are two distinct design types. A “Delta” layout has one wheel in front, two in back. A “Tadpole” layout uses two wheels in front. Additionally, a trike can actively lean (or tilt or roll) on a longitudinal midplane axis into turns, like the Yamaha Niken and Piaggio MP3. Or like a car, they can use a so-called rigid with wishbone-type suspensions, like the Polaris Slingshot and Can-Am Spyder. The former uses a “free to castor” system to lean into turns, which is basically a parallelogram in the steering assembly allowing a telescopic fork to remain equally compressed while turning, allowing both rider and chassis to countersteer, or lean.

Building on all the above 101, the Tampa Trike does use traditional Ackermann steering geometry. What’s that? It’s basically why the front tires on your car point in different directions when turned. They’re traveling different-sized paths, so the steering linkage lets the inside tire travel a smaller circumference with the outer traveling a larger one.

Although this is the second Tampa Trike prototype, production models will feature twin shocks. Note the lack of wishbone suspension, with traditional Ackermann steering geometry linkage. US patents 11,753,105 and 11,279,430. (Eric Rea/Tampa Trike/)Here’s where the Tampa Trike gets interesting. In layman’s terms, a Can-Am Spyder rider can only shift their own weight in turns, while the chassis applies centrifugal force to the outside of tires, like a car. Slingshot riders are strapped into a car seat and can’t shift rider weight at all. Like its trike brethren, the Tampa Trike’s rigid front frame and non-wishbone suspension use squared-off car tires, offering a bigger contact patch than motorcycle tires. But it allows both rider and cockpit to lean, or countersteer, just like a motorcycle or bicycle. A Tampa Trike rider gets the best of both worlds, as far as cornering grip and user experience.

In broad terms, Tampa Trike founder Eric Rea’s ambition is clear. “I would like to be remembered for showing the world how to make something fun to drive daily.”

Rea delights in challenging conventional thinking. What does he think about traditional wishbone suspension?

“For some reason, designers think a mechanical relationship between steering angle and lean angle is possible in normal and performance driving. But every corner at various speeds will have different functional requirements. To me, a mechanical relationship is impossible.”

Rear view of the second Tampa Trike prototype. Judging by the rear tire, testing is biased toward left-hand turns. Perhaps from extensive oval track testing? US patents 11,753,105 and 11,279,430. (Eric Rea/Tampa Trike/)To that end, the Tampa Trike employs an independent, “plunger-style” suspension for the front wheels. They use the term “Upright Shock Tube Channel,” and to be fair, it’s integrated with the wheel assembly, not the frame. But it’s a classic idea, reborn with modern materials and thinking. Fun fact: There’s no decided term for this type of suspension. Readers, feel free to suggest one.

How does it feel over potholes or in fast turns? “It is the same as most cars. The production design has a dual shock setup.”

Rea says it would never be stable using wishbone suspension. “When one tries to employ an active-leaning system with the wishbone setup, the geometry of all the pivot positions will change. In a nutshell, the vehicle will be unpredictable in its travel direction.”

Details of the Tampa Trike during mock-up design phase. Note the active tilting worm gear, allowing rider (and passenger) chassis to lean into turns. Also note the wheel-mounted “plunger-style” suspension. US patents 11,753,105 and 11,279,430. (Eric Rea/Tampa Trike/)Cornering ability was pretty much dialed in from the start. What about going in a straight line?

“If the lean control was too sensitive, every bump, dip, and all other possibilities it would think ‘OK, we must be cornering, let’s lean.’ It took years to get the code and electrical devices working right. This was 75 to 85.5 percent of the work. Then one day came, and it was on rails.”

While Rea likes modern inline-four powertrains, a simple 250cc Ninja parallel-twin engine works great with the 840-pound curb weight. Said prototype gets up to 70 mpg. In all, three models are planned. The Triger 250 features the aforementioned Ninja 250 mill, while the Tango 750 has a 750cc Kawasaki ZR-7 engine. The Trike Royale 1400 will be a street-legal model with a full fairing plus a larger engine to be determined at a later date. Rea claims to have Isle of Man TT test ambitions for this model, so stay tuned.

Interestingly, Tampa Trike also offers one-off patent licenses for those interested in using the platform for their own build. For budding LEV enthusiasts, the Tampa Trike platform could be ripe for electrification.

Looks fun, doesn’t it? A Tampa Trike prototype undergoing testing in Florida. Motor unknown, but three variants are planned: 250cc, 750cc, and 1,400cc engines are on tap for future production models. US patents 11,753,105 and 11,279,430. (Eric Rea/Tampa Trike/)The novel engineering of the Tampa bike is paired with an equally novel marketing strategy. Rea stresses the Tampa Trike is not a kit vehicle. Polaris and Can-Am can keep their neon kits, stereo systems, and custom livery. The Tampa Trike’s naked design and simplicity are part of an overall vision to produce an affordable, functional, and efficient commuter that’s an honest alternative to cars. And it does what no other trike currently does—autonomously and actively lean into turns. It may be born from altruistic ambitions, but it’s also supposed to be fun.

As of press time, an MSRP is not set, but Rea is aiming for $10,000–$15,000 for the Triger 250 model. Work continues on finalizing production processes. Many of us have “built” or customized a bike, in the singular sense. But producing one in numbers is a whole other matter. A production schedule hasn’t been finalized, but work is ongoing.

The Tampa Trike is one man’s quest to build a better mousetrap. The history of two- or three-wheeled vehicles is partly defined by the struggle to keep the biggest contact patch possible on pavement. Eric Rea’s Tampa Trike concept is an ambitious solution. But to use a tech bro term, the concept has a certain “stickiness.”

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American motorcycle gear and casual fashion brand, Fox Racing returns to the streetbike world with its Defend adventure bike wares. The Defend line is positioned in the middle of its three model lineup (Ranger, Defend, and Recon) and is designed to go up against heavy-duty, all-weather riding gear like Klim, but with greater style. Here are the top five things we like about Fox Racing’s Defend line of adventure-touring gear.

A heavy-duty Gore-Tex outer construction. This gear is said to do a great job of keeping you dry in wet-weather conditions.
This Defend gear has very generous zippered ventilation pockets all through the pant and jacket. You’d be amazed how much air this jacket and pant flow on a hot day. It also has plenty of waterproof storage.
This Defend gear has a very generous and relaxed fit. Its knee areas can also accommodate full-sized knee braces for all of us who like to wear knee braces when we’re out on the trail.
This gear also includes removable D3O protection in the back, elbows, and shoulders area. We also have knee pads in there for added protection in case of an accident.
If you’re looking for really functional adventure-touring gear from Fox, check out this Defend line with the jacket retailing at $700 and the pant at $650.

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2024 Honda Shadow Aero. (Honda/)Overview

Honda’s Shadow Aero is a classically styled metric cruiser with a fully modern powertrain. For 2024 it received a disc brake at the rear, which was previously only available on the ABS version. Buyers will still have to choose between the non-ABS or ABS model (California buyers can only buy the ABS version). The two-tone paint is also new for 2024.

Power comes from a liquid-cooled 745cc V-twin that produces good low-down torque. Programmed Fuel Injection ensures excellent response and efficacy. The Aero uses a five-speed transmission and sends power to a low-maintenance shaft final drive.

An ultralow 26-inch seat means a wide range of riders can get their feet firmly down at stops or maneuvering in parking lots.

Pricing and Variants

The 2024 Honda Shadow Aero is available in one color, which Honda calls black but is really a two-tone fade on the tank and side covers. The non-ABS version is set at $7,949, while the ABS model is $8,249.

Competition

2024 Honda Shadow Aero / Shadow Aero ABS Claimed Specs

| MSRP: | $7,949 / $8,249 (ABS) | | --- | --- | | Engine: | SOHC, liquid-cooled V-twin; 3 valves/cyl. | | Displacement: | 745cc | | Bore x Stroke: | 79.0 x 76.0mm | | Compression Ratio: | 9.6:1 | | Transmission/Final Drive: | 5-speed/shaft | | Fuel System: | PGM-FI w/ 34mm throttle body | | Clutch: | Wet, multiplate | | Frame: | Steel | | Front Suspension: | 41mm telescopic fork; 5.5 in. travel | | Rear Suspension: | Dual shocks, preload adjustable; 3.6 in. travel | | Front Brake: | 2-piston caliper, 296mm disc (w/ ABS) | | Rear Brake: | 1-piston caliper, 276mm disc (w/ ABS) | | Wheels, Front/Rear: | Spoked; 17 in./15 in. | | Tires, Front/Rear: | 120/90-17 / 160/80-15 | | Rake/Trail: | 34.0º/6.3 in. | | Wheelbase: | 64.6 in. | | Ground Clearance: | 5.1 in. | | Seat Height: | 26.0 in. | | Fuel Capacity: | 3.9 gal. | | Wet Weight: | 560 lb. / 570 lb. (ABS) | | Contact: | powersports.honda.com |

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2024 Honda Trail125. (Honda/)Overview

The original CA100T Trail 50 was first offered in the US all the way back in 1961. Popular models in the CT series were the CT200 Trail 90 in 1964, the CT70 Trail 70 in 1969, and the CT110 in 1981. For nearly three decades the CT series was a top seller, with more than 725,000 units sold in the US alone. And then it disappeared.

It wasn’t until 2021 when Honda introduced the Trail125, that the likeness and spirit of the original CTs returned to the showroom. And just last year, it already received further updates including changes to the engine that have improved the platform further.

That engine is an air-cooled 124cc four-stroke single with a single overhead cam and two valves. And unlike its predecessors of old, the latest Trail125s feature programmed fuel injection, electronic ignition, electric starting, and a single exhaust catalyzer. The four-speed transmission is semi-automatic utilizing a centrifugal clutch, which means easy clutch-free shifting for new riders and experts alike.

But the engine isn’t really what the Trail125 is all about. The bike’s amazing utility, excellent fuel economy, and fun nature make it a blast running errands, exploring trails around the campground, or commuting to work. The large rear luggage rack makes runs to the hardware store or grocery store a no-brainer.

Dual sport-style tires mounted on 17-inch rims allow the Trail125 to explore trails near and far, while the front and rear disc brakes (with standard ABS) means it won’t get overwhelmed when careening down dirt roads.

Pricing and Variants

The 2024 Honda Trail125 is available in Turmeric Yellow for $4,099.

2024 Honda Trail125 in Turmeric Yellow. (Honda/)Competition

News and Reviews

Honda Trail125 Review

2024 Honda Trail125 Claimed Specs

| MSRP: | $4,099 | | --- | --- | | Engine: | SOHC, air-cooled single-cylinder; 2 valves/cyl. | | Displacement: | 124cc | | Bore x Stroke: | 50.0 x 63.1mm | | Compression Ratio: | 10.0:1 | | Transmission/Final Drive: | 4-speed semi-automatic/chain | | Fuel System: | PGM-FI w/ 24mm throttle body | | Clutch: | Automatic centrifugal | | Frame: | Steel | | Front Suspension: | 27mm inverted fork; 4.3 in. travel | | Rear Suspension: | Twin shocks, preload adjustable; 3.4 in. travel | | Front Brake: | 2-piston caliper, 220mm disc w/ ABS | | Rear Brake: | 1-piston caliper, 190mm disc | | Wheels, Front/Rear: | Wire spoke; 17 in./17 in. | | Tires, Front/Rear: | 80/90-17 / 80/90-17 | | Rake/Trail: | 27.0°/3.1 in. | | Wheelbase: | 49.5 in. | | Ground Clearance: | 6.5 in. | | Seat Height: | 31.5 in. | | Fuel Capacity: | 1.4 gal. | | Claimed Wet Weight: | 256 lb. | | Contact: | powersports.honda.com |

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2024 Honda Rebel 500. (Honda/)Overview

Honda’s Rebel has been around in one form or another since 1985, but in 2017 the Rebel 500 was introduced to fill the gap between the Rebel 300 and the larger 750cc and 1,100cc models. The Rebel 500 is available in three trims, a base model, ABS model, and accessorized SE model.

Like its smaller sibling the 300, the Rebel 500 is powered by a parallel-twin engine. In this case, the engine is a liquid-cooled 471cc unit with double-overhead cams and four valves per cylinder. The engine has Honda’s Programmed Fuel Injection (PGM-FI) with a 34mm throttle bodies. Power is sent to a six-speed gearbox and managed by an assist/slipper clutch.

The Rebel 500′s seating position is relaxed with mid-mounted foot controls and a neutral reach to the bars. An ultralow seat measures just 27.2 inches off the ground, making the bike approachable for a large range of riders.

Suspension is handled by a 41mm fork with 4.8 inches of travel and a pair shocks at the rear with 3.8 inches of travel. Cast aluminum wheels are mounted with 130/90-16 front and 150/80-16 tires.

Pricing and Variants

The Rebel 500 is available in Pearl Black or Matte Laurel Green Metallic for $6,499; the Rebel 500 ABS is available in Pearl Black or Matte Laurel Green Metallic for $6,799; The Rebel 500 ABS SE is available in Pearl Smoky Gray for $6,999.

2024 Honda Rebel 500 ABS SE. (Honda/)Competition

News and Reviews

Honda Rebel 500 First Ride

2024 Honda Rebel 500 / Rebel 500 ABS / Rebel 500 ABS SE Claimed Specs

| MSRP: | $6,499 / $6,799 (ABS) / $6,999 (ABS SE) | | --- | --- | | Engine: | DOHC, liquid-cooled parallel twin; 4 valves/cyl. | | Displacement: | 471cc | | Bore x Stroke: | 67.0 x 66.8mm | | Compression Ratio: | 10.7:1 | | Transmission/Final Drive: | 6-speed/chain | | Fuel System: | PGM-FI w/ 34mm throttle bodies | | Clutch: | Wet, multiplate; cable operation | | Frame: | Tubular steel | | Front Suspension: | 41mm telescopic fork; 4.8 in. travel | | Rear Suspension: | Twin shock; 3.8 in. travel | | Front Brake: | 2-piston caliper, 296mm disc (w/ ABS) | | Rear Brake: | 1-piston caliper, 240mm disc (w/ ABS) | | Wheels, Front/Rear: | Cast aluminum; 16 in./16 in. | | Tires, Front/Rear: | 130/90-16 / 150/80-16 | | Rake/Trail: | 28.0°/4.3 in. | | Wheelbase: | 58.7 in. | | Ground Clearance: | 5.4 in. | | Seat Height: | 27.2 in. | | Fuel Capacity: | 3.0 gal. | | Wet Weight: | 408 lb. / 414 lb. (ABS) / 416 lb. (ABS SE) | | Contact: | powersports.honda.com |

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The 2024 Suzuki V-Strom 800 Touring ($10,499) is positioned in the new motorcycle category as a versatile and affordable middleweight-plus-sized adventure-tourer that bridges the gap between entry-level ADVs and adventure bike models. It offers an attractive package for experienced riders seeking a capable and comfortable product for road-going escapades. Here’s everything you need to know about Suzuki’s 2024 V-Strom 800 Touring adventure sport bike.

This motorcycle is all-new for the 2024 model year. It’s powered by Suzuki’s 776cc parallel-twin engine (read the Suzuki Introduces 776cc Parallel-Twin Engine 2023 article), water-cooled dual-valve camshafts with an eight-valve cylinder head. It’s rated at 72 hp at the business end of that 17-inch rear wheel and upwards of 50 lb.-ft. of torque. It drinks from a generous 5.3-gallon fuel tank and delivers 36 mpg. The cable-actuated clutch, six-speed transmission, and chain final drive round things off.

This motorcycle with a full tank of gas weighs in at 500 pounds. It rolls on 19-inch front and 17-inch rear cast aluminum wheels shod with Dunlop’s Japanese-spec D614 rubber. Suspension-wise, it employs a Showa inverted fork and a linkage-equipped Showa shock with this handy remote preload adjustment. The fork also offers preload adjustment with nearly six inches of travel, fore and aft.

A stacked LED headlamp, mechanically adjustable windscreen, LED turn signals, and plastic hand guards are also included. Lastly, an OE-fitted lockable top case swallows up to 10 gallons of cargo. It’s also key-matched to the ignition of this motorcycle.

This bike has triple-disc hydraulic brakes with adjustable ABS. We also get adjustable traction control and a really slick-shifting up-and-down quickshifter. This motorcycle has Suzuki’s tried-and-true SDM-S combined engine power mode and throttle map adjustments. The V-Strom 800 Touring is built in Japan, retails for $10,499, and carries a one-year warranty.

2024 Suzuki V-Strom 800 Touring Technical Specifications and Price

| Price: | $10,499 | | --- | --- | | Engine: | 776cc, DOHC, liquid-cooled parallel twin | | Bore x Stroke: | 84.0 x 70.0mm | | Compression Ratio: | 12.8:1 | | Fuel Delivery: | Fuel injection w/ 42mm throttle bodies; ride-by-wire | | Clutch: | Wet, multiplate; cable actuation | | Transmission/Final Drive: | 6-speed/chain | | Frame: | Backbone | | Front Suspension: | 43mm Showa SFF-BP USD fork, spring preload adjustable; 5.9 in. travel | | Rear Suspension: | Showa shock, preload and rebound damping adjustable; 5.9 in. travel | | Front Brake: | Nissin 4-piston calipers, 310mm discs w/ adjustable ABS | | Rear Brake: | Nissin 1-piston caliper 260mm disc w/ adjustable ABS | | Wheels, Front/Rear: | 7-spoke cast aluminum; 19 x 2.5 in. / 17 x 4.0 in. | | Tires, Front/Rear: | Dunlop D614; 110/80-19 / 150/70-17 | | Rake/Trail: | 26 deg. / 4.9 in. | | Wheelbase: | 59.6 in. | | Seat Height: | 32.5 in. | | Fuel Capacity: | 5.3 gal. | | Curb Weight: | 500 lb. | | Available: | Now | | Contact: | suzukicycles.com |

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2024 Honda Shadow Phantom. (Honda/)Overview

There aren’t too many middleweight cruisers on the market these days. Most V-twin cruisers are more than 1,000cc, but Honda’s revised-for-2024 Shadow Phantom has a midsized engine that delivers nice power without being intimidating.

That engine is a 745cc liquid-cooled V-twin with a single overhead cam, three valves per cylinder, and dual spark plugs in each head. The long-stroke design is optimized to produce excellent bottom-end torque. The cylinder head features contrast-cut fins on the black engine to give it a more finished and stylish look. The engine is fed by Honda’s PGM-FI fuel-injection system. Power is sent through a five-speed transmission to a low-maintenance shaft final drive.

Chassis highlights include a 41mm fork mounted in a billet-aluminum triple clamp, while the twin rear shocks have provisions for preload adjustability. The seat height is an ultralow 25.6 inches, making the bike accessible for a large range of rider’s heights.

Other updates for 2024 include new styling, mainly minimalist front and rear fenders, revised headlight cover, a new handlebar, spoked black wheels in 17-inch front and 15-inch rear mounted with 120/90-17 and 160/80-15 tires, respectively.

Pricing and Variants

The 2024 Shadow Phantom is available in two colors, Deep Pearl Gray or Orange Metallic. The standard version (without ABS) retails for $8,399. The ABS-equipped version is $8,699. California customers can only purchase the ABS version.

Competition

Kawasaki Vulcan S, $7,349 to $8,499
2025 Suzuki Boulevard C50, $9,299
Royal Enfield Super Meteor 650, $6,999 to $7,499
Harley-Davidson Nightster, $11,999 to $12,299
Indian Scout Sixty, starting at $11,749

News and Reviews

2024 Honda Shadow Phantom First Ride

2024 Honda Shadow Phantom / ABS Claimed Specs

| MSRP: | $8,399 / $8,699 (ABS) | | --- | --- | | Engine: | SOHC, liquid-cooled, 52° V-twin; 3 valves/cyl. | | Displacement: | 745cc | | Bore x Stroke: | 79.0 x 76.0mm | | Compression Ratio: | 9.6:1 | | Transmission/Final Drive: | 5-speed/shaft | | Fuel System: | PGM-FI w/ 34mm throttle bodies | | Clutch: | Wet, multiplate | | Frame: | Steel | | Front Suspension: | 41mm fork; 5.5 in. travel | | Rear Suspension: | Twin shocks, preload adjustable; 3.6 in. travel | | Front Brake: | 2-piston caliper, 296mm disc (w/ ABS) | | Rear Brake: | 1-piston caliper, 276mm disc (w/ ABS) | | Wheels, Front/Rear: | Wire-spoked; 17 in./15 in. | | Tires, Front/Rear: | 120/90-17 / 160/80-15 | | Rake/Trail: | 34.0°/6.3 in. | | Wheelbase: | 64.5 in. | | Ground Clearance: | 5.0 in. | | Seat Height: | 25.6 in. | | Fuel Capacity: | 3.9 gal. | | Wet Weight: | 543 lb. / 553 lb. (ABS) | | Contact: | powersports.honda.com |

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2024 Honda PCX. (Honda/)Overview

If navigating the urban jungle is the goal, the PCX was designed to excel in that environment. It’s comfortable, has enough power for the highway, and packs plenty of underseat storage and an additional front storage compartment.

The PCX is powered by a 157cc single-cylinder engine with fuel injection for reliable and efficient power delivery. Power is sent to a low-friction Honda V-Matic automatic transmission for easy gas-it-and-go simplicity.

A 31mm telescopic fork with 3.9-inch travel, and a pair of twin rear shocks with 3.7 inches of travel handle suspension duty while cast aluminum wheels in 14-inch front and 13-inch rear are mounted with 110/70-14 front and 130/70-13 rear tires. ABS and Honda Selectable Torque Control (HSTC) come standard.

Pricing and Variants

The 2024 Honda PCX is available in Matte Brown Metallic for $4,249.

Competition

Yamaha XMAX, $6,199
Suzuki Burgman 200, $4,999
Vespa Primavera 150, starting at $5,749
Piaggio Liberty 150, $3,199

News and Reviews

Honda PCX First Look

2024 Honda PCX Claimed Specs

| MSRP: | $4,249 | | --- | --- | | Engine: | OHC, liquid-cooled single; 4 valves | | Displacement: | 157cc | | Bore x Stroke: | 60.0 x 55.5mm | | Compression Ratio: | 12.0:1 | | Transmission/Final Drive: | V-Matic/belt | | Fuel System: | PGM-FI w/ 28mm throttle body | | Clutch: | Automatic centrifugal dry type | | Frame: | Steel tube | | Front Suspension: | 31mm telescopic fork; 3.9 in. travel | | Rear Suspension: | Twin shocks; 3.7 in. travel | | Front Brake: | Hydraulic caliper, 220mm disc w/ ABS | | Rear Brake: | Mechanical w/ 130mm drum w/ ABS | | Wheels, Front/Rear: | Cast aluminum; 14 in./13 in. | | Tires, Front/Rear: | 110/70-14 / 130/70-13 | | Rake/Trail: | 26.5°/3.1 in. | | Wheelbase: | 51.7 in. | | Ground Clearance: | 5.3 in. | | Seat Height: | 30.1 in. | | Fuel Capacity: | 2.1 gal. | | Wet Weight: | 286 lb. | | Contact: | powersports.honda.com |

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2024 Honda Rebel 300 in Pearl Black. (Honda/)Overview

True entry-level cruisers are far and few between, Honda’s Rebel has stood the test of time and continues to be a great machine for new riders or those simply looking for a simple and affordable cruiser-style motorcycle. The low 27.2-inch seat height, comfortable ergonomics, and balanced handling make the Rebel a great starter bike. Mid-mount foot controls give new riders good control. The Rebel looks the part with its cruiser styling that is highlighted by the peanut-style fuel tank and blacked-out engine components.

Powered by a 286cc single-cylinder engine with an assist/slipper clutch. Power is sent to a six-speed gearbox. Power is smooth and not intimidating, yet provides enough power for highway riding.

A 41mm fork, nitrogen-charged shock, and stable 58.7-inch wheelbase provides competent handling. Wheel and tire sizes include 16-inch front and rear cast aluminum wheels with 130/90-16 and 150/80-16 Dunlop tires. The Rebel uses LED lighting all around including the headlight, taillight, and turn signals.

Pricing and Variants

The 2024 Honda Rebel is available in Pearl Black or Nitric Orange. The standard version (non-ABS) starts at $4,849, while the ABS-equipped model starts at $5,149.

2024 Honda Rebel 300 in Nitric Orange. (Honda/)Competition

News and Reviews

2021 Honda Rebel 300 vs. 2021 Royal Enfield Meteor 350 Comparison Review

2024 Honda Rebel 300 / ABS Claimed Specs

| MSRP: | $4,849 / $5,149 (ABS) | | --- | --- | | Engine: | DOHC, liquid-cooled single; 4 valves/cyl. | | Displacement: | 286cc | | Bore x Stroke: | 76.0 x 63.0mm | | Compression Ratio: | 10.7:1 | | Transmission/Final Drive: | 6-speed/chain | | Fuel System: | PGM-FI w/ 38mm throttle body | | Clutch: | Wet, multiplate | | Frame: | Tubular-steel frame | | Front Suspension: | 41mm telescopic fork; 4.8 in. travel | | Rear Suspension: | Twin shocks; 3.7 in. travel | | Front Brake: | 2-piston caliper, 296mm disc (w/ ABS) | | Rear Brake: | 1-piston caliper, 240mm disc (w/ ABS) | | Wheels, Front/Rear: | Cast aluminum; 16 in. / 16 in. | | Tires, Front/Rear: | 130/90-16 / 150/80-16 | | Rake/Trail: | 28.0º/4.3 in. | | Wheelbase: | 58.7 in. | | Ground Clearance: | 5.9 in. | | Seat Height: | 27.2 in. | | Fuel Capacity: | 3.0 gal. | | Wet Weight: | 364 lb. / 370 lb. (ABS) | | Contact: | powersports.honda.com |

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2024 Honda Rebel 1100T DCT. (Honda/)Overview

Honda offers two variations of its Rebel 1100 cruiser, a standard model and a touring bagger model. Both models can be ordered with a Dual-Clutch Transmission (DCT).

Both models and the DCT versions are powered by a 1,083cc liquid-cooled parallel-twin engine that is also found in the company’s Africa Twin adventure bike. The torquey engine utilizes a Unicam single-overhead camshaft and four valves per cylinder. The crankshaft utilizes a 270-degree crankshaft design which mimics the pulses of a V-twin.

The DCT models utilize the six-speed dual-clutch transmission that allows the bike to be ridden in automatic modes or be manually shifted via buttons on the handlebar all without having to use a clutch. Both the 1100T and 1100 can also be ordered with a conventional six-speed transmission.

The Rebel 1100T has “bagger” styling with a large fork-mounted windscreen, and a pair of lockable hard saddlebags that offer a combined 35 liters of storage space.

The Rebel 1100 chassis is anchored by a steel frame and tubular steel swingarm. Suspension at the front is handled by a 43mm fork with 5.5 inches of travel, while at the rear are a pair of Showa piggyback reservoir shocks with preload adjustability and 3.7 inches of travel. At the front is a single four-piston radial-mount caliper and 330mm brake disc. The rear system has a single-piston unit and 256mm disc. ABS is standard on all models.

Each version of the Rebel 1100 comes with electronic rider aids including three ride modes: Standard, Sport, and Rain. The modes have preset parameters for Power, HSTC, engine-braking, and DCT timing. There is also a fourth User mode that can be set to preference.

2024 Honda Rebel 1100. (Honda/)Pricing and Variants

The Rebel 1100T is available in Metallic Black or Matte Armored Green Metallic for $10,699, or $11,349 with DCT. The Rebel 1100 is available in Metallic Blue or Gray Metallic for $9,549, or $10,149 with DCT.

2024 Honda Rebel 1100T. (Honda/)Competition

News and Reviews

2024 Honda Rebel 1100T / Rebel 1100 Claimed Specs

| MSRP: | $10,699 ; $11,349 (T DCT) / $9,549 ; $10,149 (DCT) | | --- | --- | | Engine: | SOHC, liquid-cooled parallel twin; 4 valves/cyl. | | Displacement: | 1,083cc | | Bore x Stroke: | 92.0 x 81.5mm | | Compression Ratio: | 10.1:1 | | Transmission/Final Drive: | 6-speed/chain ; 6-speed automatic (DCT) | | Fuel System: | PGM-FI w/ 46mm throttle bodies; throttle-by-wire | | Clutch: | Wet, multiplate ; 2 multiplate wet (DCT) | | Frame: | Steel semi-double cradle, aluminum subframe | | Front Suspension: | 43mm fork, preload adjustable; 5.5 in. travel | | Rear Suspension: | Showa shocks, preload adjustable; 3.7 in. travel | | Front Brake: | 4-piston caliper, floating 330mm disc w/ ABS | | Rear Brake: | 1-piston caliper, 256mm disc w/ ABS | | Wheels, Front/Rear: | Cast aluminum; 18 in./16 in. | | Tires, Front/Rear: | 130/70-18 / 180/65-16 | | Rake/Trail: | 28.0°/4.3 in. | | Wheelbase: | 59.8 in. | | Ground Clearance: | 4.7 in. | | Seat Height: | 27.5 in. | | Fuel Capacity: | 3.6 gal. | | Wet Weight: | 520 lb. ; 542 lb. (T DCT) / 487 lb. ; 509 lb. (DCT) | | Contact: | powersports.honda.com |

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Times are a-changin’. Automatics are popping up everywhere, including this year’s Erzbergrodeo hard enduro. (KTM/)Aside from electrification and Euro 5 regulations, few topics get riders up in arms quite like the automatic motorcycle. A quick glance at any online forum or comments section and you’ll find no shortage of strong opinions about automatic motorcycles and those who ride them.

The talking points vary wildly, but you typically end up with two camps: those who have ridden automatics and love them, and those who believe the deep state is conspiring to kill the manual transmission. The latter are generally the more entertaining to read, so here are a few of my favorite examples:

“An automatic motorcycle isn’t a real motorcycle.”

“No one cares about automatic motorcycles.”

“Electronic aids are coddling our youth.”

“Automatic motorcycles are taking our jobs.”

“Automatic motorcycles are an affront to traditional family values.”

“Automatic motorcycles are for limp-wristed men and cat lovers.”

You get the idea.

Are they really so bad? Are they really so offensive? Are they actually bad at all, in any way?

What’s not to love here? (Jeff Allen/)Love it or hate it, the writing is on the wall and the age of the automatic two-wheeler is fast approaching. Honda is expanding its shift-optional offerings with both DCT and its new E-Clutch system; Yamaha has unveiled its own clutchless Y-AMT; BMW has confirmed an auto-option for the big GS (read the Does BMW Motorrad Want to Kill the Clutch Lever? article); and KTM even took an automatic prototype to the races at this year’s Erzbergrodeo.

I’ve always found the controversy something of a mystery. Seems simple enough: If you don’t want one, don’t buy one. The thought of an automatic motorcycle never particularly appealed to me, but I never had any strong feelings on the topic either. If you are an automatic transmission advocate, check out the Best Automatic Motorcycles of 2024 and The Best Automatic Motorcycles Available in 2023 articles.

Honda says nearly 70 percent of its recent Rebel 1100 sales have been equipped with DCT. (Honda/)Earlier this year, however, I got a chance to spend a month with a modern automatic via the new Honda Africa Twin Adventure Sports DCT. In short, I learned that it’s a hell of a bike, but I also learned that an automatic transmission comes with some unexpected perks.

Below I’ll dive into why I think automatics deserve a second look, as well as some common misconceptions I often read about them. Before I get into the nitty-gritty, though, I’d like to take a moment to recap how we got here…

A Brief History of the Automatic Motorcycle

Automatics have been around for a while in one form or another, but the first notable example goes to Honda’s early “Hondamatic” models. The Hondamatic was a simple torque-converter two-speed transmission, which used a standard foot pedal to swap between a high and a low range.

This system originally premiered on Honda’s popular CB750 four-cylinder in 1976, then later became available on the smaller CB400 Hawk in 1978. In both instances the Hondamatics were intended to attract newer, inexperienced riders to the sport, but they ultimately found little fanfare and were dropped from the Honda lineup by the early ‘80s. To the best of my knowledge, the only noteworthy example ever built is the one that ended up on the cover of Prince’s Purple Rain.

An early advertisement for original “Hondamatic” CB750A. (Honda/)The Hondamatic’s poor showing at the dealership put the automatic concept on ice for an entire generation of riders. Clutch-free motorcycling would be resigned to minibikes and scooters for the next 20-plus years.

That all changed in 2006 when Yamaha introduced a fresh new take on the clutchless two-wheeler in an unlikely place: its flagship FJR1300 touring bike. Unlike the Hondamatics of old, Yamaha opted for a traditional gearbox with an automatic clutch system called Yamaha Chip Controlled Shift, or YCC-S.

Quite possibly the only cool Hondamatic to ever hit the street. (Courtesy Image/)Yamaha’s YCC-S still required the rider to select a gear using their left foot or a handlebar-mounted switch, but the clutch work itself was entirely automated. The system was smooth and effective once you got the bike rolling, but also a bit clunky from a stop and made low-speed U-turns a challenge.

The following year Aprilia surprised us all by releasing its Mana 850, which paired an Italian V-twin engine with a CVT transmission. The 2007 Mana 850 is arguably the first full-sized motorcycle with a truly automatic transmission, though Aprilia also gave riders a “manual shift” option, which allowed clutchless sequential shifting through seven simulated gears.

Yamaha flirted with shift assist on its FJR1300 sport-tourer for several years. (©Motorcyclist/)Honda followed suit in 2008 with the release of its CVT-equipped DN-01, an unholy wedding of a cruiser, a sportbike, and a scooter that no one asked for. The DN-01 is best left in the annals of obscure motorcycle history where it belongs, but Honda’s next innovation would prove much more consequential.

The world’s first dual-clutch motorcycle transmission hit the scene in 2010 in the form of Honda’s all-new VFR1200F, and completely changed the conversation around the automatic two-wheeler. For the first time, riders were looking at clutch-free riding as a performance feature rather than a compromise in the name of convenience.

Motorcyclist’s first test of Honda’s redesigned VFR was on a racetrack, and the DCT felt right at home. (Motorcyclist/)DCT didn’t exactly take the motorcycling world by storm, but its combination of convenience-meets-performance proved potent enough to win a steady stream of converts. The VFR was too pricey for your average enthusiast, but as a proof of concept, it was a clear success.

So much so, in fact, that by 2012 Honda made the decision to offer its budget-friendly NC700 all-rounder with an optional DCT transmission. Over the next decade, Honda continued to develop and refine its dual-clutch gearbox, and nowadays it has found its way into everything from Gold Wings to Rebels.

Honda’s DCT offerings keep growing year over year, and consumers keep buying them. (Honda/)Love it or hate it, automatic and/or shift-assist motorcycles are only growing in popularity. Honda claims more than 70 percent of its Gold Wing sales since 2018 have been DCT models, while the automatic Africa Twin and Rebel 1100 models make up 41 percent and 69 percent of respective sales.

Clearly market demand explains why more and more manufacturers are getting on the clutch-free bandwagon, but what makes them so appealing? Here’s my take after a month in the saddle.

The Bottom Line Comes First

I’ll get the most important talking point out of the way first because, much like the automatic motorcycle itself, there’s really no coherent argument against it.

Regardless of your personal feelings toward automatic two-wheelers, there’s no denying the fact that when you remove the need to work a clutch, you remove a huge barrier to entry for most new riders. If you love this thing of ours, the unbridled joy of balancing two wheels and an engine down an open road, you should want to share it with as many people as humanly possible.

Automatic transmissions lower the learning curve, and that’s not a bad thing. (Jeff Allen/)I’ve trained enough new riders to know that if someone is going to give up in the first 10 minutes, it’s because working a clutch just isn’t clicking for them. An automatic transmission gives them the option of riding anyways, and that’s a fine thing indeed.

Automatics Are Perfect for Commuters

In a previous life I had a 60-mile round-trip commute to the office, and I took my motorcycle about 95 percent of the time. I did this mainly out of necessity (my daily “driver” was a ‘67 Ford pickup that would only start under a harvest moon), and don’t mind admitting I would have happily traded my little SV650 for something like a Honda DCT bike at the time.

Clutch-free shifting is tough to beat when you’re cruising around the city. (Jim Lüning/)Stop-and-go traffic sucks, but it sucks really hard with a manual transmission. As someone who only owns manual transmissions at the time of this writing (both two-wheeled and four), this strikes me as an objective fact.

And while I’ve got no beef with shifting gears around town, I’ll also note that when it comes to generic errand-running or getting around from A to B, an automatic motorcycle is a very nice thing to have. In the month or so I spent with Honda’s latest DCT-equipped Africa Twin, I found myself gravitating toward it for anything other than laser-focused riding trips like canyon runs or dual sport camping.

Visiting the in-laws on a sunny afternoon? Headed for a quick run to the gym? Taking the Mrs. on a date downtown? There are plenty of times the “twist and go” nature of an automatic just makes sense, especially if there aren’t any wheelies or wildly technical maneuvers on the to-do list.

They’re Awesome for Touring

We can all agree that a good touring bike does a few things well. It’s comfortable, it’s easy to ride, and it eats up highway miles like nothing else on the road. Of all the arguments I could make for the automatic motorcycle, touring might be its ace in the hole.

Take a look at any modern touring bike and you’ll see they’re pretty much all engineered to make riding as easy and carefree as possible. Flagship models like the Honda Gold Wing or BMW K 1600 include convenience features like hill hold assist and reverse for exactly that reason: You could get by without them, but they make day-to-day use that much simpler and more enjoyable.

Gold Wing sales over the last several years have overwhelmingly been DCT models for good reason. (Basem Wasef/)In my experience, the automatic transmission serves the same purpose. The experience of shifting a motorcycle isn’t always a feature, depending on who you ask. If “lay back and enjoy the ride” is your mantra, chances are you’d love touring on a DCT bike.

They’re Still Great on a Twisty Road

So far there’s been a lot of talk here about making motorcycles easier to ride, but if you solely think of an automatic transmission as “training wheels” for people who don’t enjoy “real” motorcycling, you’re selling them short.

Whether we’re talking about Honda’s DCT or something like MV Agusta’s Smart Clutch technology, there’s a strong argument to be made that these systems add more to the core riding experience than they take away. There’s no dancing to be done around the left footpeg as you grab and drop gears, and nothing extra to coordinate between your throttle hand and the rear tire, leaving you free to give your undivided attention to nailing the next corner.

MV Agusta’s clutchless SCS system: Looks great, rides even better. (MV Agusta/)Whether I want to admit it or not, I was faster on some of my favorite roads aboard the Africa Twin, and I probably enjoyed myself more on quite a few of them as well. I’ve got an unhealthy obsession with a certain air-cooled five-speed sportbike back in the garage at home, but I never found myself missing that clutch lever when the road turned twisty.

Much like modern traction control and braking systems, automatic shifting has come a very long way since its debut in 2010. These bikes are programmed to know exactly what you want when you’re giving ‘er the beans on a canyon road, and when all else fails, the “manual” shift option gives you full control as well insanely smooth gear changes.

The Performance Advantage

If the “come and take it” crowd isn’t already foaming at the mouth, this should do the trick: Automatic transmissions come with some clear performance advantages, even on two-wheelers.

I’m qualifying that statement because at this point there’s really no denying the performance advantages of clutchless shifting for four-wheeled applications. F1 cars run paddle shifters because technology shifts far faster and more efficiently than any human possibly could. The same goes for the off-road world, as all trophy trucks either run paddles or a sequential-shift manual, which utilizes a torque converter rather than a clutch.

Don’t believe the hype: Automatics do wheelies too. (Motorcyclist/)Back in the two-wheeled world, the automatic advantage is already apparent on the dragstrip. Modern quarter-mile machines almost universally use a combination of clutchless shifting systems paired with automated “lock out” clutches to handle launch duty off the line.

In real world terms, I can tell you that even as one of the “milder” full-sized adventure rigs out there, the Africa Twin’s DCT system turns the bike into an absolute rocket ship leaving a red light. With no clutch to manage at takeoff, you simply twist the throttle to full stop and hang on. Combined traction control and wheelie control deliver maximum acceleration, and the dual-clutch layout delivers instantaneous gear changes like a quickshifter.

It’ll have you giggling in your helmet, this much I can promise you.

When KTM rolls out a new technology you know competitive advantage is a factor. (KTM/)I’ll also note that because an automatic motorcycle is essentially stall-proof, it pays some dividends off-road. Slow, technical hill climbs are a breeze, for example, because even at an absolute crawl, there’s no clutch finesse required to keep the engine turning.

Combine that with modern off-road traction control, and you’ll find yourself confidently chugging up damn near anything and everything so long as you’ve got enough tire to pull it off. The fact that KTM is taking an “automatic manual” prototype racing should be all the evidence we need that there are some inherent advantages to an automatic when it’s done right.

You Can Have It All

As we’re already seeing, automatic motorcycles are coming our way in a few different flavors. Honda’s DCT is one approach, and early reports of Yamaha’s Y-AMT system appear to offer a similar experience. KTM’s upcoming AMT tech, on the other hand, gets rid of the clutch lever but keeps a conventional foot shifter for those who want it.

Perhaps most interesting of all, however, is Honda’s recently confirmed E-Clutch technology, which looks to deliver the best of both worlds: a clutch when you want it, and an automatic when you don’t. The finer details are still pending, but in a nutshell E-Clutch offers two modes, one that leaves full control in the hands of the rider, and another that only requires shifting via the foot pedal.

Honda’s new E-Clutch promises the best of both worlds: a traditional clutch when you want it, and clutch-free shifting when you don’t. (Honda/)That means if you want to clutch up wheelies on the weekends but go hands-off on the morning commute, you absolutely can. As an added bonus, the E-Clutch system only appears to add about 10 pounds to the total package, which sounds like a sweet deal to me.

…And we can only assume the technology will keep getting better.

Closing Thoughts: Don’t Like It? Don’t Buy It

Honda’s forthcoming CB650R may offer something for everyone, whether they want to admit it or not. (Honda/)I didn’t have any strong opinions about automatic motorcycles before I rode one myself. I suspected that a motorcycle without a clutch would somehow be missing some crucial part of its soul, but I didn’t care enough to find out.

A lot of folks probably feel something similar.

Now that I’ve ridden one, I can confidently tell you I have no intention of buying one myself. The technology is outstanding, mind you, but as someone with simple tastes and a healthy fear of monthly payments, I don’t see one in my immediate future.

I do, however, see them as a great fit for a great many riders. They’re perfect for long-distance travel and the daily commute, and they’re still an absolute hoot when you’re in the mood to push your luck on a curvy road.

You’ll also find no shortage of injured or disabled riders out there who were saved from a future on scooters and trikes thanks to a transmission that does the heavy lifting on their behalf. At the end of the day, automatic transmissions are a net positive for motorcycling as a whole, so think twice before you add something negative to the conversation.

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The 2024 Yamaha YZF-R7 ($9,199). (Yamaha/)Overview

The middleweight twins category has always been one of the best-kept secrets in motorcycling. Or maybe it wasn’t a secret; legendary machines like the Suzuki SV650 and Kawasaki Ninja 650 quietly proved they could be unintimidating as needed for newer riders but plenty of fun for seasoned motorcyclists looking for an affordable, practical, and capable bike that was a great training tool for aspiring track riders.

Yamaha’s YZF-R7 is an extension of that concept. Introduced in 2022, it combines Yamaha’s sportbike-building prowess with the lovable 689cc parallel twin plucked from the MT-07. Importantly, it does this while sticking with traditional sportbike ergonomics and styling cues, which give it a more aggressive appearance than the street-oriented sportbike competition.

The YZF-R7 is also available in black or a Matte Gray color (shown). (Yamaha/)The aforementioned 689cc twin has double-overhead cams and four valves per cylinder. Bore and stroke is 80.0 x 68.6mm with compression ratio coming in at 11.5:1. When strapped to Cycle World’s in-house Dynojet 250i dynamometer, the unchanged 2024 version made 64.8 hp at 8,500 rpm and 44.5 lb.-ft. of torque at 6,500 rpm.

Peak power may be modest, but the smooth delivery and remarkably flat torque curve means the engine is flexible. You’ll shift the bike quite a bit to keep up with higher-horsepower competition like the Suzuki GSX-8R, Triumph Daytona 660, and Aprilia RS 660, but the power deficit doesn’t tell the whole story; this is a character-rich engine that easily lifts the front wheel and sounds incredible with an aftermarket exhaust.

Yamaha’s CP2 twin might lack the top-end performance of some of the competition, but it’s still an incredibly entertaining package on a tight canyon road. (Yamaha/)Geometry is unique compared to Yamaha’s MT-07, highlighting the R7′s sportier intent. Rake is 23.7 degrees, trail is 3.5 inches, and triple clamp offset is now 35mm. This shortens the wheelbase by 5mm. Aluminum braces at the swingarm pivot increase torsional rigidity as well.

The bike weighed 418 pounds (wet) on Cycle World’s scales, which undercuts most of the similarly spec’d competition and gives the R7 a sense of agility the others can’t offer. It turns into a corner with minimal effort and flicks from side to side with ease, making it an easy bike to ride in the canyons or at the track. A fully adjustable fork and shock with rebound and preload adjustment enables you to tune settings for your riding style, something not all bikes in the class offer. Brakes aren’t the same as you’ll find on a modern superbike, but four-piston radial-mount calipers and 298mm discs at the front are up to the task and are aided by a Brembo master cylinder. Nice parts!

Electronics aren’t the R7’s thing. There are no ride modes or electronic rider aids, meaning there’s not much to adjust through this LCD display. The display is tucked into the front fairing and covered by a few wires, meaning it can be hard to see at times. (Yamaha/)The rest of the R7 package can be considered a sacrifice or just right, depending on your tastes. There are no ride modes or traction control, which helps the bike maintain a sense of simplicity, but that means there’s no electronic support when the pace picks up. Low-mounted clip-ons and traditional sportbike ergonomics mean the riding position is aggressive enough to be uncomfortable during long rides, but feel natural and correct at the track.

Put simply, compared to the street-oriented competition, the R7 isn’t afraid to show its sportbike inspirations. And despite the power disadvantage compared to the competition, this is an incredibly fun and stylish entry into the new middleweight streetbike category.

The R7’s 418-pound measured wet weight and agile chassis makes it an entertaining mount for canyon roads or trackdays. (Yamaha/)Pricing and Variants

No up-spec M models here. The YZF-R7 is available in standard trim only, for $9,199. Color options include Team Yamaha Blue, Raven (black), and Matte Gray.

Competition

News and Reviews

While other bikes in the new middleweight sportbike category prioritize upright ergonomics and more mellow lines, the R7 wears Yamaha’s supersport with pride. (Yamaha/)2024 Yamaha YZF-R7 Claimed Specs

| MSRP: | $9,199 | | --- | --- | | Engine: | DOHC, liquid-cooled parallel twin; 4 valves/cyl. | | Displacement: | 689cc | | Bore x Stroke: | 80.0 x 68.6mm | | Compression Ratio: | 11.5:1 | | Transmission/Final Drive: | 6-speed/chain | | Fuel System: | Fuel injection w/ 38mm throttle bodies | | Clutch: | Wet, multiplate assist/slipper | | Frame: | Tubular-steel double backbone | | Front Suspension: | 41mm KYB inverted fork, fully adjustable; 5.1 in. travel | | Rear Suspension: | KYB shock, spring preload and rebound adjustable; 5.1 in. travel | | Front Brake: | 4-piston Advics calipers, dual 298mm discs w/ ABS | | Rear Brake: | 1-piston Nissin caliper, 245mm disc w/ ABS | | Wheels, Front/Rear: | 17 in./17 in. | | Tires, Front/Rear: | Bridgestone Battlax Hypersport S22; 120/70-17 / 180/55-17 | | Rake/Trail: | 23.7°/3.5 in. | | Wheelbase: | 54.9 in. | | Ground Clearance: | 5.3 in. | | Seat Height: | 32.9 in. | | Fuel Capacity: | 3.4 gal. | | Cycle World Measured Wet Weight: | 418 lb. | | Contact: | yamahamotorsports.com |

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  View this post on Instagram      A post shared by Adam Waheed Official (@adamwaheed)

It’s a great time to be a naked bike rider as the segment continues to get more competitive with the introduction of the updated-for-2024 Yamaha MT-09 (check out the 2024 Yamaha MT-09 Preview article). Tuning Fork engineers have focused on improving the vehicle’s appearance, enhancing rider experience, and sharpening its streetbike manners. Here are the top five features of Yamaha’s 2024 MT-09. Also check out the Everything You Need to Know about the 2024 Yamaha MT-09 article for added insight on this product.

Editor’s note: We operated the MT-09 upon its last major overhaul during the 2021 Yamaha MT-09 MC Commute Review and Yamaha Builds A Better Triumph - 2021 MT-09 Review articles and videos. We also operated the up-spec SP model during the Yamaha MT-09 SP Review write-up and video.

New styling with this LED-equipped front end.
Fresh ergonomics with a handlebar that’s a little bit lower and swept back. The seat is also reshaped and it is more narrow at the front.
This 5-inch color TFT with new chunky switch gear.
An 890cc CP3 inline-triple engine that’s crazy smooth and good for 107 ponies and 63 lb.-ft. torque at the Bridgestone Battlax S22 rear tire.
The fork springs are a little stiffer and the shock operates through a new linkage ratio.

We’ll see you in the next episode.

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The 2024 Ducati Streetfighter V2. (Ducati/)Overview

The common line of thinking states that the main reason you buy a Streetfighter V2 is that you can’t afford a Streetfighter V4. No doubt there’s some truth to that, considering the bestselling V4 S is some $9,600 more expensive than the V2. But the base-model Streetfighter V4 is “only” $4,100 more than the V2 and comes with some higher-spec components and produces 55 more horsepower. There’s more to it than just price.

First, no matter how brilliant the Streetfighter V4′s Desmosedici Stradale V-4 engine is, there’s something about a Ducati V-twin. The Streetfighter V2 uses a 955cc Superquadro that produces a claimed 153 hp at 10,750 rpm and 74.8 lb.-ft. of torque at 9,000 rpm, all of which is controlled through the latest IMU-managed rider aids. Second, on a 200-plus horsepower, liter-plus motorcycle, it almost doesn’t matter how good the chassis is; the riding experience is so dominated by the engine. The Streetfighter V2′s still-potent but not too-potent engine leaves the brain room to process the sensations provided by everything else—the tremendous front-end feel, the midcorner composure, the…take your pick…fragrance of the blossoms in spring (if that’s your thing), the precision of the dialed-in quickshifter—whatever you’re into. The point is, less is not always less. Less can also just be different. So the Streetfighter V2 may be less powerful and less expensive than the V4, but it’s also different—in the best possible way. Especially if you have a particular fondness for V-twin motorcycles that have “Ducati” written on the tank.

The Storm Green color adds $300 to the base price. (Ducati/)Pricing and Variants

The 2024 Streetfighter V2 is available in Ducati Red for $17,995 and Storm Green for $18,295.

Aerodynamic winglets are available through the Ducati accessory catalog. (Ducati/)Competition

KTM 990 Duke, $12,500

News and Reviews

2022 Ducati Streetfighter V2 First Ride Review

2024 Ducati Streetfighter V2 Claimed Specs

| MSRP: | $17,995 (Ducati Red) / $18,295 (Storm Green) | | --- | --- | | Engine: | Superquadro liquid-cooled, 90° V-twin; 4 valves/cyl. | | Displacement: | 955cc | | Bore x Stroke: | 100.0 x 60.8mm | | Compression Ratio: | 12.5:1 | | Transmission/Final Drive: | 6-speed/chain | | Fuel System: | Electronic fuel injection; ride-by-wire | | Clutch: | Wet, multiplate slipper; hydraulic actuation | | Frame: | Aluminum monocoque | | Front Suspension: | 43mm Showa BPF fork, fully adjustable; 4.7 in. travel | | Rear Suspension: | Sachs shock, fully adjustable; 5.1 in. travel | | Front Brake: | Brembo M4.32 4-piston calipers, dual 320mm semi-floating discs w/ Cornering ABS EVO | | Rear Brake: | 2-piston caliper, 245mm disc w/ Cornering ABS EVO | | Wheels, Front/Rear: | Cast aluminum; 17 x 3.50 in. / 17 x 5.50 in. | | Tires, Front/Rear: | Pirelli Diablo Rosso IV; 120/70-17/ 180/60-17 | | Rake/Trail: | 24.0°/3.7 in. | | Wheelbase: | 57.7 in. | | Seat Height: | 33.3 in. | | Fuel Capacity: | 4.5 gal. | | Wet Weight: | 441 lb. | | Contact: | ducati.com |

The V2 uses a 4.3-inch TFT dash. (Ducati/)
Compared to the Panigale V2 upon which it’s based, final drive gearing has been shortened via the addition of two teeth to the rear sprocket. (Ducati/)
The Streetfighter has a 26mm (1 inch) longer wheelbase than the Panigale V2 thanks to a 16mm (0.6 inch) longer swingarm and two additional chain links that offset the gearing change. (Ducati/)

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The 2024 Ducati Panigale V2. (Ducati/)Overview

The Panigale V2 is Ducati’s V-twin supersport, the latest in a long line of middleweights beginning with the iconic 748. While Borgo Panigale’s superbikes have always stolen the headlines, the Superquadro-powered supersport stepped out of the superbike’s shadow upon the release of the V-4-powered Panigale V4 in 2018. Rather than being identified merely as the “little brother” to the superbike, it became the lone V-twin in Ducati’s sportbike quiver. The 955cc Superquadro (“oversquare” in Italian, in reference to its bore-to-stroke ratio) produces a claimed 155 hp at 10,750 rpm and 76.7 lb.-ft. of torque at 9,000 rpm. The V2, introduced in 2020 and heavily based on its 899 and 959 predecessors, features a Monoscocca frame derived from the 1199 Panigale, Showa BPF fork and Sachs rear shock, and a full suite of electronic rider aids managed by a Bosch six-axis IMU.

In July of 2024, Ducati unveiled the 2025 Panigale V2 Superquadro Final Edition, which it says celebrates “the final chapter in the history of the Superquadro twin-cylinder” and “the culmination of Ducati’s twin-cylinder engine evolution.” What that means for the future of Ducati V-twin-powered sportbikes isn’t entirely clear, but certainly the tenure of the Superquadro engine—the first version of which debuted in the 1199 Panigale in 2011—is nearing its end. That said, the Superquadro will continue on in single-cylinder form: The 1299 Panigale’s engine provided the basis for the 659cc Superquadro Mono that debuted in the Hypermotard 698 Mono. Regardless of what the future holds for V-twin-powered Ducati sportbikes, the 2024 Panigale V2 stands on its own merit.

The black-on-black color adds $300 to the base price. (Ducati/)Pricing and Variants

The 2024 Panigale V2 is available in Ducati Red for $18,595 or Black on Black for $18,895. The Panigale V2 Bayliss 1st Championship 20th Anniversary celebrates one of Ducati’s favorite sons, and $22,995 gets you a motorcycle built in a numbered series, featuring special livery, a lithium-ion battery, and up-spec Öhlins equipment (a steering damper, NIX 30 fork, and TTX 36 shock). The Panigale V2 Superquadro Final Edition, limited to 555 units, costs $28,000 and includes the same Öhlins equipment as the V2 Bayliss, a unique livery from Drudi Performance, a host of carbon fiber parts, adjustable Rizoma footpegs, and more.

The Panigale V2 Superquadro Final Edition is limited to 555 units and has a host of up-spec parts. (Ducati/)Competition

2025 Suzuki GSX-R750, $13,149

News and Reviews

2024 Ducati Panigale V2 Claimed Specs

| MSRP: | Starting at $18,595 | | --- | --- | | Engine: | Superquadro liquid-cooled, 90° V-twin; 4 valves/cyl. | | Displacement: | 955cc | | Bore x Stroke: | 100.0 x 60.8mm | | Compression Ratio: | 12.5:1 | | Transmission/Final Drive: | 6-speed/chain | | Fuel System: | Electronic fuel injection; ride-by-wire | | Clutch: | Wet, multiplate slipper and self-servo; hydraulic operation | | Frame: | Aluminum monocoque | | Front Suspension: | 43mm Showa BPF fork, fully adjustable; 4.7 in. travel | | Rear Suspension: | Sachs shock, fully adjustable; 5.1 in. travel | | Front Brake: | Dual Brembo M4.32 4-piston calipers, 320mm semi-floating discs w/ Cornering ABS EVO | | Rear Brake: | Single 2-piston caliper, 245mm disc w/ Cornering ABS EVO | | Wheels, Front/Rear: | 5-spoked alloy; 17 x 3.50 in. / 17 x 5.50 in. | | Tires, Front/Rear: | Pirelli Diablo Rosso IV Corsa; 120/70ZR-17 / 180/60ZR-17 | | Rake/Trail: | 24.0°/3.7 in. | | Wheelbase: | 56.5 in. | | Seat Height: | 33.1 in. | | Fuel Capacity: | 4.5 gal. | | Wet Weight: | 441 lb. | | Contact: | ducati.com |

The V2 Bayliss pays tribute to the Aussie legend. (Ducati/)
The Panigale V2 is the latest incarnation of the Superquadro middleweights that began with the 899 and 959. (Ducati/)
The V2 Bayliss (pictured) and the Final Edition feature Öhlins TTX 36 rear shocks. (Ducati/)

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The 2024 Ducati Streetfighter V4 S. (Ducati/)Overview

While Ducati’s superbikes may be the heart and soul of the brand, if there’s one motorcycle that most epitomizes Ducati’s ethos of “style, sophistication, and performance,” it’s arguably the Streetfighter V4. At once savagely fast with racetrack-precise handling and beautiful brutalist styling, it’s also downright humane: Rear cylinder deactivation minimizes heat at idle, smooth and linear power delivery makes it controllable despite pumping out superbike levels of performance, and electronic rider aids enable you to harness its performance. Heck, the seat is even comfortable, with cushioning only 10mm thinner than that of the Multistrada V4. The Streetfighter V4 is refined yet exciting, accessible yet transcendent.

Just as the original 2009 Streetfighter was based on the superbike of the era, the Streetfighter V4 is based on the Panigale V4 and uses a version of the 1,103cc Desmosedici Stradale that pumps out a claimed 208 hp at 13,000 rpm and 90.4 lb.-ft. of torque at 9,500 rpm. The Streetfighter’s amazingly sophisticated electronics package inherits the Panigale’s latest advances; our tester was particularly impressed by ABS Cornering EVO and Engine Brake Control EVO 2, which helped him enter corners with huge confidence. When you ride it, you can’t help but think: “If Ducati can make this, no wonder it’s dominating MotoGP.”

From left to right: the base-model Streetfighter, the V4 S in Grey Nero, and the V4 SP2. (Ducati/)Pricing and Variants

The base-model 2024 Streetfighter starts at $22,095. The V4 S, which gets semi-active suspension, forged Marchesini wheels, and a lithium-ion battery, starts at $27,595. The V4 SP2 ($37,995) is a numbered model and features carbon fiber wheels, an STM-EVO SBK dry clutch, Winter Test livery, and more. The V4 Supreme, a collaboration with the New York–based clothing brand, is a limited and numbered edition and costs $50,000. The V4 Lamborghini, limited to 693 units and starting at $68,000, has Lamborghini Huràcan STO-inspired styling and a host of go-fast goodies.

The $38,000 SP2 in action. You can practically hear the dry clutch, can’t you? (Ducati/)Competition

Aprilia Tuono V4 Factory 1100 and V4 Factory SE-09 SBK 1100, $19,599, $19,999
KTM 1390 Super Duke R Evo, $21,499

News and Reviews

2024 Ducati Streetfighter V4 Claimed Specs

| MSRP: | $22,095 / $27,595 (V4 S in Ducati Red) | | --- | --- | | Engine: | Liquid-cooled Desmosedici Stradale 90° V-4, rearward-rotating crankshaft, 4 desmodromically actuated valves/cyl. | | Displacement: | 1,103cc | | Bore x Stroke: | 81.0 x 53.5mm | | Compression Ratio: | 14.0:1 | | Transmission/Final Drive: | 6-speed/chain | | Fuel System: | Electronic fuel injection w/ elliptical throttle bodies; ride-by-wire | | Clutch: | Wet, multiplate slipper and self-servo; hydraulically actuated | | Frame: | Aluminum alloy | | Front Suspension: | 43mm fully adjustable Showa BPF fork (base) / 43mm Öhlins NIX 30 w/ electronically adjustable compression and rebound damping (V4 S); 4.7 in. travel | | Rear Suspension: | Fully adjustable Sachs (base) / Öhlins TTX 36 w/ electronically adjustable compression and rebound damping (V4 S); 5.1 in. travel | | Front Brake: | Brembo 4-piston Stylema Monoblock caliper, dual 330mm discs w/ Cornering ABS EVO | | Rear Brake: | 2-piston floating caliper, 245mm disc w/ Cornering ABS EVO | | Wheels, Front/Rear: | Cast aluminum (base) / 3-spoke forged aluminum (V4 S); 17 x 3.50 in. / 17 x 6.00 in. | | Tires, Front/Rear: | Pirelli Diablo Rosso IV Corsa; 120/70-17 / 200/60-17 | | Rake/Trail: | 24.5°/4.0 in. | | Wheelbase: | 58.6 in. | | Seat Height: | 33.3 in. | | Fuel Capacity: | 4.4 gal. | | Wet Weight: | 444 lb. (base) / 434 lb. (V4 S) | | Contact: | ducati.com |

The collaboration with New York–based clothing company Supreme resulted in a unique livery by Drudi Performance. (Ducati/)
The TFT dash and well-thought-out graphic interfaces make changing settings intuitive. (Ducati/)
The V4 S in Grey Nero. (Ducati/)

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The latest super-nakeds coming off the production line boast performance that rivals that of some superbikes. The new KTM 1390 Super Duke R Evo is as rowdy as they come. (KTM/)Time was when naked motorcycles were just regular sportbikes with bodywork stripped off and fitted with taller handlebars, but these days the best of them rival superbikes for performance, while still maintaining those sane ergos. The rowdiest ones offer power, agility, and the latest tech, with some capable of speeds that will definitely put your license at risk. Below are some of the quickest offenders; we list some manufacturers’ and other claimed speeds where possible, but none have been real-world tested. Also check out the Best Naked Bikes 2024 and Best Middleweight Naked Bikes 2024 articles.

(We’re almost positive your list is different, so drop what bikes you think we missed in the comments below.)

The original Tuono was designed as a “super-naked” and 20 years on, the V4 Factory continues the theme. (Aprilia/)2024 Aprilia Tuono V4 Factory 1100 | $19,599 | Top Speed: 167 mph

The Tuono brings qualities you wouldn’t find on a true naked—quite a bit of bodywork, extraneous aerodynamics, a windshield—which is maybe why Aprilia calls it a “hyper-naked.” None of that changes the fact that the 1,077cc V-4 engine is a truly refined beast that tames its 175 hp with the addition of rider aids, an aerodynamic “double fairing,” and an exceptional chassis. Street riders looking for a ripping ride won’t care about semantics anyway; the original Tuono was itself was a “crashed” racebike built for the streets but developed on the track, and 20 years later, it’s still a superbike killer. The Factory version uses Öhlins semi-active suspension, while the base model has manually adjustable Sachs units, but any version of the Tuono stands out due to the classic V-4 sound and an overall refinement that makes it one of the most beloved naked bikes around.

Related: 2021 Aprilia Tuono V4 Factory First Ride Review

A fairing-free fire-breather that puts down more than 200 hp—and looks good doing it. (BMW/)2024 BMW M 1000 R | $21,695 | Top Speed: 174 mph

To create the astounding M 1000 R, BMW took the ShiftCam engine from the S 1000 RR superbike and stuffed it into the S 1000 R’s naked chassis, meaning it makes the same power and torque as the track-focused RR. We’re talking about a hyper-naked so capable and fast that the claimed 205 hp peak is almost beside the point, though top speed is a quoted 174 mph, 16 mph higher than the standard S 1000 R. On our First Ride, we said, “The new M 1000 R makes startling, close to market-leading power, while its electronic package of rider aids and riding modes are both extensive and class-leading. Add accurate and lightweight steering, agile handling, and awesome braking power—not to mention the M look and a high level of finish—and suddenly the 200 bhp naked club looks like an interesting place to be.”

Related: 2023 BMW M 1000 R First Ride Review

Still setting the standard for sporty nakeds, the Streetfighter V4 is an absolute beast on the road or track (especially in S trim). (Ducati/)2024 Ducati Streetfighter V4 S | $27,795 | Top Speed: 168 mph

Basically a naked superbike, Ducati’s Streetfighter V4 S is the middle (but not middling) offering in the Italian brand’s series of naked machines. With key components like the front frame and 1,103cc Desmosedici Stradale engine pilfered straight off the Panigale superbike, it shouldn’t be all that surprising the Streetfighter puts down 208 hp at 13,000 rpm and 90.4 lb.-ft. of torque at 9,500 rpm, while tipping the scales at a svelte 430 pounds. It has all the bells and whistles you’d want on a premium machine, with upgrades from the base model including forged aluminum wheels and semi-active Öhlins suspension; MotoGP-derived electronics and top-shelf Brembo Stylema brakes appear on both. Level up to the more exclusive V4 SP if you’ve got an extra $10K to burn and you want a more track-focused package, but whichever trim you choose, hang on.

Related: 2021 Ducati Streetfighter V4 S MC Commute Review

Starting price for the hyper-hooligan 1390 is $21,499, but you’ll probably want to add KTM’s optional electronic and suspension packages to get the most out of it. (KTM/)2024 KTM 1390 Super Duke R Evo | $21,499 | Top Speed: 180 mph

Apparently its 1290 naked model just wasn’t rowdy enough, so KTM brought out the new 1390 Super Duke R Evo for 2024, to (more?) fully embrace the hooligan vibe. The powerful 1,350cc V-twin engine is good for a claimed 188 hp and 107 lb.-ft. of torque, while the semi-active WP suspension (with seven modes), slipper clutch, super-compact cockpit, and agile chassis will have pilots eagerly searching out the limits of the Super Duke’s five ride modes. There’s even a Track mode that can fully unlock the machine’s potential, with key data displayed on the restructured 5-inch TFT screen. Those features are responsible for humanely carting around just 467 pounds of ready-to-ride weight, so any overly aggressive launches on KTM’s latest hooligan should be very entertaining indeed.

Related: 2024 KTM 1390 Super Duke R Evo First Ride Review

The SP’s supersharp styling is backed up by a solid feature set that makes this hyper-naked as fun on the track as it is capable on the street. (Yamaha/)2024 Yamaha MT-10 SP | $16,999 | Top Speed: 160 mph (unconfirmed)

All torque and midrange muscle, Yamaha’s top-of-the-range MT-10 SP naked is an absolute ripper, and offered at what you might call a bargain price. The SP’s crazy-good 998cc CP4 engine is derived from the lauded YZF-R1 mill and serves up a peak of 164 ponies, delivered in a smooth, torque-rich manner across the rev range. A quickshifter and four ride modes with a variable speed limiter and a six-axis IMU make the SP brutish when it needs to be but practical to ride for everyday jaunts too. Premium bits include semi-active Öhlins suspension, cornering ABS, and lean-sensitive traction control along with a full-color TFT display to help you keep an eye on things. The SP’s a looker too, and as capable on the track as it is on the street.

Related: Yamaha MT-10 SP Review MC Commute

Related: Santa Claus Rides the 2022 Yamaha MT-10 SP

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Honda’s flagship 2025 CBR1000RR-R Fireblade SP was heavily revised with changes to the engine, chassis, and electronics. (Honda/)Overview

Honda’s CBR1000RR dates back to 2004 with the ultimate version first released in 2021 as the CBR1000RR-R Fireblade SP. That bike dipped deep into the knowledge obtained by HRC’s MotoGP program and applied it to the company’s flagship sportbike.

With Honda committed to Superbike racing both in MotoAmerica and World Superbike, the bike has been updated with a long list of changes for the 2025 model. Changes to the Fireblade’s 1,000cc inline-four engine include: a higher compression ratio, revised valve timing, lighter crankcase, reduced inertial mass for the crankshaft and connecting rods, new internal and final gear ratios, and a new Akrapovič silencer. Changes to the electronics include: a new two-motor throttle-by-wire system, revised nine-level Honda Selectable Torque Control, and revised riding modes.

The engine has 81 x 48.5mm bore and stroke dimensions, which are the same as Honda’s RC213V MotoGP prototype racer. As mentioned above, the compression ratio was raised from 13.4:1 to 13.6:1, while the intake valves are now lighter. New valve springs are called three-stage elliptical units for both the intake and exhaust side. The cam lobes have Diamond Like Carbon coating which Honda claims reduces valve train friction by 35 percent.

The chassis also was heavily revised for 2025, with a new aluminum frame with altered rigidity for better grip and feel on the track. New Öhlins 43mm NPX (SV) fork and TTX 36 shock are controlled by third-generation Öhlins Smart Electronic Control (S-EC3.0). New latest-gen Brembo Stylema R radial-mount four-piston front brake calipers with 330mm discs are managed by updated cornering ABS with three modes: Standard, Track, and Race. The riding position has been altered with a taller handlebar position, and lower footpegs for more comfort and control.

A brand-new 5-inch full-color TFT display works in conjunction with an updated left-hand control pod. Other standard electronic features include, wheelie control, a Start mode for race starts, and a three-level quickshifter.

2025 Honda CBR1000RR-R Fireblade SP. (Honda/)2025 Honda CBR1000RR-R Fireblade SP Pricing and Variants

The 2025 Honda CBR1000RR-R Fireblade SP is available in Grand Prix Red for $28,999.

A new 5-inch TFT display. (Honda/)
The 2025 Honda CBR1000RR Fireblade SP gets new aero. (Honda/)Competition

2025 Honda CBR1000RR-R Fireblade SP News and Reviews

2025 Honda CBR1000RR-R Fireblade SP Claimed Specs

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2023 Honda CBR1000RR-R Fireblade SP. (Honda/)Ups

The CBR1000RR-R Fireblade SP is Honda’s single-minded pursuit of production-class racing glory
The engine uses the same bore and stroke (81.0 x 48.5mm) as the RC213V MotoGP racebike, emphasizing the depth of HRC’s involvement
Dripping with ‘Blade nostalgia, the striking paint scheme was designed by Hiroaki Tsukui who was also responsible for the original 1992 design.

Downs

The US-spec model’s output is limited to 186 hp at the crank. Who wants to spend top dollar and not get all the goods?
Uncompromising seating position
Where’s a rider supposed to put the key fob when wearing one-piece leathers?

Verdict

The pinnacle of Honda’s CB lineage, the CBR1000RR-R Fireblade SP is an HRC-developed, uncompromising race replica with significantly more performance than the CBR1000RR that American Honda continues to sell. For a production Honda motorcycle, it’s as rarefied as they come. The only problem? In the US, output is limited to 186 hp at the crank, and less when measured at the rear wheel.

The CBR1000RR-R Fireblade SP’s anniversary livery is about as good as it gets. (Honda/)Overview

The 1992 Honda CBR900RR is easily one of the most significant motorcycles of its day. As CW’s first prescient analysis said back in 1991: “It is a motorcycle that promises to change forever the way big-bore sportbikes are conceived and built.”

Its first comparison test—against the Yamaha FZR1000 and Suzuki GSX-R1100—confirmed the veracity of that statement. On the CW scales, the CBR weighed 76 pounds less than the FZR and 94 pounds less than the GSX-R. That first ‘Blade was the shot heard round the world, transforming the economy of two-wheeled performance in much the same way the Honda Interceptor and the original Suzuki GSX-R750 did the decade before.

Thirty years later, it’s difficult to conceive of a motorcycle so technically beyond the competition that it inspires such a sea change. Still, the Honda CBR1000RR-R Fireblade SP is a credit to Tadao Baba’s legacy.

At $28,900, the Triple R is as expensive as the European competition with performance to match. From the highest-spec electronic suspension to integrated aero and a screaming inline-four powerplant, the CBR is Honda’s purest performance weapon. Undoubtedly, the latest CBR was built to win. While the World SBK crown has thus far evaded capture, Honda won the 2022 and 2023 Suzuka 8 Hours.

The fly in the ointment, however, is that the US-spec Triple R comes stateside with output limited to 186 hp. In a highly competitive field, coming to the fray with one hand tied behind its back is very unfortunate.

Related: Fastest Bikes You Can Buy in 2023

While American Honda still sells the base-model CBR1000RR, the CBR1000RR-R Fireblade SP is recognized as its top-tier, track-focused offering. This is one of those bikes that makes the most sense when being pushed around a racetrack. (Honda/)Updates for 2023

The Fireblade SP is unchanged for 2023. For 2022, however, the engine was tweaked with revised intake ports, narrower than before to increase the air velocity into the combustion chambers and bump up torque, along with an increased compression ratio of 13.4:1, up from 13.2:1. A new airbox, modified to improve flow, feeds revised intake funnels, with the center pair shorter by 15mm, and all four getting new, slash-cut shapes.

On the other side of the engine, the exhaust was modified with a new center section and redesigned catalytic converter, both intended to improve gas flow. Elsewhere, the throttle was modified to make it easier on the wrist, no doubt further emphasizing the impression of improved response. More notably, the rear sprocket gained three teeth, rising to 43 in total, reducing the final drive gearing for better acceleration. That sprocket change, and the longer chain that comes with it, explains the fractional increase in wheelbase for the 2023 Fireblade. Honda also optimized quickshifter performance and refined traction control.

Last year, the CBR1000RR-R Fireblade SP celebrated 30 years since the original CBR1000RR was offered in Europe in 1992 (to be followed a year later in the US). (Honda/)Pricing and Variants

The 2023 Fireblade SP ($28,900) is available in a striking paint scheme reminiscent of the original.

Competition

The CBR1000RR-R Fireblade SP competes with rivals from Japan: the Yamaha YZF-R1 ($17,999) and YZF-R1M ($26,999), Kawasaki Ninja ZX-10R ($17,799), and Suzuki GSX-R1000R ($18,499). Its European rivals are the Ducati Panigale V4 ($24,995) and V4 S ($32,595), the BMW S 1000 RR (from $18,295) and M 1000 RR (from $33,345), as well as Aprilia’s RSV4 ($18,999) and RSV4 Factory ($25,999).

Honda’s own base-model CBR1000RR was top of Honda’s literbike heap before the introduction of the Triple R. For riders who want a less committed experience and who want to save some coin, it’s available for $16,599.

For chasing tenths: integrated aero devices. (Honda/)Powertrain: Engine, Transmission, and Performance

The CBR1000RR-R Fireblade SP’s 999cc inline-four produces a claimed 214 hp at 14,500 rpm and 82.6 lb.-ft. of torque at 12,500 rpm. However, the US-spec model is limited to 186 hp at 12,000 rpm.

The SP uses the same bore and stroke (81.0 x 48.5mm) as the RC213V MotoGP racer, which is very different from the base-model CBR1000RR’s 76.0 x 55.1mm measurements. It also happens to be the same as Ducati’s V4 R.

Why adopt the same bore and stroke of the MotoGP engine for the production ‘Blade? According to Fireblade large project leader Yuzuru Ishikawa, “By using the existing MotoGP combustion chamber, piston shape, and entire intake port, we saved time that would otherwise have been used in step-by-step development of those components.”

In Euro guise, its claimed 214 hp and 445-pound curb weight (fully fueled and ready to ride) is said to net a 9.7 percent power-to-weight ratio improvement over the RR base model and a whopping 79.5 percent gain compared to the original CBR900RR of ‘92. Too bad US customers won’t get the full benefit of those numbers.

On the EU-spec machine tested in 2020, roll-on acceleration from second gear was impressive with a strong yet incredibly linear delivery through the low-to-mid revs. Then, a surge of power comes in around 10,000 rpm and the engine pulls hard to its redline of 14,500 rpm.

One of the appreciable traits of this engine is its smooth power delivery, though admittedly, it’s tuned more for the racetrack and lacks some of the midrange grunt that might help it in real-life riding situations around town, or even on a tight canyon road.

The Fireblade SP is agile yet composed and stable around a racetrack, with great front-end feel. (Honda/)Chassis/Handling

The Fireblade SP has a twin-spar aluminum frame and swingarm with redone rigidity characteristics that conspire to give it seriously glorious corner-carving prowess. The bike exemplifies its strength in difficult side-to-side transitions, and requires little effort to change direction and easily execute midcorner corrections. Look where you want to go, and it goes, no drama—a true track weapon and racebike to the core.

Öhlins’ top-shelf NPX Smart EC 2.0 semi-active gas-charged fork and a TTX 36 Smart EC shock play their part, offering superb feel and support from corner entry to exit. The pair is easily adjustable via the Objective Based Tuning Interface (OBTi) in three customizable Automatic, or semi-active settings, while three Manual modes freeze damping characteristics to settings the rider chooses prior to riding.

The Öhlins suspension boasts supreme consistency and feel that offers everything needed for ultimate handling performance. Stability is a standout characteristic, especially in high-speed braking.

Honda gives the people what they want with top-shelf components from Brembo and Öhlins. (Honda/)Brakes

The Triple R uses a pair of 330mm discs up front with top-shelf Brembo Stylema calipers. Performance is exceptional with no hint of the base model’s excessive ABS intervention or fade.

Fuel Economy and Real-World MPG

No fuel mileage numbers are currently available for the CBR1000RR-R Fireblade SP.

The RR-R’s rider triangle is more aggressive than the RR’s, thanks to a higher and more rearward footpeg position, and lower, more heavily angled clip-ons. (Honda/)Ergonomics: Comfort and Utility

The Fireblade has a thin, narrow seat that gives it an authentic racebike feel. The ergonomic triangle has been made significantly more aggressive than the base-model RR. Footpeg position is raised by 21mm and pushed back by 43mm, creating a more athletic lower-body stance. The handlebars have been repositioned 17mm lower and angled farther forward, motocross style. The result is excessive wrist pressure under heavy braking and a feeling of constantly using arm strength to “climb” back onto the bike during the Fireblade’s mighty acceleration.

Engineers achieved a neat design via a solid aluminum triple clamp and keyless ignition (the CBR uses a proximity fob and ignition button located next to the dash), while a 5-inch full-color TFT dashboard provides vital information.

The ’Blade is equipped with a 5-inch TFT dash, and host of electronic rider aids. (Honda/)Electronics

The Fireblade SP uses a Bosch six-axis Inertial Measurement Unit (IMU) to manage a suite of rider aids. There are three default riding modes, with options to change engine output and character. Power (P) operates through levels 1–5, with 1 giving the most power. Engine Brake (EB) manages performance on a closed throttle through levels 1–3, with 1 being the strongest engine-braking; Wheelie (W) manages through levels 1–3 (plus off), with 1 giving the weakest intervention.

The nine-level (plus off) Honda Selectable Torque Control (HSTC) monitors the rate at which slip is changing based on the ratio of front/rear wheel speeds to smoothly manage wheelspin.

The Fireblade SP is also equipped with Start mode for race starts; it limits engine rpm to 6,000, 7,000, 8,000, and 9,000 rpm set points. The up/down quickshifter, updated for 2022, has been refined for shorter fuel-cut times and for smoother torque pickup after shifting. The Triple R also has a three-level adjustable electronic steering damper.

Warranty and Maintenance Coverage

Honda offers a one-year, transferable, unlimited-mileage limited warranty.

Quality

Honda has been long known for its fit and finish, reliability, and large dealer network. The CBR1000RR-R Fireblade SP has HRC’s fingerprints all over it. This is Honda at its finest.

2023 Honda CBR1000RR-R Fireblade SP Claimed Specs

| MSRP: | $28,900 | | --- | --- | | Engine: | 999cc, DOHC, liquid-cooled inline-four; 4 valves/cyl. | | Bore x Stroke: | 81.0 x 48.5mm | | Horsepower: | 186.0 hp @ 12,000 rpm (US model)/214 hp @ 14,500 rpm (Euro model) | | Torque: | 83 lb.-ft. @ 11,000 rpm (US model)/83 lb.-ft. @12,500 (Euro model) | | Transmission/Final Drive: | 6-speed/chain | | Fuel Delivery: | Fuel injection w/ 52mm throttle bodies, 12-hole injectors | | Clutch: | Wet, multiplate | | Engine Management/Ignition: | Throttle-by-wire, digital transistorized w/ electronic advance | | Frame: | Twin-spar aluminum | | Front Suspension: | 43mm Öhlins NPX Smart EC fork w/ electronically controlled preload, compression, and rebound adjustments; 4.3 in. travel | | Rear Suspension: | Öhlins TTX 36 Smart EC shock, compression, rebound, and spring preload adjustable; 5.6 in. travel | | Front Brake: | Brembo Stylema radial-mount calipers, 330mm discs w/ ABS | | Rear Brake: | Brembo 2-piston caliper, 220mm disc | | Wheels, Front/Rear: | 17 x 3.5 in. / 17 x 6.0 in. | | Tires, Front/Rear: | 120/70ZR-17 / 200/55ZR-17 | | Rake/Trail: | 24.0°/4.0 in. | | Wheelbase: | 57.4 in. | | Ground Clearance: | 4.5 in. | | Seat Height: | 32.7 in. | | Fuel Capacity: | 4.3 gal. | | Wet Weight: | 445 lb. | | Contact: | powersports.honda.com |

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2024 Honda Transalp. (Honda/)Overview

Fitting in between the Africa Twin and the NX500, the XL750 Transalp enters the US market fresh from a complete overhaul of the platform that has existed in one form or another in Europe for decades. But the concept is roughly the same, built as a do-it-all crossover that can serve as a daily rider, globetrotter, or off-road adventurer.

Power comes from a brand-new 755cc parallel-twin engine with a 270-degree crank, a single overhead cam, and four valves per cylinder. The tuning of this engine is aimed at great low- to midrange torque, yet with a stout top-end punch. Power is transmitted to the six-speed transmission via an assist/slipper clutch.

Throttle-by-wire engine control allows a whole suite of electronic rider aids. The Transalp is equipped with four ride modes—Sport, Standard, Rain, Gravel—plus a customizable User mode. Users can choose between four levels of engine power, three levels of engine-braking, five stages of Honda Selectable Torque Control (which also controls wheelie), and ABS with an off-road mode and the ability to turn it off completely.

To be an adventure bike, the chassis must be up to snuff, and Honda has ensured that the Transalp is ready for whatever riders can throw at it. The chassis is based around a steel diamond frame that has been optimized for lightweight. The wheelbase measures 61.5 inches, while front-end geometry measures 27 degrees of rake with 4.4 inches of trail for good stability wherever you travel, while also providing a tight 8.6-foot minimum turning radius. Seat height is set at 33.7 inches, while a low seat is available as an option.

At the front a Showa 43mm SFF-CATM (Separate Function Fork-Cartridge) fork provides 7.9 inches of travel and has preload adjustability, and mounts in a forged top and cast aluminum bottom triple clamps. Out back a remote-reservoir preload-adjustable Showa shock provides 7.5 inches of travel and mates to an aluminum swingarm. Ground clearance measures 8.3 inches. Stainless steel spoked wheels measure 21 inches in the front and 18 inches in the rear allowing a huge choice of tires, including aggressive knobbies for off-highway use. Tire sizes measure 90/90-21 front and 150/70-18 rear. Braking is handled by a pair of twin-piston front calipers that clamp on 310mm wave discs, while a 256mm rear wave disc is pinched by a single-piston caliper.

Honda offers four accessory packages for the Transalp, including the Adventure Collection with a bunch of protective piece for off road; Touring Collection with luggage and travel-oriented accessories; Comfort Collection with options for rider comfort like heated grips and alternative windscreens; City Collection which is focused for urban commuting with a top case and other city-centric features.

2024 Honda Transalp. (Honda/)2024 Honda Transalp Pricing and Variants

The 2024 Honda Transalp is available in Matte Black Metallic for $9,999.

We tested the 2024 Honda Transalp on and off-road. (Honda/)Competition

2024 Honda Transalp News and Reviews

2024 Honda Transalp Claimed Specs

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Overview

Ducati just unveiled the latest version of its Panigale V4 superbike, complete with a double-sided swingarm and 916-inspired styling. While the debut of a new Ducati superbike is always a worthy occasion to bring up a bottle of Nebbiolo from the cellar to celebrate, it’s not like the 2024 model is anything like long in the tooth: Its aggressive design still looks arrestingly beautiful, and its performance threshold is a galaxy beyond the skills of 99.9 percent of riders. In its last update in 2022, the Panigale debuted new aerodynamics; revised ergos; a new SBK gearbox with taller first, second, and sixth gears; new ride mode strategies; a new Öhlins NPX 25/30 fork (on the S model); a repositioned swingarm pivot; etc., etc., etc. In other words, Ducati engineers never stop evolving the pride of Borgo Panigale.

The 2024 Ducati Panigale V4 S. (Ducati/)Now that we know that 2025 heralds a new era of Panigale, why would you buy a 2024 model? We’ve got about 240 reasons. No. 1: the engine. The Panigale V4′s Desmosedici Stradale is a 1,103cc V-4 (998cc on the V4 R) with a counterrotating crankshaft and desmodromic valve actuation. The base and S models produce a claimed 210 hp at 12,500 rpm and 90.6 lb.-ft. of torque at 11,000 rpm. The homologation-spec V4 R, when fitted with a full exhaust system, pumps out a claimed 240.5 hp at 16,500 rpm. Yes, you read that right. 240.5 hp. 16,500 rpm. Here’s the thing: Ducati’s single-minded, built-to-win superbikes’ value transcends the cool calculation of the stopwatch and the time capsules of technology beneath their fairings. When you buy a Ducati superbike, you’re buying a future classic. See: the 851, 888, 916, 996, 998, 999, 1098, 1198, 1199 Panigale, 1299 Panigale, and every Panigale V4. All legends in their own right. Time marches on but Ducati superbikes never grow old. Plus, if you just have to have a Panigale V4 with a single-sider, now’s the time.

The Panigale V4 SP2 30th Anniversario 916 is a mouthful of a name, but the bike is a heck of a way to celebrate the motorcycle that charted the future course of the Borgo Panigale brand. The tricolore framing the number plate brings back all sorts of memories of Ducati’s superbike glory days. (Ducati/)2024 Ducati Panigale V4 Pricing and Variants

The 2024 Panigale V4 starts at $24,995. The V4 S, which uses Öhlins semi-active suspension and forged Marchesini wheels, is $31,995. The V4 R homologation special, the platform upon which Ducati’s championship-winning superbike is based, is $45,495. The V4 SP2 30th Anniversario 916, limited to just 500 units and costing $45,995, pays tribute to the 916, featuring a unique livery, an STM Evo Superbike dry clutch, carbon fiber wheels, up-spec Brembo braking components, and a smattering of carbon fiber goodies.

The Panigale V4 R is the basis for Ducati’s superbike effort. (Ducati/)Competition

Aprilia RSV4 1100, RSV4 Factory 1100, RSV4 Factory SE-09 SBK 1100 $18,999, $25,999, $26,499, LINK
MV Agusta Superveloce 1000 Serie Oro, $76,900, Link
2025 Honda CBR1000RR-R Fireblade SP, $28,999, Link

2024 Ducati Panigale V4 News and Reviews

2024 Ducati Panigale V4 Claimed Specs

Pecco Bagnaia, two-time and reigning MotoGP world champion, aboard a Panigale V4 S. (Ducati/)
Yes, that red part beneath the seat is part of the fuel tank. Mass centralization helps the Panigale V4 carve corners like a dream. (Ducati/)
The Panigale V4 S at Circuito de Jerez Ángel Nieto. (Ducati/)

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Honda’s CB650R is now available in Matte Grey Metallic, for $9,399. (Honda/)2022 Honda CB650R | 2021 Honda CB650R ABS | 2020 Honda CB650R ABS

Ups

Inline-four engine unique to the class
Stable chassis matched with smooth power delivery
Honda fit and finish

Downs

The competition is getting stiffer each year
Limited technology
MSRP inching closer to the $10,000 mark

Verdict

Honda has proven time and time again its ability to build practical, well-handling standard bikes that hit all the right marks, and the CB650R is no exception. Here is a bike that might not offer all the canyon-carving performance that some of its competitors might, but deserves praise for its well-rounded build sheet. The only thing going against the CB650R is the small price gap between it and its very capable competition.

Overview

Inline four-cylinder engines have been a staple of Honda’s lineup since the 750 Four debuted in 1969. Fast-forward 50 years to 2019, when Honda’s CBR650F and CB650F middleweights were heavily revised and given the R suffix to better match the bike’s sporty performance. The outgoing streetfighter-styled CB650F was replaced with a freshly designed naked middleweight that now represents what Honda calls its Neo-Sports Café segment. This new styling, reminiscent of the late ‘90s/early ‘00s Hornet/Honda 599, is seen in today’s CB650R, modernized with blacked-out paint and burnished bronze detailing.

Today, the CB continues to bring the classic high-revving spirit of its flamboyant predecessors with its liquid-cooled 649cc mill. The CB650R claims a unique spot in today’s current middleweight class as being one of the only 650cc bikes equipped with an inline-four engine, unless your definition of “middleweight” includes the GSX-S750 or Z900.

The midsize CB makes for an appropriate step up from beginner bikes or a reintroduction to riding. Its engine, comfortable ergos, solid braking performance, and top-quality receive top grades that, for those interested, may outweigh the somewhat unbalanced suspension and high price.

The CB650R was shaped around Honda’s Neo-Sports Café design philosophy. (Honda/)Updates for 2023

If it’s not broken, don’t fix it. The 2023 CB650R is unchanged for 2023 hold for a $100 price increase and move to Matte Grey Metallic paint (versus Matte Black Metallic). Keen observers will notice a few more small differences, like the red shock spring which replaces last year’s yellow spring.

The last major update for the CB650R was in 2021.

Pricing and Variants

The CB650R is available in just one trim, for $9,399.

Competition

No shortage of options in the middleweight naked-bike category, with every manufacturer offering something a little different. Intended use and experience will play a big role in finding the right bike, and the Honda CB650R slots itself somewhere in the middle of the competition.

Main contenders in this space include the Triumph Trident 660 ($8,595), Yamaha MT-07 ($8,199), Suzuki SV650 ($7,399), and Kawasaki Z650 ($7,749). Those in search of top-tier performance might look at the Aprilia Tuono 660 ($10,699) or Aprilia Tuono 660 Factory ($10,999).

Keep in mind that larger-displacement naked bikes aren’t far from the CB650R. Triumph’s Street Triple R ($9,995) and Street Triple RS ($12,595) might be considered, as well as Yamaha’s MT-09 ($9,799) and Öhlins-equipped MT-09 SP ($11,499). Twin-cylinder options include the Suzuki GSX-8S ($8,849), KTM’s 790 Duke ($9,199) and 890 Duke R ($12,949), plus Ducati’s Monster Plus ($12,995) and up-spec Monster SP ($15,595).

The CB650R is one of the only middleweight naked bikes with an inline-four engine. (Honda/)Powertrain: Engine, Transmission, and Performance

The twin-spar frame houses the same powerplant seen in the CBR650R, a liquid-cooled DOHC 649cc inline-four. The CB’s engine is tuned for high rpm, as is evident in its peak power figures and real-world character. As seen in Cycle World’s dyno test, its peak 81.9 hp is achieved at 10,870 rpm and its 42.97 lb.-ft. of torque at 7,960 rpm. At 7,000 rpm there is some vibration present; push it past 8,000 and the vibration diminishes. In any case, the ride is an exciting one. In a recent review, we noted that “aggressive riders will be entertained by the opportunity to push it to high rpm and draw out more of its raucous energy, but the linear way the power is delivered means the bike is also accessible to riders climbing the displacement ranks.”

A twist of the throttle rewards riders with crisp throttle response and addictive intake and exhaust sounds. Twin air ducts on either side of the fuel tank direct air into the airbox to produce a great growl; a large 1.5-inch bore tailpipe trumpets sound out of the exhaust.

Handling

In 2021 Honda swapped the CB’s Showa Separate Function fork for a Showa Separate Function Fork Big Piston. This fork carries over into the 2023 model year and gives the middleweight CB a sporty and firm ride quality. This stiffness helps the bike track into turns, but harsh bumps have their say.

On the other end, the Showa shock does a better job absorbing roughed-up roads, though rebound and compression adjustability would help balance out the ride. The bike’s 445 pounds is carried well, which is nice when hitting snaking turns.

Brakes

Stopping is handled by Nissin calipers at both ends. The dual radial-mounted four-piston units at the front work particularly well with the two floating 310mm discs; braking is responsive and managed with an easy one-finger pull at the lever. The rear’s single-piston caliper grabs hold of a 240mm disc. Coming to a stop is uncomplicated, as it should be.

Fuel Economy and Real-World MPG

During Cycle World’s time on the bike, we averaged 47 mpg.

Limited technology on the CB650R, though it does come equipped with Honda Selectable Torque Control (HSTC), which can be turned off. (Honda/)Ergonomics: Comfort and Utility

The CB’s handlebar was canted forward as part of the MY21 changes and the reach there is comfortable, whereas the pulled-back peg position makes the full rider triangle somewhat sporty. Honda managed to keep the bike fairly narrow, which is impressive considering there is an inline-four engine there.

The 32-inch seat height is reasonably approachable, especially considering that Honda’s beginner-friendly CB300R is only fractions lower.

Electronics

While the CB does not have ride modes, it does have rider aids such as Honda Selectable Torque Control (or traction control) and two-channel ABS. HSTC can be turned off.

The white-on-black LCD display is somewhat modern, although it’s quickly starting to fall behind full-color TFT units. Font sizes were increased in the CB’s most recent update and the display angle was slightly altered to help with visibility in full sun.

Honda keeps all of the CB’s lighting up to modern standards; LEDs are found in the headlight, taillight, and turn signals.

Warranty and Maintenance Coverage

Honda’s transferable warranty includes one-year, unlimited-mileage coverage. The HondaCare Protection Plan is available for extending that coverage.

Quality

Like the CB1000R, the middleweight CB has fine fit and finish. Minimalist details match the bike’s clean look, making for a simple yet effective design.

2023 Honda CB650R Claimed Specifications

| MSRP: | $9,399 | | --- | --- | | Engine: | 649cc, DOHC, liquid-cooled inline-four; 4 valves/cyl. | | Bore x Stroke: | 67.0 x 46.0mm | | Transmission/Final Drive: | 6-speed/chain | | Cycle World Measured Horsepower: | 80.55 hp @ 11,000 rpm | | Cycle World Measured Torque: | 42.14 lb.-ft. @ 8,160 rpm | | Fuel Delivery: | PGM-FI w/ 32mm throttle bodies | | Clutch: | Wet, multiplate | | Engine Management/Ignition: | Full transistorized | | Frame: | Twin-spar, steel-diamond frame | | Front Suspension: | 41mm inverted Showa SFF fork; 4.7 in. travel | | Rear Suspension: | Showa shock, preload adjustable; 5.0 in. travel | | Front Brake: | Dual radial-mounted 4-piston Nissin hydraulic calipers, floating 310mm discs w/ ABS | | Rear Brake: | 1-piston caliper, 240mm disc w/ ABS | | Wheels, Front/Rear: | Cast aluminum, 17 in./17 in. | | Tires, Front/Rear: | 120/70-17 / 180/55-17 | | Rake/Trail: | 25.0°/4.0 in. | | Wheelbase: | 57.0 in. | | Ground Clearance: | 5.8 in. | | Seat Height: | 31.9 in. | | Fuel Capacity: | 4.1 gal. (0.8 gal. reserve) | | Cycle World Measured Wet Weight: | 445 lb. | | Contact: | powersports.honda.com |

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2024 Honda NX500. (Honda/)Overview

As far back as the late 1980s, the letters “NX” have represented adventure, meaning New X-over (crossover). For 2024, Honda has renamed the CB500X and changed it to NX500. But the bike gets a lot more than just a name change. Overall weight is down by 7 pounds, dropping from 439 to 432, while the new cast-aluminum wheels have saved 3.3 pounds of unsprung weight alone. Other additions include standard Honda Selectable Torque Control, ECU updates for improved acceleration, new suspension settings, a new 5-inch TFT display, and new LED headlight.

At its core is a liquid-cooled 471cc parallel-twin engine that has been tuned for low- to midrange torque between 3,000 and 7,000 rpm. The engine is fed by PGM-FI fuel injection and as mentioned now comes standard with Honda’s Selectable Torque Control (traction control).

Chassis highlights include the suspension that utilizes a 41mm Showa Separate Function Fork Big Piston (SFF-BP) fork with 5.2 inches of travel, and preload-adjustable Showa shock with 5.3 inches of travel. Wheelbase measures 56.8 inches, while the seat height has been kept at a reasonable 32.8 inches. A pair of Nissin two-piston calipers and 296mm discs and a single-piston caliper and 240mm disc take care of braking, and ABS is standard. The new lighter cast-aluminum wheels have Y-shaped spokes and are mounted with 110/80-19 front and 160/60-17 rear rubber.

2024 Honda NX500. (Honda/)2024 Honda NX500 Pricing and Variants

The 2024 Honda NX500 is available in Matte Black Metallic for $7,399.

2024 Honda NX500 in Matte Black Metallic. (Honda/)Competition

2024 Honda NX500 News and Reviews

2024 Honda NX500 Claimed Specs

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Overview

The Harley-Davidson Road Glide Limited is the full-on touring version of the Road Glide bagger. In 2024, the Road Glide received a massive overhaul, but the Limited is yet to receive commensurate changes, though we’d imagine they’re coming very soon. For 2024, the Limited soldiers on as we’ve known it, with its frame-mounted sharknose fairing, a Twin-Cooled Milwaukee-Eight 114 engine, and a touchscreen Boom! Box GTS infotainment system. With a substantial 4.7 cubic feet (133 liters) of luggage capacity and exceptionally appointed rider and passenger accommodations, the Limited is designed for long-distance touring comfort—Milwaukee-style.

The 2024 Harley-Davidson Road Glide Limited. (Harley-Davidson/)The Twin-Cooled Milwaukee-Eight 114 engine, which features liquid-cooled cylinder heads, produces a claimed 93 hp at 5,020 rpm and 122 lb.-ft. of torque at 2,750 rpm. ABS and linked braking are standard, but the Limited can be spec’d with lean-angle-sensitive ABS, traction control, and drag-torque slip control. Additional options include hill hold control and tire pressure monitoring. Surely, H-D touring fans await the updated Limited with bated breath, but for now, the 2024 model offers a ton of capability in the familiar style that many fans love.

As part of the Road Glide’s 2024 update, the fairing got a (shark)nose job. The updated look—and the rest of the updates—have yet to make their way to the Limited. (Harley-Davidson/)2024 Harley-Davidson Road Glide Limited Pricing and Variants

The 2024 Road Glide Limited starts at $32,499. The price increases from between $750 and $1,800 depending on color.

The Limited’s 6-gallon tank. Note the analog gauges in the fairing, which were replaced as part of the 2024 update for its bagger sibling. (Harley-Davidson/)Competition

Honda Gold Wing Tour, $28,700, LINK
Indian Roadmaster, $34,999, Link

2024 Harley-Davidson Road Glide Limited News and Reviews

2020 Harley-Davidson Road Glide Limited First Ride

2024 Harley-Davidson Road Glide Limited Claimed Specs

Vivid Black costs an additional $750 over the base price. (Harley-Davidson/)
Generous upper and lower body weather protection for the rider and a plush passenger seat make the Goad Glide Limited about as comfortable as you can get on two wheels. (Harley-Davidson/)
The Sharkskin Blue color adds $1,000 to the base price. (Harley-Davidson/)

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Honda’s flagship 2025 CBR1000RR-R Fireblade SP was heavily revised with changes to the engine, chassis, and electronics. (Honda/)Overview

2025 Honda CBR1000RR-R Fireblade SP. (Honda/)2025 Honda CBR1000RR-R Fireblade SP Pricing and Variants

The 2025 Honda CBR1000RR-R Fireblade SP is available in Grand Prix Red for $28,999.

A new 5-inch TFT display. (Honda/)
The 2025 Honda CBR1000RR Fireblade SP gets new aero. (Honda/)Competition

2025 Honda CBR1000RR-R Fireblade SP News and Reviews

2025 Honda CBR1000RR-R Fireblade SP Claimed Specs

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Honda’s 2024 CBR650R returns with the brand-new E-Clutch. (Honda/)Overview

Taking advantage of consumer demand for a very sporty yet civilized fully faired machine, Honda created the CBR650F back in 2014. Eventually the bike’s name was changed to CBR650R as it got even more performance. Fast-forward to 2024, and the CBR650R returns to the US market, but it also brings with it Honda’s new E-Clutch technology, which allows the rider to start, stop, and change gears just using the shift lever and not having to use the clutch. The beauty of the system is that the rider can still use the clutch as normal if so desired.

In addition to the E-Clutch, the bike received other updates for 2024, including: fresh new styling that is much closer to its sportbike siblings like the CBR1000RR, a new full-color TFT display, new backlit control clusters on the bars, and all-LED lighting.

One of the things that consumers have been asking for are engines that are sporty without being purely honed for racetracks. The CBR650R’s 649cc inline-four features double-overhead cams with four valves per cylinder. The engine is fed by PGM-FI with 32mm throttle bodies and is tuned to have broad power for street riding. In addition to the new E-Clutch, the mechanical aspect of the unit is an assist/slipper type to manage rear-wheel lockup during rapid downshifts. Honda Selectable Torque Control (traction control) can be disabled if desired.

Chassis highlights include a 57-inch wheelbase, a 466-pound curb weight, and sporty geometry. Up front is a Showa 41mm Separate Function Big Piston (SFF-BP) fork, while the Showa shock has 10-stage spring-preload adjustability. Up front a pair of radial-mount, four-piston calipers and 310mm discs joined out back by a single-piston caliper and 240mm disc (both with ABS) handle braking.

2024 Honda CBR650R in Grand Prix Red. (Honda/)2024 Honda CBR650R Pricing and Variants

The 2024 Honda CBR650R is available in Grand Prix Red for $9,899.

Updated styling, and a new TFT display are new for 2024. (Honda/)Competition

2024 Honda CBR650R News and Reviews

2024 Honda CBR650R Claimed Specs

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Updated in 2022, the Kawasaki KLR650 is a modernized single-cylinder adventure bike. (Kawasaki/)Overview

Kawasaki’s KLR650 offers adventure-touring in an accessible package. This long-running model features a 650cc liquid-cooled single-cylinder engine with a five-speed transmission and fuel injection. Designed to be ridden near or far, the KLR650 has accommodations for luggage, a passenger, and offers plenty of wind protection from its fairing and windscreen. A large, 21-inch front wheel with dual-purpose tire and 7.9 inches of suspension travel make the KLR650 suitable for off-road riding.

On the Cycle World dyno, the 2023 Kawasaki KLR650 S (lower-seat-height variant with designated suspension tuning) produced 36.9 hp at 6,080 rpm and 35.4 lb.-ft. of torque at 4,590 rpm. Measured curb weight was recorded at 464 pounds on our automotive scales. With no changes to the engine, expect all of the KLR models to produce similar power figures.

Kawasaki’s KLR650 is not a performance or feature-rich adventure bike. It’s relatively heavy, produces modest power figures, and rider aids are limited to ABS. But its manageable engine, capable chassis, and comfortable ergonomics make the KLR650 a viable option for commuting, touring, and off-road riding. It is the stone hammer of ADV motorcycles; it may not be pretty, but it is known to be a reliable around-the-world traveler.

Equipped with off-road components, the KLR650 is at home in the dirt. (Kawasaki/)2024 Kawasaki KLR650 Pricing and Variants

The 2024 Kawasaki KLR650 is available in three variants: KLR650 (non-ABS, $6,899; ABS, $7,199), KLR650 S (non-ABS, $6,899; ABS, $7,199), KLR650 Adventure ABS ($8,199).

Kawasaki offers the KLR650 in an Adventure package. The Adventure model comes equipped with additional features such as side cases, fog lamps, frame sliders, a tank pad, a DC socket, and an optional USB socket. (Kawasaki/)Competition

2024 Kawasaki KLR650 News and Reviews

2024 Kawasaki KLR650 Claimed Specs

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2024 Honda NC750X DCT. (Honda/)Overview

The Honda NC750X is perhaps the most versatile bike in the company’s lineup. Take a nice performing 750cc parallel-twin engine and DCT transmission and then stuff them into a more road-oriented adventure chassis, and you end up with a machine that is just as happy doing the daily commute to work as it is exploring backroads on the weekends.

The liquid-cooled 745cc parallel twin has a single overhead cam with four valves per cylinder and a 270-degree firing order that replicates the thrum of a V-twin. The bike comes with Honda’s Selectable Torque Control that allows three levels of traction control, in addition to four selectable ride modes. The dual-clutch transmission (DCT) allows the rider to operate the motorcycle in multiple modes from fully automatic (with a variety of shift characteristics) or manually via the paddle shifters.

Using a tubular-steel diamond frame, the chassis has a 60.1-inch wheelbase. This DCT model weighs 493 pounds with a full tank of fuel. Seat height is 31.6 inches, while the riding position is upright and neutral for all-day comfort. Suspension is handled by a 41mm fork with 4.7 inches of travel at the front and preload-adjustable monoshock at the rear that offers 4.7 inches of travel. A single twin-piston caliper and 320mm disc handle braking up front, while a single-piston caliper and 240mm disc are used at the rear. ABS is standard.

2024 Honda NC750X in Matte Nightshade Blue. (Honda/)2024 Honda NC750X DCT Pricing and Variants

For 2024, the NC750X DCT is available in a single configuration in Matte Nightshade Blue for $9,499.

Competition

2024 Honda NC750X DCT News and Reviews

Honda NC750X DCT Review

2024 Honda NC750X DCT Claimed Specs

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Honda’s standard 2024 Africa Twin. (Honda/)Overview

When Honda released the Africa Twin back in 2016 it was a very welcome addition to the adventure-bike market. Fans of Big Red had been yearning for just such a bike for years after watching the European market get a variety of similar machines that never made it across the pond.

What was delivered was a solid and innovative machine that was priced very reasonably compared to the Euro competition. Right out of the gate the bike was offered with Honda’s Dual-Clutch Transmission, which now accounts for a significant amount of sales for all Africa Twins. The other model that was added in 2019 is the more touring-oriented Adventure Sports model, which returns for 2024.

Speaking of 2024, there is a long list of upgrades and changes for the Africa Twin lineup. All models get a Bosch six-axis IMU that provides cornering ABS in addition to an off-road setting. The 1,084cc parallel-twin engine has been retuned to deliver better low- to midrange power and torque by raising the compression ratio (to 10.5:1), and altering the intake and exhaust and ECU settings. On the DCT models, updates were made for smoother low-speed performance.

The standard Africa Twin’s 21-inch front and 18-inch rear wheels are now tubeless. The standard model also gets a new front fairing, in addition to a five-way adjustable windscreen.

The Adventure Sports version, which is the more road-oriented touring version, gets a new 19-inch front wheel and short suspension for improved street performance. That model also wears a new front fairing and the adjustable windscreen, while a new seat features thicker cushioning.

2024 Honda Africa Twin Adventure Sports ES. (Honda/)2024 Honda Africa Twin / Africa Twin Adventure Sport ES Pricing and Variants

There are four variations of the Africa Twin offered for 2024. The standard Africa Twin is available in Grand Prix Red for $14,799. The Africa Twin DCT can be had in a single Grand Prix Red color for $15,599. The Africa Twin Adventure Sports ES is available in Pearl White for $17,599, while the Africa Twin Adventure Sports ES DCT in the same color is $18,399.

Honda’s standard 2024 Africa Twin DCT. (Honda/)
Honda’s 2024 Africa Twin Adventure Sports ES DCT. (Honda/)Competition

2024 Honda Africa Twin / Africa Twin Adventure Sport ES News and Reviews

2024 Honda Africa Twin / DCT ; Africa Twin Adventure Sports ES / DCT Claimed Specs

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The 2024 Honda CBR600RR. (Honda/)Overview

Honda’s CBR600RR Supersport machine has won more races and championships around the world than most can remember. This machine has existed in one form or another since the early 1990s.

Although the days of traditional 599cc Supersports seem to be numbered, the CBR600RR hangs on for another year. The RR last received significant updates for the 2021 model year. The payoff for sportbike enthusiasts is a no-compromise, high-revving inline-four that screams its way to a claimed 121 hp at a sky-high 14,000 rpm. Peak torque is 47.2 lb.-ft. at 11,500 rpm.

To truly be called a Supersport, the chassis needs to live up to the billing. The RR has an inverted 41mm Showa Big Piston Fork that is fully adjustable with preload, rebound, and compression damping at the front. At the rear is Honda’s Unit Pro-Link suspension with monoshock that is fully adjustable with preload, rebound, and compression damping. Radial-mount four-piston Tokico calipers squeeze a pair of 310mm brake discs in the front, while a single-piston caliper and 220mm disc are used at the rear.

A short 53.9-inch wheelbase, 23.5-degree rake angle and 3.9-inch trail measurement combine to generate razor-sharp handling on the street or track.

The CBR600RR also comes with a suite of electronic rider aids that are enabled by its ride-by-wire throttle and six-axis IMU. Features include Honda Selectable Torque Control, wheelie mitigation control, and adjustable engine-braking.

2024 Honda CBR600RR Pricing and Variants

Two versions of the 2024 CBR600RR are available including the $12,199 base model in Grand Prix Red, or the ABS version for $13,199 in the same single color.

Competition

2024 Honda CBR600RR News and Reviews

2024 Honda CBR600RR / CBR600RR ABS Claimed Specs

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Honda’s 2024 CBR500R received a bunch of updates and styling for 2024. (Honda/)Overview

Honda considers the CBR500R a “light middleweight” sportbike with its 471cc parallel-twin engine. This bike was originally launched all the way back in 2013 and has stood the test of time as a fun, affordable, and frugal sportbike.

For 2024, the CBR500R receives a handful of updates. Topping that list is the new CBR1000RR-R-inspired bodywork, which gives the bike a totally up-to-date look and one that ties into the current CBR family perfectly. Honda’s Selectable Torque Control (traction control) is now standard, while the ECU received new settings to improve “acceleration feel.” In the cockpit is a brand-new 5-inch full-color TFT display that also offers Bluetooth connectivity for smartphones with Honda’s RoadSync app. Additionally, the headlight has been upgraded with an LED unit.

The CBR’s engine is a liquid-cooled parallel twin with double overhead cams and four valves per cylinder. It utilizes Honda’s PGM-FI fuel injection system. Chassis highlights include the Showa 41mm inverted Separate Function Fork Big Piston fork (SFF-BP) with 4.7 inches of travel and a Showa monoshock out back that has provisions for five steps of preload adjustment.

A low 31.1-inch seat height ensures that a large range of riders will be able to firmly get their feet on the ground at stops, while the light 421-pound (fully fueled) weight makes the bike very manageable.

The 2024 Honda CBR500R in Matte Black Metallic. (Honda/)2024 Honda CBR500R Pricing and Variants

The 2024 Honda CBR500R is available in either Matte Black Metallic or Grand Prix Red for $7,399.

Honda’s 2024 Honda CBR500R in Grand Prix Red has new bodywork that is inspired by Honda’s flagship CBR1000RR-R Fireblade SP. (Honda/)Competition

2024 Honda CBR500R News and Reviews

2024 Honda CBR500R Claimed Specs

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Honda’s 2024 CB500F received a host of updates including traction control and a new TFT display. (Honda/)Overview

This versatile midsize naked motorcycle from Honda has proven to be a capable and fun option for riders seeking a friendly machine that won’t cost an arm and a leg. For 2024 it received a bunch of updates including: aggressive new styling, updated ECU, standard Honda Selectable Torque Control, brand-new LED headlight, and a new 5-inch TFT display.

Power comes from a fuel-injected 471cc eight-valve liquid-cooled parallel twin-cylinder engine with double overhead cams. The engine puts an emphasis on low- to midrange power output. The new traction-control system allows the rider to disable the function if wanted.

Chassis highlights include a Showa 41mm inverted Separate Function Fork Big Piston (SFF-BP) fork with 4.7 inches of travel, while a preload-adjustable monoshock is used at the rear. Braking is handled by a pair of radial-mount, four-piston Nissin calipers in the front with 296mm discs. ABS is standard.

The new full-color 5-inch TFT display has been designed to eliminate glare and improve visibility in all lighting conditions. Users can customize the display to their preference.

The 2024 Honda CB500F is only available in Matte Black Metallic. (Honda/)2024 Honda CB500F Pricing and Variants

The 2024 Honda is only available in Matte Black Metallic for $6,899.

2024 Honda CB500F. (Honda/)Competition

2024 Honda CB500F News and Reviews

2024 Honda CB500F Claimed Specs

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2024 Honda CB300R in Pearl Dusk Yellow. (Honda/)Overview

Riders looking for an affordable, lightweight, entry-level naked sportbike should consider Honda’s CB300R. This stylish machine not only looks impressive but won’t break the bank with its affordable $5,149 price tag.

The CB300R is powered by a fuel-injected 286cc DOHC four-valve liquid-cooled single-cylinder engine that it shares with the CBR300R sportbike. The engine may be simple and minimalist, but it provides good performance for its size that won’t intimidate newer riders.

Other highlights include full LED lighting, a new LCD dash, a solid braking system with a radial-mount four-piston Nissin caliper and standard front and rear ABS.

2024 Honda CB300R Pricing and Variants

The CB300R is available in a single model in either Matte Black Metallic or Pearl Dusk Yellow for $5,149.

2024 Honda CB300R in Matte Black Metallic. (Honda/)Competition

2024 Honda CB300R News and Reviews

2024 Honda CB300R Claimed Specs

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2024 Honda CBR1000R Black Edition. (Honda/)Overview

This isn’t just a sportbike stripped of its bodywork; the CB1000R Black Edition is a stylish interpretation of a naked sportbike with neo-retro design themes and a blacked-out appearance.

At its heart is a 998cc liquid-cooled inline-four engine that has been tuned for maximum torque between 6,000 to 8,000 rpm. The 44mm throttle bodies in the PGM-FI system are controlled by throttle-by-wire (TBW) allowing multiple ride modes including Rain, Standard, Sport, and a customizable User option. Other electronic features include: three levels of engine power, engine-brake control, and Honda Selectable Torque Control.

Chassis features include a steel backbone frame and signature single-sided swingarm. A fully adjustable Showa Separate Function Fork Big Piston unit (SFF-BP) and shock by the same make with preload and rebound damping handle suspension duty. A pair of radial-mount four-piston Tokico brake calipers and 310mm discs with standard ABS highlight the braking package.

2024 Honda CB1000R Black Edition Pricing and Variants

There is just one version of the CBR1000R Black Edition for $12,999.

Competition

2024 Honda CB1000R Black Edition News and Reviews

2022 Honda CB1000R Black Edition

2024 Honda CB1000R Black Edition Claimed Specs

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American Honda gives riders in the United States two new auto-clutch options in the 2024 CB650R and CBR650R, both available starting this September. Honda has dubbed its new tech the E-Clutch (read the Say What? Honda Shows Off Its E-Clutch for Motorcycles article). It’s already available in European markets, so to many this may be old news, but it will mark the first time this option has ever been offered in the US. Curious how a motorcycle clutch functions? Read the Anatomy Of A Motorcycle Clutch article.

Editor’s note: We last operated the naked bike version during the 2019 Honda CB650R First Ride Review and 2019 Honda CB650R MC Commute Review articles and videos.

The 2024 Honda CB650R will start at $9,399. (Honda/)“Our Honda E-Clutch is designed to offer motorcyclists a new kind of experience that can make their riding even more fun and exciting,” said Junya Ono, Honda E-Clutch large project leader, in a company release. “It also adds peace of mind and comfort to town riding or the daily commute. We hope that many riders will try our new system to enjoy the unique mix of sportiness and flexibility it offers.”

As you might expect, the E-Clutch removes the need for traditional clutch lever engagement. It was built off elements taken from quick-shift setups and Honda’s own DCT system. Riders will be able to move through the gearbox, up or down, via a shift pedal and will be able to select different “operation feel” levels to determine the amount of force required to activate the pedal. Hard, Medium, and Soft settings can be set independently for up- and downshifts. The system itself monitors everything from throttle opening angle, vehicle speed, rpm, gear position, engineer countershaft speed, clutch-motor reduction-gear angle, and pressure on the pedal. It utilizes an actuator with dual motors inside the right-side engine cover to operate the clutch and calibrates ignition timing and injection when a shift is engaged. Additional benefits provided by the E-Clutch are allowing riders to not have to engage the clutch lever when coming to a stop or pulling away.

E-Clutch: Honda’s E-Clutch technology comes to the States for the first time on these two models, giving riders easy pedal shifting ability without the need for traditional clutch engagement.

At any time, a rider can use the clutch lever to shift in the more traditional manner, with the E-Clutch reactivating after a short period of time following the input. Riders can also turn off E-Clutch entirely via a left handlebar switch gear.

“Honda has long been a pioneer in the field of innovative motorcycle clutch and transmission technology, and we’re pleased to continue that tradition with the 2024 CB650R and CBR650R,” said Colin Miller, manager of public relations at American Honda, in a separate release. “By eliminating the need to pull in a clutch lever during starts, gear changes and stops, E-Clutch simplifies riding and makes it more enjoyable for beginners and experts alike.”

The 2024 Honda CBR650R will start at $9,899. (Honda/)As a result of the new tech, both models also come packing a new 5-inch, full-color TFT instrument screen along with updated left handlebar switch clusters. Both machines also get updated LED lighting throughout.

Both bikes are powered by a 649cc inline-four engine and utilize a 41mm Showa SFF-BP fork at the front and a 10-position spring-preload-adjustable Showa shock at the rear. Much of the remaining mechanical elements are also shared by both bikes (see specs below). The primary difference lies in the looks, with the CB650R sporting the brand’s Neo Sports Café styling and the CBR650R dressed in the brand’s sportbike attire.

As mentioned above, these machines will be available in dealerships starting this September. The CB650R will start at $9,399 and the CBR650R will be $9,899.

The CB650R shares much of its mechanical design with its more sporty sibling. (Honda/)
With the E-Clutch, moving through the CBR650R’s gearbox will be easier than ever. (Honda/)
Both the CB and CBR versions will come with new TFT screens and updated left-side switch gear clusters. (Honda/)
Both bikes will be available starting this September. (Honda/)2024 Honda CB650R and CBR650R Technical Specifications and Price

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The 2024 Honda CB650R will start at $9,399. (Honda/)
The 2024 Honda CBR650R will start at $9,899. (Honda/)
The CB650R shares much of its mechanical design with its more sporty sibling. (Honda/)
With the E-Clutch, moving through the CBR650R’s gearbox will be easier than ever. (Honda/)
Both the CB and CBR versions will come with new TFT screens and updated left-side switch gear clusters. (Honda/)
Both bikes will be available starting this September. (Honda/)

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2025 Honda ADV160 in Pearl Blue. (Honda/)Overview

This urban-adventure machine has been sold in the US since 2021 and has proven to be an affordable and capable machine for navigating the urban maze, and even the occasional off-pavement excursion.

Features include an ultraefficient 156.9cc eSP+ (fuel-efficient enhanced Smart Power design) engine that sends power to the continuously variable Honda V-Matic automatic transmission. It also comes standard with Honda Selectable Torque Control (traction control). Chassis highlights include ADV-style Showa suspension and tires that can tackle pavement as well as dirt.

Convenience features include 30 liters of underseat storage and an additional compartment on the dash. Honda’s Smart Key system allows the ignition, fuel cap, and luggage to be keyless. ABS on the front and all LED lighting is standard. A low 30.1-inch seat height makes the ADV160 accessible to a large range of riders.

2025 Honda ADV160 Pricing and Variants

The 2025 ADV160 is available in Matte Black Metallic or Pearl Blue for $4,449.

2025 Honda ADV160 in Matte Black Metallic. (Honda/)Competition

2025 Honda ADV160 News and Reviews

2021 Honda ADV150

2025 Honda ADV160 Claimed Specs

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Overview

How do you take your touring bike? Road Glide–style or Street Glide–style? If the answer is the latter, the Harley-Davidson Ultra Limited is the one for you. With its fork-mounted batwing fairing, a Twin-Cooled Milwaukee-Eight 114 engine producing a claimed 93 hp at 5,020 rpm and 122 lb.-ft. of torque at 2,750 rpm, a full suite of available rider aids, and majorly cushy accommodations for rider and passenger alike, the Ultra Limited is a go-the-distance Big Twin with loads of classic H-D style.

The 2024 Harley-Davidson Ultra Limited. (Harley-Davidson/)If the near-eternal batwing fairing suits your fancy, it might be best to act fast; we’d bet the new-look version that debuted on the 2024 Street Glide is headed to the Ultra Limited post haste, along with many of the other updates that bike received. In standard trim, the current Ultra Limited is equipped with ABS and linked braking, but buyers can additionally opt for lean-angle-sensitive ABS, traction control, and drag-torque slip control, as well as hill hold control and tire pressure monitoring. With 4.7 cubic feet (133 liters) of luggage capacity, the Ultra Limited is ready for serious two-up touring, regardless of whatever comes down the road—future model update included.

The Ultra Limited uses the Boom! Box GTS infotainment system with a 6.5-inch touchscreen display. (Harley-Davidson/)2024 Harley-Davidson Ultra Limited Pricing and Variants

The 2024 Ultra Limited starts at $32,499 and increases based on chosen paint color. The Tobacco Fade version, for instance, costs $2,900 extra.

The massive top trunk’s clamshell opening maximizes carrying capacity by making it easy to load. (Harley-Davidson/)Competition

Indian Roadmaster, $32,999

2024 Harley-Davidson Ultra Limited News and Reviews

Harley-Davidson’s New Milwaukee-Eight Big Twin Engine

2024 Harley-Davidson Ultra Limited Claimed Specs

The Red Rock and Vivid Black color scheme adds $1,800 to the base price. (Harley-Davidson/)
Blacked-out finishes give a modern touch to the classic H-D touring design. (Harley-Davidson/)
Vivid Black adds $750 to the base price. (Harley-Davidson/)

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2024 Honda Navi in Arctic Silver Metallic. (Honda/)Overview

There is no question that the Honda Navi is squarely aimed at entry-level riders who want an affordable, fun, and economical machine to navigate the urban jungle. Although this machine is really a scooter at heart, the styling, layout, and design mimic those of a motorcycle. The Navi may feature a rear-mounted engine and CVT transmission, but it also has normal footpegs on each side, while the rear brake is operated by a foot lever.

The Navi is powered by a 109cc air-cooled engine that still utilizes a carburetor. Claimed fuel economy is 110 mpg, which combined with its near-1-gallon fuel capacity will give the bike a similar total range.

The Navi chassis uses a steel frame and 50.6-inch wheelbase. Wheels measure 12 inches front and 10 inches at the rear. While a telescopic fork and single shock offer 3.9 inches and 2.8 inches of travel, respectively. Seat height is an ultra-low 30 inches, while the 234-pound weight will make it manageable for almost any rider.

The 2024 Honda Navi in Blue Metallic. (Honda/)2024 Honda Navi Pricing and Variants

The 2024 Navi is available in four colors: white ($1,999), Blue Metallic ($2,099), Pearl Red ($2,099), Arctic Silver Metallic ($2,099).

2024 Honda Navi in Pearl Red. (Honda/)
2024 Honda Navi in white. (Honda/)Competition

2024 Honda Navi News and Reviews

2024 Honda Navi Claimed Specs

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Honda’s Fury is one of the last remaining “factory” choppers on the market. (Honda/)Overview

Choppers aren’t typically known for their handling prowess, but that is an unacceptable excuse for Honda’s engineers. When the Fury was originally conceived more than a decade ago, designers wanted the full-on chopper stance without the compromises. And that’s what they did. They were able to build a bike with the raked-out front end and hardtail look, while also giving it good handling and ride quality.

Powering the Fury is a 1,312cc liquid-cooled 52-degree V-twin with three valves per cylinder and Programmed Fuel Injection. A stacked shotgun-style exhaust gets rid of burned gases. Power is sent through a five-speed transmission to a low-maintenance shaft final drive.

But this bike is all about that front end and the 32 degrees of rake and 71-inch wheelbase, long stretched-out fuel tank, and clean lines. The 45mm fork provides a full 4.0 inches of travel, while the single rear shock provides 3.7 inches of travel and has provisions for rebound damping and five steps of preload adjustment.

2024 Honda Fury Pricing and Variants

The 2024 Honda Fury is available in Adventure Green for $11,499.

Competition

Harley-Davidson Breakout 117, $22,499

News and Reviews

2024 Honda Fury Claimed Specs

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The Indian Super Chief is the latest addition to the Chief series, which received a full redesign back in 2022. (Indian Motorcycle/)Overview

For model year 2022, Indian completely redesigned its Chief platform, slimming down the formerly curvy flagship series into three models with purposeful, minimal profiles that still embraced a quintessentially cruiser attitude. The next-gen Indian Chief, Indian Chief Bobber, and Indian Super Chief are all built on the same platform and pack a simple new steel-tube frame with a cast-aluminum rear subframe in a more exposed, open arrangement, and the Super Chief is the light touring-biased expression of that effort. That means it gets a removable touring shield, two-up saddle, floorboards, 9.7 gallons worth of capacity from the leather side bags, and wide handlebars to steer the ship. On the base-model Super Chief, motivation comes courtesy of an air-cooled 49-degree Thunder Stroke 111 V-twin, good for a claimed 108 lb.-ft. of torque and hung on a steel tube frame, with two wire-spoke 16-inch tires on either end and a big LED headlight leading the way. The more premium Super Chief Limited trim swaps in a beefier Thunder Stroke 116 mill, said to produce 120 lb.-ft. of peak torque; both feature three ride modes.

The Indian Super Chief adds saddlebags, floorboards, and a touring shield but keeps bodywork to a minimum for a classic cruiser profile. (Indian Motorcycle/)
On the base model you get the air-cooled Thunder Stroke 111 V-twin, while the Super Chief Limited rolls with a bigger, more powerful Thunder Stroke 116 engine. (Accessorized model shown.) (Indian Motorcycle/)2024 Indian Super Chief & Super Chief Limited Pricing and Variants

You’ll plunk down $18,999 to claim the Super Chief, but the only color choice is Black Metallic and adding ABS bumps the price up by $950. An upgrade to the Super Chief Limited comes with a bigger and more powerful Thunder Stroke 116 mill, and includes ABS and a 4-inch touchscreen display with Ride Command (with GPS and Bluetooth) as standard equipment. The Limited trim will run you $21,999 and up, depending on your choice of Black Metallic, Ghost White Metallic, Spirit Blue Metallic, or Maroon Metallic Pearl.

The higher-priced Limited also adds more chrome finishes, ABS, and a 4-inch touchscreen with Ride Command as standard equipment. There are also more color choices. (Indian Motorcycle/)Competition:

Harley-Davidson Heritage Classic 114, $22,499
Harley-Davidson Road King Special, $24.999

News and Reviews

2024 Indian Super Chief / Limited Claimed Specs

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2024 Harley-Davidson Road King Special Overview

In 1994, Harley-Davidson introduced the first Road King—the FLHR Electra Glide Road King, more precisely. Although it was a 1950s-inspired tourer like the Electra Glide Sport, which it effectively replaced, it was also stripped-back: Nixing the fairing, stereo, tour trunk, backrest, and cruise control made it 73 pounds lighter than the Ultra Classic.

The 2024 Harley-Davidson Road King Special. (Harley-Davidson/)Thirty years later, the Road King is still a stripped-back tourer, though thanks to modern technology and modern tastes, it’s both way more loaded (rider aids! cruise control!) and way more utilitarian (bon voyage, chrome trim!). If the original Road King looked like the kind of Harley your Sunday school teacher would ride, the 2024 Road King Special puts that image as far in the rearview mirror as air suspension and rubber-mounted Evos. The Road King uses a Milwaukee-Eight 114 engine, producing a claimed 95 hp at 5,020 rpm and 122 lb.-ft. of torque at 2,750 rpm. It comes standard with ABS and linked braking, but can be optioned with lean-angle sensitive ABS, traction control, and drag-torque slip control, as well as vehicle hold control, and tire pressure monitoring. Its hard saddlebags feature one-touch opening and have a claimed 2.5 cubic feet of capacity (nearly 71 liters).

In the sea of faired tourers in H-D’s Grand American Touring lineup, the Road King Special continues to make a statement. It’s sort of the naked bike of baggers. Back in 2017 we even named it to the CW Ten Best list, saying, “We picked the Road King Special here for being the absolutely coolest bike with bags to ever roll down American highways.” Since then, it’s even been updated to keep up with the times. Way cooler than your Sunday school teacher’s King, right?

The Road King Special’s elemental styling is a departure from the original Road King, which more closely resembles the Heritage Classic in the current H-D lineup. (Harley-Davidson/)2024 Harley-Davidson Road King Special Pricing and Variants

The 2024 Road King Special starts at $24,999 for the Billiard Gray color scheme. Additional colors cost from between $500 and $700.

The Road King’s low rear suspension, stretched-out silhouette, and mini-ape handlebars give it what H-D calls a hot-rod aesthetic. (Harley-Davidson/)2024 Harley-Davidson Road King Special Competition

2024 Harley-Davidson Road King Special News and Reviews

Harley-Davidson’s New Milwaukee-Eight Big Twin Engine

2024 Harley-Davidson Road King Special Claimed Specs

The Red Rock color adds $650 to the base price. (Harley-Davidson/)
Spartan passenger accommodations accentuate the Road King’s pared-back style. (Harley-Davidson/)
Choosing Vivid Black adds $500 to the base price. (Harley-Davidson/)

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New for summer 2024 is Cardo Systems Packtalk Pro wireless Bluetooth communicator. Designed to mount easily on the side of a full-face motorcycle helmet, the Packtalk Pro device allows riders to communicate and manipulate features of their iOS- or Android-powered smartphones. The Packtalk Pro device stands atop the Israeli company’s communicator lineup (including the recently released 2022 Packtalk Edge) and is engineered for folks seeking the most premium communication experience. Here are the top five features of Cardo Systems’ new Packtalk Pro Bluetooth communicator.

This Packtalk Pro now has automatic power on/off. So when you put the helmet on, the unit automatically turns on. And when you set the helmet down, it automatically powers off.
This is a big one: We have crash detection. Helmet-mounted crash detection. That’s right, an IMU chip inside this Pack Talk Pro gives this device situational awareness. If you get in an accident, the device automatically communicates with Cardo Systems’ cloud system and will alert a family member or loved one that you’ve had an accident.
We have giant 45mm (1.77 inch) diameter JBL speakers (read the Inside JBL’s Partnership With Cardo Systems article). These speakers need to be heard to believe. The audio quality is phenomenal.
As always, this Bluetooth communicator is super easy to mount on any type of motorcycle helmet. It’s also easy to pair with your Android or iOS smartphone. We have a new black color, and it continues to be water-resistant, so you can ride in the rain.
If you’re looking for the most premium Bluetooth communicator on the market that has excellent sound quality and a rich feature set, you should check out this $460 Packtalk Pro. It came out July 7, 2024.

We’ll see you in the next episode.

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Fresh from Alpinestars is its Techdura jacket. Part of its growing Venture motorcycle gear line (read and watch the 2023 Alpinestars Adventure Tour and Venture XT Jacket-Pant Review), this garment is designed for travel-hungry dual sport and adventure motorcycle riders seeking a worthy option for riding in cooler weather. Here are the top five features of Alpinestars Techdura jacket:

The canvas outer construction—this jacket does a great job of blocking wind and also keeps you dry in light rain.
We love how modular this jacket is. This outer vest can come off as can either sleeves. This offers a lot of versatility, whether it’s hot or cold outside.
This jacket features a lot of zippered ventilation. There’s also a ton of pockets, so you can store all your goodies.
The Techdura jacket has a water bladder pocket, where you can put your CamelBak or favorite hydration device.
Lastly, this jacket is Tech-Air off-road compatible (read/watch the Alpinestars Off-Road Airbag Vest Review With Videos and Top 5 - Riding in Alpinestars Off-Road Airbag Vest articles). It comes in sizes S through XXL and retails for $319.95 in three colors.

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The 2025 Honda Metropolitan in Red. (Honda/)Overview

Those seeking affordable urban transportation in a nonintimidating, twist-and-go package should seriously consider Honda’s Metropolitan scooter. It’s lightweight, at just 179 pounds with a full tank of fuel, has an automatic transmission, electric start, and combined braking that links the front and rear brakes for effective stopping all the time.

Power comes from a 49cc four-stroke engine that utilizes Programmed Fuel Injection for efficient fuel delivery and good mileage. Convenience features include 22 liters of underseat storage, a hook in front of the rider’s legs to hang a tote bag or groceries, while an accessory rack can be added to the rear for additional storage.

Pricing and Variants

The 2025 Honda Metropolitan is available in either red or Denim Blue Metallic for $2,649.

The 2025 Honda Metropolitan in Denim Blue Metallic. (Honda/)Competition

News and Reviews

Honda Metropolitan First Ride

2025 Honda Metropolitan Claimed Specs

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The 2024 Harley-Davidson Pan America 1250 Special. (Harley-Davidson/)Overview

When Executive Editor Dawes studied the teaser video of the Harley-Davidson Pan America 1250 back in 2018, he wryly wrote, “I’ll send pizza and beer to the entire design and engineering team in Milwaukee if the Pan America comes in under 550 pounds full of gas.” Not only did Harley-Davidson’s design team read Dawes’ story, it took his words as something of a challenge, pinning them up on the office wall. A few years later, Dawes would eat his words—and 350 H-D employees in Milwaukee would get lunch compliments of Mr. Dawes and Cycle World. In its standard trim level, the Pan America 1250 weighed in at 534 pounds.

The point is, the Pan America defied expectations from the very beginning. Debuting new technologies like Adaptive Ride Height, and featuring all the tech you’d expect from a top-line ADV-tourer, like IMU-managed rider aids and semi-active suspension, the Pan America was an immediate contender. Its Revolution Max 1250 engine produces a claimed 150 hp at 8,750 rpm and 95 lb.-ft. of torque at 6,750, which is in the same ballpark as the competition. Speaking of the competition, OEMs like KTM, BMW, Triumph, and Ducati have been producing big ADV-tourers for years (over four decades in the case of BMW), which makes Harley’s debut effort all the more impressive. It can stand toe-to-toe with any of them—in the dirt, on long days in the saddle, and in the twisties.

It’s pictures like this that make people want an adventure bike. (Harley-Davidson /)Pricing and Variants

The 2024 Pan America 1250 Special starts at $19,999 and increases depending on color. The CVO Pan America Special ($28,399) comes with a host of accessories and a flashy Legendary Orange paint job.

Some testers have complained the exhaust dumps a lot of heat, especially on the right leg. (Harley-Davidson/)Competition

BMW R 1300 GS, starting at $18,895, LINK
KTM 1290 Super Adventure S, $20,999, Link
Triumph Tiger 1200 GT Explorer, $23,795, Link
Ducati Multistrada V4 S, $27,195, Link

News and Reviews

2024 Harley-Davidson Pan America 1250 Special Claimed Specs

Alpine Green color adds $550 to the base price. (Harley-Davidson/)
The Red Rock/Alpine White color adds $650 to the base price. (Harley-Davidson/)
The Pan America’s lack of a quickshifter may not be a deal breaker for most riders, but it’s certainly an omission on a motorcycle in the open-class ADV-tourer category. (Harley-Davidson/)

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The 2024 Kawasaki Eliminator in Pearl Robotic White. (Kawasaki/)Overview

The Kawasaki Eliminator is a sporty lightweight cruiser based on the Ninja 500 and Z500 platform. An all-new version from Kawasaki for 2024, the Eliminator was the first model on this platform to feature the larger 451cc engine over the previous 399cc mill.

While utilizing the same 451cc liquid-cooled parallel-twin engine as the 2024 Ninja 500 and Z500, the Eliminator’s chassis is revised to achieve a more relaxed riding experience. Changes include a larger rake (30 degrees) and trail (4.2 inches) versus the Ninja’s and Z’s 24.5-degree rake and 3.6-inch trail, a 5.7-inch longer wheelbase, and a lower seat height of 28.9 inches. Suspension and braking components are different as well. The Kawasaki Eliminator features a 41mm telescopic fork offering 4.7 inches of travel, twin shocks with preload adjustment offering 3.1 inches of travel, a 310mm disc with a dual-piston caliper up front, and a 220mm disc with a single-piston caliper at the rear. A capable engine and chassis paired with cruiser stance and styling make the 2024 Kawasaki Eliminator an entertaining lightweight package.

Curb weight is heavier than its Ninja 500 (370–377 pounds, claimed) and Z500 (370–373 pounds, claimed) counterparts at 395 pounds (SE model) on the Cycle World automotive scales. On our Dynojet 250i dynamometer, the 2024 Kawasaki Eliminator produced 47.2 hp at 10,430 rpm and 29.0 lb.-ft. of torque at 7,510 rpm. Sporty handling and a quick-revving engine classify the Eliminator as a lightweight performance cruiser. We appreciate its ability to carve up a canyon road and connect corners with the engine’s roughly 10,500 rpm rev range. But limited cornering clearance reduces the bike’s ability to lean during spirited riding.

Changes to the chassis give the Eliminator relaxed steering compared to the Ninja 500 and Z500 which it is largely based on. (Kawasaki/)Pricing and Variants

The 2024 Kawasaki Eliminator is available in Pearl Robotic White and Pearl Strom Gray for $6,649 without ABS, or $6,949 with ABS.

Kawasaki also offers the upscale Eliminator SE for $7,249, which includes an exclusive color and graphics pattern as well as a two-pattern seat, headlight cowl, fork boots, ABS, and a waterproof USB-C outlet.

Kawasaki offers the Eliminator in an upscale SE model. Additional features include an exclusive color, a two-pattern seat, headlight cowl, fork boots, ABS, and a waterproof USB-C outlet. (Kawasaki/)Competition

News and Reviews

2024 Kawasaki Eliminator Claimed Specs

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A lot of science goes into stopping a motorcycle in the wet, but you don’t have to be an absolute unit like Aaron Colton to reap the benefits. (Bridgestone/)I’m here today to make you a promise: If you’ve got a decent set of modern motorcycle tires, you’ve got nothing to worry about when you ride in the rain.

Don’t believe me? I don’t blame you.

Like buying oysters in Oklahoma or a Rolex on the streets of Bangkok, one person’s guarantee is rarely enough to establish trust, regardless of how charming or handsome they may be. That’s why, for the purposes of this article, the goods are coming straight from the source. After all, adjacent to motorcycle gear, tires are an essential Motorcycle Parts and Accessories component.

After a few dozen emails and several hours of interviews with engineers, designers, and experts from Dunlop, Bridgestone, and Michelin, I’ve been able to distill the fine science of wet traction into three simple steps.

Editor’s note: We recently test rode a variety of new-for-2024 street bike tires during the Top Five Features of Michelin’s Power GP2 Motorcycle Tires, What You Need To Know about the Michelin Anakee Road Tire, Top 5 Reasons We Like Riding Bridgestone’s Battlax S23 Tires, Bridgestone Battlax S23 Motorcycle Tire Review With Videos, and Top 5 Features of Bridgestone’s Battlax S23 Motorcycle Tires articles.

Step 1: Remove Water From the Road Surface

Grooves and sipes on tires like this Michelin Road 5 are your first line of defense in the wet. (Kurt Spurlock/)“Hydroplaning is what happens when you reach a certain speed and the tire can no longer dissipate enough water. At that point, you’re basically driving on top of the water, and that’s where tread pattern becomes important.” —Neill Rampton, manager of advanced engineering for Dunlop/Sumitomo Rubber

We all know that traction is what happens when the rubber meets the road. That’s pretty cut and dry on a clear sunny day, but when there’s water on the pavement, our tires have to “cut through it” to get to the grippy surface underneath.

Motorcycle tire engineers like Neill Rampton achieve this feat by two distinct means. There’s the tread pattern you see on the outside of the tire, and then there’s the profile of the tire itself. Let’s dig into the tread pattern bit first.

Related: How To Tell If You Need To Replace Your Motorcycle Tires

When it’s actively raining or there’s standing water on the road, tire grooves are a bedrock necessity. (Michelin/)Your tire’s tread pattern is made up of larger grooves and/or smaller sipes, both of which are engineered to transport water away from your tire’s contact patch. A tire that disperses more water can put more rubber in contact with the pavement below, maximizing available grip while also minimizing the risk of hydroplaning at speed.

Now when I say “at speed” it’s important to understand even the most grooved tires out there have their limits. Several factors are at play including the profile of the tire, the weight of the bike, and the layout of the tread pattern, but as you see in the graphic below, even the most rain-friendly tires have their limits.

This computer analysis shows how speed reduces a tire’s contact patch in the rain. The tire on the left is in good form, while the faster rolling model on the right has its contact patch reduced to the size of a dime and is moments away from hydroplaning. (Dunlop/Sumitomo/)As your tires roll faster, your tread pattern has less and less time to grab and disperse water, causing the contact patch to shrink as you add speed. Outrun your tire’s ability to shed water, and you’ll find yourself surfing on top of it with no grip at all. Lucky for us, that’s harder to do than it might seem.

“Fortunately, motorcycle tires are for the most part ‘pointy’ which gives them higher contact pressures. Even on a slick tire with no pattern at all, a motorcycle tire is still a lot harder to hydroplane.” —Neill Rampton

Yes, the rounded shape of a motorcycle tire carries an inherent advantage in wet weather. Unlike your typical car or truck tire, a motorcycle tire is tapered both from front to back and shoulder to shoulder, allowing it to slice through standing water much like the hull of a boat.

Ever wonder why racers often get away with slicks on a wet track? A motorcycle tire’s profile is actually sharp enough to disperse some water on its own, even without grooves. (Michelin/)This explains why you’ll often see roadracers head out onto a wet track with a slick tire rather than a dedicated rain tire: The sharply rounded profile of a racing slick provides enough water dispersion on its own to prevent hydroplaning, leaving it up to the rider’s skills to find grip where they can.

Of course that scenario doesn’t apply to us mere mortals, which is why modern marvels like sport-touring tires remain the weapon of choice for most street riders. With that being said, compound clearly still plays a major part in the wet grip equation, which brings us to our next talking point.

Step 2: Maximize Available Grip

“We design compounds in such a way that they have a consistent level of grip over a very large range of pressures. We want tire warmup to have as little to do with the performance as possible. We’re trying to simply take that stuff out of the equation, so whether it’s 40 degrees and raining or 90 degrees and sunny, you’re going to have a consistent level of grip.” —Keith Willcome, application engineering manager at Bridgestone

Motorcycle tires work best when they’re nice and warm because rubber becomes more supple at higher temperatures. Unfortunately wet conditions make it harder for tires to generate the heat they need because there’s less friction on offer from wet pavement.

While a wet surface will always have less available grip than a dry one, motorcycle tires are engineered to make the most out of a bad situation. This is where the fine science of rubber compounding comes into play.

Related: Motorcycle Tire Construction Explained

All-weather tires require less stress to achieve optimal grip, so they work better across a wider range of conditions. (Michelin/)Before the invention of silica-infused compounds, tire engineers had to employ very soft rubber if they wanted a tire to perform well in the rain. Unfortunately soft rubber also has the unwelcome side effect of wearing extremely fast, so we don’t have much use for it outside the racetrack.

When the folks at Michelin introduced the first silica-reinforced motorcycle tire to the public in the 1990s, they effectively gave birth to the modern street tires we all use today. The mention of silica has gone hand in hand with wet-weather performance ever since, but to truly appreciate the miracle of these compounds, we need to understand how they work.

“Silica increases the hysteresis of the rubber compound at lower frequencies (more grip) while decreasing hysteresis at high frequencies (low rolling resistance). It essentially breaks the wet traction/wear performance link and allows good wet traction while maintaining sufficient wear.” —Caleb Smith, Michelin 2-Wheel OE account manager

At risk of stating the obvious here, “hysteresis” isn’t exactly a household term. As you might expect, there’s a long and complex explanation of hysteresis that the physics junkies in our audience would appreciate, but for the sake of everyone else, we won’t get into it here. The short explanation is that “hysteresis” is the amount of heat energy rubber generates as it rolls across the pavement.

It’s complicated: Rubber loads and unloads at different rates, and the difference between the two factors creates energy in the form of heat. (Dunlop/Sumitomo/)When tire engineers optimize a compound for wet grip, their aim is to increase hysteresis at the lower operating stresses associated with wet conditions. This allows the tire to build and maintain more heat at lower speeds, which in turn keeps the rubber as supple and grippy as possible even when you’re riding cautiously in colder, wetter weather.

As my friend at Michelin noted above, silica also solves the problem of excessive tire wear because it reduces rubber’s natural tendency to generate excess heat at higher speeds. Because street riders don’t need tires that regularly take knee-down corners at 150 mph, this is a welcome trade-off that most of us will never actually detect.

Step 3: Allow for Braking, Acceleration, and Cornering Forces

“If you look at your front tire pattern versus your rear tire pattern, you’ll see the patterns point in opposite directions. By aligning the grooves like this, you maintain stability in the blocks so they don’t move around as much.” —Neill Rampton, Dunlop/Sumitomo

Tread patterns differ wildly between manufacturers, especially when we’re talking about something like a sport-touring tire that’s designed to grip well in the worst conditions. Despite this difference in appearance, all tread patterns essentially share the same goal when it comes to wet-weather traction.

Here we see the Sumitomo/Dunlop’s original patent for a tread design that maximizes tread block stability to maximize feedback and minimize tire wear. (Dunlop/Sumitomo/)Adding grooves to a tire’s tread helps disperse water, but it also creates a major trade-off. The more we groove a tire, the more prone that tire’s surface becomes to squirming around under the stresses of braking, acceleration, and cornering.

Over the years engineers have learned to combat this issue by arranging their tread grooves in very specific ways. There are plenty of great examples of this on the street today, but the best illustration of the concept actually comes from the world of roadracing.

These Dunlop rain race tires illustrate why our street tires often look the way they do: Tread grooves are angled in the direction of sliding forces to minimize the “squirming” of the individual tread blocks they create. (Dunlop/Sumitomo/)Looking at the two rain race tires above, we see a major asymmetry in how the front and rear tires make the most of their tread. Out front, the grooves are all straight lines down the middle and 90-degree angles to the shoulder, while out back we see a much more “conventional” layout that slopes toward the shoulder of the tire more gradually.

Tread blocks are their most stable and resilient when they’re directly aligned with the direction of the forces they’re resisting. We see straight grooves down the middle of both tires because the hardest braking and acceleration forces happen when a motorcycle is fully upright. Both tires feature their sharpest angled grooves on their furthest edges to resist pure cornering forces, but only the rear tire gets angled grooves in between because the direction of acceleration forces changes as the bike leans.

The Big Picture: What To Look for in a Wet-Weather Motorcycle Tire

A lot of variables are at play, but at the end of the day, ample grooving and the right compound are universal requirements for wet traction on the street. (Michelin/)Understanding how our tires grip in the wet is great, but what does all this mean for your average rider out on the street? Here are my main takeaways after many late nights of research and several hours on the phone with the industry’s best and brightest.

First: All motorcycle tires represent some degree of compromise between maximum grip, maximum longevity, and wet-weather performance. Luckily for us, computer modeling and compounding technologies have become so advanced that most riders will never actually find the limits of a modern sport-touring tire on public roads.

Second: If you’re struggling to truly “trust your tires” in a wet corner, rest assured: There are NASA-grade geniuses at work engineering these things to be idiotproof in more ways than one. Stick to your manufacturer’s recommended inflation pressures and let the science handle the rest.

Third: Motorcycle tires have an inherent advantage in the wet due to their rounded shape, but all tires have their limits. Excessive speed effectively shrinks your tire’s contact patch in the rain, so you’d be wise to keep those freeway speeds in check if hydroplaning isn’t your bag.

Last but not least, I asked each of the folks I interviewed for their “insider advice” to anyone shopping for a wet-weather tire. I’ll leave you with their parting words of wisdom.

Caleb Smith, Michelin:

“Our testing shows it’s not possible to achieve a max lean angle in the wet, so pay attention to the tread pattern in the middle 75 percent of the tire. You want enough tread void to evacuate water but not so much that the tread squirms more than necessary in the dry. For sport-touring purposes, you also want to look for a slick area on the edge of the tire to get additional dry traction at the higher lean angles you access during nice weather.”

Keith Willcome, Bridgestone:

“Buy the best tire you can afford, and choose a brand with a good reputation. We try to design tires to inspire confidence so you can forget about the forecast and go ride. When you’re looking at all the different choices out there, pay attention to how the manufacturer talks about each specific tire. That’ll give you a pretty good clue as to where they put the most effort into designing their tire.”

Neill Rampton, Dunlop/Sumitomo:

“Do your research and make sure your tire matches your intended use. Don’t buy a hypersport tire if you’re looking to do a road trip in the rain. Also, don’t be scared to talk directly to the manufacturer. We get a lot of questions from customers and there are a lot of people here willing to give you advice. Just call and ask.”

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The 2024 Harley-Davidson Nightster Special. (Harley-Davidson/)Overview

Back in 2021, in a particularly gutsy move, Harley-Davidson capitalized on the shock value of its innovative next-gen sport-cruiser by giving it the vaunted Sportster name. The Nightster and Nightster Special, introduced in 2022 and 2023, respectively, shift the focus back to the Sporty of old. Some would say the Nightster is the updated Sportster people would have expected from H-D in the first place. If the Nightster name on the “tank” (actually an airbox cover) weren’t enough to suggest a lineage to previous generations of Sportsters, then its more classic cruiser styling—a return to the “heritage” looks from which the Sportster S so dramatically broke—is all you need to understand that the Nightster is the modern Sportster for Sportster people.

If at first glance you assume the Nightster is simply a restyled Sportster S, as the 2007–2012 model of the same name was to the Sportster of its day, then think again. Harley has gone to great lengths to differentiate the Sportster S from the Nightster and Nightster Special, its up-spec variant. Instead of using the Revolution Max 1250T engine, it uses the smaller-displacement Revolution Max 975, which produces a claimed 91 hp at 7,500 rpm and 72 lb.-ft. of torque at 5,750 rpm. While testers say the engine’s character and powerband are more reminiscent of a sportbike than a cruiser, it uses three counterbalancers to transmit power pulses and engine vibration to the rider to give it a more typical H-D cruiser feel.

While modern elements like rider aids and a TFT dash (on the Special) are fully embraced, fitting a fully modern, liquid-cooled motorcycle into the old Sportster silhouette is a somewhat fraught affair. None of that changes the on-road manners, which our testers praised, however. Oh, and at $11,999, the Nightster is also H-D’s most inexpensive motorcycle. That’s lots of bike for the money, making it a great way to build loyalty to the Revolution Max side of H-D.

To our eyes, the steel trellis frame has a decidedly Honda Rebel 1100 look to it. Harley pretty much had to build a more conservatively styled Sportster, but one could argue classic H-D pillars of design have a difficult job of holding up the modern architecture. (Harley-Davidson/)Pricing and Variants

The 2024 Nightster is available in Billiard Gray for $11,999 and $12,2999 for Vivid Black. The Nightster Special, starting at $13,499 for Billiard Gray and increasing to $13,949 for other colors, gets a small fairing, a TFT dash, a pillion seat, and more upright ergos.

In addition to its decreased capacity, the Revolution Max 975 has new cylinders, pistons, and camshafts. It also has only one spark plug per cylinder where the Sportster S’s 1250T has two. Its four-valve heads have variable valve timing on only the intake side. (Harley-Davidson/)Competition

Honda Rebel 1100, $9,549
Indian Scout Bobber, $12,499 to $14,649

News and Reviews

2024 Harley-Davidson Nightster and Nightster Special Claimed Specs

| MSRP: | Starting at $11,999 / starting at $13,499 ( Special) | | --- | --- | | Engine: | DOHC, liquid-cooled 60-degree V-twin; 4 valves/cyl. | | Displacement: | 59.5ci (975cc) | | Bore x Stroke: | 97.0 x 66.0mm | | Compression Ratio: | 12.0:1 | | Transmission/Final Drive: | 6-speed/belt | | Fuel Delivery: | Electronic Sequential Port Fuel Injection | | Clutch: | Wet, multiplate slipper/assist | | Frame: | Stressed-member steel trellis | | Front Suspension: | 41mm Showa Dual Bending Valve fork; 4.5 in. travel | | Rear Suspension: | Dual emulsion shocks, preload adjustable; 3.0 in. travel | | Front Brake: | Axially mounted 4-piston caliper, 320mm disc w/ ABS | | Rear Brake: | 1-piston floating caliper, 260mm disc w/ ABS | | Wheels, Front/Rear: | Cast aluminum; 19 in./16 in. | | Tires, Front/Rear: | Dunlop H-D Series Bias Blackwall; 100/90-19 / 150/80B-16 | | Rake/Trail: | 30.0°/5.4 in. | | Wheelbase: | 61.3 in. | | Ground Clearance: | 4.5 in. | | Seat Height: | 27.8 in. | | Fuel Capacity: | 3.1 gal. | | Wet Weight: | 481 lb. / 483 lb. ( Special) | | Contact: | harley-davidson.com |

The Nightster Special in Baja Orange. Both models have three ride modes and ABS. (Harley-Davidson/)
The Nightster’s “gas tank” is actually an airbox cover. The real fuel cell extends from beneath the seat to below the swingarm. (Harley-Davidson/)
The Nightster in Vivid Black. (Harley-Davidson/)

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With 30-plus years of production, the TW200 carries over into the 2025 model year mechanically unchanged. Even the MSRP remains the same as last year. (Yamaha/)It’s decidedly retro, low to the ground, and low-powered, but even after more than 35 years of production, the low-fi TW200 still brings huge smiles to all who ride it. (Read and watch our last review during the 2023 Yamaha TW200 Review.) And so Yamaha is bringing the ol’ T-Dub back for the 2025 model year, and to no one’s surprise, it’s totally unchanged; even the price stays the same.

Credit the 196cc single-cylinder mill, an unbelievably low 31.1-inch seat and unabashedly ‘80s-era retro styling for its singular placement in the dual sport category; nothing else looks or feels like a Trail Way. Of course, a five-speed transmission, drum rear brake and carb-fed, air-cooled engine don’t exactly make for a high-performance vehicle, but for short stints on a fire road, around the campground, or down to the corner store, it’s ideal. In fact, the TW200 was again included as the Best Overall Dual Sport Motorcycles 2024 article.

Related: 2024 Yamaha TW200 First Look Preview

Fork gaiters, wire wheels, and rectangular headlight emphasize the retro vibe. The 2025 TW200 even retains the same Gallant Gray color scheme as last year’s model. (Yamaha/)Yamaha really hasn’t changed all that much on this funky dual sport over the decades (2001 saw the addition of an electric start), and it soldiers on with a simple, air-cooled 196cc single-cylinder with a mild-mannered power delivery that won’t scare off any new riders, and still proves to be a hoot for returning riders; we were impressed by the T-Dub’s torque character when we rode it last year. A 1.8-gallon fuel tank doesn’t sound like much, but given the TW’s claimed 78 mpg rating and low 278-pound wet weight, you’ll be going a lot farther than you might expect. And the distinctive 18-inch front and 14-inch balloon rear tires are guaranteed to draw stares every time you ride by someone.

Oversize tires and plush saddle act as a secondary suspension element and help give the TW its easily recognizable profile. (Yamaha/)Just don’t expect top-shelf components; you’ll find a plain-Jane 33mm telescopic fork up front and a single shock out back, both nonadjustable, and attached to an oddly sized 18/14-inch aluminum wheel combo. The combination of a front tire with a tall sidewall and 6.3 inches of travel from the fork mean bumps are fairly well-absorbed, which goes double for the superfat 14-inch tire and 5.9 inches of travel out back. With a low center of gravity, light weight, and oversize tires, stability and reliability are the name of the game. The TW’s brake setup is even simpler still, with a single 220mm disc up front and a drum rear brake, and you won’t find a single LED light on the bike. And none of that diminishes the TW200′s charm.

For 2025, you can get the TW200 in any color, as long as its Gallant Gray. The bike is already in dealers and carries an MSRP of $4,999, which is the same as its 2024 price.

The seat is one of the lowest in the dual sport class, making the T-Dub especially appealing for casual riders. Ground clearance is still a respectable 10-plus inches. (Yamaha/)2025 Yamaha TW200 Technical Specifications and Price

| MSRP: | $4,999 | | --- | --- | | Engine: | 196cc, SOHC, air-cooled single; 2 valves | | Bore x Stroke: | 67.0 x 55.7mm | | Compression Ratio: | 9.5:1 | | Fuel Delivery: | Mikuni 28mm carburetor | | Clutch: | Wet, multiplate | | Transmission/Final Drive: | 5-speed/chain | | Frame: | Steel | | Front Suspension: | 33mm telescopic fork; 6.3 in. travel | | Rear Suspension: | Single shock; 5.9 in. travel | | Front Brake: | 220mm disc | | Rear Brake: | 110mm drum | | Wheels, Front/Rear: | Aluminum spoke; 18 in./14 in. | | Tires, Front/Rear: | 130/80-18; 180/80-14 | | Rake/Trail: | 25.8°/3.4 in. | | Wheelbase: | 52.2 in. | | Seat Height: | 31.1 in. | | Fuel Capacity: | 1.8 gal. | | Claimed Wet Weight: | 278 lb. | | Contact: | yamahamotorsports.com |

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The 2024 Harley-Davidson Low Rider ST in Vivid Black. (Harley-Davidson/)Overview

Its frame-mounted fairing may be inspired by the long-gone FXRT Sport Glide, but the 2024 Harley-Davidson Low Rider ST is very much of the moment. Based on the Low Rider S, and using the same brawny Milwaukee-Eight 117 engine, pumping out a claimed 103 hp at 4,750 rpm and 125 lb.-ft. of torque at 3,500 rpm, the ST is distinguished by the aforementioned fairing, removable saddlebags, a stiffer spring rate up front, and different instrumentation. Amazing how much the fairing and bags change its attitude though: The thing just looks outlaw. Its mid-mount controls and deep solo seat put the rider in a position that integrates him or her into the bike’s design, balancing the forward visual heft of the fairing.

While the ST is roughly 50 pounds heavier than the S, our testers noted that the stiffer fork and added weight gave the bike a super-planted feel. Weighing a claimed 721 pounds, it’s some 117 pounds lighter than the 2024 Road Glide. The fairing includes Rockford Fosgate speakers, but there are no bar-mounted media controls, which sort of alludes to the stripped-back nature of the ST: it’s no fully loaded bagger, and it’s not meant to be. Even still,1.9 cubic feet (almost 54 liters) of luggage capacity and wind protection earn the “touring” part of the ST moniker as much as the M-8 117 engine earns the “sport” part.

The FXRT-inspired fairing was designed using computational fluid dynamics. The fairing vents, designed to reduce low pressure zones in the cockpit, don’t have closing mechanisms as found on touring models. The fairing has Rockford Fosgate speakers, but doesn’t have any compartments for storage. (Harley-Davidson/)Pricing and Variants

The 2024 Low Rider ST is available in Billiard Gray for $23,399. Additional color choices add between $550 and $1,900 (for the Tobacco Fade option).

Saddlebags, which have nearly two cubic feet of capacity, can be removed quickly and easily. (Harley-Davidson/)Competition

News and Reviews

2024 Harley-Davidson Low Rider ST Claimed Specs

| MSRP: | Starting at $23,399 | | --- | --- | | Engine: | 45-degree V-twin; 4 valves/cyl. | | Displacement: | 117ci (1,923cc) | | Bore x Stroke: | 103.5 x 114.3mm | | Compression Ratio: | 10.2:1 | | Transmission/Final Drive: | 6-speed/belt | | Fuel Delivery: | Electronic Sequential Port Fuel Injection | | Clutch: | Wet, multiplate | | Frame: | Tubular steel w/ rectangular-section backbone | | Front Suspension: | 43mm inverted cartridge fork; 5.0 in. travel | | Rear Suspension: | Coilover monoshock, preload adjustable; 4.4 in. travel | | Front Brake: | 4-piston fixed caliper, 300mm discs | | Rear Brake: | 2-piston floating caliper, 292mm disc | | Wheels, Front/Rear: | Cast aluminum; 19 in./16 in. | | Tires, Front/Rear: | Michelin Scorcher 31; 110/90-19 / 180/70-16 | | Rake/Trail: | 28.0°/5.7 in. | | Wheelbase: | 63.6 in. | | Ground Clearance: | 5.9 in. | | Seat Height: | 28.3 in. | | Fuel Capacity: | 5.0 gal. | | Wet Weight: | 721 lb. | | Contact: | harley-davidson.com |

The ST’s instrumentation uses an LCD gauge built into the top clamp of the bar risers and a small array of dash lights. (Harley-Davidson/)
While the ST is heavier than the S model, our testers found the handling pleasingly planted. (Harley-Davidson/)
H-D designers did a great job of modernizing the FXRT-inspired fairing. (Harley-Davidson/)

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The 2024 Harley-Davidson Low Rider S. (Harley-Davidson/)Overview

When the original Harley-Davidson FXS Low Rider came out in 1977, Cycle World said, “Willie G. Davidson and the rest of the Harley-Davidson stylists showed a flash of true industrial inspiration. Rather than make a product to satisfy an existing need, Willie G. and his cohorts have come up with a product that creates its own need. And so far, the need has exceeded the supply, one of the happiest conditions that can exist in capitalism—if you happen to be the supplier.” In other words the Low Rider has been a hit since day one.

The latest-generation Low Rider S, introduced in 2020 and revised in 2022, “creates its own need” as much as ever. The Low Rider was long an icon of the Dyna line, but after the death of the Dyna in 2018, it rose from the twin-shocked ashes, reborn as a Softail. The latest Low Rider’s performance justifies Harley’s decision to ax the storied Dyna name, and capitalizes on the popularity of West Coast–style customs with its hardtail-style rear fender and slammed stance. The Low Rider S’s Milwaukee-Eight 117 pumps out a claimed 103 hp at 4,750 rpm and 125 lb.-ft. of torque at 3,500 rpm. Still, as Morgan Gales says in his ride review of the 2022 model, “You’re here because you want a Harley first and a fast bike second, which is exactly what this is.”

The Low Rider S is equipped with ABS, traction control, and dual front discs. (Harley-Davidson/)Pricing and Variants

The 2024 Low Rider S starts at $19,999 for Billiard Gray. Optional colors increase price from $350–$650. The Low Rider ST, starting at $23,399, adds a fairing and saddlebags.

The Low Rider is one of the most performance-oriented models in H-D’s cruiser lineup, but handling is ultimately compromised by geometry that’s dictated by style. Enjoy it for what it is and it’s a blast. (Harley-Davidson/)Competition

News and Reviews

2022 Harley-Davidson Low Rider S First Ride Review

2024 Harley-Davidson Low Rider S Claimed Specs

| MSRP: | Starting at $19,999 | | --- | --- | | Engine: | 45-degree V-twin; 4 valves/cyl. | | Displacement: | 117ci (1,923cc) | | Bore x Stroke: | 103.5 x 114.3mm | | Compression Ratio: | 10.2:1 | | Transmission/Final Drive: | 6-speed/belt | | Fuel System: | Electronic Sequential Port Fuel Injection | | Clutch: | Wet, multiplate | | Frame: | Tubular steel w/ rectangular-section backbone | | Front Suspension: | 43mm inverted cartridge fork; 5.0 in. travel | | Rear Suspension: | Coilover monoshock, preload adjustable; 4.4 in. travel | | Front Brake: | 4-piston fixed caliper, 300mm discs | | Rear Brake: | 2-piston floating caliper, 292mm disc | | Wheels, Front/Rear: | Cast aluminum; 19 in./16 in. | | Tires, Front/Rear: | Michelin Scorcher 31; 110/90-19 / 180/70-16 | | Rake/Trail: | 28.0°/5.7 in. | | Wheelbase: | 63.6 in. | | Ground Clearance: | 5.7 in. | | Seat Height: | 28.0 in. | | Fuel Capacity: | 5.0 gal. | | Wet Weight: | 679 lb. | | Contact: | harley-davidson.com |

The base-priced model has the Billiard Gray color. (Harley-Davidson/)
The Sharkskin Blue color adds $650 to the base price. (Harley-Davidson/)
The Red Rock color adds $525 to the base price. (Harley-Davidson/)

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The BMW CE 02 is an electric urban mobility vehicle designed to appeal to younger folks (with deep pockets) looking for easy transportation. It features a distinctive, minimalist design with a low seat height (think Honda’s Grom) making it easy to handle on busy streets. Here’s everything you need to know about BMW Motorrad’s 2024 CE 02.

It’s neither an electric motorcycle, electric bike, nor a scooter. It is an “e-parkour,” says BMW. What we define it as is an urban transportation vehicle. This thing’s all-new for 2024 and retails in this specification for $9,069.

It’s powered by an electric motor, which is good for right around 40.5 lb.-ft. of torque. It puts power back to the rear 14-inch wheel with a direct drive transmission and a belt final drive. This thing is good for right around 60 mph and upwards of 50 miles of range. You can charge the battery from 0 percent to 80 percent in just three hours using a traditional three-prong household 120-volt power outlet.

This vehicle rolls on 14-inch wheels with dual disc brakes front and rear. The front disc brake is actuated with a traditional right-hand handlebar-mounted lever. The rear brake is actuated with a traditional right-side foot pedal. Like a motorcycle, it employs a right-hand twist-style throttle.

It weighs 291 pounds and is relatively small courtesy its 53-inch wheelbase. It rides on real motorcycle-style suspension with 4.6 inches of travel up front and 2.2 inches travel out back. And we have nice LED lighting front and rear and this cool color rectangular display which keeps tabs on all the vehicle information. In typical BMW fashion, there’s even heated grips.

We’ll see you in the next episode.

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Our list of accessible and capable dual sport bikes might not be loaded with the latest features, but they bring off-road chops with street-legal versatility and can even double as commuters. (Honda/)The popularity of dual sport bikes in the last few years means the class has exploded with options. We’ve already covered the best-of-the-best hardcore performers in our last list, so here we’ll cover the more popular (and reasonably priced) models out there that don’t require taking out a second mortgage, but are also not the absolute bottom-of-the-barrel cheapies either. They’re great for fire roads and trails as well as the occasional streetwise commute, and our middle of the road list includes long-running faves like the DR650 and KLR650. We list price, weight, and suspension travel, as those are key specs. If you think we missed one, give us a holler in the comments below. Looking for even more affordable options in the dual sport category? Check out our Top 5 Best Cheap Dual Sport Motorcycles 2023 article.

Related: Top 5 Best Cheap Dual Sport Motorcycles 2023

Honda’s CRF300L brings an enviable combination of reliability, versatility and great on and off road manners, capped by an appealing pricetag. (Honda/)2024 Honda CRF300L | 306 lb. (wet) | 10.2 in. front/rear travel | $5,449 (non-ABS)

Honda’s bestselling dual sport is just that for a reason; it’s well-priced but not cheap, and it’s user-friendly, dependable and versatile. Credit goes to a smooth-running 286cc single-cylinder engine with a six-speed gearbox, 18-inch rear and 21-inch front spoked wheels, hydraulic brakes, a long-travel 43mm inverted Showa fork and Pro-Link rear suspension, excellent ground clearance, and a comfortable cockpit. It’s a solid option for newbies just getting their feet wet, yet still capable enough for those who want to push harder off-road. A balanced chassis, light handling, and a supple suspension make for a supremely competent and comfortable ride, even with a seat that’s 34.7 inches off terra firma (though the LS brings a shorter option).

Once a dual sport pioneer, the heavy but still-versatile KLR650 is likely better considered as an adventure bike these days. (Kawasaki/)2024 Kawasaki KLR650 | 456 lb. (non-ABS) | 7.9 in. front / 8.0 in. rear travel | $6,899 / $7,199 (ABS)

Although it started life as a true dual sport, the latest-gen KLR stretches the limits of that definition, with its large fuel tank, creature comforts, and a 450-plus-pound wet weight. The KLR650 got major updates in 2022, and now offers 7.9 inches of front suspension travel; the last time we checked the liquid-cooled DOHC four-stroke 652cc single sent 36.9 hp and 35.4 lb.-ft. of torque to its 17-inch rear wheel. The KLR650 is available with or without ABS, and shorter riders will be stoked to know there’s also an S version, with the same engine and frame, but with a modified suspension and a lower seat. Our ride on one of the latest KLRs revealed it’s a still-reliable option that does surprisingly well in off-road environments, though it’s probably best to think of it as an adventure bike.

Like the Honda above, the KLX300 brings a similar Goldilocks appeal, with its combo of light weight, capable suspension, and off-on road versatility. (Kawasaki/)2024 Kawasaki KLX300 | 302 lb. (wet) | 10.0 in. front / 9.1 in. rear travel | $6,199

Similar to the Honda CRF300L, Kawasaki’s KLX300 is a great all-around dual sport whether you’re price conscious or not. The Kawi is a bit lighter and more nimble in the dirt, and its 292cc liquid-cooled single is more than adequately equipped to handle general road riding as well. The 43mm inverted fork offers adjustable compression damping and 10 inches of travel, while a 21-inch front and 18-inch wheel setup, stout disc brakes front and rear, and a weight of a tick over 300 pounds give it the chops for some gnarly off-road duty too. That’s all backed by a six-speed transmission, DFI, and a 2.1-gallon fuel tank, so street rides are definitely part of its natural environment. The 35.2-inch seat height might give some riders pause, however.

Tough as a hammer and about as complex as one, the globally popular DR650 has been knocking around in its current iteration for over 25 years. (Suzuki/)2025 Suzuki DR650S | 366 lb. (wet) | 10.2 in. front/rear travel | $7,199

Stone-simple, easy to work on, and middle-of-the-road by most modern performance measures, the somewhat affordable DR650 is nonetheless another example of a beloved “timeless” dual sport and a bestselling model for Suzuki in many markets around the world. Fans of the Bush Pig have called it the “best all-around dual sport” due to its 21/17 wheel combo, generous ground clearance, buckets of tractable low-end torque, and its capability on the street as well as on gnarly trails. It’s easy to work on, yet still kinda heavy, low-tech, and—considering the spec sheet—somewhat pricey for a carbureted air-cooled bike. Today, the big-bore workhorse thumper can be had in either 2024 or 2025 iterations, with no changes between the two save for the MSRP: $7,199 for 2025; $7,099 for 2024.

Related: 2025 Suzuki DR650 Preview

Much like its DR650 stablemate, the lighter DR-Z is tough as nails, but actually has more robust suspension components. (Suzuki/)2024 Suzuki DR-Z400S | 317 lb. (wet) | 11.3 in. front /11.6 in. rear travel | $7,199

Another Suzuki that’s built like an anvil, the smaller and lighter 2024 DR-Z400S is the latest (unchanged) version of Hamamatsu’s dependable and versatile dual-purpose ripper. Although it’s liquid-cooled, you’ll still deal with a carburetor, but the wide spread of power and torque coming from the 398cc powerplant coupled with the bump-eating, long-travel suspension make off-road forays no-stress affairs. The 21- and 18-inch aluminum Excel rims laced with steel spokes are also set up to accept rim locks if you want to move to more serious rubber, and you do get a more robust suspension arrangement, with full adjustability, on the DR-Z400, but it’s not any cheaper than its DR650 stablemate; for 2024, MSRP is $7,199. A budget pick this is not.

Yamaha’s XT250 is an affordable and versatile all-around dual sport bike. (Yamaha/)2024 Yamaha XT250 | 291 lb. (wet) | 8.9 in. front / 7.1 in. rear travel | $5,399 |

With a relatively light weight, low seat, and approachable price tag it’s easy to see the Yamaha XT250′s appeal, even if the somewhat mellow power output from the 249cc air-cooled fuel-injected single might not be everybody’s cup of tea. The vanilla suspension is tuned for comfort, not for floating over rock gardens, but when you factor in a 21/18 wheel combo, some 11 inches of ground clearance and a crazy-low (for a dual sport) 32.7-inch seat and 2.5-gallon tank, you can understand why the XT is nicely equipped for both occasional fire roads and regular commuter duty. Yamaha’s affordable yet surprisingly capable dual sport manages to occupy both the middle of the road as well as the budget category, and that’s no bad thing.

Related: 2023 Yamaha XT250 First Look Preview

More a versatile and rugged playbike than anything, the long-running T-Dub will still generate a smile from any rider. (Yamaha/)2024 Yamaha TW200 | 278 lb. (wet) | 6.3 in. front / 5.9 in. rear travel | $4,999

Interested in going off-road, but not far off the ground…and at a slow pace? Here’s your best bet, backed by more than 30 years of production. The 196cc air-cooled single, absurdly low 31.1-inch seat and ‘80s retro styling should make it clear the ol’ Trail Way isn’t meant for hardcore expeditions, but for short stints on a fire road, or around camp, or down to the corner store. It’s underpowered for the street (and definitely highways), can’t handle whoops, and is pricey for what you get, but you’d be hard-pressed to find anyone who’s ridden one not dismount with a smile on their face. The 18-inch front and 14-inch balloon rear tires, wide saddle, reliable (if short travel) suspension, and so-so braking make for a platform that’s still a whole lot of fun.

Related: 2023 Yamaha TW200 Review

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The 2024 Harley-Davidson Sportster S. (Harley-Davidson/)Overview

When Harley-Davidson introduced the Sportster S in 2021, it practically took six decades of Sportster heritage and threw it out the window. In place of the familiar 1200 Evo mill, the Sportster S uses the Revolution Max 1250T engine, featuring a 60-degree V angle, liquid-cooling, four valves per cylinder, variable valve timing, crankpins with a 30-degree offset, and maintenance-free hydraulic lash valve adjusters. Producing a claimed 121 hp at 7,500 rpm and 93 lb.-ft. of torque at 6,000 rpm, the Revolution Max 1250T is a modern performance-oriented engine by most any estimation. Fully adjustable suspension, IMU-managed rider aids, and Brembo brakes take the Sportster experience to whole new heights.

Ultimately, is the Sportster S still a Sportster? Well, it’s still a cruiser. A modern cruiser, yes, but with a paltry 2 inches of rear travel and trad-cruiser geometry and ergos, sporting performance in the twisties hits a ceiling dictated by styling. So while the engine wants to rip, and you’ve got a safety net of zeros and ones in your right hand, you’ve gotta respect the bike’s inherent shortcomings. Nevertheless, the Sportster S shows that Harley-Davidson is willing to break the mold even at the expense of one of its most iconic names. With modern tech and performance, the Sportster S spearheads H-D’s performance-oriented vision. We can’t wait to see where it leads.

The Revolution Max 1250T engine is super torquey and refined. Maintenance-free hydraulic lash valve adjusters are a huge benefit for owners, lowering maintenance costs over the long term. (Harley-Davidson/)Pricing and Variants

The 2024 Sportster S starts at $16,999 and goes up based on color choice.

The round TFT dash fits the style of the bike and makes it far easier to navigate menus than a more traditional LCD setup would. (Harley-Davidson/)Competition

Triumph Rocket 3 Storm R, $24,995
Ducati Diavel V4, $26,995

News and Reviews

2024 Harley-Davidson Sportster S Claimed Specs

| MSRP: | $16,999 | | --- | --- | | Engine: | DOHC, liquid-cooled, 60-degree V-twin w/ variable valve timing; 4 valves/cyl. | | Engine: | 76.4ci (1,252cc) | | Bore x Stroke: | 105.0 x 72.3mm | | Compression Ratio: | 12.0:1 | | Transmission/Final Drive: | 6-speed/belt | | Fuel System: | EFI w/ 50mm throttle bodies, ride-by-wire | | Clutch: | Wet, multiplate assist and slip | | Frame: | Steel trellis w/ stamped, cast, and forged junctions, and forged aluminum mid-structure | | Front Suspension: | Fully adjustable Showa 43mm inverted fork; 3.6 in. travel | | Rear Suspension: | Fully adjustable Showa monoshock; 2.0 in. travel | | Front Brake: | Radially mounted Brembo Monoblock 4-piston caliper, 320mm disc w/ Cornering ABS | | Rear Brake: | Brembo 1-piston floating caliper, 260mm disc w/ Cornering ABS | | Wheels, Front/Rear: | Cast aluminum; 17 x 4.5 in. / 16 x 5.0 in. | | Tires, Front/Rear: | Dunlop Harley-Davidson Series Radials; 160/70R-17 / 180/70R-16 | | Rake/Trail: | 30.0°/5.8 in. | | Wheelbase: | 59.8 in. | | Ground Clearance: | 3.5 in. | | Seat Height: | 30.1 in. | | Fuel Capacity: | 3.1 gal. | | Wet Weight: | 502 lb. | | Contact: | harley-davidson.com |

The Billiard Gray color. (Harley-Davidson/)
One could argue ergos are sacrificed on the altar of style. Feet-forward controls and a longish reach to the bars make it difficult to ride with the sporting focus that the engine encourages. (Harley-Davidson/)
The Sportster S in Vivid Black, which adds $300 to the base price. (Harley-Davidson/)

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Honda’s CBR1000RR is available in one color option and with or without ABS. (Honda/)Overview

At the top of Honda’s sportbike food chain is CBR1000RR. With the CBR1000RR-R Fireblade SP not available in the US as a 2024 model, the standard RR is the only open-class sportbike in the lineup. The standard version was last updated in 2020. Compared to some of the competition, the CBR1000RR is pretty forgiving as a streetbike despite its racetrack capabilities.

At its heart is a 999cc flat-plane crank inline-four engine with double-overhead cams and four valves per cylinder. The engine hangs in an aluminum perimeter frame and utilizes fully adjustable Showa suspension at each end. Up front are a pair of Tokico radial-mount four-piston brake calipers with 320mm discs.

In terms of electronics, the CBR1000RR has Honda Selectable Torque Control (HSTC), which provides intervention for rear wheel slip. The rider can choose between five power curves, ten torque-control levels, three engine-braking levels, and three levels of wheelie control.

Pricing and Variants

For 2024, there are two variations of the CBR1000RR with a standard $16,699 model or the $16,999 ABS-equipped model.

Competition

Aprilia RSV4, 18,999
BMW S 1000 RR, $18,295 to $25,980
Ducati Panigale V4, $24,995 to $45,995
Kawasaki ZX-10R, $17,799 to $19,149
Suzuki GSX-R1000R, $18,449
Yamaha YZF-R1, $18,399

News and Reviews

2024 Honda CBR1000RR/CBR1000RR ABS Specs

| MSRP: | $16,699/$16,999 (ABS) | | --- | --- | | Engine: | 999cc, DOHC, liquid-cooled inline-four; 4 valves/cyl. | | Bore x Stroke: | 76.0 x 55.1mm | | Compression Ratio: | 13.0:1 | | Transmission/Final Drive: | 6-speed/chain | | Fuel System: | Programmed Dual Stage Fuel Injection (PGM-DSFI) w/ 48mm throttle bodies, throttle-by-wire | | Clutch: | Wet, multiplate slipper/assist | | Frame: | Twin-spar aluminum | | Front Suspension: | 43mm inverted Big Piston Fork, fully adjustable; 4.7 in. travel | | Rear Suspension: | Unit Pro-Link monoshock, fully adjustable; 5.4 in. travel | | Front Brake: | Tokico radial-mount 4-piston calipers, 320mm discs (w/ ABS) | | Rear Brake: | 2-piston floating caliper, 220mm disc | | Wheels, Front/Rear: | Cast aluminum; 17 in./17 in. | | Tires, Front/Rear: | 120/70-17 / 190/50-17 | | Rake/Trail: | 23.0°/3.8 in. | | Wheelbase: | 55.3 in. | | Ground Clearance: | 5.0 in. | | Seat Height: | 32.8 in. | | Fuel Capacity: | 4.3 gal. | | Wet Weight: | 432 lb. | | Contact: | powersports.honda.com |

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Yamaha is bringing back the bestselling XT250 for 2025. There are no surprises—and no changes this year. (Yamaha/)Yamaha knows the old adage of “if it ain’t broke, don’t fix it” works all too well in the motorcycle world, so it’s keeping its popular and price-friendly XT250 dual sport unaltered for the 2025 model year. With fuel injection, a low seat height, and an extremely manageable weight (for a dual sport), the nimble and dead-reliable XT250 has become one of the Tuning Fork brand’s bestselling new motorcycles over the years, and that’s likely the main reason the model is back in the lineup with no discernible changes, just a $100 price bump. Like to camp? The XT250 is perfect for weekend RV warriors as noted during the Top 5 Motorcycles for Camping in 2023 article.

In fact, even the Radical Gray color is the same paint scheme we’ve seen since 2021, and the bike will be available from dealers this month for $5,499. (Savvy shoppers will save a C-note, though, if they spot the cheaper 2024 model lurking in the back of the showroom.)

Related: 2023 Yamaha XT250 First Look Preview

The 2025 XT250 even retains the same Radical Gray color scheme it’s been rocking for a few years now. (Yamaha/)Yammy’s fun-loving dual sport soldiers on with a simple, air-cooled 249cc single-cylinder engine that’s earned a reputation for being bulletproof, and while its power delivery won’t scare anyone any time soon, that mellow delivery is a great quality for new or even returning riders, whether you’re bopping around town or hitting up a nearby forest road on weekends. A generous 2.5-gallon fuel tank means you’ll be able to squeeze a good amount of range between refills too, as Yamaha claims the XT gets a healthy 76 mpg out of each tankful.

The low seat is appealing for casual riders, but eager off-roaders will be limited by the soft suspension and lack of engine protection. But—the XT does come with a helmet lock. (Yamaha/)Most of the components are clearly spec’d for the casual rider, with a vanilla 35mm nonadjustable telescopic fork up front and a preload-adjustable single shock out back, attached to a 21/18-inch aluminum wheel combo. There’s a respectable 11.2 inches of ground clearance, and the fork has 8.9 inches of travel, with 7.1 inches of boing available out back, which should be enough to handle most groomed trails. Just don’t go fantasizing about doing the Erzbergrodeo on this thing.

For braking duty, the XT250 also keeps it simple, with single discs at both ends; a 245mm platter up front is pinched by a dual-pot caliper, while the 203mm unit out back pairs with a single-piston caliper. It’s nothing fancy, but the casual XT250 is still more than enough bike to get you off the pavement and having fun on your favorite trail.

2025 Yamaha XT250 Technical Specifications and Price

| MSRP: | $5,499 | | --- | --- | | Engine: | 249cc, SOHC, air-cooled single; 2 valves | | Bore x Stroke: | 74.0 x 58.0mm | | Compression Ratio: | 9.5:1 | | Fuel Delivery: | Yamaha Fuel Injection | | Clutch: | Wet, multiplate | | Transmission/Final Drive: | 5-speed/chain | | Frame: | Semi-double-cradle steel | | Front Suspension: | 35mm telescopic fork; 8.9 in. travel | | Rear Suspension: | Single shock, preload adjustable; 7.1 in. travel | | Front Brake: | 2-piston Nissin caliper, 245mm disc | | Rear Brake: | 1-piston Nissin caliper, 203mm disc | | Wheels, Front/Rear: | Aluminum spoke; 21 in./18 in. | | Tires, Front/Rear: | 2.75-21 in. / 120/80-18 | | Rake/Trail: | 26.4°/4.2 in. | | Wheelbase: | 53.5 in. | | Seat Height: | 32.7 in. | | Fuel Capacity: | 2.5 gal. / 2.2 gal. (CA) | | Claimed Wet Weight: | 291 lb. | | Contact: | yamahamotorsports.com |

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The Indian Challenger packs a liquid-cooled 1,768cc engine good for a claimed 122 hp. (Indian Motorcycle/)Overview

Indian shook up the American V-twin touring game with the debut of the liquid-cooled Challenger back in 2020, and now no real conversation about the class is complete without mentioning the brand’s first fixed-fairing bagger. With its well-sorted suspension, cast aluminum frame, chassis-mounted fairing, and inverted fork, the Challenger was clearly meant as a direct shot at Harley-Davidson’s Road Glide, and the embedded 1,768cc PowerPlus engine definitely places an emphasis on performance; on our dyno, it belted out 103.11 hp at 5,560 rpm and 113.08 lb.-ft. of torque at 3,330 rpm.

The Challenger also brings an array of modern touring amenities to complement that punch, including three ride modes, cruise control, keyless ignition, an adjustable windscreen, and weatherproof saddlebags with over 18 gallons of storage capacity. Add in aggressive styling, full LED lighting, and impressive stopping power (courtesy of dual discs with four-piston Brembo calipers), and it’s easy to see why the Challenger is an excellent touring motorcycle.

For a more full-featured experience, check out the Dark Horse trim, which adds premium paint and badging, contrast-cut wheels and blacked-out finishes, as well as an additional suite of safety electronics enabled by a six-axis Bosch IMU that includes traction control, ABS with cornering control, and drag torque control. Here, you’ll also get more features out of the Ride Command system, such as navigation, weather, and traffic overlays. The next tier up is the Challenger Limited, which includes all of the above and adds premium metallic paint, more chrome, rear fender closeouts, and different handlebars; at the very top of the series is the very exclusive Challenger Elite, which additionally serves up custom paint, beefed-up suspension, lighting and audio components, and even more Ride Command features.

Impressive handling comes courtesy of a lightweight aluminum frame, inverted front suspension, and a chassis-mounted fairing. (Indian Motorcycle/)Pricing and Variants

The 2024 Indian Challenger starts at $26,499 and is available in either Black Metallic or Titanium Smoke. The up-spec 2024 Indian Challenger Dark Horse costs $30,999 to start, comes in more color options, while the 2024 Indian Challenger Limited begins at $29,999 and is available in chrome finishes with metallic colors. The ultra-limited Challenger Elite is available in one custom paint scheme and retails for $38,499 to start.

The higher-priced Dark Horse trim gets blacked-out finishes, more color choices, and contrast-cut wheels along with an electronics suite of safety features called Smart Lean. (Indian Motorcycle/)Competition

News and Reviews

2024 Indian Challenger / Dark Horse / Limited / Elite Claimed Specs

| MSRP: | $26,499–$38,499 | | --- | --- | | Engine: | SOHC, liquid-cooled, 60-degree V-twin | | Displacement: | 108ci (1,768cc) | | Bore x Stroke: | 108.0 x 96.5mm | | Compression Ratio: | 11.0:1 | | Transmission/Final Drive: | 6-speed/belt | | Fuel System: | Closed-loop electronic fuel injection w/ 52mm throttle bodies | | Clutch: | Wet, multiplate assist | | Frame: | Semi double-cradle | | Front Suspension: | 43mm inverted telescopic fork; 5.1 in. travel | | Rear Suspension: | Monoshock, hydraulically adjustable preload; 4.5 in. travel / Fox monoshock w/ electronic hydraulic adjustment (Elite) | | Front Brake: | 4-piston radial calipers, dual 320mm semi-floating discs w/ ABS | | Rear Brake: | 2-piston caliper, 298mm floating disc w/ ABS | | Wheels, Front/Rear: | 5-spoke cast; 19 x 3.5 in. / 16 x 5 in. | | Tires, Front/Rear: | Metzeler Cruisetec; 130/60B-19 / 180/60R-16 | | Rake/Trail: | 25.0°/5.9 in. | | Wheelbase: | 65.7 in. | | Ground Clearance: | 5.4 in. | | Seat Height: | 26.5 in. | | Fuel Capacity: | 6.0 gal. | | Wet Weight: | 831 lb. | | Contact: | indianmotorcycle.com |

The Limited trim brings metallic color options with chrome finishes and contrast-cut wheels and also adds Smart Lean Technology. Starting MSRP is $29,999. (Indian Motorcycle/)
The top-of-the-line ultraexclusive Challenger Elite comes with electronically adjustable rear suspension, adaptive headlight, and a unique custom paint job. Only 325 units are available. (Indian Motorcycle/)

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The 2024 Harley-Davidson Street Bob 114. (Harley-Davidson/)Overview

The Harley-Davidson Street Bob 114 is essentially a Softail Standard with a larger Milwaukee-Eight 114 engine, flashier paint, less chrome, a tiny pillion seat, and fork gaiters. Styling aside, what you’re really paying the extra $2,000 for (over the Softail Standard) is the Milwaukee-Eight 114 engine, which produces a claimed 94 hp at 4,750 rpm and 119 lb.-ft. of torque at 3,000 rpm—that’s 7 additional horsepower and 9 lb.-ft. of torque compared to the Standard’s M-8 107. Although, honestly, the “No. 1″ graphic on the tank may be worth the price of admission alone—if you’re a Mert Lawwill fan or nostalgic for the glory days of flat-track racing, that is.

The Street Bob 114 accomplishes a couple of things in H-D’s cruiser lineup. First, it’s a bridge from the “entry-level” Softail Standard to the likes of the pricier Low Rider S and beyond. The Street Bob (and the Softail Standard, for that matter) also goes a long way to fill the minimalist cruiser gap vacated by the Sportster 883 and 1200 series. From the retro, the fat-tired, the slammed and power-mad, and the West Coast–styled, Milwaukee’s cruiser lineup is full of strong personalities. The Street Bob anchors the line with minimalist bobber styling that’s an enduring classic.

Mid-mount controls don’t offer the most legroom for taller riders. (Harley-Davidson/)Pricing and Variants

The 2024 Street Bob 114 starts at $16,999 and increases from between $350 and $650 depending on color.

The Baja Orange color adds $525 to the base price. (Harley-Davidson/)Competition

Harley-Davidson Softail Standard, $14,999
Indian Chief Bobber, $16,499
Triumph Bonneville Bobber, $13,995

News and Reviews

Harley-Davidson’s New Milwaukee-Eight Big Twin Engine

2024 Harley-Davidson Street Bob 114 Claimed Specs

| MSRP: | $16,999 | | --- | --- | | Engine: | 45-degree V-twin; 4 valves/cyl. | | Displacement: | 114ci (1,868cc) | | Bore x Stroke: | 102.0 x 114.3mm | | Compression Ratio: | 10.5:1 | | Transmission/Final Drive: | 6-speed/belt | | Fuel Delivery: | Electronic Sequential Port Fuel Injection | | Clutch: | Wet, multiplate | | Frame: | Tubular steel w/ rectangular-section backbone | | Front Suspension: | 49mm dual-bending valve telescopic fork; 5.1 in. travel | | Rear Suspension: | Coilover monoshock, preload adjustable; 3.4 in. travel | | Front Brake: | 4-piston caliper, 300mm disc | | Rear Brake: | 2-piston caliper, 292mm disc | | Wheels, Front/Rear: | Cast aluminum; 19 in./16 in. | | Tires, Front/Rear: | Dunlop Harley-Davidson Series; 100/90-19 / 150/80-16 | | Rake/Trail: | 30.0°/6.2 in. | | Wheelbase: | 64.2 in. | | Ground Clearance: | 4.9 in. | | Seat Height: | 26.8 in. | | Fuel Capacity: | 3.5 gal. | | Wet Weight: | 655 lb. | | Contact: | harley-davidson.com |

The blacked-out finishes lend a modern look to the classic bobber styling. (Harley-Davidson/)
Vivid Black adds $350 to the base price and gives the whole bike an under-the-radar look. (Harley-Davidson/)
The heart of the Street Bob 114 is its Milwaukee-Eight 114 engine. (Harley-Davidson/)

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The Insta360 Go 3 is a micro-sized action camera that’s great for capturing moments without needing to be a video pro. It’s about the size of your thumb and can mount onto things like your ball cap or shirt using a magnetic pendant. With its generous internal memory, decent battery life, and the ability to manipulate settings with its detached action pod and/or smartphone, here are the top five features of Insta360′s Go 3 micro action camera.

Editor’s note: Looking for a more high-powered 360-degree action camera? Check out the Insta360 X3 Action Camera First Look Preview and Will the Insta360 X4 Be the Best Action Camera? articles.

It’s super easy to use. Push the button, point it at your subject, and you’re recording.
You wouldn’t believe how tiny this camera is. That makes it great for putting on your helmet when you’re riding your motorcycle, or putting on your hat like I have here, and wearing it and showcasing your everyday life.
This Go 3 comes with a variety of magnetic mounts like this hat clip, which we spoke about earlier. That allows for easy hands-free recording.
The Insta360 Go 3 packs a punch for its size. It shoots up to 2.7K resolution. It also automatically adjusts for horizontal and vertical orientation. For reference, we shot the above video in 1080P, 24 fps resolution.
The iOS-enabled Insta360 smartphone app is super slick and easy to use. It makes it really simple to offload your footage from the Go 3 and publish it to your favorite platform on the interwebs.

For a price just north of $300, we love this micro action camera. It’s one of our favorite small cameras. We’ll see you in the next episode.

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The 2024 Harley-Davidson Softail Standard. (Harley-Davidson/)Overview

The 2024 Harley-Davidson Softail Standard is The Motor Company’s most “entry-level” Big Twin, though at $14,999 it’s not exactly a budget bike. Despite its comparatively lower price, the only thing abbreviated about the Softail Standard is its bobbed rear fender. Otherwise, it’s got the style, fit and finish, and performance you’d expect from the latest-generation Softails. It’s powered by a Milwaukee-Eight 107 engine, producing a claimed 87 hp at 5,020 rpm and 110 lb.-ft. of torque at 3,000 rpm. While other models in the cruiser lineup have adopted the 114ci and 117ci Milwaukee-Eight engines, the 107 provides plenty of romp for customers who want to get in on the Big Twin game and still have some leftover cash for customization.

Harley says the Softail Standard is “a Harley-Davidson motorcycle presented in its most elemental form.” The minimalist solo seat, mini apehangers, dog dish air filter, round Daymaker headlight, and the just-right proportion of chrome to blacked-out finishes suggests as much. It’s pretty much the quintessential Harley bobber; easy to imagine a whole row of them, with chromed apehangers like crossed sabers, standing guard outside a seedy biker bar or dusty blues joint. So not only is it an H-D motorcycle in its most elemental form, it’s a Milwaukee archetype. Kind of brings a whole new meaning to “entry-level,” doesn’t it?

The Oxford Dictionary’s definition of standard: “an idea or thing used as a measure, norm, or model in comparative evaluations.” In other words, the Softail Standard isn’t standard, as in basic; it’s the standard. (Harley-Davidson/)Pricing and Variants

The 2024 Softail Standard is available in Billiard Gray for $14,999 and Vivid Black for $15,349.

Harley claims the Softail Standard achieves 47 mpg. With its 3.5-gallon tank that’s a theoretical 164.5 miles out of a tank. (Harley-Davidson/)Competition

Harley-Davidson Street Bob 114, $16,999
Indian Chief Bobber, $16,499
Triumph Bonneville Bobber, $13,995

News and Reviews

2024 Harley-Davidson Softail Standard Claimed Specs

| MSRP: | Starting at $14,999 | | --- | --- | | Engine: | 45-degree V-twin; 4 valves/cyl. | | Displacement: | 107ci (1,745cc) | | Bore x Stroke: | 100.0 x 111.1mm | | Compression Ratio: | 10.0:1 | | Transmission/Final Drive: | 6-speed/belt | | Fuel Delivery: | Electronic Sequential Port Fuel Injection | | Clutch: | Wet, multiplate | | Frame: | Tubular steel w/ rectangular-section backbone | | Front Suspension: | 49mm dual-bending valve telescopic fork; 5.1 in. travel | | Rear Suspension: | Coilover monoshock, preload adjustable; 3.4 in. travel | | Front Brake: | 4-piston caliper, 300mm disc | | Rear Brake: | 2-piston caliper, 292mm disc | | Wheels, Front/Rear: | Cast aluminum; 19 in./16 in. | | Tires, Front/Rear: | Dunlop Harley-Davidson Series; 100/90-19 / 150/80-16 | | Rake/Trail: | 30.0°/6.2 in. | | Wheelbase: | 64.2 in. | | Ground Clearance: | 4.9 in. | | Seat Height: | 26.8 in. | | Fuel Capacity: | 3.5 gal. | | Wet Weight: | 655 lb. | | Contact: | harley-davidson.com |

Mini-apes put the rider right out in the wind. (Harley-Davidson/)
Vivid Black costs an additional $350 over the base price. (Harley-Davidson/)
Small-diameter headlight lends a classic bobber look. Bedroll not included. (Harley-Davidson/)

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Chalk one up for motorcyclists in the Land of 10,000 Lakes. On July 1, 2025, motorcyclists in Minnesota will be able to legally split lanes in stopped and low-speed traffic. Lane-splitting speeds will be capped at 15–25 mph, depending on conditions in stopped or bumper-to-bumper traffic. On paper at least, drivers who block or impede lane-splitting motorcyclists could face a misdemeanor.

A rare bipartisan agreement in Minnesota’s 2024 legislative session produced the law, thanks in part to the lobbying efforts of motorcyclist Phil Stalboerger, a victim of a 30 mph rear-end collision while stopped in traffic. Stalboerger’s efforts follow Colorado, Arizona, Montana, and of course, longtime home of the practice, California. Interestingly, California only legalized the practice in 2016 while Colorado’s law goes into effect in August of this year. Arizona’s law dates to 2022, with Montana’s coming in 2021.

Whether lane-filtering or lane-splitting, the benefits are obvious. It’s safer, more efficient and one of the better reasons to ride in America, where permitted. (Adam Waheed/)The year between the law’s passage and enactment will allow the Minnesota Department of Public Safety to spend $200,000 educating drivers and riders alike about the impending law. As any motorcyclist knows, there’s often a big difference between what’s legal and what’s practiced on the road. Education aside, after July 1, time, familiarity, and experience will likely make the difference as far as cars and motorcycles accepting lane-splitting as the new normal.

As a side note, lane-filtering is also legal in Arizona, Montana, Hawaii, Utah, and Colorado. The difference? Lane-filtering is where motorcyclists are allowed to pass stopped and/or slow moving vehicles (in certain states) on the right on multilane roads, typically at stoplights or intersections.

It’s a rare victory for common sense, safety, and transportation efficiency. Motorcyclist has covered the issue for a long time as longtime practitioners and advocates of lane-splitting. Being based in the Golden State will do that. As for the rest of America, keep hoping and writing to state lawmakers in equal measure.

And maybe it’s time to plan a vacation ride in Minnesota to spend some disposable income. Vote with your dollars, people.

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The base model comes in Billiard Gray with chrome finishes. (Harley-Davidson/)Overview

In the mid-’80s, Harley-Davidson introduced the Heritage moniker on its new Softail line, reviving the iconic style of the 1950s Hydra-Glides and predating motorcycling’s retro craze that would come decades later. Generations of Heritage models later, the 2024 Heritage Classic 114 continues to gush Hydra-Glide vibes. From the standpoint of 2024, the Heritage Classic 114 just looks “classic Harley” more than intentionally retro—for that check out the 2024 Hydra-Glide Revival, this year’s Icons Collection exemplar and a1956 FLH doppelgänger.

The Heritage Classic 114 has Harley’s Milwaukee-Eight 114 engine, lockable saddlebags, a detachable windscreen, cruise control, and ABS: a pretty touring-ready cruiser by any measure. Available with either chrome or blacked-out finishes, it’s up to you how retro you want to go; it’s amazing how blacked-out finishes alone make it look far more modern. Most of all, modernity is on full display when the thing is underway. A linear powerband, robust torque delivery, smooth shifter action, and confidence-inspiring handling affirm that despite an understandable love of the classic lines of a 1950s H-D Panhead, 2024 is better in pretty much every way.

The marriage of the classic two-tone paint job and the blacked-out trim accentuates the retro-modern balance that the Heritage Classic excels at achieving. (Harley-Davidson/)Pricing and Variants

The 2024 Harley-Davidson Heritage Classic 114 starts at $22,499 with chrome finishes and the Billiard Gray color. Additional color options add between $350–$850. Blacked-out finishes add a further $1,000.

Back in black. (Harley-Davidson/)Competition

Harley-Davidson Hydra-Glide Revival, $24,999
Indian Super Chief, $18,999
Indian Springfield, $22,999

News and Reviews

2024 Harley-Davidson Heritage Classic 114 Claimed Specs

| MSRP: | $22,499 | | --- | --- | | Engine: | 45-degree V-twin; 4 valves/cyl. | | Displacement: | 1,868cc | | Bore x Stroke: | 102.0 x 114.3mm | | Compression Ratio: | 10.5:1 | | Transmission/Final Drive: | 6-speed/belt | | Claimed Horsepower: | 94.0 hp @ 4,750 rpm | | Claimed Torque: | 119 lb.-ft. @ 3,000 rpm | | Fuel System: | Electronic Sequential Port Fuel Injection | | Clutch: | Wet, multiplate assist | | Frame: | Tubular steel | | Front Suspension: | 49mm telescopic, dual-bending valve; 5.1 in. travel | | Rear Suspension: | Coilover monoshock, spring preload adjustable; 4.4 in. travel | | Front Brake: | 4-piston fixed calipers, floating 300mm discs w/ ABS | | Rear Brake: | 2-piston floating caliper, 292mm disc w/ ABS | | Wheels, Front/Rear: | Spoked steel; 16 x 3.0 in. / 16 x 3.0 in. | | Tires, Front/Rear: | Dunlop Harley-Davidson Series, bias blackwall; 130/90-16 / 150/80-16 | | Rake/Trail: | 30.0°/5.5 in. | | Wheelbase: | 64.2 in. | | Ground Clearance: | 4.7 in. | | Seat Height: | 26.8 in. | | Fuel Capacity: | 5.0 gal. | | Wet Weight: | 728 lb. | | Contact: | harley-davidson.com |

The various materials and finishings used on the Heritage Classic give it a high-end feel. (Harley-Davidson/)
Hard-formed leather bags are easier to load than conventional soft leather bags and keep their shape when unloaded. They’re lockable and sealed for weather resistance. (Harley-Davidson/)
The Alpine Green color adds $650 to the base price. (Harley-Davidson/)

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Based on the Harley’s Heritage Classic 114, the Hydra-Glide Revival is an ode to the 1956 FLH. (Harley-Davidson/)Overview

In 2021, Harley-Davidson debuted the Icons Collection, a yearly series of limited-edition motorcycles that pay homage to Harley’s history. The first model in the collection was the stunning Electra Glide Revival, a tribute to the 1969 Electra Glide. For 2024, the Icons Collection grows with the inclusion of the Hydra-Glide Revival, a modern interpretation of the 1956 FLH, complete with a slick red and white “slash” paint scheme. Brad Richards, H-D’s vice president of design and creative director of motorcycles, was inspired not by just any old FLH, but by the one ridden by Tom Hardy’s character in the film The Bikeriders, based on Danny Lyon’s 1968 book of photographs of biker subculture.

With such a vast history and a huge back catalog of models and styles from which to draw inspiration, the Icons Collection is something of a masterstroke in building brand knowledge and devotion. Even if you know nothing about Harley-Davidson history, the models speak for themselves. The Hydra-Glide Revival’s mid-century inspiration is immediately apparent. The tank emblem, fringed tractor-seat saddle, two-tone windshield, and chrome dish air filter make it one of the most successfully interpreted retrobikes on the market. Retro style doesn’t come at the expense of modern performance. The Hydra-Glide Revival is based around the Heritage Classic 114; it uses a Milwaukee-Eight 114 engine, and comes equipped with ABS and cruise control. Production is limited to just 1,750 examples.

The two-tone windshield hits the right retro notes and can be removed to change the look. (Harley-Davidson/)Pricing and Variants

The 2024 Hydra-Glide Revival is available for $24,999.

The original Hydra-Glide was so named because of its hydraulic telescopic front fork, which replaced the springer front end. The modern bike’s “beer can” fork covers simulate the look. (Harley-Davidson/)Competition

Harley-Davidson Heritage Classic 114, $22,499
Indian Super Chief, $18,999
Indian Springfield, $22,999

News and Reviews

2024 Harley-Davidson Hydra-Glide Revival Claimed Specs

| MSRP: | $24,999 | | --- | --- | | Engine: | 45-degree V-twin; 4 valves/cyl. | | Displacement: | 1,868cc | | Bore x Stroke: | 102.0 x 114.3mm | | Compression Ratio: | 10.5:1 | | Transmission/Final Drive: | 6-speed/belt | | Claimed Horsepower: | 94.0 hp @ 4,750 rpm | | Claimed Torque: | 119 lb.-ft. @ 3,000 rpm | | Fuel System: | Electronic Sequential Port Fuel Injection | | Clutch: | Wet, multiplate assist | | Frame: | Tubular steel | | Front Suspension: | 49mm telescopic, dual-bending valve; 5.1 in. travel | | Rear Suspension: | Coilover monoshock, spring preload adjustable; 3.4 in. travel | | Front Brake: | 4-piston fixed calipers, floating 300mm discs w/ ABS | | Rear Brake: | 2-piston floating caliper, 292mm disc w/ ABS | | Wheels, Front/Rear: | Spoked steel; 16 x 3.0 in. / 16 x 3.0 in. | | Tires, Front/Rear: | Dunlop Harley-Davidson Series, bias blackwall; 130/90-16 / 150/80-16 | | Rake/Trail: | 30.0°/5.7 in. | | Wheelbase: | 64.2 in. | | Ground Clearance: | 4.7 in. | | Seat Height: | 27.0 in. (unladen) | | Fuel Capacity: | 5.0 gal. | | Claimed Wet Weight: | 742 lb. | | Contact: | harley-davidson.com |

The Hydra-Glide’s solo saddle is embellished with fringe, contrast stitching, piping, and “candy-colored rosettes.” (Harley-Davidson/)
The tank’s Redline Red paint and tank badge are dead ringers for the ’56 FLH. (Harley-Davidson/)
Ergonomically, the Hydra-Glide Revival is similar to the Heritage Classic 114 on which it’s based. (Harley-Davidson/)

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When it comes to dirt bikes, American Honda certainly has a lot of new motorcycle model options with its expansive CRF lineup. From youth motorcycles (check out the Honda CRF250F, CRF125F, CRF110F, and CRF50F Preview) and dual sports (read/watch the Top 5 Features of the 2023 Honda CRF450RL) to racy, competition-spec off-road and motocross bikes, it’s a good time to ride Red. For ‘24, Honda’s versatile CRF450RX ($9,999) returns and here’s everything you need to know about it.

This motorcycle entered service in the Americas for the 2017 model year and received its last major overhaul for 2023. It follows along the lines of Honda’s CRF450R motocross racer. It’s powered by Honda’s 449cc single-overhead cam water-cooled single-cylinder engine with a four-valve cylinder head and a five-speed gearbox.

This engine makes 51 hp at the business end of that 18-inch rear wheel and it has 31 lb.-ft. of torque. It drinks from a 2.1-gallon fuel tank and with a full tank of gas, and weighs 251 pounds. It rolls on a 21-inch front wheel and 18-inch rear wheel, shod with Dunlop’s older-style Geomax AT81 tire. (Learn about the AT81 replacement during the Top 5 Features of Dunlop’s Geomax AT82 Rear Tire). It also has an aluminum kickstand which makes it easy for trail use.

The suspension has just over 12 inches of travel front and rear. We have compression and rebound damping up front—and out back there are high- and low-speed compression, rebound damping, and adjustable spring preload, with a linkage. This motorcycle comes with all the bells and whistles including traction control, adjustable engine power modes, and launch control. It also has push-button electric start.

We’ll see you in the next episode.

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This calendar year, BMW Motorrad USA unveils its upgraded middleweight-plus adventure motorcycle, the F 900 GS Trophy Edition ($18,390 in its tested configuration). Read the Everything You Need to Know - 2024 BMW F 900 GS Trophy Edition article to learn about this bike’s primary features and benefits. Also check out our report on the base model, detailed in the 2024 BMW F 900 GS Adventure Preview.

This new and improved edition boasts several enhancements compared to its predecessor, as covered during the 2020 BMW F 850 GS Adventure MC Commute Review. The TL;DR/W is: The F 900 GS a more agile and formidable choice for adventurous riders tackling both roads and trails off the beaten path. Here are the top five things we like about riding BMW’s F 900 GS Trophy Edition in the dirt:

The 21-inch front wheel with a high-quality Showa inverted fork with damping adjustment and a superslick coating on the fork for less stiction.
This 895cc parallel twin. This engine is nice and compact and it has really favorable torque. That makes it really easy to ride in the slick stuff.
While BMW loves its 17-inch rear wheels, this shock now boasts compression damping adjustment, both on the high-speed and low-speed circuit. And you can adjust the preload, compression damping, and rebound damping without tools via handy knobs.
The ergonomics on this motorcycle are really favorable for off-road riding. We love those meaty serrated footpegs, that adjustable rear brake pedal, and that this bike’s really easy to squeeze between your legs like a real dirt bike.
If you’re looking for something lean and mean from BMW Motorrad, this $18,000

F900 GS Trophy Edition fits the bill.

We’ll see you in the next episode.

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BMW Motorrad has revealed the details of its 2025 R 1300 GS Adventure model, which will be available to consumers starting in Q4 of 2024. US pricing will be released nearer to the model launch, however.

Editor’s note: We test rode the slimmer non-adventure model, during the 2024 BMW R 1300 GS and R 1300 GS Trophy Edition Reviews and Top 10 Features of the 2024 BMW R 1300 GS ADV Bike articles. The BMW R 1300 GS was also named last year’s Motorcycle of the Year having stood out from the other 30 vehicles we reviewed during the 2023 calendar year.

The Bavarian brand upped the stakes last year when it released its 1300 GS platform, which provided a more substantial engine, lighter weight, and more refined overall package. We took a spin on the new machine soon after its announcement and found the engine to be smoother in operation and the chassis to still be highly responsive and comfortable in a variety of ride situations.

The 2025 BMW R 1300 GS Adventure sports a new look and gobs of functionality. (BMW/)So it’s safe to say that the latest member of the adventure motorcycle family is likely to be a gem, particularly if you’re partial to the updated, more angular, and aggressive look of the tank.

“The appearance of the new BMW R 1300 GS Adventure is sure to attract attention. The big GS is not only visually different from its almost dainty sister. Never before have seating comfort, ergonomics and wind and weather protection been so harmoniously combined with precise handling, exceptional suspension comfort and smooth running. The new BMW R 1300 GS Adventure has set itself the goal of becoming the benchmark for large adventure motorcycles,” explains Christof Lischka, head of BMW Motorrad Development, in a company release.

Designers gave the R 1300 GS Adventure a more robust-looking tank, which also integrates fastening elements to make securing tank luggage easier. (BMW/)The 1,300cc boxer twin offers a claimed 145 hp and 110 lb.-ft. of torque, as well as higher torque throughout the rev range compared to the previous 1250 Adventure (read/watch the 2021 BMW R 1250 GS Review), with BMW touting an available 96 lb.-ft. constantly available between 3,600 and 7,800 rpm. The mill is hailed as more efficient as well, offering riders the maximum number of miles from the generous 7.9-gallon fuel tank. The six-speed transmission is situated below the mill and the shaft drive is built with BMW’s new design which employs larger universal joins and a reduced deflection angle. The rear axle hub is also more user-friendly, allowing for easier mounting and dismounting of the wheel when necessary.

Auxiliary lights are built into the redesigned bodywork. (BMW/)BMW’s ShiftCam technology is present, as are a lightweight stainless steel exhaust setup and advanced knock sensor.

The chassis features a sheet metal main frame and aluminum lattice tube rear frame. The EVO Telelever front end and EVO paralever rear soak up bumps with aplomb, and the 19-inch front and 17-inch rear cross-spoked wheel configuration make the 1300 GS Adventure ready for any road.

Of course, the bike is outfitted with loads of standard rider aids, ranging from Dynamic Brake and Traction Control, Hill Start Control, Drag Torque Control, Full Integral ABS, along with four ride modes.

Control all the bike’s numerous functions with ease. (BMW/)A huge range of optional upgrades are available, including Automated Shift Assist, which offers riders the benefit of automated clutch operation.

“The uniquely powerful propulsion and smooth running of the 1,300cc boxer engine contribute significantly to the harmonious riding experience of the new R 1300 GS Adventure. With the optional Automated Shift Assistant (ASA), it also offers an innovative technical solution to make long-distance touring and adventure riding even easier and more comfortable,” says Patrick Gürlich, project manager of the BMW R 1300 GS Adventure, in the same release.

A large windshield gives riders plenty of protection from the elements. (BMW/)Additional standard features include the adaptive Headlight Pro, Dynamic Cruise Control, a smartphone charging compartment, Matrix LED headlights, and new auxiliary lights that integrate into the bike’s bodywork. There are also hand protectors with integrated turn signals, a 6.5-inch TFT instrument panel, Keyless Ride, heated grips, and Intelligent Emergency Call functionality among many other bells and whistles aimed at making this one of the most functional adventure-touring motorcycles on the market.

The 1300 GS Adventure comes with engine protection, a storage compartment with charging capabilities, a centerstand, and a luggage rack. (BMW/)
The 19-inch front wheel is slowed by four-piston radial-mounted calipers with dual 310 semi-floating discs. (BMW/)
Power is delivered to the rear wheel via a redesigned shaft drive, first debuted last year on the GS 1300. (BMW/)
The 2025 BMW R 1300 GS Adventure will be available starting in Q4 of 2024. (BMW/)
A view from the cockpit and a look at the 6.5-inch TFT instrument panel. (BMW/)
The standard hand guards come with built-in indicator lights. (BMW/)2025 BMW R 1300 GS Adventure Technical Specifications and Price

| Price: | $TBD | | --- | --- | | Engine: | 1,300cc, DOHC, air/liquid-cooled flat-twin; 8 valves | | Bore x Stroke: | 106.5 x 73.0mm | | Compression Ratio: | 13.3:1 | | Fuel Delivery: | EFI; ride-by-wire | | Clutch: | Wet, multiplate slipper, hydraulically activated, Automated Shift Assist optional | | Transmission/Final Drive: | 6-speed/shaft | | Frame: | Two-section frame, main frame w/ bolt-on rear section; load-bearing engine | | Front Suspension: | EVO Telelever, electronic DSA central strut; 8.3 in. travel | | Rear Suspension: | BMW EVO Paralever, DSA strut; 8.7 in. travel | | Front Brake: | 4-piston radial calipers, semi-floating 310mm discs w/ BMW Integral ABS Pro | | Rear Brake: | 2-piston floating caliper, 285mm disc w/ BMW Integral ABS Pro | | Wheels, Front/Rear: | Cross spoke; 19 x 3.0 in / 17 x 4.5 in. | | Tires, Front/Rear: | 120/70-19 / 170/60-17 | | Trail: | 4.7 in. | | Wheelbase: | 60.4 in. | | Seat Height: | 34.3–35.0 in. | | Fuel Capacity: | 7.9 gal. | | Claimed Curb Weight: | 593 lb. | | Available: | Q4 2024 | | Contact: | bmwmotorrad.com |

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The Freewheeler is the stripped-back cruiser of the Harley-Davidson trike family. (Harley-Davidson/)Overview

Harley-Davidson’s 2024 trike lineup features three ways (appropriately) to add a third wheel: There’s a cruiser, a bagger, and a full-dress tourer. The Freewheeler is the cruiser of the family, highlighted by stripped-back styling elements like bobtail rear fenders, a round headlight, blacked-out finishes, and slash-cut exhausts. Even though it’s the most affordable three-wheeler in the lineup, bare bones it is not: with Harley’s Milwaukee-Eight 114 engine, a host of rider aids, and a reverse gear, the Freewheeler capitalizes on modern technology and performance while bringing the classic Harley experience to the three-wheeled crowd. In fact, even in trike form, we think it has one of the most tried-and-true silhouettes in the entire H-D lineup.

The Freewheeler is available in three colors, all of which feature blacked-out finishes. (Harley-Davidson/)Pricing and Variants

The 2024 Harley-Davidson Freewheeler is available in Billiard Gray for $31,999, Vivid Black for $32,599, and Alpine Green/Vivid Black for $33,499.

The Freewheeler’s trunk has 2 cubic feet of capacity. (Harley-Davidson/)Competition:

Harley-Davidson Road Glide 3, $34,999
Harley-Davidson Road Tri Glide Ultra, $37,999

News and Reviews:

2024 Harley-Davidson Freewheeler Claimed Specs

| MSRP: | Starting as $31,999 | | --- | --- | | Engine: | 114ci (1,8680cc), pushrod-operated, overhead valves w/ hydraulic, self-adjusting lifters; 4 valves/cyl. | | Bore x Stroke: | 102.0 x 114.3mm | | Transmission/Final Drive: | 6-speed/belt | | Fuel Delivery: | Electronic Sequential Port Fuel Injection (ESPFI), throttle-by-wire | | Clutch: | Wet, multiplate w/ slip and assist; hydraulic operation | | Engine Management/Ignition: | Electronic | | Frame: | Mild-steel, square-section backbone w/ twin downtubes | | Front Suspension: | 49mm dual bending valve; 4.6 in. travel | | Rear Suspension: | Hand-adjustable emulsion rear suspension; 3.0 in. travel | | Front Brake: | 4-piston fixed caliper, 300mm dual discs | | Rear Brake: | 1-piston w/ integrated park brake, 270mm disc | | Wheels, Front/Rear: | Cast aluminum; 19 in. / 18 in. | | Tires, Front/Rear: | Dunlop Harley-Davidson Series; 130/60-19 / 215/45-18 | | Rake/Trail: | 26.0°/4.0 in. | | Wheelbase: | 65.7 in. | | Ground Clearance: | 4.9 in. | | Seat Height: | 27.6 in. | | Fuel Capacity: | 6.0 gal. | | Wet Weight: | 1,131 lb. | | Contact: | harley-davidson.com |

The Alpine Green/Vivid Black color. (Harley-Davidson/)
The Vivid Black color. (Harley-Davidson/)
The Freewheeler’s 6-gallon tank has the iconic shape of many a cruiser to come before it. (Harley-Davidson/)

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The 2024 Tri Glide Ultra: a three-wheeled Ultra Limited. One could make the case it’s the ultimate in H-D long-distance touring. (Harley-Davidson/)Overview

Harley-Davidson’s 2024 trike lineup features three ways (appropriately) to add a third wheel: There’s a cruiser, a bagger, and a full-dress tourer. The Tri Glide Ultra is the latter. Essentially a three-wheeled Ultra Limited, the Tri Glide has an unmistakable fork-mounted batwing fairing, Boom! Box GTS infotainment system, rider aids, and a top case that brings luggage capacity to 6.8 cubic feet. Like its three-wheeled stablemates, the Tri Glide has a Milwaukee-Eight 114 engine, but uses the Twin-Cooled version, which uses liquid-cooled heads. The Twin-Cooled M-8 114 produces a claimed 93 hp at 5,020 rpm and 120 lb.-ft. of torque at 2,500 rpm, a tad more power and torque than the oil-cooled version. For the ultimate in rider and passenger comfort over the long haul, the Tri Glide Ultra is a proven package. Let’s face it: We all want to become that retired couple you always meet at campsites who are touring the US on a Tri Glide Ultra with a trailer in tow. Who needs an Airstream?

The Tri Glide’s top case includes a plush backrest to boost passenger comfort and safety. (Harley-Davidson/)Pricing and Variants

The 2024 Tri Glide Ultra starts at $37,999 for Billiard Gray. Additional paint options range in price from $850 for Vivid Black to $4,000 for Tobacco Fade.

The Vivid Black color adds $850 to the base price. (Harley-Davidson/)Competition:

Harley-Davidson Freewheeler, $31,999
Harley-Davidson Road Glide 3, $34,999

News and Reviews:

2024 Harley-Davidson Tri Glide Ultra Claimed Specs

| MSRP: | Starting at $37,999 | | --- | --- | | Engine: | 114ci (1,868cc), pushrod-operated, overhead valves w/ hydraulic, self-adjusting lifters; 4 valves/cyl. | | Bore x Stroke: | 102.0 x 114.3mm | | Transmission/Final Drive: | 6-speed/belt | | Fuel Delivery: | Electronic Sequential Port Fuel Injection (ESPFI), throttle-by-wire | | Clutch: | Wet, multiplate w/ slip and assist; hydraulic operation | | Engine Management/Ignition: | Electronic | | Frame: | Mild-steel, square-section backbone w/ twin downtubes | | Front Suspension: | 49mm dual bending valve; 4.6 in. travel | | Rear Suspension: | Hand-adjustable emulsion rear suspension; 3.0 in. travel | | Front Brake: | 4-piston fixed caliper, 300mm dual discs | | Rear Brake: | 1-piston w/ integrated park brake, 270mm disc | | Wheels, Front/Rear: | Cast aluminum; 16 in. / 15 in. | | Tires, Front/Rear: | Dunlop Harley-Davidson Series; MT90B-16 / 205/65-15 | | Rake/Trail: | 26.0°/3.9 in. | | Wheelbase: | 65.7 in. | | Ground Clearance: | 4.9 in. | | Seat Height: | 28.9 in. | | Fuel Capacity: | 6.0 gal. | | Wet Weight: | 1,237 lb. | | Contact: | harley-davidson.com |

The Tri Glide Ultra’s trunk has a capacity of 2 cubic feet. The top case brings total luggage capacity to 6.8 cubic feet. (Harley-Davidson/)
The batwing fairing is immediately recognizable. (Harley-Davidson/)
The Blue Burst paint scheme costs an additional $1,200. (Harley-Davidson/)

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Suzuki offers two versions of its price-friendly Boulevard C50 cruiser platform in 2025, the base-model C50 along with a C50T Special, which sports a much more nostalgic style and tall windscreen ready to tackle some serious miles. The C50 will start at $9,299 while the C50T Special will carry a $9,799 price tag.

The 2025 Suzuki Boulevard C50T Special will come in Pearl Brilliant White and start at $9,799. (Suzuki/)The C50T Special and its base-model sibling may be unchanged from previous editions mechanically, but the Special in particular is unique in that it has gone down in price since the last model we previewed, the just over $10,000 edition from 2022. Nothing to write home about necessarily, but a unique outlier in an industry that continues to see prices creep upward, even when models remain unchanged.

These bikes make use of an 805cc SOHC V-twin engine that utilizes Suzuki Dual Throttle Valve EFI and an Auto Fast Idle System. Power is managed by a constant mesh, wide-ratio five-speed transmission and maintenance-reducing shaft drive transmission. Both have a telescopic fork with 5.5 inches travel and a link-type rear shock with seven-way preload adjustment and 4.1 inches travel. There’s a hydraulic brake setup at the front and a drum brake at the rear. Forward-mount floorboards expand the feel of the cockpit and simple cruiser styling complete with plenty of chrome offers plenty of curb appeal to each machine.

The 2025 Suzuki Boulevard C50 in Solid Iron Gray will start at $9,299. (Suzuki/)The standard C50 will be available in a Solid Iron Gray paint scheme while the C50T Special will come in a striking Pearl Brilliant White.

2025 Suzuki Boulevard C50 and C50T Special Technical Specifications and Price

| Price: | $9,299 / $9,799 (Special) | | --- | --- | | Engine: | 805cc, SOHC, liquid-cooled V-twin | | Bore x Stroke: | 83.0 x 74.4mm | | Compression Ratio: | 9.4:1 | | Fuel Delivery: | Fuel injection w/ SDTV | | Clutch: | Wet, multiplate | | Transmission/Final Drive: | 5-speed constant mesh/shaft | | Frame: | Double-cradle steel | | Front Suspension: | Telescopic fork; 5.5 in. travel | | Rear Suspension: | Link-type shock, preload adjustable; 4.1 in. travel | | Front Brake: | Hydraulic disc | | Rear Brake: | Drum | | Wheels, Front/Rear: | 16 in. / 15 in. | | Tires, Front/Rear: | 130/90-16 / 170/80-15 | | Rake/Trail: | 33.0°/NA | | Wheelbase: | 65.2 in. | | Seat Height: | 27.6 in. | | Fuel Capacity: | 4.1 gal. | | Claimed Curb Weight: | 611 lb. (C50) / 644 lb. (C50T) | | Available: | N/A | | Contact: | suzukicycles.com |

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The 2024 Harley-Davidson Road Glide 3 has yet to receive the major updates given to its two-wheeled counterpart this year. Nevertheless, the Road Glide 3 has a ton to offer in terms of tech and performance. (Harley-Davidson/)Overview

Harley-Davidson’s 2024 trike lineup features three ways (appropriately) to add a third wheel: There’s a cruiser, a bagger, and a full-dress tourer. The Road Glide 3, it hardly bears mentioning, is the bagger of the group. Like its two-wheeled counterpart, the RG3 has a frame-mounted sharknose fairing; a Milwaukee-Eight 114 engine producing a claimed 90 hp at 4,750 rpm and 119 lb.-ft. of torque at 2,750 rpm; rider aids, including cornering ABS and traction control; and an infotainment system. For 2024, however, the two-wheeled Glide was given a major overhaul that included, among other things, a more powerful Milwaukee-Eight 117 engine, revised styling, and the latest infotainment setup. We’d expect those changes to make their way to the Road Glide 3, but for now, it soldiers on without. Even still, its performance and level of equipment are nothing to sneer at.

The Road Glide 3 in Atlas Silver Metallic ($1,000 extra). With feet-forward ergos and generous wind protection—not to mention a trunk—the Road Glide 3 is ready for you to rack up some miles. (Harley-Davidson/)Pricing and Variants

The 2024 Road Glide 3 starts at $34,999; the price increases with various paint and trim options.

While the 2024 Glide moved to an all-digital dash, the Road Glide’s previous-gen marriage of digital and analog instrumentation still looks “right” and is functional to boot. (Harley-Davidson/)Competition:

Harley-Davidson Freewheeler, $31,999
Harley-Davidson Tri Glide Ultra, $37,999

News and Reviews:

2024 Harley-Davidson Road Glide 3 Claimed Specs

| MSRP: | Starting at $34,999 | | --- | --- | | Engine: | 114ci (1,868cc), pushrod-operated, overhead valves w/ hydraulic, self-adjusting lifters; 4 valves/cyl. | | Bore x Stroke: | 102.0 x 114.3mm | | Transmission/Final Drive: | 6-speed/belt | | Fuel Delivery: | Electronic Sequential Port Fuel Injection (ESPFI), throttle-by-wire | | Clutch: | Wet, multiplate w/ slip and assist; hydraulic operation | | Engine Management/Ignition: | Electronic | | Frame: | Mild-steel, square-section backbone w/ twin downtubes | | Front Suspension: | 49mm dual bending valve; 4.6 in. travel | | Rear Suspension: | Hand-adjustable emulsion rear suspension; 3.0 in. travel | | Front Brake: | 4-piston fixed caliper, 300mm dual discs | | Rear Brake: | 1-piston w/ integrated park brake, 270mm disc | | Wheels, Front/Rear: | Cast aluminum; 19 in. / 18 in. | | Tires, Front/Rear: | Dunlop Harley-Davidson Series; MT130/60-19 / 215/45-18 | | Rake/Trail: | 26.0°/4.0 in. | | Wheelbase: | 65.7 in. | | Ground Clearance: | 4.9 in. | | Seat Height: | 27.6 in. | | Fuel Capacity: | 6.0 gal. | | Wet Weight: | 1,164 lb. | | Contact: | harley-davidson.com |

The Road Glide 3 in Sharkskin Blue ($1,000 extra). (Harley-Davidson/)
The Road Glide 3 in Vivid Black ($750 extra). (Harley-Davidson/)
The sharknose fairing looks iconic and cuts through the wind to give riders generous wind protection. (Harley-Davidson/)

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The formula of what a middleweight sportbike is has been rewritten. These bikes exemplify the new era. (Jeff Allen/)
Our class of 2024 Middleweight Sportbike Comparison includes the Suzuki GSX-8R, Triumph Daytona 660, and Yamaha YZF-R7. (Jeff Allen/)
The Suzuki GSX-8R shares its engine with the V-Strom 800DE and GSX-8S. (Jeff Allen/)
The Triumph is powered by the lone triple in our trio. (Jeff Allen/)
Yamaha’s CP2 engine makes the least horsepower but stays in the hunt with solid torque delivery. (Jeff Allen/)
Flat torque curves and linear power output is what these machines are all about. (Jeff Allen/)
Sportbikes get that title for a reason, so they must prove their chops out on twisty roads. (Jeff Allen/)
The Yamaha’s engine delivers more than enough performance for fun. (Jeff Allen/)
Top-end power isn’t an issue on the Triumph Daytona 660. (Jeff Allen/)
Suzuki’s GSX-8R makes good power across the rev range. (Jeff Allen/)
The Yamaha R7’s dash feels dated, while the bike lacks electronic rider aids. (Jeff Allen/)
Suzuki’s 5-inch TFT is by far the best of our group, with easy legibility, navigation of menus, and good layout. (Jeff Allen/)
The Daytona 660’s dash sits between the others in terms of functionality and legibility. (Jeff Allen/)
These three machines all utilize more budget-friendly components than race-oriented Supersports. For the consumer that means more affordable motorcycles. (Jeff Allen/)
Yamaha’s R7 is light and agile and feels more like a hardcore sportbike than the other bikes here. (Jeff Allen/)
Triumph just missed the mark with its suspension settings, which all of us thought were overly soft and lacked damping. (Jeff Allen/)
Suzuki’s GSX-8R is so well rounded, offering good handling, great stability, and really good suspension settings. (Jeff Allen/)
The braking packages on these three bikes all do their job well but in the interests of affordability aren’t the high-end systems found on track-focused supersports. (Jeff Allen/)
There is no question that the Yamaha has the most committed sportbike riding position. (Jeff Allen/)
The Daytona 660’s riding position is right in between the other two bikes with mid-height bars, rearset footpegs, and a comfortable seat. (Jeff Allen/)
The Suzuki offers the most comfortable seating position of the three bikes, with upright bars, relaxed footpeg placement, and a comfortable seat. (Jeff Allen/)
All three of these modern middleweight sportbikes have prices that are just past the $9,000 mark. (Jeff Allen/)
They may have many things in common but ultimately these three bikes lean toward three different riders. But there is one that is versatile enough to appeal to the largest range of riders. (Jeff Allen/)
Suzuki’s 2024 GSX-8R is clearly the machine with the best balance between power, poise, refinement, comfort, and technology. (Jeff Allen/)
2024 Suzuki GSX-8R front fairing. (Jeff Allen/)
2024 Suzuki GSX-8R. (Jeff Allen/)
2024 Suzuki GSX-8R. (Jeff Allen/)
2024 Suzuki GSX-8R. (Jeff Allen/)
2024 Suzuki GSX-8R action. (Jeff Allen/)
2024 Suzuki GSX-8R. (Jeff Allen/)
2024 Suzuki GSX-8R’s Nissin brakes. (Jeff Allen/)
2024 Suzuki GSX-8R’s simple mode button. (Jeff Allen/)
2024 Triumph Daytona 660. (Jeff Allen/)
2024 Triumph Daytona 660’s front fairing. (Jeff Allen/)
2024 Triumph Daytona 660. (Jeff Allen/)
2024 Triumph Daytona 660. (Jeff Allen/)
2024 Triumph Daytona 660. (Jeff Allen/)
2024 Triumph Daytona 660. (Jeff Allen/)
2024 Triumph Daytona 660’s brakes. (Jeff Allen/)
2024 Yamaha YZF-R7’s fairing. (Jeff Allen/)
2024 Yamaha YZF-R7. (Jeff Allen/)
2024 Yamaha YZF-R7. (Jeff Allen/)
The 2024 Yamaha YZF-R7 has a fully adjustable KYB fork. (Jeff Allen/)
2024 Yamaha YZF-R7. (Jeff Allen/)
2024 Yamaha YZF-R7. (Jeff Allen/)
The 2024 Yamaha YZF-R7 comes with a Brembo front-brake master cylinder. (Jeff Allen/)
2024 Yamaha YZF-R7’s radial-mount, four-piston brake calipers and 298mm discs. (Jeff Allen/)

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Suzuki continues its parade of returning models with the 2025 Boulevard M109R cruiser, unchanged from the 2024 edition, apart from a $100 bump up to reach a $15,799 price tag.

The M109R is packing a big ol’ 1,783cc eight-valve V-twin engine housed in a double-cradle steel frame, suspended by a beefy 46mm fork that provides up to 5.1 inches of travel and a spring-preload-adjustable single shock which offers up 4.6 inches of travel.

The 2025 Suzuki Boulevard M109R cruiser in Glass Sparkle Black with chrome accents. (Suzuki/)The radial-mount dual front brakes mimic the design used on Suzuki’s GSX-R1000R and in the past have proven to provide a decent amount of stopping power for the 764-pound machine. The shaft-driven transmission promises to be light on maintenance, and elements like the five-speed gearbox and simple instrumentation hearken back to simpler times, as does the continued absence of ABS.

Since its introduction in 2006, the Boulevard M109R has become a favorite for many, particularly for taller riders who appreciate its low-slung and expansive cockpit. It also has ample power output and a unique aesthetic. A few issues do exist, of course, with less-than-impressive handling for some and in other cases riders have encountered fueling and throttle response issues, which some time in the garage and aftermarket upgrades can easily fix.

The 2025 Suzuki Boulevard M109R will start at $15,799. (Suzuki/)The 2025 edition will be available only in a Glass Sparkle Black color, replete with chrome accents that provide both a classic and classy contrast.

2025 Suzuki Boulevard M109R Technical Specifications and Price

| Price: | $15,799 | | --- | --- | | Engine: | 1,780cc, DOHC, liquid-cooled V-twin | | Bore x Stroke: | 112.0 x 90.5mm | | Compression Ratio: | 10.5:1 | | Fuel Delivery: | Fuel injection w. SDTV | | Clutch: | Wet, multiplate | | Transmission/Final Drive: | 5-speed constant mesh/shaft | | Frame: | Double-cradle steel | | Front Suspension: | 46mm inverted fork; 5.1 in. travel | | Rear Suspension: | Progressive linkage shock, spring preload adjustable; 4.6 in. travel | | Front Brake: | 2-piston calipers, dual disc | | Rear Brake: | 2-piston caliper | | Wheels, Front/Rear: | 18 in. / 18 in. | | Tires, Front/Rear: | 130/70-18 / 240/40-18 | | Rake/Trail: | N/A | | Wheelbase: | 67.3 in. | | Seat Height: | 27.8 in. | | Fuel Capacity: | 5.2 gal. | | Claimed Curb Weight: | 764 lb. | | Available: | TBD | | Contact: | suzukicycles.com |

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Racing 2025 Honda Groms at the Barber Small Bore. (Drew Ruiz/)The Barber Small Bore is a three-day small-displacement bike event hosted by Barber Motorsports Park in Leeds, Alabama. This event attracts all types of minimotos, both modern and vintage, customized and accessorized, to participate in a three-day craze of stunt shows, drag racing, GP racing, hill climbs, off-road racing, and a custom bike show. We were invited to this year’s festival to ride the 2025 Honda Grom. Miss this spring’s event? Read and watch the Top 5 Reasons to Attend the Barber Vintage Motorcycle Festival later this fall. Also read the The 10 Best Minibikes We Saw at the 2024 Barber Small Bore article.

Editor’s note: We test rode the previous version of Honda’s Grom during the 2022 Honda Grom ABS MC Commute Review and 2022 Honda Grom ABS Review. Also check out the 2019 Honda Super Cub C125 MC Commute Review, 2021 Honda Trail 125 ABS MC Commute Review, and 2019 Honda Monkey First Ride Review for more Mini Bike content.

The 2025 Honda Grom. (Drew Ruiz/)2025 Honda Grom

The Grom is American Honda’s highest-selling streetbike. For 2025, the Grom received styling updates, including a new headlight cover, front cowl, shrouds, fuel tank cover, tank cap cover, and side covers. The chassis and engine remain unchanged from 2024. Honda’s Grom is powered by a 124cc air-cooled single with a five-speed transmission. The chassis is comprised of a 31mm inverted fork, a shock with preload adjustment, 12-inch wheels, dual disc brakes, a 1.6-gallon fuel tank, and a 30-inch seat height.

The 2025 Honda Grom is powered by a 124cc air-cooled single-cylinder engine. (Drew Ruiz/)Honda offers the 2025 Grom in three trim levels starting at $3,599 for the base model, $3,699 for the SP, and $3,799 for the ABS-equipped model. The SP model is equipped with special graphics and a belly fairing, which can be purchased separately as a Honda accessory for riders wanting to add the fairing to their base-model Grom.

Honda’s Grom SP is not equipped with ABS, making it a great choice for cutting skids and popping nose wheelies. (Drew Ruiz/)The Event: Day 1

Our experience at the Barber Small Bore festival kicked off with the Honda Grom Prix. For this three-hour team endurance race we were on 2025 Honda Groms built track-ready by Man in the Box, a leading supplier in aftermarket minimoto parts. Our race Groms were equipped with MNNTHBX rearsets, clip-on bars, controls, a full Yoshimura exhaust system, Öhlins suspension, and grippy Kenda KD2 Kwick tires.

Our 2025 Honda Grom racebike was built by MNNTHBX. (Drew Ruiz/)Teams were selected at random, then an hour of practice was allotted to learn the go-kart style track and become acquainted with the 2025 Grom. After our session ended we spent some time touring the Barber Motorcycle Museum before the race began. A guided tour of the museum was a small glimpse into the impressive and expansive collection of motorcycles, cars, and memorabilia of the world’s largest motorcycle museum.

The Barber Vintage Motorsports Museum is officially the world's largest motorcycle museum according to the Guinness Book of World Records. (Drew Ruiz/)Racing began at 5 p.m. with a Le Mans-style start and would conclude just before dark at 8 p.m. Our team, The Grom Reapers, strategized to have each rider race 30-minute stints before switching. In a stacked field of fast journalists and former and current racers, we had our work cut out for us. Heading out for my first laps an hour into the race, getting up to race pace took a few laps. After finding my rhythm, I was able to chase down and pass the four other racers on the track.

Seeking an apex during the Grom Prix. (Drew Ruiz/)Having clocked the third fastest lap time of the race at 39.112 seconds, our chances of a podium were improved. Banging shifts, hitting the rev limiter, and narrowly missing the curbs lining the track eventually led to a mistake. In an attempt to dive toward an oncoming apex, I added too much rider input leading to a close encounter with the curb resulting in an off-track excursion and a lowside crash.

“Oh look, I broke the footpeg.” (Drew Ruiz/)Quickly picking the bike up and getting back on track, our beautiful race Grom now scraped up and missing half a footpeg, we were still in the race. As the race continued our team gradually clawed back into the fight for a podium after falling seven laps down from the lead.

A mandatory gas stop during the Grom Prix added another factor of strategy throughout the endurance race. (Drew Ruiz/)By the end of the race, The Grom Reapers were on the same lap as the third-place team, but making up time on a Grom was a game of attrition, and the checkered flag was thrown before we could solidify a spot on the box. The race was over and the Grom Prix podium was announced. A cheerful celebration of champagne and podium speeches concluded our first day at the Barber Small Bore festival. Tomorrow we would be spectators as we watched others compete in drag races, mini GP races, hill climbs, and pitbike racing.

Racing a Honda Grom is the epitome of “it is more fun to ride a slow bike fast than a fast bike slow.” (Drew Ruiz/)The Event: Day 2

Gray skies and rain met us on the second morning of the Barber Small Bore festival, but that didn’t stop anyone from enjoying the minimoto madness. Happily we were granted a 2025 Honda Grom to ride around the compound and attend the day’s events. We explored the compound, ventured outside the gates, and attempted a few stunts of our own before cheering on the pitbike races. The water-soaked track added to the thrills and spills as contestants put down their fastest laps.

It was a mudder! Two racers battle for position during the pitbike race. (Drew Ruiz/)Next, we attended the drag races hosted by Yoshimura. Everything from stock Groms and pitbikes to fully stretched, lowered, and nitrous-fed minimotos lined up to set the fastest time. At the start line riders ripped burnouts and banged gears as they attempted to edge out the competition. Simultaneously, the racing types headed out on the adjacent kart track to spin laps in the MiniGP.

An impressive display of talent could be found in every riding discipline at the Barber Small Bore. (Drew Ruiz/)After lunch, most of the attendees migrated to the compound’s muddy trail system to watch the most anticipated spectacle, the Mini-Moto Hillclimb. The rules were simple. The fastest rider to complete the muddy, greasy, obstacle-invested hill climb would be the winner. Only a few riders completed the entire hill climb, some more elegantly than others. The rest incited salutes as they looped out, slid out, and crashed before cresting the top.

Hold on to it, buddy. (Drew Ruiz/)Immediately after the Mini-Moto Hillclimb, the Creek Bottom Classic was set to start. The spectators and competitors all gathered around to gawk at the enduro-style race. Like all of the day’s festivities, the fun came from the thrills and spills of talented and not-so-talented riders racing in the mud.

Almost there. Just a few more inches. (Drew Ruiz/)Our final event would be a parade lap around the main track. Countless riders lined up in pit row for an escorted lap around Barber Motorsports’ premier racetrack. Spirited riding in a group of a hundred minimotos was exhilarating and terrifying. Completing the parade lap unscathed was an achievement of its own. Our day was done and dusted. We worked our way to the Vintage Bike Show to cast our votes and eat a pizza dinner before heading home. Sitting around the table telling stories of the weekend’s festivities provided endless laughs and big smiles.

A stampede of minimotos exit pit lane for the parade lap. (Drew Ruiz/)The quote on the official T-shirt of the Barber Small Bore summed up the weekend best: “In my defense, I was left unsupervised.” If I wasn’t convinced minimotos are the most fun you can have on two wheels, I am now. Attending the Barber Small Bore is an absolute must for every motorcyclist.

Minimoto parking only! A huge crowd gathered out in the woods to watch the hill climb. (Drew Ruiz/)
Honda’s Grom receives a new headlight design for 2025. (Drew Ruiz/)
The Honda Grom is an absolute blast to ride. Whether you are traveling down a country road, cruising through town, or racing on a go-kart track this minimoto provides endless fun. (Drew Ruiz/)
Updated styling for 2025 includes a new shroud design. (Drew Ruiz/)
For 2025, the Grom receives additional styling updates to the fuel tank. (Drew Ruiz/)
Laying down a few ground rules during the rider meeting ahead of the Grom Prix endurance race. (Drew Ruiz/)
The gates of motorsports heaven. (Drew Ruiz/)
The Barber Museum has some beautiful machines for every enthusiast, two wheels or four. (Drew Ruiz/)
Everyone is drawn to Kenny Roberts’ beautiful Yamaha racebike. (Drew Ruiz/)
If nothing else, the hill climb was an impressive display of durability from Honda’s minimoto line. (Drew Ruiz/)
Many tried, few succeeded. Most of the riders attempting the hill climb struggled to conquer the first log obstacle. (Drew Ruiz/)
The conventional pitbikes had the upper hand in the hill climb over the Honda Groms and Monkeys. (Drew Ruiz/)
Ready, set, go! The Grom Prix endurance race began with a Le Mans-style start. (Drew Ruiz/)
Splash… (Drew Ruiz/)
…and crash. (Drew Ruiz/)
The Buc-ee’s crew taking a minute to snack on some beaver nuggets in between races. (Drew Ruiz/)
Five racers go for glory as they sprinted toward the first turn and tried to pull a holeshot. (Drew Ruiz/)
A pair of Honda Monkeys got off to a good start during the pitbike race. (Drew Ruiz/)
Sloppy track conditions created a highly entertaining race. (Drew Ruiz/)2025 Honda Grom Technical Specifications and Price

| MSRP: | $3,599 / $3,699 (Grom SP) / $3,799 (Grom ABS) | | --- | --- | | Engine: | SOHC, air-cooled single; 2 valves/cyl. | | Displacement: | 124cc | | Bore x Stroke: | 50.0 x 63.1mm | | Compression Ratio: | 10.0:1 | | Transmission/Final Drive: | 5-speed/chain | | Claimed Horsepower: | 9.7 hp @ 7,000 rpm | | Claimed Torque: | 7.7 lb.-ft. @ 5,500 rpm | | Fuel System: | PGM-FI w/ 24mm throttle body | | Clutch: | Wet | | Engine Management/Ignition: | Electronic | | Frame: | Steel mono-backbone | | Front Suspension: | 31mm inverted telescopic fork; 3.9 in. travel | | Rear Suspension: | Single shock, preload adjustable; 4.1 in. travel | | Front Brake: | 2-piston caliper; 220mm disc, w/ optional ABS | | Rear Brake: | 1-piston caliper, 190mm disc | | Wheels, Front/Rear: | 10-spoke cast; 12 in. | | Tires, Front/Rear: | 120/70-12 / 130/70-12 | | Rake/Trail: | 25.0°/3.3 in. | | Wheelbase: | 47.2 in. | | Ground Clearance: | 7.0 in. | | Seat Height: | 30.0 in. | | Fuel Capacity: | 1.6 gal. | | Claimed Wet Weight: | 224 lb. / 227 lb. (ABS) | | Availability: | Now | | Contact: | powersports.honda.com |

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The Breakout is a slammed power cruiser featuring a Milwaukee-Eight 117 engine and miles of custom-cruiser styling. (Harley-Davidson/)Overview

The Harley-Davidson Breakout 117 is Milwaukee meat and potatoes: loads of chrome, forward controls, and a burly 45-degree V-twin engine. Brought back to the fold in 2023 after a couple of years out of production, H-D’s raked-out, fat-tired cruiser reemerged with a brawny Milwaukee-Eight 117 engine, a larger tank, a taller handlebar, cruise control, and traction control. On CW’s dyno, the Breakout produced 94.25 hp at 4,790 rpm and 118 lb.-ft. of peak torque at 3,250 rpm at the rear wheel. That’s what 1,923cc gets you. There’s no replacement for displacement. That’s just science, folks.

If the 240-section rear tire, raked-out front end, slammed rear end, and forward controls look like they’d be a recipe for miserable handling, think again. Sure, handling around town requires some muscular countersteering, but on long sweepers, the Breakout is super stable and steers predictably. It even features ABS and traction control. At the end of the day, the Breakout is all about that custom-styled stance and huge 45-degree V-twin engine. It’s Harley flexing its muscles in more ways than one: It’s a bragging-rights cruiser with a signature look, serious performance, and a made-you-look spec sheet.

That 240-section rear tire is one of the Breakout’s calling cards, both in terms of looks and in its handling characteristics. (Harley-Davidson/)Pricing and Variants

The 2024 Breakout 117 starts at $22,499 for Billiard Gray. Vivid Black costs an additional $350, while White Onyx Pearl, Blue Burst, and Alpine Green cost an additional $650 over the base price.

There’s something about the glow of neon on chrome, right? The Milwaukee-Eight 117 breathes through a Heavy Breather intake with an exposed filter. What’s cooler, an exposed air filter hanging out in the breeze or fiberglass-wrapped exhaust headers? (Harley-Davidson/)Competition:

Indian Chief, $14,999, 2023 Indian Sport Chief Buyer’s Guide

News and Reviews:

2024 Harley-Davidson Breakout 117 Claimed Specs

| MSRP: | Starting at $22,499 | | --- | --- | | Engine: | 117ci (1,923cc), pushrod-operated, 45-degree V-twin; 4 valves/cyl. | | Bore x Stroke: | 103.5 x 114.3mm | | Transmission/Final Drive: | 6-speed/belt | | Fuel Delivery: | Electronic Sequential Port Fuel Injection | | Clutch: | Wet, multiplate w/ slip and assist; cable operation | | Engine Management/Ignition: | Electronic | | Frame: | Tubular steel w/ rectangular-section backbone | | Front Suspension: | Dual-bending valve 49mm telescopic; 5.0 in. travel | | Rear Suspension: | Single shock, preload adjustable; 3.4 in. travel | | Front Brake: | 4-piston caliper, 300mm disc w/ ABS | | Rear Brake: | 2-piston caliper, 292mm disc w/ ABS | | Wheels, Front/Rear: | 21 x 3.5 in. / 18 x 8.0 in. | | Tires, Front/Rear: | Michelin Scorcher 11; 130/60-21 / 240/40-18 | | Rake/Trail: | 34.0°/5.7 in. | | Wheelbase: | 66.7 in. | | Ground Clearance: | 4.5 in. | | Seat Height: | 26.2 in. | | Fuel Capacity: | 5.0 gal. | | Wet Weight: | 683 lb. | | Contact: | harley-davidson.com |

The Vivid Black paint costs an additional $350, but can you really put a price on looking badass? (Harley-Davidson/)
The stretched-out ergos go a long way in achieving the right look. Some taller testers complained that their right knees hit the air intake. (Harley-Davidson/)
With bright paint jobs and lots of chrome, the Breakout 117 is not a motorcycle to fly under the radar. (Harley-Davidson/)

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The 2024 Suzuki GSX-8R lineup. (Suzuki/)Ups

Higher-spec suspension (compared to the the GSX-8S) carries the 8R from street to track with aplomb.
Full fairing provides smooth airflow over the rider’s helmet.
Nearly $2,500 less than a GSX-R600.

Downs

Heavier than some of its competitors.
Yeah, it’s a sportbike, but not as much performance as inline-four middelweights.

Verdict

Based on the GSX-8S middleweight streetbike, but with higher-spec suspension and a full fairing, the GSX-8R is a reasonably priced sportbike that’s far less uncompromising than Suzuki’s GSX-R race-reps. But “less uncompromising” doesn’t equal “compromised.” A rewarding ride on street and track, the 8R does justice to its famous GSX lineage.

Overview

Japanese manufacturers have long built affordable, sensible sportbikes to sit alongside their purebred race-replicas. It made good sense in the ‘90 and ‘00s as sportbike popularity was at an all-time high. Suzuki alone filled showrooms with fully faired also-rans like the Katana and RF lineup. Using more modest materials and components and less than full-fat engines, to some, they felt both different-than and less-than the GSX-R lineup. While they may not have inspired the same kind of unbridled passion that comes with uncompromising performance, they had a real place in the marketplace.

These days, the popularity of sportbikes has significantly dwindled, which gives manufacturers the opportunity to flip the script on the category, which is exactly what Suzuki has done with the new-for-2024 GSX-8R, the fully faired version of its GSX-8S middleweight streetbike. It ditches clip-ons for bar risers, its lowish footpegs don’t lodge your heels in your glutes, its suspension is tuned for road-going braking forces and less-than-perfect road surfaces, and its torquey engine is fun without having to be bounced off the rev limiter. But rather than coming across as less than a GSX-R, it capitalizes on its manifest differences. It’s a twin, first of all, so everyday-fun can be had at everyday-rpm. Ultimately, it’s just not trying too hard to be something it’s not. Less focus means more versatility. So if you can label Suzuki’s GSX-8R as “sportbike-plus” rather than “sportbike-lite,” and approach it with an open mind, it’ll surprise you with its sport-riding and trackday capability.

In the January 1994 issue of Cycle World, we said of the RF600R: “Suzuki has built a well-priced machine that shows style and intelligence, understanding that not all 600-class buyers are 17 years old and set on being the next Kevin Schwantz. It’s a good motorcycle—a very good motorcycle—that deserves an audience.”

The same can be said of the new GSX-8R, but its capability also shows just how far technology has advanced in 30 years. Because if you are 17 (if only in your mind) and still want to be Kevin Schwantz, the 8R’s saddle is a legit place from which to dream. The thing can go around a track, that’s for sure. As proof, Suzuki has even homologated the GSX-8R to race in the MotoAmerica Twins Cup.

Updates for 2024

The GSX-8R is all-new for 2024, but heavily based on the GSX-8S. The 8R is available in three colors: Metallic Triton Blue, Pearl Ignite Yellow, and Metallic Matte Sword Silver.

Pricing and Variants

The GSX-8R is available for $9,439—just $440 more than the 8S. Other than the obvious exterior differences between the 8S and the 8R, the most significant change is the suspension. The S model uses KYB units front and rear, while the R model harnesses a nonadjustable Showa SFF-BP (Separate Function Fork - Big Piston) fork with 41mm inner tubes and 5.1 inches of travel. At the rear, the 8R uses a preload-adjustable Showa shock. The 8R also ditches the naked bike’s one-piece handlebar for bars that mount to the top of the triple clamp.

Competition

The GSX-8R’s biggest competition is from Japan. First, Yamaha. Just as the 8R is based on a naked bike, Yamaha used its popular MT-07 as a starting point for the YZF-R7, which shares a name—and nothing else—from the ultra-trick homologation special from the ‘00s. Comparably priced at $9,199, the R7 uses a smaller-capacity 689cc parallel-twin engine paired with a slipper-assist clutch. While the R7 has the upper hand in the weight department, weighing a substantial 38 pounds less than the GSX-8R, it doesn’t have any electronic rider aids and a quickshifter doesn’t come standard.

Kawasaki’s Ninja 650 is available in ABS ($8,899) and non-ABS versions ($8,299–$8,499). The Ninja 650 has a TFT dash, available ABS, and traction control, but makes do with conventional fork and lacks some of the rider aids that set the GSX-8R apart (e.g., quickshifter and ride modes). The Ninja weighs in at a claimed 421–423 pounds which, like the Yamaha, is significantly lighter than the Suzuki, but it also has a smaller-capacity engine.

For $700 more than the GSX-8R, Honda’s CBR650R gets two additional cylinders. The only four-cylinder of the bunch, the CBR is also the most expensive. Like the Suzuki, it uses 41mm Showa SFF-BP (Separate Function Fork - Big Piston) units. With ABS and basic traction control, the Honda is on par with the Kawasaki in the electronics department, but lags slightly behind the Suzuki.

New from Triumph, the Daytona 660 uses a proven three-cylinder engine that produces a claimed 94 hp and 51 lb.-ft. of torque—a bit more ponies and a bit less torque than the Suzuki. The Daytona is equipped with a ride-by-wire throttle and has three ride modes that adjust throttle response, traction control, and ABS. Its dash employs a small TFT display set within a larger LCD gauge that’s a useful blend of state-of-the-art and affordability. Showa SFF-BP fork and a preload-adjustable Showa rear shock, similar equipment to what the Suzuki and Honda use, are appropriately paired to the bike’s intended use. At $9,195, it’s less expensive than the Suzuki, and carries a certain cachet that comes with the Triumph badge, which some riders will prize.

Aprilia’s RS 660 should be mentioned because it has friendly ergos and a parallel-twin engine like the Suzuki, Yamaha, and Kawasaki, but its higher price ($11,549–$13,499) elevates it into a different stratosphere—technically and on the road. Higher-spec components, more advanced electronics, and a more performance-oriented engine would give it an unfair advantage in this group. Lest we go too far down the rabbit hole, we’ll forgo mentioning the $15,495 Ducati SuperSport.

If the letters “GSX” are of special distinction to you, the 8R should have loads of appeal. Its supersweet engine and just-right blend of capability definitely make it a front-runner in this packed category.

The central LED headlights and fairing intakes share a strong family resemblance with decades of GSX-Rs. (Suzuki/)Powertrain: Engine, Transmission, and Performance

The GSX-8R uses a version of Suzuki’s new 776cc parallel-twin engine that debuted on the GSX-8S naked bike and V-Strom 800DE adventure-tourer. Suzuki claims it produces 81.8 hp at 8,500 rpm and 57.5 lb.-ft. of peak torque at 6,800 rpm. The inherent advantages of the parallel-twin configuration include having fewer parts count and a more compact layout than a V-twin. Like its competitors, it uses a 270-degree crank that gives it some V-twin-like character.

Suzuki should be applauded for building a silky smooth engine. Across the rev range it remains incredibly smooth; cruising in top gear at 5,000 rpm (about 75 mph), the engine transfers virtually zero vibrations to the rider through the footpegs or handlebars. The engine’s tractability and broad power make it ideal for blasting out of corners or for pulling away from stoplights. The combination of Suzuki’s Low RPM Assist System that increases engine speed a touch when pulling away from a stop, assist and slipper clutch, and tractable engine make stop-and-go traffic worry-free. In general, the engine is an example par excellence of what makes these modern parallel twins so good.

Regular track riders may require higher rearsets to improve cornering clearance, but most road riders will appreciate footpeg placement that maximizes comfort. (Suzuki/)Chassis and Handling

The GSX-8R’s chassis is nearly identical to the GSX-8S naked bike, but uses higher-spec suspension. While the 8S wears KYB units front and rear, the R model uses a nonadjustable Showa SFF-BP (Separate Function Fork - Big Piston) fork with 41mm inner tubes and a preload-adjustable Showa monoshock in the rear.

On the road, the setup, which is far more basic than what 600 supersports use, still provides consistent damping that handles bumps well while being firm enough to keep the bike from blowing through the suspension travel when the rider is pushing on. Handling is light and predictable with good communication from the front end, like you’d expect from Suzuki. Despite weighing in at a relatively heavy 452 pounds (the Yamaha YZF-R7 is 414 pounds and the GSX-R600 is 412 pounds), the 8R is well balanced and hides its weight. It remains responsive midway through corners, and remains super stable just about everywhere, which boosts confidence on the street and track. It may not be as natural a trackday companion as a GSX-R, but the thing will do it—and for a lot less than a Gixxer.

The license plate bracket carries the taillight so it will be difficult to add a tail tidy to clean up the rear end of the bike. (Suzuki/)Brakes

The GSX-8R uses Nissin four-piston radial-mount calipers up front with a pair of 310mm discs, and a single-piston caliper and 240mm disc at the rear. It’s a solid package that gives good power and predictable bites.

Fuel Economy and Real-World MPG

We’ve yet to get fuel-mileage figures on the GSX-8R.

The cockpit is pleasantly sparse. (Suzuki/)Ergonomics: Comfort and Utility

Suzuki spent its time developing the 8R’s aerodynamic fairing in the wind tunnel and it shows. On the racetrack, tucked behind the bubble, the rider’s helmet isn’t buffeted by unwanted turbulence, even at triple-digit speeds. On the street, the rider is protected by a pocket of clean air that lets the rider enjoy the supersmooth engine.

Unlike full-on sportbikes, the 8R’s ergos are humane and relaxed. Instead of a sportbike’s low clip-ons, the 8R’s handlebars mount to the top of the triple clamp, so even around town when there’s not enough wind to support the rider’s torso, they can still feel at ease because of the far more upright position. While the riding position is more leaned over than the 8S, it’s by no means Gixxer-like. Plus, the footpeg position is identical to the 8S, which is, well, a naked bike. If a GSX-R has the legroom of a cheap economy seat, the 8S and 8R give you room to stretch out, exit row-style.

For added utility, Suzuki’s accessory catalog offers soft side cases.

The TFT dash makes it easy to change ride modes. (Suzuki/)Electronics

The GSX-8R has three ride modes that adjust throttle response and power delivery, and four-level traction control. ABS and a bidirectional quickshifter come standard. Ride modes aren’t lean-angle-sensitive, which is appropriate in this category. The 5-inch TFT dash is intuitive to use. It’s also equipped with LED lighting. Additional features include Suzuki’s Easy Start System and Low RPM Assist System, which increases engine speed to smooth the power delivery when leaving from a standing start or riding at low speeds.

Warranty and Maintenance Coverage

There’s a 12-month, unlimited-mileage, limited warranty with the option to extend to longer cover periods via Suzuki Extended Protection.

Quality

Suzuki is known for building reliable motorcycles and the 8S is no exception. Fit and finish is typical Suzuki, which is to say, function is prized over form. No complaints here.

2024 Suzuki GSX-8R Specs

| MSRP: | $9,439 | | --- | --- | | Engine: | DOHC, liquid-cooled, four-stroke parallel twin; 4 valves/cyl. | | Displacement: | 776cc | | Bore x Stroke: | 84.0 x 70.0mm | | Compression Ratio: | 12.8:1 | | Transmission/Final Drive: | 6-speed constant mesh/chain | | Claimed Horsepower: | 81.8 hp @ 8,500 rpm | | Claimed Torque: | 57.5 lb.-ft. @ 6,800 rpm | | Fuel System: | Electronic fuel injection w/ 42mm throttle bodies, ride-by-wire | | Clutch: | Wet, multiplate; cable actuation | | Frame: | Steel tube w/ bolt-on trellis subframe | | Front Suspension: | 41mm Showa SFF-BP inverted fork; 5.1 in. travel | | Rear Suspension: | Showa monoshock, preload adjustable; 5.1 in. travel | | Front Brake: | Nissin radial-mount 4-piston calipers, 310mm discs w/ ABS | | Rear Brake: | Nissin 1-piston caliper, 240mm disc w/ ABS | | Wheels, Front/Rear: | Cast aluminum alloy; 17 x 3.5 in./17 x 5.5 in. | | Tires, Front/Rear: | Dunlop Roadsport 2; 120/70-17 / 180/55-17 | | Rake/Trail: | 25.0°/4.1in. | | Wheelbase: | 57.7 in. | | Ground Clearance: | 5.7 in. | | Seat Height: | 31.9 in. | | Fuel Capacity: | 3.7 gal. | | Claimed Wet Weight: | 452 lb. | | Contact: | suzukicycles.com |

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  View this post on Instagram      A post shared by Adam Waheed Official (@adamwaheed)

Did you know that flat-track racing is the oldest two-wheel motorsport? It’s also one of the most exciting to watch, especially in person, with racers spinning and sliding their racebikes around lightly groomed dirt tracks. Bars bang, crashes happen, all in the pursuit of crossing the finish line first. Here are the top five reasons you need to attend a 2024 AFT American Flat Track Racing round this summer.

First, of course, is the bar-to-bar racing action on high-spec single-cylinder and twin-cylinder racebikes.
The bikes. All kinds of high-end equipment. We have up-spec KTM 450 SX-F–powered bikes and we have Yamaha’s awesome MotoGP-sounding MT-07 powerplant. (Read and watch the 2021 Yamaha MT-07 Review.)
The competitors. The flat-track racing community is a fun-loving group with a lot of interesting characters who know how to go fast and have fun.
Because flat-track racing is easy to watch, there’s a great seat everywhere in the house, and the racing is really intense.
Lastly, if you’re looking for some cheap thrills this summer, check out americanflattrack.com and get your tickets to the next round.

We’ll see you in the next episode.

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The 2024 Royal Enfield INT 650. (Royal Enfield/)Ups

A faithfully interpreted retro without frills.
The most affordable twin-cylinder modern retro on the market.
Solid handling and engaging engine appeal to novice and experienced riders alike.
New for 2024, the blacked-out models come with cast wheels that accommodate tubeless tires.

Downs

At 478 pounds (claimed), it’s not super light.

Verdict

The INT 650 is the modern incarnation of Royal Enfield’s long-lost Interceptor. The air-and-oil-cooled parallel twin has a 270-degree crank and a secondary counterbalancer, decent brakes, and a solid chassis. For an affordable price, riders can romanticize a simpler time without having to experience the downsides of the real thing.

Overview

“The Enfield trademark, whether it is applied to firearms or the motorcycles with which most of us are familiar, has always been associated with machinery that scores well in the test of time. Whatever else has been said about Enfield products, they have gained a reputation for being made to last; or, as the boys in the back of the shop used to say about the Enfield motorcycle, ‘It’s not much for speed, but it sure is hell for strong.’ However, over the past few years the situation has been changing and now, with the introduction of Enfield’s 3/4-liter Interceptor, the trademark is being carried by a machine that is just as fast as it is strong—and that really says a lot.”

You’d be forgiven for thinking that commendation was in regard to the 2024 Royal Enfield INT 650. After all, Royal Enfield’s parallel twin scores well in the test of time, represents a change in the company’s trajectory, and is just as fast as it is strong—at least when compared to single-cylinder Enfields. Yet when the above excerpt appeared in the pages of Cycle World, it was not upon the modern twin’s reintroduction to the market in 2019, but way back in September of 1962. History has a funny way of repeating itself, though not without adding the odd twist here and there.

By the time Royal Enfield brought back its middleweight parallel twin, the Interceptor name had been long adopted—and trademarked—by Honda for its V-4-powered VF and VFR series motorcycles. Accordingly, the bike that once was a Royal Enfield Interceptor was reborn the INT 650 in the US. It’s marketed as “Interceptor 650″ in the rest of the world.

In reviving the motorcycle formerly known as the Interceptor, Royal Enfield took considerable risk. Outside its home market, Royal Enfield’s small-displacement singles sort of flew under the radar despite possessing a measure of renown in enthusiast circles. The 648cc twin platform, on the other hand, raised expectations, entering the brand into a competitive category it hadn’t occupied since the original Interceptor’s decline and the transference of ownership across continents.

Classic good looks and approachable performance are characteristics that put the INT 650 in good company. But Royal Enfield didn’t build a retro clone; it built a Royal Enfield. With an air-and-oil-cooled engine, “Made Like a Gun” sturdiness, and an air of simplicity, the INT 650 puts its own spin on universal appeal. With an affordable price tag, it’s practically in a league of its own.

With a best-in-the-business three-year, unlimited-mileage warranty, owners can be confident that, as we said in 1962, it’s “just as fast as it is strong—and that really says a lot.”

Updates for 2024

For 2024, the INT 650 gets its first update, receiving aluminum switch gear housings, LED lighting, adjustable clutch and front brake levers, Ceat tires, and seats with revised foam-mesh padding. New blacked-out models give customers more styling choices and, more importantly, use cast wheels that accommodate tubeless tires.

Pricing and Variants

The 2024 INT 650 starts at $6,149 for Canyon Red and Cali Green color schemes, which feature single-color tanks and chrome finishing. For $200 extra, the Black Pearl and Sunset Strip color options feature multicolor tanks. For $6,849, Black Ray and Barcelona Blue get multicolor tanks and blacked-out finishes on the engine and exhaust. They also come with cast wheels and tubeless tires.

The Continental GT ($6,349–$7,149) shares the same frame, suspension, engine, and braking components, but is recast with cafe racer styling and more tucked-in ergonomics.

Competition

While the motorcycle world is rife with classically styled twins, none are so affordable as the INT 650. If it were 1962, one would be inclined to compare the Enfield to a Triumph, but in 2024, even Triumph’s most affordable modern classic twin, the Speed Twin 900, is in a whole other ballgame on practically every level. Only Triumph’s Speed 400 (from $4,995) and Scrambler 400 X (from $5,595)—also built in India—are priced in the same region, but they’re powered by single-cylinder engines.

Looking to Japan, the Honda SCL500 (starting at $6,799) has a 471cc parallel twin and scrambler-inspired styling. Compared to the Royal Enfield it’s a far less accurate interpretation of the classic genre—no surprise, considering it’s based around the Rebel 500 platform. It also has a smaller-capacity engine.

The same can be said of the Kawasaki Eliminator ($6,649). The price may be right, but its modern cruiser styling and 451cc engine veer from the INT 650′s straightforward retro vibe and period-correct displacement. Kawasaki’s W800 definitely has the right look and feel. Its 773cc air-cooled engine even has a bevel-driven camshaft, for extra mechanical style points. But at $10,399, the W800 is $4,250 more expensive than the base INT 650.

The Enfield’s retro style, 648cc parallel-twin engine, and low price tag consolidate its place in the market—and in the hearts of owners.

For 2024, the blacked-out models feature cast-aluminum wheels that accommodate tubeless tires. (Royal Enfield/)Powertrain: Engine, Transmission, and Performance

The INT 650 has a 648cc air-and-oil-cooled engine that produces a claimed 46.8 hp at 7,250 rpm and 38.6 lb.-ft. of torque at 5,150 rpm. Those modest numbers don’t truly depict what the INT is like to ride in the real world. There’s plenty of low-end and midrange power to propel the bike through busy traffic or down a twisting canyon road, and it’ll cruise at 80 mph on the highway without being overly taxed. It revs surprisingly quickly too. With a broad spread of torque, riders can change gears wherever in the rpm range they want to without sacrificing too much shove. The engine’s 270-degree crank layout and secondary counterbalancer keep vibrations at a minimum, ensuring the 1960s parallel-twin experience isn’t so authentic as to be miserable by modern standards.

An intuitive clutch, solid gearbox action, and smooth throttle response thanks to sorted fuel injection show just how much care Royal Enfield engineers invested in its flagship twin. While there are plenty of more powerful bikes of similar engine size out there, outright power wasn’t Royal Enfield’s top priority.

Two-toned paint, spoked wheels, and cooling fins: a classic combo. (Royal Enfield/)Chassis and Handling

The INT 650 uses a steel double-downtube cradle frame developed with renowned British frame specialists Harris Performance (purchased by Royal Enfield in 2015). Weighing a claimed 478 pounds, the INT 650 is no lightweight, but it carries itself well. Steering geometry figures are a very sporty 24-degree rake and 106mm (4.2 inches) of trail, resulting in responsive yet neutral handling. Its 18-inch wheels look right without adversely affecting handling.

Nonadjustable 41mm conventional fork and twin coilover/reservoir-equipped shocks handle suspension duties, and while settings are on the softer side, the INT 650 stays composed even when ridden at a pace that 99 percent of riders will likely never approach. The INT has a bit less ground clearance than the Continental GT due to lower peg placement, but the peg feelers touch down to warn you that the limit is approaching. The centerstand is blissfully tucked away so as not to touch down during at-the-limit cornering.

Does the 1970s-inspired paint work with the ’60s design? (Royal Enfield/)Brakes

The INT 650 runs a single 320mm disc up front with a two-piston floating ByBre caliper, and a single 240mm disc and single-piston floating ByBre caliper in the rear. Bosch ABS comes standard. The braking setup has enough power and feel to keep experienced riders content. At the same time, initial engagement is friendly for less experienced riders.

Fuel Economy and Real-World MPG

Royal Enfield claims the INT 650 achieves 55.8 mpg.

The new seat has revised foam-mesh padding. (Royal Enfield/)Ergonomics: Comfort and Utility

The updated INT 650 seat is more plush than the seat on the first version. The bench-style seat and upright ergos hearken back to the do-it-all motorcycles of the ‘60s and ‘70s. There’s plenty of space to get situated in the saddle and there’s decent legroom to boot.

Traditional chromed engine is more true to the spirit of the original. (Royal Enfield/)Electronics

The INT 650 has ABS, but is devoid of any other type of rider aid. An LED headlight is a nice addition to the 2024 model update. Despite its analog looks, the INT 650 has electronic fuel injection for modern convenience (and to meet emissions standards).

Warranty and Maintenance Coverage

The INT 650 has a three-year, unlimited-mileage warranty. By contrast, most manufacturers offer a two-year warranty for streetbikes.

Quality

The INT 650′s 478-pound weight alludes to the sturdiness of its construction. While components don’t have the quality finish of higher-priced motorcycles, given the price, the INT feels nicely put together.

2024 Royal Enfield INT 650 Specs

| MSRP: | $6,149–$6,849 | | --- | --- | | Engine: | SOHC, air/oil-cooled parallel twin; 4 valves/cyl. | | Displacement: | 648cc | | Bore x Stroke: | 78.0 x 67.8mm | | Compression Ratio: | 9.5:1 | | Transmission/Final Drive: | 6-speed/chain | | Claimed Horsepower: | 46.8 hp at 7,250 rpm | | Claimed Torque: | 38.6 lb.-ft. of torque at 5,150 rpm | | Fuel System: | Electronic fuel injection | | Clutch: | Wet, multiplate slipper; cable actuation | | Engine Management/Ignition: | Electronic ignition | | Frame: | Tubular mild-steel double cradle | | Front Suspension: | 41mm conventional damping rod fork; 4.3 in. travel | | Rear Suspension: | Twin coilover shocks, preload adjustable; 3.5 in. travel | | Front Brake: | 2-piston floating caliper, 320mm disc w/ ABS | | Rear Brake: | 1-piston floating caliper, 240mm disc w/ ABS | | Wheels, Front/Rear: | 7-spoke cast alloy or spoked aluminum; 18 x 2.5 in. / 18 x 3.5 in. | | Tires, Front/Rear: | 100/90-18 / 130/70R-18 | | Rake/Trail: | 24.0°/4.2 in. | | Wheelbase: | 55.0 in. | | Ground Clearance: | 6.9 in. | | Seat Height: | 31.7 in. | | Fuel Capacity: | 3.6 gal. | | Claimed Wet Weight: | 478 lb. | | Contact: | royalenfield.com |

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Suzuki’s DR-Z125L remains a solid all-around playbike that’s ideal for young riders. (Suzuki/)Suzuki Motor USA has confirmed its popular DR-Z125L dirt bike will be returning for the 2025 model year with no updates to speak of. Everything from the engine to the graphics will be a rerun of last year’s offering, but if you’re in the market for a beginner-friendly off-road bike, that’s not necessarily a bad thing.

Related: 2025 Suzuki DR650 Preview

Truth be told the big-wheel 125 hasn’t changed much at all since its introduction in 2003, and that comes with a few upsides. The DR-Z-L’s air-cooled 124cc engine is a known factor when it comes to reliability, as is its smooth-fueling Mikuni carburetor and no-frills front disc/rear drum brake combo.

The DR-Z125L sees no changes for 2025 save for a minor $20 bump in price. (Suzuki/)All that simplicity also helps to keep costs down, making the DR-Z125L among the most affordable bikes in the segment. Suzuki has confirmed a modest price increase of just $20 for 2025, bringing the 125′s total MSRP to just $3,619.

Related: How Honda’s CRF300L Became the Bestselling Dual Sport

That’s a big chunk of change saved compared to the DR-Z’s big-wheel competitors, with Honda’s CRF125F Big Wheel retailing for $3,899 this year and Kawasaki’s KLX140R L commanding a $3,999 premium for the added displacement. Yamaha’s TT-R125LE currently undercuts the Suzuki by about $20, but pricing for the 2025 model has yet to be confirmed.

Big wheels, low seat, and oodles of user-friendliness. The DR-125L is an ideal starter bike, pitbike, or campground companion. (Suzuki/)For your money you’re getting the standard list of “big wheel” trail bike features. A 19-inch front wheel, a low seat height, a lightweight clutch, and a smooth, easygoing motor that’s nearly impossible to stall. Soft suspension with 7.1 inches of travel up front and 6.9 inches out back is ideal for new riders and low-speed shenanigans.

Street cred comes standard: The 2025 DR-Z125L remains a kickstart-only machine. (Suzuki/)The biggest difference between the Suzuki DR-Z125L and its competitors is that DR is the only bike in the segment that doesn’t include an electric starter. Kickstart-only will be a major drawback to some and added street cred to others, but for better or worse, the DR-Z125L remains a time capsule for the trail bikes of yesteryear.

The 2025 DR-Z125L is available in showrooms now nationwide.

2025 Suzuki DR-Z125L Technical Specifications and Price

| PRICE: | $3,619 | | --- | --- | | ENGINE: | 124cc, SOHC, 4-stroke, air-cooled single-cylinder | | BORE x STROKE: | 57.0 x 48.8mm | | COMPRESSION RATIO: | 9.5:1 | | FUEL DELIVERY: | Mikuni VM20SS carburetor | | CLUTCH: | Wet, multi-plate; mechanically actuation | | TRANSMISSION/FINAL DRIVE: | 5-speed/chain | | CLAIMED HORSEPOWER: | NA | | CLAIMED TORQUE: | NA | | FRAME: | Steel | | FRONT SUSPENSION: | Telescopic coil-spring fork, oil damped; 7.1 in. travel | | REAR SUSPENSION: | Link-type coil-spring shock, oil damped; 6.9 in. travel | | FRONT BRAKE: | Disc | | REAR BRAKE: | Drum | | WHEELS, FRONT/REAR: | Cast aluminum, spoked; 19 in./16 in. | | TIRES, FRONT/REAR: | 70/100-19, 90/100-16, tube type | | RAKE/TRAIL: | 27.5°/3.9 in. | | WHEELBASE: | 50.0 in. | | SEAT HEIGHT: | 32.0 in. | | FUEL CAPACITY: | 1.3 gal. | | CLAIMED WET WEIGHT: | 196 lb. | | WARRANTY: | 6 mo. | | AVAILABLE: | June | | CONTACT: | suzukicycles.com |

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Since it saw significant revisions for the 2024 model year, Kawasaki’s KX450X cross-country bike returns to the lineup unchanged for 2025. (Kawasaki/)The KX series is no stranger to podium finishes in the off-road universe, and since the line underwent a fairly major redesign last year, the KX450 motocrosser, 450SR, and cross-country-focused 450X are back for 2025 with no changes. On the 450X, Kawasaki’s engineers updated the 449cc engine’s cylinder head and intake system, modified the aluminum frame, and beefed up the brakes as well as swapping in ODI lock-on grips in 2024. The bike’s previous EFI coupler system was also ditched in favor of power modes and traction control, thus keeping this dirt bike up to date in an ever-competitive class.

The 450X’s rear linkage mounts underneath the swingarm for additional rear suspension travel. The rear suspension allows high-speed and low-speed compression damping to be tuned separately. (Kawasaki/)To recap, the 2025 KX450X retains the performance and aggressive styling of its KX450 motocrossing brother, but tweaks the setup via cross-country-specific suspension settings, 21-inch front and 18-inch rear wheels shod with enduro-type tires, and a sidestand to make the package competition-ready. The 21/18-inch wheel combo wears Dunlop AT81 tires exclusive to the X model, and pairs with the 49mm inverted coil-spring fork and fully adjustable Uni-Trak rear suspension inherited from its KX450 stablemate, though the 450X has softer spring rates and damping settings as well as shorter gear ratios to better navigate the cross-country landscape.

The 18-inch rear wheel allows for tires with larger sidewalls for a smoother ride; the KX450X wears Dunlop AT81s for better traction and resistance to pinch flats in a cross-country environment. (Kawasaki/)Ergos on the 450X were also addressed last year, resulting in new radiator shrouds, slimmer side covers, and a rear fender reshaped to minimize any hangups with riders’ knees and boots, while the handlebar and footpeg positions can be adjusted to fit rider preferences as well. The redesigned airbox now houses a new dome-shaped filter that slides out for easier maintenance thanks to a quick-release side cover, and we also see the returns of the handlebar-mounted Power mode button, allowing riders to quickly and easily switch between Normal and Mild engine mapping in the ECU (further fine-tuning is available via Kawi’s Rideology app). The bike’s selectable traction control (which can be turned off) and launch control features return on the 2025 KX450X as well.

Stopping power comes from the 270mm front petal disc, with a two-piston Brembo caliper and master cylinder arrangement, paired with a 240mm rear disc and single-piston caliper setup. The upgrade has been lauded for noticeably more stopping power than on the previous-gen bikes.

On the styling front, you’ll see no changes to last year’s sculpted bodywork, because it’s still pretty badass. Unfortunately the 2025 Kawasaki KX450X will be available only in the Lime Green color this year, but MSRP only goes up $100, with a starting price of $10,699. It’s in dealers now.

2025 Kawasaki KX450X Technical Specifications and Price

| Price: | $10,699 | | --- | --- | | Engine: | 449cc, DOHC, liquid-cooled single; 4 valves | | Bore x Stroke: | 96.0 x 62.1mm | | Compression Ratio: | 12.5:1 | | Transmission/Final Drive: | 5-speed/chain | | Claimed Horsepower: | N/A | | Claimed Torque: | N/A | | Fuel System: | DFI w/ 44mm throttle body | | Clutch: | Wet, multiplate; hydraulic actuation | | Frame | Aluminum perimeter | | Front Suspension | 49mm inverted fork, compression and rebound damping adjustable; 12.0 in. travel | | Rear Suspension | Uni-Trak shock, preload, compression and rebound damping adjustable; 12.1 in. travel | | Front Brake | 2-piston caliper, semi-floating 270mm petal disc | | Rear Brake | 1-piston caliper, 240mm petal disc | | Wheels: | Aluminum spoke; 21/18 in. | | Tires (Front, Rear): | 80/100-21; 120/80-18 | | Rake/Trail | 27.0°/4.6 in. | | Wheelbase | 58.3 in. | | Seat Height | 37.4 in. | | Ground Clearance: | 13.2 in. | | Fuel Capacity | 1.6 gal. | | Claimed Curb Weight | 250 lb. | | Contact: | kawasaki.com |

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The GSX-8S is a stylish and modern entry into the midsize naked-bike category. (Suzuki/)Ups

First new Suzuki engine in years
Engine and chassis designed in synchrony
Bidirectional quickshifter standard
Decent, name-brand suspension and brakes

Downs

Angular looks don’t appeal to all
Power figure won’t win many boasting matches
Strong competition from rivals in this part of the market
Parallel-twin engines tend to lack the visceral appeal of V-twins or inline-fours

Verdict

No company’s range seems complete without a midsize, twin-cylinder naked bike that fulfills the essential idea of a motorcycle without being pigeonholed into subgenre. For Suzuki that machine is the GSX-8S, a technological quantum leap forward compared to the SV650 and GSX-S750 that have long filled the space. Strong styling and high equipment levels allied to a clean-sheet design for the engine and chassis make it one of the most anticipated Suzukis in years.

The GSX-8S is available in three color options: white with blue wheels and subframe (seen here), blue with blue wheels and subframe, and all black. (Suzuki/)Overview

In 1999 Suzuki shook up the establishment with the SV650; a true do-anything bike that was simultaneously capable, fun, and incredibly affordable. It could commute or cross continents and was as happy on track as on tour. The GSX-8S looks to build on that success, as the modern-day naked for the next generation of Suzuki riders.

Suzuki is undoubtedly proud of the GSX-8S and the careful steps engineers took to ensure that the bike would appeal to a wide range of riders, regardless of age or experience. Performance is important, but so too is balance, and in the GSX-8S, Suzuki aimed to find the middle ground between engine and suspension performance, ergonomics, and features.

An aggressive, mass-forward look falls in line with Suzuki’s new-generation styling concept, while a modest, but full-featured electronic rider-aid suite includes all the technology you’ll need in a bike aimed at everything from daily commutes to weekend trips to your favorite canyon roads.

While the GSX-8S has a longer-than-expected wheelbase, chassis geometry was adjusted to ensure nimble handling. (Suzuki/)Updates for 2023

Entirely new for 2023, the GSX-8S is one of two bikes (the other is the V-Strom 800DE) debuting Suzuki’s 82 hp, 776cc parallel-twin engine, which is expected to become a mainstay across multiple models for many years to come.

The chassis is a new design as well, while Suzuki has turned to notable suppliers for suspension and brakes.

Pricing and Variants

Just one version of the GSX-8S is available, so your choices are simply between three color options: white with blue wheels and subframe, blue with blue wheels and subframe, and all black. Suzuki does offer a whole range of accessories to tailor the bike to personal taste.

The GSX-8S has one of the boldest designs of any Suzuki released in recent years. (Suzuki/)Competition

There’s no shortage of competition in this part of the market, although few bikes exactly match the GSX-8S’s mix of power, torque, and weight.

Slightly below it, there are machines like the Yamaha MT-07 ($8,199), Suzuki’s own SV650 ($7,849), and the Kawasaki Z650 ($7,749). The Honda CB650R ($9,399), Triumph Trident 660 ($8,595), and Aprilia Tuono 660 ($10,499) are all worthy contenders, as is KTM’s 790 Duke ($9,199). The Ducati Monster Plus ($12,995) is much more expensive, but another example of a great naked bike that’s loads of fun around town.

Distinctive short muffler is used, with an exhaust note that’s intended to bring some personality to the all-new parallel twin. (Suzuki/)Powertrain: Engine, Transmission, and Performance

Suzuki took its time to develop the GSX-8S’s engine. It features some now familiar ideas—a 270-degree crankshaft, for instance, to give a V-twin-style throb—and some more novel ones including a patented dual balancer shaft setup to limit vibes. The 84mm bore and 70mm stroke are pretty moderate, particularly compared to Honda’s recently announced (but not yet available) Hornet (87 x 63.5mm) and KTM’s 790 Duke (88 x 65.7mm). This contributes to a strong 57.5 lb.-ft. of torque that peaks at 6,800 rpm, but it hits nearly that number several thousand rpm lower. The 82 hp power peak arrives at 8,500 rpm.

The GSX-8S features all the tech you’d expect in 2023, including ride-by-wire throttles that allow multiple modes and torque maps. Uneven-length intakes in an underseat airbox boost torque, while the engine breathes out via an under-belly exhaust.

The six-speed transmission is fitted with a bidirectional quickshifter, with rev-matching auto-blipper, and assist-and-slipper clutch as standard.

KYB fork uses dedicated suspension settings, but is nonadjustable. (Suzuki/)Chassis/Handling

Like the engine, the GSX-8S’s frame is an all-new design, but one that doesn’t set out to rewrite the rulebook. Two steel upper rails run above the engine, with a trellis-style section of chassis between the headstock and the upper engine mounts, and a pressed and welded steel section behind the motor to hold the aluminum swingarm.

At the back, the tubular steel subframe is a bolt-on design. The wheelbase is longer than you might expect, at 57.7 inches, and the 25-degree rake suggests a moderate balance between agility and stability.

KYB provides the nonadjustable USD fork and the rear monoshock. The cast alloy wheels are 17-inchers, with a surprisingly wide 180-section rear—substantially broader than the 160-section used on the more powerful Honda CB750 Hornet—to give a muscular look. The seat height is a modest 31.9 inches.

Nissin brakes are used front and rear, with four-piston front caliper biting on 310mm discs. (Suzuki/)Brakes

Radial Nissin four-pot calipers on the front clamp a pair of 310mm discs, with the usual single-piston sliding caliper at the rear on a smaller 240mm rotor. ABS comes standard.

Fuel Economy and Real-World MPG

Suzuki’s claimed economy figures, tested under WMTC conditions, are 56 mpg (US). With a 3.7-gallon tank that suggests a range of 207 miles is theoretically possible.

Ergonomics: Comfort and Utility

The parallel-twin engine isn’t just simpler and more compact than a V-twin, it also helps improve the riding position, allowing the rider to sit further forward. A wide and relatively tall bar is paired to low pegs mounted almost directly beneath the seat for a riding position that’s both comfortable and gives plenty of control. Accessories including a small screen, soft luggage, and heated grips should all help boost the GSX-8S’s longer-range prospects.

A 5-inch TFT display offers a look at important information. The GSX-8S has three ride modes, and three traction control settings, plus off. (Suzuki/)Electronics

Three riding modes are on offer—A, B, and C (for “Active,” “Basic,” and “Comfort”)—each with a different throttle map to alter the power delivery. There’s also a trio of traction control settings with different levels of intervention, and standard ABS, although these systems don’t have the IMU needed to make them lean-angle sensitive. There’s full LED lighting, as you’d expect in 2023, and a 5-inch, color TFT dash with a choice of modes.

Additional technologies include Suzuki’s Easy Start System and Low RPM Assist System, which increases engine speed to smooth the power delivery when leaving from a standing start or riding at low speeds. As previously mentioned, a bidirectional quickshifter comes standard.

Warranty and Maintenance Coverage

There’s a 12-month, unlimited-mileage, limited warranty with the option to extend to longer cover periods via Suzuki Extended Protection.

2023 Suzuki GSX-8S Claimed Specs

| MSRP: | $8,849 | | --- | --- | | Engine: | DOHC, 776cc, liquid-cooled parallel twin, 4 valves/cyl. | | Bore x Stroke: | 84.0mm x 70.0mm | | Transmission/Final Drive: | 6-speed/chain | | Fuel Delivery: | Electronic fuel injection w/ 42mm throttle bodies | | Clutch: | Wet, multiple disc | | Engine Management/Ignition: | Ride-by-wire with multiple modes | | Frame: | Steel tube frame with bolt-on trellis subframe | | Front Suspension: | KYB inverted fork; 5.1 in. travel | | Rear Suspension: | KYB shock, preload adjustable | | Front Brake: | Nissin radial-mount 4-piston calipers, 310mm discs w/ ABS | | Rear Brake: | Nissin 1-piston caliper, 240mm disc w/ ABS | | Wheels, Front/Rear: | Cast-aluminum alloy; 17 in./17 in. | | Tires, Front/Rear: | 120/70-17 / 180/55-17 | | Rake/Trail: | 25.0°/4.1 in. | | Wheelbase: | 57.7 in. | | Ground Clearance: | 5.7 in. | | Seat Height: | 31.9 in. | | Fuel Capacity: | 3.7 gal. | | Wet Weight: | 445 lb. | | Contact: | suzukicycles.com |

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Suzuki has a number of new motorcycles returning unchanged for 2025, among them the middleweight GSX-R600. This sportbike will come in a few new colors, and will start at $11,999.

It’s not clear how many more years the platform will have, considering the fact that we’ve seen other manufacturers do away with their four-cylinder supersports in the US in favor of parallel-twin-powered middleweights (looking at you, Yamaha). Suzuki brought its own version to market recently with the GSX-8R, so if the trend turns out to be predictive, we might not have many years left to enjoy the 599cc machine. Particularly when many racers make use of the GSX-R750 in supersport-class competition when permitted.

The 2025 GSX-R600 in Pearl Brilliant White and Metallic Matte Stellar Blue. (Suzuki/)Although, we have seen the class of bikes defy expectations of late, with other makers revamping models in significant ways, so perhaps the doom-and-gloom attitude toward these machines is no longer appropriate.

As for the GSX-R600, it’s the same supersport many have grown to love in the 13 years since its last major upgrade. The mill’s output can be tailored via the Suzuki Drive Mode Selector system which allows for selection between two different engine maps. The platform is suspended by a Showa Big Piston Front Fork and Showa shock, it has Brembo Monoblock calipers at the front, a back-torque-limiting clutch eases downshifts, and a number of MotoGP-derived elements enhance performance character, from the valve-lift profiles to the ignition control programming.

It also remains a remarkably popular model, with it ranking high in our research of the models readers want reviewed earlier this year.

The 2025 Suzuki GSX-R600 in Solid Iron Gray and Glass Sparkle Black. (Suzuki/)Since the new color options are the only points of difference from the 2024 editions, we’d be remiss if we did not describe what will be available. The GSX-R600 will be dressed in either Pearl Brilliant White and Metallic Matte Stellar Blue or Solid Iron Gray and Glass Sparkle Black. For those who want a classic Suzuki vibe, the GSX-R600Z will be available in Pearl Brilliant White and Metallic Triton Blue.

Suzuki’s 2025 GSX-R600Z in Pearl Brilliant White and Metallic Triton Blue. (Suzuki/)2025 Suzuki GSX-R600 Technical Specifications and Price

| Price: | $11,999 | | --- | --- | | Engine: | 599cc, DOHC, liquid-cooled inline-4 | | Bore x Stroke: | 67.0 x 42.5mm | | Compression Ratio: | 12.9:1 | | Fuel Delivery: | Fuel injection SDTV | | Clutch: | Wet, multiplate | | Transmission/Final Drive: | 6-speed constant mesh/chain | | Frame: | Twin-spar aluminum | | Front Suspension: | Showa Big Piston fork, spring preload, compression and rebound damping adjustable; 4.7 in. travel | | Rear Suspension: | Showa shock, spring preload, compression, and rebound damping adjustable; 5.1 in. travel | | Front Brake: | Brembo Monoblock 4-piston calipers, 310mm discs | | Rear Brake: | Nissin 1-piston caliper 220mm disc | | Wheels, Front/Rear: | 3-spoke cast aluminum; 17 in. / 17 in. | | Tires, Front/Rear: | 120/70-17 / 180/55-17 | | Rake/Trail: | N/A | | Wheelbase: | 54.5 in. | | Seat Height: | 31.9 in. | | Fuel Capacity: | 4.5 gal. / 4.2 gal. (CA model) | | Claimed Curb Weight: | 412 lb. | | Available: | TBD | | Contact: | suzukicycles.com |

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The 2024 Harley-Davidson Fat Boy 114 is a cornerstone of The Motor Company’s cruiser offerings. (Harley-Davidson/)Overview

Since its introduction in 1990, the Harley-Davidson Fat Boy has been a pillar of The Motor Company’s cruiser lineup—maybe somewhat surprisingly given an easy-to-mock name like Fat Boy. But what’s behind its staying power? As CW said in its review of the original Fat Boy back in January of 1990: “What’s different is the Fat Boy’s monochromatic paint and beefier styling, making it seemingly more solid than any other machine in the H-D lineup.” The Fat Boy’s sweeping handlebars, wide aluminum-dish wheels, and, ahem, “husky” proportions have persisted through three-plus decades of development.

The latest-generation model, introduced in 2018 was available with 107ci or 114ci Milwaukee-Eight engines until 2020, when the full-fat M-8 114 engine became the only option. The M-8 114 is, amazingly, the smallest-capacity Big Twin currently in the lineup, and produces a claimed 94 hp at 4,750 rpm and 119 lb.-ft. of torque at 3,000 rpm. So even though the Fat Boy doesn’t use the 117ci engine like other models in the cruiser lineup (e.g., Breakout 117, Low Rider S, Low Rider ST), it hardly feels like a blight on its copybook. While it’s an intentionally bare-bones motorcycle, ABS and cruise control come standard. To quote David Edwards’ parting thoughts from 1990: “But it still has a silly name.” In the long run, it doesn’t seem like that’s hurt it.

The Fat Boy uses the proven Milwaukee-Eight 114 engine. (Harley-Davidson/)Pricing and Variants

The 2024 Fat Boy 114 in Billiard Gray for $21,999. Opting for Vivid Black adds $350; Red Rock, $525; or Sharkskin Blue, $650.

Lakester disc wheels aren’t the solid discs that the Fat Boy debuted with in 1990, but help the motorcycle be less affected by crosswinds. (Harley-Davidson/)Competition:

Indian Chief, $14,999
Harley-Davidson Breakout 117, $22,499

News and Reviews:

2024 Harley-Davidson Fat Boy 114 Claimed Specs

| MSRP: | Starting at $21,999 | | --- | --- | | Engine: | 114ci (1,869cc), 45-degree V-twin; 4 valves | | Bore x Stroke: | 102.0 x 114.3mm | | Transmission/Final Drive: | 6-speed/belt | | Fuel Delivery: | Electronic Sequential Port Fuel Injection | | Clutch: | Wet, multiplate w/ slip and assist function | | Engine Management/Ignition: | Electronic | | Frame: | Tubular steel w/ rectangular-section backbone | | Front Suspension: | Dual-bending valve 49mm telescopic; 5.1 in. travel | | Rear Suspension: | Monoshock, preload adjustable; 3.4 in. travel | | Front Brake: | 4-piston caliper, 300mm disc w/ ABS | | Rear Brake: | 2-piston caliper, 292mm disc w/ ABS | | Wheels, Front/Rear: | Cast aluminum; 18 in. / 18 in. | | Tires, Front/Rear: | Michelin Scorcher 11; 160/60-18 / 240/40-18 | | Rake/Trail: | 30.0°/4.1 in. | | Wheelbase: | 65.6 in. | | Ground Clearance: | 4.5 in. | | Seat Height: | 26.6 in. | | Fuel Capacity: | 5.0 gal. | | Wet Weight: | 699 lb. | | Contact: | harley-davidson.com |

The Fat Boy 114 in the Red Rock color ($525 extra). (Harley-Davidson/)
The Fat Boy’s base-price color is Billiard Gray. (Harley-Davidson/)
The ’57 Chevy-esque headlight nacelle and “beer can” fork covers give the Fat Boy a pure Americana look. (Harley-Davidson/)

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The 2024 Ducati Hypermotard 698 Mono. (Ducati/)Ups

The Hypermotard 698 Mono is the first model to use the new Superquadro Mono, the first production single-cylinder engine since the legendary Supermono.
Up-spec electronics with slide-by-brake functionality.
With a 333-pound claimed wet weight and a lively powerband, the Hypermotard Mono 698 is one spicy meatball.

Downs

Versatile it is not: see Peter Egan’s proverbial “Toy bike.”
Small display makes it annoying to change rider-aid settings.
Ultra-responsive handling and immediate throttle response is not a great combo for inexperienced riders.

Verdict

The Hypermotard 698 Mono continues Ducati’s storied history of single-cylinder production. The Hyper Mono is all about unadulterated fun; it’s got verve, this thing. And since it’s a Ducati, it’s loaded with tech.

Overview

The 2024 Hypermotard 698 Mono is a return, a new beginning, and—as an attempt to bring in new riders to the Ducati family—an impolite gesture at conventional thinking.

For the first 25 years of building engines—beginning with the Cucciolo in 1946—Ducati was synonymous with single-cylinder engines. Then, in March 1970 Ing. Fabio Taglioni made the first sketches of what would become his famous 90-degree V-twin. Off the drawing board, the result was good; very good. So good that by 1974 Ducati produced its final sporting single, the 250 Desmo. Come the end of the decade, it abandoned its maligned parallel twin (you can almost hear Taglioni saying, “I told you it was a bad idea”), and aborted its equally poor two-stroke off-road offering. It’s at this point in the story, Ducatisti can breathe a sigh of relief as the brand’s future path toward glory is placed firmly in the hands of its renowned V-twins.

Until the introduction of the Desmosedici Stradale V-4, the only non-twin to leave Borgo Panigale was the spectacular Supermono. From 1993–1995, at the dawn of a golden era in Ducati’s history, the Supermono leapt from the production line to universal adoration. The Supermono used the horizontal cylinder from the 888 Corsa superbike with a doppia bielletta (double con-rod) counterbalancer system ensconced in a racy design by Pierre Terblanche. It’s since become a holy grail of collectibility. We should also mention that the Supermono was designed under the guidance of Claudio Domenicali (now Ducati’s CEO), and the first racers were tested by Davide Tardozzi (current Ducati Lenovo team manager).

Since then, Ducatisti (well, some of us anyway) have been begging for a new single-cylinder desmo. It certainly didn’t escape our notice that the Superquadro was just languishing back in Borgo Panigale, as if waiting for someone to knock a cylinder off and call the day blessed.

For 2024, Ducati has introduced the Superquadro Mono engine, and given it to the world in the Hypermotard 698 Mono. If ever there was a middle finger to the motorcycling establishment, this is it. Supermotard-inspired motorcycles sell in small numbers. As do singles. But if Ducati can sell, say, 3,000 units per year, it will be job done.

Ducati says its target customer for the Hypermotard 698 Mono is around 25 years old—riders who are coming to the brand for the first time. What an introduction it would be. With a rowdy, high-performance engine, performance-focused rider aids like slide-by-brake (hey guys, watch this!), and an ultra-quick steering chassis setup, this single-cylinder Hyper is the spark notes of Ducati history. And it’s a wild ride. Ah, to be young again.

Updates for 2024

The Ducati Hypermotard 698 Mono is an all-new model based around an all-new engine platform.

The 659cc single-cylinder engine produces a claimed 77.5 hp at 9,750 rpm and 46.5 lb.-ft. of torque at 8,000 rpm. In typical Ducati fashion, the Hyper Mono has a steel trellis frame and uses fully adjustable suspension and Brembo brakes. Performance-oriented rider aids, LED lighting, and an up/down quickshifter (standard on the RVE version) round out the package. With a claimed wet weight of 333 pounds and a short 56.8-inch wheelbase, the Hypermotard Mono is one sharp-edged tool. If it’s intended to give riders their first impression of Ducati, that impression certainly emphasizes performance and thrills, which we think is a great way to get riders hooked on the Borgo Panigale brand. In some ways, it’s the anti-Scrambler.

Pricing and Variants

The Hypermotard 698 Mono is priced at $12,995 for Ducati Red and $14,495 for the RVE version. The latter has a graffiti-inspired livery and a bidirectional quickshifter (which is also available in the accessory catalog).

Competition

The Hyper Mono competes directly with the single-cylinder supermoto offerings from the Pierer Mobility Group: the KTM 690 SMC R, the Husqvarna 701 Supermoto, and the GasGas SM 700, all of which are nearly clones of one another, except in some of the details (seat heights, wheel types, etc.).

On the spec sheets, there’s not a lot between them. The KTM/Husqvarna/GasGas all have lean-angle-sensitive rider aids, similar chassis geometry to the Ducati (the Hyper has 26.1 degrees of rake and 4.2 inches of trail, which is comparable to the 26.4 degrees of rake and 4.2 inches of trail on the GasGas SM 700), and similar engine output. The Ducati produces 3.5 more horsepower (claimed), but 8 fewer pound-feet of torque. The Ducati’s electronics package may have the edge, however, with loads of adjustability and a next-level slide-by-brake function.

Until we do a comparison test, it’s impossible to know how the spec sheets translate to real-world performance. Even then, it all may be irrelevant to the purchase decision unless the goal is ultimate performance on the track. The ace in the Hyper’s sleeve is that, well, it’s a Ducati and that it’s the first model with the new Superquadro Mono engine.

If one would like to stay within the Ducati family, the Hypermotard 950 ($15,295) is a natural step up. Compared to the Hyper Mono, think of it as a Super Hyper. It’s still wild and woolly and has that supermoto vibe, but its larger engine makes it far more practical for everyday riding.

The Hypermotard 698 Mono in action. (Ducati/)Powertrain: Engine, Transmission, and Performance

The Hypermotard 698 Mono produces a claimed 77.5 hp at 9,750 rpm and 46.5 lb.-ft. of torque at 8,000 rpm. More than 70 percent of the max torque is available at 3,000 rpm, and more than 80 percent between 4,500 and 10,250 rpm.

The Superquadro Mono’s design begins with the least expensive technology: that which is already paid for. That is the cylinder head from its 1299 Panigale, placed atop a new, compact and short front-to-back, vertically split die-cast single-cylinder crankcase. “Superquadro” is Italian for “oversquare,” and with a 116mm bore and 62.4mm stroke (for a bore/stroke ratio of 1.86) it’s more oversquare than any engine in MotoGP, in which the limit is set at 1.67. The separate cylinder liner is hard-plated aluminum, just like in Ducati’s unobtanium Superleggera.

Primary balance—a hallmark of Ducati’s 90-degree cylinder arrangements—is achieved in the Superquadro Mono via a pair of gear-driven crank-speed shafts carrying eccentric weights. One is ahead of the crank; the other is behind.

In-Market Editor Bradley Adams says: “The (absolutely gorgeous) single-cylinder engine has more off-bottom grunt than the numbers and talk of ‘high-revving performance’ suggests. Revs build quickly though, and you’re into the 10,250 rpm rev limiter sooner than expected. It’s a more lively, on-edge package than what we’ve experienced from the competition, and at the racetrack especially, it keeps you on your toes. There’s very little of that lumpy, big-bore single sensation down low.”

Adams notes that a tall first gear and a light clutch pull means one has to pay attention to throttle inputs to prevent stalling when taking off. Road riders will appreciate those counterbalancers, which keep vibration at a respectable level.

The Hypermotard is supposed to be an edgy, thrilling motorcycle. And it is. Throttle response is pretty aggressive in Sport mode, but riders who wish to tame the beast can switch it to Road mode to soften on/off throttle transitions.

Given the price, it would have been nice to see Ducati include the bidirectional quickshifter on the base model, but it is available in the accessory catalog for $341.70 (plus installation—that’s where they get you…).

The Superquadro Mono. What other models will it land in? (Ducati/)Chassis and Handling

The Hypermotard 698 Mono uses a steel trellis frame with a 26.1-degree rake and 4.2-inch trail for stable yet agile steering. It uses fully adjustable suspension with a 45mm Marzocchi fork and a Sachs rear monoshock. Cast-aluminum wheels minimize unsprung mass.

Adams notes: “Steering is fast as you want with a short wheelbase and heavy front-end weight bias. It feels like you can flick the bike through tight right-left-right chicanes by just sneezing on the inside bar and peg, which, more importantly, means the bike should carve through city streets with ease. It’s usually on the right side of twitchy, with enough stability to feel comfortable in faster corners. The best part is front-end feel at corner entry; it’s shocking how hard you can load the tire as you stab the brakes and pitch the bike into a turn.”

He goes on to say, “Handling is not perfect though.… You can feel the chassis flirting with that line between predictable and on-edge, and it occasionally veers over the wrong side of that line. Things happen quickly, which makes you feel alive, but also like you’ve had a few too many Monsters [he means the energy drink, not the Ducati model] and should try to calm down a bit.”

So while it may not be a 450 MX-based supermoto, the 698 trods down the supermoto path further than its twin-cylinder big brother. Find the tightest corners around, jam the brakes on to transfer weight to the front tire, slam it on its side to minimize time spent on the edge of the tire, and get on the gas…

The base model, pictured here with Termignoni exhausts, sump guard, and carbon fiber headlight fairing from the accessory catalog. (Ducati/)Brakes

A single 330mm front rotor is matched to a Brembo M4.32 caliper to reduce unsprung mass while delivering all the requisite stopping power. Cornering ABS compliments of Bosch comes standard.

Fuel Economy and Real-World MPG

We do not have fuel economy numbers at this time.

The 17-inch wheels shod in sticky Pirelli rubber, long-travel suspension, and a booming single are a recipe for fun. (Ducati/)Ergonomics: Comfort and Utility

There are few who are going to think a single-cylinder supermoto is a practical motorcycle. In fact, it may be one of the most impractical motorcycle types around. It’s a toy—in the best possible sense.

Back in 1998, Peter Egan wrote a great story called “Real Versus Toy Bikes.” In it, he writes: “No Real bike ever came with desmodromic valve actuation. How would you adjust them on the road from Kathmandu to Gorakhpur?”

Egan wrote that five years before the Multistrada came out (that’s a Real bike with desmo valve actuation!). While the Hypermotard 698 Mono requires desmo servicing only every 18,000 miles—so one could definitely make it to Gorakhpur without needing to pack feeler gauges—it’s Egan’s distinction between Real and Toy bikes that matters here. The Hypermotard Mono is unabashedly a toy.

As Adams says: “Fun as supermotos might be, they aren’t winning any awards for long-range comfort or versatility, and that’s especially the case with this more pointed offering.”

On the plus side, supermotos’ upright ergos are a respite from a sportbike’s full tuck. Take the positives where you can.

The Hyper’s LCD dash is a bit of a letdown. TFT dashes make it easy to navigate menus. The lack of one proves frustrating on the Hyper Mono. (Ducati/)Electronics

The Hypermotard 698 Mono has a host of rider aids to alter the bike’s performance. Four ride modes (Sport, Road, Urban, and Wet) allow control of power modes (i.e., throttle response and power output), wheelie control, traction control, engine-braking, and ABS. Each parameter can be adjusted within each mode, just like on Ducati’s range-topping offerings.

Of special note is the slide-by-brake function that lets riders safely use the brake to slide the back end into corners. Adams says, “Depending on the mode (1 through 4) and bike positioning, the system adjusts ABS pressure to enable the rear tire to step out as you slide into a corner. The hard part? Granting enough trust in the system and not trying to override it with choppy inputs once a slide begins.”

These days, Ducati prides itself on how much it innovates in the field of electronics, and this latest function is further evidence of how much it’s invested.

Functionality aside, Adams notes it’s difficult to adjust all the electronic settings on the small 3.8-inch LCD display.

Warranty and Maintenance Coverage

Ducati includes a two-year, unlimited-mileage warranty.

Quality

Fit and finish is top-notch for the category. The Hypermotard 698 Mono requires servicing every 9,000 miles, or 24 months, while the desmo valves require inspection every 18,000 miles—which is a lot of miles to rack up on a supermoto.

2024 Ducati Hypermotard 698 Mono Claimed Specs

| MSRP: | $12,995 / $14,495 (RVE) | | --- | --- | | Engine: | Liquid-cooled, desmodromic timing single; 4 valves/cyl. | | Displacement: | 659cc | | Bore x Stroke: | 116.0 x 62.4mm | | Compression Ratio: | 13.1:1 | | Transmission/Final Drive: | 6-speed/chain | | Claimed Horsepower: | 77.5 hp @ 9,750 rpm | | Claimed Torque: | 46.5 lb.-ft. @ 8,000 rpm | | Fuel System: | EFI w/ 62mm throttle body; ride-by-wire | | Clutch: | Wet, multiplate slipper and self-servo function; hydraulic actuation | | Frame: | Tubular steel trellis | | Front Suspension: | 45mm Marzocchi fork; fully adjustable; 8.5 in. travel | | Rear Suspension: | Sachs monoshock; fully adjustable; 9.4 in. travel | | Front Brake: | Brembo M4.32 caliper, 330mm disc w/ Bosch cornering ABS | | Rear Brake: | 1-piston floating caliper, 245mm disc w/ Bosch cornering ABS | | Wheels, Front/Rear: | Y-shaped 5-spoke alloy; 17 x 3.5 in. / 17 x 5.0 in. | | Tires, Front/Rear: | Pirelli Diablo Rosso IV; 120/70ZR-17 / 160/60ZR-17 | | Rake/Trail: | 26.1°/4.2 in. | | Wheelbase: | 56.8 in. | | Seat Height: | 35.6 in. | | Fuel Capacity: | 3.0 gal. | | Claimed Wet Weight: | 333 lb. | | Contact: | ducati.com |

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Suzuki keeps tradition alive and well with the announcement of its 2025 GSX-R750 sportbike, unchanged for yet another year, though available in some updated colors. The bike will start at $13,149.

There are a lot of reasons the 750 has maintained its place in the brand’s lineup. For those who like a bit of nostalgia, the platform hearkens back to the original Suzuki superbike from 1986. It has remained unchanged now for going on 13 years, so lacks many of the modern electronic upgrades that have become standard on other models, coming with only the Suzuki Drive Mode Selector system and an electronically controlled steering damper. A boon to those who prefer a more analog experience on the road or track.

The 2025 Suzuki GSX-R750 in Pearl Brilliant White and Metallic Matte Stellar Blue. (Suzuki/)It provides 600-level agility with an engine that feels like a “race-prepped 600 with a beefier bottom-end,” according to our tester during our last ride on the platform. It’s proven its chops in the MotoAmerica Supersport class and has become known as a remarkably comfortable and easy-to-ride motorcycle for street riders.

For a little refresher, the GSX-R750 is powered by a 750cc inline-four that we’ve found is capable of putting down around 121.5 hp at the rear wheel. It utilizes a 600-style chassis with a Showa Big Piston Front Fork and a Showa shock, along with Brembo Monoblock calipers at the front. It has a back-torque-limiting clutch, a built-in lap timer and programmable shift light, and a cockpit that eagerly welcomes a wide variety of riders.

2025 Suzuki GSX-R750 in Solid Iron Gray and Glass Sparkle Black. (Suzuki/)Beyond that, there’s not a whole lot to say. The GSX-R750 will be available in Pearl Brilliant White and Metallic Matte Stellar Blue or a combination of Solid Iron Gray and Glass Sparkle Black. A GSX-R750Z edition will also be available, coming in Suzuki’s classic Pearl Brilliant White and Metallic Triton Blue.

2025 Suzuki GSX-R750Z in the classic Pearl Brilliant White and Metallic Triton Blue color. (Suzuki/)2025 Suzuki GSX-R750 Technical Specifications and Price

| Price: | $13,149 | | --- | --- | | Engine: | 750cc, DOHC, liquid-cooled inline-4 | | Bore x Stroke: | 70.0 x 48.7mm | | Compression Ratio: | 12.5:1 | | Fuel Delivery: | Fuel injection SDTV | | Clutch: | Wet, multiplate | | Transmission/Final Drive: | 6-speed constant mesh/chain | | Frame: | Twin-spar aluminum | | Front Suspension: | Showa Big Piston Fork, spring preload, compression and rebound damping adjustable; 4.7 in. travel | | Rear Suspension: | Showa shock, spring preload, compression, and rebound damping adjustable; 5.1 in. travel | | Front Brake: | Brembo Monoblock 4-piston calipers, 310mm discs | | Rear Brake: | Nissin 1-piston caliper 220mm disc | | Wheels, Front/Rear: | 3-spoke cast aluminum; 17 in. / 17 in. | | Tires, Front/Rear: | 120/70-17 / 180/55-17 | | Rake/Trail: | N/A | | Wheelbase: | 54.7 in. | | Seat Height: | 31.9 in. | | Fuel Capacity: | 4.5 gal. | | Claimed Curb Weight: | 419 lb. | | Available: | TBD | | Contact: | suzukicycles.com |

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Suzuki will maintain the top tier of its sportbike family unchanged aside from a few new colors in 2025, with both the GSX-R1000R and GSX-R1000 carrying over from last year. These machines have been holding steady now, as of the writing of this article, for seven years, with the last major overhaul coming back in 2017. Prior to that, it was eight years between notable updates, so maybe the 2026 version will get some love on the mechanical end of things.

The 2025 GSX-R1000R in Metallic Matte Sword Silver. (Suzuki/)On the bright side, Suzuki continues to have a compelling pair of machines on its hands, proving time and again to be versatile, easy to use, nimble, and punchy according to our tester the last time we took the GSX-R1000R for a spin.

At the heart of each superbike is a 999cc DOHC inline-four engine with Suzuki Racing Variable Valve Timing. It’s an engine full of character in our experience, with plenty of pull throughout the rev range and an aural presence that is unmistakable. Riders can easily tailor the nature of the power output via the Suzuki Drive Mode Selector system, which utilizes input from the bike’s MotoGP-derived IMU and engine control module. Both machines have bidirectional quickshifters and Motion Track ABS and traction control systems.

The 2025 Suzuki GSX-R1000 in Candy Daring Red. (Suzuki/)The chassis consists of an aluminum twin-spar frame that has also been designed using input from the brand’s MotoGP learnings. The GSX-R1000R gets the higher-spec Showa suspension package, with a BFRC-lite shock and BFF fork, both fully adjustable. The GSX-R1000 comes with Showa’s BPF fork and a remote reservoir shock. Both machines make use of Brembo braking kit at the front and Nissin kit at the rear.

The 2025 Suzuki GSX-R1000R will start at $18,649. (Suzuki/)They are both solid and competitively priced literbikes, though they do lack a handful of elements, particularly in the electronics department, that you’d find equipped on their competitors. For riders eyeing the 2025 GSX-R1000R, you’ll be able to choose from a Candy Daring Red and Glass Black color scheme that comes with red wheels and gold-anodized suspension components, or a Metallic Matte Sword Silver with blue graphics and black wheels. The GSX-R1000 will come in Candy Daring Red or a Metallic Matte Sword Silver. Pricing will start at $18,649 for the GSX-R1000R and $16,499 for the GSX-R1000.

The 2025 Suzuki GSX-R1000 will start at $16,499. (Suzuki/)2025 Suzuki GSX-R1000R Technical Specifications and Price

| Price: | $18,649 | | --- | --- | | Engine: | 999.8cc, DOHC, liquid-cooled inline-four | | Bore x Stroke: | 76.0 x 55.1mm | | Compression Ratio: | 13.2:1 | | Fuel Delivery: | Fuel injection w/ ride-by-wire | | Clutch: | Wet, multiplate; SCAS-equipped | | Transmission/Final Drive: | 6-speed constant mesh/chain | | Frame: | Aluminum twin-spar | | Front Suspension: | Showa BFF fork, fully adjustable | | Rear Suspension: | Showa BFRC-lite shock, fully adjustable | | Front Brake: | Brembo Monoblock 4-piston calipers, 320mm Brembo T-drive discs w/ Motion Track ABS | | Rear Brake: | Nissin 1-piston caliper, 240mm disc w/ ABS | | Wheels, Front/Rear: | 6-spoke; 17 in. / 17 in. | | Tires, Front/Rear: | Bridgestone Racing Street RS11; 120/70-17 / 190/55-17 | | Rake/Trail: | N/A | | Wheelbase: | 55.9 in. | | Seat Height: | 32.5 in. | | Fuel Capacity: | 4.2 gal. | | Claimed Curb Weight: | 445 lb. | | Available: | TBD | | Contact: | suzukicycles.com |

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What pavement saw in 1984: underside view of the 1984 FXST Softail. Note the twin shocks that extend instead of compressing. Their placement under the frame and gearbox helped preserve the hardtail aesthetic while offering good suspension and much-improved handling. (Harley-Davidson/)Harley-Davidon’s nomenclature is its own language. Do you know why the FXST represents a revolution over the FLH? Thankfully, The Motor Company also uses naming conventions that refer to ordinary language used by loyal riders. The Softail name has been applied to virtually every type of motorcycle imaginable. But every Softail has one thing in common: They have rear suspension designed to look like a hardtail, or rigid-framed bike. After that, anything’s possible.

In 1982, in the midst of negotiations to buy itself back from AMF ownership, Harley-Davidson needed modern motorcycles that threaded the needle between heritage and innovation. Bill Davis, a St. Louis–based enthusiast and engineer, had designed a cantilever swingarm, similar to classic Vincent motorcycles. Attempts to sell it to H-D failed in 1976, but in 1982, a new Davis design was sold to H-D featuring a top-mounted pivot point and shocks mounted under the frame. Instead of compressing, the shock would extend while the springs would compress via transverse mounts on the spring ends. In 1984, the FXST Softail debuted with a new Evolution V-twin motor tucked inside.

Related: Harley-Davidson Twin Cam V-Twin Motorcycles - HISTORY OF THE BIG TWIN

The 1984 Harley-Davidson FXST Softail. Forward controls, pulled-back bars, and hardtail lines. You got a lot to like right off the shelf. (Harley-Davidson/)It’s all to preserve the mythical hardtail triangle with its distinctive apex at the rear wheel axle. In other words, make it look custom and old-school, but with modern suspension and rideability. The Softail is arguably one of the reasons Harley-Davidson cruisers exists today. Paired with the Evo motor, it helped make H-D relevant (and profitable) again. You didn’t have to choose between hardcore and civilized. You could have it all. What’s more American than that?

Now that we’ve gotten the history lesson out of the way, let’s talk about the Harley-Davidson Softails available today. Here’s your 2024 Softail lineup.

Your Softail journey starts here. The 2024 Harley-Davidson Softail Standard. Shown here in Billiard Gray. (Harley-Davidson/)It all begins with the Harley-Davidson Softail Standard, or FXST. Dealership materials would never say this, but it’s the entry-level Softail. It’s the price of admission, but that said, it’s the perfect template to start building your customized Softail. At just $14,999 MSRP, you get a Milwaukee-Eight 107ci V-twin engine, a solo seat, and adjustable rear suspension. And you get money left over to make it into your Softail. Did you think you were leaving the dealership on a bone-stock Softail? Saddlebags, mirrors, sissy bars, engine covers, you name it—start a shopping list. However you build your masterpiece, you get a classic cruiser. Or as dealer materials might say, a boulevard cruiser.

The only Softail available in Baja Orange ($525 extra): the Harley-Davidson Street Bob 114. (Harley-Davidson/)The Harley-Davidson Street Bob 114 is next level. Gone is all the chrome and understatement, replaced by menacingly blacked-out accents and trim. While the wheels are cast and six-spoked like the above Standard, they’re blacked out and now have a name—Annihilator Wheels. A pillion seat and pegs, digital riser gauge, and LED lighting come standard, but the main differentiator is the bigger 114ci Milwaukee-Eight engine. In the spirit of upgrades, there are four color and livery options—Billiard Gray, Vivid Black ($350 extra), Baja Orange ($525 extra), or Blue Burst ($650 extra). And of course, there are myriad options for everything. Vivid Black quarter fairing, anyone? MSRP is $16,999. Oh, and the technical name for the model is the FXBBS.

The Harley-Davidson Low Rider S. Dig the headlight nacelle. But you can call it a mini-bullet fairing if you like. (Harley-Davidson/)The Harley-Davidson Low Rider S brings a West Coast style to the Softail game. The $19,999 MSRP is a clue that options aren’t optional anymore. On top of the Milwaukee-Eight 117ci engine, you get cruise control, a bullet fairing, black trim, different tank logo treatment (similar to 1977 Low Riders and 1917 racers), and lower, more aggressive bars mounted on risers. Speaking of 1977, that’s when the first FXS Low Rider debuted, based on the Dyna platform. Countless riders had lowered their bikes, adding forward controls and pull-back bars themselves. But now, instead of having “a friend of a friend” customize your bike, real engineers and assembly workers from H-D did it for you. The new Low Rider S is formally known as the FXLRS.

Starting to feel the West Coast vibes? The Harley-Davidson Low Rider ST with hard bags and frame-mounted fairing. (Harley-Davidson/)The Harley-Davidson Low Rider ST (FXLRST) integrates a frame-mounted half fairing and adds hard saddlebags to take the Low Rider into sport-touring territory. As such it comes with the familiar Milwaukee-Eight 117ci engine, an upgraded deep solo seat, revised air intake, and high-flow exhaust. And it also comes with ABS and traction control standard, just like its Low Rider S brethren. Three colors previously mentioned (Billiard Gray, Vivid Black [$550 extra], and Red Rock [$750]) are available, plus a notable Tobacco Fade package with pinstriping and revised tank logo for $1,900 extra. It all starts with a $23,399 MSRP.

Touring, schmouring. The Harley-Davidson Breakout 117 is built to dominate the space between stoplights. (Harley-Davidson/)The Harley-Davidson Breakout 117 brings things back to chopper-ville. Chrome pipes and trim are back, as are five color and livery choices. White Onyx Pearl and Alpine Green (both $650 extra) are introduced to the mix, as are 26-spoked cast-aluminum wheels, 21-inch front and 18-inch rear. The front end gets raked out to 34 degrees, but keeps the 5.7-inch trail. All this gets paired with the top-of-the-line Milwaukee-Eight 117ci engine, with revised air intake and high-flow exhaust. Oh, and a giant 240mm rear tire. The first Breakout was a CVO (Custom Vehicle Operations) special in 2013, and migrated to H-D’s Cruiser lineup shortly thereafter. ABS and traction control are standard. MSRP is $22,499 and the correct model designation is FXBR.

Heritage, updated. The Harley-Davidson Heritage Classic, with forward controls and a removable windshield. (Harley-Davidson/)That same MSRP gets you a completely different Softail—the Harley-Davidson Heritage Classic 114, aka the FLHCS. While you don’t get the Milwaukee-Eight 117, you get muted black trim, tasteful chrome, lockable sealed soft saddlebags, floorboards, and a handlebar-mounted windshield that’s detachable. And as the name implies, the Heritage Classic 114 channels ‘50s-era charm and nostalgia. The rear suspension becomes a monoshock, for easy, on-the-fly adjustment. And in another sign you’ve arrived, two trim levels are offered: Chrome and Black ($1,000 extra). Two new color/livery options join the mix as well, Red Rock/Vivid Black ($850 extra) and Atlas Silver Metallic ($650 extra).

What are those distinctive fork covers called? “Beer can” covers. It says so right on the H-D site. The Harley-Davidson Fat Boy 114. (Harley-Davidson/)The Harley-Davidson Fat Boy 114 brings another variant of attitude to the lineup. Cast-aluminum Lakester wheels and a chrome headlamp nacelle give the Fat Boy its distinctive bulldog stance. Floorboards and the beloved “beer can” fork covers help the cause as well. A coilover monoshock offers toolless adjustment, and ABS comes standard. The solid (or near-solid) wheels have been a constant since the Fat Boy’s introduction in 1990 (read the These Are The Best Harley-Davidson Motorcycles You Can Get For The Cheap article for more recommendations). And where was the Fat Boy conceived? In Daytona, of course. Willie G. and fellow designer Louie Netz built a prototype for the 1988 and 1989 Bike Week. Fun fact: Until 2017, the Fat Boy was officially the FLSTF, FLFB, or FLFBS. But today it’s just the FLFBS.

Finally, one Softail model is notable by its absence. For 2024, the Harley-Davidson Fat Bob 114 has been discontinued in North America. Distinguished by its 2-1-2 upswept pipes, drag-inspired handlebars, and horizontal LED light bar, there’s internet speculation about its eventual return. But as of press time, there’s no word one way or the other. Once we know, you’ll know.

Check out these classic Softail variations from the Harley-Davidson archives.

The 1988 Harley-Davidson Springer Softail married cutting-edge rear suspension with a ’50s-era throwback—a springer front end. (Harley-Davidson/)
The 1990 Harley-Davidson Fat Boy, with its solid cast wheels. It’s a design formula that survives to this day. (Harley-Davidson/)
The 1990 Harley-Davidson Softail Deuce, with stretched gas tank, sleek fork sliders, and the then-new Twin Cam 88B engine. (Harley-Davidson/)

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Kawasaki updates its KLX230R trail bike for 2025 with tweaks to the engine, styling, and ergos. (Kawasaki/)Remember the COVID pandemic? Good times. The big silver lining from that societal meltdown was that the off-road motorcycle segment saw a huge surge in demand, and for 2025 Kawasaki is looking to maintain interest with key updates to its KLX230R dirt bike, as well as its companion submodel, the KLX230R S. Both new motorcycles retain the same 233cc single-cylinder foundation, but the S has a lower seat, and in the KLX230R’s case, revisions like a larger fuel tank, a reworked subframe, and updated styling have made their way onto the 2025 model. Other tweaks include a primary balancer added to the 233cc single (for fewer vibes), a redesigned seat, and reworked ergos. Is it enough to get the masses to shell out for one? It could be, since the new KLX230R’s MSRP is also lower (by $150) than last year’s bike.

It comes in the same Battle Gray and Lime Green colors as last year, but this year’s KLX230R gets a new seat with a revised subframe and slightly tweaked ergos. (Kawasaki/)2025 Kawasaki KLX230R

Naturally Kawasaki’s press release hypes a “new 233cc engine with improved low-mid range power” but from what we’ve been able to dig up, the changes here are minor at best.

The KLX230R keeps its long stroke foundation intact, but adds a single-axis primary balancer to reduce vibrations transmitted to the rider. The simplified SOHC two-valve design carries over too, though the intake port is now narrower and the intake valve smaller (now 33mm) in order to “enhance ease of use in the low-mid range,” with an updated ECU to match the new torque characteristics. The airbox is also smaller, to better accommodate the new subframe and allow space for the air intake, but that’s the extent of it. The smooth-shifting six-speed transmission remains unchanged, with its 46/13 final gear ratio giving riders a good handle on most trail riding scenarios.

Team Green also made subtle changes to the engine this year to improve the low and midrange, with an updated ECU to match. (Kawasaki/)Over in the chassis department, the KLX230R’s lower triple clamp material has been updated from steel to aluminum in an effort to cut weight, while the rear subframe has been reworked to maintain wheel travel and make room for the new, lower seat, down nearly an inch in height to 35.6 inches. That redesigned seat now sports better cushioning and is flatter for easier movement on the bike, and flush seams between the shrouds, seat, and side covers mean fewer instances where your boots could get stuck.

Additionally, the handlebar and footpegs have been repositioned to match the seat, with the bar now 25mm (1 inch) forward and 13mm (0.5 inch) higher and the footpegs 9mm (0.4 inch) more rearward. It’s also great to see the KLX get away from the plastic and add a new steel fuel tank into the mix, which has grown to a full 2 gallons.

The redesigned seat is nearly an inch lower but also sports better cushioning. New flatter shape allows for easier movement on the bike, and handlebars and footpegs have been relocated for better ergos. (Kawasaki/)But all that dimensional reshuffling also makes for reduced ground clearance on the 2025 KLX230R, though it’s still an impressive 11.4 inches. The bike also sees a steeper rake angle of 25.4 degrees this year, with wheelbase increasing slightly to 54.1 inches from 53.5. And while Kawasaki says there are suspension tweaks to the 2025 model, we could detect no changes in spec to the front 37mm fork (9.8 inches of travel) or the rear’s Uni-Trak single shock, which maintains the same 9.8 inches of travel. Kawi does remind us that the R’s rear spring and damping settings are stiffer than on the KLX230 dual sport, and that the shock is adjustable for preload; this year it also offers stepless adjustment for easier tuning.

Otherwise it’s the same story as last year’s bike, with no changes to the 240mm front disc, two-piston caliper and 220mm rear disc, single-piston caliper arrangement, mounted on a 21/18 aluminum wheel combo.

New aggressive styling on the 2025 KLX230R more closely matches the cues on the new KX450. (Kawasaki/)On the styling front, changes are subtle, but it’s still a treat to see the new 230R channeling aggressive, sporty vibes from Team Green’s badass KX motocrossers. The newly sculpted bodywork and race-inspired colors are reflected in fuel tank, shrouds, and side covers, kind of like those on the latest KX450 and KX250. The redesigned front fender is also shaped to match the new side covers for a better flow, while newly designed brake and clutch levers also update the look. What’s equally impressive is that even with the changes, the price has gone down this year; MSRP for the 2025 KLX230R is $4,999.

The lower 2025 KLX230R S is almost identical to the 230R, with only a few dimensional changes to distinguish the two. (Kawasaki/)2025 Kawasaki KLX230R S

The KLX230R S model debuted last year, and is built on the same foundation as its KLX230R brother, with the same updated 233cc engine, tank, and ergonomic and styling revisions this year as well. As with Kawasaki’s other “S” marked models, the only difference is in the seat height and some of the related suspension component travel. On the S, you sit just 34.4 inches off the ground, with the handlebar and footpeg locations also revised to match the new seat (as with the straight 230R). That makes for a shorter suspension travel of 8.7 inches at the fork, and 8.8 inches of stroke at the rear Uni Trak shock.

There’s also a steeper rake of 24.6 degrees on KLX230R S, with a shorter 53.3-inch wheelbase as well. Ground clearance is 10.6 inches. Otherwise, the 2025 KLX230R S comes in the same green/gray color options, and even has the same $4,999 price tag.

2025 Kawasaki KX230R & KX230 S Technical Specifications and Price

| Price: | $4,999 | | --- | --- | | Engine: | 233cc, SOHC, air-cooled single; 2 valves | | Bore x Stroke: | 67.0 x 66.0mm | | Compression Ratio: | 9.4:1 | | Transmission/Final Drive: | 6-speed/chain | | Claimed Horsepower: | N/A | | Claimed Torque: | N/A | | Fuel System: | DFI w/ 32mm throttle body | | Clutch: | Wet, multiplate | | Frame | Steel box-section perimeter | | Front Suspension | 37mm telescopic fork; 9.8 in. travel / 8.7 in travel | | Rear Suspension | Uni-Trak shock, spring preload adjustable; 9.8 in. travel / 8.8 in. travel | | Front Brake | 2-piston caliper, 240mm petal disc | | Rear Brake | 1-piston caliper, 220mm petal disc | | Wheels: | Aluminum spoke; 21/18 in. | | Tires (Front, Rear): | 80/100-21; 100/100-18 | | Rake/Trail | 25.4°/4.2 in. / 24.6°/3.9 in. | | Wheelbase | 54.1 in. / 53.3 in. | | Seat Height | 35.6 in. / 34.4 in. | | Ground Clearance: | 11.4 in / 10.6 in. | | Fuel Capacity | 2.0 gal. | | Claimed Curb Weight | 265 lb. | | Contact: | kawasaki.com |

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Fresh for summer is Hollywood’s The Bikeriders—a film that captures the essence of the counterculture motorcycle scene in the American Midwest during the late ‘60s and ‘70s (check out the A Century of Motorcycling | The 1960s and A Century of Motorcycling: The 1970s articles). The film follows a group of motorcycle riders, providing an intimate look into their lives, adventures, and the sense of freedom they find on the road. It showcases the camaraderie among motorcyclists, their passion for bikes, and the thrill of the ride. Here are a few reasons why you just have to check out the new The Bikeriders film which premieres Friday, June 21, 2024.

While the story is fictitious, The Bikeriders really highlights what motorcycling culture was all about in the late ‘60s and ‘70s in the Midwest. It’s also an homage to Harley-Davidson, showcasing a lot of its bikes from that era.
Harley-Davidson liked the film so much that it was one of the reasons The Motor Company came out with the 2024 Hydra Glide Revival model.
The film features a star-studded cast: Jodie Comer, Austin Butler, Tom Hardy. These actors know what they’re doing and the acting in this movie is just top-notch as is the cinematography, the storyline, even the musical score is spot on.
Motorcycles aside, The Bikeriders film is one of the best new movies we’ve seen since Top Gun 2 (read the Kawasaki To Reprise One of Its Finest Roles in Top Gun: Maverick article).

We’ll see you in theaters Friday.

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Fresh from Michelin North America for the 2024 calendar year is its Power GP2 high-performance streetbike tire. Engineered as a do-it-all, 50/50-style street and trackday tire, the Power GP2 builds upon Michelin’s sport tire pedigree for motorcyclists who enjoy riding their bike at speed. Here are the top five features of Michelin’s Power GP2 streetbike tire:

This is the successor to the original Power GP. It’s designed as a 50/50 tire, which means you can ride on the track and on the street with this product.
This tire continues to benefit from dual-compound constructions, front and rear. The shoulder of the tire has a new carbon black mixture, while the center has a revised silica formula, think engineered sand, that gives you more durability and grip in wet weather.
The tread zones of this tire have been modified; there’s less tread on the side of the tire that gives you more grip at lean.
Michelin introduces a new 160/60-17 rear tire for small-bike riders.
Michelin has improved virtually every characteristic of this tire, aside from warmup time. Dry grip, wet grip, durability, and handling precision have all been improved by as much as 15 percent.

Lastly, the minimum recommended cold tire pressure for these tires is 30.5 psi in the front and 27.5 psi in the rear.

We’ll see you in the next episode.

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The 2024 Honda Gold Wing Tour Airbag Automatic DCT. (Honda/)Ups

The sixth-generation Gold Wing is one of the most refined, comfortable, and capable luxury tourers ever built.
Automatic DCT transmission is amazingly precise.
Hossack-style front suspension helps the Gold Wing hustle through corners like it doesn’t know it weighs over 800 pounds.

Downs

More compact design decreases luggage capacity compared to the gen-five Wing. Weird-shaped side cases make matters worse.
Lack of adaptive cruise control and blind spot detection are the first signs that technology has moved on since the 2018 introduction.
Heavier and underpowered than the competition

Verdict

The Honda Gold Wing is the gold standard of maxi-tourers. With nearly five decades of development beneath its fairings, the Wing is the ultimate in comfort, refinement, and road-going poise.

Overview

The Gold Wing name is one of the most iconic names in motorcycling for good reason. It’s not just because it’s been around for nearly five decades and casts a long shadow (both literally and figuratively). No, it’s because underneath it all, the Gold Wing is an exceptional motorcycle by nearly any metric. It’s refined, fast, handles amazingly well, and that flat six-cylinder engine feels like a Porsche-beater.

The Gold Wing’s extensive history has been the result of continual refinement over 49 years, with the engine going through six generations of development—from a 999cc eight-valve flat four-cylinder in 1975 to a 1,832cc 24-valve flat six-cylinder powerplant in 2018. Ironically, the original Gold Wing didn’t even come with a fairing or hard luggage. It wasn’t until the introduction of the Gold Wing Interstate model in 1980 that the Wing became what it was destined to be. Before that, it was up to owners to hit up the aftermarket and hope they didn’t ruin what Honda got right to begin with. In 1978, CW equipped its long-term Wing with all manner of touring appurtenances—to the tune of 75 extra pounds. And when loaded with luggage and a passenger, it treaded dangerously close to the load capacity of the OE tires.

Wise to the act, Honda endowed subsequent Gold Wings with all the features and accessories riders could ever want. While the original 1975 model scaled in at 584 pounds dry, by 1987 the first flat-six-engined Gold Wing weighed just short of 800 pounds dry. But the Gold Wing has always remained very nimble despite its weight, in part due to the transmission being located underneath the crankshaft to keep the center of mass as low as possible.

In 2018, Honda introduced the sixth-generation GL1800, complete with a more powerful four-valve per cylinder engine, a new die-cast twin-spar aluminum frame, a double-wishbone Hossack-type front suspension, and the latest electronic rider aids and convenience features. At the same time, Honda whittled away 90 pounds and made the entire bike more compact.

The Gold Wing remains the gold standard of long-distance, two-up motorcycle touring. Not only is it one of the most comfortable motorcycles on the market, its performance is downright impressive. The thing slays twisty roads and rushes from apex to apex with aplomb. The latest refresh may be six years old, but the Wing still feels mostly fresh and forward-looking.

Updates for 2024

The Gold Wing is unchanged for 2024, which is no surprise. The fourth- and fifth-generation GL1500 and GL1800, introduced in 1988 and 2001, respectively, endured practically unchanged for a combined 29 years! Tremendous costs associated with developing and manufacturing such a complicated motorcycle prohibit Honda from making frequent changes. Happily, prescient engineers gave the Wing advanced tech that is still up to date.

Pricing and Variants

The Gold Wing and Gold Wing Tour are each available in several trims. The Gold Wing, distinguished by its lack of top box, bagger-style, is available with a six-speed transmission ($24,700) and with an automatic DCT transmission ($25,700).

The Gold Wing Tour, which includes a top box—really what most people picture when they think of a Gold Wing—comes in three versions: the base model ($28,700), which has a six-speed manual transmission; the automatic DCT version ($29,700); and a DCT version that comes equipped with an airbag ($33,000).

Competition

With its domination of the luxury tourer market, all of the former Japanese competition to the Gold Wing has long since vanished. The most obvious challengers to the Gold Wing Tour are the BMW K 1600 GTL (starting at $27,295) and the K 1600 Grand America (starting at $28,130). The trunkless wonder Gold Wing competes with BMW’s own truncated (trunk-ated?) K 1600 GT (starting at $24,295) and K 1600 B (starting at $22,945). The BMWs compare favorably with a host of ride modes, 10.25-inch TFT displays, and convenience features. They’re also lighter and more powerful across the board. BMW claims the GTL, for instance, weighs 789 pounds (compared to 845 pounds for the Gold Wing Tour Automatic DCT) and produces 160 hp at 6,750 hp and 132.7 lb.-ft. of torque at 5,250.

The Gold Wing may not look as impressive on the spec sheet, but it shines in the real world.

The base-model Honda Gold Wing lacks a top box, which brings total luggage capacity down to 60 liters. (Honda/)Powertrain: Engine, Transmission, and Performance

The Gold Wing is powered by a SOHC 1,833cc horizontally opposed flat six-cylinder engine. Last time it was on the CW dyno it produced 97.9 hp at 5,500 rpm and 108.4 lb.-ft. of torque at an amazingly low 1,250 rpm. The DCT Automatic transmission model recorded figures of 90.0 hp at 5,420 rpm and 102.5 lb.-ft. of torque at 1,370 rpm. With over 100 lb.-ft. of torque coming in so low in the rev range, the Gold Wing gives instant low-rpm thrust and smoothness.

The flat-six’s carlike powerband is linear and silky smooth, which makes it ideal for long stints behind the bars. At the same time, the thing hauls.

Two-thirds of Gold Wing buyers are now opting for the Automatic DCT gearbox, and for good reason: “... it matched almost every riding condition with appropriate and expected shift points with just-right ride-by-wire throttle response,” CW Editor-in-Chief Mark Hoyer said in his review of the 2020 Gold Wing Tour DCT model. “The mapping is exceptionally thorough and takes into account many elements as it decides when to shift and how to control the engagement of its two clutches (one for odd gears and one for even).”

For the other third of riders who opt for manual transmission, we’d like to see Honda equip the Wing with a quickshifter to stay with current tastes.

Honda’s twin-A-arm front suspension is a signature of the sixth-generation Wing. 2023 model pictured. (Honda/)Chassis and Handling

The latest-generation Gold Wing chassis is characterized by its twin-A-arm front suspension, a version of Norman Hossack’s invention from the 1980s. The advantages compared to a conventional telescopic fork are fourfold. First, it’s virtually frictionless, so bumps are better absorbed. Second, it’s tunable (at the design level) so it can eliminate the pro-dive tendencies of the telescopic fork, allowing softer springing without bottoming under braking. Third, Honda has set it up for neutral response under braking—neither pro- nor anti-dive—which means the front wheel travels straight up and down in its travel, rather than rearward as on conventional telescopic forks. This allows the engine to be placed forward. Fourth, as only the front wheel and upright turn during steering, and because the upright is pulled in tight to the steering axis, there’s less inertia in the steered mass than with a conventional fork. The impulse the rider feels from the front wheel going over a bump is reduced by 40 percent at the handlebar and the steered mass inertia by 30 percent.

On the freeway, the Gold Wing is as stable and planted as a Volkswagen. Once the road folds in on itself and lean angles increase, it feels just as planted and secure as it does bolt upright. Stability doesn’t come at the cost of maneuverability. For an 800-plus-pound motorcycle, it’s remarkably effortless to flick from side to side. The chassis is so competent that it’ll goad you into pushing the envelope—or booking a trackday to see if you can shave off the entirety of the peg feelers.

Check out the stealthy black finishes on the mufflers, suspension, and trim. The sixth-generation definitely looks like a Gold Wing, but a more compact design gives it a more modern and agile look. (Honda/)Brakes

The Gold Wing uses 320mm discs and six-piston brake calipers up front, and a single 316mm rear disc and single-piston caliper in the rear. Whether the rider uses only the front brake lever or rear brake pedal, Honda’s Combined ABS system intervenes to optimize front and rear bias based on chassis pitch and vehicle speed. The system works so well that the 2020 Gold Wing Tour’s 126.6-foot stopping distance from 60 mph is among the best of any bike CW has tested. “Overall braking performance of the combined ABS is some of the most sure-feeling and confidence-inspiring we have tried,” Hoyer raved in his 2020 Gold Wing Tour DCT review.

Fuel Economy and Real-World MPG

The 2019 Gold Wing Tour with standard six-speed transmission achieved 37.1 mpg during a CW comparison test.

The base-model Gold Wing has a shorter windscreen for a sportier look. (Honda/)Ergonomics: Comfort and Utility

One of the main reasons to buy a Gold Wing is comfort. Ergonomically, the Gold Wing offers an ideal rider triangle for long days in the saddle. The seat is plush and supportive and the fairing and electrically adjustable windscreen coddle the rider in a cocoon of still air (there are vents to direct airflow on hotter days). With an incredibly smooth engine and electronically adjustable suspension that can be set up for touring comfort, riding a Gold Wing is simply less fatiguing than most motorcycles.

Like buying an Africa Twin and never taking it off-road, riding a Wing without a passenger ignores half of its reason for being. You buy a Wing because you want your partner to want to ride on the back of your motorcycle. In 2021, Honda upgraded passenger accommodations, relaxing the backrest angle slightly with padding, and adding height to provide even more comfort.

While the sixth-gen Gold Wing is 90 pounds lighter than its predecessor, the weight savings didn’t come without sacrifice. Initially, luggage capacity dropped from 140 liters to 110 liters. Weird-shaped side cases didn’t help matters, but at least Honda listened to customer complaints and for 2021 upped the top box capacity by 11 liters, bringing up total capacity to 121 liters.

Honda also decreased fuel capacity by 1.1 gallons (to 5.6 gallons) compared to the fifth-generation model. However, Honda claims that between the fairing’s smaller frontal area, which produces less drag, and the engine’s improved efficiency, touring range is about equal.

The Gold Wing’s dash mixes a TFT display with analog gauges and LCD displays. While it’s very functional, a larger TFT display could simplify the cockpit and streamline the UX. (Honda/)Electronics

The Gold Wing features an array of rider aids and convenience features that improve safety, comfort, and performance. Standard features include Honda’s Combined ABS, ride-by-wire throttle, and four ride modes (Tour, Sport, Eco, Rain) with individually tailored throttle response, traction control, and power delivery. Suspension spring preload can be electronically set to four different settings (single rider, rider with luggage, rider with passenger, and rider/passenger with luggage). Hill start assist momentarily holds the bike in place on an incline if you’ve released the brakes prior to applying throttle. All Gold Wing models come with heated grips and seats (both rider and passenger), cruise control, and smart key fobs. The windscreen is electrically adjustable, with the Tour version moving through a 4.9-inch range, and the non-tour model through a 4.1-inch range.

Maneuvering the big Gold Wing into a parking space is aided by the reverse “gear” on the standard transmission models, and Walking Mode on the DCT Automatic transmission models that slowly rolls the bike forward or backward. The Gold Wing Tour Airbag DCT model is the world’s only production motorcycle equipped with an airbag, helping prevent rider injuries in the event of a frontal collision.

A full-color 7-inch TFT infotainment display allows riders to view and control settings. The system supports Apple CarPlay and Android Auto, enabling riders to use their favorite apps for navigation, music, and calls via their Bluetooth motorcycle headset of choice. A small, locking compartment just in front of the rider provides storage for a smartphone, with a USB port for charging. The Gold Wing also has an on-board sound system. All Gold Wings are equipped with a stand-alone navigation program, but some riders complain it feels dated and sluggish.

While the Gold Wing is fully loaded by most standards, it lacks some of the latest technologies debuting on other touring motorcycles, namely adaptive cruise control, blind spot detection, and wireless phone charging.

Warranty and Maintenance Coverage

All Honda Gold Wings come with a three-year, transferable, unlimited-mileage warranty. Additional extended coverage up to eight years is available through Honda’s HondaCare Protection Plan.

Quality

Fit and finish is top-shelf. Any company that backs its long-distance touring product with a three-year/unlimited mileage warranty obviously has confidence in its build quality.

2024 Honda Gold Wing Tour DCT Claimed Specs

| MSRP: | $29,700 | | --- | --- | | Engine: | SOHC, liquid-cooled, horizontally opposed six-cylinder; 4 valves/cyl. | | Displacement: | 1,833cc | | Bore x Stroke: | 73.0 x 73.0mm | | Compression Ratio: | 10.5:1 | | Transmission/Final Drive: | 7-speed automatic DCT/shaft | | Cycle World Measured Horsepower: | 90 hp @ 5,420 rpm (2020 model) | | Cycle World Measured Torque: | 102.5 lb.-ft. @ 1,370 rpm (2020 model) | | Fuel System: | Fuel injection w/ 50mm throttle body, throttle-by-wire | | Clutch: | Automatic dual clutch | | Engine Management/Ignition: | Full transistorized | | Frame: | Aluminum twin-spar | | Front Suspension: | Double wishbone type; 4.3 in. travel | | Rear Suspension: | Pro Arm single-sided swingarm w/ Pro Link single shock, preload electronically adjustable; 4.1 in. travel | | Front Brake: | Hydraulic; dual 320mm discs w/ ABS | | Rear Brake: | Hydraulic; 316mm disc w/ ABS | | Wheels, Front/Rear: | Cast aluminum | | Tires, Front/Rear: | 130/70-18 / 200/55-16 | | Rake/Trail: | 30.5º/4.3 in. | | Wheelbase: | 66.9 in. | | Ground Clearance: | 5.1 in. | | Cycle World Measured Seat Height: | 29.4 in. | | Fuel Capacity: | 5.6 gal. | | Claimed Wet Weight: | 845 lb. | | Availability: | Now | | Contact: | powersports.honda.com |

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Suzuki’s original GSX-R1000 turbocharged the liter-class sportbike segment when it debuted 23 years ago (read the 2001 Suzuki GSX-R1000 And GSX-R600 - Up To Speed article). Fast-forward to today and Suzuki offers something special with its up-spec 2024 GSX-R1000R ($18,499). This model builds upon the base model’s pedigree with a few high-end features designed for riders who want to go fast. Here’s everything you need to know about Suzuki’s GSX-R1000R.

Editor’s note: We last test rode the GSX-R1000R during the 2021 Suzuki GSX-R1000R MC Commute Review article and video.

This superbike was originally redesigned for the 2017 model year (read the First Ride Review: 2017 Suzuki GSX-R1000R article). It differs from the traditional GSX-R1000 with the use of this up-spec Showa fork and Showa shock with full damping adjustment. We have right around five inches of suspension travel front and rear. We also have these LED insight running lights, launch control, and these stainless steel brake lines.

This motorcycle is powered by Suzuki’s tried-and-true 999cc inline-four engine; water-cooled with dual overhead camshafts and a 16-valve cylinder head. The engine’s good for right around 170 hp at the business end under that Bridgestone Battlax RS-11 rear tire. The engine drinks from a 4.2-gallon fuel tank and weighs 445 pounds fully fueled.

Electronics wise, we have 10-way-adjustable traction control, combined engine and throttle power mode adjustment, ABS, launch control, and a really slick up-and-down electronic quickshifter. We also have triple disc hydraulic brakes with Brembo radial mount calipers and a single-piston, single-disc brake setup out back.

We’ll see you in the next episode.

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The DR650 tractors on, one year closer to three decades of constant production. (Suzuki/)And when we say no changes, we mean absolutely nothing. Suzuki didn’t even bother to update the DR650 with “bold new graphics” this year, which means the two color options (white or black) found on last year’s models (and the year before that) are set to enter their third tour of duty.

The gray and orange color accents return for a third year as well. (Suzuki/)In fact, while nearly every single part on the DR remains completely interchangeable with the bikes first sold in 1996 (many of which are still running and in the used motorcycles market), the only thing to actually change for 2025 is the price. Suzuki confirmed that MSRP for the big-bore thumper has increased by a modest $100 for the third consecutive year in a row, meaning the big single will now retail for $7,199.

Related: Cycle World’s Original 1996 Road Test of the DR650

But, hey, that’s the way we like it. Every year that Suzuki keeps the DR650 around completely and utterly unchanged is another year in the bank for factory support, parts availability, and aftermarket continuity for the untold thousands of DRs that are still out on the road.

So while our hearts go out to our fellow riders in Australia who lost the beloved bush pig in 2021 due to ABS/emissions requirements, this announcement is cause for celebration in the US. Having recently parted ways with a 2003 DR650 myself (after nine years of problem-free abuse), I can confirm that despite a few decades of technological advancements, the DR650 remains a benchmark for value, versatility, and go-anywhere capability.

Thanks Suzuki. Don’t ever change.

The DR650 does have an important milestone coming up: 2026 will mark the 30th year of uninterrupted production for the big DR, and we’re (respectfully) begging Suzuki to bring back the original purple and yellow livery to mark the occasion. Yamaha pulled a similar stunt for the 50th anniversary of the YZ250 in 2024, so we know the demand is there.

2025 Suzuki DR650S Technical Specifications and Price

| PRICE: | $7,199 | | --- | --- | | ENGINE: | 644cc, SOHC, 4-stroke, air-cooled single-cylinder | | BORE x STROKE: | 100.0 x 82.0 mm | | COMPRESSION RATIO: | 9.5:1 | | FUEL DELIVERY: | Mikuni BST40 carburetor | | CLUTCH: | Wet, multiplate | | TRANSMISSION/FINAL DRIVE: | 5-speed constant mesh/sealed O-ring chain | | CLAIMED HORSEPOWER: | 34.3 hp @ 6,000 rpm | | CLAIMED TORQUE: | 33.4 lb.-ft. @ 4,000 rpm | | FRAME: | Steel, single cradle | | FRONT SUSPENSION: | KYB 43mm telescopic fork, nonadjustable; 10.2 in. travel | | REAR SUSPENSION: | KYB shock, compression damping and spring preload adjustable; 10.2 in. travel | | FRONT BRAKE: | 2-piston caliper, 290mm disc | | REAR BRAKE: | 2-piston caliper, 240mm disc | | WHEELS, FRONT/REAR: | Aluminum spoked; 21 in./17 in. | | TIRES, FRONT/REAR: | Bridgestone Trail Wing; 90/90-21, 120/90-17 | | RAKE/TRAIL: | 29.5°/4.4 in. | | WHEELBASE: | 58.7 in. | | SEAT HEIGHT: | 34.8 in. | | FUEL CAPACITY: | 3.4 gal. (3.2 gal. CA model) | | CLAIMED CURB WEIGHT: | 366 lb. | | WARRANTY: | 12 mo. limited | | AVAILABLE: | Summer 2025 | | CONTACT: | suzukicycles.com |

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Mind the gap, mind the spray. Riders charge out of turn 14 and head for the tower at Road America. (Henry Fajardo/)It’s getting harder to describe MotoAmerica at Road America as “family friendly” in dollar terms. A $366 starting bill for 48 hours of camping for two plus race spectating is a lot of grocery money. While some racetracks make money by getting people into the gift shop, so to speak, Road America starts its CRM (Customer Relationship Management) push early. We were “invited” to reserve camping spots with a credit card in November.

But every year brings improvements in infrastructure, amenities, and pavement. Though the steep price of entry made few customers at Road America’s growing number of concession stands, it’s a reminder that it’s all about trying to outdo last year’s grilling, feasting, and light festivities. Yeti coolers and Piggly Wiggly grocery stores exist for a reason. If you come to party, remember to bring the party. Don’t believe us? Read last year’s report during the Motorcycle Racing at Road America 2023 article.

Attendance figures haven’t been released, but it certainly beat last year’s 41,081. Credit goes to the King of the Baggers series for the growing draw and visibility into what MotoAmerica brings each year to Elkhart Lake, Wisconsin. And there are more spots to view the action. New bleachers and gravel watched on high over the turn 11 kink and main straight heading to the flag. New jumbotrons proliferated, with the camping area along the western side of the interior straight after turn 3 finally connecting to the inside of turn 5, creating a wonderful path for pitbikes.

Despite rising costs, those of us who hail from the Badger State have a hard time saying no to Road America. It’s an obvious point of pride having a world-class racetrack with history in our backyard. Road America’s long 4.050-mile length and ample camping area is an ode to Wisconsin’s appetite for living well, enjoying encased meats, and washing everything down with the finest beer made in America.

To start, let’s save some time and words by getting the sponsorship nomenclature out of the way. The official names of the racing contests at the MotoAmerica Superbikes and Vintage MotoFest were:

The Steel Commander Superbike Race
The Steel Commander Supersport Race
The Junior Cup Race
The Mission King of the Baggers Race
The Bellissimoto Twins Cup Race
The Royal Enfield BTR (Build. Train. Race.) Race

On Sunday, Saturday’s rain was a distant memory. But just in case, rain tires were standing by. (Anders T. Carlson/)
Even pitbikes need pit crews. While racers changed tires with shelter and fancy tools, others did it in Saturday’s wet grass. (Anders T. Carlson/)Soaked Saturday

Everything was fine until about 11 a.m. or so. Then came the downpour. But for the brave, the rain riding clinic was in session. Hard braking after the straights separated guts from gut-wrenching. With near-zero grip, rear tires and chassis swung like hinges on fully planted front tires.

Notable victims? James Rispoli went down hard in Saturday’s Bagger race in a scary high-side in turn 1. Sean Dylan Kelly on the TopPro Racing Team BMW led the opening lap into turn 5 before going wide, a cautionary tale for the field behind him. Josh Herrin’s Warhorse HSBK Ducati did the same, ending a promising charge up the field. Rispoli’s get-off was the lone incident in the Baggers’ Saturday contest. Despite no rider aids of any sort, they had one solution for good rain grip—a roughly 620 lb. curb weight.

Racers navigated the glasslike track, sending shards of mist behind them. As they muscled wet leathers and visors through the spray, racing got simple: Follow the taillight and rely on muscle memory. Racing lines were temporary. For 15 seconds or so, every racer produced a somewhat dry 5-inch-wide path through standing water. But rain quickly reclaimed it. In any case, the Dunlop rain tires stuck well despite the low-60-degree temperatures. Until suddenly they didn’t. Turn 5 harvested more than its usual share of the over-ambitious. The lucky ones recovered, shedding mud and grass while charging up to turn 6.

The new (since late 2022) pavement handled the rain well, with little pooling to be seen, except the turn 3 exit. But the lack of pooling made the track one giant shallow puddle. Loris Baz on the Warhorse HSBK Ducati noted he was aquaplaning in sixth gear heading into Kettle Bottoms in practice. As for drafting, the rain complicated things. Racers could probably follow the required taillights fine, but gallons of watery spray mitigated the slipstream advantage. Having slingshotted around their quarry, putting power to water-logged pavement was hard.

P.J. Jacobsen’s Rahal Ducati Moto with XPEL Ducati didn’t bother drafting Matthew Scholtz’ Strack Racing Yamaha in turn 14 on the last lap of the Supersport race. Instead, he took a wide line, sat the bike up quickly, and out-motored Scholtz for a 0.040 second margin of victory. Sunday’s finish made this seem like an eternity, more on that later.

Related: Top 5 Features About Harley-Davidson’s Bagger Racebike

Baggers make their way through the treacherous turn 5 on Saturday. No. 33 Kyle Wyman’s Harley-Davidson CVO Road Glide leads No. 29 Tyler O’Hara’s Factory Indian Challenger. (Anders T. Carlson/)
Rain, schmain. Properly dressed fans were out in force on Saturday. Un-properly dressed fans made do with pop-ups and other forms of shelter. (Anders T. Carlson/)The lack of visibility wasn’t all bad. Racers probably didn’t notice the empty stands by turn 7. Spectators huddled under a tree or umbrella within sight of jumbotrons. Or for the brave, making do with $18 rain ponchos from the gift shop or custom-made garbage bag ponchos. Despite empty stands, plenty followed the action on the MotoAmerica Live+ app, safely huddled in trailers and tents. Being Wisconsin, the rain stopped just as the final Twins Cup race ended. Just in time to grill some brats and start up the fire pits.

While “Big Show” races get the headlines, seasoned fans know the Junior Cup, Twins Cup, and Royal Enfield BTR series are the future. In Junior Cup, defending champ Avery Dreher of Bartcon Racing crashed out of third place on the last lap of Saturday’s contest, taking second place BPM Team rider Isaac Woodworth with him. This gave his sister, Ella Dreher of Bad Boys Racing, her first podium ever, for third place. Matthew Chapin, also of Bartcon Racing, took the checkered aboard the class-standard Kawasaki Z400.

The Twins Cup saw Dominic Doyle of Giaccmoto Yamaha Racing take first by 10.443 seconds over an Aprilia and Suzuki. Point leader Gus Rodio of Rodio Racing - Powered by Robem Engineering withdrew with mechanical issues, allowing the series’ dark horses to inch up in the points.

Twins Cup rookie (and 2023 Royal Enfield BTR champ) Mikayla Moore crashed in her practice debut, leaving her unable to start Saturday’s Royal Enfield BTR race. This led to an opportunity for Cassie Creer to claim her first Royal Enfield BTR win. Having never raced in rain before, she held on for a 0.225 second win over Emma Betters. What was it like? “It was terrifying.” Fear can be a great motivator.

C’mon, you can do it. The sun struggles to muscle its way past the cloud cover on Saturday. (Anders T. Carlson/)
Twins Cup action on the Carousel, with No. 19 Jeff Bean leading No. 918 Josef Bitner, who’s holding off No. 10 Brett Donohue. (Nicole Everhart/)Sunny Sunday

It would be a stretch to call Sunday “summer.” But the sun broke through and dried track and fans alike. While Cameron Petersen and Jake Gagne put in matching 2:33 best lap times aboard their Attack Performance Progressive Yamaha Racing Superbike machines on Saturday, Sunday saw lap times drop back to 2:10 and 2:11 for Herrin’s Warhorse HSBK Ducati Superbike and Bobby Fong’s Wrench Motorcycles Yamaha, respectively. While Petersen’s margin of victory was just 0.004 second over Gagne on Saturday, Herrin beat Fong by 9 seconds on Sunday.

Troy Herfoss’ S&S Indian Challenger dominated KOTB on Saturday, beating Kyle Wyman by 5.254 seconds after leading by as much as 9 seconds. But Sunday belonged to Wyman’s Harley-Davidson Factory Road King, beating Herfoss in a drag race to the flag by just 0.039 second. Sometimes raw power carries the day. The Motor Company brass were no doubt happy, as was Willie G. himself, said to be in attendance. No matter who you root for, America is a better place with two American marques duking it out on the track.

Saturday’s Superstock race saw the closest finish in MotoAmerica’s 10-year history. Tyler Scott’s Vision Wheel M4 Ecstar Suzuki caught both Scholtz and Jacobsen napping, nipping both at the line by 0.001 second, the measurement limit of Road America’s timing and scoring capabilities. As MotoAmerica’s Sean Bice noted, Scott’s estimated 2-inch advantage at the finish line at roughly 160 mph equates to an estimated 0.0007 second margin of victory. More or less, anyway.

The women riders of the Royal Enfield BTR class head out for Sunday morning practice. (Henry Fajardo/)
Defending KOTB champ Hayden Gillim spent the weekend chasing mechanical issues instead of Indian riders. But aboard a bike with last year’s engine, he led much of Sunday’s race and had the crowd on their feet before settling for a hard-earned fifth place. (Anders T. Carlson/)Twins Cup spectators saw double on Sunday as the Aprilia of rookie Alessandro Di Mario of Rodio Racing - Powered by Robem Engineering netted second again. Don’t you get points for getting the same position in wet and dry? Rocco Landers, aboard the RevZilla/Motul/Vance & Hines Suzuki, eked out first place by just 0.154 second over Alessandro, adding a nice bookend to a third place finish Saturday.

Junior Cup usually owns close racing and multiple lead changes, but everyone decided to copy them this year. Nonetheless, Chapin of Bartcon Racing followed up his Saturday luck with a decisive 0.346 second win over Logan Cunnison’s Speed Demon Racing machine. Number of lead changes? Eight by our count, in six laps.

Mikayla Moore shook off a thigh contusion from Saturday’s Twins Cup practice crash to regain her form on Sunday, taking first by 23.937 seconds over Aubrey Credaroli in the Royal Enfield BTR race. Saturday’s winner, Cassie Creer, netted third place for a second trip to the podium.

The only place not repaved at Road America? The motorcycle-only kink by turn 11. Twins Cup riders fight for real estate on Sunday’s contest. (Nicole Everhart/)------ The most popular place to watch? Turn 5, of course. You know, where most of the race incidents happen. Anders T. Carlson

Pitbikes and Other Vehicles

American Honda must finally be delivering Navis in decent numbers, as its $1,807 machines finally showed up in full force. Several examples with trick exhausts and deleted rear fenders were present. Honda CRF110s and Yamaha TT-R110s were everywhere, as usual. But vintage Honda Trail C70s were scarce, with older Kawasaki KV75s barely seen. But in their place, newer Honda Trail 125s were all over the place. As were vintage Honda Passports, some in heavily modified form. Custom trellis swingarm with a new 125cc crate motor with VM24 carbs? There’s your Passport to fun-ville.

This is the life. Who needs pedals when you’ve got matching Suzuki FA50 Shuttle “Nopeds”? (Anders T. Carlson/)
The other main straight at Road America. The Honda Navi finally showed up in numbers, even if said numbers didn’t include much on the speedo. (Anders T. Carlson/)A lovely pair of matching 1985 Suzuki FA50 Shuttle “Nopeds” showed up. It’s not a rule, but you probably get 50 Road America points for matching pitbikes. Pull-start Coleman-type minibikes were the choice of troublemakers unable to rent golf carts after “incidents” last year. One old Honda CR500 was spotted, as were countless Yamaha 175 two-stroke dirt bikes, all making shortcuts (and occasional burnout circles) through the wet Saturday grass. Conditions made motocrossers of everyone, unless you were in a golf cart. That didn’t stop multiple drivers from channeling their inner Ken Block, oversteering passengers into opposite lock slides over green grass. Harmless fun, unless you repair golf carts for a living.

Saturday’s rain kept car-spotting to a minimum. But a few notables showed up, if for no other reason than to show off their wax and finish skills. A black 1968 Pontiac GTO had the turn 1 outfield to itself on Saturday, but Sunday saw vintage machines out in force, with a gorgeous mid-’60s Alfa Romeo Sprint GTA and a bone-stock 1968 Pontiac Firebird, complete with rare, base 3.8-liter inline six-cylinder and single Rochester carburetor. The owner made a point of buying it before he shipped off to Vietnam and has owned it ever since.

Invest in carnauba wax futures. A lovely 1968 Pontiac GTO, demonstrating proper water-beading practices. (Anders T. Carlson/)
The pitbike game at Road America is real. Trick custom-made trellis swingarm for a 1980-something Honda Passport. (Anders T. Carlson/)Kei trucks were out in force, but tuk-tuks seemed less popular than in past years. Cycle World Editor-in-Chief Mark Hoyer showed up in a personal golf cart, said to be on loan from a friend. It sported knobbies, a stereo, trick suspension, and a distinctive No. 34 on the side. That’s roadrace champion Kevin Schwantz’ old number. No word at press time regarding the identity of the golf cart’s true owner.

Still life with spouse, Chevy Astro, and bacon. It made for an aromatic ride home. (Anders T. Carlson/)Last Word

At some point, the carnival is over. Strike the tents, hitch the trailer, and make sure and stop one last time on the way out of Wisconsin for both dry and wet goods. And start processing the crushing realization that you probably have a job to go to tomorrow. For transitioning back to real life, the Brat Stop in Kenosha is fine, as is Mars Cheese Castle further south. But for those in the know, Sobelman’s in Milwaukee makes a fine coda to a Road America weekend. And for those following the circus, the next stop is Brainerd, Minnesota, for the MotoAmerica Superbikes at Brainerd contest on June 14–16. But for now, so long from Elkhart Lake and the center of the Midwest racing universe.

Enjoy the pictures.

You’re never alone at Road America. (Anders T. Carlson/)
What’s more vintage than unobtanium plastics from the ’90s? Vintage bike show at Road America. (Henry Fajardo/)
The sun finally came out on Sunday, helping turn Saturday’s mud into Sunday’s dirt. (Anders T. Carlson/)
Which bike to bring? This is America, bring ’em all. Matching vintage VW bus with scramblers and other assorted vintage motorcycles. (Anders T. Carlson/)
The new spectator section, overlooking the kink at turn 11 at Road America. (Anders T. Carlson/)
See? Stickers do add horsepower. HRC and Clay Smith–inspired woodpecker sticker speaks to the upgrades within this Honda RC51. (Anders T. Carlson/)
Likely a 1967 427 Corvette Stingray, keeping Road America’s Corvette Corral free from non-Corvette interlopers. (Anders T. Carlson/)
Motorcyclist predicts the next hot market for vintage bikes are tariff-era power cruisers. Excellent example of Yamaha FZX700S Fazer, likely a 1986 model. (Anders T. Carlson/)
Common view of 1968 Chevrolet Chevelle 396, from drag race competition POV. (Anders T. Carlson/)
Even small bikes get big love and restoration. Likely a 1971 Honda CL100 scrambler. (Anders T. Carlson/)
Be sure and wear Kevlar pants: an eclectic mix of BMW K and R models from various eras. (Anders T. Carlson/)
A 1983 Honda CB1100F. How do we know it’s a 1983 model? That’s the only year they made it. (Anders T. Carlson/)
One of the best all-around motorcycles ever made: A 1972 Honda CL350. (Anders T. Carlson/)
A one-owner 1969 Pontiac Firebird, with rare base-model inline six-cylinder engine with single Rochester carburetor. (Anders T. Carlson/)
One of numerous Yamaha DT175 Enduros, a popular and durable choice for vintage pitbike. (Anders T. Carlson/)
Likely a 1965 Alfa Romeo Sprint GTA? Let us know in the comments how wrong we are. (Anders T. Carlson/)
Van life is overrated. All you need is a 2006 Toyota Matrix, a Honda Passport, and an adventurous partner. (Anders T. Carlson/)

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After over a decade run, Arai Helmet finally offers a new and upgraded dual sport motorcycle helmet in the form of its XD-5 (read the Arai XD-5 Dual-Sport Helmet Preview 2024 article). Replacing the long-in-the-tooth XD-4 (last updated for 2012), the XD-5 benefits from a host of improvements designed for both streetbike and dirt bike riders. Here are the top five features of Arai’s new and much improved XD-5 dual-sport lid.

Not only is the eyeport larger on this helmet, but the visor has much improved optical clarity, and it now includes a Pinlock insert with this recessed face shield. It’s super easy to change as well.
Ventilation has been increased in this helmet, and it’s really easy to use the vents with gloves. This helmet’s quieter too.
As usual, the liner of this helmet has micro adjustments, so you can tailor the fit to your head shape. You can also opt for thicker or thinner cheek pads as well as top crown to really nail in the fit.
This XD-5 is pretty light. It only weighs 3.65 pounds in size small, and it is really easy to mount your Bluetooth communicator with this helmet.
At last, while this helmet certainly ain’t cheap at $840, the XD-5 is one versatile lid. You can ride it on the street, you can ride it in the dirt, and you can ride it as a dual sport helmet. The visor is easy to remove, as is the peak. It’s quiet, it’s comfortable, and it’s handcrafted in Japan.

We’ll see you in the next episode.

Related: Helmet Size and Fit | MC GARAGE VIDEO

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Kawasaki’s KX250X gets major updates for the 2025 model year for easier tuning, more power, and better handling. (Kawasaki/)Kawasaki pulls the wraps off its 2025 MY 250cc off-road competition segment with its KX250X dirt bike. Based off its KX250 motocrosser, this new motorcycle model benefits from many of the same upgrades introduced in last year’s flagship KX450 lineup.

Editor’s note: Kawasaki’s KX250X competes with bikes, like Honda’s CRF250RX which we last tested during the 2022 Honda CRF250RX Review.

The KX250X distinguishes itself from Kawasaki’s dedicated motocross bike, the KX250, with softer suspension settings, an 18-inch rear wheel, Dunlop Geomax AT81 tires (learn more about Dunlop’s newer Geomax AT82 enduro tire during the Top 5 Features of Dunlop’s Geomax AT82 Rear Tire review), a side/kickstand, and a sealed and more heavy-duty O-ring final drive chain. The new bike is set to retail for $9,099 and is due out later this summer.

The first and most significant update to the 2025 KX250X is a heavily reworked engine, which Kawasaki has redesigned to boost low and midrange power. The 249cc DOHC engine now inherits a lighter and stronger piston from Kawasaki’s factory racing efforts, and also sees the addition of a single-shaft primary balancer for smoother power delivery with less vibration.

A flatter piston, combined with a revised combustion chamber, improves efficiency and helps boost low and midrange performance. (Kawasaki/)Aside from those changes, fans of Kawasaki’s last major update to the KX250 back in 2022 will recognize a few familiar themes here. Valve angles have once again been narrowed to improve combustion efficiency, and the downdraft-style intake tract has been further straightened to better align with the exhaust ports. Kawasaki says the intake and exhaust tracts are now fully symmetrical, a feat which also required shifting the cylinder itself five degrees further forward.

Related: Best Dual Sport Motorcycles of 2024

You’ll notice a few other major updates on the left handlebar, which now includes buttons for ECU mapping and traction control in addition to the launch control feature carried over from last year. That means you no longer need to carry around color-coded dongles to tune engine behavior, a long-overdue upgrade for Team Green.

Fuel maps are now swapped on the fly from the left handlebar, as is traction control and launch control. (Kawasaki/)Kawasaki has also integrated the same smartphone connectivity found on its flagship 450 into the new KX250X, which includes fine-tuning of the bike’s fueling maps and ignition timing as well as real-time monitoring of the engine’s rpm, intake pressure, coolant temperature, and more. All this is controlled via Kawasaki’s Rideology the App, which also includes convenient logs for routine maintenance and bike setup.

Kawasaki’s Rideology app allows for fine-tuning of the KX250X’s engine maps using any smartphone. (Kawasaki/)The 250X will also get the same lightweight aluminum perimeter frame design found on the current KX450, which Kawasaki says is optimized for better front-end feel when cornering. The new frame is thoroughly reinforced for improved rigidity, but still weighs over half a pound less than the previous model.

Related: 2025 Kawasaki Elektrode 20 and 20FS Preview

As for suspension, Kawasaki has swapped the outgoing bike’s KYB suspenders for Showa components front and rear, and the 250X now comes spec’d with a 48mm inverted coil-spring fork and a shorter rear shock riding on Uni-Trak linkage out back. Kawasaki says that despite the new shock’s more compact dimensions, suspension stroke has increased over the outgoing model.

The 250X’s notoriously firm KYB suspension has been swapped for Showa components front and rear. (Kawasaki/)2025 Kawasaki KX250X Technical Specifications and Price

| PRICE: | $9,099 | | --- | --- | | ENGINE: | 249cc, DOHC, liquid-cooled single-cylinder; 4-valve | | BORE x STROKE: | 78.0 x 52.2mm | | COMPRESSION RATIO: | 14.0:1 | | FUEL DELIVERY: | DFI w/ Keihin 44mm throttle body, dual injectors | | CLUTCH: | Wet, multiplate; hydraulic actuation | | TRANSMISSION/FINAL DRIVE: | 5-speed/sealed O-ring chain | | CLAIMED HORSEPOWER: | N/A | | CLAIMED TORQUE: | N/A | | FRAME: | Aluminum perimeter, engine as a stressed member | | FRONT SUSPENSION: | 48mm Showa inverted coil-spring fork, compression and rebound damping adjustable; 12.0 in. travel | | REAR SUSPENSION: | Showa Uni-Trak, spring preload, low/high-speed compression damping, rebound damping adjustable; 12.1 in. travel | | FRONT BRAKE: | 2-piston caliper, semi-floating 270mm disc | | REAR BRAKE: | 1-piston caliper, 240mm disc | | WHEELS, FRONT/REAR: | Aluminum spoked; 21 in./18 in. | | TIRES, FRONT/REAR: | Dunlop Geomax AT81; 80/100-21 / 110/100-18 | | RAKE/TRAIL: | 27.5°/4.8 in. | | WHEELBASE: | 58.5 in. | | SEAT HEIGHT: | 37.2 in. | | FUEL CAPACITY: | 1.6 gal. | | CLAIMED WET WEIGHT: | 243.2 lb. | | WARRANTY: | N/A | | AVAILABLE: | Summer 2024 | | CONTACT: | kawasaki.com |

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In spite of the versatile on/off-road capability of adventure motorcycles, not all ADV riders want to ride in the dirt. That’s what Michelin is betting on with its street-focused Anakee Road tires. Available in both 19- and 21-inch front tire sizes, and 17- and 18-inch rears, the Anakee Road is engineered specifically for motorcyclists who ride on pavement, both in the wet and in the dry. Here are a couple of things you should know about Michelin’s new Anakee Road tire after trying it on BMW Motorrad’s new and improved R 1300 GS (find out more during the 2024 BMW R 1300 GS and R 1300 GS Trophy Edition Reviews articles).

This tire is designed for all of us adventure-touring bike riders who ride strictly on the street.
Michelin says this tire has more wet-weather grip, courtesy of a new silica formula, think engineered sand, and it has more durability versus the Anakee Wild.
This Anakee Road tire comes in a wide variety of sizes including this 19-inch front; you can also get 21-inch fronts and 17- and 18-inch rears.

We’ll see you in the next episode folks.

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Fresh from KTM for the 2024 model year is its 390 Duke naked bike (learn more in the 2024 KTM 390 Duke Review From Duke Fest With Videos article). Designed as an affordable and feature-rich lightweight streetbike, the new model has come a long way from the first model (with its basic features and questionable build quality) originally released in North America for the 2015 model year. Here are the top five things we like about riding it on the roads of the US territory of Puerto Rico during the 2024 Duke Fest event.

Of course, it is the styling. This motorcycle looks crazy sharp and it’s certain to turn heads.
This upgraded 398cc single-cylinder engine. Oh boy, this engine vibrates, but it delivers pleasing acceleration when revved—and it loves to rev!
This motorcycle has a sophisticated electronics suite. We have adjustable power modes. We have traction control, ABS, and electronic quickshifter.
Adjustable damping suspension with the fork and the shock. It’s really nice to be able to set up the suspension to your liking.
The bold and beautiful color TFT dash. It looks sharp, it’s easy to read, and it’s Bluetooth compatible with your smartphone.

We’ll see you in the next episode.

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Kawasaki expands its family of electric bikes with the new 2025 Elektrode 20 and Elektrode 20FS. Both bikes will start at $2,199, with the Elektrode 20 coming to dealerships this summer and the 20FS coming to market in the fall.

The 2025 Kawasaki Elektrode 20 will be available starting this summer for $2,199. (Kawasaki/)The 20 and 20FS build on the momentum created by Kawasaki’s original Elektrode balance bike, announced back in 2022. That bike is set up for younger riders however, so the 20 and 20FS seek to open up the ebike possibilities to older kids and “riders of greater stature,” according to Kawasaki press materials.

The newest Elektrodes come with a completely sealed 750W in-wheel brushless motor, chainless drive, 24 mph max speed with three selectable speed modes, and an in-frame battery that offers up to three hours of ride time. In High mode, riders can enjoy an hour of battery life before needing to recharge, and a full charge takes four hours. There’s also an auto sleep function built in that turns off power after 10 inactive minutes to help preserve battery life.

Monitor battery life and select speed modes easily. (Kawasaki/)An LCD panel provides information on speed mode selected, and top speed is limited by each. Low allows only a 13 mph top speed, while Mid and High go all the way to 24 mph, though the Mid setting dulls throttle sensitivity.

Both the 20 and 20FS roll on new 20-inch spoked wheels and feature a lightweight aluminum frame. The 20 comes equipped with a fork that offers 2 inches of travel while the 20FS sports a BMX-style rigid fork. Disc brakes feature at both the front and rear.

The Elektrode 20 will be able to accommodate riders up to 132 pounds. (Kawasaki/)The Elektrode 20 is intended to accommodate riders up to 132 pounds and comes with an adjustable seat that can sit as low as 21.7 inches or as high as 27.3 inches. The 20FS can handle riders up to 176 pounds and features seat height adjustment between 23.4 inches and 30 inches.

The handlebar and front wheel on the Elektrode 20 can be removed easily to help make transport more convenient. (Kawasaki/)
The adjustable seat on both the Elektrode 20 and Elektrode 20FS provide a wide range of heights. (Kawasaki/)
The Elektrode 20 comes with a fork that offers 2 inches of travel whereas the 20FS sports a rigid BMX-style fork. (Kawasaki/)
The 2025 Kawasaki Elektrode 20FS will be available this fall. (Kawasaki/)
The FS features a BMX-style number plate while the standard Elektrode 20 has a more MX-inspired design. (Kawasaki/)2025 Kawasaki Elektrode 20 Technical Specifications and Price

| Price: | $2,199 | | --- | --- | | Motor: | Air-cooled, 750W in-wheel brushless | | Battery: | Lithium-ion | | Battery Voltage/Capacity: | 50.4V, 10.2 Ah | | Run Time: | 180 min. (low) / 60 min. (high) | | Charge Time: | Approx. 4 hr. | | Front Tire: | 2.125 x 20 | | Rear Tire: | 2.125 x 20 | | Brakes Front/Rear: | 160mm mechanical disc | | Wheelbase: | 38.9 in. (20) / 39.0 (20FS) | | Seat Height: | 21.7–30.0 (depending on model) | | Curb Weight: | 46.1 lb. |

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Barber Small Bore proves once again that the iconic OHV single makes an ideal canvas for customization. (Kurt Spurlock/)If you’re into motorcycles, Barber Motorsports Park is the crown jewel of the southern United States. The 17-turn road course is excellent, camping on race weekends is always a damn good time, and then you’ve got the world’s largest motorcycle museum open to the public seven days a week, rain or shine (read the Inside The Barber Vintage Motorsports Museum’s Restoration Shop article).

For one special weekend every summer, however, Barber opens its doors to the largest gathering of minibikes, including Honda Groms, Monkeys, and Cubs, in the country. Barber Small Bore is something every two-wheel aficionado should experience at some point in their lives, but in case you missed this year’s action, we’ve put together our 10 favorite bikes of the weekend (in no particular order) for your viewing pleasure. Miss out on this year’s event? check out our Top 5 Reasons to Attend the Barber Vintage Motorcycle Festival for more fun later in the year.

Related: Mini Memories | READERS WRITE

1963 Honda Trail Hardtail by Kevin Kumtong (instagram: @tegboi) (Kurt Spurlock/)Kevin Kumtong’s wee-chopper started life as a 1963 Honda Trail/Cub 55, but you could probably count the number of original parts remaining on one hand. The frame and swingarm are cut and stretched 7 inches each, the front end is borrowed from a CB125, the engine is upgraded to a 160cc Piranha crate motor, and the rear end is now fully rigid. We’ve also gotta give Kevin props for his choice of gas tank, which he borrowed from the most adorable Honda of all time, the QA50 minibike.

1970 Honda Z50 “Lil’ Denny” by Greg Castillo (instagram: @greg.castillo.888) (Kurt Spurlock/)Greg Castillo’s retro-racer-inspired Z50 is a tribute to his friend Denny, who picked the bike up for a few hundred dollars at a flea market but tragically passed away before he could build it himself. The bike is designed around the hand-built racebikes of the ‘70s, which Castillo says he always preferred to the squeaky clean race machines of the modern era. The frame was stretched 5 inches to accommodate the polished C110 tank seen here, then the rest of the bike was gone through with a meticulous eye to detail from the custom pinstriping down to the tastefully selected array of colorful anodized parts.

1989 “HRC Works” Honda Z50R by Spencer East (instagram: @posparts) (Kurt Spurlock/)Spencer East spent 18 months in his basement cutting, welding, and machining this obnoxiously cool Z50R into what you see here. According to East, it’s an homage to the legendary HRC Works Honda creations of the ‘70s and ‘80s, and was built with the same laser focus on cutting weight and adding performance wherever possible. The frame has been reinforced to better suit adult-sized riders, the swingarm has been extended 1 inch for stability, and East even welded together both the aluminum fuel tank and full titanium exhaust system himself. Other highlights include a bored-out CRF70 engine, modified CRF70 forks, and a 3D-printed airboot connecting the carb to a custom welded airbox.

2022 CP2-Swapped Honda Grom “G7” by TJ Timmerman (instagram: @grom_swap_the_world) (Kurt Spurlock/)Got an extra Yamaha YZF-R7 engine lying around? Why not throw it into something sensible like a 2022 Honda Grom? Builder TJ Timmerman tells us he’s had his “G7″ Grom up to speeds of 130 mph, and after seeing the bike put 64 horses to the ground on Barber Small Bore’s mobile dyno, we’re inclined to believe him. The G7 is covered in trick parts from top to bottom including a nitrous bottle that’s been repurposed into a fuel cell and a hand-operated air shifter powered by a tank hidden in the rear swingarm.

1987 Honda Elite 250 “Moto-ski” by Johnny McDonald (instagram: @frjohnny777) (Kurt Spurlock/)Johnny McDonald couldn’t stand to see the 1993 SeaDoo XP he grew up riding as a kid waste away in storage, so he did what any other sane person would do, grafting the 30-year-old fiberglass body onto a stock 1987 Honda Elite 250 scooter. It’s a head turner, to say the least, but it’s also impressively well thought out: McDonald managed to integrate the Elite’s clocks and controls seamlessly into the SeaDoo’s cockpit, which means everything functions as it should from the speedometer to the turn signals.

The “Kaonohi” Kawasaki Z125 by Icon Motorsports. (Kurt Spurlock/)As design director for Icon Motorsports, Kurt Walter is no stranger to attention-grabbing two-wheelers. This Kawasaki Z125 is no exception, and wears Icon’s laid-back Kaonohi livery to great effect. The small-bore stunt bike is loaded with trick parts including a Nitron shock, Yoshimura exhaust, and a big-bore kit for added power, but it’s the chopped and channeled race bodywork borrowed from Yamaha’s legendary FZR750R (ram air scoops and all) that’s really got us drooling.

1969 Honda CL90 Street Tracker by Terry Hunter. (Kurt Spurlock/)What better way to start a project than with a free motorcycle? Terry Hunter was given this 1969 Honda CL90 from a friend who used to ride it to high school in the 1970s and wasted no time making it his own. The monocoque frame of the old scooter has actually been chopped at the center and rewelded to sit lower to the ground, and the aftermarket tank has been cut and channeled to sit flush atop the frame. The fiberglass tracker tailsection was hand-shaped to match the lines of the tank, and Terry even did all of the absolutely bonkers paintwork on both the bike and the helmet himself.

Honda XR200 Drag Bike by Gilbert Jennings. (Kurt Spurlock/)“If you want to build a fast bike, don’t start with an XR200.” That’s the advice we got from builder Gilbert Jennings, who decided to put this stretched-out drag bike together for some friendly competition here at Barber Small Bore. Jennings tackled the design of the bike, then his brother handled the fabrication to extend the XR’s chassis for drag use. Most impressively, however, is the fact that the engine was put together by Barber’s own Chuck Huneycutt, who recently retired as the museum’s lead restorer and also happens to be one of the lucky few who got to race the iconic Britten V1000 in its heyday.

1970 Honda CT70 “Bling Bling” by Paul Samson (instagram: @paul_s_jr) (Kurt Spurlock/)Paul Samson’s aptly named “Bling Bling” Honda CT70 is every JDM fanboy’s dream. This bike is loaded top to bottom with Japan’s finest parts including a Daytona engine with a dual overhead cam kit, acres of G’craft brightwork, a Takegawa dry clutch, and a Yoshimura Mikuni carburetor. Samson’s sweet mini also sports a custom dual front disc brake setup that employs a pair of rear calipers borrowed from a pair of Ducati 916s, and is finished off in absolutely pristine paintwork to channel a proper West Coast custom vibe.

“Woody” 2009 Honda Ruckus by Scott Hull. (Kurt Spurlock/)No small-bore get-together would be complete without at least one Honda Ruckus scooter represented, and Scott Hull’s immaculate 2009 build takes the cake as our favorite of the year. Not only is this thing clean enough to eat off of, but it’s also something of a holy grail for Ruckus fans: That’s because the “Woody” is both a tastefully executed “Met-Ruckus” build (a Honda Ruckus/Metropolitan mashup) and sports a GY6 engine swap for added giddyap. Throw in the polished wheels, Seafoam frame, and hydro-dipped wood grain bodywork and you’ve got a steezy grocery-getter anyone would be proud to call their own.

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Situated in Midrand, Gauteng, South Africa, the Kyalami Grand Prix Circuit in South Africa is renowned for its challenging layout and rich motorsport history. It features a mix of fast straights, tight corners, and elevation changes, providing an exciting and technically demanding track for trackbike riders. Recently we had the rare opportunity to ride this legendary circuit on a variety of streetbikes, including Suzuki’s GSX-S1000 and Yamaha’s XSR900 during the Bridgestone Battlax S23 Motorcycle Tire Review With Videos, Top 5 Features of Bridgestone’s Battlax S23 Motorcycle Tires, and Top 5 Reasons We Like Riding Bridgestone’s Battlax S23 Tires articles and videos. Here are five fun facts about the Kyalami Grand Prix Circuit.

The Kyalami Grand Prix Circuit was originally built in 1961.
It’s a 2.8-mile, 16-turn configuration.
It has cool names like the “Mineshaft” and the “Crocodiles.”
It’s a smooth bowling ball (well mostly) and fun to ride.
It costs upwards of $50,000 to rent this facility, but you can do trackdays in South Africa for right around $500.

We’ll see you in the next episode.

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Suzuki Motor USA has brought the count of its family of 800-level V-Stroms to four with the announcement of the 2024 V-Strom 800 Touring. This street-going adventure bike is available now and will start at $10,499.

The brand made headlines in late 2022 when it debuted its first two upper-midsize V-Stroms, both powered by a new 776cc parallel-twin engine that serves as the beating heart of the Touring model. The mill itself made news as well, with designers commenting at the time that the platform would provide a wide range of design flexibility thanks to its compact build. For example, it’s now powering both the GSX-8R (read/watch our reviews of this model during the Top 5 Features of Suzuki’s GSX-8R for Trackday Riders, This Is What You Need To Know about Suzuki’s GSX-8R, Top 5 Things We Like About Suzuki’s GSX-8R for Street Riders, and 2024 Suzuki GSX-8R Review With Videos) and GSX-8S in addition to the four 800-level V-Strom models.

The 2024 Suzuki V-Strom 800 Touring will start at $10,499. (Suzuki/)As for the Touring model in particular, as its name suggests the bike is ready for the long-haul with exclusively created Dunlop D614 tires, 19 inches in front and 17 inches at the rear. It also comes with a 35-liter top case, standard. The bike utilizes a bidirectional quickshifter, ride-by-wire throttle, and Suzuki’s Intelligent Ride System. A modern 5-inch TFT instrument panel and LED lighting are all part of the base Touring package as well.

A 35L top case comes standard on the V-Strom 800 Touring. (Suzuki/)The bike makes use of a Showa SFF-BP fork with spring preload adjustability and a Showa shock that has both preload and rebound damping adjustment. It comes with Nissin braking kit front and rear along with selectable ABS that features two levels of sensitivity. Fuel capacity is 5.3 gallons.

The V-Strom 800 Touring can also be outfitted for even more adventure thanks to Suzuki’s catalog of accessories which include side cases, bike protection, fog lamps, a centerstand, low- and high-profile seats, heated grips, and more. The 2024 version will come in Glass Sparkle Black color.

With the introduction of the Touring trim, Suzuki’s 800-level V-Strom family grows to four. (Suzuki/)
The 2024 V-Strom 800 Touring in Glass Sparkle Black. (Suzuki/)2024 Suzuki V-Strom 800 Touring Technical Specifications and Price

| Price: | $10,499 | | --- | --- | | Engine: | 776cc, DOHC, liquid-cooled parallel twin | | Bore x Stroke: | 84.0 x 70.0mm | | Compression Ratio: | 12.8:1 | | Fuel Delivery: | Fuel injection w/ 42mm throttle bodies; ride-by-wire | | Clutch: | Wet, multiplate; cable actuation | | Transmission/Final Drive: | 6-speed/chain | | Frame: | Backbone | | Front Suspension: | 43mm Showa SFF-BP USD fork, spring preload adjustable; 5.9 in. travel | | Rear Suspension: | Showa shock, preload and rebound damping adjustable; 4.7 in. travel | | Front Brake: | Nissin 4-piston calipers, 310mm discs w/ adjustable ABS | | Rear Brake: | Nissin 1-piston caliper 260mm disc w/ adjustable ABS | | Wheels, Front/Rear: | 7-spoke cast aluminum; 19 in. / 17 in. | | Tires, Front/Rear: | Dunlop D614; 110/80-19 / 150/70-17 | | Rake/Trail: | N/A | | Wheelbase: | 59.6 in. | | Seat Height: | 32.5 in. | | Fuel Capacity: | 5.3 gal. | | Claimed Curb Weight: | 492 lb. | | Available: | Now | | Contact: | suzukicycles.com |

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Honda has announced the fourth-generation Grom streetbike for the 2025 model year, marked by enhancements to the bodywork and an expansion of the accessories available to owners. It will be available starting this month in three trims which include standard, SP, and ABS versions. Pricing will be $3,599, $3,699, and $3,799 for each, respectively.

Editor’s note: We last test rode Honda’s fun-loving Grom during the 2022 Honda Grom ABS MC Commute Review and 2022 Honda Grom ABS Review articles and videos.

The 2025 Honda Grom will come in three different trims, and four different colors. (Honda/)“When it comes to diminutive powersports models, Honda consistently outpaces the competition,” said Colin Miller, assistant manager of public relations at American Honda, in a company press release. “There’s no better example of that than the Grom, and we know that the enjoyable, sporty vibe of this gen-4 refresh will be a hit with our customers.”

The refresh includes what Honda describes as “almost entirely new bodywork” which aims to provide a more aggressive look and more comfortable experience to the rider. The design retains the quick-release arrangement for the four main body panels to allow for easy customization along with a new tank cover and headlight cover, shrouds and side covers.

Honda claims that nearly all the bodywork on the 2025 Grom is revised. (Honda/)Topping the list of new accessories are luggage options, including a rear carrier and cloth saddlebags. There will also be items like a meter visor, knuckle visors, and a lower cowl among others.

The mechanical elements of the machine remain unchanged in this latest revamp, which is unsurprising as the engine, drivetrain, and other elements received attention during the previous rework back in 2022.

The standard 2025 Honda Grom in Pearl White will start at $3,599. The Grom ABS will also be available in the same color. (Honda/)
The Grom was first introduced in 2014 and since then has become one of Honda’s most popular models. (Honda/)
The Grom received notable updates in 2017 and 2022, with the 2025 edition marking the model’s fourth generation. (Honda/)
In 2022, the Grom got extensive mechanical updates, including the addition of a fifth gear to its transmission. (Honda/)
The 2022 update also saw an updated LCD screen added to the Grom. (Honda/)
In addition to new body panels and more aggressive design, the 2025 Grom gets a new headlight cover and tons of new accessories. (Honda/)2025 Honda GromTechnical Specifications and Price

| Price: | $3,599–$3,799 | | --- | --- | | Engine: | 124cc, SOHC, air-cooled single; 2 valves/cyl. | | Bore x Stroke: | 50.0 x 63.1mm | | Compression Ratio: | 10.0:1 | | Fuel Delivery: | PGM-FI w/ 24mm throttle body | | Clutch: | Wet, multiplate | | Transmission/Final Drive: | 5-speed/chain | | Frame: | Steel mono-backbone | | Front Suspension: | 31mm telescopic fork; 3.9 in. travel | | Rear Suspension: | Single shock; 4.1 in. travel | | Front Brake: | 2-piston caliper, 220mm disc (ABS optional) | | Rear Brake: | 1-piston caliper, 190mm disc | | Wheels, Front/Rear: | Five-spoke cast; 12 in. / 12 in. | | Tires, Front/Rear: | 120/70-12 / 130/70-12 | | Rake/Trail: | 25.0°/3.3 in. | | Wheelbase: | 47.2 in. | | Seat Height: | 30.0 in. | | Fuel Capacity: | 1.6 gal. | | Claimed Curb Weight: | 224–227 lb. | | Available: | June 2024 | | Contact: | powersports.honda.com |

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Honda has announced a major update to its CRF450R motocross machine for the 2025 model year, with sweeping changes to the chassis leading the list of updates. The new motorcycle will be available to consumers starting in August with a $9,699 MSRP.

The 2025 CRF450R comes with revised front braking kit and new internals for the fork. (Honda/)“At Honda, the R&D processes of our production machines and our factory racebikes are closely intertwined,” said Colin Miller, assistant manager of public relations at American Honda, in a company statement. “Over the past year and a half, Team Honda HRC has dominated in AMA Supercross and AMA Pro Motocross, and the progress in that realm has both benefited from and contributed to the development of our production CRF Performance motocrossers.”

As mentioned, the chassis gets the bulk of the love in this update, with a main frame composed of 70 percent new components. This redesign promises improved torsional and lateral rigidity, better stability, and better composure in difficult track conditions. The subframe mounting point is changed as well to help optimize the transfer of energy from the rear to the front of the bike.

Related: 2025 Honda CRF450R Model Overview

The updated frame utilizes 70 percent new components, and revisions to the engine promise better performance throughout the rev range. (Honda/)The new frame is mated to improved suspension components, with a 49mm Showa coil-spring fork benefiting from new internals, which include updated Bending Control Valves, seats, oil, and springs. The Pro-Link rear suspension comes with a new linkage structure and a changed leverage ratio, all to promote better suspension performance in tough terrain and help to keep the machine more composed than before. Designers also made the shock easier to remove for maintenance, with Honda promising it will take just half the time to remove than the previous iteration.

The braking setup is altered too, with the front caliper packing a new piston and seal grooves along with fresh machined accents.

The new CRF450R gets a sweeping revision, with lots of attention paid to creating a more composed chassis. (Honda/)Of course, the engine gets some attention as well, with improved airflow coming from an updated airbox which helps to improve both top-end performance and throttle control. The header pipe is redesigned to be longer and straighter in order to boost low- and midrange power. The ECU is new also, with changes to the selectable maps derived from input taken from the HRC factory riders. The gear-position sensor allows riders to utilize three different ignition maps, Standard, Smooth, and Aggressive, all selected via a new handlebar-mounted switch gear. Launch Control, Selectable Traction Control, and Engine Mode Select all give riders even more customization control.

Then, to top it all off, designers gave the CRF450R a bit of a face-lift with new bodywork that aims to help improve contact points for the rider gripping the bike in competition. These revisions include a wider side-plate profile along with updated shrouds and side plates.

Honda benefited from input from its successful HRC factory team riders in the development of the latest CRF450R. (Honda/)
Many of the updates aim to create more composure in rough terrain. (Honda/)
A new ECU gives riders even more performance control. (Honda/)
The 2025 CRF450R will start at $9,699 and be available starting this August. (Honda/)2024 Honda CRF450R Technical Specifications and Price

| Price: | $9,699 | | --- | --- | | Engine: | 498.8cc, SOHC, liquid-cooled single; 4 valves/cyl. | | Bore x Stroke: | 96.0 x 62.1mm | | Compression Ratio: | 13.5:1 | | Fuel Delivery: | PGM-FI w/ 44mm throttle bodies | | Clutch: | Wet, multiplate, hydraulically actuated | | Transmission/Final Drive: | 5-speed/chain | | Frame: | Aluminum twin-spar | | Front Suspension: | 49mm Showa coil-spring USD fork, fully adjustable; 12.2 in. travel | | Rear Suspension: | Pro-Link Showa shock, fully adjustable; 12.2 in. travel | | Front Brake: | 2-piston caliper, 260mm disc | | Rear Brake: | 240mm disc | | Wheels, Front/Rear: | D.I.D; 21 in. / 19 in. | | Tires, Front/Rear: | Dunlop Geomax MX33, 80/100-21 / 120/80-19 | | Rake/Trail: | 27.3°/4.5 in. | | Wheelbase: | 58.3 in. | | Seat Height: | 37.8 in. | | Fuel Capacity: | 1.7 gal. | | Claimed Curb Weight: | 249 lb. | | Available: | August 2024 | | Contact: | powersports.honda.com |

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Before you get to ride this 2025 Honda CRF250RWE, you’ll want to check in with Honda’s CRF-F bikes first. (Honda/)American Honda released its 2025 lineup of CRF dirt bikes, complete with all the HRC-inspired R models. But before anyone launches themselves at heaven and earth aboard competition-ready MX hardware like the Honda CRF450R or CRF250RWE, they’ll learn the art of dirt on the CRF250F, CRF125F, CRF110F, and CRF50F.

For 2025, all four novice trail bikes are unchanged from 2024, save for updated HRC-derived graphics. So what’s new? That would be you, the first-time dirt rider looking for guidance on Big Red’s trail offerings. Historically, Honda’s superpower has been making new riders with accessible, smartly priced new dirt bikes. A lifetime of off-road fun (and brand loyalty) starts on the ground floor with fuel injection, user-friendly sizes, and conservatively tuned rigs for beginner riders.

Usually, we start at the top of the product sheet. But let’s shake things up and start at the beginning, where kid-friendly, muddy fun begins. Let’s dive in.

Motocross dreams can start here: the 2025 Honda CRF50F, in red. (Honda/)
Perhaps some ’90s splashiness might inspire: the 2025 Honda CRF50F, in white. (Honda/)2025 Honda CRF50F

In life, you only get one first dirt bike. Better make it count. If you’re raising the next Jett Lawrence (2023 AMA Pro Motocross, 2024 AMA Supercross champ), their brand loyalty and your parental aspirations start here. The Honda CRF50F gets a 49cc air-cooled four-stroke SOHC single-cylinder engine with classic kickstart, a carburetor, three gears, and no pesky clutch. Front and back 10-inch wheels yield a low 21.6-inch seat height, with 3.8 inches of travel in front and 2.8 inches for the rear. A 111-pound curb weight isn’t the lightest, but easy enough for any parent to help with inevitable spills. A 0.7-gallon tank (with 0.2-gallon reserve) should make for a full afternoon of dirt instruction that’s off-road legal, year-round in all 50 states.

For comparison, Yamaha offers the shaft-drive, fully automatic two-stroke PW50 ($1,849 for 2024 MY) with an 18.7-inch seat height and mag wheels. And it weighs just 90 pounds. But the mighty CRF50F nails the look and feel of “miniature MX” with spoked wheels and high pipe, so you be the judge of what’s best for your budding motocross star. Regardless, both feature kickstarting, which is obviously an important life skill. Fun fact: The comparable Suzuki DR-Z50 ($2,579 for 2024 MY) offers electric start, in addition to kickstarting.

2025 Honda CRF50F

Colors: Red, white
MSRP: $1,799
Available: June

Newbie no more: The 2025 Honda CRF110F gets four gears, fuel injection, and 109cc of pee-wee power (Honda/)
More ’80s and ’90s color inspo: the 2025 Honda CRF110F in white. (Honda/)2025 Honda CRF110F

Assuming your child has mastered their entry-level bike and still wants to tear things up, the Honda CRF110F could be their next dirt bike. Having taught your child the art of kickstarting, reward them with the futuristic gift of electric starting. And they’ll get a few more ponies to play with. The CRF110F gets a 109.2cc air-cooled four-stroke SOHC single-cylinder engine, with an automatic clutch rowing through four gears. Its 14-inch front and 12-inch rear wheels give a 25.9-inch seat height, with 4.3 inches of suspension up front, 3.8 inches for the rear. A 1.0-gallon fuel tank feeds electronic fuel injection, which means one less thing to go wrong. Unless you were planning on teaching your 7-year-old how to clean carburetors.

The 169-pound curb weight is reasonable, and overall, it’s a solid bulletproof novice dirt bike. Apparently, it’s the powersport industry’s top-selling dirt bike. It’s also off-road legal, year-round in all 50 states. A head-to-head contender would be the Yamaha TT-R110E ($2,449 for 2024 MY), which is still carbureted and offers a traditional clutch. It does have slightly more ground clearance (7.1 inches versus 6.7 inches) and a slightly taller 26.4-inch seat height. Time for some hard parental choices.

2025 Honda CRF110F

Color: Red, white
MSRP: $2,699
Available: August

The standard Honda CRF125F gets you a 17-inch wheel in front and 14-inch wheel in back. (Honda/)
That name though: The Big Wheel Honda CRF125F gets you a 19-inch wheel in front and 16-inch wheel in back. (Honda/)2025 Honda CRF125F

They say kids grow like weeds. With this in mind, so do the options on their next dirt bike. The Honda CRF125F comes in standard (17-inch front, 14-inch rear wheels) and Big Wheel (19-inch front, 16-inch rear wheels) configurations. As they start sprouting up, so does the seat height, from the standard’s 29.1 inches to the Big Wheel’s 30.9 inches. As with all dimensions, ground clearance gets a bump, from 8.3 inches to 10.3 inches, respectively. Best of all, curb weight is nearly identical, 194 pounds and 199 pounds. It adds up to a machine that younger riders can grow with, geometrically and geographically.

Both machines get a 124.9cc air-cooled four-stroke SOHC single-cylinder engine with a traditional clutch and four speeds. Fuel-injected since 2019, both models get electric start but slightly different suspension. The standard CRF125F gets 5.9 inches of travel in front, 5.5 inches in rear, while the CRF125F Big Wheel gets 6.7 inches of travel in front, 6.6 inches in rear. Also, both get a 220mm hydraulic disc brake in the front, an upgrade from drums all around on smaller models. As with all CRF-F models, it’s also 50-state off-road legal. An alternative 19/16-inch front/rear wheel contender would be the Suzuki DR-Z125L ($3,599 for 2024 MY), with classic carburetion but five speeds instead of four. Just saying.

2025 Honda CRF125F

Colors: Red
MSRP
- CRF125F: $3,499
- CRF125F Big Wheel: $3,899
Available: July

Just like in “The Jeffersons,” you’re moving on up. The all-grown-up Honda CRF250F, ready to take on American dirt. (Honda/)
The Honda CRF250F, in its natural environs on trails, dirt, and rocks. (Honda/)2025 Honda CRF250F

Congrats, you did it. You’ve successfully instilled a lifelong love/crippling addiction to dirt bikes in your child. Or maybe you caught the bug from watching them tear around the track or woods? Whatever the case, the CRF250F is the full-size, mid-displacement dirt bike (or trail bike) reward for having grown up and learned the dirt basics. Friendly, tractable power across a wide powerband gets paired with a leading-axle 41mm Showa front fork and a rear Pro-Link single shock with 8.5 inches and 9.1 inches of travel, respectively.

Newer or casual riders get a 250cc air-cooled four-stroke SOHC single-cylinder engine with electric start, five speeds, and fuel injection through a 34mm bore. There’s a 240mm brake disc up front, with a 220mm disc in back. And of course, you’ve graduated to 21/18-inch front and rear wheels, adding up to a manageable 34.8-inch seat height and 265-pound curb weight. The world of dirt is your oyster. You’re free to legally explore recognized off-road trails and private land in all 50 states, or as far as the 1.6-gallon fuel tank will take you. And you could start thinking about moving up to the 2025 CRF-R family of competition-based models. Or not. Either way, you or your dirt bike progeny have arrived. That’s solid parenting.

2025 Honda CRF250F

Color: Red
MSRP: $4,999
Available: August

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Road and trail: KTM’s lightweight dual sport gets a full redesign for 2024. (KTM/)Say what you will about KTM, but you can’t say the Austrian dirt bike manufacturer is afraid to try new things. That’s certainly the case with this year’s ground-up redesign of the KTM 350 EXC-F, which according to KTM only shares 5 percent of its build sheet with last year’s 350. The 350 EXC-F is designed as a lighter and more nimble version of KTM’s top-of-the-range, 500 EXC-F street-legal dual sport.

“With over three decades of racing experience and more than 126 World Enduro titles in the trophy cabinet, KTM has remained the weapon of choice when it comes to taking on the world’s toughest races,” KTM North America says in its official press release. “For the 2024 model year, the KTM EXC nameplate continues to raise the bar in the areas of performance, development, and innovation with its most radical transformation to date.”

So what’s new on the 2024 350 EXC-F? In short, pretty much everything but the bike’s Brembo braking system. Engine, frame, suspension, you name it, KTM has gone faster, lighter, and more hard-nosed than ever with its nimble off-road enduro.

The 2024 KTM 350 EXC-F gets all-new everything from the wheels up. (KTM/)Engine-wise the 350 EXC gets the same treatment as KTM’s flagship 500 EXC-F in that the motor is both lighter than the previous version and angled two degrees further toward the back of the bike. KTM says this rearward tilt (along with a repositioned sprocket) helps consolidate the motorcycle’s center of gravity while also boosting its anti-squat behavior.

Related: The Best Dual Sport Motorcycles of 2024

As for the chassis, the 350 EXC-F gets an all-new hydroformed steel frame, which KTM says has been engineered to deliver maximum straight-line stability and improved rider feedback. The rear shock mount has also been moved up and away from the chassis main tube, further enhancing anti-squat performance on acceleration.

The 350’s engine is now lighter and tilted further rearward for improved center of gravity. (KTM/)Speaking of the shock, the EXC-F also gets all-new suspension in the form of a reworked PDS shock out back and a closed-cartridge WP Xact fork up front, both of which now feature completely tool-free adjustment for compression, rebound, and preload. The fork is now held by a pair of forged triple clamps, and benefits from a forged steering head to help reduce flex under load.

Both the fork and shock of the 350 EXC-F now sport completely tool-free adjustment. (KTM/)Another major upgrade comes in the form of KTM’s new Offroad Control Unit, or OCU for short. This new system completely replaces the traditional fuse and relay setup of outgoing models with a compact module that continuously monitors inputs from both the voltage regulator and ECU.

The new OCU completely replaces fuses and relays, flagging individual faults with LED indicators for easier trailside repairs. (KTM/)Whenever an over-current situation is detected, the OCU deactivates the offending component (ignition, fuel pump, fan, etc.), and then alerts the rider to the issue with a red LED. KTM says this system simplifies trailside electrical diagnostics and repairs while also eliminating the need to carry spare fuses.

Related: Behind the Bars at KTM’s Insane Duke Fest in Puerto Rico

Other major upgrades include a damage-resistant two-piece subframe, high-strength Giant alloy wheels laced to CNC-machined hubs, and a new LED headlight which KTM says is three times brighter than previous versions. As you might expect for a bike with 95 percent new parts, we’re only scratching the surface of the new 350 EXC-F’s bells and whistles here, but suffice it to say we’re looking forward to more seat time on the EXC-F this year.

2024 KTM 350 EXC-F Technical Specifications and Price

| PRICE: | $12,499 | | --- | --- | | ENGINE: | 350cc, DOHC, liquid-cooled single-cylinder | | BORE x STROKE: | 88.0 x 57.5mm | | COMPRESSION RATIO: | 13.7:1 | | FUEL DELIVERY: | Keihin EFI w/ 42mm throttle body | | CLUTCH: | Wet, multiplate DDS; Brembo hydraulic actuation | | TRANSMISSION/FINAL DRIVE: | 6-speed/chain | | CLAIMED HORSEPOWER: | NA | | CLAIMED TORQUE: | NA | | FRAME: | Chromoly steel, central double cradle | | FRONT SUSPENSION: | 48mm closed-cartridge WP Xact fork, fully adjustable (tool free); 11.8 in. travel | | REAR SUSPENSION: | WP Xplor PDS shock, fully adjustable (tool free); 12.2 in. travel | | FRONT BRAKE: | 260mm disc, Brembo hydraulics | | REAR BRAKE: | 220mm disc, Brembo hydraulics | | WHEELS, FRONT/REAR: | Giant alloy/spoked; 21 in./18 in. | | TIRES, FRONT/REAR: | Continental TKC 80; 90/90-21 / 140/90-18 | | RAKE/TRAIL: | 26.1°/NA | | WHEELBASE: | 58.6 in. | | SEAT HEIGHT: | 37.9 in. | | FUEL CAPACITY: | 2.2 gal. | | CLAIMED DRY WEIGHT: | 249 lb. | | WARRANTY: | 6 mo. | | AVAILABLE: | August | | CONTACT: | ktm.com |

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This budget-friendly dirt bike outsold every other dual sport in 2023. (Honda/)The small-bore dual sport is going through a renaissance, and there’s really no question as to why. User-friendliness, simplicity, affordability, and versatility are virtues we can all get behind, and few motorcycles exemplify those qualities quite as well as Honda’s CRF300L. Not a Big Red rider, check out the Top 5 Best Cheap Dual Sport Motorcycles 2023 article to see other brands’ fine examples in this segment.

The 300L was a major hit when it got its big overhaul in 2021 (read the 2021 Honda CRF300L Dual Sport First Look Preview article), and it didn’t take long for the budget-friendly enduro to top the dual sport sales charts in the States. According to American Honda, the CRF300L outsold every other dual sport in 2023 regardless of brand, chalking up more than 5,000 sales over the course of the year.

Affordable, low maintenance, and highly capable. The 300L is a lot of bike for $5,449. (Honda/)So what’s made the little 300 America’s darling? According to Colin Miller, American Honda’s manager of powersports and experiential, it comes down to two words.

“Versatility and affordability. It’s got the best of both worlds. You can use it to go back and forth to work every day but at the same time you can explore the backcountry or go hit some single-track.”

Looks the part, rides the part. 300L owners praise the bike’s dirtworthiness and all-around usability. (Honda/)Having just wrapped up a week riding the CRF300L on North Georgia’s “Smokey Mountain 500,” we’re inclined to agree. The bike is a surprisingly good time on a twisty road, feels tailor-made for gravel two-track, and handles the technical stuff alarmingly well for a $5,449 motorcycle.

A comparatively low seat height, approachable engine, and featherlight clutch have also made the 300L a favorite among new riders and those new to dirt. Interestingly enough, those same features may cost the 300L its “bestselling” title by the end of 2024.

Related: Best Cheap Dual Sport Motorcycles of the Year

“Funny thing is, the 300L is likely to be overtaken this year by the XR150L. It’s selling that well, and if it outsells the 300L, and there’s about a 99 percent chance that it will, it’ll become the bestselling dual sport on the market.”

Sales figures from Honda illustrate both the CRF’s popularity and the XR150L’s unexpected success in the US. (Staff/)Mind you, we’re not talking about the global market here, where smaller-capacity bikes like the XR are the norm. We’re strictly talking about the USA.

So what gives? Could an air-cooled 149cc single with a rear drum brake and 11 hp really be the bike America’s been pining for? Miller says there’s more to the little XR’s success than meets the eye.

“There’s a broader appeal to it than just a beginner bike. It’s great for that, or for someone that wants to get out and ride the trails with zero experience, but then you’ve also got this whole segment of people who are going out with their camper and they just want something to putt around on once the campsite is set up.”

Parking lot princess: The XR’s light weight, low seat, and easy clutch are ideal for training new riders. (Kurt Spurlock/)Miller says the XR150L’s $3,099 MSRP, combined with Honda’s reputation for reliability, has been a windfall for the little bike. Considering most new motorcycles at this price point feel about as legit as a Wish.com Rolex, there’s no denying dealer support goes a long way with potential buyers.

“In this day and age everyone is stretched thin. The fact that it’s that affordable and it’s a Honda is big. You can go buy some unknown brand at a random little motorcycle shop, but you’ll have no idea where to get parts or if you’ll even be able to fix it if you break something. Customers know there’s going to be support for their XR, but then again they also know it’s gonna be reliable. I mean that’s the core of Honda’s business: It’s that reliability factor.”

While the XR’s limitations are clear, we’ve had our fair share of fun with it around camp. (Honda/)The XR150 got a minor price increase for 2024 (it retails for $3,099 currently), but if Honda’s sales figures are anything to go by, the minor bump hasn’t curbed appetites in the US whatsoever. Any way you look at it, Big Red stands to hold the title for bestselling dual sport two years in a row, but if the rest of the Big Four throw their hats in the ring next year, you won’t hear us complain.

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Hardcore off-road riders rejoice—Dunlop Motorcycle Tires has something special for us in the form of its Geomax AT82 off-road tire. The AT82 replaces the American tire brand’s AT81 which was OE fitment on a variety of dirt bikes, including Honda’s CRF250RX. We recently tested the rear tire (120/90-18) on a Honda CRF450RL dual sport. Here are the top five features of Dunlop’s new Geomax AT82 off-road rear tire:

The profile of this tire is narrower and more tall, which boosts traction when you’re cornering.
These knobbies have been reinforced so they deform less under high load/throttle application.
The carcass has been redesigned so it absorbs bumps better and disperses load more evenly across the surface area of the tire.
This tire is now bidirectional so you can flip it. Right now we have it in soft terrain mode, but you can flip it and put it in hard terrain configuration just by swapping the rotation of the tire.
Lastly, the Geomax AT82 is now available in both 18- and 19-inch rear wheel sizes.

We’ll see you in the next episode, folks.

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More sport focus means the clip-on-style bars are mounted atop the yokes and are 93mm (3.7 inches) forward and 114mm (4.5 inches) lower than the naked XSR900's. The seat is 12mm (0.5 inch) forward and 27mm (1.1 inches) higher, with the pegs higher by 26mm (1 inch) and rearward by 26mm. (Ant Production/)Yamaha’s new XSR900 GP retro shamelessly evokes memories of the YZR500 V4, the iconic two-stroke that ruled grand prix racing for much of the 1980s and 1990s. From its Marlboro-inspired paint scheme to its yellow “number board” nose and distinctive hand guards, it is a carefully considered tribute to the fiery YZR and the American legends, Eddie Lawson and Wayne Rainey, who tamed it. If ever a sporting streetbike was designed for the US market, then the XSR900 GP is it.

There are now three riding modes—Sport, Street, and Rain—plus two custom maps, four power modes, traction control, slide control, wheelie control plus cornering ABS. (Ant Production/)Yet, sadly, it’s not coming here. At least not yet. Instead we get the standard XSR900 last tested during the 2022 Yamaha XSR900 Second Ride Review. And for those of a certain age, especially those who fell in love with the crisp handling of the YZR-inspired FZ and FZR sportbikes of the era, that seems like a crying shame.

A new 5-inch TFT dash contrasts neatly with the old-school looks. New switch gear features a five-way joystick and unusual “seesaw” indicator switch. (Ant Production/)Sceptics might argue that the GP is little more than a dressed-up XSR900, the popular and punchy naked in Yamaha’s Sports Heritage range. But Yamaha’s designers have worked magic to create a heartfelt and effective tribute to the YZR. The fairing is secured with an old-school stay and R-clips, just like a racebike. The gas tank is waisted at the knees and flat on top, just like the YZR’s (not to mention my old FZ600′s!). The boxy single seat oozes GP vibes (a pillion seat is hidden underneath), the Deltabox frame has an authentic period finish, and there are even “SpinForged” wheels which look like they have come fresh from an FZR1000. Add that distinctive cigarette livery and it’s all so close to the famous YZR.

The versatile and torquey 890cc CP3 inline-triple makes a quoted 93 Nm (68.6 lb.-ft.) at 7,000 rpm and 87.5kW (117 bhp) at 10,000 rpm. (Ant Production/)Riding alongside all this nostalgia is a seriously modern Yamaha, one that manages to blend analog and digital, the past and the present, to create a fun and involving streetbike. In its MT-09 SP–derived electronics, the XSR GP has state-of-the art rider aids, and while the half-faired triple may look grand prix-radical, its chassis geometry and riding position are more relaxed than more track-focused Yamahas such as the YZF-R6 and YZF-R7. With Sport mode selected, the throttle is a little aggressive for the street—I preferred Road mode—but the CP3 triple’s blend of 117 bhp and a wide spread of torque is perfect for both the city and the hills, with enough punch for a day on track too.

At 200 kilograms (441 pounds) the new GP comes in 7 kilograms (15.4 pounds) heavier than the standard XSR900 naked. But that weight is carried well. (Ant Production/)The riding position leans you gently onto raised clip-ons, with more weight over the front tire than the XSR. The brakes are uprated, so too the KYB suspension, which is now fully adjustable and gives great feedback as your knee slider searches for the apex. Well, the XSR GP may not be a racebike, but its blend of performance, agility, and stability make for a compelling sporting ride. It’s relaxed and easygoing but some days will take you back to Laguna like it’s 1990 all over.

Single-compound Bridgestone S23 rubber is specially designed to work with the new XSR900 GP and gives great feel on the road. (Ant Production/)Anyone who admired the heroics of Rainey and Lawson or who cut their sporting teeth on the fast FZ and FZR Yamahas of the 1980s and 1990s will feel pulled toward the XSR900 GP. It is as cool and evocative as any retro on the planet. But even if you ignore the styling, it’s still a great streetbike, combining the simplicity of the base XSR900 with the state-of-the-art sophistication of the MT-09 SP sport naked. The only problem is that while riders in Europe are running to their local showrooms to put down deposits, we can’t! Let’s hope that changes soon.

Yamaha has blended the old with new, with a third-generation quickshifter that works both up- and downshifts. (Ant Production/)
Yamaha has added a new Brake Slip Regulator to prevent the rear locking up on the way into corners. (Ant Production/)
Brakes have been uprated with a new 16mm Brembo radial master cylinder while the discs and Yamaha calipers remain the same as the stock XSR900. (Ant Production/)
KYB suspension is now fully adjustable, including for high-speed compression damping. The half-fairing and sportier rider stance mean the front is stiffer and the rear a fraction softer than the standard XSR 900. (Ant Production/)
At the moment the Euro 5+ XSR900 GP isn’t available in the USA despite its historic connection to American racing. (Ant Production/)
From the grand prix factory YZR500 to the FZR600 streetbike, the XSR900 GP rekindles memories of the 1980s and 1990s. (Ant Production/)2024 Yamaha XSR900 GP Technical Specifications and Price (Europe)

| Engine: | DOHC, liquid-cooled, inline three-cylinder; 12 valves | | --- | --- | | Displacement: | 890cc | | Bore x Stroke: | 78.0 x 62.1mm | | Compression Ratio: | 11.5:1 | | Transmission/Final Drive: | 6-speed/chain | | Claimed Horsepower: | 117 hp @ 10,000 rpm | | Claimed Torque: | 68.6 lb.-ft. @ 7,000 rpm | | Fuel System: | Fuel injection w/ YCC-T | | Clutch: | Wet, multiplate slipper/assist | | Engine Management/Ignition: | Transistor-controlled ignition | | Frame: | Control-filled die-cast aluminum | | Front Suspension: | KYB 41mm USD fork, fully adjustable, 5.1 in. travel | | Rear Suspension: | KYB monoshock, preload and rebound adjustable; 5.2 in. travel | | Front Brake: | 4-piston calipers, dual 298mm discs w/ ABS | | Rear Brake: | 1-piston caliper, 245mm disc w/ ABS | | Wheels, Front/Rear: | Spin-forged aluminum; 17 in. | | Tires, Front/Rear: | 120/70-17 / 180/55-17 | | Rake/Trail: | 25.3°/4.3 in. | | Wheelbase: | 59.1 in. | | Ground Clearance: | 5.7 in. | | Seat Height: | 32.9 in. | | Fuel Capacity: | 3.7 gal. | | Claimed Wet Weight: | 441 lb. | | Contact: | Yamaha Motor |

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BMW Motorrad debuted a head-turning concept bike at the Concorso d’Eleganza Villa d’Este, the R 20, packing a Big Boxer engine, bespoke chassis, and “Hotter Than Pink” color treatment.

The BMW R 20 has undeniable presence. (BMW/)“The R 20 concept is a bold interpretation of the BMW Motorrad DNA,” said Alexander Buckan, head of design BMW Motorrad, in a company press release. “It combines modern technical elements with a classic roadster design. Its oversized proportions and minimalistic aesthetic make it an unmistakable character.”

The 2,000cc Big Boxer engine is the star of the show, complete with new cylinder head covers, a new oil cooler, and a new belt cover. BMW designers created the bike around this mill, designing a completely new black double-loop frame with chrome-molybdenum steel tubes. An exposed drive shaft is reminiscent of the R 18 (read or watch our editorial during the 2021 BMW R 18 Classic MC Commute Review and 2021 BMW R 18 Cruiser MC Commute Reviews), and Öhlins suspension kit soaks up the bumps front and rear. It’s equipped with radially mounted ISR brake calipers at the front and rear, and features a 2-into-2 exhaust design that’s crafted to accentuate the aesthetic flow of the machine.

The Hotter Than Pink tank pays homage to colors of the ’70s. (BMW/)The Hotter Than Pink tank is a nod to colors of the ‘70s, while the polished anodized aluminum on the head covers, belt covers, intake funnels, and elsewhere is intended to coordinate seamlessly with the black and pink that dominates the rest of the bike. It’s got LED lighting throughout.

LED lighting is equipped throughout. (BMW/)Ultimately this exercise is all about emphasizing BMW’s latest mechanical advancements with the stripped-down design aesthetic emblematic of many of BMW’s most iconic roadster models.

“The BMW R 20 concept is a mechanical masterpiece,” explained Markus Flasch, head of BMW Motorrad. “The Big Boxer is its center. Distinctly BMW Motorrad.”

The highlight of the R 20 is the 2,000cc Big Boxer engine. (BMW/)
Black and polished anodized aluminum complement the pink on this eye-catching machine. (BMW/)
BMW uses Öhlins suspension kit front and rear on the R 20. (BMW/)
Early stages in the construction of the concept. BMW designed the entire chassis around the Big Boxer engine. (BMW/)
Designers test the geometry of the R 20. (BMW/)

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Our list of class-leading dual sport bikes combine advanced off-road performance with street-legal versatility. (Honda/)Google “dual sport bikes” and you’ll get a dizzying list of wannabes that includes everything from the beginner-friendly Kawasaki KLX230 to the adventure-ready Yamaha Ténéré 700 (read/watch our reviews of this model during the 2024 Yamaha Ténéré 700 Review). That’s all fine and well, but for truly high-performance dirt bikes in a street-legal package, you have a lot less options. Hardcore, enduro-quality dual sports are a luxury no matter where you live, but a tapestry of differing regulations around the country mean there are only a handful of bikes that are legal in every state. The bikes we list here are really just cross-country racers with lights, turn signals, and license plates. These machines mean business, but if you think we missed one that should be on this list, give us a holler in the comments below. Looking for the opposite end of this dual sport category? Read the Top 5 Best Cheap Dual Sport Motorcycles 2023 article.

Light weight, accessible power, and top-shelf suspension make the Beta 500 RS a top pick. (Beta/)2024 Beta 500 RS | 243 lb. (dry) | 47.0 hp (as tested) | $11,799

The Beta 500 RS is the Italian manufacturer’s flagship dual sport bike, and even though the 500′s displacement is actually 478cc, it’s still the largest engine in Beta’s street-legal dirt bike lineup. Formerly called the RR-S, the bike got minor improvements to the fork, seat, and radiator last year when it became the RS, but it carries over the stout molybdenum steel frame. When we ran the RR-S on our dyno, it pumped out 47.0 hp at 8,100 rpm and 32.6 lb.-ft. of torque at 7,200 rpm.

The 2024 RS rolls with a 48mm inverted Sachs fork with toolless adjustability and 11.6 inches of travel, while other features like a six-speed transmission, an easy-access air filter box, fold-down mirrors, and the Trail Tech Voyager GPS all come standard. The Trail Tech unit adds a ton of handy info, including GPS with downloadable trail maps, altitude readings, engine temp, outside temp, tripmeter, and more. Another point in the Beta’s favor? Its marginally larger fuel tank, listed at 2.4 gallons.

Related: 2021 Honda CRF450RL MC Commute Review

Honda’s CRF450RL shares components with the excellent CFR450R motocrosser, and is a fantastic all-rounder right out of the box. (Honda/)2024 Honda CRF450RL | 289 lb. (wet) | 38.2 hp (as tested) | $10,099

Honda’s most off-road-capable dual sport blends the essence of a dirt bike with a few concessions to street duty (read/watch our official reviews during the 2021 Honda CRF450RL MC Commute Review and Top 5 Features of the 2023 Honda CRF450RL). It’s still basically an off-road racer with a license plate, powered by a lightweight, zippy 449cc Unicam engine hung in an aluminum frame that’s straight off the championship-winning CRF450R motocrosser.

With the addition of turn signals and toned-down knobbies, this bike is street legal across all 50 states, yet just as capable off-road, thanks to a whopping 12.6 inches of ground clearance under the skid plate and about a foot of suspension travel front and rear. The wide-ratio six-speed transmission, electric start, and 2-gallon titanium fuel tank make for a lighter, more responsive ride, while LED lighting ensures visibility in all conditions. Although it’s a bit heavier than the others here, the CRF450RL is well suited to riders looking for a do-all motorcycle that’s capable of some serious off-road work. It’s a fantastic bike out of the box for a reasonable price, plus you get access to American Honda’s vast dealer network.

Related: Top 5 Features of the 2023 Honda CRF450RL

Major upgrades to the Husqvarna FE 501s this year include a new frame, new engine and upgraded, adjustable WP suspension. (Husqvarna/)2024 Husqvarna FE-501s | 259 lb. (dry) | N/A | $13,049

Since Husky was brought under the KTM umbrella back in 2013, you’d expect its four-stroke enduros to have a similar feel, and this year especially, they do, since both the Husky FE 501s and KTM 500 EXC-F received almost the same updates to the frames and engines.

On the FE 501s we see a new SOHC 511cc engine for 2024, which is also repositioned in the frame for better mass centralization, just like on the KTM, and to the list of similarities you can also add an updated chromoly steel chassis paired with an all-new aluminum poly subframe. Likewise, the latest WP Xact suspension (fully adjustable, of course) ensures better management across rough terrain with 11.8 inches of travel front and rear and a class-topping 13.5 inches of ground clearance. The FE also comes with two selectable riding maps, a quickshifter, and even traction control, all of which help to make it one of the—if not the—most expensive dual sports in the US market. It’s razor-sharp, but it ain’t cheap.

Much like the Husqvarna above, KTM’s 500 EXC-F also receives a new, lighter and more powerful engine, with an upgraded frame and improved suspension for better off-road handling. (KTM/)2024 KTM 500 EXC-F | 254 lb. (dry) | N/A | $12,949

KTM’s big thumper has always been a fan favorite in the dual sport arena, but it hadn’t been updated for years. That’s changed this year, with Big Orange’s flagship dual sport having undergone its first ground-up redesign since MY20 (read the 2024 KTM 500 EXC-F Preview article).

Key updates include a redesigned 511cc single said to be lighter and more powerful, as well as being positioned further back in the frame to help centralize mass. The chromoly steel double-cradle frame was also completely overhauled for the new model year with a focus on rigidity, and now incorporates a forged steering head as well as a new subframe. The fully adjustable (and tool-free) suspension setup is a boon for off-roaders, with the 48mm WP Xact fork secured by a pair of forged triple clamps; hand-operated clickers front and rear dial in compression, rebound, and preload. Capping things off is the EXC-F’s new Offroad Control Unit, which, like the Husky’s, replaces a traditional fuse and relay system to continuously monitor inputs from both the ECU and voltage regulator.

Related: 2024 KTM 500 EXC-F Preview

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The midsize-plus naked bike category gets hotter thanks to the unveiling of the refreshed Yamaha MT-09 (read the 2024 Yamaha MT-09 Preview article). Engineers dedicated their efforts to enhancing the bike’s visual appeal, refining user interaction, and fine-tuning performance through a meticulous array of adjustments. Here’s everything you need to know about it after riding it.

Editor’s note: We test rode the MT-09 upon its last major update during the 2021 Yamaha MT-09 MC Commute Review and Yamaha Builds A Better Triumph - 2021 MT-09 Review articles and videos. We also operated the up-spec SP model during the Yamaha MT-09 SP Review write-up and video.

This streetbike has all-new styling for 2024 highlighted by its more improved and YZF-R6-esque LED running lights. It’s powered by Yamaha’s 890cc CP3 engine. This powerplant is water-cooled and has dual-overhead camshafts and a 12-valve cylinder head. It puts out 107 hp to the business end of the M-Spec Bridgestone Battlax S23 tire (read or watch our reviews of this product during the Bridgestone Battlax S23 Motorcycle Tire Review With Videos article).

For 2024, the engine benefits from new transmission gears. Fourth, fifth, and sixth transmission gears have been replaced. It has an improved electronic quickshifter that now allows for open-throttle downshifts in addition to full-throttle upshifts. This motorcycle rolls on a pair of 17-inch wheels with triple disc hydraulic brakes and ABS.

This motorcycle also benefits from stiffer fork springs and a new linkage ratio to help keep this profile of the bike nice and flat when you’re riding fast through turns. The ergonomics have also been tweaked. This handlebar is lower, has a little more rearward sweep, and the footpegs have been moved back and up, yet they remain adjustable for a rider position based on preference, as is the handlebar.

We also have a nice new 5-inch color TFT display and pleasantly chunky switch gear that’s easy to use with gloves. You can pair this display with your smartphone using Yamaha’s Y-Connect app and even get turn-by-turn directions with Garmin’s Streets app software (both are free to download and use with both iOS- and Android-powered devices).

We’ll see you in the next episode.

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The electric equivalent of 125cc of dirt fun: the Dust Moto Model_1 prototype. (Dust Moto/)Electric motorcycles and dirt bikes are having a moment (read our Best Electric Motorcycles 2024 article). Rising from the ashes of now-defunct Alta Motors, brands like Stark Varg and Zero are finding MX and dirt to be the perfect place to exploit LEV (Light Electric Vehicles) possibilities. That’s the fancy term for gobs of torque and no shifting.

Dust Moto is joining the growing fray of LEV contenders. If its pitch to investors (and buyers) is any indication, the company is aiming to do more than just join said fray—it wants to be the No. 1 dirt bike brand, globally. Pitch language aside, its initial prototype and planned rollout is starkly at odds with recent entrepreneurial culture. It’s modest in scale and built on the idea of transparency.

Early testing of the Dust Moto Model_1. (Dust Moto/)
The 35.5-inch seat height sits atop a pro link suspension on the Dust Moto Model_1. (Dust Moto/)Motorcyclist got a chance to talk with Colin Godby, CEO and one of Dust Moto’s founders. He’s a self-described “guy who grew up racing in Baja” who was “really into mountain bikes and moto my whole life.” What’s the Dust Moto prototype Model_1, in a nutshell? According to Godby, “It’s kind of like the 125cc (dirt bike) of electric, but even lighter and better at cornering and it has torque.”

The Model_1 prototype is a 90-percent-scale bike weighing 200 pounds with more torque than a traditional 250cc bike. The idea is not to replace ICE dirt bikes, but rather create new riders and riding occasions with a near-silent LEV capable of ripping dirt almost anywhere. Its size is meant to slot between larger pure MX offerings like the Stark Varg and smaller scrambler-type dirt bikes like Zero Motorcycles FX or FXE.

The Model_1 is rated for 35 hp with 500 Nm of torque. It gets a swappable 3.5kWh battery with 19-inch front wheels and a choice of 18–19-inch rear. Said to be good for 60-plus mph, it weighs in at 201 pounds. It comes with 260mm (10.2 inches) of suspension travel in front and 275mm (10.8 inches) in back with a yet to be determined system. Rear suspension is a linkage-type. A 260mm front disc and 220mm rear disc stops things, brake calipers TBD as of press time.

Look ma, no pipe. The Dust Moto Model_1 during testing. (Dust Moto/)
Light, small, and nimble, the Dust Moto Model_1 should hit 60-plus mph. (Dust Moto/)Spec sheet aside, here’s where the modesty and transparency part comes in. Having already sold the first 50 with the Founders 50 program, it’s taking orders with the Dust First100 program. Put down a $500 deposit and you’ll get exclusive access to bike development, meetings, live updates, and demos. By releasing limited batches and encouraging participation in the process, customers can “help” with the design process.

This transparency is aimed at building excitement. And trust. “If we can leverage that interest and engagement along the way, it benefits us more instead of being in ‘stealth mode,’” explains Godby.

“Building in public” is seemingly designed with past LEV missteps and failures in mind. The late-2023 collapse of Sondors and recent bankruptcy of Swedish ebike maker Cake, among others, have provided tough lessons in the LEV space, both for entrepreneurs and consumers. Message boards like Vital MX amplify the hope and sometimes disappointment. Godby occasionally takes the bull by the horns, engaging in back-and-forth discussions about Dust Moto.

“It’s fun to connect with those people and remove that layer of abstraction and say, ‘Hey, I’m a human trying to bring something cool to market and I appreciate your skepticism.’ You’ve got to earn their belief over time,” Godby says.

The MSRP is $10,950 and summer 2025 is the date penciled in for the first 100 bikes delivered. Plus, you get 15 percent off the above MSRP, meaning you pay $9,300. Bike payments are $500 for 15 months, with a final $1,800 payment resulting in your bike shipped to you in the US or Canada.

A claimed 201-pound weight means more air time for the Dust Moto Model_1. (Dust Moto/)
More air time means more stunt time. Dust Moto Model_1 during testing. (Dust Moto/)Speaking of America and its fine neighbors, Dust Moto also checks another notable box—American made. While brands love to say “designed in America,” the Model_1 is designed, assembled, and tested in America. As with everything made under the sun, components and parts will come from a variety of places. But the manufacturing operations will be run from Detroit-based firms Bloom and Newlab. Motor City, indeed.

“Other than Cobra making kids’ dirt bikes,” Godby says, “there’s no other American brand making electric dirt bikes, so hopefully that gets people excited.”

Stay tuned for further updates and milestones.

The Dust Moto Model_1, ready for its retouched, proper closeup. (Dust Moto/)

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Honda gives its midsize CB500F naked bike a refresh for 2024, with new styling along with some electronic updates riders are sure to appreciate. The streetbike is available now in Matte Black Metallic starting at $6,899 but did it make the cut in our recent Best Middleweight Naked Bikes 2024 article?

The 2024 Honda CB500F will start at $6,899. (Honda/)Honda’s aesthetic upgrades aim to give the CB500F a more aggressive aspect, as well as help improve aerodynamic performance. Touches in this department include headlight side ducts that help to route air more effectively around the fuel tank.

A new LED headlight contributes to improvements in the looks department and also offers a wider distribution of light when used. The LED taillight is new as well.

Honda adds its Selectable Traction Control system to the platform in 2024 as well, monitoring front and rear wheel speeds to help reduce rear wheel slip by reducing torque when questionable conditions are detected. A toggle switch on the left side of the handlebar gives riders the option of turning the system off.

The 2024 Honda CB500F will be available in a Matte Black Metallic color. (Honda/)The bike also features a new 5-inch TFT display panel that allows riders to customize the display patterns to their liking. The toggle switch on the handlebar allows riders to easily make changes to the screen as needed.

The bike remains powered by Honda’s tried-and-true 471cc parallel-twin engine, and the bike is suspended by a Showa SFF-BP fork and Pro-Link single shock out back.

These changes follow on updates made back in 2022, which was the year the SFF-BP fork first made its appearance, along with a lighter swingarm and better braking package. First debuted in 2013, the CB500F has become a favorite of riders who prize streetfighter styling in a machine that’s smooth and remarkably easy to ride.

2024 Honda CB500F Technical Specifications and Price

| Price: | $6,899 | | --- | --- | | Engine: | 471cc, DOHC, liquid-cooled parallel twin; 4-valve | | Bore x Stroke: | 67.0 x 66.8mm | | Compression Ratio: | 10.7:1 | | Fuel Delivery: | PGM-FI w/ 34mm throttle bodies | | Clutch: | Wet, multiplate slipper/assist | | Transmission/Final Drive: | 6-speed/chain | | Frame: | Steel tube | | Front Suspension: | Showa SFF-BP 41mm USD fork; 4.7 in. travel | | Rear Suspension: | Pro-Link shock, nine-position preload adjustable; 4.7 in. travel | | Front Brake: | 4-piston calipers, 296mm discs w/ ABS | | Rear Brake: | 240mm disc w/ ABS | | Wheels, Front/Rear: | Cast aluminum; 17 in. / 17 in. | | Tires, Front/Rear: | 120/70-17 / 160/60-17 | | Rake/Trail: | 25.5°/4.0 in. | | Wheelbase: | 55.5 in. | | Seat Height: | 31.1 in. | | Fuel Capacity: | 4.5 gal. | | Claimed Curb Weight: | 414 lb. | | Available: | Now | | Contact: | powersports.honda.com |

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Alpinestars shows off its first dedicated active airbag vest engineered specifically for us off-road riders. Developed primarily for Dakar racing competition, the vest is also designed for dirt bike riders seeking more protection than what’s typically available in the space (chest protector, etc). Say hello to the Tech-Air Off-Road Active Airbag Vest. We reported on this product in detail during the Alpinestars Off-Road Airbag Vest Review With Videos article; now it’s time to discuss the top five things we like about riding an Alpinestars Tech-Air Off-Road Active Airbag Vest:

The vest is super comfortable and easy to wear (it weighs 7.25 pounds in size large).
It lasts 30 hours on one charge, and can be easily charged with its front-mounted USB-C type plug.
Tech-Air Off-Road has neck, shoulder, head, and back protection (with two separate airbag deployments).
It has different adjustment modes for “rally” riding and “off-road” riding, and it’s user serviceable (first four deployments, on the fifth it will need to be professionally serviced with a new air bladder installed).
Lastly, for $1,000, if you want the ultimate in airbag protection for off-road riding, Tech-Air Off-Road fits the bill.

We’ll see you in the next episode.

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Honda has given its CBR500R midsize sportbike a minor refresh for the 2024 model year, updating the styling and a few components to give the bike a more appealing look and improve function in some key areas. The streetbike is available now from American Honda dealers in either Grand Prix Red or Matte Black Metallic starting at $7,399.

The 2024 Honda CBR500R in Grand Prix Red. (Honda/)In terms of aesthetics, the bodywork of the CBR500R is updated with cues taken from the larger Fireblade in Honda’s superbike lineup. Notable among these changes is the inclusion of winglets, purported to help with handling but likely to be little more than a styling exercise.

Updates that riders will be sure to notice on the road include new LED headlights that promise to improve visibility in low-light conditions, along with a new 5-inch TFT display screen. From there, riders will be able to dial in the settings of Honda’s Selectable Torque Control system.

The 2024 Honda CBR500R gets new headlights, a 5-inch TFT screen, and updated bodywork. (Honda/)The 471cc twin engine is unchanged, and riders can look forward to a silky-smooth six-speed transmission made even easier to engage thanks to the slip and assist clutch. The bike is lighter than previous models thanks to a redesigned swingarm, and the bike’s nimble character is enhanced by the use of a Showa SFF-BP fork and Pro-Link shock with nine-position spring preload adjustability.

Since its introduction in 2013, the CBR500R has been a favorite among beginner motorcycle riders and those on a budget who want sportbike style and an approachable machine. Honda will undoubtedly maintain that position with the latest edition of its CBR.

2024 Honda CBR500R Technical Specifications and Price

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All-new everything: The 2024 KTM 500 EXC-F marks the model’s first complete redesign since 2020. (KTM/)Trail riders and off-road fans, rejoice: KTM’s 500 EXC-F returns for 2024 faster, lighter, and more user-friendly than ever before. Big Orange claims the flagship dual sport is 95 percent new from the previous year model, marking the first ground-up redesign to the big-bore thumper since MY20.

The new bike sports 95 percent new parts according to KTM, including a new rear shock with completely tool-free adjustment. (KTM/)Chief among the 500′s laundry list of updates is a redesigned 511cc engine, which KTM claims is both lighter and more powerful. The 64-hp powerplant reportedly tips the scales at a scant 65 pounds while also sitting two degrees further back in the frame to help centralize mass and improve anti-squat under acceleration.

The 2024 KTM 500 EXC-F gets a redesigned engine that’s both lighter and more powerful than the outgoing powerplant. (KTM/)Speaking of the frame, the EXC’s chromoly steel double-cradle design has been completely overhauled for the new model year with a focus on high-speed stability and longitudinal rigidity, and now incorporates a forged steering head to further reduce flex under braking. The new frame also sports more closely spaced footpeg mounts at the rear making for a narrower overall package between the ankles.

Related: The Best and Most Expensive Dirt Bikes of 2024

The EXC’s revised steel cradle frame includes a forged steering head and tighter spacing between the footpegs. (KTM/)Suspension-wise the KTM 500 EXC-F is now both fully adjustable and fully tool-free, with hand-operated clickers front and rear for compression, rebound, and preload. Up front the 48mm WP Xact closed cartridge fork is secured by a pair of forged triple clamps, and also features a revised hydrostop to further resist bottoming at the end of the stroke. Out back the WP Xplor PDS shock gets a relocated mount, further improving anti-squat functionality.

Whenever an over-current situation is detected, KTM’s new Offroad Control Unit automatically deactivates individual components, and then flags the issue with a red LED. This removes the need to carry fuses and simplifies diagnosing trailside electronic issues. (KTM/)Perhaps most interesting, however, is the EXC’s new Offroad Control Unit, which completely replaces a traditional fuse and relay system. KTM says this module continuously monitors all inputs from both the ECU and voltage regulator, and will automatically deactivate individual components (fan, fuel pump, lights, etc.) when an over-current situation is detected.

Pretty much everything you see here has been retooled from the LED headlight to the fuel tank. (KTM/)Other major highlights include tool-free airbox access, an upgraded LED headlight that’s 300 percent brighter, and high-strength Giant alloy wheels with CNC-machined hubs. The new 2024 KTM 500 EXC-F’s $12,495 MSRP won’t make it the cheapest bike in the shed, but it’s already available in showrooms if your money’s green enough.

2024 KTM 500 EXC-F Technical Specifications and Price

| PRICE: | $12,949 | | --- | --- | | ENGINE: | 511cc, DOHC, liquid-cooled single-cylinder | | BORE x STROKE: | 95.0 x 72.0mm | | COMPRESSION RATIO: | 12.75:1 | | FUEL DELIVERY: | Keihin EFI w/ 42mm throttle body | | CLUTCH: | Wet, DDS multiplate; Brembo hydraulics | | TRANSMISSION/FINAL DRIVE: | 6-speed/chain | | CLAIMED HORSEPOWER: | 64 hp | | CLAIMED TORQUE: | NA | | FRAME: | Chromoly steel, central double cradle | | FRONT SUSPENSION: | 48mm WP Xact fork, fully adjustable (tool free); 11.8 in. travel | | REAR SUSPENSION: | WP Xplor PDS shock, fully adjustable (tool free); 12.2 in. travel | | FRONT BRAKE: | 260mm disc | | REAR BRAKE: | 220mm disc | | WHEELS, FRONT/REAR: | Spoked alloy; 21 in./18 in. | | TIRES, FRONT/REAR: | Continental TKC 80; 90/90-121 / 140/90-18 | | RAKE/TRAIL: | 26.1°/NA | | WHEELBASE: | 58.6 in. | | SEAT HEIGHT: | 37.9 in. | | FUEL CAPACITY: | 2.2 gal. | | CLAIMED DRY WEIGHT: | 254 lb. | | WARRANTY: | 6 mo. | | AVAILABLE: | August | | CONTACT: | ktm.com |

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Husqvarna’s 2024 Svartpilen 801 gets twin-cylinder power and a whole bunch of nice features. (Husqvarna/)Ups

LC8c parallel-twin power
Full suite of electronic rider aids
Unique and attractive styling

Downs

If you want the full electronics package, it’s extra
Why didn’t Husky put a twin in this bike earlier!?
Sport-spec tires would be an improvement

Verdict

Husqvarna has now embarked on an entirely new trajectory by adding a parallel twin to the Svartpilen. This naked roadster is sporty, comes with a fantastic engine, and is no longer just an entry-level machine.

Overview

Husqvarna’s Svartpilen first broke cover as a 375cc single-cylinder-powered naked back in 2018 and was instantly met with accolades for its hip styling and fun performance. In 2019, Husky upped the ante and released the Svartpilen 701, which used the 692.7cc LC4 single from the 701 Supermoto/Enduro. But for 2024, Husqvarna has raised the stakes again with the release of the LC8c parallel-twin-powered Svartpilen 801, utilizing the engine found in KTM’s 790 Duke.

Updates for 2024

With twin-cylinder power, this brand-new Husqvarna has taken a leap forward and finds itself going head-to-head with an entirely different segment of the middleweight market.

Pricing and Variants

The base Svartpilen 801 starts at $10,899 and is only available in one dark gray/silver color scheme as pictured. Options include the Dynamic package ($420) and Cruise Control ($289), the former offers an additional ride mode and full control over rider aids, while the later adds cruise control and a custom shortcut button for modes.

Competition

As mentioned, with twin-cylinder power, the Svartpilen finds itself up against fresh competition from the likes of Honda’s CB650R, Triumph’s Trident 660, Ducati’s Monster, Suzuki’s GSX-8S, and Yamaha’s MT-07.

Powertrain: Engine, Transmission, and Performance

The Svartpilen 801′s LC8c engine is shared with KTM’s 790 Duke and 790 Adventure models. The engine is a 799cc liquid-cooled parallel twin with double-overhead cams and four valves per cylinder. Bore and stroke measure 88.0 x 65.7mm with lightweight forged aluminum bridged-box pistons and a 12.5:1 compression ratio. The engine has semi dry-sump lubrication and has 15,000-kilometer (9,320-mile) service intervals. Keeping it smooth are a pair of balance shafts, one in front of the crankshaft and the other between the camshafts.

After riding the bike in southern France, Editor-at-Large Blake Conner said: “It doesn’t take long to appreciate the LC8c’s performance. Husqvarna claims 105 hp at 9,250 rpm with 64.0 lb.-ft. of peak torque 6,500 rpm. In this world of second- and third-gear twists and turns the engine delivers excellent performance. Torque is easily accessible right off the bottom and builds with a steady rush as you head toward 9,000-plus rpm.

“Keeping the engine in its midrange sweet spot is aided by the standard Easy Shift up/down quickshifter, which we have to say continues to get more and more refined on each generation of LC8c.

“This engine is as flexible as they come. The engine is torquey and behaves predictably, never acting jerky or requiring much effort to ride smoothly. Roll out of town into the twisties and it comes to life, no doubt aided by the bike’s light overall weight (a claimed 399 pounds without fuel). There is more than enough performance to snap the front tire off the ground at will or to get the rear tire protesting and sliding if you’re not in a conservative TC setting.”

Chassis and Handling

The frame is a tubular steel front section that uses the engine as a stressed member, while the subframe is a cast-aluminum piece that also acts as the rear end’s tailsection (without any bolted-on plastic parts for bodywork). A die-cast aluminum swingarm actuates the shock directly.

Up front is a 43mm inverted WP Apex fork with rebound and compression adjustability and 5.5 inches of travel. The linkageless WP Apex shock has 5.9 inches of travel and is adjustable for spring preload and five clicks of rebound damping.

“The roads we encountered in southern France ranged from smooth perfection to a potholed mess,” Conner added. “For this reason we left the clickers alone both front and rear on the fork and shock. The middle-of-the-road settings proved to be the right compromise, offering good feedback, nice holdup at speed and under braking, and plush bump absorption over the nasty stuff.

“Handling on the 801 is crisp and predictable, with a quick-steering front end giving the bike excellent agility in the many tight first-gear, 180-degree carousel turns we encountered. Midcorner stability was very good in fast sweepers, with the chassis allowing easy adjustments and corrections.”

Brakes

The braking package includes a pair of radial-mount, four-piston J.Juan calipers up front that pinch 300mm discs, while a single-piston caliper mated to a 240mm disc is used at the rear. Lean-sensitive ABS also offers a Supermoto mode that eliminates ABS to the rear wheel for spirited road riding or for those wishing a bit more control on gravel roads.

“The brakes performed well during our ride with competent power and progressive bite, but lack the outright power of top-of-the-line stoppers,” Conner said.

Fuel Economy and Real-World MPG

We’ve yet to do a full test on the Svartpilen, so we don’t have fuel figures at this time.

Ergonomics: Comfort and Utility

One thing that buyers of this bike are going to love right away is the seating position. The seat is set at 32.3 inches off the ground, which should offer firm footing for a large selection of body sizes.

The footpeg position is very comfortable, offering a mellow and sporty bend but without cramping the legs at all during a long day in the saddle. The seat is well shaped, with a nice kick up at the back that supports the lower back, while also offering firm but comfortable padding.

Electronics

The Svartpilen 801 has a comprehensive suite of electronics. Core to the standard suite are three ride modes: Sport, Street, and Rain. Within these modes are preset parameters for MTC (traction control) and ABS, which utilize a six-axis IMU to enable lean-sensitive adjustments. Also built in are predetermined settings for wheelie control, engine-brake control, and throttle response.

For those who really want to get the most out of the electronics you’ll have to spring for the Dynamic package ($420), which adds a mode by that name, allows the user to manually choose between 10 levels of TC, five levels of wheelie control, and adjust the MSR (Motor Slip Regulation). Also on the optional list is cruise control ($289), which requires a new control pod on the left handlebar, and adds a programmable custom shortcut button that can be set up to control various aids.

Warranty and Maintenance Coverage

Husqvarna offers a 24-month or 24,000-mile warranty on all street motorcycles.

Quality

From our experience with the Svartpilen at the international press launch, the bike has great fit and finishes, is well appointed, and performs very well in all aspects.

2024 Husqvarna Svartpilen 801 Specs

| MSRP: | $10,899 | | --- | --- | | Engine: | DOHC, liquid-cooled parallel twin; 4 valves/cyl. | | Displacement: | 799cc | | Bore x Stroke: | 88.0 x 65.7mm | | Compression Ratio: | 12.5:1 | | Transmission/Final Drive: | 6-speed/chain | | Claimed Horsepower: | 105.0 hp @ 8,000 rpm | | Claimed Torque: | 64.0 lb.-ft. @ 6,500 rpm | | Fuel System: | EFI w/ 46mm Dell’Orto throttle bodies, ride-by-wire | | Clutch: | PASC slipper clutch; cable actuated | | Engine Management/Ignition: | Bosch EMS | | Frame: | Chromoly steel w/ cast aluminum subframe | | Front Suspension: | WP Apex 43mm inverted fork, compression and rebound damping adjustable; 5.5 in. travel | | Rear Suspension: | WP Apex monoshock, rebound damping and preload adjustable; 5.9 in. travel | | Front Brake: | Radial-mount 4-piston calipers, dual 300mm discs w/ Bosch ABS | | Rear Brake: | 1-piston floating caliper, 240mm disc w/ Bosch ABS | | Wheels, Front/Rear: | Cast aluminum; 17 x 3.5 in. / 17 x 5.5 in. | | Tires, Front/Rear: | Pirelli MT 60 RS; 120/70-17 / 180/55-17 | | Rake/Trail: | 24.5°/3.8 in. | | Wheelbase: | 58.1 in. | | Ground Clearance: | 6.9 in. | | Seat Height: | 32.3 in. | | Fuel Capacity: | 3.7 gal. | | Claimed Dry Weight: | 399 lb. | | Contact: | husqvarna-motorcycles.com |

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You can find cheaper Sportster 883 options than the 2022 choice here. Chances are, there are plenty of great buys to be had from 2004 to present models. (Harley-Davidson/)If you’re reading this article, chances are you’re hunting for your first or next motorcycle. Your search is as old as motorcycling itself. But market sands shift each year, and the right combination of inexpensive, available, and reliable changes a bit from year to year (read the America’s 50 Best Used Motorcycles for a look back at what was popular 15 years ago). But again, some things don’t change. You need a used motorcycle with three important qualities:

Affordable

MSRPs need not apply. We’re in the land of “pre-owned” motorcycles, meaning you have to negotiate the wilderness of Facebook Marketplace, Craigslist, or any other semi-reputable showroom for used motorcycles. You need as much bike as you can afford at the best price possible. Looking for a brand-new motorcycle? (Warning: There are a lot to choose from.) Check out the Top 5 Affordable Motorcycles of 2023, Best Budget-Friendly Beginner Motorcycles, and Best Beginner Motorcycles 2023 articles.

Reliable

This is the least sexy quality about a motorcycle, but arguably the most important. Odds are, you are not a master mechanic. Nothing kills a budding love of riding faster than a non-working motorcycle in your garage or, more likely, your carport. Your motorcycle doesn’t have to be perfect. But it should run every time you throw a leg over it.

Available

This is easy math. The more examples for sale, the more options you have. And the less you’ll pay. Rugged individualism and unicorn thinking can wait for another day. Get a motorcycle that comes with a large community and history of happy riders. When the inevitable issue does come up, you can draw on the experience of thousands of fellow owners who’ve already fixed it.

This is not your “Forever Motorcycle.” Ideally, you’ll own this bike for a year or two, figure out what you want next, and sell it to another novice. It’s a circle of life. You don’t need to love this motorcycle. But summer’s here. Time to go riding.

Every year deserves a new look at the best choices available to new riders of used motorcycles. Here’s what Motorcyclist recommends in 2024.

Related: Tips On Buying (or Selling) A Used Bike

This 2016 Honda CB500F looks the business, but makes for affordable (and easy) riding pleasure. (©Motorcyclist/)
The 2013 Honda CBR500R impressed a young Zack Courts, then associate editor at Motorcyclist. Kevin Wing/Motorcyclist
For coast-to-coast touring, this 2016 Honda CB500X could be the budget-friendly way to see the USA on your Honda, eh? HondaHonda CB500F/CBR500R/CB500X

Around since 2013, Honda’s 471cc liquid-cooled eight-valve DOHC parallel-twin platform pulls triple duty. The CB500F is your standard/naked option, the CBR500R is the midsized sporty option, while the CB500X is for the adventure-minded rider. Twelve years of model history means a healthy number of candidates for sale, all built with Honda’s usual over-engineering and robust reliability. And while you’re free to continue lusting after faster, less sensible motorcycles, these are the bikes you’ll actually love. True love is defined by longevity. And always starting, no matter what.

A quick audit of CycleTrader and several other sources show CB500X prices ranging from $4,750 to $6,000. CB500F prices track the same, but ADV-oriented CB500X examples are more plentiful. The sporty CBR500R occasionally dips into the low $4,000 mark, but keep in mind these may have seen track use. Buyer beware.

This 2017 Kawasaki Versys-X 300 impressed Motorcyclist with value-adds like options, luggage, and all-around versatility. Kevin Wing/MotorcyclistKawasaki Versys-X 300

You could make an argument for the Kawasaki Z400 standard/naked motorcycle, now in its fifth year of production. But for the sake of greater visibility, practicality, and touring, it’s hard to beat the versatility of the Kawasaki Versys-X 300. The engine makes you eligible for the Ninja club with the classic 296cc liquid-cooled eight-valve DOHC parallel twin that puts out a respectable 39.3 hp. More of that power happens at a lower rpm than with the Ninja 300. Otherwise, you get a fine windscreen and (more often than not) optional ABS, hand guards, hard cases, and other luggage. Pack lightly and you could see both American coasts in a single trip.

Prices are very reasonable, from $3,200 for first year examples to nearly $5,000 for fully kitted 2022–23 models. CycleTrader provided the aforementioned figures, but if you don’t mind a bit of work, prices will likely be less on Facebook Marketplace and the like, depending on region.

Related: Best Tips for Buying a Motorcycle Online

Senior Editor Adam Waheed let this 2021 Suzuki DR-Z400SM rip on city streets for a long-term review. The verdict? Loads of fun. (Adam Waheed/)
Former Motorcyclist scribe Zach Bowman took this 2006 Suzuki DR-Z400 and had proper fun with it before blowing it up. Probably just user error. (Zach Bowman/)Suzuki DR-Z400 Series

The venerable Suzuki DR-Z400 can’t be everything to everyone, but it’s close. Assuming it’s got lights and a plate holder, your new-to-you DR-Z400 could be a great trail bike, a beginner enduro platform, or even a proper motard with slicks. If you’re less than 5 feet 10 inches, you might want to take a pass or look into lowering links. But otherwise if you’re dirt-curious, the DR-Z400 is a solid choice. Made since 2000, its 398cc liquid-cooled single-cylinder engine is still carbureted and currently comes with a classic LCD instrument screen. The DR-Z400 and DR-Z400E (Electric start) were not street-legal, but the DR-Z400S and later DR-Z400SM (arriving in 2005) are good to go. It goes without saying that dirt bikes live a hard life, so bring skepticism and hard questions to any seller.

Newer DR-Z400SMs will generally run about $500 to $1,000 more than the DR-Z400S, bringing prices in the $5,000–$7,000 range. But older, gently used DR-Z400Ss can be found for significantly less. Especially so if you expand your search beyond dealer offerings. Remember to type a few words before you hit the “Is This Still Available” button.

Enjoy this period promo image of a late-2000s-era Yamaha V Star 650 Classic, complete with. Motorcyclist watermark. Yamaha
The 2020 Yamaha Bolt R-Spec impressed with manners, handling, and suspension while still keeping a little roughness around the edges. Yamaha
Styling-wise, the Yamaha Bolt R-Spec nails the classic cruiser look. Some complained about the large (unseen in this pic) exhaust. Yamaha
Although large and polarizing, riders liked the sound and growl of the exhaust note of this 2014 Yamaha Bolt R-Spec. Kevin Wing/MotorcyclistTie: Yamaha V-Star 650 & Yamaha Bolt Series

Few things work as hard as a used metric cruiser. They’re the offensive linemen of motorcycling. No glitz, no glamor, no schmancy nameplate. While the rest of us polish badges or buy matching apparel, metric cruisers just pile on miles without fuss or ado. The 2014–present Yamaha Bolt is a bit large for new riders, but has 11 or so model years to choose from. You’ll get a fuel-injected, 942cc air-cooled 60-degree V-twin that puts out 50.8 hp. You’ll see Bolt C-Spec models (2014–2017) which featured clip-on-style bars and rearward “cafe-racer” foot placement, but more likely you’ll find the Bolt R-Spec, with more neutral ergonomics.

The V-Star line ties with the Bolt because of its wide range of engine sizes, longevity, and dedicated base of riders. Although only the 2018–on V-Star 250 remains in production, the Yamaha V-Star line featured a range of models from the aforementioned 250cc to 650cc, 900cc, 1,100cc, and even a 1,300. For our purposes, let’s stick to the V-Star 650, sometimes known as the Dragstar 650 or XVS 650 line. There are the Custom, the Classic, and the Silverado. Or in layman’s terms, the base tourer, the aggressive cruiser, and the one with saddlebags. They all had seat heights of 28 inches or lower, making them accessible to virtually any rider. Made from 1997 to 2017, you shouldn’t have any trouble finding decent used examples. Heads up: Pre-2016 models were made under the Star brand, rather than Yamaha.

Bolt R-Specs can be had for reasonable prices, with older examples going for $4,000 and up, and newer ones edging up to $6,000. The somewhat rarer C-Specs aren’t any more expensive.

V-Star 650′s can be had for a song, with prices in the low $2,000s for 2000-era models. That said, think twice about anything more than 20 years old. 2010–on models generally top out at $5,000, with less expensive options from non-dealerships.

The 2012 Harley-Davidson Sportster 48 is a fine example of the infinite variations possible with the classic Sportster platform. Harley-Davidson
This 2022 Harley-Davidson Iron 883 is almost exactly like the last one that ever rolled off the assembly line on November 22, 2022. (Harley-Davidson/)Harley-Davidson Sportster 883

It’s strange to live in a world without the Sportster, but while traditionalist-minded types mourn, deals can be had. Some criticize the 883, pointing out that owners usually move up to the 1200. But that’s exactly how it’s supposed to work and it’s also why Harley-Davidson made the Sportster 883 in the first place. The last one rolled off the assembly line on November 22, 2022, but buyers have 15–20 years’ worth of modern-ish models to choose from. Know that 2004–on models have rubber-mounted engines, with fuel injection standard on all H-D models after 2006. High mileage isn’t usually a concern, but sometimes they’ve sat for a while after being replaced by a bigger model. Check tires, fork seals, and brake lines if that’s the case and budget for replacement.

Prices in the mid-$3,000 range aren’t uncommon for 2000-era models, but as you get into the 2010s, prices hit $4,000–$5,000, but seldom climb above $8,000, even for 2020–22 models. As always, better deals can be had in other corners of the internet besides official marketplaces.

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If Honda’s new NX500 looks familiar, that’s because it’s the bike formerly known as the CB500X. Upgrades this year include a new TFT display, sharper styling and traction control as standard. (Honda/)Launched in 2013, the CB500X quickly made its mark within Honda’s middleweight twin-cylinder engine platform, thanks to its straightforward mix of solid torque, a revvy top-end, plus a chassis that delivered a comfy ride in town as well as on the highway, all decked out in distinctive adventure styling. (Read or watch our official review during the 2020 Honda CB500X MC Commute Review). Over time the CB500X got even more adventurous, gaining a larger fuel tank, adjustable suspension, and more wind protection in 2016, and a couple of years later, switching to a 19-inch front wheel (from 17 inches). In 2022, we saw more significant upgrades with the addition of a stout 41mm SFF-BP USD fork, dual front disc brakes, a lightweight swingarm, and a redesigned front wheel.

For 2024 the biggest change is the new name, but don’t worry, there’s more; the now-renamed NX500 also receives aggressively redesigned styling, a dash of premium technology, and a variety of smaller detail upgrades.

Editor’s note: Honda Motor Europe announced this vehicle last year during the Honda Replaces the CB500X With Its NX500 Adventure Bike article.

The 2024 NX500 is 7 pounds lighter than its predecessor as well, with the new aluminum wheels saving more than 3 pounds in unsprung weight. (Honda/)Despite the new NX prefix and styling refresh, the outgoing CB500X retains much of its rough-and-tumble character for 2024. Honda says the NX (which stands for “new X-over”) is 7 pounds lighter than its CB predecessor, due primarily to its new cast aluminum wheels, which went from a conventional Y-shaped seven-spoke design to a Y-shaped five-spoke unit, helping bring curb weight down to 432 pounds.

That reduction of unsprung weight also gave Honda the chance to revise the suspension settings on the single-tube preload-adjustable shock to better match the front 41mm Showa SFF-BP inverted fork settings (which were also apparently tweaked, though Honda does not give details). Together the changes are meant to improve handling and feel in all situations; as before, the bike rolls on a 19-inch front and 17-inch rear wheel, with both wearing trail-pattern tires. The braking package returns unchanged, with dual 296mm discs clamped by two-piston calipers up front and a single 240mm disc acted on by a single-piston caliper at the rear, with ABS on both ends.

Related: 2023 Honda CB500X First Look Preview

The new full-color 5-inch TFT display is borrowed from the XL750 Transalp model, but uses optical bonding for a clearer image in sunlight. (Honda UK/)In the cockpit, another big improvement comes in the form of a new 5-inch TFT screen stripped right off the XL750 Transalp, but in this case Big Red says the unit uses optical bonding to improve visibility in bright sunlight, which is a first for a Honda motorcycle. Riders can manipulate the simple, backlit four-way toggle switch to get into the settings menu, and there they’ll find Honda Selectable Torque Control—also new for this year—as a standard feature, giving them ways to manage rear-wheel traction, or just have HSTC turned off completely.

Honda says the seat profile is slimmer for an easier reach to the ground; LED lighting appears on the headlight as well as the taillight. (Honda/)The NX500′s face also gets a noticeably different look than the CB500X, with the former’s hint of a beak eliminated in favor of a flush, more menacing grimace dominated by a brand-new vertically oriented LED headlight with a wider throw for better nighttime visibility. In fact, the NX500 now gets LED lighting all around. The windshield, too, looks reshaped to be narrower, though there’s no word on whether it’s adjustable or not. Honda says it’s given the seat a slimmer profile for an easier reach to the ground, though its height is still listed as 32.8 inches—same as last year’s model.

As usual, Honda continues to taunt us by giving European riders three slick color options like this Pearl Horizon White. As for here, in the States? Hope you like just basic black. (Honda UK/)Engine-wise, you won’t see many changes, with the same steel tube mainframe and 471cc liquid-cooled P-twin powerplant acting as a stressed member, along with the same suspension components (albeit with revised settings) of its CB500X forebear, with 5.9 inches of stroke up front, along with a 4.7-gallon fuel tank.

There is, however, an ECU update this year that’s said to improve acceleration feel and will likely make the already-zippy engine even more fun. Although this year’s updates may seem small, they’re sure to make an already well-liked machine even more manageable for more riders, and with only a slight increase of $100 in price for an MSRP of $7,399. Unfortunately you don’t get any color options this year: The 2024 NX500 will be available only in Matte Black Metallic.

2024 Honda NX500 Technical Specifications and Price

| MSRP: | $7,399 | | --- | --- | | Engine: | 471cc, DOHC, liquid-cooled parallel-twin; 4 valves/cyl. | | Bore x Stroke: | 67.0 x 66.8mm | | Compression Ratio: | 10.7:1 | | Transmission/Final Drive: | 6-speed/chain | | Clutch: | Wet, multiplate slipper/assist | | Fuel System: | PGM-FI w/ 34mm throttle bodies | | Frame: | Tubular steel | | Front Suspension: | 41mm telescopic fork; 5.9 in. travel | | Rear Suspension: | Single shock, spring preload adjustable; 5.3 in. travel | | Front Brake: | 4-piston calipers, dual 296mm discs w/ ABS | | Rear Brake: | 1-piston caliper, 240mm disc w/ ABS | | Wheels, Front/Rear: | Cast aluminum; 19 in./17 in. | | Tires, Front/Rear: | 110/80-19 / 160/60-17 | | Rake/Trail: | 27.0°/4.3 in. | | Wheelbase: | 56.8 in. | | Seat Height: | 32.8 in. | | Fuel Capacity: | 4.7 gal. | | Claimed Wet Weight: | 432 lb. | | Contact: | powersports.honda.com |

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For 2024 BMW Motorrad USA shows off its up-spec middleweight adventure-touring bike in the F 900 GS Trophy Edition ($18,390 as tested. Read about the standard version in the 2024 BMW F 900 GS Adventure Preview article). Equipped with a number of nice improvements versus its predecessor (read or watch it in action during the 2020 BMW F 850 GS Adventure MC Commute Review) the F 900 GS is a leaner and meaner ADV ready to tackle roads (and trails) less traveled. Here’s everything you need to know about the 2024 BMW F 900 GS Trophy Edition:

This vehicle is powered by an 895cc parallel-twin engine with an eight-valve cylinder head and dual overhead camshafts. It has a 2-millimeter-larger bore than the previous F 850. BMW says it’s good for right around 105 hp. This motorcycle has less fuel capacity with its 3.8-gallon fuel tank. It weighs nearly 500 pounds in Trophy Edition trim.

The Trophy Edition is fitted with high-quality suspension, now from Showa, with a 43mm inverted fork with handy compression and rebound damping adjusters atop the fork leg, just like the rival Orange Brigade’s product. The front suspension also features a Kashima-like coating, which makes for reduced stiction on the fork. This bike rolls on a real dirt-bike-sized 21-inch front wheel up front with a 17-inch rear wheel setup.

We love the much improved look with its symmetrical headlight with LED lighting. Of course, this motorcycle is loaded with all the bells and whistles, traction and cruise control, along with heated grips. It’s got this beautiful 6.5-inch color TFT dash that is awesome to use with its tried-and-true multi-wheel interface.

We’ll see you next episode.

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For motorcyclists who live and breathe the Harley-Davidson lifestyle, the 2024 Road Glide ($25,999) is the ultimate expression of modern cruiser touring (read or watch the What You Need to Know about Harley-Davidson’s Road Glide article and video). It’s not just a bike; it’s a symbol of freedom and the endless adventure that awaits those who aren’t scared to twist the throttle. Crafted with precision by the Bar & Shield brand, this cruiser has a more modern aesthetic signature that hugs the pavement, wherever it goes. The Road Glide is more than just a motorcycle—it’s a way of life. These are the top five things we like about riding Harley-Davidson’s 2024 Road Glide. Also check out the 2024 Harley-Davidson Road Glide Reviews With Videos write-up and the Top 5 Reasons to Ride the Harley-Davidson CVO Road Glide ST for insight on the up-spec hot-rod edition.

This 117ci (1,923cc) 45-degree V-twin engine—this thing goes (and cranks out 130 lb.-ft. of torque, says Harley).
We love the added rear suspension travel (3 inches) of this bike—it is really comfortable to ride.
The new 12-plus-inch color TFT dash is awesome (and its touchscreen compatible!)
The switch gear is all new, it’s backlit, and it’s super easy to use.
If you want the most premium cruiser on the market, this $26,000 Harley-Davidson Road Glide is it.

We’ll see you in the next episode folks.

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BMW’s new Automated Shift Assistant uses two electromechanical actuators to operate the clutch and gearshift of the six-speed transmission for a clutchless experience. (BMW/)Not to sound paranoid, but are motorcycle clutches becoming obsolete? With BMW Motorrad’s announcement of its new Automated Shift Assistant, the Bavarian brand is the latest manufacturer to gently suggest that maybe we humans don’t have the best control over the gearboxes of our rapidly moving vehicles. Honda’s been pushing its no-shift dual-clutch transmission for a while now, and as you’ll recall, recently rolled out its simpler e-clutch for the CB650R in Europe, which, while not quite as complex, seeks to smooth out shift efforts and mitigate “shift shock.” Kawasaki’s new hybrid bikes also sport an automatic transmission, and then there’s the entire shift-free electric motorcycle category, so we probably should’ve seen the Automated Shift Assistant (ASA) coming a mile away.

BMW Motorrad says it’s “an innovative technical solution” that enhances the riding experience by automating the process of working the clutch and shifting gears. The release says it accomplishes this without “sacrificing the emotionally important dynamics of shifting,” so we’ll give props to BMW for acknowledging the psychological significance of one-down-and-five-up.

Related: Say What? Honda Shows Off Its E-Clutch for Motorcycles

The bar-mounted button offers two mode options: M or D; in M, you can still shift with your foot, while in D mode, gears are changed automatically. (BMW/)But seriously, although BMW says the Automated Shift Assistant is the logical evolution of the firm’s Shift Assistant Pro, it’s a bit more involved than Honda’s e-idea, using two electromechanical actuators to automate the clutch and gearshift of the six-speed transmission, thus eliminating the need for a hand lever to operate the clutch.

Like other systems, BMW’s ASA utilizes a gearshift lever sensor to transmit the rider’s shift request to the ECU, while additional sensors determine the revs of the transmission input shaft and the clutch position. These are then transmitted to the TCU (Transmission Control Unit), which is linked to the engine control unit, for modeling and control of the clutch, shift actuation, and status.

The clutch itself is operated by an electromechanical actuator combined with a hydraulic system with a direct hydraulic connection between the clutch master and slave cylinders. The actuator regulates the required clutch slip, engages the clutch when changing gears, and disengages it when stopping. That means starts, stops, and maneuvers are all made easier with the tech onboard, and says BMW, it also reduces the rider’s “workload,” for a more enjoyable ride with fast, rev- and load-adapted shift sequences, and more precise gear changes. Additionally, the Automated Shift Assistant creates a more direct connection with the boxer engine, with the precise clutch actuation making it easier to control.

The Automated Shift Assistant in mode D automatically chooses the right gear after processing clutch, gear, and engine rev data from sensors. (BMW/)As you’d expect, there are a couple of modes behind the scenes here; in the manual M mode, gear changes can still be made with your foot in the usual way, and you still decide when to change. If the engine revs for the desired target gear are within a certain rev range, the shift is made directly, but if the revs fall below a gear-dependent minimum speed, downshifts are also performed automatically in manual mode to prevent the engine from stalling.

In shift mode D, the Automatic Shift Assistant steps in to select shift points and gears are changed automatically, depending on the riding mode, engine revs, throttle position, and lean-angle parameters, which weren’t disclosed in the press release. BMW offers that in both M and D modes, the gear changes will be way smoother, giving riders the most efficient acceleration from the engine for seamless takeoffs on uphill gradients, for example, which will also offer better control off-road or on difficult surfaces, with increased stability for the bike. In the automated D mode the right gear is automatically selected depending on the bike’s dynamics and other data, giving the rider a more flowing experience, according to BMW.

When shifting up, for example, that jolt you often associate with a normal manual transmission gear change will largely be eliminated, while downshifts are also designed to minimize upsetting the chassis. BMW also implies that the addition of the ASA networked together with the combination of Active Cruise Control or a front collision warning system on some models will “bring the future of motorcycling to life.” (One where, it seems, the machine will do all the deciding for us. Have the robots already won?)

Related: The New Automated Shift Assistant (ASA)

WIth the ASA, BMW has taken the clutch lever completely out of the equation. No word on which models will have the tech, but it will be available later this year. (BMW/)We don’t yet know on which specific models the Automatic Shift Assistant will appear when it becomes available later this year, but it’s more than likely to be bower-twin-powered bikes. More info is at bmwmotorcycles.com.

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We are spoiled for options these days in terms of new motorcycles. Riders have access to displacements and engine configurations that run the gamut from easygoing to race-ready. There is a huge range of motorcycle segments, a broad variety of electronic rider aids, seemingly endless amounts of aftermarket upgrades, the list could go on and on. This is equally true in terms of transmissions, with ever more twist-and-go options available beyond the scooter set. There are growing numbers of electric motorcycles along with a slowly expanding list of DCT and semi-automatic options available in the gas-powered realm. So why not take a look at some of the best options out there this year?

The LiveWire One is a great commuter machine, capable of providing some spirited riding when pushed. (LiveWire/)LiveWire One | $22,799

The LiveWire One is a compelling electric motorcycle package with a Revelation motor developed by Harley-Davidson, a nimble cast aluminum frame, Showa suspension components, and Brembo braking kit. It charges fully at a DC fast-charge station in an hour, or will charge to full power in 11 hours on a standard 110V outlet. Range depends on the ride mode selected, with the uppermost distance listed at 146 miles in the city. It comes with cornering ABS, drag-torque slip control, and cornering traction control systems, and is Bluetooth compatible allowing riders to utilize a number of additional features from their smartphone.

Honda’s venerable Gold Wing is even easier to tour with when you get a model equipped with DCT. (Honda/)Honda Gold Wing Tour Airbag Automatic DCT | $33,000

Honda is definitely committed to offering riders automatic options with a number of its models coming in DCT trim, including its widely loved Gold Wing. This particular version has all the bells and whistles, including a seven-speed auto DCT transmission, 61 liters of trunk space, an airbag safety system, and electronically controlled preload. The 1,833cc-powered machine is a touring juggernaut thanks to its silky-smooth ride quality, the exceedingly high level of comfort provided to both rider and passenger, thoughtful rider aids such as walking assistance and cruise control, and fuss-free touring amenities.

Yamaha’s Zuma 125 is easy to operate, approachable for any skill level, and fully automatic. (Yamaha/)Yamaha Zuma 125 | $3,799

Scooters remain top of mind when thinking about automatic options, and there is a wide range of models that offer fully automatic setups. The Yamaha Zuma 125 is a prime example. It’s affordably priced, lightweight, extraordinarily nimble, and highly convenient for around-town rides thanks to generous storage under the seat. The V-belt transmission is fully twist-and-go, and the 125cc single engine is smooth and responsive. It’s a machine that riders of all skill levels can be instantly comfortable with, and fuel economy is phenomenal, making this a perfect ride for those in urban environments.

The Energica Experia pushes the range boundaries of electric bikes and offers some choice adventure-touring amenities. (Energica/)Energica Experia | $23,750

Energica is among a handful of companies pushing electric motorcycle technology forward, and its Experia adventure-touring motorcycle has a range of appealing features that make it an enticing twist-and-go option. Its new motor and battery combo offer up to 261 miles of range in the city and up to 100 hp. A DC fast charger will give you 80 percent charge in 40 minutes as well. It utilizes Sachs adjustable suspension front and rear along with Brembo braking kit, it comes with seven selectable ride profiles, four ride modes, and four regenerative modes. There are also cornering ABS, cruise control, and six-level traction control. That’s in addition to touring touches like 112 liters of storage space between the panniers, top case, and storage compartment.

We’ve really enjoyed the DCT option on the Africa Twin in previous tests and it continues to be an option for riders in 2024. (Honda/)Honda Africa Twin Adventure Sports ES DCT | $18,399

As alluded to in our rundown of the Gold Wing, Honda has broadly committed to offering its DCT auto transmission to a wide range of riders. Those looking for on- and off-road adventure will love the Africa Twin Adventure Sports ES DCT. The 1,083cc twin engine is torque-rich from the first turn of the throttle, making it great for just about any riding condition. The transmission can operate like a full automatic, or riders can utilize paddle shifters in manual mode. The bike also has a G Switch which reduces the amount of clutch slip when using the throttle to improve off-road feel. Additional amenities like electronically controlled suspension, a variety of electronic rider aids, and a highly comfortable cockpit make the Adventure Sports ES DCT ideal for long on-road travel and hard off-road riding alike as proven during the 2020 Honda Africa Twin Adventure Sport ES DCT MC Commute Review.

Cruising is even more relaxed when you get Honda’s DCT version of the Rebel 1100. (Honda/)Honda Rebel 1100T DCT | $11,349

For cruiser enthusiasts, the DCT version of Honda’s Rebel 1100T is a great option (check out the Top 5 Features of the Honda Rebel 1100T Bagger article and video). It packs a 1,083cc parallel twin that’s smooth and torquey, and as with the previous versions we’ve reviewed from Honda, it can operate as a full automatic or be manually shifted using the built-in paddle shifters. It’s a stylish option in blacked-out trim, and its low center of mass and approachable seat height make it easy to operate for a broad range of riders. We’ve found Honda’s DCT system to be extremely convenient and capable during previous tests on earlier models, so it is a no-brainer if you’re in the market for a well-calibrated automatic motorcycle.

A true do-it-all twist-and-go, the Honda NC750X DCT is great for riders who want an easier-going machine. (Honda/)Honda NC750X DCT | $9,499

Honda appeals to an easier-going and practical segment of riders with its approachable and capable NC750X DCT. The auto transmission trim comes with all the features riders have come to appreciate in this platform, including the integrated storage compartment and underseat fuel tank, selectable torque control, neutral and comfortable cockpit, and a highly amenable 745cc parallel-twin engine. It’s a fantastic do-it-all machine capable of longer weekend touring excursions and commuting in congested urban environments. Check out our 2020 Honda NC750X DCT ABS MC Commute Review and 2021 Honda NC750X DCT MC Commute Review for detailed insight on this fuel-sipping bike.

The Can-Am Ryker Rally is perfect for riders who want more stability in their machine and a twist-and-go transmission. (Can-Am/)Can-Am Ryker Rally | $14,599

The Ryker three-wheeled motorcycle from Can-Am is an oddity, but its CVT transmission with reverse function makes this machine quite appealing to riders who, for whatever reason, are looking to get out of the two-wheeled game. The Rotax 900 ACE engine offers up to 82 hp and 58.3 lb.-ft. of torque, so power isn’t off the charts but is still there enough to have some fun. It has stability control, traction control, ABS, and hill hold control systems, adjustable KYB suspension, a foot-operated electric brake system, and a huge range of color options to choose from. These aren’t everyone’s cup of tea but for those who do bite the bullet, they’ll find a stable, super-easy-to-operate machine that will definitely start a conversation at every stop.

The Zero SR/F will have you beating everyone off the line during your daily commute. (Zero Motorcycles/)Zero SR/F | $20,495

The Zero SR/F is another fully electric twist-and-go option that we have found to be surprisingly enjoyable during the 2020 Zero Motorcycles SR/F Review MC Commute, 2020 Zero Motorcycles SR/F Review, and 2023 Zero Motorcycles SR/F Long-Term Ride Review. It’s a torque-rich commuter platform with selectable ride modes, cruise control, stability control, the latest Cypher III+ operating system, fully adjustable Showa suspension, and the option to get remote diagnostic information and, in some cases, fixes to issues that may arise through the Zero app.

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Life for sportbike and naked bike riders gets better with the introduction of Bridgestone’s Battlax S23 sportbike tire. This third-generation rubber is designed to meet the demands of modern sport-minded street bikers, including persons who like to participate in the occasional trackday. We reported, in detail, on this product during the Bridgestone Battlax S23 Motorcycle Tire Review With Videos and Top 5 Features of Bridgestone’s Battlax S23 Motorcycle Tires articles. Now we speak on what’s awesome about these hoops, while riding our Yamaha XSR900. Here are the top five key features you need to know about the Bridgestone Battlax S23:

This tire performs well on a wide variety of bikes, including this Yamaha XSR900.
The Battlax S23 has more edge grip from the improved compound design.
The tires offer less tread squirm and a boost in stability, courtesy of that new tread pattern.
While we rode during dry conditions, this tire evacuates more water in wet conditions, says Bridgestone.
Because this tire has no significant price increase and it’s a good tire solution for anyone who wants to ride on the street or track.

We’ll see you in the next episode, folks. Woo!

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The month of May is dedicated to Motorcycle Safety Awareness; keep your eyes open for motorcycles! (Adam Waheed/)Regardless of the historical enmity between drivers and riders, unexpected meetings usually have the same ending: plastic bits in the road, hospital bills, or worse.

With the riding season fully underway in all 50 states, it’s a good time to remind everyone that May is Motorcycle Safety Awareness Month. Beyond the usual talking points about proper gear, good rider habits, including motorcycle riding tips, and situational awareness, a couple of statistics tell the story.

According to the National Highway Traffic Safety Administration (NHTSA), 6,218 motorcyclists were killed on American roads in 2022, the most recent year for which data is available. That’s up from 5,932 in 2021, a 4.8 percent increase. (View the official National Highway Traffic Safety Association report). Generally speaking, traffic injuries and fatalities have climbed in the post-pandemic era. For the motorcycle category, the increase is likely due to increasing ridership as well as a return to previous traffic levels. Let’s throw in a little ubiquitous smartphone use when driving by distracted drivers while we’re at it.

While this month is also aimed at driver awareness, riders can take matters into their own hands by recommitting to the habits and practices we (hopefully) learned in our first motorcycle riding course. Robin Dean, an MSF riding coach in five states with Total Rider, Clutch Motorcycle School, and the state(s) of Illinois and New Mexico, fielded a few simple questions from Motorcyclist.

What’s the easiest thing riders can do to stay safe?

“The easiest thing a rider can do to stay safe is practice what they’ve learned through reputable training providers. Be self-aware. Know your limits. Know that safety awareness month means we must accept responsibility for ourselves and our choice/actions.”

What do you preach to experienced riders?

“Experienced riders know the value of maintaining a steep skill-to-risk offset. The mantra I just mentioned [above] still applies. Doing so means representing the motorcycling community better and thus, giving non-riders more reasons to keep an eye out. Experienced riders can build on their training with next-level teaching. Maybe it’s an MSF Advanced RiderCourse, or low-speed performance maneuvers via the Lock and Lean program, or even high-speed track curricula like the California Superbike School or Yamaha Champions program.”

Do loud pipes really save lives?

“Loud pipes don’t ‘save’ anything, though I admit I like and have a loud exhaust. However, it’s worth asking: What do loud pipes ‘look’ like? Deaf people drive too. Even for the non-hearing impaired, that noise is being expelled behind the bike, not up front.”

Thanks for your POV, Robin. Although motorcyclists are an impossibly diverse community with wildly different reasons for riding, we can all agree on one thing: Stay safe and upright so that we can forever debate our various disagreements and strong opinions after a great ride.

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You won’t find the 15-year-old, carbureted 250cc Yamaha V Star 250 here; we’re going with more modern options for our 2024 starter bike list. (Yamaha/)First-timers on two wheels? New graduates of an MSF riding course? Returning riders needing to shake off some cobwebs? Small-displacement and beginner bikes often get a bad rap for their occasionally underwhelming power output and less than exciting feature sets, but for the kinds of riders we just listed, choosing qualities like user-friendly engines, low seat heights, and low weights has commonsense appeal. The bikes we’re ticking off here bring better-than-average performance and feature sets than you’ll normally find in the beginner bike class, and will appeal not just to recent MSF course alums, but also older riders seeking an easy riding machine. If you’re looking for more than your basic air-cooled 250 single, this is a good place to start.

Related: Best Beginner Motorcycles 2023

BMW’s G 310 GS cops some ADV riffs from its 1250 GS brother, but it’s more of a competent streetbike with some dirt potential, and it’s very good at that indeed. (Jeff Allen/)2024 BMW G 310 GS | $5,695

BMW’s G 310 GS utilizes the same 313cc DOHC liquid-cooled single-cylinder engine found in the G 310 R, but gives this ADV-ish variant more suspension travel (7.1 inches of suspension travel versus 5.2 inches), 19-inch front wheel, longer wheelbase, and a more relaxed steering head angle. It’s still an extremely approachable and user-friendly machine, with a seat height that starts at 32.8 inches, but can be lowered to 32.3 inches with the accessory low seat. Ride-by-wire, ABS, and LED lighting round out the standard feature list, but if you’re looking to spice up your ride with some dirt road stints, be sure to swap in some more aggressive tires and remember the wee GS isn’t a hardcore adventure bike. Think of it instead as an urban-leaning dual sport with moderate off-road abilities, that’s probably happier on pavement.

Related: 2021 BMW G 310 GS First Look Preview

Thoroughly modern styling with standard-bike ergos, the light, comfortable, and well-balanced Honda CB300R is a solid choice for new and old street riders alike. (Honda/)2024 Honda CB300R | $5,149

OK, so an inverted 41mm fork, lightweight steel chassis, upright naked bike ergos, and radial-mount four-piston caliper with standard ABS already make Honda’s 2024 CB300R a more-than-solid solid entry in the class, but ya gotta admit, it looks pretty sharp too. (Read or watch our official review during the 2019 Honda CB300R MC Commute Review). While the docile 286cc liquid-cooled single engine and smooth throttle won’t intimidate new riders, there’s still a good amount of torque on tap, and the CB300R’s got a wonderfully smooth gearbox and clutch to egg on more experienced pilots. What’s more, seat height is an easy 31.6 inches off the deck and the bike weighs in at a breezy 316 pounds wet (claimed) which when paired with the nicely balanced chassis makes for a seriously nimble (and seriously fun) ride. Impressive build quality and a starting price just north of $5K doesn’t hurt either.

Related: 2024 Honda CB300R First Look Preview

You’ll find Honda’s Rebel 500 on these lists almost every year, thanks to a smooth, torquey parallel-twin engine, a robust set of features, and great styling. (Honda/)2024 Honda Rebel 500 | $6,499

Honda makes a variety of beginner-friendly bikes in different segments, but in the case of the Rebel, there are no fewer than three displacements to choose from so you can start small with the 300 and eventually graduate to the 1,100cc model, which is heavier and more powerful. Of course, your choice would come down to body type and skill level, but we especially like the Rebel 500 (read or watch our official test during the 2020 Honda Rebel 500 ABS MC Commute Review); there’s enough power and plenty of torque from the 471cc parallel twin, a 408-pound weight, and a low 27.2-inch seat, all of which make it a great all-around cruiser, period. Standard features include mid-mount controls, ABS, and a slip-and-assist clutch, and with its composed handling, very good fit and finish, and big-bike looks, the Rebel 500 still has what it takes to stay on this list.

Related: 2024 Honda Rebel 500 First Look Preview

You just can’t deny the fun-loving appeal of the Honda Grom, but it’s surprisingly competent too—mini or not. (Honda/)2024 Honda Grom | $3,599

See, we’re just getting started with the Hondas. The third Honda on the list may seem like an ultra-lightweight pitbike geared toward the most entry-level of pilots, but the Grom does pretty well in the hands of more experienced motorcyclists, and for around-town work, well, it’s just a blast. As we’ve said before, there’s almost nothing this bike can’t do (except handle high-speed freeways). The superlight and willing machine is powered by a tiny 124cc air-cooled single paired with a five-speed transmission, comes with an inverted fork, and rolls on 12-inch wheels. Throw in a 30-inch seat height, 224-pound curb weight, standard ABS, and, oh yes, a $3,599 price tag, and you can see why the competitively priced minimoto and its claimed 166.5 mpg is still so popular 12 years after its introduction.

Related: 2024 Honda Grom First Look Preview

Updated for 2024, the stylish Svartpilen 401 brings a larger motor, revised ergos, and adjustable suspension, yet stays below 400 pounds. (Husqvarna/)2024 Husqvarna Svartpilen 401 | $5,899

With the Hondas out of the way, let’s turn our attention to Husqvarna’s futuristic Svartpilen 401, which got a few updates for 2024 including a punchy new motor, new trellis frame, and adjustable suspension. The Svart provides a more upright riding position compared to its Vitpilen sibling, but the Svart also has more rugged looks with knobby tires and new dark bodywork. Husky says the Svartpilen 401 “offers a fresh twist on two-wheel urban exploration,” but the smartly styled bike is more than just a design exercise; there are the larger (yet lighter) 398cc single-cylinder engine good for a claimed 44 hp, adjustable WP suspension, cornering ABS, an easy 350-pound weight, and a 32-inch seat height, along with a 5-inch TFT display. All those features should beckon to pilots looking for a light, manageable machine that’ll slice around street corners with gusto.

Slim, lightweight, and ready to have fun, the Z400 will catch the eye of newbies but still appeal to returning seasoned riders. (Kawasaki/)2023 Kawasaki Z400 ABS | $5,399

The light-middleweight Z400 continues being an excellent choice for new or returning riders, packing a fun-loving 399cc parallel-twin engine into a machine with agile handling and sharp aesthetics, all for under $5,500. A seat height of 30.9 inches and a weight of 364 pounds amplifies the liquid-cooled mill’s broad torque curve that won’t spook beginners, but can be cranked WFO for thrills; there’s even an assist-and-slipper clutch to help control that smooth power delivery. Given its upright ergonomics, the Kawasaki Z400′s natural environment is the mean streets, but it definitely won’t complain on winding back roads either. The bottom line here is that it’s an approachable, easy-to-ride bike that’s still peppy, light, and unintimidating, and one that riders of all experience levels can use to improve their skill sets for many years to come.

Would-be adventurers not interested in the BMW badge can look to Kawasaki’s similarly equipped Versys-X 300. (Kawasaki/)2024 Kawasaki Versys-X 300 ABS | $6,199

German or Japanese? Although the Versys-X 300 ABS brings a liquid-cooled twin-cylinder mill to the party, it’s otherwise very close in spec to the BMW G 310 GS, with their 386-ish curb weights, 19/17 tire sizes, running gear, and other features all comparable. The GS gets a longer-travel suspension but the Versys trumps it on fuel capacity with a larger 4.5-gallon tank (versus 3 gallons). But the Versys-X 300 similarly brings an assist-and-slipper clutch to help row through the six gears of the transmission, as well as ABS (but no ride-by-wire); seat height is a slightly more approachable 32.1 inches. Add in a roomy rider triangle, linear power delivery, and easy handling, and the Versys-X 300 should appeal not only to newer riders but to those looking to explore limited off-road scenarios.

A wolf in wolf’s clothing, the 390 Duke is probably the most versatile, full-featured bike on this list, suitable for greenhorns and crusty vets alike. (KTM/)2024 KTM 390 Duke | $6,299

It’s hard to call this a beginner bike, since the Wee Duke is really just a small-bore hooligan looking to be unleashed—or not. Sure, you can just cruise the boulevard easy as you like, thanks to the supremely manageable engine, or you can wind ‘er out, tap into the peak 44.3 hp, and scream through the canyons. For newbies, the 364-pound wet weight and 32.3-inch seat height make the Duke a cinch to ease through tight spaces. This year the 390 also got a significant refresh, with a new frame, a modified single-cylinder engine, and sharper looks; capacity is now 399cc and power is up fractionally as is torque. Standard features include cornering TC and ABS, and three riding modes along with adjustable suspension should appeal to riders with a sporty outlook. Not cheap, but one of the best-equipped bikes here.

Related: 2024 KTM 390 Duke Review From Duke Fest With Videos

Pseudo-retro styling, a mellow yet reliable 350cc engine, and easy handling define the Hunter 350. Plus, it’s a solid bargain. (Royal Enfield/)2024 Royal Enfield Hunter 350 | $3,999

Even within Royal Enfield’s deep stable of entry-level mounts, the Hunter 350 stands out with its impressive feature set—classic but not crusty styling, easy handling, a neutral riding position, and a versatile 350cc engine—especially considering the price. It’s the same two-valve air-cooled mill found in the Classic 350 and Meteor 350, but thanks to its lighter curb weight, the Hunter feels more agile at low speed.

That said, you’re looking at an output of just 20.2 hp at 6,100 rpm and 19.9 lb.-ft. of torque, but the Hunter’s neutral, comfortable ergos and low seat height of 31.1 inches still suit a wide range of riders, and if you’re looking for a solid bike full of character, the Hunter 350 fits the bill. (Plus we’re done with seeing the overpriced V Star 250 on this list.)

For burgeoning trackday beginners and small-bore sportbike buffs alike, it's hard to go wrong with Suzuki’s GSX250R. (Suzuki/)2024 Suzuki GSX250R ABS | $5,099

Looking for a fully faired, quarter-liter machine with lines that riff on Suzuki’s sportbike heritage? You’re probably not a true beginner then, but hey, no judgment, because the GSX250R ABS hits all those points and makes for a great mount for those looking to dip a toe into the world of small-bore racing. In fact, we featured this entry-level ride in our Top 5 Motorcycles for Trackday Beginners article last year, and for 2024, there are no changes; the fuel-injected 248cc twin-cylinder engine continues serving up a responsive, broad powerband and convenient features like a 4-gallon tank, 10-spoke cast aluminum wheels, petal-type brake rotors, and quality KYB suspension components. A reverse-lit LCD instrument panel and a bright halogen headlight make night rides safer and the comfortable, roomy ergonomics make it easy for riders to easily reach the ground at a stop.

Related: 2024 Suzuki GSX250R Preview

Naked but aggressive styling, a lively engine, and agile handling make the Yamaha MT-03 a top pick for new riders, commuters, and road vets alike. (Yamaha/)2024 Yamaha MT-03 | $4,999

Think of Yamaha’s entry-level MT-03 as a naked derivative of the racier YZF-R3, with a more upright riding position. In short, it’s an approachable, entertaining, and affordable do-it-all bike, whether for in-town jaunts or for whipping around twisty mountain roads, and an excellent entrée into Team Blue’s renowned MT lineup. The lively 321cc liquid-cooled parallel-twin engine is tons of fun, and the MT-03′s handling is equally impressive; we’ll even praise the bike’s surprisingly comfortable ergonomics, given its compact dimensions. The smaller MT’s aggressive styling also channels the dynamic vibes of its bigger MT-07 and MT-09 brethren, but there’s more to it than that; throw in qualities like turn-on-a-dime handling, a slick-shifting six-speed transmission, inverted fork, standard ABS, and easy-to-swallow pricing, and you can see why the baby MT makes the list.

Related: 2023 Yamaha MT-03 First Look Preview

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Royal Enfield is venturing into the heart of the American motorcycle segment, aiming straight for the core of the value-conscious middleweight cruiser market with its 2024 Shotgun 650 ($6,899). This fills a void left by iconic American motorcycle giants like Harley-Davidson and Indian Motorcycle, with only American Honda offering an affordable entry in this space (read the 2024 Honda Shadow Phantom Review With Riding Videos for Buyers article). With a strategy reminiscent of Honda’s impressive Rebel 500, Royal Enfield adds its own English styling to the mix. Here are the top five features that we like about riding this Indian-made cruiser on the street.

This 648cc parallel twin—this twin has some pep in its step and it sounds awesome.
This motorcycle is crazy agile for a 540-pound streetbike. It also has favorable handling in the twisties too.
We love the styling. Plus the fit and finish and attention to detail on these Royal Enfields are head and shoulders above what it was 10 years ago.
The price. For its $6,899 asking price, the Shotgun 650 represents tremendous value in its class.
This Shotgun 650, it does it all. It cruises around the street; you can ride in the canyons; it has nice styling, good sound and character, and is a really nice bike for the price.

We’ll see you in the next episode.

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The hills are alive with the sound of brap. The two-stroke 2024 Husqvarna TE 300 Pro adding a little blue smoke to blue skies. (Philip Platzer/Husqvarna/)Haven’t we seen this article before? Absolutely. As part of Motorcyclist’s mission to cover the world of motorcycling, it’s just one of the countless market categories we monitor and report on each year. Not like we can just relax and call it a day in 2024 after our 2023 roundup of Best and Most Expensive Dirt Bike.

It might seem odd talking about dirt bikes in terms of “expensive.” Most lead short, nasty, brutish lives and end up parked against a wall and forgotten. Or as parts bikes. By their very nature, they’re not fancy or “expensive.” When ridden as designed, they’re meant to be launched into harm’s way or oblivion on a regular basis.

“Bang per buck” isn’t a metaphor with off-road motorcycles. It’s a measurable, causal relationship. With this abuse in mind, we’re focusing on the buck part. Some familiar machines remain on this list, but a few new ones make their debut. Plus a famous one at the end. Enjoy and comment if you disagree. Especially if you disagree.

The days of pipe burns are over thanks to the electric Stark Varg dirt bike. (Stark Future/)
At 260 pounds, the electric Stark Varg is light enough to fly. And with 80 hp, launching it is no problem. (Stark Future/)2024 Stark Varg | $12,900

The Stark Varg is fast becoming a frequent presence here. But the numbers are what the numbers are. At $12,900, it’s up there in terms of price. But the relatively low average MSRP of most MX offerings means no one flinched when price came up at our Fox Valley MX trail ride review. Fellow riders were expecting a price north of $15K and seemed pleasantly surprised when told the actual MSRP. Maybe it’s the opposite of “sticker shock”?

Whatever the marketing terms or jargon, it’s a reasonable price for cutting-edge technology and power. Motorcyclist is clearly enamored with Stark Future’s work. Range, running time, and charging capabilities are getting within spitting distance of ICE offerings. The power, torque, and usability of the Varg has already surpassed anything possible with four- or two-strokes. With the Alpha package, 60 hp becomes 80 hp, with the freedom to choose any horsepower figure you like.

KYB/Technical Touch fork and monoshock soak up almost anything you can hit, and the lack of a linkage rear suspension means stumps and rocks are no problem. A 6.5kWh battery in a magnesium case takes 151 minutes to go from zero to full charge at 120V, 82 minutes at 220V. In practical terms, just plug it in for 30 minutes while you catch your breath and eat lunch, and you’ll be set for the day. While the EV debate is ongoing in other motorcycle categories, the Stark Varg is already halfway through the closing arguments.

MXGP champ (and GasGas sales associate) Jorge Prado shows you exactly what you get with the new GasGas MC 450F Prado Edition. (GasGas/)
Assuming you had your finger on a “Buy” button on March 26, you could be the proud owner of one of 300 limited-edition GasGas MC 450F Prado Edition dirt bikes. (GasGas/)GasGas MC 450F Prado Edition | $13,867 (€13,050)

Hot on the heels of Jorge Prado’s 2023 MXGP championship, GasGas just released the limited-edition MC 450F Prado Edition. How limited is it? It was released on March 26, so chances are it’s sold out. Assuming you could still beg, borrow, or steal one, you’d get an almost-factory ride with all of the GasGas Racing Department’s finest technology. Team of race technicians and Jorge Prado–like riding ability sold separately.

It comes with factory wheels, factory Selle Dalla Valle seat plus a host of rider aids like launch control, quickshifting, traction control, and two power maps to help guide the liquid-cooled single-cylinder 449.9cc engine. Befitting a tribute bike, it comes with exact factory racing graphics complete with No. 61 decals and a No. 1 plate signed by Jorge Prado himself.

No word on whether it has a few more ponies than the claimed 53.0 hp of the MC 450F, but let’s guess it’s got extra sauce. After all, it’s a true MX machine, not an enduro bike. Skeptics might dismiss these limited editions as just more marketing noise. But if you made competition motorcycles and won your very first championship, you’d probably want it memorialized with an MSRP too.

Designed for low-speed abuse and improbable passage through the inhospitable, the 2025 KTM 300 XC-W Hardenduro will fight any terrain, anytime. (Philip Platzer/KTM /)
Props to the KTM marketing department and their photog. That looks really hard. (Philip Platzer/KTM/)2025 KTM 300 XC-W Hardenduro Edition | $13,049

This wouldn’t be much of a list without a smoker. Although the 300 XC traces its origins to 1984, the KTM 300 XC-W owes more to its 2008 300 EXC ancestor, being the first two-stroke enduro ever offered with electric start. Our story starts in 2017 with a completely redesigned engine and suspension.

The regular KTM 300 XC uses a dirt-track-friendly linkage-type rear suspension, which sticks out a few inches ahead and below the swingarm. In enduro environs, these tend to hit whatever rock or stump you’re traversing. So the 300 XC-W Hardenduro mounts the rear WP Xplor PDS (Progressive Damping System) shock directly to the swingarm. While this means less ability to tune and finesse suspension travel, the expectation is that 300 XC-W owners will be launching their bikes into all sorts of immovable objects, bellypan and swingarm-first. Problem solved.

Beyond the XC-W, the 2025 KTM 300 XC-W Hardenduro (called the Erzbergrodeo edition from 2020–2023) comes with a few extras. Like CNC-milled triple clamps, an orange powdercoated frame, and a fancy Selle Dalla Valle seat with pull straps and plenty of guard and protection bits. Basically, any orange anodized bit is part of the Hardenduro package. Like its plain XC-W cousin, the 2024 variant dispensed with classic transfer ports, going with throttle body injectors. And being a KTM, it’s light, with a respectable dry weight of 233.9 pounds. Make sure your insurance is up to date and enjoy.

For all the wonderful things Big Red does, plentiful and dynamic product photography is not among them. Here’s a stock shot of the 2024 Honda CRF450RWE. (Honda/)2024 Honda CRF450RWE | $12,499

People use the acronym IYKYK a lot these days. That’s the Honda CRF450RWE in a nutshell. Available since 2019, it’s the premier dirt offering from Big Red. For the uninitiated, you have to dig a little, but once you find the competition-oriented CRF450R on the Honda Powersports site, you’ll find the 2024 Honda CRF450RWE tucked away in the Trim options section for $2,800 more. What sort of “trim options” do you get? Quite a bit more than just trim.

The CRF450RWE Works Edition comes with a Yoshimura exhaust, Throttle Jockey seat cover, Hinson clutch basket and cover, D.I.D DirtStar LT-X rims, Kashima and titanium oxide-coated fork, and a red cylinder head cover. That last bit hints at the hand-ported cylinder head, which is the real story here. Or is it?

Our colleagues at Dirt Rider didn’t mind the extra $2,800, but it wasn’t because of the aforementioned mill. They praised the A-Kit Showa 49mm coil-spring front suspension package with titanium oxide-coated lower fork legs from Kashima. While the 12.2 inches of travel was nice, the wide adjustability was much loved. Coupled with friendly, tractable torque that’s top of class, the 450CRFRWE both delivered and sent it in equal measure.

We’re not saying a stock 2024 Husqvarna TE 300 Pro is a proper hill-climbing rig. But just look at that. (Philip Platzer/Husqvarna/)
Enjoy the picture. That’s about as clean as a Husqvarna TE 300 Pro is ever going to get. (Philip Platzer/Husqvarna/)Husqvarna TE 300 Pro | $13,249

Some readers think Motorcyclist has become a shill for electric motorcycles. This is only half right. We’re also shills for ultra-trick two-strokes. This is America, we can have it both ways. Adding more bluish haze to all this fun is the Husqvarna TE 300 Pro, which is very similar to the KTM 300 XC-W Hardenduro. While they feature the same throttle body intake-fed 293cc two-stroke single-cylinder mills, there are a few differences between the two.

The big difference is that the TE 300 Pro sticks with a linkage rear suspension, trusting in a skid-plate extension to protect it from harm. Each rear suspension has its loyal following and most seem to prefer the feel and adjustability of the linkage. On that subject, the Husky gets 0.8-inch-less ground clearance (13.9 inches versus 14.7 inches) than the KTM, but stands about 0.4 inch shorter in terms of seat height (37.5 inches versus 37.9 inches). The Husky clocks in at 239 pounds dry (claimed) while the KTM hits the scales at 234 pounds. Both get Brembo brakes front and rear, replacing Braktec components.

Cosmetically, it gets a black frame, gray bodywork, and special graphics. And of course it wears Factory Racing wheels with Excel rims, a Galfer floating front brake disc, Galfer solid rear brake disc, front axle puller, and Supersprox Stealth rear sprocket. Front and rear brake disc guards protect the stopping bits and a front fender strap helps riders get a grip on stuck bikes. All in all, you get the bits you’d expect at this price point. And if you convince a friend to pick up a KTM XC-W Hardenduro to match your new TE 300 Pro, you can fight among yourselves to pick a winner.

Tiptoe through the boulders. The 2024 Sherco 500 SEF Factory channels Alpine heritage through treacherous terrain. (Sherco/)
The 2024 Sherco 500 SEF Factory impatiently sits through its close-up. (Sherco/)Sherco 500 SEF Factory | $12,799

In 1998, Frenchman Marc Teissier decided to build the perfect trials bike. The name Sherco combines the names of the famous Spanish marque Bultaco and, simply enough, a mountain sherpa. Sherco quickly added enduro and supermoto models in 2003, built in its Nimes, France, facility. Sherco’s mission has grown to include 27 models in all, from 50cc beginner bikes to 500cc hard enduro machines to its famous 125–300cc trials machines.

The biggest-displacement dirt bike to make this list, the Sherco 500 SEF Factory isn’t for beginners. True displacement is 478cc. But our dirt cousins at Dirt Rider speculated that the platform would be appropriate for building a Dakar racer. The 500 SEF Factory and 450 SEF Factory are identical, save for the 500′s larger bore (98mm versus 95mm). But being true enduro machines, horsepower and torque figures are only half the story. Power means nothing if you can’t hook the tires up. Many enduro bikes are de-tuned and geared lower than their track brethren to properly navigate slower, near-impassable terrain.

Brembo brakes (with Galfer front disc) grace the front and rear, while KYB 48mm fork with 11.8 inches of travel are mated to a single KYB unit in back offering 13.0 inches of travel. There’s also fuel injection, an Akrapovič can, and of course new graphics to go along with a new front fender and clutch cover. But the headline here is a highly specialized big-displacement MX bike with a chassis that delivers super-precise handling for expert riders.

Two-strokes and a single cylinder were enough to change motocross orthodoxy forever. Oh, and some famous guy apparently owned this 1970 Husqvarna 400 Cross. (Bonhams/)
By all accounts, Steve McQueen was an accomplished rider. But in more professional hands, the 1970 Husqvarna 400 Cross won two 500cc world championships and countless races. (Bonhams/)1970 Husqvarna 400 Cross | $230,500 (Owned by actor Steve McQueen)

Many economists agree: Motorcycles owned by actor and motorcycle racer Steve McQueen are almost always worth more than motorcycles not owned by him. It also helps if it was featured on the cover of the August 23, 1971, issue of Sports Illustrated magazine. Anyway, this particular example (frame serial No. MH-1341, engine No. 401124) fetched $230,500 at Bonhams Barber Museum Sale on October 6, 2018. While another 1971 Husqvarna 400 Cross (frame serial No. MI-3845, engine No. MI-3845) brought $186,500 in 2022, the 1970 example was the bike he rode in Bruce Brown’s famous documentary On Any Sunday. So clearly, it’s more valuable because, you know. Provenance.

Amusingly enough, it was purchased for $1,500 in 2008 by Rob Phillips, a Husqvarna collector who (like the seller) had no idea about its previous owner. The moral of the story is that buying old dirt bikes is always a good idea.

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Fifteen years on, The One Moto Show has become a spectacular celebration of moto-culture with three days of food, music, art, and jaw-dropping custom builds. (Andrew Cherney/)Man oh man, where does the time go? Seems like only yesterday we wandered into a decrepit old building on a gritty north Portland back street to gaze at a couple of insanely creative bike builds, surrounded by a small crowd of riders. Fifteen years on, The One Moto Show has blown up into a multimedia, multifaceted extravaganza and kicked off its annual bash under blue skies within the vastness of the massive Zidell Yards Barge Building in south Portland.

The rusty old building is equal parts grit and grease, which makes for a great staging environment for the hundreds of custom machines shown this year and the thousands of pumped bike enthusiasts streaming in through the gates were proof of that.

The renowned Pacific Northwest event unspooled in the giant open-air warehouse for the fourth year running, but this year Thor Drake and his crew partnered up with the Flat Track Friday outfit from Milwaukee, which ran a full slate of flat-track races at a separate venue in conjunction with The One Show. As always, there were entertainment options galore all weekend long, with hundreds of wildly fashioned custom motorcycles of every genre, along with art, music, stunt shows, live music, and all things moto percolating in the background.

Related: The 2023 One Motorcycle Show Is Cooler Than Ever

Right up at the front of the building was Koh Sakaguchi’s can’t-miss 1981 Sportster-based build, a true work of shimmering moto art. (Andrew Cherney/)Smaller presentations could also be found within the larger event, including the annual 21 Helmets Show, as well as the Direct Current Show—featuring electric bikes—as well as separate demo rides from Ryvid, Indian, and Triumph. And if you were patient, you could also drop in for a quick flash tattoo from one of the vendors on the show floor.

Keith Young’s Honda CB550-powered “Holy Bike” was a crowd favorite, with folks stopping by all day to photograph themselves on the stretched-out contraption. (Andrew Cherney/)As the organizers tell it: “In 2010, we hosted the very first The One Motorcycle Show in an old abandoned warehouse. Since then, each year, we’ve crafted an event to celebrate the weird, rare, and unconventional bikes that we all love in a way that everyone can enjoy. We started out with no idea how we’d pull this off, let alone what might happen afterward. It’s hard to believe how this has all come together!”

Related: The 2022 One Motorcycle Show Rolls Lucky 13

Show regular Morto Olson brought yet another meticulous build this year, based on a 1949 Intrepid. (Andrew Cherney/)It is pretty amazing how much the now-three-day show has evolved since then, but it still places a strong emphasis on local businesses, showcasing Pacific Northwest brands like Leatherman, Danner Boots, and Icon Motosports. As is traditional, after three days of nonstop energy Drake once again presented custom-made trophies—in the form of axes—to winners of the various One Show awards. Our favorite category? The Ride Slow And Die Whenever trophy, won by Mike Fitzpatrick and his trio of vintage Honda Z50s.

Another beauty from Koh Sakaguchi and Suicide Customs Inc., straight from Japan. This one is called the Harman bike, and the level of detail is amazing. (Andrew Cherney/)
The 21 Helmets show-within-a-show had its usual slot in the weekend’s run of events. This year’s funky theme seemed to be all about arty welding helmets. (Andrew Cherney/)
Winston Yeh of Rough Crafts fabbed up this refined take on Royal Enfield’s Continental GT 650, dubbed “Midas Royale.” (Andrew Cherney/)
More than a few Harley Dynas showed up, but this 2003 example from A Kennedy really shone. (Andrew Cherney/)
Show sponsor Royal Enfield gathered a slew of customs from around the world in its area, and this build called “Kamala,” also based on the brand’s 650 platform, was rendered by master metal magician Cristian Sosa. (Andrew Cherney/)
At the internal Direct Current Show, which featured primarily e-moto customs, this lit-up BMW “flying brick” drew a lot of eyeballs. (Andrew Cherney/)
Racebikes can definitely qualify as custom creations, and this MotoAmerica-appearing MV Agusta F3RR from Andy DiBrino and the crew at EDR Performance is a prime example. (Andrew Cherney/)
Then again there’s nothing like the sight of an old-school Bosozoku bike to get the blood pumping. This 1980 Kawasaki KZ550 from Mitsuaki Shinohara was definitely a crowd-pleaser. (Andrew Cherney/)
Indian was also a show sponsor, and showed up with some of its just-launched 2025 Scouts, a few of them available for demo rides. (Andrew Cherney/)
Al Hackel’s custom won the This Is A Bad Idea award for his scratch-built custom powered by a cast-off cylinder from a helicopter engine. “I originally wanted a Knucklehead, but they were too expensive,” he told Thor Drake as he accepted the award. (Andrew Cherney/)
Jeff Gray’s wickedly raked ’51 chopper shows off a stretched-out girder fork. (Andrew Cherney/)
Wicked graphics from Mad Vinyl Works on this 2012 BMW S 1000 RR. (Andrew Cherney/)
Winner of the Ride Slow Die Whenever trophy was Mike Fitzpatrick with his trio of vintage Honda Z50s. (Andrew Cherney/)
Another one of the hilarious awards given out at the close of the 2024 edition of The One Show. (Andrew Cherney/)
Makoto Endo made an appearance as well, this year using his trademark painting with India ink and chopsticks to render the subject BSA. (Andrew Cherney/)
A row of immaculately detailed choppers at the 2024 One Show. (Andrew Cherney/)
Indian Motorcycle brought its late-1920s-era 101 Scout to display. (Andrew Cherney/)
For the first time, The One Show organizers partnered up with Milwaukee’s Flat Out Friday crew to run the separate flat-track component of the event. (@MikeyRevolt/)
There was also a separate car show going outside the confines of the hangar building. We dug this interesting V-Rod meets DeLorean pairing parked at the back. (Andrew Cherney/)
Custom motorcycles, vintage cars, boutique coffee, rocking bands… If you were bored at this year’s show, you just weren’t opening your eyes. (Andrew Cherney/)
Closing it out with the burly V-Max in all its purple glory. (Andrew Cherney/)
Stunt pros the Seattle Cossacks doing their thing. (@mrPixelhead/)

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Alpinestars moved the protective garment industry forward by leaps and bounds when it brought its race-developed Tech-Air airbag system to the masses, and now it raises the stakes again with the new Tech-Air 7x, starting at $999.95.

Editor’s note: We evaluated Alpinestars dedicated off-road autonomous airbag vest during the Alpinestars Off-Road Airbag Vest Review With Videos article. Also check out the Alpinestars Shows off Tech-Air 10 Motorcycle Airbag 2022 article for insight into its sister product, with hip protection for street and/or track riding.

The new Alpinestars Tech-Air 7x airbag system is available now, starting at $999.95. (Alpinestars/)This fully autonomous airbag system makes use of 12 integrated sensors that will activate inflation within 44 milliseconds of detecting a crash scenario. This system has been shown to reduce impact force by up to 90 percent when compared to typical CE Level 1 protectors.

The 7x provides protection to the upper body, including the shoulders, chest, and back. It is designed to be worn under any race suit or jacket with enough space to allow for inflation and features a generous ventilation system to ensure breathability.

The Tech-Air 7x is designed to fit under any race suit or riding jacket that has room to accommodate the airbag deployment. (Alpinestars/)The 7x turns on when the magnetic closure flaps are secured and the system deactivates when they’re opened. It features two different ride modes, one for race scenarios and one for road riding. It also features a dual-deployment design, meaning riders can get two airbag inflations before recharging the rapid gas inflator. The system is designed to activate four airbag deployments before it needs to be serviced.

The 7x offers two deployments before the gas inflator needs to be recharged and four deployments before needing service. (Alpinestars/)The Bluetooth-enabled 7x pairs to the Tech-Air app where riders can review battery information, ride time, charge status, and the number of inflations available.

Sizes range from XS to XXL and the unit is available now from Alpinestars or other recognized Alpinestars dealers.

The Tech-Air 7x promises to reduce impact force by up to 90 percent compared to CE Level 1 protectors. (Alpinestars/)

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Today’s MotoAmerica’s King of the Baggers series has awoken Harley-Davidson’s classic spirit of competition. Although a tad strange among roadracing purists, there’s no denying spectator popularity. So it makes sense that the Bar & Shield brand is “all in” when it comes to bagger competition R&D. Here are the top five things that are cool about Kyle Wyman’s Harley-Davidson Factory Bagger racebike.

Editor’s note: During this event we also evaluated the Road Glide ST during the Top 5 Reasons to Ride the Harley-Davidson CVO Road Glide ST article. Also check out the What You Need to Know about Harley-Davidson’s Road Glide and 2024 Harley-Davidson Road Glide Reviews With Videos for added insight on Harley’s 2024 model year touring bikes.

This 45-degree V-twin powers this Road Glide to 180 mph!
It employs a superbike front end with an Öhlins Superbike inverted fork and four-piston Brembo Monoblock calipers. Awesome.
Look at this lattice-style aluminum swingarm and rear suspension. How trick are these components?
The bodywork looks identical to Harley-Davidson’s 2023 MY Road Glide CVO—it looks sick!
This bike is dripping in carbon fiber and titanium. Look how trick this bike looks!

We’ll see you in the next episode.

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The 2024 Honda ADV160, with two-position adjustable windshield, front ABS brakes, and slightly lower seat height and handlebars. (Honda/)While it’s nice to dream of leather fringe and sportbikes, those of us who live in nightmarish Blade Runner–like cities depend on small-displacement machines to actually get places cheaply and quickly. With few exceptions (cough, Kawasaki), every motorcycle or powersports company on earth knows this and offers at least one small-displacement scooter option. Honda arguably owes its entire existence to people needing inexpensive, practical transportation.

Why is Motorcyclist covering scooters? The Honda Activa scooter currently sold in India, on which the Honda Navi is based, once sold 141,996 units in a single month (September 2013). That’s equal to Honda’s entire annual sales figure in North America. Most of the world travels by scooter. Regardless of region, numbers and money matter.

Called an “adventure scooter,” the ADV concept was unveiled in India in 2019 with a sturdier duplex-cradle steel-tube design, rather than the typical “underbone” design common with classic scooters. Ironically, this means traveling at near-highway speeds is more stable and less “adventurous,” some might say. But it obviously opens up possibilities and increases rider safety and confidence.

Building on the ADV150 that came to US shores in 2021, the 2024 ADV160 is clearly “ten better,” to use Spinal Tap thinking. A new larger fuel-injected four-valve engine is now 156.9cc—7.6cc up from the previous 149.3cc two-valve engine. Efficiency is said to be improved as well with reduced emissions. It gets rider aids like Honda Selectable Torque Control (HSTC) to help out novice riders in low-traction settings as well as ABS for the front brake. It’s actually freeway-legal in most states.

The 2024 Honda ADV160 with Showa shocks and suspension, front and back. Here shown in Red Metallic color. (Honda/)The classic Honda V-Matic automatic transmission means you just twist and go. It’s basically CVT (Continuously Variable Transmission), but hey, nice name. It drives 16 hp and 9.8 lb.-ft. of torque, an extra 1.2 ponies and 0.4 lb.-ft. from the 150 predecessor. More is more, regardless of what you ride.

Riders and passengers get two additional liters of storage, 30 total, to store helmets and various stuff. The windscreen now gets two positions, adjustable without tools. Despite the frame separating the rider’s legs, the leg shield has been widened. Seat has been lowered 0.6 inch, as have the handlebars.

Any college student knows scooters are basically free money for petty criminal elements. Honda’s Smart Key system allows remote starting, said to be inaccessible to a third party when the on/off switch is used correctly. Failing that, an anti-theft mechanism locks the handlebar if “someone” tries starting the scooter by force. For the garage-less, an additional chain or Kryptonite option might not be a bad idea.

On that subject, the MSRP is $4,499. It’s Honda’s top-of-the-line scooter. This slides under the comparable Suzuki Burgman 200 at $4,999 MSRP, but more than, say, a Piaggio Liberty 150 S at $3,299 MSRP. The former Suzuki gets you liquid-cooling, while the former Piaggio gets you more beer and rent money left over. Honda Grom owners, take note: The ADV160 gets you way more storage, practicality, and 6-plus horsepower more for an extra $900. We’ll see if the Grom market reacts accordingly.

Colors are Red Metallic or Pearl Smoky Gray. Available now.

2024 Honda ADV160 Technical Specifications and Price

| PRICE | $4,499 | | --- | --- | | ENGINE | 157cc, SOHC, liquid-cooled, four-stroke, 80-degree single-cylinder; 4 valves/cyl. | | BORE x STROKE | 60.0 x 55.5mm | | COMPRESSION RATIO | 12.0:1 | | FUEL DELIVERY | PGM fuel injection w/ 28mm throttle body | | CLUTCH | N/A | | TRANSMISSION/FINAL DRIVE | Honda V-Matic belt drive/CVT | | CLAIMED HORSEPOWER | 16 hp | | CLAIMED TORQUE | 9.8 lb.-ft. | | FRAME | Duplex-cradle steel tube | | FRONT SUSPENSION | 31mm Showa telescopic fork; 5.1 in. travel | | REAR SUSPENSION | Showa twin shocks; 4.0 in. travel | | FRONT BRAKE | 240mm disc w/ ABS | | REAR BRAKE | 131mm drum | | WHEELS, FRONT/REAR | Cast, 12-spoke front, 10-spoke rear | | TIRES, FRONT/REAR | 110/80-14 / 130/70-13 | | RAKE/TRAIL | 26.5°/3.4 in. | | WHEELBASE | 52.1 in. | | SEAT HEIGHT | 30.7 in. | | FUEL CAPACITY | 2.1 gal. | | CLAIMED CURB WEIGHT | 294 lb. | | WARRANTY | 1-year, transferable, unlimited-mileage limited warranty; optional extended coverage available w/ HondaCare Protection Plan | | AVAILABLE | Now | | CONTACT | powersports.honda.com |

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BMW’s stripped-down 2024 CE 02 electric scooter is set to hit the production line and is now available for preorder. Bring a fat checkbook. (BMW/)BMW’s new 2024 BMW CE 02 electric is finally coming to town, according to the brand, which has announced that the urban-flavored runabout is now available for preorder. “Urban-flavored” may not even be a strong enough description; Germany’s calling the new electric scooter an “eParkourer,” somehow implying that this quasi electric motorcycle is equipped to “traverse obstacles in the…environment through the use of running, jumping, and climbing” (thank you, Britannica, for that). Perhaps that youthful design will catch the eye of a couple of skateboarding hipsters, hopes BMW; the CE 02 is “created for the urban environment,” and while the bike’s athletically stylish vibe definitely feels more youthful than Germany’s previous robotic electric designs (see: CE 04), it comes at a price, with a starting MSRP of $7,599. There aren’t many aspiring young skateboarders we know who can write that check.

Editor’s note: Motorcyclist Magazine will be at BMW Motorrad’s official U.S. press introduction next week. Stay tuned for live editorial on this product via our official Instagram, Facebook and Twitter channels.

The minimal chassis hosts an upside-down fork, preload-adjustable rear shock, and single-sided swingarm. Shown here is the higher-spec Highline Package, which adds a quick charger, heated grips, and more, for an extra $875. Is more seat padding extra though? (BMW/)At the core of the CE 02 lies a supercompact chassis consisting of a steel double-loop frame with an upside-down 37mm fork and a single-sided swingarm and directly mounted, preload-adjustable shock. Sporting a wheelbase of just 53.2 inches and a head angle at a steep 24.5 degrees, the CE 02 also rolls on 14-inch wheels, which would suggest a high emphasis on agility. Brakes consist of a 239mm disc up front and a 220mm disc at the rear, with ABS available on the front wheel only.

Related: 2022 BMW CE 04 First Ride Review

The CE 02 uses two removable lithium-ion batteries to power the air-cooled synchronous motor; the standard external charger will get them to an 80 percent charge in about three hours. (BMW/)Blacked-out components are the dominant theme here, with the frame, wheels, and front fender doused in ebony, and the disc wheels designed to emphasize the proportions; a touch of gray on the motor cover offers contrast. BMW says the “reduced design offers plenty of scope for your own design options,” which can be translated to mean “check out all our available accessories.”

The rear shock is directly mounted to the aluminum swingarm and is adjustable for spring preload. A 14-inch disc wheel with a 150/70-14 tire rolls at the other end. (BMW/)The CE 02′s promising suspension arrangement gives you a hydraulically damped, 37mm telescopic fork and a shock with adjustable spring preload paired with a set of wide 120/80-14 (front) and 150/70-14 (rear) tires to further help tame the urban potholes. The combination of short wheelbase, low weight of only 291 pounds, and a seat height of 29.5 inches means the CE 02 is likely to feel nimble in motion as well, with dual-position footrests giving riders the option of a relaxed leg placement or a more sporty lean.

Short wheelbase, 291-pound weight, and steep rake should make the CE 02 plenty agile. Dual-position footrests allow for leg placement options. (BMW/)As for motivation, the steel frame holds an air-cooled, current-excited synchronous motor, which takes its energy from two air-cooled lithium-ion batteries. Those cells, with an operating voltage of 48V and an energy content of 1.96kWh each, are also removable. The CE 02 has a maximum claimed output of 15 hp (8 hp nominally) and with 40.5 lb.-ft. of torque available from the jump, the scoot is likely to reach its claimed top speed of 59 mph in no time. According to BMW, range is more than 56 miles, give or take.

Riders also get a fairly sophisticated electronics package which includes Automatic Stability Control and Recuperative Stability Control as standard equipment, as well as two ride modes, Flow and Surf (the Highline Package upgrade delivers a third mode, Flash). Flow serves up a softer throttle response and medium energy recuperation, while Surf gives riders a more direct throttle with snappier acceleration and the sportier Flash mode goes for max output. Other convenience features include keyless operation, LED lighting, a 3.5-inch TFT display, and a USB-C socket.

The cockpit looks pretty well optimized for the urban jungle with high bars, various ride modes, stability control, and yep, a smartphone holder. (BMW/)This being BMW, naturally there are lots of accessories, and with the CE 02 it seems like many of them are cargo-oriented; there are Black, Urban, and Adventure collection 16-liter side cases and more. The optional Highline Package seen in most of these photos will run you an additional $875, and adds an anodized gold fork as well as the aforementioned Flash mode, a 1.5kWh quick charger, heated grips, a different seat, as well as the flashier colors and graphics. You’ll also get an integrated SP Connect smartphone holder.

The black-only base-model 2024 BMW CE 02, shown here, is the one that retails for $7,599 (preorder price) and $8,194 (regular retail). The Highline Package is $875 more. (BMW/)BMW has said the CE 02 is a 2024 model, and will arrive in the US later this year with an MSRP of $7,599, though that’s just the preorder price; on the website we found a tag of $8,194 for the Cosmic Black base model.

More info is at bmwmotorcycles.com.

2024 BMW CE 02 Specs

| MSRP: | $7,599 /$8,194 | | --- | --- | | Motor: | Air-cooled excited synchronous | | Rated Capacity: | 8 hp | | Maximum Power: | 15 hp @ 5,000 rpm | | Maximum Torque: | 40.5 lb.-ft. @ 1,000 rpm | | Maximum Speed: | 59 mph | | Battery: | Two air-cooled lithium-ion batteries, 3.92 kWh | | Voltage: | 48V | | Charging: | 0.9kW w/ integrated charger; 1.5kW quick charger w/ optional Highline package | | Charge Time: | Standard 2 hr. 50 min. to 80%; 2 hr. 20 min. for 80% w/ quick charger | | Transmission: | 1-speed, integrated into motor housing/belt drive | | Frame: | Steel double loop | | Front Suspension: | 37mm inverted telescopic fork; 4.6 in. travel | | Rear Suspension: | Single-sided swingarm w/ direct-link shock, spring preload adjustable; 2.2 in. travel | | Front Brake: | 2-piston floating caliper, 239mm disc w/ ABS | | Rear Brake: | 1-piston floating caliper, 220mm disc | | Wheels, Front/Rear: | Cast aluminum; 14 x 2.50 in. / 14 x 3.50 in. | | Tires, Front/Rear: | 120/80-14 / 150/70-14 | | Steering Head Angle/Trail: | 24.5°/3.6 in. | | Wheelbase: | 53.2 in. | | Seat Height: | 29.5 in. | | Curb Weight: | 291 lb. | | Contact: | bmwmotorcycles.com |

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The new 2024 BMW F 900 GS muscles into Motorrad’s enduro lineup with a bigger engine with more power, revised styling, and upgraded suspension. (BMW/)BMW Motorrad is updating its midrange adventure bikes with the introduction of the 2024 F 900 GS and F 900 GS Adventure, both of which receive significant improvements to their standard feature lists as well as a bigger engine with more power, compared to the outgoing F 850 GS bikes. We’re talking about the addition of a bigger twin-cylinder engine which boosts capacity to 895cc and serves up what BMW says is better riding dynamics. There’s also a styling refresh and the drastic weight reduction of more than 30 pounds on the standard F 900 GS, along with the addition of fully adjustable suspension components for both models.

Slim and trim: In the process of getting new bodywork, a narrower tailsection, and a new plastic gas tank, the F 900 GS managed to drop more than 30 pounds. (BMW/)With the new inline twin-cylinder engine, the F 900 GS and F 900 GS Adventure get a 42cc bump in displacement, while also benefiting from a significant increase in peak power, with a claimed output of 105 hp at 8,500 rpm (a full 10 hp more than the previous mill) as well as what BMW says is a fuller torque curve—now 68.6 lb.-ft at 6,750 rpm—with better acceleration. As before, the liquid-cooled engine has four valves per cylinder and twin overhead cams with a pair of counterrotating balance shafts to snuff out vibes. BMW says the engine’s 270/450-degree firing interval also pumps out a more pleasing sound, if that matters to you.

Related: 2020 BMW F 850 GS Adventure MC Commute Review

Reshaped tank and repositioned footpegs and handlebar enhance ergos for off-road use. New longer-travel adjustable 43mm Showa USD fork also helps in that regard. (BMW/)Both F 900 GS and F 900 GS Adventure are built around a bridge-type frame made of welded steel parts which integrates the engine as a supporting element, but it’s the base F 900 GS that receives the lion’s share of the other updates here, with a dynamic new face-lift, better off-road capability, and lower weight. A key revamp comes in the form the F 900 GS’ redesigned plastic fuel tank—now 3.8 gallons—which allows for the slimmer design (and only loses 0.5 liter of capacity in the process) and, when combined with the restyled side panels and new radiator trim, gives the whole package a sleeker look. The entire rear section has also been reworked to be narrower (and 5 pounds lighter) than the outgoing F 850 model, a quality emphasized by a sporty rear Akrapovič muffler, which also helps shave the weight to 483 pounds (claimed).

A 6.5-inch TFT display allows access to ride modes as well as Dynamic Traction Control and ABS Pro. Dynamic ESA (Electronic Suspension Adjustment) is an option for the Adventure model. (BMW/)The other key upgrade targets suspension components, with both bikes receiving fully adjustable 43mm upside-down forks from Showa, good for 9.1 inches of travel. The preload- and rebound-adjustable rear shock, meanwhile, is good for an also-healthy 8.5 inches of travel, and for the F 900 GS, you can upgrade to a fully adjustable ZF Sachs unit.

The F 900 GS’ ergonomic triangle got some tweaks, with footrests moved lower and the handlebar now in a higher handlebar position. Along with the newly reshaped fuel tank, the arrangement provides clear advantages in off-road scenarios, especially when riding standing up on rough terrain. The gearshift lever is now adjustable and the rear brake has been repositioned for better access in off-road riding stints too.

The 2024 BMW F 900 Adventure drops some weight and adds the new engine and suspension, but retains its larger 6-gallon fuel tank and bulkier tailsection. (BMW/)Both bikes receive LED headlights with a larger low beam for better illumination as well as the 6.5-inch full-color TFT display to access the upgraded electronics package.

We saw two riding modes offered in the F series already with Rain and Road as standard, but now Dynamic Traction Control DTC and cornering-optimized ABS Pro are included. New options also include Riding Modes Pro which provides additional riding modes, Dynamic Brake Control (DBC), and engine drag torque control, all now available as optional equipment from the factory.

If that’s not enough off-roadiness for you, the F 900 GS can be upgraded further with the Enduro Pro package, which gets you a fully adjustable titanium nitride-coated upside-down fork, a fully adjustable central spring strut, and adjustable handlebar risers as well as an M Endurance chain.

The taller, heavier F 900 GS Adventure also gets LED headlights and new side panels, and has heated grips and an aluminum engine guard as standard. (BMW/)Meanwhile, the BMW F 900 GS Adventure retains its larger, 6-gallon tank and beefier tailsection (which comes with a luggage rack) but adds the new engine, fully adjustable Showa fork, LED headlights, new side panels, heated grips, an aluminum engine guard, and the new Ride Pro equipment package. Dynamic ESA (Electronic Suspension Adjustment) electronic suspension is available as optional equipment for the Adventure.

Believe it or not, the titanium Akrapovič muffler on the 2024 F 900 GS is standard equipment. (BMW/)The new F 900 GS is available as a basic version in Blackstorm Metallic with an MSRP of $13,495, as a Passion model version in São Paulo Yellow solid paint, and as a GS Trophy version in Light White solid paint/Racing Blue metallic. The new F 900 GS Adventure is available as a basic variant in Blackstorm Metallic starting at an $14,195 MSRP and as a Ride Pro model variant in White Aluminum Matte. Both models have been confirmed for the US market and should be available now.

Motorcyclist Magazine will be at its official U.S. press introduction next week. Stay tuned for live editorial on this product via our official Instagram, Facebook and Twitter channels.

The 2024 BMW F 900 GS in Passion trim. (BMW/)
The 2024 BMW F 900 GS and F 900 GS Adventure in LightWhite Racing Blue (GS) and Ride Pro/White Aluminum (Adventure). (BMW/)

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Harley-Davidson’s 2024 Road Glide ($25,999) defines modern cruiser touring catering to riders seeking near perfection in their motorcycles. Emblematic of freedom and the call of the open road, this iconic masterpiece from the Bar & Shield brand stretches long and sits low, offering a symphony of power, control, and iconic style that can’t be missed on the road. Here’s everything you need to know about the 2024 Road Glide in less than 90 seconds.

Editor’s note: We test rode this vehicle during the 2024 Harley-Davidson Road Glide Reviews With Videos article. We encourage readers to peruse this editorial for detailed insight on this model. Also read the Top 5 Reasons to Ride the Harley-Davidson CVO Road Glide ST for insight on its up-spec hot-rod sibling.

The 2024 Road Glide is a 838-pound heavyweight V-twin-powered touring bike from The Motor Company out of Milwaukee, Wisconsin. Look at that 117ci 45-degree engine. That’s nearly two liters of capacity! This engine is good for right around 130 lb.-ft. of torque and 105 hp at the crank, says Harley-Davidson. The cylinder heads are now liquid-cooled for more performance.

We love the all-new styling of this motorcycle that is pulled from Harley-Davidson’s $49,000 Road Glide CVO. This motorcycle is absolutely a looker with its fresh LED lighting package and silhouette that neatly stretches from the sharknose fairing into the 6-gallon fuel tank. Sleek looking and lockable hard case saddlebags swallow plenty of gear.

The 12-plus-inch color TFT display is touchscreen-compatible so you can make your adjustments with your fingers or this new updated and super-easy-to-use backlit switch gear.

That’s a quick rundown of Harley-Davidson’s 2024 Road Glide—we’ll see you in the next episode.

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Despite prolific success both on track and in showrooms, in 2017 Honda pulled-the-plug on the CBR600RR in Europe. A maturing and fast-changing market allied to tightening EU emissions regulations made the decision relatively easy for the Japanese manufacturer, but sportbike fans from Madrid to Manchester were gutted because the CBR was a fantastic bike. A highly evolved RC213V for the masses; a pocket rocket that oozed HRC thinking and quality. It was missed.

Honda’s new CBR600RR for 2024, now Euro 5+ compliant and recently launched in Portimão, Portugal. (Zep Gori, Ciro Meggiolaro/)By 2021, however, there was hope on the horizon when Honda reintroduced the 600cc inline-four to the Japanese market, and bikes started to appear in racing—notably in World Supersport and on the roads at the Isle of Man TT, on bikes imported to the UK by Padgett’s Motorcycles. And now, finally, for 2024, Honda has decided to reintroduce it.

Quoting Honda Motor Europe, “The RR is the ideal bike to fill the gap in the CBR lineup between the CBR650R and the CBR1000RR-R Fireblade.” (Zep Gori, Ciro Meggiolaro/)Editor’s note I: this CBR600RR won’t be imported into the U.S. for the 2024 model year (read the Honda’s Updated 2024 CBR600RR Not Coming to America article). Interested in the previous version? Read and watch the 2020 Honda CBR600RR ABS MC Commute Review article and video.

New full-color 4.2-inch TFT screen with two options, Street and Circuit. (Zep Gori, Ciro Meggiolaro/)As you can imagine for a bike that has essentially been left untouched since 2017, there was a lot of work involved to bring it up to modern standards. The old CBR had no electronic rider aids, no clever six-axis IMU, no aero package, and didn’t even comply with now-obsolete Euro 4. But thankfully Honda has done it, and we flew to the very fast and demanding Portimão track in Portugal to put the reborn screamer through its paces.

Winglets have been designed to improve stability when the brakes are released. (Zep Gori, Ciro Meggiolaro/)Last seen in Europe in 2017, the CBR600RR looked to be passing into history. If you wanted to see one in recent times, the Honda Collection Hall at Motegi was increasingly likely to be the place. But rather than let it become a museum piece, Honda has dusted down its defining sport middleweight and completed the mammoth task of making it Euro 5+ compliant while preserving its legendary high-revving performance and delivering it to the street and track with state-of-the-art electronics on a par with the new 2024 CBR1000RR-R Fireblade.

Intake and exhaust completely new for 2024. Throttle bodies increase in size from 40mm to 44mm. (Zep Gori, Ciro Meggiolaro/)Editor’s note II: we last test rode the CBR1000RR-R during the 2021 Honda CBR1000RR-R Fireblade SP First Ride Review article and 2021 Honda CBR1000RR-R Fireblade SP MC Commute Review articles and videos.

Mixed conditions highlighted the new rider aids, controlled by a new Bosch six-axis IMU—same as the new 2024 Fireblade, recently launched in Europe. (Zep Gori, Ciro Meggiolaro/)The inline four-cylinder layout remains, as does the same massively oversquare 67 x 42.5mm bore and stroke and 12.2:1 compression ratio. The throttle bodies, however, have gone up 4mm to 44mm, cam timings are revised, and a new exhaust system does much of the heavy lifting in terms of hitting Euro 5+. (Honda says more than 50 prototype systems were tried before its engineers were happy.)

Nine levels of HSTC. Honda’s unique traction control aided the tricky conditions. (Zep Gori, Ciro Meggiolaro/)Improved gas flow at (very) high rpm was the main performance goal, and despite the strangling effect of those emissions regs, peaks of 119.4 hp (89kW) at 14,250 rpm and 46.5 lb.-ft. (63 Nm) at 11,500 rpm are similar to the far less restricted 2017 model, which is impressive indeed.

Wheelie control has three levels and can be turned off. (Zep Gori, Ciro Meggiolaro/)Controlling that frenzy of revs and horses is an array of electronics and rider aids the old bike couldn’t even have dreamt of: nine levels of traction control (HSTC), five riding modes, five power modes, engine brake control, wheelie control, rear lift control, cornering ABS some 2.4 kilograms/5.5 pounds lighter than the non-cornering ABS hardware on the 2017 model, and an up-and-down quickshifter with three levels of adjustment. It should also be noted that the 2024 model gets the six-axis IMU similar to that installed in the new CBR1000RR-R SP Fireblade and not the five-axis IMU used in CBR600RRs sold in Japan since 2021.

DOHC liquid-cooled four-stroke 16-valve 599cc, Euro 5+ motor now produces 119.4 bhp (89kw) at 14,250 rpm with peak torque 46.5 lb.-ft. (63 Nm) at 11,500 rpm. (Zep Gori, Ciro Meggiolaro/)Chassis-wise, Honda hasn’t reinvented the wheel as it simply didn’t need to. That familiar-looking aluminum twin-spar frame remains as before, though the wheelbase is shortened by 5mm/0.2 inch to 1,370mm/53.9 inches, while rake and trail go out from 23 degrees and 98mm/3.85 inches, respectively, to 24 degrees and 100mm/3.94 inches. The swingarm is 150 grams/5.3 ounces lighter than before while Showa suspension, a CBR hallmark for decades, is fully adjustable with its 41mm-diameter Big Piston fork now 15mm longer than before to allow riders to experiment with front end setup should they wish to. Brakes are Tokico and use twin 310mm discs and four-piston calipers at the front and a 220mm disc at the rear. Honda is quoting a mass of 193 kilograms/425.5 pounds including fuel, which is 3 kilograms/6.6 pounds lighter than the 2017 machine.

New tech for the 2024 model: Five power modes; levels 1–3 engine brake; 1–3 wheelie control; 1–9 HSTC; plus an up-and-down quickshifter and electronic steering damper. (Zep Gori, Ciro Meggiolaro/)Those distinctive wings tell everyone you have a 2024 CBR600RR, but the new fairing is not just about downforce: Honda claims it has the lowest drag coefficient in this class, and the wings are more for stability rather than wheelie control. The fuel tank is mounted 10mm lower which means, in theory, that it’s easier to get tucked in.

The 2024 CBR600RR comes equipped with cornering ABS and rear lift control. (Zep Gori, Ciro Meggiolaro/)We didn’t have the best of riding conditions in Portugal. Heavy rain stopped for just long enough to create a drying line before heavy rain arrived again. But this did give us a real-world trackday test of the new CBR600RR, particularly its new suite of electronics.

Showa 41mm Big Piston USD fork, fully adjustable with 120mm/4.7 inches of travel, overall fork length is 15mm/0.6 inch longer above the headstock. Showa full adjustable rear, with 128mm/5 inches of travel. (Zep Gori, Ciro Meggiolaro/)When the heavy rain hit, our CBR—shod with full-wet Pirelli race rubber—was set up with a power reduction and extra traction control with, of course, cornering ABS in support. If this had been the old bike, it would have been a case of biting the screen and hoping for the best; now, with the lean-sensitive rider aids working in the background, I could concentrate on the line while riding safely and enjoying the CBR. Yes, you can still crash it, but jumping on the stoppers for the challenging turn 1 at the end of the straight without worrying about washing out the front felt like progress to me.

Riding in the wet and tricky conditions also allowed me to get a feel for the new CBR at a less than flat-out pace. In many ways, it feels just like the old bike, which is a huge compliment, with a familiar, poised riding position, matched to a compact and lightweight chassis, with plush suspension that gives forensically good feel in the wet. The power delivery in the lower-power mode felt user-friendly—dare I say, a little too soft—but the quickshifter was as fast and effortless as a racebike’s.

As the laps rolled by, the CBR encouraged me to push toward knee-down levels of lean, despite the heavy rain. As it always has, the chassis feedback gives you the confidence to push, to generate heat in the tires, the difference being that there are now rider aids ready to rescue you. These really are a game-changer for the CBR in tricky conditions.

A drying line that was dry enough to tear up the Pirelli wets appeared for sessions two and three of our test, allowing me to turn the traction control to its minimum setting, switch off the wheelie control, select full power mode, and explore more of the CBR’s potential. Now it felt like a supersport racebike with headlights. The free-revving inline-four is a joy to thrash to its peak power point just beyond 14,000 rpm, and that super-quick quickshifter ensures the rpm doesn’t drop out of the hot zone between 9,000 rpm and 14,500 rpm. Allow the revs to fall below 8,000 rpm and the CBR still pulls but feels flat and fractionally off the pace. Better to be brutal: to change up only when the shift lights blink and keep that jewel of an engine spinning on back shifts.

Once you click into this racer mentality, it’s so much fun. Yes, the CBR’s been away for a while but dropping your chin on to the (lower) fuel tank, body tucked in behind a small screen, revs approaching 14,000 rpm in fifth gear at the end of the home straight, and then sitting up and jumping on the stoppers never goes out of fashion.

The CBR is rapid, its corner speed as high if not higher than a Fireblade’s, but with 119 hp instead of 215 hp, it’s a less physical experience with more time to plan and be accurate. The steering is light, predictable, and easy. I’m unsure if it’s the added wings or HESD electronic steering damper or revised chassis geometry making the biggest difference, but for such a lightweight bike, the new CBR feels even more planted than the old. It remained completely unfazed by the demanding undulations of Portugal’s roller coaster of a racetrack. In fact, with the wheelie control turned off, the CBR produced effortless and controlled wheelies over the circuit’s famous crests.

Another enduring CBR600RR quality is its excellent feedback. There’s so much of the stuff on the new bike that I could push a little harder each lap as conditions improved. Sometimes a little guesswork is necessary in the damp—you react to slides and try and control the bike—but on the CBR I knew precisely where the limits were, and just gave myself a small safety margin to stay safe.

Some bigger riders simply don’t fit sport 600s, of course, and the Honda is no exception. I’m nearly 5 feet, 8 inches so the compact riding position of the CBR didn’t bother me. But even as a short rider, it’s evident that the screen is extremely low and the pegs-to-bars-to-seat triangle is tight. It’s not a small bike per se but those over 6 feet tall might need to change the handlebar position and possibly the pegs too. And even I would like a taller screen, just to make life easier, especially on a fast track like Portimão.

Sadly, we didn’t get a perfectly dry track to push the CBR’s handling limits, but if a bike works in the wet, that performance usually translates to the dry. However, while we know the Tokico brakes are strong, we don’t know whether the ABS assistance will kick in too early when there’s loads of grip. And we didn’t get enough time to play around with the multiple rider aids or experiment with the engine-brake assist. The setup options are countless and deserve the time we simply did not have.

When Honda pulled the plug on the CBR600RR in 2017, fans of supersport 600s were left disappointed and slightly confused. After all, it was a thing of sporting beauty and the trackday choice of purists the world over. Thankfully, the CBR is not only back but is better than ever.

Despite the engineering challenges created by Euro 5+, its wicked inline-four still revs like a maniac and, power-wise, feels as strong as ever. Here is a bike that doesn’t pamper to the midrange or try to impress with its low end grunt but instead simply loves to be thrashed. And now shorter gearing and a slick quickshifter allow you to squeeze out every last horsepower.

The chassis is very much like the old bike’s: easy to ride, forgiving, predictable, stable, and light. It’s such an easy bike to push to the limit, certainly far easier than a 1,000cc superbike, and in many ways more rewarding.

The rider aids set the new CBR above the old bike, especially in damp and tricky conditions. New or inexperienced riders will welcome the added safety net these bring, and while some riders will switch most of them off immediately, many others will prefer to have electronic options to help maximize their enjoyment, especially when the weather conditions deteriorate or the rear tire is smoked at the end of a few days on track.

What can’t be measured is the sheer fun of riding the CBR600RR, especially around a challenging race circuit like Portimão. Fast and absorbing without being intimidating or scary, even more so now knowing you have a network of state-of-the-art electronic rider aids to straighten things out should you get carried away, thrashing a 2024 CBR on track is one of the most enjoyable experiences you can have on two wheels. Thanks, Honda, for doing the right thing and bringing it back.

2024 Honda CBR600RR Technical Specifications and Price

| PRICE | N/A | | --- | --- | | ENGINE | 599cc, DOHC, liquid-cooled inline-four; 16-valve | | BORE x STROKE | 67.0 x 42.5mm | | COMPRESSION RATIO | 12.2:1 | | FUEL DELIVERY | Dual-stage fuel injection w/ 44mm throttle bodies | | CLUTCH | Wet, multiplate slipper; cable actuation | | TRANSMISSION/FINAL DRIVE | 6-speed/chain | | FRAME | Twin-spar aluminum | | FRONT SUSPENSION | 41mm Showa BP inverted fork, spring preload, compression, and rebound damping adjustable; 4.7 in. travel | | REAR SUSPENSION | Showa Pro-Link, spring preload, compression, and rebound damping adjustable; 5.0 in. travel | | FRONT BRAKES | Radial-mount 4-piston calipers, 310mm floating discs w/ cornering ABS | | REAR BRAKE | 1-piston caliper, 220mm disc w/ cornering ABS | | WHEELS, FRONT/REAR | Die-cast aluminum; 17 x 3.5 in. / 17 x 5.5 in. | | TIRES, FRONT/REAR | Dunlop Roadsport 2 (race wets used on test); 120/70-17 / 180/55-17 | | RAKE/TRAIL | 24.0°/3.9 in. | | WHEELBASE | 53.9 in. | | SEAT HEIGHT | 32.2 in. | | FUEL CAPACITY | 4.8 gal. | | CLAIMED CURB WEIGHT | 425 lb. | | WARRANTY | TBA year, unlimited mileage | | AVAILABLE | TBA |

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Suzuki revs up the new year with a fun and affordable sportbike release: the 2024 GSX-8R. Crafted to excel on the streets, this new motorcycle is positioned adjacent to Suzuki’s legendary GSX-R series. Although it’s more focused for street riders, that doesn’t mean we can’t have a little fun during trackdays. We’ve delved into the specifics during our comprehensive 2024 Suzuki GSX-8R Review With Videos, This Is What You Need to Know about Suzuki’s GSX-8R, and Top 5 Things We Like About Suzuki’s GSX-8R for Street Riders articles. Here’s a quick list of our favorite features tailored for trackday riders.

The 776cc parallel twin. This engine has a ton of torque and it’s super easy to ride, especially here at Chuckwalla Valley Raceway.
This electronic quickshifter is awesome. It allows for more stability during corner entry and also allows for full-throttle upshifts.
The chassis on this motorcycle—friendly and easy to master. Although there isn’t any damping adjustment, the calibration of the suspension functions well for trackday riders.
The ergonomics on this motorcycle. I’m 6 feet tall, 205 pounds, and this motorcycle fits me well and is really comfortable to ride here at the track.
If you want a fun and easy-riding 776cc sportbike, Suzuki answers with its $9,500 GSX-8R.

We’ll see you in the next episode!

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Insta360 is pushing the limits of 360-degree image and video recording further with its new X4 camera, which starts at $499.99. Users can expect better image quality (including 8K video resolution), more sophisticated editing and shooting options, better battery life, and a roster of other improved features.

The Insta360 X4 has loads of new and improved features while retaining some favorite effects, like the Invisible Selfie Stick. (Insta360/)The outgoing One X3 is one of our favorite motorcycling action cameras that we routinely use in our motorcycle review videos. So we’re thrilled to see the platform so thoroughly enhanced in the X4. For those shooting in 360-degree mode the X4 offers full 8K video recording at 30 fps along with 5.7K at 60 fps, and 4K at 100 fps. For those more accustomed to traditional cameras, the X4 has a single-lens mode that shoots ultrawide at 4K and 60 fps.

The new X4 has improved lens guards and a larger display screen. (Insta360/)“8K will be transformative for creators as reframed video now holds its own alongside footage shot on regular cameras. But X4 isn’t just about image quality, it’s designed to be the most robust, easy-to-use 360-degree camera ever, no matter your experience. This idea was at the heart of a lot of the changes we made,” said JK Liu, founder of Insta360, in a company press release.

These shot modes expand the possibilities when editing video, making it easier than ever for users to get crisp, smooth shots in real time or slow motion. New AI-assisted editing features have been introduced also, offering Quick Edit and AI Edit modes in the free-to-use smartphone and desktop apps. The company has also developed a plug-in for Adobe Premiere Pro called Insta360 Reframe which allows users to manipulate footage directly in Premiere Pro.

With a wide variety of shooting modes and editing options, the X4 is sure to become a new standard in action camera technology. (Insta360/)The camera features Gesture Control and Voice Control 2.0, so users can start and stop recording easily if the camera is mounted beyond reach. There’s a Timed Capture setting as well that will power on the X4, record, then shut the unit off. FlowState Stabilization and the 360-degree Horizon Lock help to ensure shots are as smooth and level as possible.

Some of the other modes include Bullet Time slow-mo which can be captured in either 5.7K at 120 fps or 3K at 240 fps. There is 8K Time Shift and 11K Timelapse modes as well. Cinematic motion blur can easily be added using the Motion ND effect, and for those using the camera during runs or rides, GPS data from Garmin or Apple products can easily be overlaid on video.

One of our favorite action cameras gets even better with the new X4. (Insta360/)The tech is bolstered by an improved physical design, with new removable lens guards, a larger 2.7-inch Corning Gorilla Glass touchscreen, and cold-weather resistance down to -4 degrees Fahrenheit.

Additionally, the new X4 boasts a 135-minute run time (when shooting at 5.7K, 30 fps), a 67 percent improvement in battery performance over the X3.

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Arai Helmet, Inc. has released its new XD-5 dual-sport helmet, a multipurpose piece of gear that features the latest protective technology and materials along with a design aimed to appeal to a wide variety of riders. The new XD-5 is available now and starts at $839.95 for standard, solid colors while graphic options will run you up to $949.95.

The new Arai XD-5 is great for on- and off-road use. (Arai/)The XD-5 makes use of a brand-new exterior shell shape that is smoother and rounder than before, utilizing Super Fiber belt material in the forehead area to reinforce impact protection in this key area. The rest of the PB-cLc2 shell is handmade and aims to strike a balance between superior protection and weight savings, while the 5mm-wider chin bar area makes putting the helmet on and taking it off easier than before. A single-piece, multi-density EPS liner inside is optimized for the new shell shape to disperse impact forces effectively.

Related: Motorcycle Helmet - Basic Training - MC Garage

A brand-new shell shape is rounder and smoother than before. (Arai/)The visor system of the XD-5 is the star of the show in terms of innovation, utilizing the brand’s new VAS-A system derived from the visor setup on the Corsair-X. The visor, and shield, are designed to provide optimal visibility, to enhance glance-off performance in the event of a crash, and to make installation and removal easy. The Max Vision visor allows for a Pinlock 120XLT lens insert to be installed, and the toolless attachment design makes it simple to make the XD-5 ready for on- and off-road use.

Arai made its new visor and face shield easy to take off or install without the need for tools. (Arai/)The interior liner is fully removable and washable, making use of Arai’s FCS cheek pad system so riders can dial the fit to their needs. The cheek pad setup also comes with a new hook-and-loop fastener to make communication system installation easier.

Ventilation is optimized with the latest Arai ducting, using the 3D logo duct on the crown and a newly designed chin intake vent to increase airflow volume up to 200 percent.

Related: Helmet Size and Fit | MC GARAGE VIDEO

Arai utilizes its 3D duct intake vent and a revised chin intake to increase airflow volume up to 200 percent. (Arai/)
The lining system is completely removable and washable. (Arai/)
The revised interior makes installing communications systems simple. (Arai/)
The chin bar area is 5mm wider to make putting the helmet on and taking it off more comfortable. (Arai/)
Ditch the face shield, replace with goggles, and you’re ready to take the XD-5 off-road. (Arai/)

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On the heels of Honda’s awesome Rebel 1100 cruiser (read or watch it in action during the 2021 Honda Rebel 1100 MC Commute Review and Is Honda’s 2021 Rebel 1100 DCT Cruiser a Modern Sportster?), Big Red adds a variation to its new motorcycle model lineup with the Rebel 1100T. Sporting a batwing-type fairing and lockable hard cases, the Rebel 1100T is the more touring-ready streetbike in the lovable Rebel family. Here are the top five features of Honda’s Rebel 1100T bagger.

This motorcycle is powered by Honda’s 1,083cc parallel-twin engine. It puts out right around 80 hp (and 68 lb.-ft. torque) to the 16-inch rear wheel.
This is hard to believe, but this motorcycle is fully automatic. It benefits from American Honda’s Dual Clutch Transmission, which allows for immediate up- and downshifts without having to use the clutch. Yes!
We love the styling of the motorcycle with this batwing-inspired fairing and these lockable hard cases which you can use to store your goodies when you’re riding.
This bike has a super-low seat height (27.5 inches) and it is very easy to ride.
And lastly, if you want a stylish and capable cruiser that’s not going to break the bank, just north of $11,000 (2023 model), this Rebel 1100T fits the bill.

We’ll see you in the next episode!

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Triumph Motorcycles’ Scrambler has been a staple product in its US lineup for decades due to its classic British looks and the punchy character of its parallel-twin engine. And after its last major overhaul for the 2019 model year (read the 2019 Triumph Scrambler 1200 XC And XE First Ride Review) it receives another small batch of updates for 2024. We’ve reported on this model in detail during the 2024 Triumph Scrambler 1200 XE Review but for riders looking for the TL;DR (too long, didn’t read) version, here are our five favorite features:

This Scrambler 1200 XE feels like a big dual sport motorcycle.
We love the 1,200cc parallel-twin engine. It has tons of giddyap and go!
This motorcycle has nearly 10 inches of suspension travel, front and back, with full damping adjustment.
It rolls on a 21-inch front wheel, upping its dirt cred and making it feel like a real off-road bike.
And lastly, because this motorcycle makes you feel like Steve McQueen and Bud Ekins did in the 1960s.

We’ll see you in the next episode!

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Royal Enfield sets its sights on the affordable middleweight cruiser segment in the US and it’s doing it with the 2024 Shotgun 650 ($6,899). Occupying an important space that is currently devoid of competition from American motorcycle manufacturers like Harley-Davidson and Indian Motorcycle, the Shotgun 650 takes a page out of the Honda playbook in the awesome Rebel 500, with a twist. Engineered in England and manufactured at its Indian factory, the Shotgun 650 proves Royal Enfield’s rapidly improving streetbike engineering. Here are the top five features of Royal Enfield’s cruiser.

This 648cc parallel-twin engine. It has loads of character, it sounds cool, and it makes right around 41 hp at the tire.
The Showa inverted fork and twin shocks—this bike rides really nice on the street. It also does surprisingly well in the canyons.
We love the aesthetics of this motorcycle. It has a nice, bright LED headlight and the proportions are spot on. This is a good-looking motorcycle.
It’s dang comfortable! You wouldn’t believe how cozy this bike is for riding around town.
For a price of around $7,000, this streetbike represents excellent value in the class. We also love its much improved paint and fit and finish.

We’ll see you in the next episode.

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Suzuki Motor comes out swinging in the new year with its 2024 GSX-8R. Designed as a more all-around, street-going sportbike, the GSX-8R is positioned adjacent to Suzuki’s awesome GSX-R line of racy, high-revving inline-four sportbikes. We’ve reported on the GSX-8R in detail during the 2024 Suzuki GSX-8R Review With Videos article, but for those seeking the bullet point version, here are the top five features of the 2024 Suzuki GSX-8R for streetbike riders.

This 776cc parallel-twin engine, it has gobs of power, it feels like a V-twin!
This slick-shifting gearbox with an electronic quickshifter on the up- and downshifts.
The suspension offers 5 inches of travel and tons of road holding. We really like it.
The ergonomics on this bike work well for a 6-foot-tall, 205-pound rider, and it is very comfortable for us.
Because this motorcycle is very easy to ride, and it looks cool, and it costs just south of $9,500.

We’ll see you in the next episode, folks.

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Hod-rod fans, rejoice—Harley-Davidson has something tasty with its 2024 CVO

Road Glide ST bagger. Based on the recently released 2023 Road Glide CVO, the ST model ups the performance ante with a hopped-up, non-VVT 45-degree Milwaukee-Eight engine designed for maximum giddyap and go. Liquid-cooled cylinder heads, adjustable-damping suspension, and oversize Brembo brakes give this V-twin a very sporty edge and are perfect for heavyweight cruiser riders who want to go fast, in total comfort. Here are the top five things we like about riding it, at the racetrack. Interested in a more affordable option, check out the 2024 Harley-Davidson Road Glide Reviews With Videos article.

This nearly two-liter V-twin engine. This thing s—s ‘n’ gits!
We love the suspension on this motorcycle with a real sportbike fork. It has 5 inches of travel and twin Showa shocks with nearly three inches of travel. This thing gets around the track in a hurry!
We like the sound and character of this Road Glide ST and it comes with a high-performance air filter and a nice set of carbon fiber pipes.
Superbike brakes. That’s right, we have Superbike radial Monoblock brakes by Brembo. This thing gets stopped in a hurry.
Because who would ever think that we would be riding a high-performance bagger at the racetrack.

We’ll see you in the next episode. Whoo!

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Yes, that’s an electric motorcycle, the Zero FXE. No, you’ll have to read the whole article to find out why we included it. (Zero/)As of this writing, the average gas price in the US is $3.53 per gallon, which is below past spikes in 1981, 2005, and 2008. But adjusted for inflation, we pay twice what we paid 40 years ago. Whether it’s global conflict, supply disruptions, or seasonal reformulations in fuel, the result is the same—higher prices.

Riders generally feel the pain less, if the subject even comes up. Motorcyclist doesn’t include mileage figures in our technical specifications list in our new motorcycle preview articles, but you know we provide tested figures in our official non-press introduction motorcycle reviews.

But while some blissfully twist the throttle without care, others lean into our horsepower/weight advantage and relish the savings. Those savings ain’t what they used to be. A hybrid Toyota Prius gets about 57 mpg, significantly more than most current performance or cruiser bikes.

Still, if you dig around enough, some bikes stand out. Here’s our annual roundup of the most fuel efficient bikes on the market. There are lots of familiar faces (fascia?), but we dug deep to find new blood as well. And at the end, a surprise ringer helps kickstart the comments section.

As in the past, we relied on fuelly.com to keep official mileage claims honest. That’s assuming miles-per-gallon claims exist at all. It’s funny. As you climb product lines and bikes get bigger, mileage figures disappear from spec sheets. Fun fact: Only Yamaha shows claimed EPA-derived mpg for all its streetbikes. Enjoy.

Ah, the Honda Grom. Can hedonistic fun coexist with sensible things like fuel economy? This is America, we can have it all. (Honda/)Honda Grom

Since the 2022 redesign, Honda managed to get slightly more power and significantly better gas mileage, thanks to a bit of “stroking” and a fifth gear that acts as overdrive. A smaller bore and longer crank can do this by increasing compression and making more bang from the same or less amount of fuel. Honda claims 166.5 mph is possible, but that’s if you religiously short-shift and avoid fun and spontaneity. But resistance is futile. Just try to ride the Grom without attempting wheelies and hanging knees out. But it’s cool. No matter what, you’ll likely get at least 100 mpg.

The cost-savings emphasis on efficiency of Honda’s NC750X starts with things like not updating media photography and reusing 2023 European product photography. Well played, Honda. (Honda/)Honda NC750X

In the immortal words of Huey Lewis, it’s hip to be square. While much of the motorcycling community applies fake mohawks to helmets and stretches Gixxers, another subset loves utility storage big enough to fit helmets in, minus the mohawk, of course. And ridiculous gas mileage. Enter the Honda NC750X. This venerable ADV commuter option gets a claimed 67.2 mpg, with owners regularly claiming 70–80-plus mpg. Motorcyclist testing netted a 53.5 mpg figure, with former staffer and professional racer Michael Gilbert at the wheel. So, go figure. Notably, this is the biggest bike on the list.

The 2024 KTM 390 Duke brings pint-size power that’s practically a teetotaler at the pump. (KTM/)KTM 390 Duke

The revamped 2024 KTM 390 Duke took a little extra time to get unveiled, but the good news is that rumors of its demise were greatly exaggerated. Revised bodywork, revised suspension, and a redesigned frame get matched up with a new gearbox and top end. But ultimately, weight and power are largely unchanged: a claimed 364 pounds wet with 44.3 hp on tap. It even gets cool rider aids like traction control for those heavy on the throttle. And while KTM’s brand identity isn’t based on things like fuel economy or even listing it on its site anywhere, we registered upward of 50 mpg during our official test, even with liberal throttle-twisting. Lord love a single-cylinder bike that’s thrifty in the twisties.

Royal Enfield brings accessibility, fun, and a low price point to its venerable Meteor 350 thumper. Mileage may not be top of mind for buyers, but the Meteor is easy on the petrol too. (Royal Enfield/)Royal Enfield Meteor 350

This list wouldn’t be complete without another thumper. This single-cylinder budget classic got 60.1 mpg, courtesy of sister publication Cycle World. The secret to its fuel-sipping ways? A very modest 17.9 hp. And of course that hardworking SOHC 349cc air-and-oil-cooled single. The recent trend of parallel twins in favor of inline-fours follows the same logic. Fewer cylinders means fewer emissions and less fuel consumption in stop-and-go traffic.

Suzuki’s entry-level GSX250R ABS brings minimalism and less-is-more philosophy to things like fuel economy. (Suzuki/)Suzuki GSX250R ABS

The wee Gixxer isn’t technically a GSX-R and it’s the last Japanese 250cc sportbike on the market, with everyone else going to 300 and even 400cc bikes. The Honda CBR300R claims 71 mpg, but the GSX250R, even with 45 extra pounds, comes out ahead of all the beginner sportbike contenders with a claimed 73.6 mpg. Obviously, results will vary with real-world riding. And Honda bases its figures off EPA emissions testing, same as Suzuki. Honda and Suzuki site language disclaimers are identical, so if that’s not head-to-head empirical evidence, we don’t know what is. According to fuelly.com data from 2018, the GSX250R averages 76.3 mpg.

Classic entry-level enduro charm: the 2024 Yamaha XT250. Largely unchanged for 16 years and light on the wallet. (Yamaha/)Yamaha XT250

A claimed 76 mpg earns the Yamaha XT250 a place on this list. While the classic TW200 claims 78 mpg, we’ve included it in enough lists to give a well-deserved break. For reference, during the 2023 Yamaha TW200 Review, we recorded over 60 mpg. Funny enough, the TW200 still samples gas from a single 28mm Mikuni carb while the XT250 drinks from EFI for $400 more. But 50cc more for just 2 mpg less is a great bargain. Virtually unchanged since 2008, it actually began life in 1980 as an update to Yamaha’s much-loved DT250 two-stroke dirt bike. Two-strokes drink gas like a drunken sailor with a borrowed credit card, so the dividends are obvious. Real-world figures are 65.0 mpg, courtesy of fuelly.com. Does that include proper trail riding and minor hill climbing? Only a proper Motorcyclist ride review can determine that. Yamaha representatives, get at us.

Ladies and gentlemen, start your comments. But keep reading, there’s a point here. (Zero/)Zero FXE

Have a seat and grab a beverage, this one needs a little explanation.

Sure, you plug the Zero Motorcycles FXE in. But somewhere, something is getting burned in order to extract all that electric dinosaur power. Chances are your next trip to a full charge is partly due to traditional fuel sources. In order to understand EV efficiency, the EPA helpfully invented “MPGe” in 2010. Assuming the energy contained in 1 gallon of gas equals 33.7kWh, we can use the range to generate standardized figures to compare different bikes or cars. If 33.7kWh gets you 100 miles down the road, that’s 100 MPGe. It’s a useful number, since small-displacement bikes have been reaching 100 mpg for decades. For reference, a Tesla Model S gets a combined 120 MPGe, with 124 city, 115 highway.

Figures are hard to come by, but the Zero FXE claims a 560 MPGe rating which, again, is just a product of an EPA formula. You’ll get less if you spend sustained time at 70 mph, or at its top speed of 85 mph. But the 7.2kWh battery works hard for its claimed 102-mile city, 57-mile highway range. Want something bigger? The Zero SR/F gets a claimed 380 MPGe, while the Zero DSR/X clocks in at 398. Again, claimed. To be fair, Zero uses MPGe (buried in the specs), a rarity in the world of EV bike sites and info.

On the other end of the spectrum, the Chinese-made Evoke 6061-GT EV cruiser offers a staggering 29.7kWh battery (the largest currently available), with a claimed mixed range of 306.9 miles and 409.2 city. But this yields a mixed range of 360 MPGe. Also, it weighs 705.2 pounds. We’ll keep digging through the fuzzy math, but for now, let’s say the Zero FXE is the MPGe king (or queen).

Speaking of math, urban-oriented smaller electric motorcycles get MPGe figures that reach four figures. But let’s put a pin in this for now and let the debate begin.

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These middleweight nakeds offer stripped-down styling, capable performance, upright ergonomics, and are a good bang for the buck. (Kawasaki/)Middleweight naked bikes skip the swoopy aerodynamics and acres of bodywork in favor of neutral riding positions and minimal styling, have always appealed to street riders in search of a practical urban mount, and in 2024, the class is positively flourishing. A couple of new models elbowed their way onto our 600cc-ish naked list this year, serving to raise the bar for the segment, but there are older favorites making the cut too, thanks to their still-competitive performance and the value they represent. In short, street riders have plenty of options these days whether they’re looking for capability, features, or price. (What bike’s on your list? Drop it in the comments below.)

Editor’s note: Looking for liter-and-above-sized naked bikes? Check out our Best Naked Bikes 2024 article. Also peruse the Best 600cc-ish Sportbikes of 2024 for fairing-equipped options.

With class-leading performance numbers as well as a list-topping MSRP, the Aprilia Tuono 660 also brings the most robust feature set of the group. (Aprilia/)2024 Aprilia Tuono 660 | $10,699

In terms of performance, and certainly price, you could argue the Tuono 660 shouldn’t even be in this category. Weighing in at 403 pounds, pushing out 100 hp, and boasting adjustable suspension along with five riding modes—as well as a healthy $10,699 MSRP—the Aprilia’s specs point to a robust machine that could easily go up against the likes of the bigger Yamaha MT-09 or KTM 790 Duke (both of which cost less).

Also separating the Tuono from the rest of the middleweight competition are its winglets, lap timer, and wheelie control; premium suspension, a quickshifter, and a six-axis IMU are added to the Tuono 660 Factory version. But let’s face it; the Tuono 660 doesn’t look all that naked these days, having borrowed the RS 660′s double fairing up front, and offering sportier ergos than most. That said, the Aprilia towers over the other 600s as a middleweight with a plethora of up-spec features that include advanced rider aids not seen on any other bike in the class. It’s also the priciest.

Neutral ergos, appealing styling, and punchy performance from the only inline-four engine here defines the Honda CB650R. (American Honda/)2023 Honda CB650R | $9,399

In Big Red’s sport standard lineup, the CB650R is lodged comfortably between the entry-level CB300R and the larger-displacement CB1000R. With its unique (for the class) inline-four engine configuration, the 650R gives riders a lively, engaging mill with a crisp throttle response as well as a package offering a surprisingly accessible seat height and an overall high level of quality. Performance-wise, it’s no Tuono 660, mind you, but the 445-pound Honda is entertaining for most experienced riders while also serving as an approachable platform for riders new to the class. Revamps over the last few years addressed issues with the CB’s ergonomics, suspension, and performance of the 649cc liquid-cooled powerplant, but US models received no updates for 2024; Honda saved those for the European bikes. Still the CB650R’s current inverted Showa SFF-BP fork, standard ABS, and Neo-Sports Café styling represents an appealing feature set, and as a middleweight sport standard, the bike remains a very good all-around machine that strikes a nice balance of performance and versatility.

Nimble, compact, and playful, the Kawasaki Z650 is a great choice for smaller riders or urban commuters alike. (Kawasaki/)2024 Kawasaki Z650 | $8,149

As a stripped-down naked bike with a more-than-capable mill and an approachable price point, the Z650 is a solid choice for those expanding on their skill set or riders just on the hunt for a compact machine with playful power. The 649cc p-twin engine puts out 48.5 lb.-ft. of torque for a nice shove off the line, and once you factor in the Z’s precise throttle response you’ll understand why this bike is so much fun to wind out. Basic suspension includes a 41mm telescopic fork and preload-adjustable shock balanced for both sporty mountain road riding or comfortable city cruising; triple disc brakes are standard while ABS adds $500 to the base price. The Z650 also impresses with its signature Sugomi styling, featuring angular lines and wide radiator shrouds, and with a 412-pound curb weight, it’s certainly a nimble naked. On our last test ride, we noted that the Z’s ergonomics package would appear to favor smaller riders, with more experienced pilots likely yearning for a wider handlebar with more forward sweep.

The newest addition to Suzuki’s GSX streetfighter series is the GSX-8S, which brings bold styling, approachable ergos, and strong performance to the table. (Suzuki/)2024 Suzuki GSX-8S | $8,999

The latest generation of midsize nakeds gets an addition in the form of Suzuki’s newest GSX model, the GSX-8S. With a bold modern design and boasting the first new Suzuki engine in years, the 8S also comes with a healthy standard feature set like ride-by-wire, a bidirectional quickshifter, inverted KYB fork, and a slip/assist clutch.

The entirely new steel backbone frame and compact, 82-hp, 776cc parallel-twin engine with 270-degree firing order serve up an enviable, well-balanced mix of power, torque, and weight (a claimed 445 pounds, wet), with Suzuki looking to find that middle ground between engine and suspension performance, ergonomics, and features on the new GSX-8S. Add in a roomy rider triangle, 31.9-inch seat height, and a fairly robust electronic rider-aid suite that includes three ride modes, traction control, and ABS, and most riders should have everything they’ll need for street rides, whether on around-town commutes or the odd weekend jaunt up to one of their favorite canyon roads.

The only V-twin, and also the least expensive bike here, the Suzuki SV650 is still one of the best values in motorcycling. 2022 model shown. (Suzuki/)2023 Suzuki SV650 | $7,399

You may be asking how an old warhorse like the SV650 makes this list, and well, it’s simple: The bike’s great engineering and peppy V-twin engine (the only Vee here) continues to represent a great value for the class—and motorcycles in general, if we’re being honest. The aesthetics are still on point too, with the instantly recognizable steel trellis frame enveloping the classic (and characterful) 645cc DOHC V-twin engine. But 20-year-old engineering can still show its age, and on the SV650 you feel it in the somewhat dated suspension package and compact old-school rider triangle, which tends to favor shorties—but also allows for an easy reach to the asphalt. Triple hydraulic disc brakes do an adequate job of shedding speed on the 432-pound Suzook, and fixed ABS is available for an extra $450 (or $550 for the 2024 MY). On our ride last year, we said, “the SV still offers more well-rounded handling manners than many of its contemporaries,” and although there is no 2024 non-ABS model, the 2023 bike is still available.

With its easy handling, light weight, and soulful triple-cylinder soundtrack, the Trident 660 is an appealing ride for newbies or vets. (Triumph/)2024 Triumph Trident 660 | $8,595

The Trident 660 gets placed on a lot of entry-level bike lists, but make no mistake, this attractive, punchy middleweight still generates numbers like 81 peak hp at 10,250 rpm, with a peak torque of 47 lb.-ft. at 6,250 rpm (claimed) from its liquid-cooled 660cc triple. That’s more power than the Yamaha MT-07 and Kawasaki Z650, and more torque than the Honda CB650R, which prompted us to call the new triple-powered entry-level bike “far from being boring” on our First Ride. And quoted wet weight is 417 pounds, which is easily on par or lighter than the twin-cylinder machines here too. With excellent handling, low weight, a 31.7-inch seat, and a narrow standover height, it’s also easy to see why the Trident would be appealing to newer riders. Then again, the engine delivers enough performance to have plenty of fun on the road, even for experienced vets, and as a bonus, you get that lovely soundtrack from the triple-cylinder engine.

Combining fun, versatility, and ease of ownership, Yamaha’s parallel-twin-powered MT-07 is a worthy choice for novice and experienced riders alike. (Yamaha/)2024 Yamaha MT-07 | $8,199

A fan favorite in this class for years now, the MT-07 was one of the first models in the group to popularize the parallel twin with 270-degree crank engine configuration. Approachable, affordable, and fun, the former FZ-07 still offers lots of great attributes, like nimble handling, torquey power, accessible ergonomics, and an attractive price tag. The 689cc DOHC crossplane twin engine has plenty of low and midrange grunt, and was good for 67 hp at 8,700 rpm and 46.3 lb.-ft. of torque at 6,250 rpm on our dyno, making it a hit for novice and experienced riders alike—especially when you factor in the bike’s 406-pound weight, balanced center of gravity, and low 31.7-inch seat. Budget suspension components and a lack of rider aids speak to the bike’s price-point leanings but there’s still plenty to like here, including the punchy performance and upright ergos, and of course, the MSRP.

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American Honda keeps the nostalgia and miniMOTO madness alive with its 2024 Trail 125, returning to the lineup unchanged apart from a new Turmeric Yellow color. It will carry a $100 more expensive price tag than last year’s model however, starting at $4,099.

2024 Honda Trail125 in its sharp new Turmeric Yellow color. (Honda/)The Trail 125 paid homage to the dual sport-style Trails of past decades when it debuted in 2021, and Honda decided to give the platform a notable refresh just a few years later with an enhanced engine for 2023.

In addition to the retro aesthetic, the Trail 125′s ease of use is also a hugely attractive factor. The bike utilizes a four-speed automatic transmission, comes equipped with a convenient cargo rack, is built with ABS standard, and is capable of riding both on and off the pavement. It’s simply built and carries its 256 pounds low to the ground, making it easy to maintain and effortless to handle.

We gave the renewed platform a thorough test a few years back, and found that the Trail 125 provides a “raw and simple” ride experience that finds an admirable balance between old and new. It was surprisingly adept on many different ride surfaces despite the simplicity of its suspension setup and overall a whole lot of fun.

2024 Honda Trail 125 Technical Specifications and Price

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The Stark Varg might spell the end of Brap as we know it, but it sends it like no other. (Stark Future /)With the electric motorcycle scene, it’s best to keep your head on a swivel. New models, rumored hardware, and untimely departures from the marketplace are the norm. But as the market shakes out and sheds poor business models, key players remain. Established EV brands get more established while legacy brands are starting to debut first-gen EV tech and thinking. Honestly, this is the most relevant and newsworthy category in the new motorcycle universe. Don’t agree? There’s a comments section for that.

Every year deserves its own list. How does this year compare to 2022′s list? Check it out, here’s Motorcyclist’s list of best electric motorcycles for sale in the year 2024. Roll tape.

The Zero SR/F impressed with manners, poise, and hellacious power. 10/10 would recommend. (Zero/)Zero SR/F | $20,495

Our reviews of the Zero SR/F (read the 2023 Zero Motorcycles SR/F Long-Term Ride Review, 2020 Zero Motorcycles SR/F Review MC Commute, and 2020 Zero Motorcycles SR/F Review articles) made clear its numerous strengths and few weaknesses in silent, stark relief. Power and torque were phenomenal, and while the range was less than ideal for touring, it remains one of the best full-size electric sportbike options out there. Beyond mere specs, dimensions, and performance, a compelling RTB (reason to buy) is that Zero Motorcycles is a proven company that’s been pioneering electric motorcycles since 2006. It sounds like a brochure, but it matters. Without vaporware promises or missed delivery dates, Zero offers phenomenally quick, reliable bikes with proprietarily designed batteries and motors for sale, right now.

Aside from the business end of things the SR/F means, well, business. The Z-Force 7510 air-cooled motor draws from a 15.2kWh battery (17.3kWh max capacity) to put 110 hp on tap. But the real fun is the 140 lb.-ft. of torque that gets moderated (more or less) by five ride modes, one of which can be of your own design with the Zero app. But you’ll likely spend most of your time dusting whatever lines up next to you at stoplights. The raw power and simplicity of no shifting are addictive. Nobody likes a cheater, unless you’re the one doing the cheating.

Despite Motorcyclist’s February testing, claimed range figures were accurate. Thank goodness for sticky Pirellis on cold pavement. ( Jim Lüning/)The claimed range (176 miles of city riding) comes at the expense of riding the SR/F in anger and enjoyment, and that’s where the chorus of critics come in. But be honest. Do you throw bags on your Yamaha MT-10 for weekend touring? The Zero SR/F is about maximum fun right now. At least until you run out of quarters and have to plug in again. It bears repeating—progress is a process and doubters have their place. But electric skeptics are free to sit on the sidelines and watch electric motorcycles close the performance gap. Quickly.

Sky, meet plumes of dirt. Everyone who threw a leg over the Stark Varg was impressed by power and the possibilities offered by no shifting. ( Jim Lüning/)Stark Varg | $12,900

Dirt and electric bikes make sense. Range is measured in hours and sessions. And even when you properly send it on the track, riders eventually need breaks to recharge too. The Stark Varg is one of the most capable electric dirt bikes Motorcyclist has seen or tested. Virtually maintenance-free, fairly lightweight, and with power that’s beyond anything offered in the 450cc class, the Varg belongs in any dirt discussion. The Alpha package gives a ridiculous 80 hp, while the Standard package comes with “only” 60 hp. A claimed six hours of riding won’t stand up to super-aggressive riding, but a half-hour recharge should let you finish whatever type of day you’re having.

Novice trail riders looked almost expert-ish on trails technical sections. Expert riders loved being able to reposition body and feet at will. Regardless where you fall on the spectrum, there’s less to think about and more to enjoy. Off the shelf, no one can beat the 14.8 inches of ground clearance. And yet, seat height is virtually the same as anything else in the 450cc class at 37.3 inches. The 260-pound weight is respectable, with excellent KYB suspension front and back offering identical 12.2 inches of travel.

And to state the obvious, it ripped. All the power is there all the time. And with an optional hand-operated rear brake, all you and your MX boots have to do is hang on and stay planted. Or loose. Or neutral. Or whatever gets you over the river and through the whoops. Just pick a line and listen to birds chirping and wind whistling. Or finally hear what soft knobbies sound like on baby heads. All in all, mud and dirt might be where electric bikes shine brightest.

The Energica Experia offers one of the longest ranges of any EV bike currently available: 130 highway and 261 city. Shown here in Black Metal color scheme. (Energica/)Energica Experia | $25,880

What kind of list doesn’t have at least one entry from Italy? Beyond regional sympathies, the Energica Experia makes the list because it’s something almost all EV bikes aren’t. It’s a touring motorcycle, with proper range and everything. And after its 2022 rollout, it impressed many reviewers with an unnaturally good seat, great ergonomics, and high build quality. In short, it dramatically closed the gap between EVs and IC motorcycles.

A claimed range of 130 highway and 261 city miles puts the Experia at the top of the EV heap. Highway range is calculated at 80 mph, so adjust your own range calculations from there. With some light planning and leisurely lunches, you could have yourself a 300-plus mile day. Although it might be unrealistic to consistently find DC Level 3 recharging on the road, you’ll add about 248 miles of range per hour with it. Or about 80 percent charge in 40 minutes. Otherwise, with Level 2 charging you’ll add about 39.5 miles every hour, depending on the source.

Yes, 112 liters of storage, 80 hp, and 85 lb.-ft. of torque. The many numbers of the Energica Experia. Shown here in Bormio Ice color scheme. (Energica/)A new 22.5kWh maximum (19.6kWh nominal) battery is the largest-capacity battery of any electric motorcycle. A redesigned PMASynRM (deep breath Permanent Magnet-Assisted Synchronous Reluctance Motor) motor is claimed to be lighter, smaller, and is positioned lower, for improved low-speed rideability. The ergonomics and design are squarely in the ADV, not sport-touring camp. But like most larger adventure bikes, the Experia won’t be hitting many trails. At 573 pounds, it’s not exactly light. But a 17-inch front wheel makes for light, responsive steering and input that belie its heft. The 112 liters of storage in optional panniers and a top case are respectable. But the story here isn’t numbers or specs, it’s that an EV bike belongs in the touring conversation. And given Energica’s longevity and track record as an established EV company, you’re not taking a flyer on an “emerging” product.

The LiveWire S2 Mulholland brings a cruiser attitude in a playful, midsize platform. Hang on tight. (LiveWire/)LiveWire S2 Mulholland | $15,999

Is a new bike hot off the press? Whatever the correct term is, the new LiveWire Mulholland’s existence was just announced on March 20, with models actually sitting in dealerships, for sale. Until they run out, no deposit necessary.

Editor’s note: Read or watch our reviews of the original LiveWire during the 2020 Harley-Davidson LiveWire Review MC Commute.

Being brand new, it’s by default more interesting than the original LiveWire One, an exceptional EV bike in its own right. It builds on the 2023 Del Mar but takes a more cruiser-centric turn in design and ergonomics. The riser-mounted handlebar is narrower, with a taller “tank” profile channeling the silhouette of H-D Nightsters present and past.

Being built on the S2 platform, it shares the Del Mar’s 10.5kWh (nominal) battery, giving it a highway range of 73 miles, with 121 expected in the city. Strangely, sustained highway speed is defined as 55 mph like in 1975, which is a bit poetic. It gives up a bit of stoplight prowess to the Del Mar, getting from 0–60 mph in 3.3 seconds, as opposed to 3.0 seconds. But its 84 hp and 194 lb.-ft. of torque are a nice mix of expected and otherworldly in terms of traditional smaller IC cruiser power. The downward-angled, finned battery is striking, and oddly reminiscent of a traditional single forward V-twin cylinder. Then not, since nothing visually cues a rear cylinder. The seat boldly stretches over territory previously occupied by a tank, helping to draw the eye up to the steering stock.

Sit up and beg? Or just stand up and yell at the wind. Do both with the LiveWire S2 Mulholland. (LiveWire/)If you look closely, there are passenger pegs, though they only come with the optional passenger kit. Although with that tiny seat, it’s best if you know your passenger in the biblical sense. It’s smaller than most Sportsters, in terms of wheelbase (57.8 inches), but weight is just 432 pounds compared to the historically heavy Sporty. It doesn’t fit neatly into traditional performance or midsize cruiser categories. But then again, does it have to? The party starts with a $15,999 MSRP, available right now.

The kids are all right. The BMW CE 02, here shown in its natural environment of desired demographics and aspirational lifestyles. (BMW/)BMW CE 02 | $7,599

Here’s one to unite the EV haters with the scooter haters. Let it rain down in the comments section. But for those of us who live in traffic-choked urban environs, this is the smartest way to cheat the Gods of Gridlock. The limits of EV range are not an issue for urban commuters and its size, power, and nimbleness are ideal for “creative traffic solutions” and getting around. The BMW CE 04 brought unapologetic modernity, convenience, and Teutonic funk to the EV scooter class. The BMW CE 02 “eParkourer” is just fun, period.

Head-to-head specs with the Honda Grom are a bit unfair. The CE 02 costs twice as much, comes with 14-inch wheels, and weighs 67 pounds more. But a good time is a good time. They even named the ride modes, Surf, Flow, and Flash. With Flash, you should be able to beat most anything off the line until about 20 mph or so. An air-cooled excited synchronous motor is good for a continuous 8 hp, with a maximum of 15 hp on tap. Two 48V batteries good for 1.96kWh get 80 percent recharged in 2 hours and 40 minutes, while an optional Highline package quick charger gets it done in 1 hour, 40 minutes. A single-sided swingarm with a belt drive (whoa, BMW) shows off the 14-inch rear wheel and chonky 150/70-14 Michelin tire nicely.

As for the fun stuff, you get a respectable claimed top speed of 59 mph and a World Motorcycle Test Cycle (WMTC) range estimated to be 56 miles. You’ll get to 30 mph in three seconds. The seat looks short until you realize the rider is using the passenger pegs. No foot pedals and a long skateboard-style seat mean you’re free to sit up and beg or channel your inner Mike Hailwood. These numbers add up to powerful fun—until your first payment is due. MSRP is $7,599, rising to $8,474 with the Highline package that includes stuff like a better seat and quick charging. But honestly, how much fun would an inexpensive BMW be?

With two removable batteries, standard charging will get you to 80 percent in 2 hours and 40 minutes. Quick-charging will do the same in 1 hour and 40 minutes. (BMW/)

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Honda returns its newest, and smallest, dual sport to the lineup in 2024, with the now-available XR150L. The bike will be priced at $3,099 and be available in either white or black colors.

The 2024 Honda XR150L in white. (Honda/)Although it looks like a motorcycle that’s been around a while, the XR150L made its debut last year. When the news was revealed, Honda made it clear who it thought would be most intrigued by the platform, including “veteran riders…outdoor-enthusiast families” or new riders in need of a reliable around-town bike.

As you would imagine, the XR150L is devoid of bells and whistles. The 149cc single is air-cooled and utilizes a 22mm piston-valve carburetor. It’s a five-speed, chain-driven bike with nonadjustable suspension front and rear, plus a single disc front brake and 110mm drum at the back. A nicely padded seat, electric start, and rear carrier rack do serve to give the bike broader appeal, particularly to the set of riders Honda has in mind.

2024 Honda XR150L in black. (Honda/)And for those with some budget left over after purchase, Honda does offer some choice accessory upgrades for the XR150L. These include a 12V accessory socket, skid plate, hand guards, and cargo options.

The machine rolls on 19-inch front and 17-inch rear wheels, so it’s well positioned to perform comfortably both on the road and in the dirt. The classic, XR650L-derived aesthetic is bound to be appealing to plenty of riders as well.

2024 Honda XR150L Dual Sport Technical Specifications and Price

| Price: | $3,099 | | --- | --- | | Engine: | 149cc, OHC, air-cooled single; 2-valve | | Bore x Stroke: | 57.3.0 x 57.8mm | | Compression Ratio: | 9.5:1 | | Fuel Delivery: | 22mm piston-valve carburetor | | Clutch: | Wet, multiplate | | Transmission/Final Drive: | 5-speed/chain | | Frame: | Steel | | Front Suspension: | 31mm telescopic fork; 7.1 in. travel | | Rear Suspension: | Single shock, spring preload adjustable; 5.9 in. travel | | Front Brake: | 240mm disc | | Rear Brake: | 110mm drum | | Wheels, Front/Rear: | Spoked rims; 19 in. / 17 in. | | Tires, Front/Rear: | 90/90-19 / 110/90-17 | | Rake/Trail: | 27.0°/4.0 in. | | Wheelbase: | 53.5 in. | | Seat Height: | 32.8 in. | | Fuel Capacity: | 2.8 gal. | | Claimed Curb Weight: | 282 lb. | | Available: | Now | | Contact: | powersports.honda.com |

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This April, riders will be able to get their hands on the 2024 Honda CRF300L dual sport, a platform that makes dual sporting easy and accessible to a wide range of riders. The bike will be available in ABS, non-ABS, and low-seat iterations ranging in price from $5,449 to $5,749.

The 2024 Honda CRF300L will be available in ABS and non-ABS options. (Honda/)Last year American Honda expanded its CRF300L line with the LS edition, giving riders with a shorter inseam a more comfortable option with a 2-inch-shorter seat height. This year is status quo for the platform.

This entry-point dual sport has been a consistent mover for Honda, growing in 2021 from a 250cc platform to the 286cc mill we have before us today. That displacement bump wasn’t the end of the matter either, as Honda also improved the intake and exhaust system, transmission, and overall weight.

On the trail the 300L is capable and amenable, not out to win any competitions but also completely ready to handle terrain that most dual sport riders would face, particularly those new to the segment.

The single-cylinder mill is smooth, the slim chassis and cockpit are nimble and accommodating, and there are even a few touches like built-in cargo hooks to help make the bike even more useful to riders off the showroom floor.

As a starter bike, an entry platform to a new riding segment, or a reliable workhorse in a stable of many machines, the 300L has a place for those looking to expand their ride territory without draining their bank account.

2024 Honda CRF300L Dual Sport Technical Specifications and Price

| Price: | $5,449–$5,749 | | --- | --- | | Engine: | 286cc, DOHC, liquid-cooled single; 4-valve | | Bore x Stroke: | 76.0 x 63.0mm | | Compression Ratio: | 10.7:1 | | Fuel Delivery: | PGM-FI w/ 38mm throttle body | | Clutch: | Wet, multiplate | | Transmission/Final Drive: | 6-speed/chain | | Frame: | Steel double cradle | | Front Suspension: | 43mm USD fork; 10.2 in. travel | | Rear Suspension: | Pro-Link shock; 10.2 in. travel | | Front Brake: | 2-piston caliper, 256mm disc | | Rear Brake: | 220mm disc | | Wheels, Front/Rear: | Spoked rims; 21 in. / 18 in. | | Tires, Front/Rear: | IRC GP21/GP22; 80/100-21 / 120/80-18 | | Rake/Trail: | 27.5°/4.3 in. | | Wheelbase: | 57.2 in. | | Seat Height: | 34.7 in. | | Fuel Capacity: | 2.1 gal. | | Claimed Curb Weight: | 306 lb. | | Available: | April 2024 | | Contact: | powersports.honda.com |

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Naked motorcycles are pound for pound some of the funnest bikes on the market. At their best, they blend power, agility, technology, and comfort in a seamless package that begs to be pushed hard through the corners. The segment is also quite popular these days, which means lots of options out there. You can easily find a naked bike to fit any budget, but here we’re going to take a look at the cream of the crop with 10 models that embody the best of what a naked motorcycle can be.

The BMW R 1250 R blends smooth delivery with plenty of power and a nimble chassis. (BMW/)BMW R 1250 R | $15,345

The BMW R 1250 R got a handful of updates for the 2023 model year, with a number of previously premium electronic systems made standard. This means the Bavarian naked now features Dynamic Traction Control and Brake Control, and Eco ride mode. Riders can expect plenty of exhilaration from the 1,254cc boxer twin too, with a claimed 136 hp at 7,750 rpm and 105 lb.-ft. of torque at 6,250 rpm. ShiftCam tech helps to make power delivery smooth, and the nimble chassis means there’s no corner too tight for the R 1250 R to handle with ease.

Ducati’s V4 SP2 is an absolute beast on the road or track. (ducati/)Ducati Streetfigher V4 SP2 | $37,995

Ducati’s Streetfighter V4 SP2 is the pinnacle of the Italian brand’s current family of naked machines. This impressive machine puts down 208 hp at 13,000 rpm and 90.4 lb.-ft. of torque at 9,500 rpm, weighing at a slim 419 pounds (without fuel). It has all the bells and whistles you’d want on a premium bike, including five-spoke carbon fiber wheels, sophisticated Öhlins suspension, top-quality Brembo brakes, MotoGP-derived electronics, and a finely calibrated 1,103cc Desmosedici Stradale mill. It’s a hell of a track weapon and an absolute beast out on the road.

Honorable Mention: Ducati Monster ($18,595)

We would be remiss if we didn’t also mention the classic Monster platform from Ducati as well in a list like this. The iconic bike is less aggressive and easier on the wallet than the V4 SP2 but it’s long been a favorite of those with a predilection for naked bikes.

Related: Is Yamaha’s 2022 MT-10 the Best Naked Bike in its Class?

Honda’s CB1000R Black Edition is affordable and offers a smooth, sporty ride to any who want to swing a leg over. (Honda/)Honda CB1000R Black Edition | $12,999

Many of the bikes on this list are absolute shredders, the Honda CB1000R Black Edition tones things down a smidge to offer a bike that is highly functional on surface roads. The 998cc mill is derived from Honda’s superbike platform, but engineered for better midrange performance. That’s not to say you won’t be able to rip on the bike, you most definitely will. And elements like a bidirectional quickshifter, fully adjustable Showa suspension, an awesomely flickable chassis, and modest selection of electronic aids make this a fantastic package for riders who want to ride hard and keep some money in their pocket.

For a conversation-starting engine and aesthetic, along with unending power, consider the Kawasaki Z H2 SE ABS. (Kawasaki/)Kawasaki Z H2 SE ABS | $21,300

Kawasaki’s supercharged 998cc mill powers the Z H2 SE ABS, an engine platform that is both arm-stretchingly powerful and smooth. The transmission is designed to handle the high torque of the machine and is robust and reliable. Dial in the Showa suspension components and the H2 SE can easily provide a comfortable ride at a more moderate pace on surface roads or shine on track. It’s equipped with a host of electronic rider aids, and will undoubtedly turn heads with its highly angular lines and rich exhaust note.

Check out the new-for-2024 KTM 1390 Super Duke R Evo for the latest in an impressive family of naked machines. (KTM/)KTM 1390 Super Duke R Evo | $21,499

The new-for-2024 KTM 1390 Super Duke R Evo pushes the limits of KTM naked capability, with its powerful 1,350cc V-twin engine, semi-active WP suspension, highly customizable design, super-compact cockpit, and agile chassis. Five ride modes allow riders to easily dial in the particulars of the bike’s ride character, among which is a Track mode that gives riders full access to the machine’s potential along with notable touches like an easier-to-read TFT display with larger icons and data display. These features only scratch the surface of what the Super Duke R Evo has to offer, making it a naked worth checking out in 2024.

The MV Agusta Rush is one-of-a-kind aesthetically and dripping with up-spec features. (MV Agusta/)MV Agusta Rush | $50,098

MV Agusta’s signature styling is everywhere apparent on the hyper naked Rush. The 998cc engine promises 208 hp at 13,000 rpm in standard trim and 86 lb.-ft. of torque at 11,000 rpm. It has Öhlins electronically controlled suspension and Brembo Stylema braking kit; electronic, bidirectional quickshifter; cornering ABS; forged aluminum alloy wheels; a roster of carbon fiber elements; and additional electronic rider aids. Optional upgrades include a complete racing kit that bumps up horsepower to 212 at 13,600 rpm and drops weight to a little over 405 pounds dry.

Triumph’s Speed Triple 1200 RS blends power and agility seamlessly. It’s the total package. (Triumph/)Triumph Speed Triple 1200 RS | $18,895

The current Speed Triple 1200 RS is Triumph’s most sophisticated to date, powered by a Moto2-derived 1,160cc triple engine capable of delivering 177 hp at 10,750 rpm and 92 lb.-ft. of torque at 9,000 rpm. The aluminum twin-spar frame is suspended by an Öhlins NIX 30 fork and TTX36 monoshock. Brembo kit brings the machine to a stop. This bug-eyed beauty handles like a dream and comes with cornering ABS, cornering traction control, cruise control, a bidirectional quickshifter, full complement of LED lights, and five rider-configurable ride modes.

The Yamaha MT-10 SP blends exclusive styling with a solid performance package at a price that a lot of riders can afford. (Yamaha/)Yamaha MT-10 SP | $16,999

Yamaha packs a lot into its MT-10 SP naked. The high-torque 998cc CP4 engine is derived from the much-loved YZF-R1 mill, offering smooth, torque-rich power delivery across the rev range. Quick shift is standard, as is semi-active Öhlins suspension. Four ride modes, a variable speed limiter, cruise control, ride-by-wire with an acceleration position sensor grip, and full-color TFT display keep the machine current while its SP styling gives the bike a unique and eye-catching look. Unlike some of the other machines on this list, the MT-10 SP will leave you with a little money to pay for a trackday or two.

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Ah, Paris. Distinguished French gentlemen ride on the Pont d'Iéna bridge heading away from the Eiffel Tower. (Mathieu Diribarne/)Usually, winning the Distinguished Gentleman’s Ride means just being part of the annual ride for men’s health. But this year, Triumph Motorcycles is upping the ante. The overall top fundraiser will win a Triumph Thruxton Final Edition, with the certificate of authenticity (not the bike) signed by the entire Thruxton 1200 design team and Triumph CEO John Bloor. Three other new motorcycles are also up for grabs for top fundraisers, with additional prizes coming from Triumph’s new line of Distinguished Gentleman’s Ride wear.

Registration is now open for the May 19 ride closest to you. Don’t see a DGR ride in your area? Be a host and sign up with organizers. And start leaning on fellow riders to dress sharp, show up, and chip in for men’s health.

Not a “Gentleman” in the classic sense? A close reading of the DGR site reveals rules for “classic-themed motorcycles,” but no set rules for participants. So technically, leather vests, do-rags, and fringe are welcome. But c’mon. Surely you know someone with a spare dress shirt and necktie. But you do you.

What’s a “classic-themed motorcycle”? Check this style guide. According to the site, modern-designed motorcycles, sportbikes, dual sport, adventure motorcycles, and power cruisers are not eligible to participate. Don’t bring your Gixxer with the extended swingarm, in other words. But in practical terms, most motorcycles are welcome.

A little backstory: The Distinguished Gentleman’s Ride has been held in over 121 countries with over 500,000 riders since 2012, bringing well-dressed riders together for the cause of men’s health. In 2016, the ride began its partnership with Movember and various men’s mental health programs, in addition to its prostate cancer goals. A few pandemic years included solo rides and modified ride formats, but 2022 saw a return to full-scale riding, with 2024 slated to become the biggest DGR ride yet.

For inspiration, check out some of these pics from the 2023 DGR.

Two of the top distinguished gentlemen riders, down under in Sydney, Australia. (Pat Stevenson/)
The distinguished gentlemen riders of Surabaya, Indonesia, 2023. (Distinguished Gentleman’s Ride/)
An Italian rider (and distinguished gentleman) with lady pillion rider and unidentified sidecar passenger, Brescia, Italy. (Andrea Tortelli/)
Of course, DGR happens in the UK. Distinguished gentlemen riders in London, England. (S. Barham/)
German riders do their part for the DGR in Landau, Germany. (Blagoja Petrovski/)

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We try out KTM’s new and improved ’24 390 Duke during Puerto Rico’s Duke Fest. (Adam Waheed/)Did you know that KTM’s 390 Duke is one of the bestselling new motorcycles in the US territory of Puerto Rico? Known for its warm year-round tropical weather and higher than average population density (more than California!), this small Caribbean island is a good place to ride compact and fuel-efficient bikes like the 2024 390 Duke ($5,899).

The 390 Duke’s muscular stance makes it a favorite among Puerto Rican riders. (Adam Waheed/)The KTM 390 Duke is an aggressively styled naked bike that embodies these qualities, offering a peppy riding experience for new riders, and anyone seeking a compact, easy-riding streetbike for around-town use.

“I think it’s a combination of things,” Evinmotors’ Carlos Olivares says when asked why the little orange bike is so popular. (His KTM dealership sold 25 bikes that particular day.) “First of all the adrenaline when you go on a KTM bike, you know because of the torque and ready-to-race thing, but also reliability. It’s a very good product. We haven’t had any major issues.”

Puerto Rican motorcyclists love their KTM Duke streetbikes. It’s easily one of the more popular bike brands in the Caribbean island. (Adam Waheed/)The KTM 390 Duke boasts distinctive naked bike styling that exudes a sense of aggressiveness and athleticism. From its sharp lines to its muscular stance, every aspect of the bike’s design reflects its performance-oriented nature. The minimalist bodywork not only showcases the bike’s mechanical components, but gives it a raw and purposeful aesthetic.

Additionally, thoughtful details such as full LED lighting (including the turn signals), a nice-looking color TFT display, and premium touches like chunky and backlit switch gear, a nice seat cover, and adjustable brake and clutch levers further elevate the bike’s overall appeal, making it a head-turner on the road. Whether you’re cruising through the city or parked at a café, this Duke commands attention with its striking design and bold presence.

At the heart of the KTM 390 Duke is a larger-displacement 399cc single-cylinder engine, capable of delivering 43 hp and 37 lb.-ft. torque. This liquid-cooled thumper is capable of freeway speeds (upward of 80 mph) with a punchy, high-revving engine character, which is unique for a single-cylinder engine in this class. It drinks from a generously sized 4-gallon fuel tank and delivers upward of 50 mpg! Maintenance-wise after the initial 620-mile service, it goes 6,200 miles between engine oil/filter service, with the valve inspection interval (and spark plug replacement) of 12,400 miles.

Hundreds of riders come out to go on a casually paced fun ride during 2024 Duke Fest. (Adam Waheed/)The engine’s responsive throttle and fast-revving character ensure a thrilling ride—especially at high rpm. But oh boy, does it vibrate. Engine vibration can be felt through every control and is downright excessive at high revs. A six-speed gearbox with optional electronic quickshifter ($249.99) allows for full-throttle upshifts and clutchless downshifts. Our only gripe is that you have to pay extra for this feature, although it’s included on the vehicle (this feature has to be “unlocked” by the dealer using the official KTM programming tool).

Cruising down the often narrow road surfaces, the 390 Duke handles much like a scooter. It’s quick steering and athletic feeling, which make it easy to scoot around town. An inverted fork and direct-mount (between the frame and swingarm, sans linkage) shock provide nearly 6 inches of suspension travel and do a fine job of soaking up the rough stuff. It’s no wonder why it’s so well loved, with 390 Dukes spread throughout the island. It was especially evident by the hundreds of KTM riders participating in the Duke Fest.

Duke Fest is open to all riders on any types of motorcycles. (Adam Waheed/)“It was awesome,” Olivares said in regard to the huge turnout of Orange Brigade riders. “People responded very good so we’re very grateful for the Puerto Ricans and their love for the sport.”

“I think you know, not just motorcycles, any gasoline sport in Puerto Rico—It’s like part of the culture of the Puerto Ricans,” when asked why Puerto Ricans love their KTM Duke streetbikes.

“So from early ages, everybody’s involved with motorcycling.”

Who knew that the KTM riding community is so strong on the island of Puerto Rico? (Adam Waheed/)Obviously this 364-pound KTM isn’t going to offer the supreme ride quality of a full-size streetbike, but that can be attributed to its narrow wheelbase more than anything. The suspension is adjustable with handy tool-free clickers atop the fork leg (left side is compression, right side is rebound damping adjustment). The beefy-looking shock also offers rebound damping adjustment but it requires a flat-head screwdriver. Spring preload adjustment is limited to the shock only.

Toss on some KTM accessory luggage and the 390 Duke instantly transforms into a light-duty touring rig. (Adam Waheed/)Ergonomically, the 390 Duke favors smaller riders. Its single-cylinder engine configuration makes it slim between the rider’s legs, but the distance between the handlebar and seat is cramped for a 6-foot-tall person. The thinly padded and forward sloped seat forces the rider into an aggressive (and cramped if you’re tall) seating position which is good for a few miles, but creates discomfort during longer rides. The rearview mirrors do a fine job of showing off what’s behind you but they do buzz due to the borderline excessive engine vibration.

The 390 Duke is in its element on tight and curvy stretches of road. It’s a fun little bike to rip around turns. (Adam Waheed/)In addition to its impressive performance and design, the KTM 390 Duke also features advanced technology aimed at enhancing the riding experience. The bike comes equipped with a suite of electronic aids, including ride-by-wire throttle, which allows for adjustable combined engine and throttle maps (Track, Street, and Rain), traction control, ABS (with the ability to disable rear ABS), and launch control (enabled after engine break-in), allowing you to tailor the bike’s performance to suit your preferences.

Furthermore, the TFT display provides access to essential information such as speed, gear position, and fuel level, keeping you informed on the road. Lastly the display is also Bluetooth compatible so you can connect it with your iOS- or Android-powered smartphones.

The color TFT display is bright and easy to read day or night. It’s loaded with features and the chunky, backlit switch gear makes menu navigation easy. (Adam Waheed/)In terms of braking, the double disc braking system employs a racy radial-mount caliper and stainless steel brake lines front and back. The brakes are easy to use and more than capable of stopping it in a pinch, but we wish the rear brake offered more power.

Despite its cramped riding position (for a tall person) and buzzy engine, the KTM 390 Duke has a lot going for it. It looks cool, has a punchy engine (for its displacement) and offers a rich feature set that riders typically won’t find in this segment for the dollar. The LED headbeam works well after dark and it won’t break the bank with its extended maintenance intervals. Whether you’re carving corners on a twisty road or cruising through the city streets, the KTM 390 Duke delivers cheap thrills while looking the part of a bigger, more expensive bike.

The rider’s seat looks nice, but it is thinly padded and one of the components we’d upgrade if the bike was ours. (Adam Waheed/)Gear Box

Helmet: Arai Corsair-X

Jacket: Rev’It Blackwater

Gloves: Rev’It Speedart Air

Pant: Rev’It Piston

Boot: TCX R04D Air

2024 KTM 390 Duke Technical Specifications and Price

| MSRP: | $5,899 | | --- | --- | | Engine: | DOHC, liquid-cooled, four-stroke single-cylinder | | Displacement: | 399cc | | Bore x Stroke: | 89.0 x 64.0mm | | Transmission/Final Drive: | 6-speed/chain | | Claimed Horsepower: | 44.3 hp @ 8,500 rpm | | Claimed Torque: | 28.8 pound-feet at 7,000 rpm | | Fuel System: | Bosch EMS w/ ride-by-wire | | Clutch: | Wet, multiplate, antihopping; mechanical actuation | | Frame: | Steel trellis | | Front Suspension: | 43mm WP Apex, compression and rebound damping adjustable; 5.9 in. travel | | Rear Suspension: | WP Apex monoshock, spring preload and rebound damping adjustable; 5.9 in. travel | | Front Brake: | Radial fixed 4-piston caliper, 320mm disc w/ ABS | | Rear Brake: | 2-piston floating caliper, 240mm disc w/ ABS | | Seat Height: | 32.3 in. | | Fuel Capacity: | 4.0 gal. | | Claimed Wet Weight: | 364 lb. | | Contact: | ktm.com |

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With the addition of the triple-cylinder Daytona 660, the casual middleweight sportbike class is more diverse than ever. (Triumph/)If you’ve read our list of track-ready 600cc machines, then you already know that group leans on a feature set tailored to shine at the circuit, focusing on things like performance, light weight, and aggressive ergonomics while adding helpful amenities like quickshifters, power modes, rider aids, and the like. But what if you don’t want a high-strung, backbreaking rig that’s only really comfortable on the track? You’re not the only one; recent US purchase data shows that sportbike sales have shifted away from hardcore machines deemed too uncomfortable and over to affordable bikes that can commute as well as occasionally scratch around the racetrack when the weekend comes.

Manufacturers have responded with toned-down machines offering more humane ergonomics and otherwise practical feature sets even if it comes at the cost of a few horsepower. Although most of these claim sub-100-hp outputs, 2023/2024′s crop of casual middleweights is also more versatile and, as a bonus, less expensive than their racier brethren.

(What’s on your list? Drop it in the comments below.)

Honda’s CBR650R is the only inline-four in this group, but despite the supersport looks, it’s plenty comfortable around town. (Kevin Wing/Motorcyclist/)2023 Honda CBR650R | $9,899

CBR650R or CB650R? Other than that one pesky letter, there’s not much mechanically different twixt the pair, with both sharing the same 649cc inline four-cylinder engine and steel-tube chassis of last year’s models. Yup, this is the only inline-four of the bunch, and even though the European bikes got nice upgrades for 2024 (like punchier styling, a new TFT dash, and the E-Clutch option), US bikes carry over unchanged from 2023. So we see no changes to peak power, and both are still running with Honda’s HSTC traction-control system. It’s the same ol’ suspenders too, with a 41mm Showa SFF-BP inverted fork paired to a single shock, with four-piston radial-mount front brakes and 310mm rotors and always-on ABS. Even the seat height is the same.

So the choice between CBR650R and CB650R comes down to ergos and plastics, since both are approachable and capable. The CB650R’s more upright seating position and neo-retro looks belie its standard bike leanings, while the CBR’s bodywork and distinctively supersport-like styling and performance will appeal to more aggressive riders.

Related: 2019 Honda CBR650R First Ride Review

Light, all-day comfortable, and very responsive, the Ninja 650 is a solid choice for daily street riders. (Kawasaki/)2024 Kawasaki Ninja 650 ABS | $8,899

Twin-cylinder middleweights are definitely having a moment, and the Ninja 650 makes a great case for itself by offering a well-balanced chassis, user-friendly power, and very good fit and finish. Set between the newbie-friendly Ninja 400 and the more ripping ZX-6R supersport, the Ninja 650′s liquid-cooled 649cc parallel-twin engine opts for a responsive power delivery that should appeal to a broad range of skill levels, with a claimed 49 lb.-ft. of torque at 6,500 rpm on tap. The upright riding position, well-mannered parallel twin, and solid chassis are all unchanged for 2024, but the Ninja 650 made news last year with a traction control update. A nonadjustable 41mm telescopic fork and horizontal back-link shock provide a nice balance between comfort and sport, and the Ninja’s 24-degree rake and light 421-pound wet weight make it quick steering and maneuverable. An assist-and-slipper clutch means a light feel at the clutch lever, and all-day comfy ergos make for more enjoyable street rides. ABS is optional (but recommended).

Related: 2023 Kawasaki Ninja 650 First Look Preview

Suzuki’s GSX-8R brings a smooth, torquey parallel-twin engine, a robust set of features, and a racy, fully faired riding position. (Suzuki/)2024 Suzuki GSX-8R | $9,439

You could argue that both the Suzuki GSX-8R and GSX-8S twins belong in this category if only for their performance and price, but it comes down to how much road versus track riding you will be doing; the ergos, suspension, and bodywork are the only differences between the GSX-8S naked versus the more aggressive 8R. Both bikes use the same 270-degree crank and 776cc parallel twin that puts out 82 hp at 8,500 rpm, which is enough to have some fun without soiling your jeans. Both also share the same steel-tube frame and ride-by-wire system that allows three riding modes, three power settings, traction control, and a bidirectional quickshifter, all standard. For suspension, the 8R is equipped with a higher-spec inverted Showa SFF-BP fork and link-type monoshock for a more precise ride, and the separate aluminum handlebars are mounted lower, for a racier riding position. After a spin on the 8R, we came away super-impressed by how easy it was to ride, saying: “Of course you can do trackdays, but this is not a GSX-R.” But then, what is?

Related: Is the Suzuki GSX-8R Replacing the GSX-R600 and GSX-R750?

The new 2025 Daytona 660 offers an appealing mix of performance, price, and character. It's one of the few triple-cylinder bikes in a sea of twins. (Triumph/)2025 Triumph Daytona 660 | $9,195

Yup, the legendary Daytona nameplate now graces a new sportbike in the Brit brand’s lineup, and the 660 feels instantly appealing thanks to its character-rich three-cylinder engine, impressive specs, and competitive price tag. The newest bike here is largely based on the popular Trident 660, but the Daytona’s inline-triple has been heavily revised to create a 94-hp version of the engine courtesy of a new cylinder head, camshafts, crankshaft, and 3-into-1 exhaust system. It gets the same assist-and-slipper clutch and six-speed transmission as the Trident, but the chassis is also tweaked to suit the Daytona’s sportier intentions. Suspension is a nonadjustable 41mm Showa SFF-BP upside-down fork and a preload-adjustable Showa monoshock at the rear; brakes consist of a pair of four-piston radial-mount calipers gripping 310mm discs. Ergonomics are sporty but not backbreaking and the instruments include an LCD as well as TFT display that let you view three riding modes. The Daytona looks to be a great commuter as well as being capable of tackling twisty mountain roads or even the occasional trackday.

Fully faired, super-slim styling, and a solid feature set put the R7 firmly in the mix for sport-minded street riders. (Yamaha/)2024 Yamaha YZF-R7 | $9,199

The best description of the new YZF-R7 comes from our 2022 review, where we said: “the R7 is closer to the R3 than to the inline-four-powered YZF-R6. Racers and performance-minded riders will likely bemoan this comparison, but the majority of folks seeking an easy riding full-fairing streetbike will appreciate the R7.”

Yup, easy-riding for the street is what qualifies here and the R7 brings it in spades, but the bike also offers a fully adjustable inverted fork and more than enough power for the task at hand. The 689cc CP2 parallel twin churns out plenty of low and midrange grunt, with much of its torque peak (46.3 lb.-ft.) coming at a lowly 3,500 rpm and up. That’s easily accessible stuff, even for newbies, and when you add in aids like traction control and adjustable engine/throttle mapping, well, it’s hard to argue with how practical this bike is. Sure, it has clip-ons mounted below the top clamp, but street riders will also appreciate the thicker saddle and plusher suspension action, as well as the reasonable price tag.

Related: Best 600cc-ish Sportbikes of 2024

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2024 Honda Grom. (Honda/)Ups

Save the planet. Ride a Grom. Honda claims it achieves 166.5 mpg.
Light weight, low seat height, and less than 10 hp make it Neverland’s moto of choice.
At $3,599, you can afford it from cash earned on your summer paper route.

Downs

The lighthearted Grom may pressure you into acting like a kid.
It’s not the only minimoto on the block anymore.

Verdict

The little Grom is a big deal. It sells in huge numbers, it’s cheap, and gets, like, three times better gas mileage than a Toyota Prius. Plus, it’s so fun to ride that it appeals to every demographic.

Overview

Ten years ago, Honda all but started the modern minimoto phenomenon with the introduction of the Grom, a cutesy get-about with 12-inch wheels, a sub-10 hp single-cylinder engine, and ergos designed to fit an adult. You’d think that would be a recipe for a niche product if ever there was one…but no. Between its introduction in 2014 and its most recent update in 2022, Honda sold more than 750,000 of them worldwide.

If one were to identify the most significant trends in motorcycling of the last decade, the proliferation of minimotos would definitely make the list. By tapping into the unserious side of motorcycling, the Grom resonates with a broad demographic. It’s as easy to imagine a college student rushing to class on one as it is a bunch of retired boomers spending their wintry weekends racing them in a homegrown ice racing championship.

The Grom is as approachable as any motorcycle currently on the market. But in the case of the Grom, “approachable” is a euphemism for rowdy. Seriously, it’s so, ahem, “approachable” it may turn you into a subversive hooligan. That’s because light weight, a low seat height, and a no-thank-you helping of horsepower inspire youthful exuberance.

If altruism is more your bag, Honda claims the Grom achieves 166.5 mpg. So, yeah. Save the planet. Ride a Grom. And then do burnouts in front of Al Gore’s earthship.

Updates for 2024

The third-generation Grom, introduced in 2022, is unchanged for 2024.

Pricing and Variants

The Grom is available in three versions. The base model ($3,599) is available in three colors: Blue Raspberry, Pearl White, and Nitric Orange. For $100 more, the Grom SP includes a special graphics package. The Grom ABS ($3,799) includes ABS, but is only available in Pearl White.

Honda also offers a series of accessory graphics kits, including a Grom-ish riff on HRC livery.

Competition

The Grom’s success has inspired lots of competition, chief among them the Kawasaki Z125 Pro ($3,649–$3,849). There’s not a lot between them, but the Honda does have a lower seat height (30.0 inches compared to 31.7 inches), and a five-speed transmission (the Kawasaki has a four-speed box). Compared to the Honda, the Kawasaki’s 125cc engine is oversquare (larger bore, shorter stroke), but performance figures are very close between both bikes. The Z125 Pro is currently not available with ABS.

CFMoto brings two 126cc minimotos to the party. The Papio CL ($3,299) is a scrambler version complete with 12-inch knobby-ish tires, while the Papio SS ($3,299) is a retro-sport version that has some serious 1985 GSX-R750 vibes. Both bikes have six-speed transmissions, but at 251 pounds (claimed), they’re roughly 27 pounds heavier than the Grom, though part of that is down to the 0.3 gallon of extra fuel sloshing around in the larger fuel tank. ABS comes standard.

The Benelli TNT 135 ($3,199–$3,269) is the brute of the minimoto world with a 134.7cc engine, producing a claimed 11.3 hp and 7.4 lb.-ft. of torque. While the quoted torque figure is about the same as the competition, the horsepower number is 1.3 more than the Honda’s. There’s no replacement for displacement, even in the minimoto realm. Including a full 1.9-gallon fuel tank, the Benelli weighs a claimed 255 pounds. Benelli, an iconic Italian marque, though now owned by China’s SSR Motorsports, gives the TNT 135 its own style with a trellis frame and upswept exhaust.

The Grom faces serious competition from within its own ranks. Honda has expanded its minimoto lineup to include the Z50A-styled Monkey ($4,299); the Super Cub C125 ($3,899), the latest version of the highest-selling motor vehicle of all time; and the nostalgic Trail125 ($4,099), all of which are powered by the Grom’s 124cc SOHC engine. The Monkey, however, is the only one that shares the Grom’s shrink-wrapped style and 12-inch wheels (after all, it’s basically a restyled Grom). The other models are mini in displacement and weight, but compete less directly with the Grom.

And then there’s Honda’s Navi, which undercuts the whole lot of them. Under being the operative word here. If the Grom is minimoto, the Navi is micro-moto. At $1,807, it’s by far the least expensive motorcycle here. At a claimed 234 pounds it’s (just barely) the lightest. And its 109cc engine is the smallest-displacement engine in the club. The Navi’s no-shift automatic CVT transmission ups the accessibility factor, but may make it less appealing to the enthusiast crowd. With a plastic cubby where a larger engine would typically reside, the Navi is oddly practical despite its size.

With loads of competition, the Grom is almost a victim of its own success. Except as the progenitor of the modern minimoto phenomenon, the Grom name arguably carries the most cachet. Plus, loads of aftermarket options and easily removable bodywork make it a go-to for customization.

The SP version is a base-model Grom with this special livery. It costs $100 more than the base model. Honda also offers graphics kits in its accessory catalog. (Honda/)Powertrain: Engine, Transmission, and Performance

The Grom uses a SOHC 124cc four-stroke single that produces a claimed 9.7 hp at 7,000 rpm and 7.7 lb.-ft. at 5,500 rpm.

Beginning with the 2022 version, Honda updated the engine to make it more fuel efficient and easier to maintain for novice wrench spinners. A slightly longer stroke and smaller bore, as well as a compression ratio bump from 9.3:1 to 10.0:1, increases the engine’s torquey feel and responsiveness. The addition of a fifth gear and revised final drive gearing helped boost roll-on performance while making top-speed cruising more comfortable. Win, win. In real-world testing, the new fifth gear feels almost like an overdrive. Maintaining momentum up steep hills will require downshifting to fourth—or even third—gear.

On level ground, with an average-sized rider on board, the Grom will hit around 60 mph. While 9.7 hp isn’t a lot, as we noted in our first ride review of the original Grom, it’s “plenty to get the holeshot on unsuspecting Camrys.”

The Grom’s 124cc single-cylinder engine. Modest performance figures belie the potential for seriously good times. 2022 model pictured. (Honda/)Chassis and Handling

The Honda Grom uses a nonadjustable 31mm inverted fork with 3.9 inches of travel and a single preload-adjustable shock with 4.1 inches of travel.

At around-town speeds, the suspension is perfectly adequate. But as the engine reaches its speed limit, so does suspension performance. But you really can’t complain, considering the Grom costs less than $4,000. For the average use case, the setup works just fine. If you’re the kind of person who’s taking your Grom to a local kart track, you’re probably planning on replacing suspension components anyway.

Check out the passenger footpegs. Yup, you can go two-up on a Grom. (Honda/)Brakes

The Grom has a dual-piston caliper and a 220mm disc in the front, and a single-piston caliper and 190mm disc in the rear.

Given the bike’s light weight, its dual-piston caliper grips the front rotor with plenty of strength that gives a solid feel at the lever. ABS models feature an Inertial Measurement Unit (IMU).

Fuel Economy and Real-World MPG

Honda claims the Grom achieves 166.5 mpg. Our tester averaged 103 mpg, but he was admittedly heavy-handed with the throttle and weighs nigh on 200 pounds.

The Grom in Nitric Orange. This third-generation Grom revives the “cuter” styling of the original, backtracking from the second gen’s more aggressive, cyborg look. (Honda/)Ergonomics: Comfort and Utility

With a 30-inch seat height, the Grom is one of the most approachable motorcycles on the market. The 2022 update included a more comfortable seat. Despite its small stature, the ergonomics aren’t shrunken so even tall riders can get comfy.

The Grom is one of the most economical bikes to own. It’s inexpensive to buy new, cheap to run, cheap to maintain, and cheap to insure. We’re not saying that a 124cc single-cylinder engine is the answer to the world’s energy crisis, but if we replaced all of Silicon Valley’s Teslas with Groms, the world would be, if nothing else, more fun.

The Grom’s slim saddle means its 30-inch seat-height is ultra accessible. 2022 model pictured. (Honda/)Electronics

With fuel-injection, an LCD dash, and available ABS, the Grom has all it needs.

H2: Warranty and Maintenance Coverage

The Grom has a one-year unlimited-mileage warranty with extended coverage available through HondaCare Protection Plan.

Quality

From lawn mowers and generators to decades of XRs and CRFs, Honda’s little air-cooled singles are practically a backbone of modern civilization. That might be a stretch, but seriously, Honda is renowned for building bulletproof small-capacity engines. The Grom is reliable and backed by a robust dealer network. Fit and finish isn’t flashy, but it’s tidy and built to last.

2024 Honda Grom Specs

| MSRP: | $3,599 (base) | | --- | --- | | Engine: | SOHC, air-cooled single; 2 valves/cyl. | | Displacement: | 124cc | | Bore x Stroke: | 50.0 x 63.1mm | | Compression Ratio: | 10.0:1 | | Transmission/Final Drive: | 5-speed/chain | | Claimed Horsepower: | 9.7 hp @ 7,000 rpm | | Claimed Torque: | 7.7 lb.-ft. @ 5,500 rpm | | Fuel System: | PGM-FI | | Clutch: | Wet | | Engine Management/Ignition: | Electronic | | Frame: | Steel mono-backbone | | Front Suspension: | 31mm telescopic fork; 3.9 in. travel | | Rear Suspension: | Single shock; 4.1 in. travel | | Front Brake: | 2-piston caliper, 220mm disc | | Rear Brake: | 1-piston caliper, 190mm disc | | Wheels, Front/Rear: | 10-spoke cast wheels; 12 in. | | Tires, Front/Rear: | 120/70-12 / 130/70-12 | | Rake/Trail: | 25.0°/3.3 in. | | Wheelbase: | 47.2 in. | | Ground Clearance: | 7.0 in. | | Seat Height: | 30.0 in. | | Fuel Capacity: | 1.6 gal. | | Measured Wet Weight: | 228 lb. (non-ABS) | | Availability: | Now | | Contact: | powersports.honda.com |

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Former AMA Supercross racer Kyle White shows off some pro form and puts the Stark Varg through its paces. (Jim Lüning/)“It’s basically cheating,” Matt said.

“Like, in a good way?” I asked.

“Hell yeah, as long as you’re the one riding it,” he replied.

That’s the Stark Varg in a nutshell. The EV debate is undecided in much of the motorcycle world. But on an usually warm March weekend at the Fox Valley MX trail in Ottawa, Illinois, there wasn’t much argument. Electric dirt bikes like the Stark Varg are rewriting most of the rules of dirt. Roadracers and touring types are still EV skeptics. But MX riders don’t care. Three things matter: Does it rip, is it a blast, and does it have power where you need it? The answers are yes, cubed.

Matt Joy and author quietly ripping through Illinois countryside on provided Stark Varg bikes. (Jim Lüning/)Motorcyclist got hold of one of the prototypes for a review in 2022. We loved the Stark Varg’s power, torque, and promise and felt it checked every single box on the list of off-road bike mandatories. Almost two years later, the Varg has checked off another significant box—it’s actually in production.

Regional sales rep Daniel Johnsen brought two Vargs for test rider Matt Joy and myself to thrash around on. Interestingly, the red one sported a VIN number of 63. It competed in Milwaukee’s Flat Out Friday races in the Pro class and came fitted with a rear hand brake fitted to the left bar, while the white one retained a traditional right-side foot pedal for the rear brake. More on that later.

The Varg isn’t an entry-level dirt bike. You basically get a 450cc bike, but with up to 80 hp on tap. The Standard package comes with 60 hp but the Alpha package comes with 80 hp. Freed from mileage as a metric, it claims up to six hours of ride time on a 6.5kWh battery. This might be a bit optimistic, but real-world riding showed the rider needing a break before the battery did. Aggressive riding eats into those six hours. But until then, you’re free to reinvent the art of ripping trails and catching air. Until you need to catch your breath.

Where the fun starts. Up-and-down power mode buttons, with the all-important off button. (Jim Lüning/)
Even EVs love mag bits. The “Flying V” battery and chassis concept, with magnesium battery case with internal honeycomb structure. (Jim Lüning/)Engineering fanboys and fangirls among us love the poetry of internal combustion engine design. But the Varg’s air-cooled battery and its “Flying V” concept should impress too. Its magnesium case with honeycomb structure helps cool cells, lower resistance, and achieve a high power-to-weight ratio. Said “Flying V” concept also helps centralize the weight and make for predictable handling and control. In layman’s terms? Turn a “V” sideways, then put a motor and a swingarm inside it. Then put the pointy part of the “V” into the wind for better cooling via increased surface mass.

The carbon-sleeved liquid-cooled motor features the smallest claimed inverter in the world, with the motor weighing in at 19.8 pounds. It’s good for 275 Nm or torque (202.8 lb.-ft.) at the countershaft, or 938 Nm (691.8 lb.-ft.) at the rear wheel. The Stark Varg currently has the highest power-to-weight ratio around. And while the optional 80 hp might not get unleashed much, the higher peak power yields more efficient midrange power for better range and running time.

Brakes and suspension are familiar and capable. KYB units front and back offer identical 310mm (12.2 inches) travel, with adjustable compression and rebound. Buyers can choose from seven different stock settings, depending on their weight. Brakes are by Galfer, with Brembo twin and single calipers gripping 260mm and 220mm discs front and back. The rear hand brake offered good feel, but not much bite. The white Varg’s foot brake locked up too easily, but both brake setups were likely just previous riders’ preferences.

Both of us weighed in at 185 pounds, and we both gave the Varg’s suspension high marks during aggressive riding. Damping was very good, making quick work of logs and rocks. Matt said he’d go with slightly softer compression for trail riding but admitted he was nitpicking. I found it nearly impossible to unsettle the Varg, no matter how many poor decisions I made. Corner entry and exit was a breeze, no matter what line you took. Point, shoot, grin, repeat.

An Android smartphone “dashboard” comes with the bike. Clean, readable, and bright. (Jim Lüning/)
Even UI/UX designers have a sense of humor. But it’s a serious question. Alpha mode unlocks 80 hp. (Anders T. Carlson/)An hour of aggressive trail riding, plus 20 track laps took us to a 60 percent charge before we enjoyed a well-deserved break. While we spent 20 minutes examining respective scrapes and bruises, the Varg added about 15 percent charge. It’s not exactly “just add gas,” but the range and usability isn’t far from the “similar to a full tank of gas on a 450″ claim made on its site.

A full recharge from a 220V plug delivers 3.3kW of charging to get you back to 100 percent in less than two hours, assuming you’ve completely drained the battery. In real life, you’ll probably spend a 30-minute lunch break adding about 25 percent to comfortably finish out your session for the day. You’ll want to add a 110V adapter to your now-minimal toolbox, as it’s not included with the bike.

Matt, an enduro and trail enthusiast, summed up the Stark Varg’s power proposition. “A short charge time and six hours of ride time make it super attractive to someone like me. It’s not going to replace my enduro for extended trips, but it’s pretty close.”

No shifting and near silent operation meant riders could fully focus on finding good lines through trails. (Jim Lüning/)
Former AMA Supercross racer at work. He praised the abundant powerband and rear hand brake. (Jim Lüning/)Daniel Johnsen is smart. He wasn’t shy about handing out pony rides for prospective customers. He had no shortage of takers. The red Varg’s left-hand rear brake proved popular with all riders, which makes sense. With no gears or shifting, just let your feet do what feet do—keep balance.

A chance encounter with former AMA Supercross racer Kyle White brought some expert rider perspective. He graciously “modeled” for us and got the Varg airborne and shooting rooster tails of dirt at the sky. Any thoughts, Kyle?

“I’m sold on it. The favorite part for me was the hand rear brake. It allowed me to stay in good position on the balls of my feet and squeeze, and still get that modulation with the brake.”

And the power?

“Oh yeah. It’s fun.”

Former AMA Supercross racer Kyle White finds the limits of the KYB suspension and its 12.2-inch travel (front and back). (Jim Lüning/)
Brand-new Pirelli Scorpion MX 32 Mid Soft’s meant it was hard to put a foot wrong. (Jim Lüning/)Over and over, riders tried to articulate the strange feeling of hearing nothing but tire noise, suspension, and a slight whine as they sped along. They described the speed as almost unearthly. “Full Send” sounds about the same as half-throttle. The only accurate measure of speed is your butt and the stopwatch, speedo notwithstanding.

While the Varg loses a bit of top-end torque to ICE, the instant power everywhere else rendered the point moot. You’re never in the wrong gear or thinking about shifting. Riders kept boots planted on pegs or hovering over dirt as counterbalancers. There’s no way to quantify exactly how much easier the Varg is to ride. Maybe 50 percent? Adjustable regen braking did great work on single-tracks, with wider trails letting you dial it back.

Power modes get used a lot. Press the top left button until it hits 5 or 6 and the Android smartphone dash asks if you really mean it. Think hard. It’s what separates possible from probable trips to the ER. But if you see open fields and the spirit moves you, go ahead. With 27.5 more ponies than the Honda CRF450R’s 52.5 hp (with the Alpha package’s 80 hp), the front wheel gets skyward in a hurry.

Nice Slayer shirt, man. The white bike’s traditional rear foot brake worked well, but many riders preferred the red bike’s hand brake. (Jim Lüning/)
Silent electric, in stereo. The two Stark Vargs drew a crowd and no shortage of test riders. (Jim Lüning/)The Varg renders curb versus dry weight obsolete, but the 260 pounds outweighs a fully fueled CRF450R by just 15.1 pounds. The prototype from 2022 weighed in at 242 pounds, but a revised, reinforced frame and optional sidestand up the current Varg’s weight to a still-respectable 260 pounds. That extra weight isn’t being driven by a heavy, rotating crank, adding centrifugal force unless you decide to dial up the virtual flywheel effect, which adds said centrifugal force back. Overall, it was exceptionally nimble and flickable.

Geometry and ergonomics got high marks. With no transmission or traditional engine to account for, the swingarm and frame are raised, giving the Stark Varg 14.8 inches of clearance. That’s about an inch and a half more than any comparable 450cc competitor. Seat height is 37.3 inches, shorter than a Honda CRF450R (38.0 inches), Kawasaki KX450SR (37.6 inches), and only slightly taller than a Husqvarna FC 450 (37.0 inches). Balance was great, with minimal effort needed to reposition body and feet to land the rear wheel on jumps.

For the inevitable spills, Daniel gave specific instructions. Always hit the middle power button on the left controls until the green light turns red, meaning “off.” Otherwise the bike quietly unleashes all the ponies when you pick it up. I forgot this advice and got a right footpeg tattooed to my inner thigh. Stupidity is painful for a reason.

Illinois isn’t rich with hill-climbing spots. But rider Matt Joy found this nice 45-degree incline. Power mode 4 worked well here. (Jim Lüning/)The near silence of the Stark Varg changed things in other ways. Birds chirped, the wind whistled, and riders casually chatted about where to go next. “Having a conversation without yelling over the motor was nice,” Matt observed. And it revealed other noises you normally never hear: Knobbies clawing at earth, shocks compressing, and the sound of your butt hitting the seat when you don’t time jumps right.

Daniel, Matt, and I spent 75 percent of the time in power mode 3, meaning 50 hp. He wicked it up to modes 4 and 5 (55–60 hp) for hill-climb sections and jumps on the track. I explored modes 4 and 5 in open sections, but quickly went back to 3 in wooded sections. Although power was smooth, predictable, and linear, it helped to power down while hunting and pecking through technical sections.

Matt was won over by the Stark Varg. “More brain bandwidth inspires confidence and allows for attempting much gnarlier terrain. It took a sec to get used to the handlebar-mounted rear brake, but it didn’t take long. I loved not having to move my feet around to shift or find a brake pedal which can be clumsy in MX boots. Having less things to focus on makes for a better experience.”

Fancy Stark Varg toolkit. You could add a multimeter, but it’s basically all you need. (Jim Lüning/)
Look Ma, no (foot) brakes. Pegs are claimed to be the lightest available on any MX bike. (Jim Lüning/)The final run of the day showed off another side to the Varg—rescue vehicle. Matt’s Husqvarna TE 511 quit on the far side of the property, as far away as possible from the staging area. Two tie-downs attached to Stark Varg’s claimed “world’s lightest footpeg” got Matt and his Husky back to the van.

This brings up another strength of the Varg: maintenance, or lack thereof. Maintenance intervals vary, but with the Varg, there’s no top end rebuild after 150 hours, valve adjustments after 50, or oil changes after 15 or so. Besides wheels, tires, chains, and an occasional bath, the Varg’s maintenance consists of software updates, via the Android smartphone. Fun fact: The Varg is completely waterproof.

That Android phone? It’s included with purchase, and while a free version of the Stark Varg app will be available, the premium subscription plan will cost you, price TBD as of press time. With it, you get 24/7 internet connectivity, personalized ride modes, lap timing, and display navigation. On paper, there are more than 100 configurations allowing you to adjust the power curve, engine-braking, traction control, and virtual flywheel effect for terrain and conditions. SaaS (Software as a Service) is an annoying but common revenue model these days. Buyers get a one-month free trial to decide.

The Standard package Stark Varg clocks in at $12,900 MSRP with a $100 reservation fee. The Alpha package with 80 hp comes in at $13,900 MSRP. That’s a pretty OK price point, in line with other premium 450cc offerings. Many test riders were surprised by the not-crazy MSRP. Time will tell if Daniel’s and Stark Future’s sustained charm offensive produces buyers, but it made converts of nearly every rider. What you see is what you get.

Matt sums it up best. “It feels like the future just arrived.”

Rider Matt Joy puts power down at Fox Valley MX trail, Ottawa, Illinois. (Jim Lüning/)
Where the ponies go. Charging port for the Stark Varg. (Jim Lüning/)2024 Stark Varg Technical Specifications and Price

| PRICE | $12,900 MSRP (Standard package) / $13,900 MSRP (Alpha package) | | --- | --- | | MOTOR | Carbon fiber-sleeved electric motor, 360V (nominal) | | BATTERY CAPACITY | 6.5kWh in magnesium case | | CLAIMED CHARGE TIME | 151 min. @ 120V, 82 min. @ 220V | | TRANSMISSION/FINAL DRIVE | Chain | | CLAIMED HORSEPOWER | 60 hp (Standard package) / 80 hp (Alpha package) | | CLAIMED TORQUE | 275 Nm (countershaft), 938 Nm (rear wheel) | | FRAME | Tubular chromoly steel w/ aluminum subframe | | FRONT SUSPENSION | KYB/Technical Touch dual forks w/ AOS damping, niCr-coated inner tubes, compression and rebound damping adjustable; 12.2 in. travel | | REAR SUSPENSION | KYB/Technical Touch monoshock w/ AOS damping, 16mm niCr-coated rod, compression and rebound damping adjustable; 12.2 in. travel | | FRONT BRAKE | 2-piston Brembo caliper, Galfer 260mm disc | | REAR BRAKE | 1-piston Brembo caliper, Galfer 220mm disc | | WHEELS, FRONT/REAR | 7050-T6 aluminum aero-grade rims, 6082-T6 hubs; 21 in./19 in. | | TIRES, FRONT/REAR | Pirelli Scorpion MX32; 80/100-21 / 110/90-19 | | RAKE/TRAIL | 26.5°/NA | | WHEELBASE | 58.5 in. | | SEAT HEIGHT | 37.3 in. | | CLAIMED RANGE/RUNNING TIME | Up to 6 hr. | | CLAIMED WEIGHT | 260 lb. | | WARRANTY | N/A | | AVAILABLE | Delivery estimated for May 2024 | | CONTACT | starkfuture.com |

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Suzuki’s 2024 GSX-8R middleweight sportbike is an all-new entry to the company’s US model lineup. It’s placed next to Suzuki’s 2024 GSX-R line of sportbikes. While those motorcycles are built for competition and racing, this motorcycle is built for the everyday man or woman who wants just a fun, easy riding sportbike.

Of course you can race this. Of course you can do trackdays, but this is not a GSX-R

sportbike. I know that’s kind of confusing, but that is the deal. This bike is powered by Suzuki’s 776cc parallel-twin engine. This is an all-new engine from Suzuki and stands apart from the competition with its twin counterbalancers—so it’s silky smooth, but still has a really authentic V-twin-like feel.

This engine is good for right around 75 hp (and upward of 50 lb.-ft. torque) at the business end of that rear tire. We have an inverted fork up front with four-piston Monoblock Nissin brakes, and we have a linkage-equipped rear shock with no suspension damping adjustment.

What do you think of this thing? This thing is certainly a looker. I love that stacked

headlight, and I love this new 5-inch color TFT dash. This motorcycle retails right at

$9,439, comes with a one-year warranty, and is built in Suzuki’s Hamamatsu, Japan, factory.

We’ll see you in the next episode.

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Jay Wright (37W) and Byron Bartley (74) go head-to-head in turn 1 on their Harley-Davidson brakeless flatheads in the Sons of Speed vintage races at New Smyrna Speedway, Florida. (Michael Lichter/)Last time photographer Michael Lichter checked in with Motorcyclist, he was covering Sturgis. But Daytona is a different beast, and this year he decided to do it a little differently. He’s been going to Bike Week in Daytona Beach, Florida, since 1982. But this year, it was less about covering everything and more about enjoying everything. Michael explains.

“I had a different slant on Bike Week this year. Daytona has changed over the 40-plus years I’ve been attending so it was time to experience it and report on it in a new way. Certainly, the party on Main Street isn’t what it used to be, and so, up the road, Ormond Beach picked up the slack. Then the vendors on Beach Street were kicked out and moved over to the track. My response was to dodge Main Street until the very last day, never went shopping, and didn’t get to any of the races at the speedway.

“Instead of trying to cover everything, I did what everyone else does—put one foot in front of the other and see what happens. A full day at the brakeless Sons of Speed banked-track antique racing was the best place to start and learn what everyone would be up to and where they’d be heading. Bike shows were high on the list, with Hairball’s opening night at the Broken Spoke, Warren Lane’s True Grit, Willie’s Chopper Time, Shovelhead night at The Other Place, Detroit’s D.A.M. show at Black Bike Week, and lots more. Some of the most fun was had at the garage meet-ups where people put heads and hands together to keep bikes running, and at house parties that happened everywhere. Anyone can go with an open mind and no big plans and have the best time of all.”

Enjoy the photos.

Ebay Jake celebrates his win with a side-saddle victory lap around the New Smyrna Speedway on his brakeless Harley-Davidson Flathead after the Sons of Speed vintage races. (Michael Lichter/)
Lord love a turbo. Shadd Reed on his flathead racer fitted with a turbo and set up more like a chopper after racing in the Sons of Speed vintage races at New Smyrna Speedway. (Michael Lichter/)
Shop nights rule. The scene at JoJo (of Giuseppe’s Steel City Pizza) Mialki’s house during Daytona Bike Week. (Michael Lichter/)
Hairball, the ’80s tribute hair band, rocked the stage to a packed audience at the Broken Saloon during Daytona Bike Week. (Michael Lichter/)
Even Floridians need a campfire sometimes. Chill atmosphere around the campfire at the Broken Spoke Saloon during Daytona Bike Week. (Michael Lichter/)
That coffin tank, though. Bill Stevens on his 1939 Ironhead Sportster chopper after winning an award in Cycle Source magazine’s ride-in show at the Broken Spoke Saloon during Daytona Bike Week. (Michael Lichter/)
Adventure is nothing without a story. The weekly Shovelhead Coalition bike night at The Other Place brings out the storytelling. (Michael Lichter/)
Spectator, meet spectacle. Willie’s Tropical Tattoo’s annual Chopper Time ride-in bike show in Ormond Beach. (Michael Lichter/)
Without rock, nothing would roll. Scene outside the Iron Horse Saloon. (Michael Lichter/)
Some work so that others may party. Mechanic Kaleb Fletcher working on a clutch at the Cycle Solutions activation at Daytona Harley-Davidson. (Michael Lichter/)
Main Street packed with bikes and closed to cars. Because, Bike Week. (Michael Lichter/)
Some dogs have all the luck. Making a fashion statement while riding down Daytona Beach’s Main Street. (Michael Lichter/)
Plus 20 cool points for the Prince shirt. Riders on Daytona Beach’s Main Street. (Michael Lichter/)
Memories are made of this. Black Bike Week revelers gather in style on Dr. Mary McLeod Bethune Boulevard. (Michael Lichter/)

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Jay Wright (37W) and Byron Bartley (74) go head-to-head in turn 1 on their Harley-Davidson brakeless flatheads in the Sons of Speed vintage races at New Smyrna Speedway, Florida. (Michael Lichter/)
Ebay Jake celebrates his win with a side-saddle victory lap around the New Smyrna Speedway on his brakeless Harley-Davidson Flathead after the Sons of Speed vintage races. (Michael Lichter/)
Lord love a turbo. Shadd Reed on his flathead racer fitted with a turbo and set up more like a chopper after racing in the Sons of Speed vintage races at New Smyrna Speedway. (Michael Lichter/)
Shop nights rule. The scene at JoJo (of Giuseppe’s Steel City Pizza) Mialki’s house during Daytona Bike Week. (Michael Lichter/)
Hairball, the ’80s tribute hair band, rocked the stage to a packed audience at the Broken Saloon during Daytona Bike Week. (Michael Lichter/)
Even Floridians need a campfire sometimes. Chill atmosphere around the campfire at the Broken Spoke Saloon during Daytona Bike Week. (Michael Lichter/)
That coffin tank, though. Bill Stevens on his 1939 Ironhead Sportster chopper after winning an award in Cycle Source magazine’s ride-in show at the Broken Spoke Saloon during Daytona Bike Week. (Michael Lichter/)
Adventure is nothing without a story. The weekly Shovelhead Coalition bike night at The Other Place brings out the storytelling. (Michael Lichter/)
Spectator, meet spectacle. Willie’s Tropical Tattoo’s annual Chopper Time ride-in bike show in Ormond Beach. (Michael Lichter/)
Without rock, nothing would roll. Scene outside the Iron Horse Saloon. (Michael Lichter/)
Some work so that others may party. Mechanic Kaleb Fletcher working on a clutch at the Cycle Solutions activation at Daytona Harley-Davidson. (Michael Lichter/)
Main Street packed with bikes and closed to cars. Because, Bike Week. (Michael Lichter/)
Some dogs have all the luck. Making a fashion statement while riding down Daytona Beach’s Main Street. (Michael Lichter/)
Plus 20 cool points for the Prince shirt. Riders on Daytona Beach’s Main Street. (Michael Lichter/)
Memories are made of this. Black Bike Week revelers gather in style on Dr. Mary McLeod Bethune Boulevard. (Michael Lichter/)

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The World’s Most Famous Beach, apparently—especially over the course of 10 days in March. (Andrew Cherney/)The 83rd annual Daytona Bike Week unrolled in its usual flashy style as upward of 500,000 bikers hit the sandy streets of Daytona Beach, Florida, last week. We won’t know the true numbers until later this month, but the locals we spoke with said traffic was up from last year, which had a projected tally of 400,000 riders. The bottom line is that we saw the streets of this beach town absolutely jammed with bikes of every stripe, from slammed cruisers and trikes to tricked-out supersports. The 10-day street party is usually called out for its eye-popping customs, bikini-wearing babes, and endless tattoos, but let’s not forget what started it all: the racing. And this year’s Daytona had plenty of action to offer on the banked International Speedway, with SuperHooligan contests, the King of the Baggers opening rounds, and of course the highlight of the week, the Daytona 200. The 82nd running of the famed 200-miler featured a totally stacked field with no shortage of high drama and near photo finishes.

Here’s a peek at Volusia County’s monster two-wheel extravaganza, sprawling from Main Street in the heart of Daytona to the high banks of Daytona International Speedway to the smaller beach burgs both north and south.

Related: American Flat Track Racing 2017 Season Preview

This year’s Daytona 200 was a classic, with Josh Herrin capturing the win after 57 laps and two pit stops. This year’s running saw five motorcycle manufacturers and three tire brands featured; it’s one of the few roadraces that doesn’t require the use of just one tire manufacturer. (Ducati/Brian J. Nelson/)A historical side note: January 24, 1937, was the inaugural running of the Daytona 200. That first race was run on a 3.2-mile beach and road course situated just south of Daytona Beach. Ed Kretz of California was the first winner, riding an Indian motorcycle and averaging 73.34 mph.

By comparison, Josh Herrin and company ran their supersport bikes at speeds in excess of 150 miles an hour over the course of 200 miles at the banked oval of Daytona International Speedway.

Related: The 2017 Vintage Japanese Motorcycle Club Show at Daytona Bike Week

Herrin rode his Ducati Panigale V2 again at Daytona this year. The Warhorse HSBK Racing rider won the 200 last year as well as back in 2010, making him the sixth three-time winner of the Daytona 200, joining the likes of Kenny Roberts and Mat Mladin in that rarified group. (Ducati/)
Team Saddlemen rider Cory West rode a race-prepped Harley-Davidson Pan America 1250 Special to victory and topped an all-Harley podium in the second race of the SuperHooligan series at Daytona. (Harley-Davidson/)
The action on Daytona’s Main Street was a little bit slower in the velocity department, but every bit as loud. (Andrew Cherney/)
Customs, one-offs, and insane theme bikes were out in force on Main Street. This big-wheel rat bike bagger drew crowds all day long. (Andrew Cherney/)
Not entirely sure what the theme of the “Octocycle” chopper is, but we admire the commitment to the idea. (Andrew Cherney/)
From the speedway to the beach and on everything from sportbikes to dressers to choppers, it was clear there were more women riders than ever at this year’s event. (Andrew Cherney/)
Underneath that aluminum body we’re told there’s a 1955 BMW R69/75 electric-start streamliner fabricated by panel-beater Kyle Yocum of Yocum’s Signature Hot Rods. (Andrew Cherney/)
Daytona’s always chock-full of the latest hardware, and BMW was just one of many manufacturers displaying new models and accessories as well as offering demo rides. (BMW/)
Buell Motorcycle was out here as well with a running version of its new Super Cruiser, which is not expected to hit production until next year. The company also had its Hammerhead 1190 and 1190SX models on display. (Andrew Cherney/)
There was no shortage of back-alley vendors at Daytona trying to offload questionable merch. It’s doubtful these lids are DOT certified, but hey, you can get some CBD with one. (Andrew Cherney/)
Japanese sportbikes, American V-twins, Canadian trikes—you saw them all cruising down Main Street. (Andrew Cherney/)
A clean, nicely tricked-out and painted Suzuki GSXR making the scene on Main Street. (Andrew Cherney/)
Gold accents and a unique two-tone paint scheme mark this tight Honda Fireblade. (Andrew Cherney/)
The cops were out in force at Daytona to clamp down on troublemakers—of both the biker variety as well as unruly spring breakers. (Andrew Cherney/)
Just north of Daytona is the Birthplace of Speed pocket park, a fascinating site with memorials to the history that was made on this stretch of sand over a century ago. (Andrew Cherney/)
One of those history makers was Glenn Hammond Curtiss, who set a land-speed record in 1907 on a V-8-powered motorcycle. (Current-day luxury motorcycle brand Curtiss Motorcycle Co. is allegedly named in his honor, though it makes electric bikes.) (Andrew Cherney/)
Sure, you can ride your machine on it, but let’s not forget that Daytona is also a pretty nice stretch of beach to lounge on. (Andrew Cherney/)

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Kawasaki keeps its KLR650 alive and well for 2024, offering its venerable dual sport motorcycle in a variety of trims. There will be non-ABS and ABS standard versions, which will be priced at $6,899 and $7,199, respectively. For shorter riders, the lowered-suspension S versions will also be available in non-ABS and ABS editions at the same prices as the standards. Kawasaki will also continue its KLR650 Adventure ABS with an $8,199 MSRP.

The 2024 Kawasaki KLR650 Adventure ABS will start at $8,199. (Kawasaki/)There aren’t any major changes to the platform, but considering the amount of attention the KLR has received in recent years, that comes as no surprise. In 2022, Kawasaki delivered news of a major update in which the KLR lost its carburetor in favor of fuel injection, and gained updated engine and transmission components and a new chassis among other revisions.

Following the news of the freshened base, Kawasaki also revealed its S model for shorter riders, and the Adventure model for those who wanted some additional adventure-touring amenities like fog lights, hard cases, crashbars, and a tank pad.

The base KLR650 will remain at $6,899 in 2024 in non-ABS trim. (Kawasaki/)The essentials will be familiar to many, considering the KLR’s long run on the market, from the bike’s 652cc single to its five-speed transmission, 21-inch front and 17-inch rear wheel configuration, and its generous 6.1-gallon fuel tank.

The standard KLR650 and KLR650 ABS and will come in either a Firecracker Red and Metallic Carbon Gray or a Pearl Crystal White and Metallic Carbon Gray color scheme. The S versions will be available in the same colors as well. The Adventure ABS will be available in either Pearl Matte Sage Green or Metallic Matte Twilight Blue.

Kawasaki will continue to offer its S version of the KLR650 for riders with shorter inseams. (Kawasaki/)
The 2024 KLR650 remains a do-it-all dual sport. (Kawasaki/)
2024 Kawasaki KLR650 Adventure ABS in Metallic Matte Twilight Blue. (Kawasaki/)
2024 Kawasaki KLR650 S in Firecracker Red and Metallic Carbon Gray. (Kawasaki/)
2024 Kawasaki KLR650 S in Pearl Crystal White and Metallic Carbon Gray. (Kawasaki/)2024 Kawasaki KLR650 Dual Sport Technical Specifications and Price

| Price: | $6,899–$8,199 | | --- | --- | | Engine: | 652cc, DOHC, liquid-cooled single; 4-valve | | Bore x Stroke: | 100.0 x 83.0mm | | Compression Ratio: | 9.8:1 | | Fuel Delivery: | DFI w/ 40mm throttle body | | Clutch: | Wet, multiplate | | Transmission/Final Drive: | 5-speed/chain | | Frame: | Semi-double cradle tubular steel | | Front Suspension: | 41mm fork; 7.9 in. travel | | Rear Suspension: | Uni-Trak shock, rebound damping and spring preload adjustable; 8.0 in. travel | | Front Brake: | 2-piston caliper, 300mm disc (ABS optional) | | Rear Brake: | 1-piston caliper, 240mm disc (ABS optional) | | Wheels, Front/Rear: | Spoked rims; 21 in. / 17 in. | | Tires, Front/Rear: | 90/90-21 / 130/80-17 | | Rake/Trail: | 30.0°/4.8 in. | | Wheelbase: | 60.6 in. | | Seat Height: | 34.3 in. | | Fuel Capacity: | 6.1 gal. | | Claimed Curb Weight: | 456 lb. | | Available: | Now | | Contact: | kawasaki.com |

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The 2024 Harley-Davidson Street Glide. (Harley-Davidson/)Ups

Major model update includes a more powerful engine, lighter weight, and a ton more technology.
IMU-managed rider aids.
New batwing fairing doesn’t depart too far from the original icon.

Downs

New batwing fairing is still, well, a departure.
$4,000 more expensive than last year’s model.
Lighter, yes, but a heavy motorcycle nonetheless.

Verdict

The 2024 Harley-Davidson Street Glide features advanced rider aids, touring comfort, a sound system that’s probably better than what’s in your car, and an updated engine. This is the Street Glide moving into the future of Grand American Touring.

Overview

In 1969, Neil Armstrong and Buzz Aldrin walked on the moon and Woodstock defined a generation and a cultural movement. And of considerably less consequence to the wider world, but massively important to the motorcycle world, Harley-Davidson introduced the batwing fairing.

To this day, the Harley-Davidson Street Glide’s batwing fairing presents to oncoming traffic one of the most recognizable visages in motorcycling. While it debuted merely as an accessory for the 1969 FLH Electra Glide, it’s long since become an emblem of American touring—an accessory, if it can be called that, to Harley-Davidson’s legacy of style. If one’s imagination is fired by the picture of a solitary rider beneath a big sky moving at speed through the dusty expanse of the American West, there’s a good chance the motorcycle that’s the protagonist of the scene has a batwing fairing like that of the H-D Street Glide.

For all the romance conjured by a motorcycle like the Street Glide, it’s nothing unless the reality lives up to the dream. For 2024, Harley-Davidson redesigned the Street Glide—batwing fairing and all—to keep the dream headed toward the horizon. In one of the most sweeping model updates in memory, Harley updated the styling, bolted in a more powerful Milwaukee-Eight 117 engine, included a 12.3-inch TFT touchscreen display with a new infotainment setup and sound system, revised the suspension, and gave it a full suite of electronic rider aids.

The original batwing may be 55 years behind us, but Harley’s updates stay true to its legacy while giving it a new lease on life. On the road, the Street Glide is more poised than ever, with performance and technology absolutely unfathomable in 1969. Suddenly, ‘69, a landmark year in so many ways, is really starting to feel like an epoch ago.

Updates for 2024

The Street Glide has reworked from batwing to taillights. Revamped styling is highlighted by the LED lighting. An omega-shaped running light and integrated LED “eagle wings” replace the bullet turn signals of the outgoing model. The redesign is more than just for looks, as aerodynamic improvements are intended to improve rider and passenger comfort.

The Street Glide uses an updated Milwaukee-Eight 117 engine that’s different from the 117ci unit that powers other models like the Breakout 117 and Low Rider S/ST. Compared to the outgoing model’s 107ci engine, this M-8 117 produces 22 percent more horsepower and 19 percent more peak torque. Couple that with an 18-pound total weight reduction compared to its predecessor, and it’s clear performance gains were a big priority. H-D also updated suspension, utilizing longer-travel rear shocks for improved comfort and handling. More big changes include the new suite of electronic rider aids with ride-by-wire throttle control and selectable ride modes. The audio system has been upgraded with a new four-channel 200-watt amplifier and 5.25-inch Rockford Fosgate speakers.

Pricing and Variants

The 2024 Street Glide starts at $25,999.

The CVO Street Glide (starting at $44,499), which debuted in 2023, is distinguished by its Milwaukee-Eight VVT 121 engine, a Rockford Fosgate Stage II four-speaker audio system powered by a 500-watt amplifier, a unique suspension setup, and a raft of styling changes.

Competition

The Street Glide’s biggest competition is arguably itself—in the used market. That and the new Road Glide. The 2024 Road Glide receives the same major updates as the Street Glide—engine, tech, etc. The Road Glide’s styling, frame-mounted fairing, and different ergos give it its own identity, but it is functionally very similar.

There’s also some heavy competition from outside the family. The Indian Chieftain (starting from $23,999) is first to mind. The standard model has a 111ci engine which Indian claims produces 119 lb.-ft. of torque, ride modes, a power windscreen, and some useful tech. But to compare more favorably with the updated Glide requires upgrading to higher-spec Limited ($28,999) or Dark Horse ($29,999) models. Those models have larger 116ci engines producing a claimed 126 lb.-ft. of torque, Apple CarPlay integration, IMU-managed lean-angle-sensitive ride modes, and a host of additional convenience features.

For a German take on an American classic, check out BMW’s R 18 B (starting at $19,945). The R 18 B uses a boxer engine displacing 1,802cc and producing a claimed 91 hp and 116 lb.-ft. of torque. The R 18 B has adaptive cruise control, which is unique to the category, but lacks some of the high-spec rider aids of the competition. Still, a Marshall-branded audio system, a 10.25-inch TFT dash, and a big rumbly engine hit some big-time bagger notes. Plus, even when it’s spec’d with the Premium Package, the R 18 costs a couple grand less than the Street Glide (closer to the base price of the Chieftain).

Despite some stiff competition, the Street Glide packs some serious bang for the buck. To get a similarly equipped Indian requires going up the food chain, and the BMW isn’t available with some of the same equipment (namely IMU-managed rider aids). Plus, there’s a pretty big segment of the market that wants their bagger to have a bar and shield on the tank.

The Street Glide uses a version of the Milwaukee-Eight 117 that produces a claimed 105 hp at 4,600 rpm and 130 lb.-ft. of torque at 3,250 rpm. (Harley-Davidson/)Powertrain: Engine, Transmission, and Performance

The Street Glide uses a version of the Milwaukee-Eight 117, displacing 117ci (1,923cc) with 103.5 x 114.3mm bore and stroke dimensions and a 10.3:1 compression ratio. Harley says it produces 105 hp at 4,600 rpm and 130 lb.-ft. of torque at 3,250 rpm. A 50 percent larger airbox (4.0 liters), compared to the 107 and 114 engines, is mated to a redesigned intake tract with a new aluminum intake manifold that offers a smoother and more direct path into the larger 58mm throttle body (up from 55mm). Changes to the cylinder head include reshaped combustion chambers, oval intake ports with low-profile intake-valve seats for increased velocity, while a bump in compression from 10.2 to 10.3:1 enhances low-rpm torque and improves fuel economy.

To improve heat dissipation, this Milwaukee-Eight 117 uses liquid-cooled cylinder heads (sourced from last year’s CVO Street Glide and CVO Road Glide models) in conjunction with a low-mount radiator that targets exhaust-valve cooling, circulating coolant first to the less-exposed rear cylinder head and then to the front cylinder.

In his first ride review, Editor-at-Large Blake Conner says, “The counterbalanced Milwaukee-Eight is a soulful partner, providing enough character to remind you that it’s a giant 45-degree V-twin, while also being smooth at cruise, allowing you to relax over long-distance rides.”

Ample torque at the bottom of the rev range makes it easy to launch off the line and keeps things fun between stoplights. The 117′s midrange torque is broad and robust, pulling the bike’s ample weight out of corners nicely. The six-speed transmission shifts with a solid and firm feel at the foot lever. Performance from the slipper/assist clutch is consistent and predictable.

The Street Glide’s frame is maybe the most significant carryover from the previous generations. (Harley-Davidson/)Chassis and Handling

The Street Glide uses a steel tube frame with a two-piece backbone and bolt-on rear subframe. Harley claims the Street Glide weighs 811 pounds ready to ride—some 18 pounds lighter than last year’s model, according to Harley. While the frame is essentially unchanged, new rear suspension has 50 percent more travel: 3.0 inches, up from 2.1 inches of rear-wheel stroke. Showa emulsion-technology shocks are adjustable for preload, and a conventional 49mm Dual Bending Valve fork up front has been retuned to work in unison with the rear shocks.

While, it’d be nice to see electronically adjustable suspension on a bike at this price point, the suspension provides a comfortable ride that readily eats up road imperfections. When a set of fast sweepers arrives and the rider unleashes nearly 2,000cc of Milwaukee iron, the suspension is firm and controlled. Intuitive handling and turn-in response are impressive considering the weight. Midcorner, the bike remains planted and stable. As ever, cornering clearance is the limiting factor, though H-D’s touring models actually have more cornering clearance than other bikes in the segment.

The new-look batwing fairing features integrated running lights and turn signals. (Harley-Davidson/)Brakes

The Street Glide uses a pair of four-piston brake calipers and large 320mm rotors up front, and a single-piston rear caliper mated to a 300mm disc in the rear. Performance from the brakes is good, with progressive bite from the front units providing confident stopping power. Linked brakes manage front-to-rear application and ABS as needed.

Fuel Economy and Real-World MPG

We have not had a long-term unit to test for fuel economy at this time. Harley-Davidson claims the Street Glide delivers 44 mpg.

LED taillights are sandwiched between the rear fender and saddlebags. Nearly 69 liters of luggage capacity gives the Street Glide some real utility. (Harley-Davidson/)Ergonomics: Comfort and Utility

Harley-Davidson’s updates prioritized rider and passenger comfort; reworked cooling strategies improve thermal comfort, and aerodynamic changes to the windshield and fairing reduce rider fatigue. Air vanes in the fairing allow riders to adjust airflow to suit conditions.

The Street Glide has a 28.1-inch seat-height. Harley reshaped the saddle to rotate the rider’s hips to a more neutral position and take pressure off the spine. Our tester noted that the seat was “amazingly comfortable,” providing great back support and ample cushioning for long stints on the road.

Feet-forward comfort, a cushy perch, and smooth airflow over the helmet mean riders can blast through the contents of the Glide’s 6-gallon tank in one go. To help riders go the distance, they can blare their tunes over a new audio system that features a four-channel 200-watt amplifier and 5.25-inch Rockford Fosgate speakers.

The Street Glide’s saddlebags have 2.42 cubic feet (68.5 liters) of capacity, which is pretty ample if you don’t plan on loading them with, say, T-shirts from every Harley dealership you’ve ever visited.

The large TFT dash dominates the cockpit and replaces the old array of analog gauges. With Bluetooth capability and Apple CarPlay support, the Street Glide takes full advantage of the smartphone in your pocket—or stowed in the USB-C equipped drawer beneath the dash. (Harley-Davidson/)Electronics

The Street Glide has a ride-by-wire throttle and a six-axis IMU that manages traction control and ABS. It also has Cornering Electronically Linked Brakes (C-ELB), a system that modulates brake pressure in the rear when only the front brake is applied, or vice versa. C-ABS, CTCS (traction control), and Cornering Drag Torque Slip Control (engine-braking control) are all tied to the six-axis IMU. On top of that it has Tire Pressure Monitoring and Vehicle Hold Control, which is especially handy for looking like a boss when taking off from steep hills, especially when the bike is fully loaded.

Four preset ride modes—Rain, Road, Sport, and Custom—allow riders to tailor throttle maps and rider aids to their liking: Road mode has a mellower throttle response, decreased midrange power, and a high level of traction control and ABS intervention; Sport mode puts full power on tap with a direct throttle response, minimal TC, and engine-braking dialed up; Rain mode offers the mellowest throttle response with reduced power output, more intrusive TC and ABS settings, and less engine-braking; Custom mode allows riders to set each parameter.

The Street Glide has a new Skyline OS infotainment system and a 12.3-inch full-color TFT display. The screen uses an anti-glare coating, and can be controlled via touchscreen or bar-mounted buttons. For $349.95, Harley offers an optional navigation package. Riders can also opt to use a third-party app. The system supports Apple CarPlay (but not Android Auto), but Apple requires voice control/helmet audio for the system to work, so you’ll need helmet comms. Wi-Fi and Bluetooth are supported and there’s a USB-C connection for music and calls for both Apple and Android devices.

Editor-at-Large Conner says: “Our experience with the system was almost completely positive with just a few quirks. Navigating the menus either via the left and right buttons is logical with well-laid-out menus to find everything from bike settings, tripmeters, modes, and audio control. Better yet is the ability to do most of this with gloved hands on the touchscreen. Most of the bike’s options can be accessed in motion, with just a few requiring the bike being stationary. Out on the open highway with the cruise control set, you can poke around and change your music playlist, or easily make other changes with very little distraction from the road.”

Warranty and Maintenance Coverage

The Street Glide has a two-year, unlimited-mileage warranty.

Quality

Harley-Davidson’s fit and finish is top-notch and dealer support is exceptional. The Street Glide can be spec’d in multiple colors and with either chrome or black trim to get the right look. Loaded with tech and features, the new Street Glide has a ton to offer.

2024 Harley-Davidson Street Glide

| MSRP: | Starting at $25,999 | | --- | --- | | Engine: | Liquid-cooled, 45-degree V-twin; 4 valves/cyl. | | Displacement: | 1,917cc | | Bore x Stroke: | 103.5 x 114.3mm | | Compression Ratio: | 10.3:1 | | Transmission/Final Drive: | 6-speed/belt | | Claimed Horsepower: | 105 hp @ 4,600 rpm | | Claimed Torque: | 130 lb.-ft. @ 3,250 rpm | | Fuel System: | Electronic Sequential Port Fuel Injection, ride-by-wire | | Clutch: | Wet, multiplate slipper/assist | | Frame: | Steel tube w/ two-piece backbone and bolt-on rear subframe | | Front Suspension: | 49mm dual bending valve; 4.6 in. travel | | Rear Suspension: | Premium Low Hand-Adjustable, spring preload adjustable; 3.0 in. travel | | Front Brake: | 4-piston fixed calipers, floating 320mm discs w/ ABS | | Rear Brake: | 4-piston fixed caliper, 300mm disc w/ ABS | | Wheels, Front/Rear: | Cast aluminum; 19 x 3.5 in. / 18 x 5 in. | | Tires, Front/Rear: | Dunlop H-D Series bias blackwall; 130/60B-19 / 180/55B-18 | | Rake/Trail: | 26.0°/6.7 in. | | Wheelbase: | 64.0 in. | | Ground Clearance: | 5.5 in. | | Seat Height: | 28.1 in. | | Fuel Capacity: | 6.0 gal. | | Claimed Wet Weight: | 811 lb. | | Contact: | harley-davidson.com |

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We go for a ride in and out of town on Royal Enfield’s Scram 411.

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Commuter bikes are the workhorses of the moto world; they have to be reliable, efficient, comfortable, and easy to handle. Our five picks check all the boxes.

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New for the 2024 model year is Yamaha’s Tracer 9 GT+. This is a middleweight-plus size sport-touring bike from the Tuning Fork brand. The 2024 Tracer 9 GT+ benefits from a few nice upgrades that many motorcyclists have asked for.

Editor’s note: We reported on the technical improvements of this vehicle, during the 2023 Yamaha Tracer 9 GT+ First Look Preview. Also read and watch our 2022 Yamaha Tracer 9 GT Review and 2022 Yamaha Tracer 9 GT Long-Term Review editorial for more information on the previous version.

We go for a ride aboard Yamaha’s new and improved 2024 Tracer 9 GT+ from its official US press introduction in Boise, Idaho. (Joseph Agustin/)Beginning with the fresh 7-inch color TFT dash, it’s bright, crisp, and easy to read in direct sunlight. It’s complemented by improved backlit switch gear. A joystick-like control device replaces the scroll wheel and affords greater tactile function. Menu navigation is equally slick and it’s simple to dial in settings including power mode selection, traction control, slide control, wheelie control (Yamaha calls it lift control). One gripe: Why can’t the display be touchscreen compatible?

2024 Yamaha Tracer 9 GT+ benefits from a host of improvements including a new color TFT display, larger brake rotor, and radar-powered cruise control. (Joseph Agustin/)The vehicle can easily be paired to an iOS-powered smartphone via Bluetooth for phone and headset function for rider and passenger. Expanded functionality is offered by using Yamaha’s MyRide Link proprietary smartphone app. Onscreen turn-by-turn navigation is also offered but you have to download both the Yamaha app and a Garmin Motorize app to do so (subscription required).

Positioned in the nose of the Tracer 9 GT+ is radar hardware, which measures distance between it and the vehicle(s) ahead. (Joseph Agustin/)The electronic cruise control has been updated and now includes radar-powered adaptive cruise control function. Similar to the technology used in modern automobiles, it relies on radar hardware in the bike’s nose to gauge distance from vehicles ahead. It’s a really handy feature and makes cruising down the highway more carefree. There’s a convenient and easy way to use the adjustment button (four increments of range adjustment) on the switch gear so riders can tweak the range/following distance. Good job, Yamaha.

The radar hardware also supports a radar-assisted linked braking. It functions by amplifying brake pressure input if the electronics detect increased deceleration (via radar) from the vehicle ahead.

We value the packaging of the 503-pound Tracer 9 GT+. It isn’t too large, nor too small and is sized nicely for medium-duty tours. (Joseph Agustin/)As always, the Tracer 9 continues to include linked brakes so if you operate the front brake lever it automatically adds a little bit of brake power to the back brake and vice versa. Yamaha also fitted a larger rear brake disc (22mm larger in diameter). We never complained about the stopping power on this 503-pound bike, but we’re always a fan of powerful brakes, so a bigger rotor is another plus. A few other little tweaks include a new seat cover for the rider and passenger and this fresh colorway which looks really tasty.

The 2024 Yamaha Tracer 9 GT+ sports upright and more relaxed ergonomics which let miles melt away with ease. (Joseph Agustin/)As always, the 890cc CP3 inline-three engine that debuted for the 2021 model year bikes (read and watch the 2021 Yamaha MT-09 MC Commute Review and the Yamaha Builds A Better Triumph - 2021 MT-09 Review), we love this engine; it sounds nearly identical to the sweet-sounding Triumph, plus it is smoother, and has little vibration—and the vibration is where you want it. It’s a really nice powertrain pumping out 104 hp and upward of 62 lb.-ft. torque at the 180-series Bridgestone Battlax T32. During our ride we registered 42 mpg during a generally moderate pace.

Both rider and passenger seats include new seat covers. The rider seat offers two levels of height adjustment to better accommodate both shorter and taller operators. (Joseph Agustin/)The sluggish-feeling quickshifter on this bike’s predecessor was never one of our favorites. And we’re glad to report this third-generation quickshifter is more refined. It allows users to upshift/downshift during throttle application. It’s just more seamless and generally faster in operation. It feels racier in a good way, so another good nod to Yamaha.

The rear disc brake grows in size from 245 to 267mm. Fixed, always-on ABS and linked braking boost stability during brake application. (Joseph Agustin/)Overall there’s a lot to like about this ‘24 Tracer 9 GT+. If you are an existing 2021 and newer Tracer 9 GT owner, we don’t think the fresh dash and the radar-powered adaptive cruise control is significant enough for you to plunk down $16,500 for a new model, but if you’re someone who desires a feature-rich sport-touring bike that’s comfortable, has good character, has a lot of bells and whistles, isn’t too large, isn’t too small, and is relatively versatile inside the class, then this is the bike for you.

Lean-angle-sensitive cornering head beams return on the 2024 Yamaha Tracer 9 GT+, however the function isn’t the best compared to other bikes equipped with this technology. (Joseph Agustin/)
The 2024 Yamaha Tracer 9 GT+ can swallow nearly 8 gallons of cargo (and a full-face helmet) inside each hard case bag. The luggage is lockable and easy to remove. (Joseph Agustin/)
A bright and crisp 7-inch color TFT replaces the odd dual MT-09-sourced displays. (Joseph Agustin/)
Finally, Yamaha improves its switch gear with these nice backlit components. (Joseph Agustin/)
Yamaha’s 2024 Tracer 9 GT+ is a capable and versatile middleweight-plus sport-touring rig, but it ain’t cheap at $16,499. (Joseph Agustin/)Gear Box

Helmet: Shoei RF-SR

Jacket: Rev’It Defender 3 GTX

Pant: Rev’It Defender 3 GTX

Gloves: Rev’It Sand 3

Boots: TCX Rush 2 Air

2024 Yamaha Tracer 9 GT+ Technical Specifications and Price

| Price: | $16,499 | | --- | --- | | Engine: | 890cc, DOHC, liquid-cooled, inline-three; 4 valves/cyl. | | Bore x Stroke: | 78.0 x 62.1mm | | Compression Ratio: | 11.5:1 | | Fuel Delivery: | Fuel injection w/ YCC-T | | Clutch: | Wet, multiplate assist and slipper w/ Quick Shift System | | Transmission/Final Drive: | 6-speed/chain | | Frame: | Die-cast aluminum Deltabox | | Front Suspension: | 41mm KYB semi-active inverted fork, spring preload, compression, and rebound damping adjustable; 5.1 in. travel | | Rear Suspension: | KYB semi-active shock, spring preload and rebound damping adjustable; 5.4 in. travel | | Front Brakes: | Nissin master cylinder, dual 298mm discs w/ ABS | | Rear Brake: | 267mm disc w/ ABS | | Wheels, Front/Rear: | Spin-forged, 10-spoke aluminum | | Tires, Front/Rear: | Bridgestone Battlax T32; 120/70-17 / 180/55-17 | | Rake/Trail: | 25.0°/4.3 in. | | Wheelbase: | 59.1 in. | | Seat Height: | 32.9–32.3 in. | | Fuel Capacity: | 5.0 gal. | | Wet Weight: | 503 lb. | | Warranty: | 1-year limited factory | | Contact: | yamahamotorsports.com |

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Suzuki’s Hayabusa remains unchanged after its major overhaul in 2022, but will celebrate 25 years of production in 2024.

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Take a look at five of the most affordable dual sport motorcycles on the market.

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Can-Am gives riders the chance to tour in style with the 2024 Spyder RT Sea-to-Sky, now complete with a larger touchscreen display.

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The 2023 Sturgis Rally brought fun, sun, and healthy anarchy to the Black Hills of South Dakota for the 83rd time. Spoiler: Good times were had.

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Honda has announced that the Monkey and Super Cub C125 will both return to the lineup in 2024.

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Reports indicate a retired Ventura police officer opened fire at Cook’s Corner in Trabuco Canyon in Southern California Wednesday evening, killing four and injuring six.

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Yamaha returns its TW200 to the lineup for 2024, leaving the approachable dual sport unchanged for another year.

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Once home to one of the most extensive collections of motorcycles and memorabilia in the country, the National Motorcycle Museum will be closing down after 34 years in the business.

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The Yamaha FJR1300ES is a long-serving sport-touring motorcycle. Although somewhat outdated, the FJR is many riders’ ideal compromise between sport and touring.

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The 2023 Honda Rebel 1100 is an alternate take on the cruiser with useful features, value, and parallel-twin unorthodoxy in a sleek, low-slung package.

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The latest ADVs tout high-end electronics, big-time tech, and high prices. But to get off the grid, these affordable ADVs will do the trick just as well.

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Touring with a companion? These motorcycles are designed with rider and passenger in mind.

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We’ve spent a lot of time on the Honda Grom since its debut almost 10 years ago and continue to love these five features of the mini machine.

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Electric bikes like the 2023 Stacyc 12eDrive help get kids to learn how to ride motorcycles faster and more easily.

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Yamaha updated its Ténéré 700 adventure bike for 2024, giving it a new color TFT screen, revised ABS with multiple modes, and fresh LED lighting.

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We swing a leg over Suzuki’s entry-level and V-twin-powered SV650 streetbike.

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We pick five bikes that will have you touring like Barbie and Ken, in class, style, and with just the right dash of nostalgia.

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Well-heeled buyers looking for top-shelf machines of the cruiser variety have lots of options. Our list hits on some of the priciest bikes out there.

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The Alpinestars Supertech R10 motorcycle helmet was developed in MotoGP and prioritizes safety, ventilation, aerodynamics, fit, and reduced weight.

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We take the 2023 Alpinestars Venture XT jacket-pant motorcycle gear on an adventure tour. How do they do?

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Honda has announced the return of the CB300R to its US lineup for 2024. The entry-level single is back unchanged, with a small price increase.

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No news is good news for the Suzuki faithful. The 2024 Suzuki GSX-R750, DR650S, DR-Z400S, and DR-Z400SM return. Spoiler: Everything is largely as it was.

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The Honda CRF-E2 electric bike caters to kids looking to experience motorcycling for their first time, as we learn in this review.

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Electric motorcycle technology continues to advance, but have these machines surpassed gasoline-powered bikes? See our verdict here.

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The new Supertech R10 helmet from Alpinestars has top-tier design elements derived from years of study in the lab and on the MotoGP track.

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Summer kicks off again at Road America with MotoAmerica, King of the Baggers, and tons of race action. And pitbikes, of course.

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Kawasaki updated its ZX-6R supersport for 2024, giving it a visual refresh up front as well as a redesigned intake, new exhaust headers, and a new TFT screen.

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The 2024 Kawasaki KLX300 and its supermoto sibling, the KLX300SM, receive new KX-inspired styling. The KLX300R off-road trail bike returns with a new color.

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Honda has refreshed the looks of the Shadow Phantom, updated the rear brake to a disc, and introduced an ABS-equipped model for 2024.

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High pipes with 19-inch front and 17-inch rear tires add to the scrambler character of the Honda SCL500. (Honda/)2024 Honda SCL500

Honda’s Rebel 500 platform is helping resurrect a classic motorcycling staple. Big Red just announced the existence of the new SCL500 “scrambler-style” motorcycle. If it looks familiar, that’s because you saw it unveiled at EICMA in Milan as the CL500. It seemed only a matter of time before it would hit American shores. True to speculation, here it is.

Press materials play up the connection to past Honda classics like the ‘60s-era CL72 and CL77, which is totally fair. And like other classic scramblers such as the CL175, CL350, and CL450, the SCL500 comes from modular design concepts whereby one platform begets multiple new motorcycle models.

That’s not a criticism. Scramblers are a smart marketing move. One-off engineering marvels seldom help a company’s bottom line. Flexible, adaptable platforms are what keeps the lights on. Besides, few riders need true off-road bikes for their scrambling needs. Upright ergonomics, a user-friendly 471cc parallel twin, and customizable paint and optional accessories will likely produce new Honda riders.

High exhausts, decent suspension travel, and nominally chunky tires are mated to Honda’s 500cc parallel twin inside its familiar steel tube frame. ABS comes standard, as does LED lighting and LCD instrumentation. But other rider aids are not included, and telescopic forks are nonadjustable. The rear monoshock does feature nine-position spring preload though. Riders get 5.3 inches of travel up front, 5.7 inches in the rear. A 3.2-gallon tank is small, though it likely won’t bother novice urban scramblers.

A new subframe was designed to complement the existing 471cc parallel-twin engine inside the steel tubular frame on Honda’s SCL500. (Honda/)
Here’s what you might look like aboard the Honda SCL500 while scrambling around in urban environments after dark. (Honda/)
Orange you glad there’s other color options? The Honda SCL500 with optional Mat Laurel Green Metallic paint. (Honda/)Available colors include Candy Orange and Mat Laurel Green Metallic. A very reasonable $6,799 MSRP aids the cause. Because personalization matters to riders, a total of 25 accessories are said to be available. Zero pictures of these accessories are included in the official Honda press release. C’mon, Honda. Enquiring scramblers want to know.

Available for purchase right now.

The 2024 Honda Shadow Aero, now with rear disc and optional ABS. Shown here in black, tan, and brown. (Honda/)2024 Honda Shadow Aero

They say no news is good news. But for the long-lived Honda Shadow Aero, any news is big news. But fret not, Shadow Aero lovers. Engine, frame, wheels, and shaft drive are unchanged. And of course, the premise of trouble-free cruiser enjoyment is the same, untroubled by the cost of Bar & Shield ownership.

The Shadow Aero cruiser now gets a rear disc brake with an ABS option. Californians take note: Only the ABS version is available to you. Otherwise, the Shadow Aero keeps doing its Shadow Aero thing. “Black” is the color scheme offered, featuring tan and brown accents. The Shadow Aero without ABS has a $7,949 MSRP, while the Shadow Aero ABS is set at $8,249 MSRP.

Available for purchase right now.

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1945-ish Boeing C-97G Stratofreighter, meet 2023 BMW 1250 RS. (Anders T. Carlson/)Really or Rather Sporty?

BMW’s RS concept has existed for more than 40 years. Beginning with Hans Muth’s legendary RS100 RS of 1976, the RS has been shorthand for boxer-powered sport touring, as opposed to the more refined RT (Reise Touring) concept. The RS certainly didn’t invent a new riding genre, but it was a groundbreaking improvement for the nascent sport-touring community. Muth’s beautiful (and effective) fairing was fixed to frame with a 980cc boxer helping push both envelope and airspace.

Editor’s note: we test rode the ‘20 version during the 2020 BMW R 1250 RS MC Commute Review article and video.

Joining the 1975 Honda Gold Wing, the RS pushed the envelope of luxurious and sporty touring. Currently, the Kawasaki Concours 14 ABS and H2 SX SE, Suzuki GSX-S1000GT+, Yamaha FJR1300ES and Tracer 9, and the KTM 1290 Super Duke GT are all valid alternatives. But arguably, they exist because of BMW’s Sport Touring concept from way back when. The RS is the OG, so to speak.

The R 1250 RS, sandwiched between an R 50/5 and R 80/7. Note the glaring lack of similarities. (Anders T. Carlson/)
The 6.5-inch TFT, minus integrated Navigator GPS mount. (BMW/)German grammar rules aside, BMW’s site plainly states that the R 1250 RS is a “Sport Tourer,” or “Reise Sport.” Travel Touring motorcycles are in the “Tour” section, but the RS gets a spot in the “Sport” section, alongside the S 1000 RR. The only boxer among BMW’s stable of sporting 1,000cc inline-fours, the RS runs with fast company. Is it legit or just a marathoner sneaking into the sprints? Look past the fairings and you’ll see a humanely tall handlebar, sensibly placed winglets, and an adjustable windshield that make for pleasurable 400-mile days. Slimmer fairings, an extra 1.6 inches in the wheelbase, and 79 fewer pounds turn the RT into an RS.

But does it do all the “sporting” well? That’s a really dumb question. It’s obviously one of the best ways to employ triple digits in service of two-wheeled vacationing. But Motorcyclist earned the only North American test ride for the 2023 R 1250 RS. So we smartly said yes to answering a stupid question over two weeks and 700 miles of Wisconsin countryside.

The Milwaukee Art Museum and BMW R 1250 RS offering a visual clinic on visual synergy. (Anders T. Carlson/)Specs and Specifics

The oil-and-liquid-cooled 1,254cc opposed-twin motor is the spiritual heir to the beloved air-cooled /5 and /6 twins of the 1970s. “Spiritual” is shorthand for little shared DNA. But hit the starter, and you get that tractorlike wobble that defines boxer love. The counterbalance shaft means you get approximately 1,500 rpm’s worth of idling nostalgia before ShiftCam variable intake camshaft control ensures silky-smooth torque all the way up to 6,000 rpm and beyond.

The example kindly provided has the 29.9-inch low seat, which works great for riders 5 feet, 8 inches and shorter. Not so much for those of us with 5-foot-10 frames. This made for very cramped touring. It also turned various reproductive organs into load-bearing stressed members. But using imagination and creative writing, we’ll simulate a ride review with the standard 32.3-inch seat. While we’re at it, we’ll fake-review the 33.0-inch sport seat and optional tubular handlebars, which are wider and a tad higher. They’re also way easier to attach farkles to.

The view aboard the BMW R 1250 RS. (BMW/)Turn the keyless ignition on and hit the starter to awaken the claimed 136 hp, with 105 lb.-ft. of torque available at 6,250 rpm. Then decide how many of those ponies you need. The new Eco mode greatly reduces available torque and maps the throttle for maximum fuel efficiency. It also shows real-time efficiency on the TFT. If you commute in any congested US city, there’s no point in not being in Eco mode. But if you’re heading for cornfields or mountains, press the mode button until it says Dynamic and twist the throttle as needed.

First gear is tall. But you’re either touring or sport riding, so relax. If you’re stoplight racing with the RS, you still hustle along nicely with a claimed 3.3-second 0–60 mph time. The Shift Assistant Pro was a bit “chunky” upshifting between first, second, and third gear under throttle. But launching from turnpikes at max throttle into fourth, fifth, and sixth was fantastic, among the best quickshifter ever tested. Downshifting was satisfyingly smooth throughout, so call it a draw. Opt for the clutch to experience one of the better transmissions around, the old-fashioned way.

Twin Brembos and ABS Pro provide the front stoppers. (BMW/)Dynamic Brake Control, Dynamic Traction Control, and ABS Pro are now standard. The engine drag torque control is present, but still allows for decent engine-braking when ridden aggressively. Actual brakes are twin 320mm discs with Brembo four-pot calipers up front and a single 276mm disc with another Brembo in back.

The $2,900 Premium Package includes saddlebag mounts for said luggage, Gear Shift Assistant Pro (quick shifting), a nice chrome exhaust, centerstand, Dynamic ESA (Electronic Suspension Adjustment), heated grips, ride modes including the customizable Dynamic Pro setting. You also get cruise control, keyless ride, tire pressure monitor, and GPS preparation, should you opt for the expensive BMW Navigator IV, V, or VI system.

The app lets you officially name your bike, plus monitor stats and info. Sorry, BMW. (Anders T. Carlson/)A 10.25-inch TFT with integrated map navigation comes standard on BMW’s touring models, but the RS keeps things sporty with a smaller 6.5-inch TFT without map navigation. The now-familiar Multi-Controller works well, though.

Once again the BMW Motorrad app is next to useless as far as navigation. Had the Germans used it in World War II, the French and English would’ve won by 1941. Featuring a solitary blue line and no street or route info (except for the next turn), the navigation seems designed for frontline Russian soldiers or people on scavenger hunts. Street names that do appear are outlined in gray, just like the map background.

The app is good at harvesting first-party data from riders, though. It records trips and various stats for your benefit, and BMW Motorrad’s. To take full advantage of the app’s capabilities, the app needs full access to your phone, pictures, and everything. Enjoy seeing the Gs you’ve pulled on acceleration and your lean angles. Corporate brass in Munich will enjoy it too. They might also enjoy your vacation photos, which also get stored in the app during rides. A totally intrusive and pointless feature.

The old Pabst Brewery, now condos, office, and retail space. (Anders T. Carlson/)Bottom line: The BMW app offers terrible navigation and little useful information, while offering BMW loads of free data you created. Giving away data is standard these days, and it’s not a big deal if you get real value in return. But that’s not the case here. Basically, the BMW app is designed to convince you to spend $800–$1,000 on the optional 5-inch Navigator IV, V, or VI device. Very disappointing.

While it has a proprietary connector for power and integrated control, this feels like the RS’ biggest miss. It’s an extra thousand dollars for a device that could’ve been integrated with the fine (and larger) existing TFT. The final insult? Stock handlebars will not accommodate much, if any, farkles or mounts unless you go with those optional tubular handlebars. Just saying.

German cuisine and German cruising, respectively. (Anders T. Carlson/)The Touring Part

So that’s the specs and numbers. But what’s it actually like? Fourteen days and 700 miles were telling. Joining forces with Cycle World alum John Krewson, a ride through Wisconsin’s Driftless area accounted for about 400 of these miles. Winding farm roads, blind crests, and plenty of “road apples” in the middle of apexes provided a solid test of the RS’ ABS, traction control, and general mannerisms.

To start, look past the handlebars and you’ll see the ground. The fairing, while effective, only mitigates wind. Tire noise and brakes being bedded in are audible, as the testbike only had 57 miles on it. The two suspension settings, Dynamic and Road, were both fairly hard and taut. The low seat (and using our imagination, the 32.3-inch seat) is firm and gives ample road feedback. This is all perfect and just as it should be.

As a hilarious counterpoint to the RS, Krewson pulled out his Ducati 900 SS for the day. The dry clutch brought out the whisper-quiet of the RS and eliminated stoplight debates about directions. But no problem whatsoever. Having grown up in the area, Krewson provided navigation much better than the BMW app or the RS’ stripped-down TFT directions.

The Triple Black option featured Aprilia-esque badging, in addition to the three variants of trim darkness. (Anders T. Carlson/)Stability Control and Dynamic Traction Control (ASC/DTC) intervention seemed nonexistent until the issue was pushed midcorner. A telltale lack of throttle response is the response itself. This can be turned off mid-ride, for properly sanding the squares off tires. ABS Pro can also be deactivated mid-ride, but come on. You’re not on a GS heading down a fire road. Not much point in deactivating it unless you’re touring, um, trackday.

Nobody will ever confuse the RS with mid-’90s Ducati products, but it’s not the Odd Couple either. They’ve both got gobs of torque, tall gearing, and robust amounts of rubber. But for all of its sporting pretensions, the RS’ soft touring edges show. Rider position is angled slightly forward to take on wind, but the ergonomics make all-day riding possible. Weight on wrists was felt after a long day, but taller, optional tubular bars would likely help. Pegs and controls are slightly aft, but fairly neutral in positioning.

The BMW R 1250 RS with standard Light White trim and paint. (BMW/)
The BMW R 1250 RS with optional Style Sport Package. (BMW/)Despite riding to one of the better breweries in America, Krewson and I opted for coffee and kringles and a bench on 1st Street in New Glarus. BMW’s pricey (but superb) hard touring cases were not included with the testbike, but prospective buyers can figure on spending $1,200 or so for both. An estimated four 12-packs of New Glarus beer would fit in said luggage. Or four 12-packs of lesser, non-Wisconsin beer. Or even 64 liters’ worth of clothes and toiletries if you’re into that sort of thing.

One hundred fifty miles of steady rain on the way back to Chicago proved the worth of the two-position windshield and fairing concept. Wind and rain was kept reliably above the visor, while a decent eye of calm extends to your midsection, before putting legs and boots at the mercy of whatever you’re riding through. Call it the price of entry for sport-touring. Rain mode cuts torque nicely while still offering 90-plus mph. The Metzeler Roadtec 01 120/70 fronts and 180/55 rear tires tracked well through rain grooves and just plain rain. The engine spoiler seemed to channel water directly to boots, making sponges of non-waterproofed Frye boots. Classic user error in this case.

“Keine Passagiere für mich!” Optional solo seat deletes possible passengers. (BMW/)A visit to the cradle of German-American civilization, Milwaukee, proved a silly exercise in cultural synergy. Miles of 125-year-old cream brick and limestone just made the RS look like Secretariat in a horse trailer. The RS was born to turn countrysides into green and tan blurs. A stop at the old Pabst Brewery seemed unnecessary. Time to find some two-lane roads with single letter names.

Bottom line? If you want effortless touring, get an R 1250 RT. Or a BMW K 1600 B Grand America. If you want to reach your destination in full send mode, the RS is happy to oblige. And if you happen to encounter 150 miles of driving rain, the two-position windshield creates enough of an air pocket to manage. The RS doesn’t share the cylinder (or pony) count of its Sport brethren, but the spirit’s there. In exchange for a few creature comforts, the RS offers the feel of touring Nürburgring. And while you’ll certainly earn a cold one after a full day of riding, it’ll be for relaxation, not recovery.

2023 BMW R 1250 RS Technical Specifications and Price

| PRICE | $15,695 / $20,810 as tested | | --- | --- | | ENGINE | 1,254cc, air/liquid-cooled, four-stroke, opposed two-cylinder boxer | | BORE x STROKE | 102.5 x 76.0mm | | COMPRESSION RATIO | 12.5:1 | | FUEL DELIVERY | Electronic fuel injection w/ electronic intake pipe injection | | CLUTCH | Multiplate in oil bath, slipper | | TRANSMISSION/FINAL DRIVE | Constant-mesh 6-speed/Cardan shaft drive | | CLAIMED HORSEPOWER | 136 hp @ 7,750 rpm | | CLAIMED TORQUE | 105 lb.-ft. @ 6,250 rpm | | FRAME | Steel tube | | FRONT SUSPENSION | Upside-down telescopic fork; 5.5 in. travel | | REAR SUSPENSION | Cast aluminum single-sided swingarm w/ BMW Motorrad Paralever, WAD shock absorber, spring preload, rebound damping adjustable; 5.5 in. travel | | FRONT BRAKE | 4-piston radial caliper, twin 320mm floating discs w/ ABS Pro | | REAR BRAKE | 2-piston floating caliper, 276mm disc | | WHEELS, FRONT/REAR | Cast aluminum, 17 x 3.50 in./17 x 5.50 in. | | TIRES, FRONT/REAR | 120/70ZR-17 / 180/55ZR-17 | | RAKE/TRAIL | 27.7°/4.4 in. | | WHEELBASE | 60.1 in. | | SEAT HEIGHT | 32.3 in. (low: 29.9 in.; sport: 33.0 in.) | | FUEL CAPACITY | 4.7 gal. | | CLAIMED CURB WEIGHT | 536 lb. | | WARRANTY | TBD | | AVAILABLE | TBD | | CONTACT | bmwmotorcycles.com |

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The PCX remains a part of Honda’s four-scooter lineup for the 2023 model year. (Honda/)Honda has officially confirmed the return of its PCX scooter for 2023. Now the PCX comes in a new Matte Brown Metallic and is only available as an ABS-equipped model for $4,149. For context, the PCX was available last year in both ABS and non-ABS forms in Pearl White.

This scooter’s last major engine update occurred in 2021, when displacement increased to the current 157cc. For 2023, there are no mechanical updates on the freeway-capable 157cc single or its fully automatic transmission system.

Related: 2023 Honda Navi First Look Preview

Honda Selectable Torque Control (HSTC) is equipped to improve safety in low traction situations. According to Honda, this system monitors wheel speed and throttle opening, and when slip is detected, the system intervenes by limiting engine torque. It can be turned off as needed.

Related: The Best Automatic Motorcycles 2022

Suspending the scooter over the rough blacktop is a 31mm telescopic fork with 3.9 inches of travel and dual shocks with 3.7 inches of travel. The 2.1-gallon fuel tank is located under the floorboard for a low center of gravity.

Commuter conveniences include a 1.7-liter front storage compartment with a USB-C socket as well as a massive 30-liter underseat storage space that is claimed to fit a full-face helmet. It comes with a sidestand and centerstand for a small parking footprint.

When it comes to styling there’s the bubbly retro-styled Metropolitan and then there’s the modern and angular PCX. And Honda was sure to be consistent with the sharp details on the latter.

Not only does the engine cover match the scooter’s design lines, but its LED taillight design incorporates an “X” shape to distinguish the PCX. The rest of the LED lights and three-dimensional bezel structure around the LCD display keeps the edgy aesthetic going.

Want to get your hands on the latest PCX? US dealerships will have this vehicle available beginning June 2023.

Related: 2023 Yamaha XMAX Scooter First Look Preview

2023 Honda PCX Technical Specifications and Price

| PRICE: | $4,149 | | --- | --- | | ENGINE: | 157cc, OHC, liquid-cooled single; 4 valves/cyl. | | BORE x STROKE: | 60.0 x 55.5mm | | COMPRESSION RATIO: | 12.0:1 | | FUEL DELIVERY: | Fuel injection w/ 28mm throttle body | | CLUTCH: | Dry, automatic centrifugal | | TRANSMISSION/FINAL DRIVE: | V-matic/belt | | FRAME: | N/A | | FRONT SUSPENSION: | 31mm telescopic fork; 3.9 in. travel | | REAR SUSPENSION: | Twin shocks; 3.7 in. travel | | FRONT BRAKE: | Hydraulic caliper, 220mm disc w/ ABS | | REAR BRAKE: | Mechanical 130mm drum w/ ABS | | WHEELS, FRONT/REAR: | Aluminum; 14 in./13 in. | | TIRES, FRONT/REAR: | 110/70-14 / 130/70-13 | | RAKE/TRAIL: | 26.5°/3.1 in. | | WHEELBASE: | 51.7 in. | | SEAT HEIGHT: | 30.1 in. | | FUEL CAPACITY: | 2.1 gal. | | CLAIMED WET WEIGHT: | 288 lb. | | WARRANTY: | 1 year | | AVAILABLE: | June | | CONTACT: | powersports.honda.com |

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Heavy revisions were seen in 2017 and 2022. Now the 2024 Honda Grom gets new colors. (Honda/)American Honda celebrates the 10-year anniversary of its Grom streetbike. The year 2014 seems like not so long ago, but we’re hit with the reality of time passing with the introduction of the 2024 Honda Grom.

Editor’s note: We have reviewed the entire line of Honda’s minimoto segment during the 2021 Honda Trail 125 ABS MC Commute Review, 2021 Honda Trail 125 ABS First Ride Review, 2019 Honda Monkey First Ride Review, and 2019 Honda Super Cub C125 MC Commute Review and videos. Also take a peek at the On Two Wheels: Fun Is The Only Replacement For Displacement article for added minibike editorial.

Related: 2022 Honda Grom ABS Review

For its decade anniversary, the Honda Grom is hitting the market in a collection of new colors.

The base model flaunts Blue Raspberry, Pearl White, and Nitric Orange bodywork. The ABS version comes in Pearl White and the SP comes in Matte Gray Metallic.

The Grom’s engine is peppy, yet it’s a fantastic fuel sipper with a claimed 166.5 mpg. (Honda/)There’s still a lot to love in such a tiny package. Honda’s electronically fuel-injected 124cc air-cooled single thrums away with two valves working on an overhead camshaft. When the revised version hit US shores in 2022 it brought with it a five-speed transmission, which is still equipped on this latest model.

Other revisions that we saw in 2022 carry over as well. Riders will still be filling up a 1.6-gallon fuel tank at the pump and looking down at an LCD dash to check the bike’s vitals.

Related: Top 5 Fuel-Efficient Motorcycles 2022

This miniMOTO was introduced in 2014 to get timid new riders on two wheels, but it also created its very own subculture craze as a customizable machine for the masses, and the same holds true a decade later. The 2024 Honda Grom has four body panels that attach and detach for easy customizing. (Honda/)Lithe and low are the Grom’s MO. With only a claimed 224 pounds (227 pounds for the ABS-equipped version) the Grom is easy to pluck off the kickstand and set loose on the city streets. Combine that with a low 30-inch seat height and it’s a superbly approachable ride for pilots with varying inseams.

Related: 2022 Honda Grom ABS MC Commute Review

Gold rims and special graphics on the Matte Gray Metallic body work make the Grom SP stand out in its own way. (Honda/)Like the engine, chassis components like the tiny 12-inch cast wheels (that are gold on the SP model), 31mm inverted fork, single shock, and 220mm/190mm disc brake combo remain unchanged.

The 2024 Grom ($3,599) and ABS-equipped version ($3,799) are available in June and the Grom SP ($3,699) is available in August.

Related: 2023 Honda Trail125 First Look Preview

Compared to 2023 pricing, the base Grom has gone up $100 for 2024. (Honda/)2024 Honda Grom/SP/ABS Technical Specifications And Price

| PRICE: | $3,599 (base)/$3,699 (SP)/$3,799(ABS) | | --- | --- | | ENGINE: | 124cc, SOHC, air-cooled single; 2 valves/cyl. | | BORE x STROKE: | 50.0 x 63.1mm | | COMPRESSION RATIO: | 10.0:1 | | FUEL DELIVERY: | Fuel injection w/ 24mm throttle body | | CLUTCH: | Wet, multiplate | | TRANSMISSION/FINAL DRIVE: | 5-speed/chain | | FRAME: | N/A | | FRONT SUSPENSION: | 31mm inverted telescopic fork; 4.3 in. travel | | REAR SUSPENSION: | Single shock; 4.1 in. travel | | FRONT BRAKE: | 2-piston caliper, 220mm hydraulic disc (base/SP) / w/ ABS (ABS) | | REAR BRAKE: | 1-piston caliper, 190mm hydraulic disc (base/SP) / w/ ABS (ABS) | | WHEELS, FRONT/REAR: | Cast; 12 in./12 in. | | TIRES, FRONT/REAR: | 120/70-12 / 130/70-12 | | RAKE/TRAIL: | 25.0°/3.3 in. | | WHEELBASE: | 47.2 in. | | SEAT HEIGHT: | 30.0 in. | | FUEL CAPACITY: | 1.6 gal. | | CLAIMED WET WEIGHT: | 224 lb. (base/SP) / 227 lb. (ABS) | | WARRANTY: | 1 year | | AVAILABLE: | June (base/ABS) / August (SP) | | CONTACT: | powersports.honda.com |

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Overhauled for the 2022 model year is Kawasaki’s KLR650 Adventure ($7,899). This is an original adventure-touring motorcycle from Kawasaki Motors Corporation out of Japan that carries over for the 2023 model year (read the 2023 Kawasaki KLR650 First Look Preview). Manufactured out of Kawasaki’s Thailand factory, the KLR650 has been made since the mid-’80s. Fast-forward to today and the KLR650 most recently received a major overhaul last year outlined in the 2022 Kawasaki KLR650 First Look Preview article.

We go for a ride south of the border on Kawasaki’s affordable and capable KLR650 Adventure. (Jon Beck and Adam Waheed/)During that update, Kawasaki engineers focused on boosting the bike’s already renowned durability and adding creature comforts. It receives new LED headlamps, bodywork, thicker axles, and the brake rotor is also thicker. There’s a longer swingarm and an enhanced frame with integrated subframe. Stability at speed was always a weak link in the previous version of the KLR650, so it’s nice that Kawasaki addressed this.

LED headlights and accessory fog lights (included in the Adventure model) help the KLR rider stand out on the road and trail. (Jon Beck and Adam Waheed/)The KLR is powered by Kawasaki’s liquid-cooled 652cc single-cylinder engine. It now benefits from digital fuel injection which replaces the mechanical carburetor. Digital fuel injection is so neat because it allows the engine to run optimally regardless of elevation and climate you’re riding in.

The KLR650 continues to impress with its capability and bang for the buck. Value-conscious ADV riders will appreciate its package. (Jon Beck and Adam Waheed/)This particular KLR650 is an adventure model, which commands a $1,000 up charge versus the base KLR650. For that extra thousand dollars you get bright fog lights which are manipulated via an integrated fog light button. It also includes hard case luggage that is easily removable, crashbars, an extra USB charging port, and a tank pad to keep the fuel tank from getting scratched with a belt buckle. There’s also a handy tool kit with some basic tools to fix your motorcycle or make adjustments, including the height of the windshield. This windscreen is adjustable in two positions but you have to remove four 6mm Allen bolts to do it. On-the-fly mechanical adjustment would have been better.

The KLR650 excels at distance touring. It’s a very comfortable steed for extended highway riding. (Jon Beck and Adam Waheed/)It’s worth mentioning that this ADV goes against the grain, at least in the modern adventure-touring bike world, with the use of a 21-inch front and a 17-inch rear. That’s a combination that we don’t see too often on new bikes (aside from BMW Motorrad’s finely tuned R 1250 GS/Adventure. Obviously, a 21-inch hoop is what you want to get over obstacles off-road. Despite the 17-inch wheel being more road friendly, considering the limited power of this vehicle and its tall tire sidewall it’s a formula Kawasaki knows well.

Travel-hungry riders will do well with the 2023 Kawasaki KLR650 Adventure. It rides well over the rough stuff and is capable of taking you almost anywhere. (Jon Beck and Adam Waheed/)For our evaluation we rode to Baja, California. When traveling into Mexico, it’s important to have a valid US passport. You also need a valid driver’s license with motorcycle endorsement and vehicle Insurance. It’s also wise to carry vehicle registration.

The lockable and removable hard cases are a must-have accessory for touring rides. These cases are included in the Adventure package for a $1,000 upcharge. (Jon Beck and Adam Waheed/)We traveled through the Tecate, Mexico, border, which is just outside of Dulzura, California. This border is generally less busy than Tijuana, for instance. If you don’t have anything to declare, you typically breeze through.

The KLR650’s cockpit is a cozy place to be. We wish it offered a more premium aluminum handlebar and a top clamp with adjustable position mount. (Jon Beck and Adam Waheed/)Considering the heavy rain season in the American Southwest and Baja road surfaces being extra dilapidated. So it sure is nice to be on a durable adventure-hardy steed like this 2023 KLR650 Adventure (more on that later).

While comfy for the road, the rubber-coated footpegs are slippery during off-road rides. (Jon Beck and Adam Waheed/)Cruising on the highway, there’s no tachometer but the engine doesn’t feel like it’s revving too high at 75 mph. Despite the engine’s twin counterbalancers, you feel engine vibration through the rubber-coated footpegs and handlebar, but we wouldn’t say it’s excessive. Still it is definitely present and the KLR it’s not as vibration-free as other ADV bikes we’ve operated. To be fair, those rigs cost two and a half times, or more, than the Kawi.

It isn’t the flashiest ADV motorcycle, nor the fastest, but the KLR650 is more than capable at getting you off the beaten path. (Jon Beck and Adam Waheed/)Powerwise the fuel-injected single feels more peppy than before. At the business end of the Dunlop tire it makes nearly 37 hp and 35 lb.-ft. torque. That’s certainly not going to impress spec chart mavens, especially considering it weighs 483 pounds with a full tank of gas, but you’d be surprised at how effective this powertrain is at getting up to speed.

The KLR650’s secret sauce is in its versatility. It is a capable all-arounder. (Jon Beck and Adam Waheed/)Of course, when passing slower traffic, you have to plan overtakes versus a multicylinder bike, but you’d be surprised how effective this powerband is. It’s capable of cruising at 90 mph, and with its updated chassis, it’s far less weebly-wobbly feeling as the KLR of old. We only wished it had cruise control (available as an OE accessory).

As usual, the KLR includes a handy tool kit for trailside repairs. (Jon Beck and Adam Waheed/)Ergonomically, the KLR is set up well for highway riding. The footpegs are a little bit farther forward than you would expect on an ADV, or conventional streetbike. They’re not quite mid-controls, but they aren’t traditionally placed footpegs either—but it is well suited to cruising down the highway. Off-road, however, that’s another story, but we’ll get to that in a minute…

A handy USB charging port is included as part of the “Adventure” package. (Jon Beck and Adam Waheed/)Despite a generous 6.1-gallon capacity, the fuel tank is shaped well and does a nice job blocking wind. It would have been nice if Kawasaki would have fitted an aluminum Renthal or ProTaper-style handlebar versus the cheap-feeling steel bar… Got to leave something for the aftermarket, right?

Typically Kawasaki is big on customizable ergonomics and it would have been neat if it included an upper triple clamp with handlebar position adjustment. Instead, adjustment is limited to rolling the handlebar fore or aft via the 10mm socket head bolts.

In addition to a 12-volt power plug, the KLR650 Adventure is equipped with a USB port with an extra cavity so you can roll up the cord nicely and have it neatly tucked away. Problem is the cover doesn’t stay on very well.

LCD instrumentation is basic and it would have been nice if there was a gear position indicator. We’d also like to see a mile-per-gallon and ambient air temperature reading. But we do appreciate the clock and that it includes a fuel gauge so you can keep tabs on the fuel capacity of the 6.1-gallon tank. Another gripe is that the fuel gauge has a tendency to register “low fuel” even when there are a couple of gallons remaining. A more accurate fuel gauge would be a worthwhile improvement.

For a nearly 500-pound bike the KLR is very nimble, but we’d be lying if we didn’t note that the tires and the overall suspension when leaning it over in a corner is mushy-feeling. On the flip side, the suspension does a nice job of soaking up road imperfections and generally delivers a comfy ride, especially over beat-up roads. That’s the beauty of the KLR: Although it lacks the precise handling of a high-performance ADV, it gets the job done and is capable of carrying you to all the same spots you’d ride on a more capable ADV. You’ll just get there a little slower.

The KLR is happy being ridden through rough stuff in the seated position. It’s almost easier to ride seated rather than standing due to the curiously far-forward foot controls and the slippery footpegs. We do appreciate the KLR’s heavy-duty Japanese-made wheelset that looks more premium than some motorcycles that cost more than double the price!

In terms of maintenance after the 600-mile initial service Kawasaki says the engine oil should be swapped every 7,600 miles. Kawasaki says you should also check the air filter. Valve adjustment interval is listed at 15,200 miles. That’s a tad short, especially compared to modern multicylinder bikes from the Tuning Fork brand.

During the course of our ride we recorded 43 mpg average. That’s low among the KLR community, but to be fair we covered highway miles quicker than most.

Aside from the curiously far-forward footpegs (and slippery for off-road riding footpegs) and the often low-reading fuel gauge, if you’re up for an adventure and don’t want to spend a lot of money, the $7,900 KLR650 Adventure is money well spent. With its touring-friendly equipment the Adventure specification is absolutely worth the up charge. Still if you want to save some money, the $6,900 base KLR is always a solid option.

Gear Box

Helmet: Shoei Hornet X2

Jacket: Rev’It Stratum GTX

Gloves: Rev’It Kryptonite 2 GTX

Pant: Rev’It Stratum GTX

Boots: Alpinestars Tech 7 Drystar

2023 Kawasaki KLR650 Adventure Technical Specifications and Price

| PRICE | $7,899 | | --- | --- | | ENGINE | 652cc, DOHC, liquid-cooled single; 4-valve | | BORE x STROKE | 100.0 x 83.0mm | | COMPRESSION RATIO | 9.8:1 | | FUEL DELIVERY | Fuel injection w/ 40mm throttle body | | CLUTCH | Wet, multiplate slipper; cable actuated | | TRANSMISSION/FINAL DRIVE | 5-speed/chain | | FRAME | Semi-double cradle steel | | FRONT SUSPENSION | 41mm fork; 7.9 in. travel | | REAR SUSPENSION | Hydraulic shock, spring preload, rebound damping adjustable; 8.0 in. travel | | FRONT BRAKE | Axial-mount 2-piston caliper, 300mm disc | | REAR BRAKE | 2-piston caliper, 240mm disc | | WHEELS, FRONT/REAR | Aluminum; 21 x 2.0 in. / 17 x 3.0 in. | | TIRES, FRONT/REAR | 90/90-21 / 130/80-17 | | RAKE/TRAIL | 30.0°/4.8 in. | | WHEELBASE | 60.6 in. | | SEAT HEIGHT | 34.3 in. | | FUEL CAPACITY | 6.1 gal. | | CURB WEIGHT | 483 lb. | | WARRANTY | 1 year | | AVAILABLE | TBD | | CONTACT | kawasaki.com |

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The Suzuki GSX-S1000GT and GT+ are capable sport-tourers thanks to a combination of great engine and chassis, modern rider aids, comfortable ergos, good wind protection, hard luggage (standard on the GT+ model), and an affordable price tag. The 2023 GT+ (shown) is now available in a brighter Metallic Triton Blue color option, alongside Glass Sparkle Black. (Suzuki/)Ups

Relative light weight, a reasonable seat height, and sporting geometry make the GSX-S1000GT a more approachable and exciting touring option for riders who aren’t planning to head off-road
One of the all-time great road-going inline-four engines is strong as ever
Technology package features ride modes, ABS, traction control, cruise control, and a quickshifter

Downs

Rider aids are not managed by an IMU
Nonadjustable windscreen
Heated grips don’t come standard

Verdict

The 2023 Suzuki GSX-S1000GT makes a strong case for sportbike-derived touring. A rock-solid chassis and a renowned motor emphasize Suzuki’s engineering brilliance, while modern tech means these Suzukis aren’t playing the catch-up game.

No need for luggage? The Suzuki GSX-S1000GT comes without the hard cases that are standard on the GT+. Dedicated panels cover the mounting points but can be removed if you decide to add luggage at a later point. The 2023 GT is available in Metallic Reflective Blue for $13,349. (Suzuki/)Overview

Over the past decade, there’s been a shift in the culture of long-distance motorcycling, as many riders have transferred their allegiance from sportbike-based sport-touring motorcycles to off-road-influenced adventure-tourers. For going the distance, it’s hard to argue with upright ergos, wide bars, and perceived go-anywhere capability. But when Suzuki introduced the GSX-S1000GT and GT+ for 2022, it was an excellent reminder that for lots of riders, unless heading off-road is a priority, 17-inch wheels and sportbike-like geometry are likely to be more fun, more of the time.

The GSX-S1000GT is based on the GSX-S1000 naked bike and is powered by an updated version of the long-stroke inline-four from the renowned GSX-R1000 K5. Rider aids, a TFT dash, and a quickshifter bring the sport-tourer up to contemporary standards for the most part, though rider aids aren’t managed by an IMU. Extensive wind tunnel work gave the GT aerodynamic efficiency as well as a modern look. It’s a sport-tourer with real presence.

The engineers in Hamamatsu know how to make a hell of an engine and a hell of a sweet-handling chassis. So despite being built to an attractive price point, the GT excels in the areas that most riders really care about. The GSX-S1000GT is the Suzuki sport-tourer many riders have wanted for a long, long time.

Designers challenged themselves to give the GSX-S1000GT models a modern look. No shortage of lines here. It’s not all for looks though, as much of the bodywork was developed in a wind tunnel and shaped to move wind flow away from the rider. (Jeff Allen/)Updates for 2023

The GSX-S10000GT is unchanged for 2023 except for colors and pricing. The GT+ is available in new Metallic Triton Blue or Glass Sparkle Black, while the base model returns in Metallic Reflective Blue. The base model gets a $200 boost for 2023 while the GT+ is bumped up by $300.

Pricing and Variants

The 2023 Suzuki GSX-S1000GT has an MSRP of $13,349, while the GT+ has an MSRP of $14,099 and includes hard side cases. An optional touring windshield is available for the GT+ at no extra cost.

Competition

The sport-touring category has taken on many shapes and sizes over recent decades, meaning there’s something for everyone, regardless of background or styling preference. That being said, the GSX-S1000GT’s main competition comes in the form of Kawasaki’s Ninja 1000SX ($13,199), BMW’s R 1250 RS ($15,695), and Moto Guzzi’s V100 Mandello S ($17,490). The GT+ is the only bike in the group to come standard with side cases.

OK with something that doesn’t have a sportbike-esque design? There are a number of other similarly priced, road-biased sport-touring models on the market, such as the Yamaha Tracer 9 GT ($14,999) and Triumph Tiger 900 GT ($14,995).

The GT receives a host of changes to the 999cc K5-derived engine to improve tractability. The engine is exciting, flexible, and clearly of the GSX lineage. (Kevin Wing/)Powertrain: Engine, Transmission, and Performance

The GSX-S100GT uses a heavily updated version of the 999cc long-stroke mill, derived from the GSX-R1000 K5. On CW’s in-house Dynojet 250i dynamometer, the GT produced 135.53 hp at 10,360 rpm and 73.15 lb.-ft. of torque at 9,190 rpm. Torque spread is flat and broad, boasting over 60 lb.-ft. of torque from roughly 4,750 rpm and doesn’t taper until the 10,000 rpm threshold for tractable and usable delivery. For reference, the last time we ran a true K5 on our dyno, it produced 156.9 hp at 11,500 rpm and 78.9 lb.-ft. of torque at 8,600 rpm.

Iterative changes to the engine include new camshafts, which decrease lift and valve overlap. Retooled valve springs are matched to the new camshafts, while a revised cam-chain tensioner and tension adjuster reduce friction and improve durability. The shift shaft, clutch assembly, and engine cases are also on the list of new-for-’22 components. New electronic throttle bodies help smooth out the engine response, and the ride-by-wire setup opens the door to a suite of electronic systems.

The GT is outfitted with a slipper/assist clutch and uses a close-ratio transmission borrowed from the GSX-R1000, with vertically staggered shafts to reduce overall engine length. Carryover items like this are a major indicator that Suzuki intended this sport-touring bike to place the emphasis on sport.

Even though versions of this engine have been used for going on two decades, it remains one of the all-time greats for road-riding. The changes Suzuki made for 2022 only add to the experience. The engine is so flexible that on a typical twisting section of road, shifts are more of an option than a necessity. The bike sounds sporty too.

Fueling is smooth and can be tailored per riding mode. In riding mode A, throttle response is a touch aggressive. In most situations, the B mode works great. The biggest benefit here is a smoother transition between on/off throttle, ideal for navigating traffic or working through tighter sections of canyon road where the throttle is on and off more frequently. Peak power is the same in all modes, including in the C mode (think of it as rain mode). The Suzuki may not light a fire under your behind like some of its competitors, but there’s more than enough power up top to experience the sport side of sport-touring.

Suzuki’s proven, twin-spar aluminum frame offers up nimble handling and great road feedback, ensuring that the GT is fun to ride when the road tightens up. (Kevin Wing/)Chassis/Handling

More connections to the GSX-R1000 are found in the chassis, the foundation of which is a twin-spar aluminum frame with relatively straight main spars that offer higher rigidity and lighter weight. The swingarm comes straight from the GSX-R1000, while wheels are unique to the GSX-S. So too are Dunlop’s Roadsport 2 radial tires (120/70ZR-17 at the front and 190/50ZR-17 at the rear). A much more obvious change is the addition of a bolt-on trellis-style subframe, which not only looks trick but adds structural support for two-up riding with luggage.

The most accurate way to describe the GT’s chassis and handling manners is “well balanced.” Weighing in at a claimed 498 pounds, the GT+ is almost 16 pounds lighter than the Kawasaki Ninja 1000SX when measured without the standard side cases. The bike carries its weight well, though the touring-focused features tack on enough weight that the GT is a touch heavy when leaned into a corner or when flicked from side to side. This is likely the reason Suzuki incorporated a wider handlebar that gives the rider more leverage and less steering effort.

The GT uses a 43mm inverted KYB fork and a shock with bespoke spring rates and damping settings. Stock settings are admittedly soft, allowing the bike to move around as you roll over the occasional bump in the road. Slowing the rebound front and rear keeps suspension movement to a minimum and helps keep the bike controlled regardless of road conditions. Worth mentioning is that the fork is fully adjustable, while the shock is adjustable for rebound and preload only.

With suspension sorted, the bike is incredibly stable when leaned over, with good feedback through the chassis and an ability to hold its line. Consistent, sure-footed handling is important on any long tour where riders see countless corners, and that’s exactly what the GT delivers.

Brembo front brakes don’t have an aggressive initial bite, but power ramps up through the pull and brings a loaded-down GT+ to a stop with relative ease. (Kevin Wing/)Brakes

The GSX-S1000 uses Brembo Monoblock calipers up front with 310mm discs. ABS comes standard.

Initial bite feels relatively muted, yet stopping power quickly ramps up and does a good job of getting the luggage-equipped bike slowed down. While it could be argued that a bike with “sport” in its DNA should have a stronger initial bite, the braking package is exactly what’s needed considering the inclement weather and mixed road surfaces encountered on the average tour. It’s a good thing to not overwhelm the chassis or tires when slowing all that weight down. Progressive braking power also limits the chance of surprising and overwhelming a passenger with a quick stab of the lever. Suzuki has once again found the balance between performance and comfort.

Fuel Economy and Real-World MPG

Fuel mileage numbers are not currently available for GSX-S1000GT models.

Rider and passenger seats are designed with comfort in mind; the passenger seat sits 2.3 inches higher than the rider seat for better visibility. (Kevin Wing/)Ergonomics: Comfort and Utility

The GSX-S1000GT has a tall handlebar and wide seat that creates a neutral, upright riding position. When positioned toward the front of the seat, riders will notice that the tank is a touch wide, but there are very few vibrations throughout, a testament to the efficacy of rubber-damped components. The bike has just enough character to remind riders that they’re on a motorcycle, but not enough to annoy them during a full day in the saddle.

Passenger comfort is a bit of a question. The passenger seat looks thick and comfortable, but the relatively small surface area inspires speculation regarding just how many miles or hours a companion may want to spend on the back of the bike. The GT+ might be better for shorter two-up trips, with longer rides reserved for just the rider. A multiday, 500-mile trip of spirited riding is probably on the upper limits of what a passenger would want to subject themselves to.

Upgrading to the GT+ gets you a true sport-touring machine with standard 26-liter side cases color-matched to the bike. These are capable of carrying a full-face helmet and can be removed in just seconds. A 2.75-inch taller screen that arches forward for reduced airflow to the rider is available at no extra cost. Unfortunately, the windscreen is nonadjustable.

Cruise control and LED lighting come standard. Heated grips are available as an accessory. A centerstand is currently not available.

The 6.5-inch TFT display is superior to LCD displays in that it makes it far easier to change ride modes and settings. (Suzuki/)Electronics

Suzuki’s electronic rider aids bring the GSX-S1000GT into the modern era and features Suzuki’s Drive Mode Selector (SDMS) with three selectable ride modes, Traction Control (TC), Electronic Cruise Control (CC), and a bidirectional Quick Shift system (QS).

The GT also uses Suzuki Low RPM Assist System, which helps with smooth launches by moderately increasing engine speed when pulling away from a stop. The Suzuki Easy Start System starts the bike with a single tap of the starter button.

The simple, elegant TFT display provides a crystal clear view of important information, and is easy to navigate thanks to a well-designed switch cluster that most riders will adapt to in just minutes. Adjusting ride modes, traction control levels, and quickshifter settings can be done on the fly and with relative ease.

Rapid clutchless downshifts are fun, and so is pulling away from a stop with absolute ease thanks to the Suzuki Low RPM Assist System. The quickshifter is among the best units on a road-going bike today and proves that Suzuki engineers are capable of developing serious electronic wizardry when assigned the task.

Warranty and Maintenance Coverage

The GSX-S1000GT comes with Suzuki’s standard one-year, unlimited-mileage warranty. Longer coverage periods with extended benefits are available through Suzuki Extended Protection (SEP).

Perhaps not the most elegant switch gear ever, but as always, Suzuki emphasizes value (and performance) to suit a multitude of budgets. (Kevin Wing/)Quality

While fit and finish isn’t as superficially high-quality as some of the competition, the GSX-S1000GT benefits from Suzuki’s reputation for reliability. With years of development behind it, the engine is practically bulletproof. The GSX-S will no doubt provide years of trouble-free touring.

2023 Suzuki GSX-S1000GT and GSX-S1000GT+ Specs

| MSRP: | $13,349 (base model)/$14,099 (GT+) | | --- | --- | | Engine: | DOHC, liquid-cooled inline-four; 16 valves | | Displacement: | 999cc | | Bore x Stroke: | 73.4 x 59.0mm | | Compression Ratio: | 12.2:1 | | Transmission/Final Drive: | 6-speed/chain | | Cycle World Measured Horsepower: | 135.53 hp @ 10,360 rpm | | Cycle World Measured Torque: | 73.15 lb.-ft. @ 9,190 rpm | | Fuel System: | Fuel injection w/ ride-by-wire | | Clutch: | Wet, multiplate SCAS type; cable actuated | | Engine Management/Ignition: | Electronic (transistorized) | | Frame: | Twin-spar aluminum | | Front Suspension: | KYB 43mm inverted fork, spring preload, compression and rebound damping adjustable; 4.7 in. travel | | Rear Suspension: | KYB shock, spring preload, rebound damping adjustable; 5.1 in. travel | | Front Brake: | Brembo 4-piston Monoblock calipers, dual 310mm discs w/ ABS | | Rear Brake: | Nissin 1-piston caliper, 240mm disc w/ ABS | | Wheels, Front/Rear: | Cast aluminum; 17 in./17 in. | | Tires, Front/Rear: | Dunlop Roadsport 2; 120/70-17 / 190/50-17 | | Rake/Trail: | 25.0°/3.9 in. | | Wheelbase: | 57.5 in. | | Ground Clearance: | 5.5 in. | | Seat Height: | 31.9 in. | | Fuel Capacity: | 5.0 gal. | | Claimed Wet Weight: | 498 lb. | | Contact: | suzukicycles.com |

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The Kawasaki Ninja ZX-4RR hearkens back to bikes like the Kawasaki ZXR-400R, Yamaha FZR400RR SP, Honda CBR400RR, Suzuki GSX-R400, and the Honda V-4-powered VFR400R (NC30), none of which came to the US except as gray market imports. (Kawasaki/)Ups

The only four-cylinder 400 on the market rekindles old feelings for the 400cc mini-superbikes that were popular in Japan in the 1980s and ‘90s
16,000 rpm redline, modern tech, and 15 pounds lighter than the Ninja ZX-6R
It’s just begging for race trim

Downs

Only costs $1,000 less than a Ninja ZX-6R
Steel frame isn’t as trick as the aluminum frames that are standard on race-replica sportbikes

Verdict

The 2023 Kawasaki Ninja ZX-4RR’s spec sheet demolishes that of every other small-displacement sportbike on the market. In a field of twins and singles, the ZX-4RR’s four cylinders are an ace in the hand, making it the lightweight sportbike many riders have been dreaming about since the 1980s—complete with rider aids that were barely being imagined back then. The only downside? Price of admission.

From the nose, it’s clear that the ZX-4RR is no Ninja 400—just look at that oversized ram air duct, which feeds the airbox via intake funnels in two different lengths of 40 and 60mm. The engine’s oversquare bore allows for more valve area with 22.1mm intake and 19mm exhaust valves. Available only in KRT Edition livery, the ZX-4RR looks the Kawasaki sportbike part. (Kawasaki/)Overview

The Kawasaki Ninja ZX-4RR is a 399cc inline-four sportbike—a mini pseudo-superbike that hearkens back to the 1980s and ‘90s when the Japanese market was flush with exotic, state-of-the-art 400cc sportbikes. The class was a hotbed of activity in Japan partly because of a licensing system that made bikes of 400cc and below much easier and less expensive to get permits for than larger-displacement machines.

So, how is a 400cc inline-four sportbike relevant to today’s US market? After 2008, manufacturers realized that the combination of high insurance premiums and empty pockets hadn’t changed riders’ taste for performance. The answer was highly capable but simplified motorcycles—many of them twins—at prices people can more easily afford and that raise fewer red flags with insurance companies.

While new-style mid-displacement twins are great, so too is the high sweet song of the inline-four, particularly in full-on sportbike trim. With the ZX-4RR, Kawasaki must be thinking: let’s spec out a bike whose displacement is too small to frighten insurers, and then let’s see how much of the traditional superbike look we can roll out at a price a lot of riders can pay.

In addition to a four-cylinder engine, the ZX-4RR uses radial-mount calipers, adjustable suspension, an assist and slipper clutch, a TFT dash, and electronic rider aids derived from Kawasaki’s top-end sportbikes. The thought of those four small 57mm pistons whirring away at 16,000 rpm is enough to excite the most jaded sportbike aficionado. This is no mere Ninja 400. However, for the sake of affordability, the ZX-4RR veers away from the Japanese-market 400s of yore by using a steel frame and swingarm instead of pricier aluminum numbers.

In certain ways, the ZX-4RR is history in reverse. Take for example the historical trajectory of the 600 supersport: for years, performance-with-economy was the philosophy behind, for instance, Honda’s CBR600F Hurricane and Kawasaki’s GPz600R, which used steel frames and budget-friendly components. In Japan, that whole concept was scrapped in the heat of the performance wars that defined the 400cc sportbike class. Eventually, America and Europe would come to demand bleeding-edge race-replica 600s. Now, it seems, economic realities, tetchy insurance agents, and emissions standards have caught up with us. Three decades later and half a world away, as the popularity of the 600 supersport class wanes, there’s finally a fully modern, albeit less exotic, 400cc four-cylinder sportbike begging to be run at redline and at the edge of its tires.

The ZX-4RR will be a great bike for occasional trackdays. (Kawasaki/)Updates for 2023

The Kawasaki Ninja ZX-4RR is all-new for 2023, though based on the Asian-market Ninja ZX-25R. Styling bears a strong resemblance to other motorcycles in the Ninja line, but that small-displacement four immediately marks it as something unique.

Pricing and Variants

The Ninja ZX-4RR KRT Edition is available for $9,699.

Competition

The ZX-4RR is essentially in a class of one, as Kove is the only other manufacturer adding a 399cc inline-four sportbike to its lineup. In every other way, the ZX-4RR far outpaces similarly displaced machines in terms of spec, number of cylinders, and price. While those budget-oriented machines are largely aimed at beginning riders with a focus on street riding, the 4RR is geared more toward riders who value light weight above all else, and who may wish to take their bike to the track.

Accordingly, 600cc supersports, like Kawasaki’s Ninja ZX-6R ($10,699), the Honda CBR600RR ($12,099), and Suzuki GSX-R600 ($11,699), though a step up in price, will likely make buyers think twice. But as a lightweight, high-rpm alternative, the ZX-4RR is really the only choice. Your local track will probably be full of ‘em.

Spent gases exit the engine into four header pipes that have joint pipes in between them, then into a under-engine collector with a trio of catalytic converters (expensive, and part of how the bike is able to meet current emissions requirements), and then into a long traditional-looking sportbike silencer. (Kawasaki/)Powertrain: Engine, Transmission, and Performance

At the heart of the ZX-4RR is a liquid-cooled DOHC 16-valve inline-four displacing 399cc. Bore and stroke measure 57.0 x 39.2mm, which is almost identical to the 1990 ZXR-400R, which measured 57.0 x 39.0mm and displaced 398cc. From there, however, this new engine is fully modern, benefiting from more than 30 years of technological advancement, including electronics that simply didn’t exist back then. Engine redline is 16,000 rpm. Although the US press kit only quotes torque figures (26.5 lb.-ft. at 11,000 rpm), UK press kits list power at 77 hp (without ram air) and 80 hp (with ram air). At least this provides a ballpark figure.

Feeding the engine are 34mm throttle bodies with Kawasaki’s latest Electronic Throttle Valves (ETV), allowing the high-spec ECU (rider aids are discussed below) to precisely control both the fuel to the injectors and the air entering the intake stream.

Ultralightweight cast-aluminum pistons have a molybdenum coating on the skirts for durability, while a reasonable 12.6:1 compression ratio ensures regular gasoline can be used (for reference, the 1990 model’s compression ratio was 12.1:1). Pistons slide in die-cast aluminum cylinders with an open deck design. The connecting rods have a carburizing treatment to help improve durability, while the crankshaft’s light flywheel mass contributes to the engine’s quick-revving nature.

Power is passed through Kawasaki’s Assist & Slipper clutch into the six-speed transmission that comes with a standard Kawasaki Quick Shifter (KQS) that allows clutchless up- and downshifts.

The ZX-4RR uses a cost-effective steel-trellis frame and a steel banana-style swingarm. The wheelbase measures 54.3 inches, identical to the Asian-market Kawasaki ZX-25R that the 4RR is largely based on. (Kawasaki/)Chassis/Handling

While the trick 400s of old brought stout aluminum perimeter frames to the public (they’d previously only been used in Grand Prix racing), the ZX-4RR uses a cost-effective steel-trellis frame and a steel banana-style swingarm. Claimed wet weight is 415 pounds, so expect about 391 when weight of the 4.0 gallons of fuel is subtracted. Looking at the spec chart, we see that the wheelbase measures 54.3 inches, which happens to be identical to the Asian-market Kawasaki ZX-25R, that this 4RR is largely based on. Front-end geometry has 23.5 degrees of rake and 3.8 inches of trail, which are actually a bit more aggressive than the 250′s and quite similar to the quick-steering 400s of old.

Like the ZX-25R, the ZX-4RR utilizes a 37mm inverted Showa SFF-BP (Separate Function Fork-Big Piston) fork with provision for spring preload adjustment. The advantages of this fork are that a larger-diameter damping piston is used compared to a cartridge-style fork. This reduces damping pressure which allows the stanchions to move more freely. The rear suspension features a horizontal back-link-mounted Showa BFRC (Balance Free Rear Cushion) Lite shock. The position of the shock and link is above the swingarm which also gets it out of the way of engine and exhaust heat. The shock has provisions for preload, compression, and rebound damping adjustment.

The ZX4RR has conventional (not lean-angle sensitive) ABS and uses four-piston radial-mount calipers. (Kawasaki/)Brakes

Braking is handled by a pair of radial-mount four-piston calipers up front. The calipers have a pair of 32mm pistons in the upper body and two 30mm pistons in the lower section. Twin 290mm semi-floating discs are used up front while a 220mm disc with a single-piston caliper is used for the rear. The latest Nissin ABS control unit is used, but there is no mention of a six-axis IMU, so that means a traditional ABS system without lean-angle-informed intervention.

Fuel Economy and Real-World MPG

Fuel numbers for the ZX-4RR are not currently available.

Ergonomics: Comfort and Utility

The ZX-4RR has slightly more relaxed ergonomics than purebred supersports like the ZX-6R and ZX-10R. Clip-ons have a slight rise for comfort on the street.

The rider interface to access settings is anchored by a 4.3-inch full-color TFT display. Multiple screen modes can be selected, including a circuit mode that prominently displays track-related information such as the lap timer, tach, and gear-position indicator. The display can also be customized with dark or light themes and the brightness level is automatically adjusted based on ambient lighting conditions. Using Rideology the App, the rider can link their smartphone to the bike and access various vehicle info, a riding log, mobile phone notices, and customize settings to preference.

The ZX-4RR features twin LED headlights and taillight, while the front LED turn indicators are integrated into the front lower fairings’ leading edge. Slim LED turn signals are mounted to the license-plate bracket at the rear.

A 4.3-inch TFT dash keeps the cockpit tidy. Note the bar-riser clip-ons for street comfort. (Kawasaki/)Electronics

Perhaps the single biggest difference between those 400cc exotics of the late ‘80s and early ‘90s and this modern remake are the electronics. Not only does the ECU (which is similar to the unit in the Z H2), offer a level of engine management that didn’t even exist in Grand Prix racing back in the day, but it opens the door to a ton of rider aids that align the bike with other modern family members like the ZX-6R. The ZX-4RR does not have a six-axis IMU to manage rider aids.

At the center of the system are the Integrated riding modes with four options including Sport, Road, Rain, and Rider (the latter of which allows manual selection of the parameters). The first three options have optimized settings for different types of riding, while the rider mode allows the user to choose between three levels of intervention on the Kawasaki Traction Control (KTRC), and between two power modes: Full or Low with milder response. The TC can also be turned off completely. As mentioned above, the ZX-4RR comes with an up and down quickshifter as standard.

Warranty and Maintenance Coverage

The ZX-4RR comes with a one-year limited warranty.

Quality

The Kawasaki ZX-4RR features typical Kawasaki build quality. With features one would expect on a 600cc supersport, the ZX-4RR brings a new level of quality to the modern small-displacement sportbike.

2023 Kawasaki ZX-4RR KRT Edition Specs

| MSRP: | $9,699 | | --- | --- | | Engine: | DOHC, liquid-cooled inline-4; 4 valves/cyl. | | Displacement: | 399cc | | Bore x Stroke: | 57.0 x 39.1mm | | Compression Ratio: | 12.6:1 | | Transmission/Final Drive: | 6-speed/chain | | Claimed Horsepower: | N/A | | Claimed Torque: | 26.5 lb.-ft. @ 11,000 rpm | | Fuel System: | DFI w/ 34mm throttle bodies | | Clutch: | Assist w/ slipper function | | Engine Management/Ignition: | TCBI w/ digital advance | | Frame: | Steel trellis | | Front Suspension: | 37mm inverted Showa SFF-BP fork, spring preload adjustable; 4.7 in. travel | | Rear Suspension: | Showa BFRC Lite Shock, fully adjustable; 4.9 in. travel | | Front Brake: | Dual radial-mount, 4-piston calipers, 290mm discs w/ ABS | | Rear Brake: | 1-piston caliper, 220mm disc w/ ABS | | Wheels, Front/Rear: | Cast-aluminum | | Tires, Front/Rear: | 120/70-17 / 160/60-17 | | Rake/Trail: | 23.5°/3.8 in. | | Wheelbase: | 54.3 in. | | Ground Clearance: | 5.3 in. | | Seat Height: | 31.5 in. | | Fuel Capacity: | 4.0 gal. | | Claimed Wet Weight: | 415 lb. | | Company: | kawasaki.com |

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Polaris continues to be a majority stakeholder in the US autocycle segment with its Slingshot. And the 2023 Slingshot R ($34,998 as tested) is positioned near the top of its 2023 model range. The Slingshot is categorized as a three-wheeled autocycle in the state of California. Federally, it’s known as a motorcycle. Two wheels up front and one drive wheel in the rear.

We trade two wheels for three inside Polaris’ top-spec 2023 Slingshot R autocycle. (Polaris/)Editor’s note: We tested last year’s version in the 2022 Polaris Slingshot SL MC Commute Review. We also operated the automatic-transmission-equipped version in the 2020 Polaris Slingshot SL MC Commute Review. Legal restrictions and vehicle classification vary from state to state. Check your local laws before operating this vehicle on public roads.

Polaris says its Slingshot was designed to look like a predatory-style bird, and the Minnesota company did a marvelous job in the styling department. If you’re someone who wants to attract a lot of attention on the street, this Slingshot R is for you.

Braking performance has long been a weak link in the Slingshot’s arsenal. Thankfully, the R model boasts four-piston Brembo calipers up front. It also benefits from Polaris’ “Sport Vented Hood” that is available as an accessory. On the R model, it’s OE specification. Other differences include the fat 300-series rear Kenda meat on a 20-inch aluminum wheel.

Part car, part motorcycle, Polaris continues to offer folks something different with its Slingshot R. (Adam Waheed/)Inside, the rider and driver sit in more premium R spec bucket seats. These seats are a huge upgrade from standard Slingshot’s. It also has electronic heating and cooling. Plus a nifty fly screen. The thing about Slingshots is that it offers lockable storage behind the seats, which is big enough to swallow full-face helmets.

The Slingshot is powered by Polaris’ ProStar 1,997cc inline-four. This was modeled after GM’s Ecotec LE9, which powered the original Slingshot (read the Polaris Introduces the Slingshot for 2015 article) for many years until the 2020 model year when it debuted its power unit. This is the same engine Polaris uses in its top-of-the-range RZR sport UTV.

Suspension consists of double-wishbone design, with forged control arms and shock absorbers. Rear suspension duties are handled by a motorcycle-type swingarm with a shock and a belt final drive.

The interior of the Polaris Slingshot R is similar to a low-slung sports car. (Polaris/)Like most modern vehicles, the Slingshot relies on an proximity-type electronic key fob for engine start. The starting procedure consists of: Put the safety belt on for driver and passenger. Make sure the vehicle is in gear (so it doesn’t roll forward or backward). Depress the left-foot-mounted hydraulic clutch lever and press the start button. It’s always good when you’re starting this thing to press the starter button to allow the electronics to cycle on which takes a second or two. Then press the start button to fire the engine. If you’re trying to do it hastily, the electronics sometimes wig out.

Like we’ve written before, this is a three-wheeled autocycle in the state of California. To operate this vehicle in the Golden State, you have to have a Class C automobile driver’s license. No M1 endorsement is needed. You also have to wear a DOT-labeled helmet, however it doesn’t have to be a full-face design.

Hopping inside the vehicle requires some interesting body contortions. There are no doors like a UTV. Instead it has steel frame rails and bucket seats which hold you in the cockpit. Even though this vehicle is very low to the ground and has no doors, it’s difficult to get into. If you were someone who is disabled or has limited body movement, this vehicle would be a little bit tough to enter. Once seated at the controls, this bucket seat, especially the Slingshot R’s premium bucket seat, is nice. It holds you in very nicely. I like the amount of adjustment it has, forward and aft. If you were a tall person, over 6 feet tall or so, we could see how this vehicle might be cramped. Tilt steering is another nice touch, however telescopic steering adjustment is not available.

In terms of acceleration, we’ve written about it before in previous Slingshot reviews, how this Polaris engine feels similar to the GM, but this version has a little more pep. This particular Slingshot R engine is rated at 203 hp at the crank. That’s about 25 more than the Slingshot SL we tested last year. And you certainly feel the extra power. This thing is a lot more peppy than the 2022 Slingshot non-R spec was. It’s pretty interesting how Polaris is able to just boost the power through programming changes. Polaris claims a zero to 60 in just under five seconds. Cruise control helps ensure that operators adhere to the speed limit.

It’s also got a really nice visceral sound, even at idle. There is a little bit of vibration present through the controls which increases with rpm, but it isn’t bad. The rearview mirrors do a nice job of showing off what is behind you. There’s a little bit of vibration, but it isn’t off-putting.

An Aisin Japanese-made five-speed transmission (with reverse) puts power back to the rear wheel. The gearbox is the same type of transmission used in older Chevy Colorados and Isuzu Troopers. While this transmission is old in architecture, it works really well. We like the way the transmission feels. The throws between each of the gears isn’t too long. The engine shifts really smoothly. The hydraulically actuated dry clutch has a nice push on the lever. The pedal pushes really light, and it has good response. It’s fun driving a manual automobile-type transmission. I haven’t operated a vehicle with this type of gearbox in many, many years. Actually, probably since the last time we drove the Slingshot SL last calendar year.

As usual, Polaris offers its optional auto drive automatic transmission for an upcharge. This is the same Aisin five-speed gearbox but it has automatic actuation developed by Magneti Marelli. So instead of the operator depressing the clutch lever, a computer-controlled actuator does the work. It’s a nice feature for folks who don’t want to deal with shifting, but at the same time, this configuration is more lazy and not as responsive as a modern automatic setup.

Fuel mileage–wise, we averaged around 28 mpg. We haven’t been driving it too fast. Obviously, we go through the gears at lower speeds but we’re not cruising at 90 down the freeway like we would on a motorcycle. It’s worth noting that Polaris wants its drivers to run 91-octane unleaded fuel. E85 fuel is also a no-go.

Keeping tabs on everything is a 7-inch color TFT display Polaris calls Ride Command. The screen provides a wealth of information including remaining fuel mileage, battery voltage, engine coolant temperature, and an oil service indicator. It’s really slick. There’s also a digital compass and GPS navigation. A backup camera automatically engages when putting the vehicle into reverse.

The thing we like about Polaris’ Ride Command is that it’s the same system that Polaris has used for decades. It’s really easy to pair your phone. Other manufacturers have a difficult time with easy Bluetooth pairing. But it’s very easy to pair your iOS-enabled smartphone via Bluetooth. When you pair it, obviously you can listen to music off your smartphone, and you can do turn-by-turn navigation with Apple Maps, Google Maps, or similar. Of course you can take phone calls on the go.

This Slingshot R stands out from other models with this high-end Rockford Fosgate system. It’s got a multi-speaker system with speakers on each side of the door. There’s also an extra set of tweeters. It sounds really good, especially compared to the base sound system. Steering wheel–mounted controls make audio controls easy to manipulate while driving.

The Slingshot R benefits from bespoke interior LED lighting. A switch offers two color settings (white and indigo blue) that give this vehicle a premium feel. Storage-wise it offers a glove compartment that’s lockable with a key. There’s also USB and 12-volt charging ports.

In terms of instrumentation, Polaris uses a basic instrument panel that it’s used for over a decade in other vehicles including its RZR UTV. It would be nice if Polaris updated this as it looks old. It needs to be updated, especially for the MSRP of this vehicle which is $7,000 more than the last Slingshot SL we test drove last calendar year.

Another neat feature is well-supportive bucket seats with heating and cooling (available for an upcharge). Unlike an automobile, the Slingshot seats use a heat pump–like electronic setup for both heating and cooling function. And it actually works.

This Slingshot R is also equipped with this dark smoke windshield. During the day, it’s awesome. But at night, it definitely reduces the ability to see what’s going on in front of you. While definitely a nice touch, we’d like a clear version because it would be more conducive to operation, day or night. This windshield does a nice job of shielding the driver or occupants from the elements. However, occupants are still exposed to the elements. Of course, you could purchase the accessory roof, but touring is not really something in the Polaris’ skill set. Instead it’s oriented to short jaunts around town.

Last year when we test drove the Slingshot SL, the engine heat in the cockpit was borderline excessive. Obviously, if you’re operating this vehicle in mild to moderate weather, it’s not that big of a deal, but if you were driving in Miami during the summer months, you’d be roasted. Thankfully, the R’s sport vented hood does a good job of cooling things down inside the cockpit with its updated shape. It also looks cool and the aerodynamics have been tweaked, so it flaps less at speed.

Weighing 1,651 pounds with almost a full 10 gallons of fuel, below 60 mph, this vehicle handles well. It feels like a go-kart and is very fun to operate with precise steering. Polaris says it’s good for 125 mph (electronically limited). We’re going to take its word.

Unlike other vehicles, this three-wheel autocycle is rear-wheel drive. It puts power back to the 20-inch-wide alloy wheel shod with an oversized 300-series Kenda meat. The rear suspension is motorcycle based with a swingarm and belt final drive.

Suspension travel-wise it offers over 4 inches of travel up front and just over 5 at the rear. However ride quality is questionable on anything but a billiard table smooth stretch of pavement. You’re definitely going to feel bumps over the road. Over 60 mph, this vehicle feels skatey and moves around a lot. Still we’d be lying if we didn’t say it was a hoot grabbing gears from a stoplight.

In terms of brakes, the Slingshot R’s stoppers are a tremendous improvement. Triple disc hydraulic linked brakes are operated like an automobile with a center brake pedal. Four-piston Brembo calipers grab oversized, vented, non-cross-drilled rotors up front. A vented non-cross-drilled rotor is pinched by a single-piston caliper. The Slingshot R finally offers a capable brake package. Of course, fixed, always-on ABS mitigates the chance of wheel lockup if you slam on the brakes.

It’s worth noting that this Polaris Slingshot isn’t subjected to modern automotive safety standards. There are no crumple zones, there’s no supplemental restraint systems besides the seatbelt. Polaris engineered these rollover-style tubes in the back of the vehicle on each side, which helps protect the occupant in the case of a rollover. Because this vehicle rides so low to the ground, it’s very easy for trucks and other tall vehicles to miss you.

Maintenance intervals are a key factor for owners. Polaris says to change the engine oil and filter at 5,000-mile increments, starting with the first at 500 miles. The rear differential-like device transfers power between the transmission and the belt final drive. The manual states to change the angle drive fluid every 10,000 miles initially with a longer duration after. Polaris has a handy YouTube video series so owners can tackle this at home. The air filter should be changed every 15,000 miles and fuel filters are listed at 25,000 miles. This vehicle goes a whopping 30,000 miles between valve inspection intervals, which is impressive for a motorcycle but not for an automobile.

While it looks like this vehicle has headlights on either side of it, it actually doesn’t. Those are positioning LEDs. The center beam functions as the primary headlight. New automobiles will have a brighter headlight setup. While it definitely looks awesome, it is not as functional as it should be considering its MSRP.

The neat thing about this Slingshot R, is that you can be operating it with your passenger sitting next to you. It is much more of an intimate and social riding experience than a motorcycle. Polaris also offers roof options for those who want to have some protection from the elements.

Although three-wheel autocycles don’t enjoy the benefits of a traditional automobile, at the same time, they’re cool because they draw a lot of attention. You’re going to get more looks in this $33,999 Slingshot R (base price) than a $200,000 Ferrari. If you’re someone who wants a lot of attention, get a Slingshot. On the flip side, if you don’t want to be under the spotlight, it isn’t for you.

Polaris’ 2023 Slingshot R is an absolute head-turner. If you’re someone who wants to create a lot of noise and raise ruckus when arriving at the hot spot in the evening, this $34,000 Slingshot R will do it. And while you do get a lot more features—like that magnificent sport vented hood, larger tires, and more premium seats with heating and cooling—this vehicle commands a high price. Especially when you can consider that you can buy a sporty-type automobile for roughly the same price. If you want to make a statement and wish to be a part of the powersport community, yet not ride an actual motorcycle, this Polaris Slingshot will get you there. There’s nothing else like it.

2023 Polaris Slingshot R Technical Specifications and Price

| PRICE | $34,998 as tested | | --- | --- | | ENGINE | 1,997cc, DOHC, liquid-cooled inline-4; 16-valve | | BORE x STROKE | 93.0 x 73.5mm | | COMPRESSION RATIO | 11.5:1 | | FUEL DELIVERY | Direct injection | | CLUTCH | Dry, single plate; hydraulically actuated | | TRANSMISSION/FINAL DRIVE | 5-speed w/ reverse / belt | | FRAME | Steel | | FRONT SUSPENSION | Independent double wishbone w/ forged aluminum control arms; 4.43 in. travel | | REAR SUSPENSION | Twin-tube gas-charged coilover; 5.23 in. travel | | FRONT BRAKES | Brembo 4-piston calipers, 339mm discs w/ ABS | | REAR BRAKE | 1-piston caliper, 298mm disc w/ ABS | | WHEELS, FRONT/REAR | Die-cast aluminum; 18 x 7.5 in. / 20 x 11.0 in. | | TIRES, FRONT/REAR | Kenda SS-799; 225/45-18 / 305/30-20 | | RAKE/TRAIL | N/A | | WHEELBASE | 105.0 in. | | SEAT HEIGHT | N/A | | FUEL CAPACITY | 9.8 gal. | | CLAIMED CURB WEIGHT | 1,651 lb. | | WARRANTY | 24 months, unlimited mileage | | AVAILABLE | February 2022 | | CONTACT | slingshot.polaris.com/en-us/slingshot-r/ |

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MSRP of $2,971 makes it nearly $2,000 less expensive than a Yamaha TW200
As friendly of a motorcycle as you’ll find: beginner-friendly, budget-friendly, fuel-friendly, and short-of-inseam-friendly
On- and off-road versatility

Downs

Modest performance limits ultimate usability
No fuel injection

Verdict

Overview

The XR150L is new for 2023.

Pricing and Variants

The XR150L retails for $2,971 and is available in black or white.

Competition

While the engine is technically capable of highway speeds, the bike is very clearly built for around-town riding and dirt roads, so keep the distance between trails or stopping points within reason.

Chassis/Handling

The XR runs on 90/90-19 and 110/90-17 spoked wheels. The 9.6-inch ground clearance is enough to provide some light off-road fun. Honda claims a 282-pound curb weight.

The XR150L uses a basic steel cradle frame and nonadjustable suspension (save preload in the rear). (Honda/)Brakes

The XR150L has a 240mm single disc with a dual-piston caliper in the front and a 110mm drum brake in the rear.

Fuel Economy and Real-World MPG

The XR150L has a 2.8-gallon fuel tank that Honda claims is enough to provide an impressive 346-mile range. That’s 124 mpg. Your mileage may vary.

Between the standard rear rack and Honda’s accessory throw-over saddlebags, the XR150L is ready for adventure. (Honda/)Ergonomics: Comfort and Utility

The XR150L is as simple as they come, meaning there are no electronics across the package.

Warranty and Maintenance Coverage

The XR150L has a one-year limited warranty.

Quality

Honda’s XR150L is a no-frills little motorcycle that’s as bulletproof as they come. Give it fresh gas and routine oil changes and it’ll practically go forever.

The XR150L is one of the most approachable dual sports on the market, making it a great option for riders looking to explore the outskirts of town. (Honda/)2023 Honda XR150L Claimed Specs

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Cruiser motorcycles pack loads of style into a low-slung platform and these types of street bikes deliver torquey power and are ripe for customization. We have selected these seven cruisers for ladies who ride. After all, did you know that One in Five Motorcyclists Are Now Women? There are great options here that are for female motorcyclists who might just be getting into riding or those who have already traversed many a mile on two wheels.

Related: Best Beginner Motorcycles for Women

2023 Harley-Davidson Low Rider S

The Low Rider S is Harley’s performance cruiser with a classic style for the lone-wolf rider. (Harley-Davidson/)Harley-Davidson’s Low Rider S “blends style and performance” as we said in our buyer’s guide. It has a traditional cruiser look with a top-of-the-line fit and finish. Not only that, but its Milwaukee-Eight 117 engine delivers on both performance and sound.

“The engine is strong and loud with tons of torque available immediately from idle. But while it’s every bit a hot-rod engine, the powerplant feels surprisingly smooth and refined on the road.” It produces a measured 94.8 hp at 4,750 rpm and 115 lb.-ft. at 3,200 rpm.

Its 43mm inverted fork is plush and forgiving, but maintains “a nice firm feel when being pushed through a canyon or mountain road. The fork only felt too soft on hard brake application, which would bring about more dive than is preferred.” The fork provides 5 inches of travel and the coilover shock offers 4.4 inches of travel.

For 2023, the Low Rider S gets standard electronic cruise control and has optional traction control. In Vivid Black the Low Rider S’ MSRP is $18,199; add $525 for the cruiser in White Sand Pearl.

Related: Best 2022 Harley-Davidson Motorcycles for Women

2023 Honda Rebel 300/ABS

The Rebel 300 is a bestselling entry-level cruiser from Honda for good reason. (Honda/)The Honda Rebel is a great beginner bike and one that I always recommend to new riders. It has spent many years as a staple of MSF courses and continues to attract riders with its approachability.

Key to its current success is its quick-revving 25 hp engine. This single-cylinder engine is not only mild-mannered enough for green riders, but its snappy power is there to keep riders hooked as they gain more time in the saddle.

Which leads us to seat height. The 300 (and Rebel 500, for that matter) has a very low 27.2-inch seat height which causes confidence of shorter riders to spike.

The Rebel 300′s firm 41mm telescopic fork and twin shock setup lends to surprisingly sporty handling, something that all riders can appreciate.

A front 296mm disc and rear 240mm disc each with hydraulic calipers provides great stopping power as well. The Rebel 300 is available with or without ABS with respective price tags of $5,049 and $4,749.

Related: New Honda Rebel vs. Old Honda Rebel

2023 Honda Rebel 500/ABS/ABS SE

The Rebel 500 has the handling and power that make it a great cruiser bike, and shoppers have the choice between three different trims. (Honda/)At the same time when Honda announced that the revamped Rebel 300 was hitting the 2017 market, Big Red also unveiled the Rebel 500. This mimicked (and still mimics) the Rebel 300′s peanut-style tank, blacked-out styling, modern LED lighting/LCD display, and even carries over the chassis components such as the fork/twin shocks, brakes, 16-inch tires, general dimensions, and that Honda reliability, but what it gives riders is a boost of power with a different 471cc parallel twin.

Our past dyno records indicate this machine delivers 40.8 hp and 29.9 lb.-ft. of torque. We have loved this middleweight’s smooth and entertaining power delivery and feel that it is a fantastic steppingstone for those moving up in displacement.

The Rebel 500 comes in three trims: the non-ABS base model ($6,449), the ABS-equipped base model ($6,749), and the ABS SE version ($6,949). The limited-edition SE version is equipped with ABS (obviously), but it also includes a number of factory-installed add-ons from Honda, such as a brown diamond-stitch seat, black fork gaiters, black upper fork covers, and a headlight cowl. It’s also the only Rebel 500 to come in Titanium Metallic. The other two come in Candy Blue or Matte Black Metallic.

Related: Top 5 Cruiser Motorcycles for Women

2023 Honda Rebel 1100/DCT/1100T DCT

The highest-displacement Rebel is the Rebel 1100. It has two other trims that incorporate a dual-clutch transmission. The bagger-styled Rebel 1100T DCT (shown here) also adds on a sleek batwing fairing, windscreen, and useful hard luggage (total of 35 liters of storage). (Honda/)Honda took the Africa Twin’s 1,083cc liquid-cooled parallel twin and repurposed it in the Rebel 1100.

In our 2021 review of the 1100 DCT version we stated, “While some may be intimidated by its engine displacement, you shouldn’t be. In typical Rebel spirit it’s a manageable and well-rounded motorcycle. It has a low, asphalt-hugging stance with a narrow and well-proportioned cockpit.” Its seat height is at a low 27.5 inches, that’s only fractions taller than its baby siblings. We also praise it for its high-end feel, impressive sporty handling, and modern tech such as LED lighting, three power modes, and optional DCT.

DCT is perfect for those who want an easy-to-operate cruiser. It eliminates the need for a traditional clutch and gear-shift lever and instead features a pair of handlebar-mounted trigger shifters. This dual-clutch transmission is unique to the Rebel 1100 DCT and new-for-2023 Rebel 1100T DCT models. No other cruiser uses this technology. The standard six-speed manual transmission version retails for $9,499 (what a bargain), and the DCT and 1100T DCT have sticker prices of $10,099 and $11,299 respectively.

Related: Is Honda’s 2021 Rebel 1100 DCT Cruiser a Modern Sportster?

2023 Indian Scout Bobber

The Indian Scout Bobber is a stripped-down minimalistic cruiser with a burnout-loving 100 hp engine. (Indian Motorcycle/)Another American V-twin-powered ride is the Indian Scout Bobber. It’s powered by a 1,133cc liquid-cooled 60-degree V-twin that makes 100 hp and 72 lb.-ft. of torque (claimed) and is the most powerful engine that’s equipped on the Scouts. Plus, the Bobber offers “the appealing Scout performance to a broader group of riders who might otherwise shy away from the standard Scout’s heritage styling,” as we stated in a past review. So if you’re looking for an American-bred factory bobber, this is a great option.

Also in that past review, we noted that the Bobber’s suspension offered a firmer ride and was more planted in the curves than the standard Scout. The Bobber employs a 41mm telescopic fork and dual shocks, with 4.7 inches and 2.0 inches of travel respectively.

The 533-pound weight (claimed) is low slung and the 25.6-inch seat height makes it easy to put feet down.

The Indian Motorcycle accessories catalog also has a range of extended reach (for riders who are 6-foot-1 and over) or reduced reach (5-foot-6 and under) handlebars and foot controls so you can adjust your riding position.

Starting MSRP is $12,249, that’s for the non-ABS model. Prices go up from there to $13,149–$14,649, depending on color or Icon trim.

Related: 2018 Indian Scout Bobber First Ride Review

2023 Kawasaki Vulcan 900 Classic LT

When it comes to choosing between Kawasaki’s cruisers, the Vulcan 900 Classic LT is a solid choice because of its included comfort-focused accessories. (Kawasaki/)For longer hauls there’s the Kawasaki Vulcan 900 Classic LT. It flexes some midsize muscle with a 903cc liquid-cooled V-twin. It’s a reliable mill in a motorcycle that’s comfortable to ride, has super-steady handling, and is easy on the wallet.

Like the Low Rider S and Scout Bobber, the Vulcan 900 Classic LT has a belt final drive, so there’s less maintenance to worry about when compared to motorcycles with a chain final drive (no scrubbing, lubing, or chain tensioning needed).

This version of the Vulcan 900 Classic LT is $1,000 more than the base model, but what we love about the Classic LT is it has a big height-adjustable windscreen and studded seat with a matching passenger backrest and saddlebags. The only thing we wish this model had carried over from the base model was the whitewall tires to complete the classic cross-country cruiser look. MSRP for this tricked-out model is $9,999.

Related: Best Motorcycles for Women

2023 Royal Enfield Meteor 350

With a starting price of $4,699, the Royal Enfield Meteor 350 is a great deal. (Royal Enfield/)With its timeless charm and comfortable riding position and seat, the Royal Enfield Meteor 350 is a worthy cruiser option that requires very little cash to drop down at the dealer.

Although its 349cc air/oil-cooled single may not outperform a bike like the Rebel 300, the Meteor 350 has an impressively flat torque curve and a mild-mannered engine that’s very approachable and makes for a leisurely ride (check out my comparison review on Motorcyclist’s sister brand Cycle World).

It also comes standard with dual-channel ABS, which is helpful in emergency braking situations. You can also prop it up on its standard centerstand for maintenance tasks.

The MSRP ranges from $4,699 to $4,899. Royal Enfield backs its product up with a fantastic three-year warranty too.

Related: Best Dirt Bikes for Women

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Honda’s CB650R is now available in Matte Grey Metallic, for $9,399. (Honda/)2022 Honda CB650R | 2021 Honda CB650R ABS | 2020 Honda CB650R ABS

Ups

Inline-four engine unique to the class
Stable chassis matched with smooth power delivery
Honda fit and finish

Downs

The competition is getting stiffer each year
Limited technology
MSRP inching closer to the $10,000 mark

Verdict

Overview

The CB650R was shaped around Honda’s Neo-Sports Café design philosophy. (Honda/)Updates for 2023

The last major update for the CB650R was in 2021.

Pricing and Variants

The CB650R is available in just one trim, for $9,399.

Competition

The CB650R is one of the only middleweight naked bikes with an inline-four engine. (Honda/)Powertrain: Engine, Transmission, and Performance

Handling

Brakes

Fuel Economy and Real-World MPG

During Cycle World’s time on the bike, we averaged 47 mpg.

Limited technology on the CB650R, though it does come equipped with Honda Selectable Torque Control (HSTC), which can be turned off. (Honda/)Ergonomics: Comfort and Utility

The 32-inch seat height is reasonably approachable, especially considering that Honda’s beginner-friendly CB300R is only fractions lower.

Electronics

While the CB does not have ride modes, it does have rider aids such as Honda Selectable Torque Control (or traction control) and two-channel ABS. HSTC can be turned off.

Honda keeps all of the CB’s lighting up to modern standards; LEDs are found in the headlight, taillight, and turn signals.

Warranty and Maintenance Coverage

Honda’s transferable warranty includes one-year, unlimited-mileage coverage. The HondaCare Protection Plan is available for extending that coverage.

Quality

Like the CB1000R, the middleweight CB has fine fit and finish. Minimalist details match the bike’s clean look, making for a simple yet effective design.

2023 Honda CB650R Claimed Specifications

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The Yamaha Works Team makes magic happen in the grass at Circuit Paul Ricard before the 1973 French Grand Prix. The winning No. 1 YZR250 OW17 of racing legend Jarno Saarinen is front and center. (Simon Clay (courtesy Sammy Miller Museum)/)For those who did their time in the field of liberal arts, Taschen needs no introduction. Its large-format photography, fine arts and architectural books (among other disciplines) have been testing the weight limits of coffee tables since 1983. It has finally turned its attention to collectible motorcycles with its massive, two-volume set entitled Ultimate Collector Motorcycles. Stick an orchid in that jar of screws, it’s story time.

A 1913 or 1914 Feilbach Limited V-twin, manufactured in Milwaukee, Wisconsin. This example was produced by owner Arthur Feilbach himself from spare parts. (Bonhams/)
Joe Wolters, Jake DeRosier, and Charles Balke, all on Excelsiors, in the Class A heats at the opening day of racing at the Los Angeles Stadium in 1912. (Stephen Wright Archive/Don Emde Collection/)With extensive help from George Barber, Sammy Miller, Gordon McCall, Paul d’Orleans, Bonhams, and Team Obsolete, Charlotte and Peter Fiell have assembled a well-thought-out collection of 100 of the world’s most extraordinary (and therefore collectible) motorcycles. The criteria for inclusion includes, “engineering and design innovation, functional beauty, raw power, competition histories, exceptional rarity, and inherent desirability.” It’s a subjective exercise, to be sure. Is something actually “collectible” if there’s only one of them? But this is academic nitpicking. Their choices are solidly based in fact. Is anything more objective than money?

Detail of hot tube ignition air intake on the 1894 Hildebrand & Wolfmüller. The air intake provided oxygen for the igniter flame in the ignition box, and also an exit for the exhaust gas from the burner. (Yesterdays/)While the photography is standard and stunning, the value of this work lies in the words. Extensive research and documentation accompanies each of the 100 examples. The authors’ admitted love for roadracing and competition mean most of the examples saw success at the track or represented a sea change in engineering and/or technology. Their collectibility is equal parts scarcity and story. Great insights abound. About Italian race programs in the 1960s (edited for length):

“…thieving the contents of a factory parts store was a normal modus operandi for the employees. The only team/factory where this did not occur was MV Agusta, because Count Domenico ran a very close shop with only a handful of trusted employees…”

Indian Powerplus Boardtrack Racer, 1916–23. It produced 16 hp with a top speed of 100-plus mph. It’s estimated less than 100 were produced. (Heroes Motors (@sergebueno)/)
Detail of Scott Model 3S crankcase, made of Elektron—a proprietary high-performance magnesium alloy. (Simon Clay (courtesy Sammy Miller Museum)/)The book(s) generally stays away from bikes with celebrity or cultural significance, with the notable exception of Steve McQueen’s Husqvarna 400 Cross, a hard bike to ignore, given McQueen’s extensive collection and role in popularizing off-road bikes in the 1960s and ‘70s.

Given the many racing machines, the restoration versus original debate is one-sided. Glorious dents, scratches, and irreplaceable patina become badges of honor on machines that survived two world wars and their hunger for scrap metal. Created to win at all costs, the beauty of spartan machines like the 1904 Anzani Three-Cylinder Racer becomes apparent with the march of technology and engineering over time.

A Cyclone Model 7 R-15 Boardtrack Racer from 1914–16. Owned by Steve McQueen, it fetched $775,000 at auction in 2015. (Mecum Auction Inc. /)
The hand-beaten aluminum tank on a 1959 Ducati 125 Desmo Barcone Grand Prix Racer held in place with rubber bands. (Peter Harholdt/)The second volume picks up where the first left off, in 1940. First up, a 1940 Crocker 61ci “Big Tank,” one of less than 30 said to still exist. A very collectible (and relatively affordable) 1948 Indian Chief Clubman appears, with British and Italian singles and twins largely speaking for the early 1950s. A gorgeously faired MV Agusta four and Moto Guzzi V-8 hold court before a 1959 Honda RC142 Isle of Man Works Racer ominously appears, heralding the arrival of Japanese makes.

The ill-fated but innovative Norton 350cc 40M Lowboy. This is the only example in existence. (Simon Clay (courtesy Sammy Miller Museum)/)
Detail of 1968 Paton 500 Bicilindrica works Grand Prix racer’s Smiths tachometer and right-side handlebar. (Phil Aynsley/)The 1960s section starts with the doomed Norton 350cc 40M Lowboy before delving into Italian Bianchi and Moto Morini singles and twins. Then comes the shrieking six-cylinder Honda RC165 250cc Works Racer playing angel of death for any Italian marque not named MV Agusta or Ducati. Suzuki’s RS67 Works Grand Prix Racer is another ominous sign, bringing a divine wind of two-stroke Castrol fumes pointing to the future.

Fans of motorcycle racing’s golden age in the 1970s will be happy. Paul Smart’s Ducati 750 Imola Works Racer appears in 1972, as does Mike Hailwood’s Ducati 900 TT F1 and Kenny Roberts’ Yamaha YZR500 OW35K Works Grand Prix Racer in 1978. 1976 brings Barry Sheene’s legendary 1976 Suzuki RG500A XR14 Grand Prix Racer, with which he won five of six races he entered after his infamous Daytona crash, securing the 500cc title. Fun fact? It’s one of two in existence, the example shown only surviving because it was gifted to Sheene at the end of the season. Generally, nonessential racebikes were crushed at the end of the season.

Detail of the 1969 Clymer-Münch IV 1200 TT-S Mammoth’s distinctive dual headlights. (Simon Clay (courtesy Sammy Miller Museum)/)
Detail of Bianchi’s 1964 500cc Prototype Racer. (Simon Clay (courtesy Sammy Miller Museum), Alan Cathcart/)As the collection enters the 21st century, a few curious choices appear. While the choice of a Confederate motorcycle (rechristened the Curtiss Motorcycle Company in 2017) is inarguable from a monetary perspective, it leads the trail away from racing, competition, and backstories grounded in speed and grit. But it’s an unfair comparison. Money and age are numerically obvious. A 108-year-old machine impresses. A 10-year-old one-off custom motorcycle is artwork awaiting history’s judgment.

And honestly, do you read books to simply agree with them? If so, you’re enjoying literature incorrectly. Regardless of your motorcycle judgments, Ultimate Motorcycles will challenge both you and the sturdiness of your coffee table. Worth its 20.7-pound weight and 940 pages in words alone, take a break from this review and check out more images from both volumes below. Enjoy.

The two-volume set retails for $250. Available for purchase now at taschen.com or a fine bookstore near you.

Detail of the 1954 AJS 500cc E95 “Porcupine” Works Racer. While this engine does not have the spiky fins of the original E90 model, the E95 nevertheless retained the Porcupine moniker. (Peter Harholdt/)
John Surtees flying off Ballaugh Bridge on an MV Agusta 350 4C in the 1957 Isle of Man Junior TT. He took an uncharacteristic fourth place. (Stilltime/)
Factory team rider Yoshimi Katayama on a Suzuki RT67 125cc parallel-twin, rotary-valve works racer in the 1967 West German Grand Prix at Hockenheim, which he won. (Taschen Archive/)
Famed engineer Fabio Taglioni at his drawing board, at work for Ducati, 1974. (Archives A. Herl/)
One of 25 Vyrus 985 C3 4Vs made from 2006–14. Note the hub-centered steering and Ducati 999R engine. (Rob Arnott (photo: TED7)/)
The Aston Martin AMB 001’s monocoque chassis is composed of a CNC machined-from-solid backbone, onto which the V-twin engine is bolted as a fully load-bearing member. (Max Earey/)

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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 had astonishing front grip and poise that wasn’t matched by the rear, which was on the soft side and lacked composure when pushed hard. For 2023 Yamaha has changed the shock’s spring rate, revised the linkage, and added some spring preload, making the front and rear more equally matched.

Now you can push the Niken GT a little harder without the rear shock giving up and spoiling the fun. It’s much more controlled and predictable when you’re asking a lot of the suspension. Yamaha quotes a possible 45 degrees of lean before the pegs start to tickle the pavement, which is plenty for a sport-tourer and quite easily achievable thanks to the extra side grip generated by the unique front end.

On sweeping roads especially this new composure makes for a fun ride, and the new free-revving CP3 MT-09 engine, which produces the same peak power but even more torque as the older bike, only adds to the party.

It’s a joy to short-shift through its midrange, not just for the way it drives you up a mountain but for acoustic hit. Engine modes (there are three of them) can be changed on the move, and it only takes a few seconds to turn off the traction control should you want to try lifting those front wheels off the ground.

There are limitations to the updated Niken. While there is grip galore on tap, the GT lacks the confidence-fueling feedback you’d expect from a conventional telescopic fork and a single contact patch. Braking performance is OK thanks to the grip produced by twin contact patches up front, but relatively small 298mm-diameter brake discs lack outright stopping power.

Economy-wise, Yamaha quotes 5.8L/100km or 41 mpg (US), meaning the GT’s 4.75-gallon tank will deliver a theoretical 193 miles before requiring a fuel stop. And talking of stops, potential Niken GT owners should prepare for the fact that everyone and their dog will offer you their opinion of this motorcycle.

The elephant in the room is the price of 16,210 pounds sterling (TBD USD). Yes, you can see where the money has been spent and the Niken GT is a wonderful piece of engineering, but there are a lot of conventional sport-tourers on the market for similar money or less. However, none can match the Niken’s front-end grip; having that peace of mind and cornering stability will appeal to many riders, especially those who ride two-up.

The large (fixed and hard) 30-liter side panniers are big enough to take a full-size helmet. (Ant-Productions/Yamaha/)
The Niken uses the tweaked CP3, three-cylinder engine from the MT-09. (Ant-Productions/Yamaha/)
Peak torque is 1,500 rpm lower than the MT-09 and there is an 8 percent increase in crankshaft inertia, along with a new exhaust and airbox. (Ant-Productions/Yamaha/)
A new engine requires a revised frame as the engine sits further forward. The layout, tube diameters, and mounting points are all new for 2023. (Ant-Productions/Yamaha/)
Rear shock linkage arm is now forged aluminum which reduces weight, and its length has also changed. (Ant-Productions/Yamaha/)
Traction control and ABS are not lean-sensitive as there is no IMU fitted to the Niken GT. (Ant-Productions/Yamaha/)
Completely new 7-inch color dash with three layouts to choose from, plus connectivity for 2023. There's full-map Garmin navigation, via the Garmin Motorize app. Once connected you can take calls, receive messages, listen to music, and even check the weather on your route. (Ant-Productions/Yamaha/)
The new screen is manually adjustable (through 2.8 inches) on the right side, and easily done one-handed on the move. Yamaha recommends only doing so at a standstill. (Ant-Productions/Yamaha/)
Not keyless. One key operates the ignition and both panniers. The rear carrier can accommodate a top case for more luggage capacity if required. (Ant-Productions/Yamaha/)
Fully adjustable with two fork legs per side, one 43mm and one 41mm. Each side uses a 15-inch front wheel, with specially designed Bridgestone rubber to compensate for the speed and weight of the Niken GT. (Ant-Productions/Yamaha/)
Three rider modes as standard, Sport, Street, and Rain. (Ant-Productions/Yamaha/)
Yamaha’s second-generation quickshifter is now standard, working on both up- and downshifts. (Ant-Productions/Yamaha/)2023 Yamaha Niken GT Technical Specifications and Price

| PRICE | £16,210 (TBD USD) | | --- | --- | | ENGINE | 890cc, DOHC, liquid-cooled 3-cylinder; 4 valves/cyl. | | BORE x STROKE | 78.0 x 62.1mm | | COMPRESSION RATIO | 11.5:1 | | FUEL DELIVERY | Fuel injection w/ ride-by-wire | | CLUTCH | Wet, multiplate | | TRANSMISSION/FINAL DRIVE | 6-speed/chain | | FRAME | Diamond | | FRONT SUSPENSION | Telescopic fork, fully adjustable; 4.3 in. travel | | REAR SUSPENSION | Single shock, fully adjustable; 4.9 in. travel | | FRONT BRAKES | 4-piston calipers, twin 298mm discs w/ ABS | | REAR BRAKE | 2-piston caliper, 282mm disc w/ ABS | | WHEELS, FRONT/REAR | 15 in. /17 in. | | TIRES, FRONT/REAR | Bridgestone; 120/70-15 / 190/55-17 | | RAKE/TRAIL | 20.0°/2.9 in. | | WHEELBASE | 59.4 in. | | SEAT HEIGHT | 32.5 in. | | FUEL CAPACITY | 4.75 gal. | | CLAIMED CURB WEIGHT | 595 lb. | | WARRANTY | 24 months, unlimited mileage | | CONTACT | yamahamotorsports.com |

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The One Show just wrapped up its 14th annual celebration of moto-culture with three days of music, art, and amazing custom machines. (@MrPixelhead/)It usually rains a lot in Portland, Oregon, but it turns out Gore-Tex wasn’t needed at this year’s One Moto Show, which celebrated its 14th edition with balmy temps, blue skies, and a whole lot of sun. There were zero complaints about that turn of events, especially since Thor Drake and his merry crew at See See Motorcycles put on yet another rip-roaring motorcycle event in the vast, shadowy expanse of the Zidell Yards Barge Building in Portland’s South Waterfront.

Editor’s note: Check out more One Moto editorial in the The 2022 One Motorcycle Show Rolls Lucky 13, Favorite Custom Motorcycles From The 2019 One Moto Show, The 2019 One Motorcycle Show Ups The Ante, and 10 Wild Rides Of The One Motorcycle Show 2019 articles.

The one-time shipbuilding structure still serves up copious amounts of grit and grease, but has no actual boats in production (it stopped that in 2016). Which is fine, since gritty and greasy made a perfect backdrop for the hundreds of custom machines that were rolled out this year, and the show definitely didn’t disappoint in either the quantity or quality of the builds we scoped out. Thousands of stoked bike fans flocked through the giant metal doors to check out the renowned Pacific Northwest classic (sold out last year), which held court in the massive metal warehouse for the third year running. As it has consistently done over the last nearly decade and a half, the One Show shone a spotlight on every kind of expressive custom and concept motorcycles you could think of, serving up another epic weekend of art, music, bike demos, stunt shows, live music, and all things moto.

Related: The 2022 One Motorcycle Show Rolls Lucky 13

Indian Motorcycle was one of this year’s presenting sponsors, and had almost a dozen custom bikes displayed. (Andrew Cherney/)There were also smaller shows taking place within the larger event, including a dozen live bands, the annual 21 Helmets art showcase presented by Bell Helmets featuring 21 pieces of custom head protection decked out with wildly imaginative artwork, and the first-ever Direct Current Show put on by Ryvid, featuring a group of electric motorcycle customs from up-and-coming companies as well some of the more established ones.

But the show’s main focus and reason for being was still its enviable collection of more than 300 custom-built motorcycles on display; some of them weird, a few rare, a bunch of them stone-cold classics, and yet another group that felt completely unconventional.

This lovely 1963 Triumph Thunderbird from Barry Weiss won the Champ of Champs Award at this year’s show. Cristian Sosa contributed some of the detail metal work. (Andrew Cherney/)“When we started 13-plus years ago we noticed there wasn’t a common place for ‘everyone else,’” founder Thor Drake says. “The garage tuner, the racers, the creatives, the weirdos, and the hyper-focused; an inclusive place for all types of people to share stories, learn from one another, and participate together. It was then we decided to host the first One Motorcycle Show, around the concept of ‘The Oneness’…however that interprets.”

No shortage of Beemers of all kinds this year, including this slammed 2023 R 18 bagger from Fred Kodlin. (Andrew Cherney/)“Thirteen years later it just keeps growing,” Drake says. “The one weird thing is that there’s now people that have come to the show as non-motorcyclists, become motorcyclists, and then become custom builders. It’s all start to finish!”

As is traditional after three days of nonstop energy, this year Drake once again presented custom-made trophies to winners of the various One Show awards. Some of those winners and some of our favorite bikes at the show are below.

Dubbed “Slim,” this frame-up, special construction chopper features a 1976 Shovelhead engine, custom Pill-style oil tank, and a Shure microphone as an intake! Owners Gino and Denise Ilacqua did much of the concept, fabrication, and assembly. (Andrew Cherney/)
One of our show favorites was this rigid frame custom with an Indian springer fork and Indian Four tanks, powered by a Ukrainian Dnepr 650 engine and customized by Morto Olson. (Andrew Cherney/)
Winning the Apocalypse Machine Award was this 1969 BSA B 25 from Adam Baumker. (Andrew Cherney/)
Among the returning favorites was Cristian Sosa’s 750cc “Suavecito,” a steampunk mashup of boardtrack style with custom fabbed bodywork and frame based on a 1940 Indian Scout. (Andrew Cherney/)
Tim Lovell’s incredibly detailed 1975 Ducati GTS 900 was a bike he wrangled for his dad! Now that’s some gift. (Andrew Cherney/)
This original 1960 Honda Dream 300 came accompanied by its entire 60-year-old history, all on display. (Andrew Cherney/)
This one-time 2022 Indian Chief Dark Horse became a cafe custom via a collaboration between DicE magazine and Indian. Called R/T Four Thirteen, the bike features work by Noise Cycles, Hindes Design, and Ornamental Conifer, with the rear end converted from a twin shock to Öhlins monoshock arrangement. It won the American-Made Award. (Andrew Cherney/)
Every time we turned around there seemed to be a stunt show going on next to the Barge Building, with Icon stunt riders Rob Carpenter and Sean “Sets” Hadley among the pros entertaining the crowds. (@MrPixelhead/)
The One Moto draws some of the best designers in the biz. Here Piaggio’s Miguel Galluzzi is checking out “Lil’ Man,” a Honda Z50 that won the Heavy Metal Award. (Andrew Cherney/)
Ebike maker Ryvid proudly displayed its Anthem model, which features a bespoke, lightweight stainless steel chassis, adjustable ride height, and a removable 4.3kWh battery pack. This custom e-ADV bike looks the business. (Andrew Cherney/)
We can always count on some out-of-the box lid designs at the annual 21 Helmets art presentation, a show-within-the-show put on by Bell Helmets. (Andrew Cherney/)
Founder, moto-savant, and See See Motor Coffee fanatic Thor Drake put together the first One Moto party in a shabby warehouse after he noticed “there wasn’t a common place for ‘everyone else’ ” in the motorcycle custom world. He wants everyone to feel welcome at the One, he Says. (@MrPixelhead/)
This 2014 E1pc from MotoCzysz was featured in the Direct Current electric bike display. (Andrew Cherney/)
A show regular, Makato Endo was spotted doing his trademark painting with India ink and chopsticks at the back area. This year’s subject was a 1995 BMW R100. (Andrew Cherney/)
Every year the One Show gives out handmade custom trophies; for 2023 it was these welded beauties. (Andrew Cherney/)

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The 2023 Harley-Davidson CVO Street Glide and CVO Road Glide, respectively. (Harley-Davidson/)No matter how many anniversaries you celebrate, they all come around just once. Harley-Davidson’s bidecacentennial, or 120th anniversary, is coming up. It seems less important than the 125th anniversary, or quasquicentennial. But The Motor Company hasn’t stuck around this long by passing up reasons to promote itself.

With that in mind, two new Harley-Davidson CVO cruisers are being rolled: the Street Glide CVO and the Road Glide CVO. You already know all about H-D’s Custom Vehicle Operations. But for the benefit of search results, let’s reiterate. The CVOs are the best, most expensive (and limited) motorcycles H-D makes.

The 2023 CVO headline? They get very new fairings and the new Milwaukee-Eight VVT 121ci engine. As you’d expect, they get new suspension, new infotainment systems, and new paint and finish options. But the new motor is the Big Deal. A new, larger 1,982cc Milwaukee-Eight motor now features variable valve timing or “VVT,” as stated on the cam cover. This improves performance and (cough) emissions. This brings the CVO engine concept into line with the new Revolution Max engines featured on the Pan America and Nightsters.

You’ll experience the new motor and suspension. But importantly, other people will see the new fairing and headlight design. (Harley-Davidson/)Both also get significantly new fairings. The CVO Street Glide gets a more modern and angular fairing, with turn signals integrated with horizontal “lamp elements” that highlight the batwing fairing. The windshield is more upswept and now has a modern looking “Omega-shaped” headlight.

The headlines are about the new fairing and headlight. But the real story is the tiny “VVT” on the cam cover. (Harley-Davidson/)Likewise, the CVO Road Glide gets revised fairings that update the “sharknose” design and integrate turn signals in the fairing structure. The CVO Road Glide’s single LED headlight seems horizontally split into two, a visual play on the traditional side-by-side headlamps on previous designs.

Both redesigns are significant departures from traditional H-D styling. Some online chatter has implied a visual connection to Indian’s Challenger and Pursuit fairing design, with integrated turn signals. Or the Chieftain, with its extruded horizontal edging. As much as Motorcyclist loves criticizing motorcycle design, there’s not much story here. Vetter fairings from the ‘70s integrated turn signals with the fairing and H-D’s traditional design cues mean any departure from orthodoxy gets lots of scrutiny. It’s your call.

Images provided by H-D were appropriately dark and mysterious. But Motorcyclist helpfully added some light and sharpness to them so you can judge them accordingly.

MSRP has not been announced. Both models will be available for sale on June 7.

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Despite the adage, “if it ain’t broke, don’t fix it,” it’s hard to believe that the Tuning Fork brand has been manufacturing its TW200 dual sport, with one careful, but modest set of updates for over three decades. But that’s the beauty of Yamaha’s 2023 TW200 ($4,899). A simple and affordable street-legal, dual sport motorcycle, the “Trail Way” last saw an revision for the 2001 model year, adding a disc brake and electric start.

Editor’s note: Readers asked for it, and we delivered. Find out what other new motorcycles our US community wants us to ride this year in the Top 5 Motorcycles You Want Us To Review 2023 article.

Readers asked for it, so we penned a review of Yamaha’s tried-and-true TW200 dual-sport. (Adam Waheed/)The reason why these TW200′s are cool is because of its now retro styling. It offers a handsome ‘80s vibe reminiscent of other popular rectangular headlight bikes from that era (think Suzuki’s DR-Z). What’s old always becomes new and these bikes are back in style.

Yamaha’s TW200 is not only a great learner motorcycle, it’s also a worthwhile addition to the garage for motorcyclists seeking a fun and affordable mini-bike for errands and local riding. (Adam Waheed/)A classic dual sport, the TW200 can be ridden on and off-road. Oversized Bridgestone all-terrain balloon-style tires (18-inch front, 14-inch rear) and a surprisingly peppy 196cc four-stroke SOHC two-valve engine gets it moving. An air-cooled design is nothing fancy, but it is reliable, and the engine has enough pep for freeway-legal speeds.

Instrumentation is simple but effective. It is also a reminder of the past with its swept face speedometer and rolling odometer and resettable trip meter. (Adam Waheed/)Getting the single fired is as simple as twisting the old-fashioned but signature Yamaha Motor mechanical key. Flip the ignition switch and let’s go for a ride. This engine features a counterbalancer but it certainly doesn’t quell all of the engine’s vibes, especially at high running speed. A five-speed manual transmission with a cable-actuated clutch puts back the power to a 14-inch rear wheel via chain final drive on the left-hand side of the vehicle.

The TW200 is an original dual-sport. It’s a simple and affordable motorcycle that can be ridden on road as well as off. (Adam Waheed/)It drinks from a 1.8-gallon fuel tank, but there is no fuel gauge, nor low fuel level light. There is a petcock valve which allows you to alternate from “on,” “off” for transport, and “reserve” fueling. This is a remnant feature of the mechanical carburetor. We’ve averaged around 60 mpg during the course of our stop-and-go ride through the city. If you’re a cruiser, and can keep the speeds lower, Yamaha says you can get upwards of 70 mpg.

In spite of its $5,000 price tag, the TW200 features quality paint and above average build. (Adam Waheed/)You’d be surprised how much pep this little thumper is. This 13-some horsepower engine feels more powerful than some 250cc liquid-cooled engines we’ve ridden. It’s surprising how much torque the engine offers. Ten pound-feet isn’t much but it’s capable of propelling it to highway speeds. It has a top speed of upwards of 80 mph. Obviously, at those engine running speeds, the engine vibrates considerably, but based on its price point and more rudimentary engineering (within the modern streetbike class), having a bit of engine vibration is par for the course. The rearview mirrors do a nice job of showing what’s going on behind you at slow speeds. However at freeway speeds the mirrors shake immensely.

You know when you are from the ‘80s when… a rectangular halogen bulb headlight is an ode to the time when this motorcycle was originally released. (Adam Waheed/)Our testbike was fresh with 25 miles on the clock. So the transmission is a little sticky. It’s definitely broken since we began our test. These older-school motorcycles generally require more break-in than a modern bike. With modern motorcycles, the tolerances are usually tighter. Not a big deal. The one thing we do like is the solid shift feel. You really know when you’re selecting the next cog.

You certainly don’t need, nor maybe want a bike bike when cruising around town. The TW200 is a fun and versatile little bike that is happily ridden anywhere. (Adam Waheed/)Clutch action is light and has a decent level of response. Realistically you’re not going to squeeze the clutch lever once the bike is moving. Still, if I wanted to learn how to ride on a forgiving motorcycle, this TW200 would be a good option. Factor in its low seat height and it’s a no-brainer for new riders.

A hydraulic disc brake and electric start were the only upgrades the Tuning Fork brand made to its TW200 (2001 model year). (Adam Waheed/)This Yammie rolls on a 18-inch front and 14-inch rear spoke wheel with Bridgestone Trail Wing rubber. The tires are meaty and look cool. With the taller sidewalls, they provide a second set of suspension. Primary suspension consists of a telescopic fork and a coil spring shock that functions without a linkage. It mounts directly between the frame and swingarm with just over 6 inches of suspension travel up front, and just under 6 inches at the rear. Despite its diminutive size and shortish wheelbase (for a 278-pound road bike) it rides well over bumps.

You’d be surprised by how peppy the TW200’s 196cc single feels. It feels more powerful than the spec sheet demonstrates. (Adam Waheed/)Seat height is amiable to new riders and we like that the saddle is a bit wider than a conventional dirt bike. You’ll want to get off it after 60 or more miles. But realistically for short couple-hour jaunts around town it performs A-OK. There’s also room for a friend. The passenger seat area is relatively long and the seat tapers more widely toward the back. For jetting around with the missus or mister or running quick errands with one of your best friends, this motorcycle is fully capable. There’s also a flat storage rack that’s suitable for mounting a crate or other form of luggage.

If you want a TW200, good luck finding one. They are a popular street-legal bike that owners like to hold onto for decades. (Adam Waheed/)Serrated footpegs are a nice touch for off-roaders, but they’re a little teensy. The steel handlebar offers pleasing rearward bend, but is another piece that we’d replace with a crossbar-pad-type aftermarket bar.

Brake hardware consists of a single hydraulic disc front brake and a mechanical drum rear. The master cylinder offers good response. Conversely, the back brake is not quite as responsive in terms of modulation, but the stoppers get the job done and we value the feel of the front brake. This time we didn’t get to ride this motorcycle after dark. It’s worth noting that since it was manufactured originally in 1987 it does not include LED anything.

Yamaha is renowned for its durability and its ability to manufacture products with extreme quality, and this TW200 is no different. Service-wise, after the initial service at 600 miles, Yamaha recommends changing engine oil at 4,000 miles. After that, service intervals are every 3,000 miles. Every other oil change, clean the oil strainer and replace the filter. It’s also advised to check the air filter. Oddly enough, Yamaha says the valve clearance should be measured every 3,000 miles.

In spite of its age, the $4,800 TW continues to demonstrate its worth. It’s practical and has that old-school ‘80s vibe that is very much in style. Plus it holds its value. You wouldn’t believe how expensive these bikes are on the used motorcycle. Would we spend our dough on the 2023 TW200 from Yamaha? You bet. It’s a worthwhile addition to the garage for motorcyclists seeking a durable little errand runner, or a recreational runner to supplement to the mothership when camping or traveling by RV.

Gear Box

Helmet: AGV Sportmodular

Jacket: REV’IT! Blackwater

Gloves: REV’IT! Kinetic

Pant: REV’IT! Piston

Boots: TCX Dartwood Waterproof

2023 Yamaha TW200 Technical Specifications and Price

| PRICE: | $4,899 | | --- | --- | | ENGINE: | 196cc, SOHC, air-cooled single-cylinder; 2 valves | | BORE x STROKE: | 67.0 x 55.7mm | | COMPRESSION RATIO: | 9.5:1 | | FUEL DELIVERY: | Mikuni 28mm | | CLUTCH: | Wet, multiplate | | TRANSMISSION/FINAL DRIVE: | 5-speed/chain | | FRAME: | Steel | | FRONT SUSPENSION: | 33mm telescopic fork; 6.3 in. travel | | REAR SUSPENSION: | Single shock; 5.9 in. travel | | FRONT BRAKE: | 220mm disc | | REAR BRAKE: | 110mm drum | | WHEELS, FRONT/REAR: | 18 in./14 in. | | TIRES, FRONT/REAR: | 130/80-18 / 180/80-14 | | RAKE/TRAIL: | 25.8°/3.4 in. | | WHEELBASE: | 52.2 in. | | SEAT HEIGHT: | 31.1 in. | | FUEL CAPACITY: | 1.8 gal. | | CLAIMED WET WEIGHT: | 278 lb. | | WARRANTY: | 1-year limited | | AVAILABLE: | Now | | CONTACT: | yamahamotorsports.com |

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A pristine 1909 Merkel-Light Model A (back) greets you at the starting point of the “Around the World on Two Wheels” exhibit. (Andrew Cherney/)If you’ve been to the Barber Vintage Motorsports Museum, you already know what an impressive collection of meticulously restored metal is housed in that sprawling 250,000 square-foot compound. In fact, it’s been recognized as the world’s largest motorcycle museum, at least according to the Guiness Book of World Records, circa 2014. But Leeds, Alabama–based Barber is also situated a pretty long ways from the West Coast, so when we heard an exhibit of select bikes curated from its two-wheel trove was opening at the Petersen Automotive Museum in Los Angeles, we hightailed it down to Southern California to settle in for some serious gawking.

Related: Inside The Barber Vintage Motorsports Museum’s Restoration Shop

Not all the bikes are show queens though; the 1928 Sunbeam Model 80 TT—built to compete in the Isle of Man Junior TT class—is displayed in its fully unrestored original condition, warts and all. (Barber Museum/)This exhibit, which is laid out in the Richard Varner Family Gallery on the Petersen Museum’s second floor, draws from the Barber Museum’s extensive holdings to trace and highlight the development of the motorcycle, from its earliest beginnings as a method of personal transportation to its more modern interpretations as a racing machine, workhorse, commuter vehicle, and of course, a styling and design statement.

With that in mind, it’s easy to see why this grouping of bikes is so mind-bogglingly diverse; machines that run the gamut from one-off Grand Prix racers to popular production streetbikes to century-old examples of a simpler bygone era.

This 1950 Norton International Clubman, known as the Inter, could be configured to compete in everything from trials to roadracing. In roadrace form it eventually evolved into Norton’s Manx model. (Andrew Cherney/)Of course, the Petersen itself is no slouch when it comes to world-class museum venues, but these days most of the vehicles inside are of the four-wheel variety. Nevertheless, the stroll up to the second floor where the Varner Gallery is located is still an eye-opening experience for any motorhead, two-wheel or four.

Related: Electric Revolution Takes Over The Petersen Museum

A beautifully restored 1919 Harley-Davidson Model J, featuring a 989cc V-twin, hardtail rear and no front brake. (Andrew Cherney/)After running the gauntlet of 1932 Ford Roadsters and classic Studebakers, you arrive at the Barber exhibit where bikes are perfectly arranged in a semblance of chronological order, complete with info plaques displayed below. Kicking off the early years up front are examples like the 1905 Indian Single, a 1909 Merkel-Light, and a 1928 Sunbeam Model 80 TT, with latter-day bikes represented by Jake Zemke’s ripping Honda CBR600RR race machine and other championship-winning superbikes.

When art inspires real life, you get something like this 1952 Triumph Speed Twin custom, built by Jared Weems and based on renowned moto-artist David Mann’s “Dog Gone Hot Dogs” painting. (Andrew Cherney/)The rest of the motorcycles come in all sorts of flavors, including factory prototypes, customs built specifically for Barber, and production machines that you could put in your garage today. The place was packed when we attended, with lots of folks crowding around the row of modern-era bikes lined up against a long wall at the back.

This 1967 Jawa 250 production racer was known as the “Flying Banana” due to the unusually curved frame. (Andrew Cherney/)Although the exhibit represents just a snapshot of Barber’s massive holdings (a mere fraction of the some 1,800 bikes that facility owns), it’s nevertheless a fascinating and concise look at the world of motorcycling. If you’re in the area—say on your way to the Born-Free show in June, or maybe heading up north to catch the MotoAmerica Superbikes round at Laguna Seca in July—the show would be a worthy stop in your itinerary.

It’s here until March 2, 2025, so you’ve got plenty of time to ride on over to LA.

A classic 1930s-era Indian Chief. (Andrew Cherney/)
A pair of rockets looking to take off. Honda’s boundary-breaking production 1993 CBR900RR Fireblade, with Jake Zemke’s 2008 Honda CBR600RR racer below. (Andrew Cherney/)
From old to new, the “Around the World” exhibit follows the evolution of motorcycles from their days as personal transportation to modern-day superbikes. (Andrew Cherney/)
Indian’s 1905 thumper known as a “Camelback” thanks to that hump over the rear wheel, which is actually a gas tank. (Andrew Cherney/)
Excelsior-Henderson’s popular 1929 Super X V-twin was the final model from the big American brand before it closed its doors in 1931. (Andrew Cherney/)
Classy Italians: the 1998 Bimota V-Due, introduced as the first production two-stroke motorcycle with electronically controlled direct fuel injection, and the 1975 four-cylinder MV Agusta Magni, named after MV race team manager Arturo Magni. (Andrew Cherney/)
Merkel, Sunbeam, Indian: another look at the front display of the “Around the World on Two Wheels” exhibit. (Andrew Cherney/)

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Husqvarna’s travel-oriented Norden 901 Expedition sees a modest price bump compared to the Norden 901. MSRP is $15,799 versus $14,499 (Husqvarna/)Ups

Upgraded with higher-spec Xplor suspension
A whole catalog of accessories included as standard
Minimal price increase for all of the significant upgrades

Downs

Included bags not very durable
Windscreen fixed and not adjustable
Have to buy different bag mounts if you want hard cases