Hugh Janus

Paul Yaffe adds inimitable style and craftsmanship to this BMW R 18 Transcontinental-based custom which just made its debut at the 2024 Verona Motorbike Expo. (BMW/)Although BMW hasn’t really stopped rolling out custom versions of its R 18 cruiser well after its official launch back in 2020, most one-off iterations in the intervening years have used the base model as their platform of choice. Which makes this R 18 Transcontinental–based build from Paul Yaffe, dubbed the R 18 One Eight “C” even more compelling. For one, the fairing-and-trunk equipped touring variant has way more parts to manipulate and modify than the stripped-down standard R 18, but if anyone could rise to meet that challenge, it’d have to be Yaffe, a longtime force in the custom motorcycle world. Getting the look of an iconic ’50s Mercury Lead Sled meant Yaffe’s design team had to go with several one-off components by hand and modify existing R 18 elements, including the fairing, front wheel, bags, and both fenders. An exclusive set of Yaffe Monkey Bars complement the overall design. (BMW/)As a quick refresher, Yaffe is not only the guy behind Bagger Nation, but has also been designing and building whole motorcycles as well as parts for more than 30 years, garnering accolades for the “World’s Most Beautiful Motorcycle” at the Oakland Roadster Show and “Builder of Year” awards from Easyriders Magazine, all on the way to becoming an inductee into the Sturgis Hall of Fame in 2015. Related: BMW Motorrad Presents R 18 Customizing Championship The challenge here was to retain as many original components as possible, so the stock 1.8-liter flat-twin engine made it onto the R 18 One Eight “C” custom basically unchanged. The steel front fender is handmade. (BMW/)So for the latest spin on BMW’s big cruiser, which debuted at the MBE Show in Verona, Italy, earlier this month, Yaffe knew he’d have to create more than a bolt-on special; it needed to channel BMW’s design ethos and retain as many original components as possible. The new 26-inch front wheel cut from a 400-pound block of solid aluminum is covered by a 180mm-wide front tire. The frame had to be stretched and raked to accommodate it. (BMW/)Once the customization process began, Yaffe knew he’d be going with a big-wheel design, but one that was unlike anything else out there. That meant commissioning a 26-inch x 5.5-inch hoop cut from a 400-pound block of solid aluminum, onto which he spooned a handmade 180mm-wide front tire. Naturally the frame had to be stretched and raked to accommodate the bigger wheel, and special triple trees had to be engineered to correct the trail measurement and keep handling at a high level. The Transcontinental’s original front fairing was reconstructed to better flow with the new front wheel, while a new chin fairing was created to cleverly hide the radiator. (BMW/)Then came the aesthetics, and Yaffe’s team looked to adopt a kind of 1950s Mercury Lead Sled vibe for the big tourer. If you’re familiar with the Transcontinental, the bike doesn’t exactly scream “hot rod,” but to be fair, Yaffe and company were up to the task, crafting several one-off components—like the steel front fender—from scratch, and modifying existing R 18 elements. The TC’s original front fairing was chopped into several pieces and restructured to better fit the headlight and flow with the new front wheel, while a unique chin fairing was designed to plug the gap between the fairing and the fuel tank while also cleverly hiding the radiator. The saddlebags keep their lids, latches, and speakers but wear a new set of stretched exterior “skins.” Original rear fender is surgically altered thanks to a second R 18 rear fender grafted on. Clearly, the Transcontinental’s original trunk had to get the heave-ho. (BMW/)There was also the question of the TC’s original saddlebags, which were designed more for functionality than form. Yaffe’s team ended up keeping the lids, latches, and speakers but creating a new set of “skins” that stretched the bags’ profile yet still allowed for that signature BMW functionality. The original rear fender was then extended by grafting on a second R 18 fender that matched the profile of the new saddlebags, with an area for the frenched-in license plate. Air suspension and pipes are key to that Lead Sled look. Air tank, distribution system, and frame beneath each saddlebag accommodate essential components; boxer head pipes stay but catalytic converters are swapped out for a high-flow baffle system. Three-step muffler system and a wide-open megaphone delivers classic hot-rod sound. (BMW/)An air suspension system was also in the mix, and Yaffe’s team designed a sophisticated air tank and distribution system as well as a dedicated frame beneath each side of the saddlebags to accommodate essential components like air storage tanks, air compressor, and all the controls, valving, and solenoids necessary. As for the exhaust, Yaffe decided to keep the classic boxer head pipes, but removed the catalytic converters to make room for a bespoke perforated high-flow baffle system. To give it a unique sonic signature, the bike also got a three-step muffler system and a wide-open megaphone to deliver a classic hot-rod bark. Details matter: meticulous work on the contemporary-style saddle, courtesy of Guys Upholstery. (BMW/)To keep that classic hot-rod feel and highlight the bike’s new stance, Yaffe skipped the distracting graphics, tasking his painter Hector Martinez with applying a timeless gloss black paint. Guy’s Upholstery created the oxblood contemporary-style saddle and dash console while Martinez mixed up a matching color for the red front brake calipers. As Yaffe says about finding the perfect balance in a custom project, “The trick is to not overdo it.” Source

BMW Motorrad USA and the Barber Vintage Festival Partner to Donate All Kids Bike Bicycles to Leeds Primary School in Alabama (Parker S. Freedman/)BMW Press Release: BMW Motorrad USA, in partnership with the Barber Vintage Festival, the premier vintage motorcycle fan gathering in the U.S., have joined together to deliver twenty-four brand new All Kids Bike balance bicycles, helmets, pedal conversion kits, one instructor’s bike and rolling storage racks to the very excited kindergarten class of Leeds Primary School in Leeds, Alabama. In 2023, BMW Motorrad USA celebrated the 100 Year Centenary of the BMW Motorcycle brand by hosting the very first Motorrad Days Americas in partnership with the Barber Vintage Festival in Birmingham, Alabama. The event drew the largest crowd in Vintage Festival history and was a great celebration of the motorcycling community. The Kids Zone at BMW Motorrad Days Americas featured All Kids Bike bicycles for younger attendees to enjoy on an “off-road” obstacle course, because one is never too young to experience The Spirit of GS and to be part of the amazing rider community. Supporting the rider community, both young and old, and both motor and pedal-powered, is why BMW Motorrad USA and the Barber Vintage Festival partnered with All Kids Bike to make this important donation to Leeds Primary School. “We are excited and proud to be able to join hands with the Barber Vintage Festival and with All Kids Bike to help the next generation learn how to ride bicycles.” said Luciana Francisco, Head of Marketing and Product, BMW Motorrad USA. “Many of us began our lifelong passion for two wheels on a bicycle and there is no more fun way to learn good balance, important motor skills, and get exercise, than on a bicycle. We are honored to be part of the new bicycle riding course during physical education classes at Leeds Primary.” Lisa Weyer, Executive Director of Strider Education Foundation, the nonprofit that operates All Kids Bike, expressed her gratitude for BMW Motorrad USA and Barber Vintage Festival’s partnership “I commend the support of generous donors like BMW Motorrad USA and the Barber Vintage Festival and their recognition of the profound importance of the All Kids Bike program, which empowers us to bring the joy of riding to countless children, fostering not only physical skills but also a sense of freedom, confidence, and happiness that will positively impact their lives for years to come. And potentially create future motorcycle enthusiasts.” Source

KTM Duke - 30 Years of Pure, Naked Motorcycling (KTM/)KTM Press Release: The last 30 years of the KTM DUKE model can be summed up in one word: Evolution. From its humble beginnings in 1994 to its current status as a symbol of performance and innovation, the KTM DUKE nameplate has stood the test of time. In 1994, KTM burst into the street scene with the first motorcycle to carry the DUKE nameplate. It featured a big-bore 609 cc single-cylinder engine, with ergonomics and styling that straddled the line between Supermoto and street fighter. It brought true hooligan personality to the street, unapologetically Naked and stripped back to the bare essence of what a motorcycle should be. At the time, the 1994 KTM DUKE was a radical departure from traditional motorcycle designs. Featuring an exposed trellis frame, minimalist bodywork, and a single-cylinder engine, it was an anomaly in the market. However, it instantly captured the attention of riders seeking a raw and unbridled riding experience. Such was its success that KTM introduced a more powerful DUKE II version in 1999, with sharper styling replacing the rounded body contours of its predecessor. Unknowingly, this would launch the Naked segment within the KTM street motorcycle line-up, with more engine capacities and cylinders being added to the DUKE range. In 2005, the SUPER DUKE nameplate was introduced, boasting a powerful 990 cc LC8 V-Twin powerplant. The KTM 990 SUPER DUKE quickly reached cult status, leading the way for the KTM 990 SUPER DUKE R variant to tear into the market in 2008. 2008 also brought the KTM 690 DUKE to market, once again shaking up the design norms of the times. The 2008 KTM 690 DUKE was a hunkered down, powerful single-cylinder machine, with an underslung exhaust and aggressive, elbows-out riding position. This would later become the blueprint for the DUKE attitude. 2011 saw the rise of smaller capacity DUKE models, with the KTM 125 DUKE entering the European market. This compact and energetic machine delivered ample power and easy maneuverability, without sacrificing any of the DUKE personality. This made it the ideal launchpad for future DUKE pilots, and future middle-weight models. In 2012, KTM introduced the game-changing KTM 200 DUKE, with THE CORNER ROCKET KTM 390 DUKE joining the line-up in 2013. The KTM 390 DUKE was the first small-displacement DUKE to hit North American streets, and it became a favorite among riders looking for nimble handling and a punchy, yet rideable, power delivery. KTM then shook the Naked motorcycle segment in 2014, with the introduction of THE BEAST – the KTM 1290 SUPER DUKE R. With a 1,301 cc V-Twin engine at its core, the KTM 1290 SUPER DUKE R gained its reputation around the powerful LC8 engine, which paved the way for a new segment and the more travel-focused KTM 1290 SUPER DUKE GT arriving in 2016. The following year in 2017, THE BEAST received its first real update. Dubbed THE BEAST 2.0, the 2017 KTM 1290 SUPER DUKE R boasted power, suspension, and styling updates. But its new electronics package took center stage, with more refined rider aids and a new TRACK Mode setting the tone. A turning point in the DUKE evolution came about in 2018, when KTM unleashed the KTM 790 DUKE, dubbed THE SCALPEL. This was the introduction of a new era of performance and style for the DUKE name, featuring a powerful parallel-twin engine, cutting-edge electronics, and a bold design. More so, it showcased the determination to dominate the middleweight Naked bike segment. Now, 30 years later, three-anniversary models enter the fray. At the entry-point, the KTM 390 DUKE boasts its boldest evolutionary step, with distinct styling, a class-leading electronics package, and unrivaled performance. The KTM 990 DUKE – not to be confused with the KTM 990 SUPER DUKE of old – is powered by an all-new LC8c parallel-twin, bringing the fight directly to the 1,000 cc Naked segment. It boasts bigger dimensions, more tech, and more street presence. Lastly, the KTM 1390 SUPER DUKE R EVO has evolved to be the ultimate hyper-naked motorcycle available with immense power, unmatched electronics, and an all-new direction in design. To celebrate this milestone, the three aforementioned models have dedicated 30 YEARS OF DUKE liveries, inspired by the DUKE models that came before them. KTM also endeavored to reward DUKE fans by giving away a KTM 390 DUKE, a KTM 990 DUKE, and a KTM 1390 SUPER DUKE R EVO via its digital platforms, with over 700,000 entries received. KTM will officially kick off its 30 YEARS OF DUKE campaign at the International Media Launch held in Almeria, Spain. This will allow the press and associated partners to experience the 2024 KTM 390 DUKE, KTM 990 DUKE, and KTM 1390 SUPER DUKE R EVO models in their ideal habitats. This will also be the first time in KTM history that three new models are being launched at the same time, with the three DUKE winners joining the event. Together with KTM Ambassador Rok Bagaros and KTM royalty Jeremy McWilliams on hand to show them what the new DUKE models are capable of, the press will have two days of twisty coastlines and tracks and a gymkhana course to get to grips with the new DUKEs themselves. Source

The 2024 Kawasaki KLX230 S. The “S'' denotes shorter seat heights that are ideal for beginning riders and those with a shorter inseam. (Kawasaki/)Imagine a motorcycle manufacturer’s board of directors sitting around a conference table looking at a spreadsheet of the company’s model lineup, taking stock of their two-wheeled empire. They start at the bottom of the list displacement-wise, take note of the humble air-cooled 233cc single, tick the box, and move onward and upward. Where some would see an affordable, off-road-oriented single as a useful but maybe niche machine, Kawasaki sees opportunity. For 2023, Team Green had not one but seven variants of its KLX230 platform: the off-road-only KLX230R, the short-seat-height KLX230R S, the dual sport KLX230, the short-seat-height KLX230 S, the ABS-equipped S model, the supermoto KLX230SM, and the ABS-equipped SM. For 2024, Kawasaki is updating the S and SM with a gently revised engine, new styling, and updated switchable ABS. But while those changes are consequential in their own right, it’s the chassis and geometry changes that steal the headlines. The KLX230 S models come in two colors: Lime Green and Battle Gray. (Kawasaki/)For 2024, the KLX’s fuel-injected air-cooled SOHC single has a narrower intake port and 4mm-smaller intake valve, and a longer exhaust header designed to increase low- and midrange performance. There are also revised ECU settings. The most significant changes are on the chassis side. In order to increase wheel travel and ground clearance without drastically elevating the seat height, Kawasaki redesigned the subframe, installing it on both the S and SM models. While the 2024 KLX230 S’ seat height is marginally taller than its predecessor (33.3 inches, up from 32.7 inches), Kawasaki was able to increase front wheel travel by 1.7 inches and rear wheel travel by 2.6 inches. With 9.5 inches of ground clearance, the 2024 S models have more than an inch more ground clearance than the 2023 models (up from 8.3 inches). Kawasaki also changed the S models’ chassis geometry, opting for a 2.9-degree-steeper rake and 23mm-shorter trail for more responsive handling. The KLX230 S also uses a new, aluminum swingarm that sheds around 2.6 pounds, and a lighter rear brake master cylinder. The rear shock now features threaded preload adjustment, enabling riders to dial in settings for their weight. The redesigned tank and tank shrouds, pictured here on the KLX230SM ABS. (Kawasaki/)The KLX230SM also benefits from revised geometry and suspension settings. The bike runs on 17-inch wheels and uses the new Uni-Trak rear linkage and a 37mm inverted fork with stiffer spring settings to reduce wheel travel (compared to the dual sport S model) for optimal handling on the street. Additionally, the front end has a 1.6-degree-steeper rake and 10mm-shorter trail than the 2023 supermoto. Revised suspension settings for 2024 put more weight on the front end and increase rear wheel travel. There’s 2.2 inches more rear wheel travel than on the 2023 model. Seat height is 33.1 inches. The ABS switch is discreetly positioned next to the high/low beam switch. For 2024, front and rear ABS can be deactivated. (Kawasaki/)While the outgoing S and SM ABS models had a handlebar-mounted switch that let riders easily disengage ABS in the rear, the 2024 models allow riders to disable ABS on both the front and rear. As a safety feature, the system defaults to full ABS after the engine is powered off and restarted. The SM, it’s worth noting, is only available equipped with ABS for 2024. The KLX230 S’ redesigned seat. (Kawasaki/)S and SM models have new styling, inspired by Kawasaki’s KX off-road series. A new fuel tank, tank shrouds, and side covers update looks and refine ergonomics. A new LED headlight modernizes the lighting package and black rims underline the KX connection. The S models get a flatter-profile seat, while the SM gets a thicker seat in conjunction with a higher, more-forward handlebar and slightly more rear-positioned footpegs. To top off the 2024 update, Kawasaki added smartphone connectivity to the 230′s digital display. The digital dash now features smartphone connectivity through the Kawasaki Rideology app. (Kawasaki/)2024 Kawasaki KLX230 S/KLX 230 S ABS Specs MSRP: $4,999/$5,299 Engine: SOHC, air-cooled, four-stroke single-cylinder Displacement: 233cc 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: 13.2 lb.-ft. @ 6,400 rpm Fuel System: DFI w/ 32mm throttle body Clutch: Wet, multiplate Engine Management/Ignition: TCBI Electronic Advance Frame: High-tensile steel perimeter Front Suspension: 37mm telescopic fork; 7.9 in. travel Rear Suspension: Uni-Trak linkage system and single shock, spring preload adjustable; 8.8 in. travel Front Brake: 2-piston caliper, 240mm petal disc ; 2-piston caliper, 265mm with ABS Rear Brake: 1-piston caliper, 220mm petal disc ; 1-piston caliper, 220mm petal disc with ABS Wheels, Front/Rear: 21 in./18 in. Tires, Front/Rear: 21 x 2.75 in. / 18 x 4.10 in. Rake/Trail 24.6°/3.8 in. Wheelbase: 53.7 in. Ground Clearance: 9.5 in. Seat Height: 33.3 in. Fuel Capacity: 2.0 gal. Claimed Wet Weight: 289 lb. / 291 lb. Contact: kawasaki.com 2024 Kawasaki KLX230SM ABS Specs MSRP: $5,599 Engine: SOHC, air-cooled, four-stroke single-cylinder Displacement: 233cc 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: 13.2 lb.-ft. @ 6,400 rpm Fuel System: DFI w/ 32mm throttle body Clutch: Wet, multiplate Engine Management/Ignition: TCBI Electronic Advance Frame: High-tensile steel perimeter Front Suspension: 37mm telescopic fork; 7.4 in. travel Rear Suspension: Uni-Trak linkage system and single shock, spring preload adjustable; 8.8 in. travel Front Brake: 2-piston caliper, 300mm petal disc w/ ABS Rear Brake: 1-piston caliper, 220mm petal disc w/ ABS Wheels, Front/Rear: 17 in./17 in. Tires, Front/Rear: 110/70-17 / 120/70-17 Rake/Trail 24.9°/3.0 in. Wheelbase: 53.7 in. Ground Clearance: 8.7 in. Seat Height: 33.1 in. Fuel Capacity: 2.0 gal. Claimed Wet Weight: 300 lb. Source

Ducati’s Desmo450 MX racer will go into production in 2025. (Ducati/)A clean sheet. Twenty engineers around a table with the same goal in mind: creating a new milestone for Ducati in a segment it hasn’t explored yet. Strategically it means growth, practically it requires courage. At Madonna di Campiglio on the occasion of Campioni in Pista, Ducati launched the Desmo450 MX in a world premiere. The Philosophy The 20 engineers started from scratch because Ducati’s style is not to copy other existing bikes. “The work started with the close analysis of the competitors. In off-road the technical regulations are the same for the last 20 years so our competitors have reached the state of the art in this segment,” Ducati Corse Off-Road technical manager Davide Perni said. “But we wanted to create something unique and we did it in the Ducati way.” The goals given by Claudio Domenicali, Ducati CEO, were clear. “Strategically Ducati speaks to customers that look for very high-quality products with a medium-high positioning. Passion and sports are part of the brand DNA. Opening to the off-road market, we want to reach a younger audience that can fully enjoy the off-road machine and eventually become the future customer of the Multistrada or the DesertX.” Davide Perni with Antonio Cairoli (left) and Alessandro Lupino (right). (Ducati/)The intention at the start of the project was very clear: to build a bike for young, passionate Ducati customers that is light and performs. “We are really satisfied,” Perni continued, “because with the Desmo450 MX we have created something different. It’s a prototype closer to a MotoGP than a SBK to understand the way.” The engineer cannot reveal too many details, but he does give us an idea of the incredible work done. The Chassis “The chassis is quite unusual in terms of production process,” he said. “It was a challenge starting from a white sheet of paper. The first question was: steel or aluminum? The challenge was to find the right compromise between lightness and stiffness.” In the end the final configuration is aluminum. The Engine Desmodromic valve actuation, Ducati’s signature in terms of valve train technology, is the heart of the MX bike. “Desmo works well, but it may be heavy,” Perni explained. “This is not completely true. For sure it is a bit complicated, but for us it is the routine and we were able to use the advantages.” It’s right there in the name: The Desmo450 MX will use a desmodromic valve train. (Ducati/)A fact for consideration is that this is a racing engine, not a production engine. “We wanted to create a racing engine but with the quality and durability of a street-legal engine,” he said, “to give our customers a good bike with a reasonable cost of maintenance. In MXGP we don’t have limits in terms of fuel consumption and emission, you don’t spend too much energy in low rev, this is an advantage of the desmo system. Then of course we have friction and other things but the balance is positive.” From Racing to Streetbikes and Vice Versa The connection between Ducati Corse and Ducati production is very close. The two R&D exchange information. “Working with the desmo system,” Perni related, “we could have access to the data in terms of design and performance of both the MotoGP and the production departments. We are working very closely also for the fuel. In MXGP we use the same fuel used till last year in SBK, and we are working on the eco fuel.” The Timeline The model is called internally “21J”: the project was started three years ago in 2021. Considering that the Italian brand was exploring a completely new segment, it took more time to study, build, and develop the prototype. While it is still considered a prototype, the Desmo450 MX looks production-ready. (Ducati/)Nine-time world champion Tony Cairoli joined Ducati in autumn 2023 when the project was already in motion. “We started from scratch, but of course Tony’s huge experience for us is very important. We don’t expect him to know the diagram of the distribution of a KTM engine,” the technical director joked. “What we expect from him is his experience: his feeling on the bike and also direction of the development. We expect from him to find the limit of the current bike to develop it the right way. We are young in off-road so the riders’ experience and feedback is fundamental.” The Riders’ Feedback Antonio Cairoli doesn’t need a presentation, he is the Valentino Rossi of European motocross with nine world titles—he won six of them consecutively between 2009 and 2014. He retired from full-time professional motocross competition at the end of the 2021 season. He was named Red Bull KTM Factory Racing team manager in 2023, and has now decided to take his post-racing career in a different direction. “After so many years spent with a brand and so many successes,” Cairoli said, “it was not an easy decision. But in the end I was convinced by this project. It’s a big change but I am a big fan of Italian manufacturers in motorsports so I convinced myself—an Italian racer and an Italian manufacturer.” Tony won’t race this year, but he doesn’t hide that he might be back on track: “I miss racing.” The Ducati off-road project gives him the opportunity to be a protagonist of the project development. “The bike feels really good. At the moment there is no plan for me to race. It’s been two years, I am not racing at the highest level. It will come. My goal is to develop the bike—but it is fun to ride, so you never know.” A nine-time MX champ, Cairoli is taking on a new challenge with Ducati Corse and the Desmo450 MX. (Ducati/)Alessandro Lupino was born in Viterbo in central Italy on January 15, 1991. In his long sporting career he became Italian champion eight times in addition to winning the European and World titles in the 85cc class in 2006. In 2014 he joined the Fiamme Oro sports group of the state police, and in 2021, together with Cairoli and Mattia Guadagnini, he won the Motocross of Nations, bringing Team Italy the world title. December 2023, he began his collaboration with Ducati Corse on development of the new Desmo450 MX model, and in 2024 he will take part in all rounds of the Italian Motocross Pro Prestige MX1 Championship with the Ducati Corse R&D. “Ducati’s professional way to work is amazing,” Lupino said. “I have been impressed by the bike. I didn’t expect a prototype to be so good. The engine is good—fun to ride, we can go much faster than what we are doing now. The feeling is to have everything under control. The bike is easy to ride and comfortable, and the engine feels unlimited. The first impression was that the bike was born ready to race.” Lupino will be on the start line with the Desmo450 MX March 16 for the Italian Motocross Pro Prestige MX1 Championship. (Ducati/)The Racing Program The Ducati Desmo450 MX will take part this year in the Italian Motocross Pro Prestige MX1 Championship, which will start on March 16 and 17 in Mantua with Lupino as the rider. The main goal for 2024 will be to further develop the new model through racing activity, with the support of the nine-time world champion. The target is to join the MXGP Championship in 2025. The bike will be on sale in the second half of 2025. Ducati cannot make missteps considering the credibility of the brand, so once the bike is proven to be competitive as it seems already, then the next steps will be to enter Supercross—the US market is just as important as Europe. And then maybe we will see Ducati in the Dakar Rally. Source

Royal Enfield Introduces The Legendary Bullet 350 (Royal Enfield/)Royal Enfield Press Release: Royal Enfield announced today an exclusive addition to its North American product line – the 2024 Bullet 350. The only motorcycle in continuous production for over 92 years, a very limited run of just 100 units will be available for preorder exclusively in Canada beginning January 31, 2024 at 1:00pm ET, giving Royal Enfield motorcycle enthusiasts the chance to own their own piece of motorcycle history. A Royal Enfield icon since 1932, the Bullet 350 has long been a cornerstone of Royal Enfield’s 123-year history as one of the company’s earliest and most popular bikes. While it will retain all the nostalgic design elements of the original Bullet, including the iconic thump of the 349cc engine, numerous upgrades have been made to optimize performance and improve rider experience to make it ideal for all riders who crave the legacy, from the daily commuter to the road trip adventurer. “The Bullet 350 is the longest-running motorcycle model in continuous production anywhere in the world, so it was important to us to ensure this renowned motorcycle makes the transition into yet another century of impassioned riders,” says Yadvinder Singh Guleria, Chief Commercial Officer for Royal Enfield. “By pairing all of the style and nostalgia of the original Bullet with updated performance elements, from city rides to scenic journeys, the 2024 Bullet goes the distance.” The 2024 Bullet is powered by the same 349cc fuel-injected, air/oil-cooled, single-cylinder engine platform found in the newest versions of Royal Enfield’s Meteor, Classic and Hunter models. With low-end grunt and smooth power delivery, the engine is capable of taking riders on soul-stirring journeys without losing any of the personality Royal Enfield loyalists have come to love. A primary balancer shaft cuts down on vibrations, while an optimized 5-speed gearbox ensures gear shifting is smooth and crisp. “The Bullet is a motorcycle that has resonated with the general public for decades, so our goal was to create a bike that retained all of the character of the original Bullet while still meeting the needs of today’s riders and enthusiasts,” said Royal Enfield Chief of Design, Mark Wells. Released in two distinct variants to appeal to a variety of riders, and especially those with an affinity for the brand, the Bullet 350 will also be available in three stylish colorways. The Bullet Standard – available in Standard Black or Standard Maroon – is finished with hand-pinstriped tanks embellished with chrome and gold badges, and will retail at CA$5,899. The second variant, the Bullet Black Gold, is embellished with copper pinstriping and blacked-out engine and components, and will retail at CA$6,199. Both variants come equipped with dual-channel ABS and rear disc brakes. The 2024 Royal Enfield Bullet 350 will be displayed at the Toronto Motorcycle Show, Booth #1137 from February 16-18, 2024. Also in attendance will be Gordan May, Royal Enfield’s resident brand historian, who will be presenting on the history of the Royal Enfield Bullet. May will also be available for media interviews upon request. The limited run of the 2024 Bullet 350 will be available to the Canadian market for online pre-order starting January 31, 2024 at 1:00pm ET. Learn more about the 2024 Royal Enfield Bullet 350 and pre-order at royalenfield.com/ca/en/bullet-350. Source

Ducati’s DesertX Rally is fitted with larger, longer-travel suspension. (Ducati/)Not one to stand still for a second longer than absolutely necessary, Ducati has upped the adventure bike ante once again with the DesertX Rally, a high-spec and genuinely race-capable development of the excellent DesertX. The Rally is truly a DesertX on steroids, a road-legal ready-to-race bike with beefed-up, long-travel KYB suspension and little in terms of componentry and intent to separate it from the machine that won the twin-cylinder class of the recent Iron Road Prologue at the Erzbergrodeo. Its styling cues shift somewhat from desert raider to enduro—note the high-mount front fender—while paintless “mass-colored” plastics and a forged carbon skid plate signal a tougher, more durable machine that is expected to take a few hits. Two days in Morocco proved the mettle of Ducati's DesertX Rally. (Ducati/)Like the base DesertX, the Rally is powered by the eminently versatile 937cc Testastretta 11° L-twin, which produces a claimed 110 hp at 9,250 rpm and 68 lb.-ft. at 6,500 rpm. Ducati’s DQS quickshifter is standard, and service intervals are every two years or every 15,000 kilometers (9,321 miles), with valve clearance checks at 30,000 kilometers (18,641 miles). On the electronics front, there are six riding modes stemming from four power modes, three levels of engine-braking, eight traction control settings, three levels of cornering ABS, and switchable wheelie control. So plenty to play with. I’d not ridden a DesertX for six months, but on our two-day test in the wilds of Morocco, the new Rally felt instantly familiar, with easy-to-understand switch gear and those myriad modes and rider aids at my fingertips. In the congested streets of Marrakech, I selected Urban mode, then opted for Sport mode on the asphalt road out of town, and when we hit the dusty trails, Enduro followed by the full-power Rally mode as the pace got hotter. All done, thank you very much, in a moment and on the move with eyes still on the view ahead. Changing modes is easy and quick, allowing the rider to stay focused on what’s ahead rather than what is on the dash. (Ducati/)As the conditions change, the Rally pilot can simply switch between the modes by quickly closing the throttle and selecting a mode, tuning the bike’s characteristics to the terrain and the moment. It’s fast and intuitive, and the dash communicates the changes clearly. The six riding modes are Sport (full power), Touring (95 hp with a softer delivery), and Urban (75 hp). Wet mode ups the intervention levels of the electronic aids, while the two off-road modes deliver 75 bhp and a rapid throttle response (Enduro) and full power with minimal intervention from the ABS and traction control, and none at all from the deactivated wheelie control (Rally). The system is so polished and easy it’s like having an extra control input. On the dirt, input Rally mode for effortless stand-up wheelies and then, for a tricky sandy section, pop it back into Enduro for less power and more support from the traction control and other rider aids. Rally mode allows for wheelies. (Ducati/)Everything in the drivetrain, from throttle to gearbox is also on point. A lovely spread of torque blends with the slickest of up-and-down quickshifters, delivering a perfectly metered drive. It’s smooth and willing one minute, and able to land a serious punch the next. Grab a handful of throttle in second gear with DWC removed and the front wheel will climb skyward. A larger-diameter 48mm KYB fork has 0.7 inch longer travel. (Ducati/)But the real story of the Rally is not its engine but its chassis, because the quality of KYB suspension units is simply outstanding. Up front a closed-cartridge 48mm fork has 9.8 inches (250mm) of travel (compared to the DesertX’s 46mm fork with 9.1 inches of travel) and marginally lighter springs. The triple clamps are billet aluminum and give 1mm more offset. At the rear, a fully adjustable KYB shock also gets a remote spring preload adjuster. Stroke goes up from 8.7 inches (230mm) on the standard X to 9.5 inches (240mm), while ground clearance increases by 1.2 inches to a total of 11. Seat height goes up 1.3 inches to a vertiginous 35.8 inches, making it the highest perch on any current production bike. Seat height is tall, but the seat itself is narrow enough to allow shorter riders to get at least one foot down. (Ducati/)This lofty statistic may put some shorter riders off the Rally. But if you want a bike to work like a racer off-road, these are the dimensions you have to work with. Furthermore, I’m under 5 feet, 7 inches and the altitude of the seat isn’t as intimidating as I expected, mainly because both seat and bike are narrow, which mean I can get one foot securely down while just about reaching the back brake or gear selector with the other, though I did find it difficult to flick up the sidestand while onboard—even taller riders struggled. On paper it’s also a reasonably heavy bike with a 465-pound wet weight (no fuel) but doesn’t feel it, even when fully fueled. What it does feel like, though, is sensational. Simply, the Rally is one of the best adventure bikes ever ridden off-road. Some 90 percent of our ride was on dirt ranging from fast open dunes and desert to slow and rocky sections, and the KYB suspension was faultless throughout. It is so controlled it behaves as if on a paved road rather than churning dirt. Like the proverbial swan that’s so graceful on the surface but working frantically underwater, the KYB units take everything you can throw at them and more. The DesertX Rally’s KYB fork and shock have excellent ground-following ability in the dirt. (Ducati/)Deliberately provoking the Rally by slamming the throttle shut over humps to agitate the rebound, hitting rocks while on the brakes, and even deliberately landing badly off jumps—the bike soaked it all up. The Rally makes fast, fun dirt riding effortless. It gives you time to scan ahead while feeding back everything needed to know about grip levels. It then responds to inputs smoothly, driving impeccably through power-sapping sand. It makes the rider look, feel, and ride so much better. At 80 mph on a loose surface that would normally be a tense affair on an ADV, you can enjoy the ride. The 21-inch front and 18-inch rear wheels feature hubs machined from solid aluminum, carbon steel spokes, and Excel rims, with the rear rim half an inch narrower to optimize off-road grip. Tubed Pirelli Scorpion Rally STR tires are standard while Brembo M50 Monoblock calipers and 320mm discs do the work up front and are supported by a Brembo twin-piston caliper and 265mm disc at the rear, with cornering ABS controlled by a Bosch IMU. Pirelli’s Scorpion Rally STR tires hook up well in the dirt. (Ducati/)Comfort remains largely untested as standing up on the new pegs for the majority of the ride was required, spending little time on the new seat. The new pegs are worth a mention, though, as they are wide, solid, and very grippy even in the wet. The gear shifter and brake pedal are both machined from solid alloy and adjustable to suit off-road or on-road use. With the rear brake pedal flipped over into its off-road position it allows you to use the back brake with rare finesse, even in off-road boots. The DesertX Rally is priced at just under $23,000—$5,000 above the standard DesertX ($17,995). It is however equipped with high-end components, so while the asking price is high, it’s easy to see where the money has been spent. The portrait-oriented 5-inch dash is, for example, pure class and has both connectivity and two display modes: standard and rally, both of which are clear and easy to read. A utility bar for extra mountings like a GPS unit sits above the clocks and is a nice touch. The vertically arranged dash on the DesertX Rally is excellent. (Ducati/)Our testbike was (wisely) fitted with full external steel engine covers and the radiator guard from Ducati’s accessory catalog. Importantly for those who plan to ride their Rallys as intended, a couple of days in the desert, with dust and rocks being thrown in all directions, left Cycle World’s test machine still looking like new, with no obvious sign of wear from enduro boots covered in grit rubbing against the bodywork. Even the carbon fiber sump guard appeared unblemished. A carbon fiber skid plate is standard equipment on the DesertX Rally. (Ducati/)Of course, our desert-based test leaves us in the dark about the Rally’s abilities on asphalt, but I can already and confidently state it is arguably one of the best road-legal “big” adventure bikes ever ridden off-road—the suspension, perhaps, the finest experienced on non-road terrain. But this isn’t a radical adventure bike aimed at an extreme audience; the rider aids and modes, along with the friendly power delivery, make it versatile and usable to a wide range of riders. Yes, the seat will be too tall for some and $22,995 is a lot of money, but those are two forgivable flaws. Rarely have we ridden an adventure bike on dirt with so much confidence. And that’s priceless. Ducati’s DesertX Rally is built to take the abuse of serious off-road riding. (Ducati/)2024 Ducati DesertX Rally Specs MSRP: $22,995 Engine: Testastretta 11° desmodromic, liquid-cooled V-twin; 4 valves/cyl. Displacement: 937cc Bore x Stroke: 94.0 x 67.5mm Compression Ratio: 13.3:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 110 hp @ 9,250 rpm Claimed Torque: 68 lb.-ft. @ 6,500 rpm Fuel System: Bosch electronic fuel injection w/ 53mm throttle bodies, ride-by-wire Clutch: Wet, multiplate slipper and self-servo; hydraulic actuation Frame: Tubular steel trellis Front Suspension: KYB 48mm upside-down fork, fully adjustable; 9.8 in. travel Rear Suspension: KYB monoshock, fully adjustable; 9.4 in. travel Front Brake: Radial-mount Brembo Monoblock 4-piston caliper, dual 320mm semi-floating discs w/ Bosch Cornering ABS Rear Brake: Brembo floating 2-piston caliper, 265mm disc w/ Bosch Cornering ABS Wheels, Front/Rear: Spoked; 21 x 2.15 in. / 18 x 4.0 in. Tires, Front/Rear: Pirelli Scorpion Rally STR; 90/90-21 / 150/70R-18 Rake/Trail: 27.6°/4.8 in. Wheelbase: 64.0 in. Ground Clearance: 11.0 in. Seat Height: 35.8 in. Fuel Capacity: 5.5 gal. Claimed Wet Weight: 465 lb. (no fuel) Contact: ducati.com Source

The 2024 Harley-Davidson CVO Pan America. (Harley-Davidson/)For 2024, Harley-Davidson is introducing the CVO Pan America, a fully optioned, fully loaded version of its big-bore adventure-tourer, complete with flashy custom paint that screams, “This may be an adventure bike, but it’s definitely still a Harley-Davidson”—just in case you needed reminding. The CVO Pan America uses the Revolution Max 1250 engine, semi-active suspension, a full complement of electronic rider aids, an adaptive headlight, and a touchscreen display. To that, the CVO department has added parts and accessories from the H-D catalog including adaptive ride-height suspension, a Screamin’ Eagle quickshifter, aluminum top and side cases, spoked wheels, an aluminum skid plate, and auxiliary lighting. Essentially, the CVO is a Pan America Special that comes kitted out with most of the big-ticket accessories needed to head off-road or on a long tour. It would have been nice to see the Screamin’ Eagle Street Cannon exhaust included though. After thorough testing in 2021, <i>Cycle World</i> declared, “Its stellar 60-degree DOHC Revolution Max 1250 V-twin produces 128 hp and 81 pound-feet of torque while bolted into a chassis that’s comfortable and quick on the road and highly capable in the dirt. Innovative but rational, spectacular but user friendly; exactly what an adventure bike should be.” (Harley-Davidson/)When the first-year Pan America bested the competition to become the surprise winner of Cycle World’s Big-Bore Adventure Shootout, and earning a spot on Cycle World’s Ten Best list at year’s end, it was clear that H-D knocked it out of the park by striking the balance of street/touring/dirt performance while introducing new technologies, like its lauded adaptive ride-height suspension. Inclusion in the CVO portfolio is maybe Harley’s own commendation of a motorcycle that continues to surprise and win over riders. Color-matched crashbars, subframe, and stitching on the seat further the CVO look. There are those who think adventure bikes look their best with mud-splattered fenders and abraded crashbars. Not sure that would be the case with a CVO adventure bike. (Harley-Davidson/)The CVO Pan America joins the 2022 G.I. Enthusiast Motorcycle Collection as a limited-edition model, but distinguishes itself with a glut of ready-for-adventure parts. If exclusivity and super-glossy paint don’t feel too dirt averse to you, check out the CVO Pan America in authorized Harley-Davidson dealers beginning this month. MSRP is set at $28,399. Is the CVO treatment enough to make you pull the trigger on Harley’s adventure bike? (Harley-Davidson/)Source

The Harley-Davidson CVO Road Glide ST’s Screamin' Eagle graphic on the fairing and tank is inspired by Harley-Davidson’s factory King of the Baggers racebike. (Harley-Davidson/)If the MotoAmerica King of the Baggers series made allowances for homologation specials—extra-trick, ultra-premium motorcycles made in small but sufficient numbers to be considered production motorcycles by sanctioning bodies—Harley-Davidson would have no choice but to produce one for purchase at your local dealership. However, the KOTB rules are written to encourage a degree of parity between factory and independent teams, and to instigate some big-time privateer in-house development, so H-D is off the hook. It’s not required to produce a homologation special to support its factory effort. Too bad for us. But wait. Here’s the 2024 CVO Road Glide ST: your shot at owning a limited-number, tricked-out bagger like we’ve never seen. Homologation special? Not quite (not even close, really), but it’s still a special machine. While the 2022 Road Glide ST and Street Glide ST models introduced us to the production performance bagger concept, the 2024 Road Glide ST sidles through the CVO department on its way to even greater performance potential. The new CVO Road Glide ST takes advantage not only of the ST designation, but of 2023′s CVO Road Glide overhaul, from which it borrowed a version of the Milwaukee-Eight 121 VVT engine, electronic rider aids, and styling. Check out that forged carbon fiber front fender. Forged carbon uses chopped pieces of carbon fiber instead of woven sheets for increased stiffness. Looks like it belongs on a supercar, which doesn’t hurt either. (Harley-Davidson/)At the heart of the CVO Road Glide ST is that Milwaukee-Eight 121 VVT engine (VVT stands for variable valve timing). Displacing 1,977cc and specially tuned to produce a claimed 127 hp and 145 lb.-ft. of torque, it has, according to The Motor Company, the highest performance figures of any production Harley ever. To drive the point home, the CVO ST has a lower final-drive ratio to boost acceleration. The Wyman brothers’ Screamin’ Eagle factory racebikes use a Screamin’ Eagle Milwaukee-Eight 131 performance crate engine—a modified one at that, dubbed the 131R. But still the 121 engine is no joke. In fact, figures from Harley-Davidson’s website suggest that peak performance figures of a standard 131 crate engine, available to any customer through an authorized H-D dealer, aren’t too far off the numbers Harley quotes for the CVO RG ST’s Milwaukee-Eight 121 VVT. The CVO Road Glide ST uses the same dash as the standard Road Glide (pictured). (Harley-Davidson/)Weight reduction is at the heart of performance, so the CVO Road Glide ST uses a generous helping of exotic materials. Harley says the CVO ST is 25 pounds lighter than the CVO Road Glide, bringing weight down to a claimed 800 pounds (dry). OK, using exotic materials to drop 25 pounds may sound like low-hanging fruit when we’re talking about an 800-pound motorcycle, but still, there’s nothing not trick about forged carbon fiber: The front fender, exhaust end cap, seat cowl, and tank console are all made of the stuff. Other weight-saving measures include the use of a titanium muffler. Wave rotors and the design of the wheels are responsible for decreasing unsprung weight. The Milwaukee-Eight 121 VVT is The Motor Company’s latest flagship Big Twin. (Harley-Davidson/)The CVO ST uses fully adjustable Showa suspension: twin rear shocks with remote reservoirs and a 47mm inverted fork. Brembo brakes front and rear provide stopping power. Like other Road Glide models, the CVO Road Glide ST has a suite of electronic rider aids with four preset ride modes, and uses a 12.3-inch TFT dash and an infotainment system powered by Skyline OS. It’s the same kit as on the 2023 CVO Road Glide and the 2024 Road Glide. A 500-watt amplifier and Harley-Davidson Audio powered by Fosgate Stage II 6.5-inch speakers, while not great for weight loss, mean riders don’t have to sacrifice sound quality for speed. Or something like that. The CVO Road Glide ST is available in Golden White Pearl or Raven Metallic. (Harley-Davidson/)While the CVO Road Glide ST is no Screamin’ Eagle Road Glide Special factory racebike, it is without a doubt the most performance-oriented production Harley-Davidson bagger ever built, and for that H-D deserves some serious credit. There are some who will say adding forged carbon fiber to a heavyweight tourer in the name of weight loss is just posturing. And in reality, shedding 25 pounds does seem like a drop in the bucket. But H-D knows its CVO audience. For them, the added performance, the pride of ownership inherent to having the latest and greatest—and the premium material/premium cost bragging rights that come with it—might justify the price, which, by the way, is $42,999. Forged carbon fiber doesn’t come cheap… For those who want the real equivalent of a homologation-spec bagger, well, keep on dreaming and attending KOTB races—maybe one day it will be more than just a dream. Find the 2024 CVO Road Glide ST in authorized H-D dealerships beginning this month. Harley-Davidson says the CVO Road Glide ST leads the 2024 CVO lineup, and for good reason. (Harley-Davidson/)Source

The 2024 Harley-Davidson Road Glide and Street Glide. (Harley-Davidson/)Last year, Harley-Davidson introduced the all-new CVO (Custom Vehicle Operations) versions of two of its most iconic touring motorcycles: the Road Glide and Street Glide. With totally revamped styling, a pumped-up 121ci V-twin engine with variable valve timing, a new infotainment system, rider aids, and upgraded suspension, it was to date one of the most thorough redesigns of two of Harley’s Grand American Touring heavy hitters. For 2024, many of those updates are extended to the non-CVO models, ushering in what Harley calls “a new era of motorcycle touring.” The 2024 Road Glide has a thorough redesign that still manages to look familiar. And formidable. (Harley-Davidson/)The 2024 Road Glide and Street Glide models receive the same styling, suspension, electronic rider aids, and infotainment upgrades that debuted on the CVO models. Instead of using the Milwaukee-Eight 121 VVT engines of the CVO models, however, the standard models use a Milwaukee-Eight 117 engine (previously available only on ST and CVO models) to replace the outgoing models’ Milwaukee-Eight 107 engine. Even though it’s not the supreme leader of Harley’s Big Twins, it’s still a big upgrade. Plus, it’s been refined for better efficiency and performance. New cylinder heads derived from the Milwaukee-Eight 121 feature a reshaped combustion chamber with oval intake ports to improve performance and fuel economy. New coolant channels around the exhaust valve areas improve thermal comfort. The engine also has a new intake tract with a larger, 58mm throttle body to increase power and lower exhaust emissions. On top of that, it has a larger airbox that’s lighter and made of fewer parts compared to the previous version. Harley-Davidson claims the engine produces 105 hp at 4,600 rpm and 130 lb.-ft. of torque at 3,250 rpm. Both models use an updated version of the Milwaukee-Eight 117. (Harley-Davidson/)The chassis, heavily redesigned in 2009, is largely unchanged, but new suspension carried over from the CVO models improves handling performance. There’s a new inverted 47mm Showa fork with 4.6 inches of travel, and a Showa shock, adjustable for preload and rebound, that increases rear wheel travel by 50 percent (up to 3.0 inches of travel). Harley claims the Road Glide weighs 838 pounds ready to ride, and the Street Glide 811 pounds. To slow down all that mass, H-D equipped both bikes with Brembo braking components, including larger 320mm discs (up from 300) and radial-mount calipers in the front, and a 300mm disc in the rear. Harley’s storied FL line reaches back all the way to 1941. Both bikes use the “FL” designation today. (Harley-Davidson/)While rider aids are a relatively recent development for Harley, it’s gone to great lengths to make up for lost time. The Road Glide and Street Glide adopt a fully modern suite of electronic rider aids with four preset ride modes—Rain, Road, Sport, and Custom. With cornering-sensitive traction control and ABS, vehicle hold control, and adjustable throttle maps, riders have the ability to customize the motorcycle’s feel and performance at the touch of a button or a tap of the 12.3-inch touchscreen. The screen is also useful for controlling the tune blaring out of the two fairing-mounted speakers, which are powered by a new 200-watt amplifier. That screen of epic proportion dominates the cockpit and eliminates every analog gauge and serves as the command center for the new Skyline OS-powered infotainment system. Infotainment: there’s a hell of a word for you. The ultimate bastardization of “entertainment,” a word so rife with Huxleyan dystopia imagery that 15 years ago—back when the Road Glide’s chassis received a major overhaul—we’d have been hard-pressed to believe it would be something we’d actually want on a motorcycle. But we do want it, as it turns out. In fact, we expect it. No doubt, the new Glides have a ton of tech, but maybe enough still isn’t quite enough. As EIC Hoyer points out in his review of the 2023 CVO Road Glide and Street Glide, the lack of electronic suspension adjustment and adaptive cruise control feels like an omission on bikes that cost upward of $40,000. Neither of those features make an appearance on the standard, less-expensive Glides of 2024. The Road Glide’s 12.3-inch touchscreen TFT display. (Harley-Davidson/)In addition to all that tech and performance, Harley signaled the dawn of a new era with all-new looks. The Road Glide, first introduced in 1998, and the Street Glide, introduced in 1985, have gone on to achieve enormous success in the market; Harley has sold literally millions of them (over 2 million touring motorcycles have sold since 2000, more precisely). Getting the right look was critical. After all, the batwing and shark-nose fairings (of the Street Glide and Road Glide, respectively) have become some of the most recognizable visages of any bike to roll out of Milwaukee in the last three decades. That the bones of the both Glides have persisted with so little change for so long shows the designers’ crystal balls shined with exceptional clarity. At first glance the styling direction looks like a daring step, but there’s no doubt they retain the spirit of the originals. The changes aren’t merely for looks, either, as Harley-Davidson says they offer much improved aerodynamic efficiency. Daymaker headlight on the Road Glide. (Harley-Davidson/)If all this doesn’t constitute what H-D calls “a new era of motorcycle touring”—a new era of V-twin, American touring, at the very least—then we’re not sure what would. Because it feels an awful lot like a brave new world. And to those, like Huxley’s protagonist who cries: “But I don’t want comfort. I want God, I want poetry, I want real danger, I want freedom, I want goodness. I want sin,” we’d respond by saying the used Harley-Davidson market is as strong as ever. Just keep in mind that when new, a 2009 Road Glide’s Twin Cam 96 engine produced only 65 hp on the CW dyno. Us? We’ll take 105 hp and a comfortable seat. Oh yeah, nearly forgot: The ‘24 Glides have redesigned comfy seats too. The 2024 Road Glide and Street Glide will be available in dealerships beginning this month. The Street Glide underway. (Harley Davidson/) From the side, the new Road Glide could almost be mistaken for the current generation. Without taking the design too far, designers limited the possibility of alienating its customers. (Harley-Davidson/)2024 Harley-Davidson Street Glide / Road Glide Specs MSRP: TBA 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 Clutch: Wet, multiplate slipper/assist Frame: Steel tube w/ two-piece backbone and bolt-on rear subframe Front Suspension: 47mm inverted Showa fork; 4.6 in. travel Rear Suspension: Dual emulsion shocks, spring preload, rebound damping adjustable, 3.0 in. travel Front Brake: 4-piston radial-mount calipers, floating 320mm discs w/ ABS Rear Brake: 2-piston caliper, 300mm disc w/ ABS Wheels, Front/Rear: Cast laced; 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. ; 26.0°/6.8 in Wheelbase: 64.0 in. Ground Clearance: 5.5 in. / 5.7 in. Seat Height: 28.1 in. / 28.3 in. Fuel Capacity: 6.0 gal. Claimed Wet Weight: 811 lb. / 838 lb Contact: harley-davidson.com Source

Moto Guzzi’s 2024 V7 Stone Ten celebrates 10 years of its owners group: The Clan. (Moto Guzzi/)Piaggio acquired Moto Guzzi in 2003 and at EICMA 2007 introduced the first model of the new generation, the V7 Classic, powered by the Moto Guzzi small block displacing 744cc that was updated by Piaggio. The bike looked lean, elegant, and classic indeed, thanks to the adoption of a fuel tank that appeared to be transplanted from the legendary Moto Guzzi V7 Sport. The styling and the graphics were highly appealing for the worldwide community of ever faithful Guzzisti, but at 43 real horsepower the performance level was less appealing. The original V7 Classic, in addition to the very nice styling and graphics, had another strong point, particularly on the local market: a very competitive price. The two factors granted the V7 Classic a small niche on the market that slowly grew through the years along with the evolution of the model and its variations. At that time the V7 and derivatives had conquered a much larger share of the market and in Italy its sales were second only to the Harley-Davidson’s XL883 and 1200. The V7 Stone Ten is powered by Guzzi’s venerable small block engine. (Moto Guzzi/)Moto Guzzi forged forward with the V7 II and V7 III series, giving a harder competition to the Milwaukee small block wonder. The evolution to the hemi head gave that needed boost to the Moto Guzzi small block, in association with the displacement enlarged to 853cc for the V9 version. The V9 models were a bit of a styling flop, but the engine proved solid and in 2021 came the V85 TT revolution. V85 TT was a completely new model developed to respond to the growing success of the adventure class bikes. It fitted very credibly in the medium-displacement class thanks to its solid 80 hp at 7,750 rpm and 59 lb.-ft. of peak torque at a mere 5,000 rpm. The power unit was very competently harnessed in a new chassis that proved very competent both on the road and on the dirt. The Moto Guzzi V85 TT boosted the image of the Moto Guzzi small block V2 and created great expectations among the Guzzisti for a more powerful, sportier version of the V7 tourer. That came at the end of 2021, when Moto Guzzi released the new V9 unit that is the general-purpose evolution of the V85 TT—less powerful, but more accessible. Smaller valves, smaller throttle body, milder cam timing brought the power down to 65 hp at a very moderate 6,800 rpm with 53.8 lb.-ft. of peak torque at 5,000 rpm, definitely a meaningful improvement over the previous V9 edition. A special Arrow exhaust increases horsepower and torque on the V7 Stone Ten. (Moto Guzzi/)Today the range of Moto Guzzi’s V7 Stone offers a choice of stylish bikes with adequate power for all-around riding pleasure, from town to mountain roads, with a solid but friendly power delivery and traditional Moto Guzzi super-reliability. Harley’s 883 and 1200 are no longer, and the Moto Guzzi V7 is the bestselling 750cc-plus bike in Italy. To support the Guzzisti brotherhood, and the Moto Guzzi V7 in the process, in 2014 Moto Guzzi created The Clan. This worldwide club has been successful creating a generation of passionate new Guzzisti who have connected, exchanged experiences, planned rallies, and gone on mass trips. Ten years later, The Clan has grown to 50,000 members and Moto Guzzi has created a special edition of the V7 Stone to celebrate the milestone: the 2024 Moto Guzzi V7 Stone Ten. Special paint such as the checkers on the tank set the V7 Stone Ten apart. (Moto Guzzi/)This graphics of the new edition of the V7 Stone possibly is the most elegant and spirited with the top of the tank featuring a longitudinally split treatment with a black-and-white checkered band on the right and a glossy black on the left, the whole surrounded by red pinstriping. The tank sides are painted glossy white, with the Mandello Eagle in red. To underline the sporting spirit of the V7 Stone Ten, the shock absorbers have red coil springs, while the seat trim features contrasting red stitching. To make the V7 Stone Ten even more distinctive, the rearview mirrors are of the bar-end type, for a cleaner front top line. Red Moto Guzzi logo is painted on the wheel rims, while the valve covers are painted graphite gray. Each unit of this very special edition is identified by a plate on the handlebar clamp. A plate on the handlebar clamp is an unmistakable identifier of the V7 Stone Ten. (Moto Guzzi/)From the technical point of view, the adoption of a special Arrow exhaust system increases peak power to a claimed 66.5 hp at 6,700 rpm and peak torque rises to 55.3 lb.-ft. at 4,900 rpm. It also of course adds a deeper note to the exhaust. The new Moto Guzzi V7 Stone Ten will be available in the Moto Guzzi dealer network from April 2024 at a price of $9,990 in USA and $12,290 in Canada plus road tax and registration. Source

The BMW G 310 GS can be described in one word: playful. (Jeff Allen/)Originally available to US riders in 2018, the G 310 GS is BMW’s take on the lightweight adventure bike segment. BMW developed the G 310 GS on the already existing G 310 R platform manufactured in India, but configured this dual-purpose machine with off-road friendly components. The G 310 GS has seen small revisions throughout the years, mostly for Euro 5 compliance. In 2021, the bike received full LED lighting, adjustable levers, anti-hopping clutch, automatic idle boost, and an electronic throttle. The 2023 BMW G 310 GS Rallye in Kalamata Dark Gold Metallic ($6,485). (Jeff Allen/)For 2023, the BMW G 310 GS ($6,485 with Rallye paint) utilizes the same 313cc DOHC liquid-cooled single-cylinder engine with a backward-facing cylinder and cylinder head found in the G 310 R. But the ADV variant has more suspension travel (7.1 inches of suspension travel whereas the R offers a little over 5 inches), 19-inch front wheel, longer wheelbase, and a more relaxed steering head angle of 26.7 degrees (310 R: 25.1 degrees). BMW’s G 310 GS follows design cues from its larger sibling, the R 1250 GS, giving the lightweight adventure bike full-size aesthetics with a relatively low seat height of 32.8 inches. No ride modes are present and the only electronic rider aid is non-switchable ABS (2020 and previous models benefit from switchable ABS). Related: The Different Types of Motorcycles The BMW G 310 GS’s top-end performance may be attributed to its bore and stroke of 80mm x 62.1mm. (Jeff Allen/) 2023 BMW G 310 GS dyno chart. (Robert Martin/)The 313cc single offers an extremely linear power delivery all the way up to its approximate 11,000 rpm redline. On our in-house Dynojet 250i dynamometer, the 2023 BMW produced 30.5 hp at 9,420 rpm and 18.8 lb.-ft. of torque at 7,460 rpm. Peak power is produced after 9,000 rpm—and that is felt on the road. Revving the engine to its cutoff provided the most drive out of corners. But its soft bottom-end proves useful with easy modulation for less experienced riders. Off-road the powerplant offers usable low-end torque that helps keep the road-biased Metzeler Tourance rear tire hooking up. Throttle response is soft but direct. Sliding corners or chugging up a hill, inputs applied at the throttle predictably translate to power delivery at the rear wheel. Putting the power down. Nailing shifts on a twisty uphill is imperative to maintain drive out of a corner. (Jeff Allen/)Suspension settings are soft and comfortable. Cruising around town or traversing a canyon road at moderate speeds, the components provide heaps of feedback, giving the rider a sense of control as well as increasing the available grip the surface has to offer. But aggressive riding will quickly find the limits of the BMW’s suspension. Charging down a twisty road, the suspension blows through the stroke and generates a lot of weight transfer, causing the steering to feel vague. Off-road, the supple suspension comfortably absorbs rocks and other small obstacles. But again, plowing through a rough section will quickly find the components’ limitations and make the bike a handful. Carrying its weight well, this mini GS effortlessly rolls onto the side of its tire. (Jeff Allen/)On the Cycle World automotive scales, the 2023 BMW G 310 GS weighs in at 384 pounds. For reference, the 2020 KTM 390 Adventure is 387 pounds on our scales. Although the BMW may be hefty on paper, in motion the bike is agile and quick steering. There may be no better bike to navigate a crowded parking lot or busy side street. An extremely light clutch lever pull further adds to the vehicle’s ease of use. Neutral ergonomics put the rider in an upright seating position that is comfortable on all-day excursions. But in the dirt, the G 310 GS’s close relation to the G 310 R is apparent. Standing up, the handlebar is uncomfortably low and the footpegs are too small. Resting your boot on the exhaust heat shield is inevitable. The BMW’s large rally-style fairing provides good wind protection for the body but the small windscreen doesn’t offer much protection near the helmet. With no traction control rider aid, managing rear wheel grip is solely dependent on the pilot. (Jeff Allen/)ByBre braking components are fitted at both ends of the motorcycle. Up front is a single four-piston radial-mounted caliper with a 300mm disc. At the back is a single-piston caliper with a 241mm disc. The components are responsive and progressive, but pronounced fork dive is present. Entering corners under hard braking the fork inevitably lives at the bottom of the stroke. No fault of the binders, just soft suspension. The GS’s short windscreen allows the rider to get their head over the front of the bike in an off-road setting. (Jeff Allen/)BMW’s G 310 GS is not a hardcore adventure bike. And it was never intended to be. Instead, the German manufacturer developed an urban dual sport based off of the already existing G 310 R roadster, with moderate off-road abilities. Any rider looking for a true off-roader at a similar price point should consider a small-displacement dual sport such as Kawasaki’s KLX300 or Honda’s CRF300L. But anyone who wants an accessible adventure motorcycle with BMW pedigree in an approachable package, look no further than the BMW G 310 GS. Yes, the G 310 GS is certainly capable of wheelies. (Jeff Allen/) The six-speed gearbox is tight and slick making it easy to change gears at any speed. (Jeff Allen/) Standard seat height on the 2023 BMW G 310 GS is 32.8 inches. BMW offers a low seat option of 32.3 inches or a high seat option of 33.4 inches. (Jeff Allen/) BMW fitted the G 310 GS with a four-piston ByBre caliper, resulting in ample stopping power from the 300mm disc. (Jeff Allen/) The digital dash is rudimentary but very functional. And the gear position indicator is a nice touch. (Jeff Allen/) BMW equipped the G 310 GS with a LED headlight, taillight, and turn indicators. (Jeff Allen/) BMW gave the G 310 GS traditional ADV beak styling. The Kalamata Dark Gold Metallic paint and red frame are a nice touch too. (Jeff Allen/) The BMW G 310 GS is not all bark and no bite. For modest off-road adventures, the lightweight ADV will surely get you there. (Jeff Allen/) Adding to the vehicle's utility is a large luggage rack. BMW offers a hard, 29-liter top case as an accessory. (Jeff Allen/)2023 BMW G 310 GS Rallye Specs MSRP: $6,458 Engine: DOHC, liquid-cooled, 4-stroke single cylinder; 4 valves/cyl. Displacement: 313cc Bore x Stroke: 80.0 x 62.1mm Compression Ratio: 10.9:1 Transmission/Final Drive: 6-speed/chain Cycle World Measured Horsepower: 30.5 hp @ 9,420 rpm Cycle World Measured Torque: 18.8 lb.-ft. @ 7,460 rpm Fuel System: Electronic fuel injection w/ ride-by-wire Clutch: Wet, multiplate anti-hopping Frame: Tubular space Front Suspension: 41mm inverted; 7.1 in. travel Rear Suspension: Central spring strut, spring preload adjustable; 7.1 in. travel Front Brake: 4-piston radial-mounted ByBre fixed caliper, 300mm disc w/ ABS Rear Brake: 1-piston ByBre floating caliper, 241mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 19 x 2.50 in. / 17 x 4.00 in. Tires, Front/Rear: 110/80-19 / 150/70-17 Rake/Trail: 26.7°/3.9 in. Wheelbase: 55.9 in. Ground Clearance: N/A Seat Height: 32.8 in. Fuel Capacity: 3.0 gal. Average MPG: 53.8 mpg Cycle World Measured Wet Weight: 384 lb. Contact: bmwmotorcycles.com Gearbox Helmet: Alpinestars Supertech M10 Fame Goggles: Scott Prospect Jacket: Alpinestars ST-7 2L Gore-Tex Gloves: Alpinestars Megawatt V2 Pants: Alpinestars Revenant Gore-Tex Pro Boots: Alpinestars XT-8 Gore-Tex Source

The 2024 Husqvarna Vitpilen 401 and Svartpilen 401. (Husqvarna/)Husqvarna announces the 2024 Vitpilen 401 and Svartpilen 401: redesigned for the first time since their introduction in 2018, featuring revised styling and the same updates to the engine, chassis, and electronics that debuted on the 2024 KTM 390 Duke. At the end of 2023, KTM, which like Husqvarna is owned by the Pierer Mobility Group, confirmed an updated 390 Duke was coming Stateside, so from a production and marketing standpoint, updated Svart/Vitpilen 401s are no real surprise—but they’re no less welcome for it. As two-wheeled paradigms of Scandinavian modernism, the diminutive “arrows” are technologically modern, affordable, and stylistically unembellished. The 2024 Husqvarna Vitpilen 401. The design is distinctly Vitpilen, but its tank shroud, stretched toward the front fork and cut off before covering the airbox, is a departure from the more simplistic form of its predecessor. (Husqvarna/)The 401′s revised LC4c single-cylinder engine uses a longer 64mm stroke, which increases displacement to 399cc (up from 373cc). According to the press release, the engine is lighter and has “improved weight distribution and a revised gearbox.” In Duke guise, KTM claims the LC4c produces 44 hp and 28.8 lb.-ft. of torque. There’s no reason to believe those figures are any different when Husqvarna’s iconic rifle barrel emblem is stamped on the clutch cover. The engine uses a PASC slipper clutch, ride-by-wire throttle, and a quickshifter as standard. On the chassis side, the 401s use a redesigned trellis frame and a new swingarm. The latter accommodates an off-center linkageless rear shock that gives space for a lighter low-slung muffler and an underseat airbox. Compared to the outgoing models, the seat height is 20mm (0.8 inch) lower, at 32.3 inches. Updated suspension includes a WP Apex 43mm open-cartridge fork, adjustable for compression and rebound, and a WP Apex Separate Piston rear shock, adjustable for preload and rebound. ByBre provides braking components: a single 320mm disc and four-piston caliper up front, and a 240mm disc in the rear that uses a new twin-piston caliper. Husqvarna claims the Vitpilen weighs 341 pounds and the Svartpilen weighs 351 pounds (the difference is mostly down to different wheels and tires). The 2024 Husqvarna Svartpilen 401, if nothing else, looks the modern scrambler part. Note the tank-mounted rack: perfect for carrying a couple of <i>smörgås</i> and heading to the woods? (Husqvarna/)Since the 401s first came to market in 2018, many consumers have acquired a greater taste for electronic rider aids and smartphone connectivity. Here, the 2024 models don’t disappoint. Gone is the maligned petri dish–like analog dash of old; in its place is a sharp 5-inch TFT module. Adding significant value to the beginner-friendly platform, the 401s include safety features, such as lean angle-sensitive traction control (MTC) and ABS, compliments of Bosch. Two ride modes, Street and Rain, provide a nice intro into ride-by-wire life. Each mode has its own preset throttle map and MTC setting (which can also be turned off to allow for some rear-wheel drifting fun). Rain mode’s softer power delivery is designed for dodgy conditions or for anxious newbies clinging onto the handlebars with a death grip. There’s even a speed limiter function that allows riders (or their parents?) to set a top speed that can’t be exceeded regardless of throttle position. An LED taillight and headlight round out (literally…) the modern styling. The new 5-inch TFT dash brings the instruments up to date and offers smartphone connectivity. (Husqvarna/)The Vitpilen (translation: “White Arrow”) and Svartpilen (“Black Arrow”), though identical in most significant ways, are differentiated just enough so that each has its own identity. The Vitpilen is cast as the sportier of the two, and uses 17-inch cast aluminum wheels and Michelin Power 6 tires. The Svartpilen has a scrambler aesthetic punctuated by 17-inch spoked wheels wearing Pirelli Scorpion Rally STR tires (the same rubber—albeit in a less off-road-worthy size—that comes standard on a slew of adventure bikes, including Husqvarna’s own Norden 901). A higher, off-road-style handlebar, a fly screen, and a tank-mounted rack complete the scrambler effect. An adventure bike it is not, but gravel road scrambling is far more approachable than it would be aboard the Vitpilen. The 2024 Husqvarna Vitpilen 401 and Svartpilen 401 use LED lighting. We’ll see if those slick LED turn signals get homologated to the US though (they often don’t). (Husqvarna/)The first 401s were in a lot of respects the first signals of KTM’s intentions with the iconic Swedish brand. The updated 2024 models, in addition to the Norden 901 and 901 Expedition, further embed the message, taking KTM’s “Ready to Race” DNA and adapting it for a slightly different audience. Now that the entry-level models are in place, is anyone else hoping for a Vitpilen 1401, powered by—what else?—KTM’s ludicrous LC8? 2024 Husqvarna Svartpilen 401 / Vitpilen 401 Specs MSRP: N/A Engine: DOHC, liquid-cooled, four-stroke single-cylinder Displacement: 399cc Bore x Stroke: 89.0 x 64.0mm Compression Ratio: N/A Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 44.3 hp Claimed Torque: 28.8 lb.-ft. Fuel System: Bosch EMS w/ 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: Radial-mount 4-piston caliper, 320mm disc w/ cornering ABS Rear Brake: 2-piston floating caliper, 240mm disc w/ cornering ABS Wheels, Front/Rear: Spoked (Svartpilen) / cast aluminum (Vitpilen); 17 in. Ground Clearance: 7.1 in. Seat Height: 32.3 in. Fuel Capacity: 3.4 gal. Claimed Wet Weight: 351 lb. (Svartpilen) / 341 (Vitpilen) Contact: husqvarna-motorcycles.com Source

Roadster or cruiser? Whatever you call it, Royal Enfield’s spiffy 2024 Shotgun 650 is the fourth 650 twin in the brand’s lineup. (Royal Enfield/)Is it a cruiser? A bobber? Maybe a roadster? At the global intro for the Shotgun 650, Royal Enfield made the argument that its newest bike has its feet (er, wheels) no-so-firmly planted in several categories. Enfield CEO Siddhartha Lal coined it this way: “It is a retro-futuristic interpretation of what a factory custom motorcycle with thoroughbred Royal Enfield DNA would look like. A shape-shifting machine that defies categorization…” OK… But what we can confirm is that the newest model in Enfield’s 650 twins platform—the series that gave us both the INT650 and Continental GT standards and most recently the Super Meteor 650 cruiser—is basically the production version of the SG650 Concept shown at EICMA 2021. That build evolved the brand’s crusty retro formula to an entirely different level, lifting styling elements from the bobber, retro, and modern worlds and mashing them together for something that’s none of them. Nifty aesthetics aside, though, we were looking at the fourth model in the 650 platform to distinguish itself with more than just semantic appeals. Reworked geometry, suspension, and ergonomics coupled with a fresh bobberlike design clearly separate Enfield’s new Shotgun 650 from the Super Meteor cruiser. (Royal Enfield/)Overview At its core then, the Shotgun gives us that same 650cc engine but in a more minimalist environment, surrounded by custom cues like chopped fenders and blacked-out parts, and then tweaking the geometry and ergos. Although it shares lots of other bits with the Super Meteor—the frame, gearbox, brakes, and some suspension elements are a straight swap—the Shotgun couldn’t look or feel more different, with a shorter wheelbase, tighter rake, and taller seat. Visually, the focus is on the sharper all-new bodywork, mid-set footpegs, lower handlebar, and new subframe; the angled 3.6-gallon teardrop fuel tank is new, and the LED headlamp tucks into a gorgeous, custom-looking, neo-modern aluminum nacelle that completely sells the aesthetic. Related: 2024 Royal Enfield Shotgun 650 Debuts Stuffed into the same Harris-designed frame as its Super Meteor stablemate, the Shotgun’s 650 parallel-twin engine is shared with the INT650 and Continental GT models and is unchanged here except for the airbox and exhaust. (Royal Enfield/)New wheel sizes—18 inches up front and 17 inches for the rear, fitted onto tubeless 10-spoke alloy rims—also change the bike’s stance, dropping the front end and raising the rear compared to the Super Meteor. The excellent build quality seen on the Super Meteor carries over to the Shotgun, even if the shiny bits have a bit less luster and the paint is more subdued. The Enfield design team also explained that they see this particular bike as “a blank canvas for customization,” and making those potential mods easier is the unique modular and removable subframe holding the passenger seat, giving the Shotgun the versatility to switch between three modes—single seater, or double seater, or luggage-hauling tourer—just by turning a key and popping the pillion seat off. It’s a cool and incredibly handy feature that expands the bike’s functionality as well as giving it the ability to sport three completely different looks. The Shotgun 650 boasts a removable rear subframe that can hold a rear seat or other accessories (a rack comes with), giving riders a superconvenient feature. You can remove the subframe entirely by undoing the four bolts. (Royal Enfield/) Worried about excessive screen time? The Shotgun’s minimal instrument layout will cure that; all you get is an analog speedo with inset LCD display for basic functions. Tripper navigation unit is on the right. (Royal Enfield/)Cockpit and Ergos While the Super Meteor features a relaxed and clamshell-y rider triangle, the Shotgun’s riding position is more performance-oriented, with a floating solo saddle that sits higher, flatter bars positioned lower and forward, and footpegs set in the middle rather than forward. The simple view in the cockpit is almost identical to that of the Super Meteor’s, with the round digital-analog main gauge being a straight swap from that bike. A cable throttle means you can forget about ride modes, wheelie control (as if!) and the like; ABS, LED lighting, and a USB charging port are about the extent of electronic niceties here. Those premium-looking metal switch cubes are likewise lifted straight off the SM, though they’re blacked out on the Shotgun to match the bike’s aesthetics. Off to the right is the now-familiar Tripper navigation pod which hooks up to your phone and the RE app via Bluetooth, but unlike the Super Meteor, the Shotgun comes with the new RE Wingman in-app feature that keeps you updated on the motorcycle’s location, fuel levels, service reminders, and more. Related: 2022 Royal Enfield INT650 Review Also shared with the Super Meteor is the Shotgun’s main frame and 43mm upside-down fork. The fork packs the same Showa Big Piston internals but is shortened in this application. (Royal Enfield/)Engine and Chassis So we know the Shotgun’s engine is a carryover from the Super Meteor, and the main steel tube spine chassis isn’t a million miles apart either, connecting to the same 43mm Showa USD fork up front and exposed RSU twin shocks (adjustable for spring preload) at the rear. And although the fork is shorter on the Shotgun, it still uses the same Big Piston Separate Function internals with fixed damping and spring preload, and offers the same 4.7 inches of travel. The shocks, on the other hand, despite being 20mm taller, offer less travel; 3.5 inches versus 4 inches on the Super Meteor. As with the SM, braking comes courtesy of Brembo subsidiary ByBre, and consists of a 320mm disc up front with a single twin-piston caliper and a 300mm rear setup also with a twin-piston caliper; twin channel Bosch ABS is standard. Midcorner stability is solid, with the Shotgun’s front end feeling planted and well controlled in most situations. While it’s not exactly razor sharp, it’ll readily go where you point it. (Royal Enfield/)Riding Impression Given the 650 engine’s reputation, we had a hunch our riding day on the Shotgun was gonna be a good one. We knew the air/oil-cooled SOHC 648cc parallel twin offers power and output figures similar to the other 650s, and the last time an INT650 was strapped to the Cycle World dyno back in 2022 we squeezed 40.9 rear-wheel horsepower and 37.4 lb.-ft. of torque from the engine. Thankfully, the simple beauty of those other twins is reflected in the Shotgun. Just turn the key, push the starter, pull in the easy-operation clutch, and off you go. The Shotgun’s slick gearbox is smooth-shifting, and both newbs and vets will love the equally smooth throttle with excellent (but not snatchy) response and dialed-in fueling. The semi-attack riding position provides better opportunity for more responsive inputs, and while the 31.3-inch saddle might feel tall to some, for this 5-foot-6 rider, the triangle was great, offering all-day comfort with a semi-easy reach to the bar and a mellow bend at the knees. The parallel-twin engine won’t pull anyone’s arms out of their sockets, but it’s a ready and willing partner, with power building in a smooth, progressive manner. You’ll find most of the grunt down low and available from just off idle, with good midrange to back it up. The clutch has a light action which you’ll come to appreciate, as the engine will invite you to short-shift to keep things on the boil, especially in tighter turns. With its 270-degree crank the engine has lots of character and is a hoot to use, with plenty of torque on tap whether weaving through downtown traffic spots or blasting down your favorite twisties. Related: How Much Power Does the 2022 Royal Enfield INT650 Make? Although the Shotgun’s rear shock offers less travel (3.5 inches) than the unit on the Super Meteor, it feels more composed on sharp hits. (Royal Enfield/)aSpeaking of turns, the Shotgun’s chassis continued to impress even in high-speed corners, where the bike felt more stable and responsive than you’d expect for a 530-pound machine. While the Enfield isn’t exactly razor sharp, it tracked where we pointed it and didn’t do anything unexpected. Our ride around the mountains of Los Angeles revealed a host of road depressions and washouts, so the Shotgun’s suspension got a bit of a workout. In general, damping on the nonadjustable 43mm fork proved compliant, though certainly not plush, and we never reached the end of its stroke. The taller rear suspension—despite a half inch less travel—felt far less harsh than our recent experience on the Super Meteor, whose stiff springs would often bounce our 160-pound mass out of the seat. The Big Piston Showa fork feels planted and gives you a good connection to the road, even when you wick it up; the rear shock did better at bump absorption in the potholed alleys of LA’s urban core. But you will scrape a peg at even the most benign of lean angles; our jaunt through downtown was filled with the telltale crrrrrrrrr sound of metal scraping, as it echoed off the high-rises. Not to worry though; the hard parts won’t hit until you’re well past that point, according to RE reps. Lean any further than this and you might just touch a peg down. Don’t worry; the Shotgun is still capable of hitting the twisties. (Royal Enfield/)As for the lack of a tach? You probably don’t need it anyway, as the twin’s wide spread of power extends to around 7,000 rpm, and it begins to run out of breath somewhere around here. You’ll definitely feel it. This Enfield is probably most content at about 70–75 mph in top gear, but the engine runs smooth, thanks to near-perfect fuel-injection maps, and the six-speed transmission will give you positive shifts with nice spacing with ratios having been tweaked to suit the Shotgun’s personality. And the Shotgun can hold its own in the canyons even with those pesky pegs getting ground down on every turn; the broad powerband is easy to tap into with torque available at almost any rpm you normally have the engine spinning on a street ride. In fact, the Shotgun feels a bit quicker on the draw (sorry…) than the Super Meteor, most likely due to that slightly different gearing. In that regard, it feels more like a roadster than a cruiser, and that’s not a bad thing. ByBre single discs front and rear clamped by twin-piston calipers offer adequate braking performance; using both brakes on this 530-pound bike, though, will get you the best results. (Royal Enfield/)The single disc ByBre brakes do a decent enough job of slowing the Shotgun down, but in our spirited blast through the canyons, they didn’t feel as responsive and progressive as we’d like. The standard dual-channel Bosch ABS works well though, with no real overt intervention even during hard braking situations. A close-up of the Shotgun 650’s floating saddle, in solo configuration. Subframe attaches by four bolts near where the shock mount meets the frame loop. (Royal Enfield/)Given the (expected) price point any complaints we might have about the Shotgun should be taken with a grain of salt, but here goes anyway. While the digi-analog instrument cluster is style-appropriate and serves up all your basic info adequately, the low-contrast display is hard to read at speed or in the sunlight. And although the Shotgun carries its weight well, we’d like it to lose a few pounds, especially when you consider its Super Meteor sibling weighs just a touch more while having a bigger tank, and the INT650 weighs nearly 50 pounds less while having most of the same kit. Luckily RE has rolled out plenty of accessories for the SG (including lighter-weight accessory mufflers) so we reckon eventual owners can start their own diet regimen for it. Related: Royal Enfield Readies New 650 Cruisers Slick styling, user-friendly manners, and good customizing options (and we have to believe a reasonable price, once it’s announced) make the Shotgun an excellent choice in the middleweight cruiser space. (Royal Enfield/)While it’s hard to nail down the Shotgun (is it a cruiser that wants to be a roadster?), obvious rivals look to be Honda’s Rebel 500 and Kawasaki’s 450cc Eliminator, though we could even see it going up against Triumph’s Street Twin and Kawasaki’s Vulcan S. Just as the INT650 could be seen as a cheaper alternative to something like a Triumph Bonneville, the new Shotgun can easily serve as a lower-power equivalent of the Bonneville Bobber. At the intro, Royal Enfield displayed customized Shotguns from several builders, as inspiration. Shown is Winston Yeh’s (of Rough Crafts) interpretation. (Royal Enfield/)The Royal Enfield Shotgun 650 will be available in four unique colors, Stencil White, Plasma Blue, Green Drill, and Sheetmetal Grey, and the company has said it will ship to dealers in January. Which is why we’re sort of bummed it hadn’t announced MSRP at press time. Even so, if the Shotgun rings in at around the expected $7,000 range, we have to call it a solid value. The bike works well, with an extremely flexible engine, a smooth gearbox, and a nimble feel that’s sure to be appealing to riders of all stripes. Features like a three-year warranty, the Tripper navigation unit, a full toolkit, a standard centerstand only add to the value proposition that Royal Enfield seems to nail time and time again. The lovely aluminum nacelle surrounding the LED headlight gives the Shotgun a bit of a futuristic slant. And it’s a thing of beauty. (Royal Enfield/) The SG650 Concept, upon which the Shotgun is based. Sorry, the dual disc brakes with integrated ABS or CNC-machined billet aluminum tank didn’t make it to the production bike. (Royal Enfield/)2024 Royal Enfield Shotgun 650 Specs MSRP: TBA Engine: SOHC, air/oil-cooled parallel twin Displacement: 648cc Bore x Stroke: 78.0 x 67.8mm Compression Ratio: 9.5:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 47 hp @ 7,250 rpm Fuel System: EFI Clutch: Wet, multiplate Frame: Tubular steel spine Front Suspension: 43mm inverted fork; 4.7 in. travel Rear Suspension: Dual exposed shocks, spring preload adjustable; 3.54 in. travel Front Brake: 2- piston floating caliper, 320mm disc (w/ ABS) Rear Brake: 2-piston floating caliper, 300mm disc (w/ ABS) Wheels, Front/Rear: Aluminum alloy; 18 in./17 in. Tires, Front/Rear: 100/90-18 / 150/70-17 (tubeless) Rake/Trail: 25.3°/4.0 in. Wheelbase: 57.7 in. Ground Clearance: 5.5 in. Seat Height: 31.3 in. Fuel Capacity: 3.64 gal. Claimed Curb Weight: 530 lb. Availability: January 2024 Contact: royalenfieldna.com Source

With its long-travel Showa suspension, the Scrambler 1200 XE likes to take to the sky. (Triumph Motorcycles/@ernievigil21/)When Triumph brought the Scrambler 1200s to market back in 2019 it was love at first ride. The recipe for an open-class, retro-styled scrambler with modern suspension, brakes, and electronics hit the nail on the head. The only real problem was that the two bikes in the lineup, the 1200 XC and 1200 XE, were so similar in spec that choosing between them required going over each bike’s details with a fine-tooth comb to determine which was right for the prospective buyer. But even then, the seat heights and suspension travel likely alienated some who may want the scrambler styling and capabilities in a lower and more accessible chassis. Triumph has done a great job separating the XE (left) and X (right), to give them different capabilities and personalities. (Triumph Motorcycles/@ernievigil21/)If you were one of those people, Triumph has answered your wishes with its 2024 lineup. It has eliminated the XC model and replaced it with a more entry-level X model (both in terms of price and rider accessibility), and then updated and refined the XE model with a host of changes to the chassis and electronics. Even better, both models carry lower MSRPs than the bikes they replace. New for 2024 is the Scrambler 1200 X, which helps differentiate the two models a bit more with its lower suspension, seat height, and price. (Triumph Motorcycles/@ernievigil21/)We recently spent two days on this duo and walked away with a very clear understanding of each bike’s strengths and weaknesses. We published a First Ride on the X model, but since we got the chance to ride them back to back, we’ll point out here what distinguishes them from each other out in the real world. Engine One thing that hasn’t changed too much is the engine that powers this pair. Both bikes use identical versions of Triumph’s High Power Bonneville parallel twin with a Scrambler-specific tune. However, updates to the intake include a new single 50mm throttle body (up from 45mm) and a revised exhaust header for improved flow. The catalytic converter has also been repositioned compared to the original 2019 models to eliminate some of the heat to the rider’s right leg. Triumph’s High Power Bonneville parallel twin powers both models in identical form, but has some updates compared to previous years. (Triumph Motorcycles/@ernievigil21/)Claimed power is 88.8 hp at 7,000 rpm, with 81.1 lb.-ft. of peak torque arriving at 4,250 rpm. We recently put our Speed Twin with a similar engine on the Cycle World dyno, which you can check out here. Triumph says that compared to the engine in the T120, this version delivers 12.5 percent more horsepower and 4 percent more peak torque. And while those increases may not be so obvious from the seat of the pants, this engine is ideally suited to scrambling. The power delivery from the 270-degree crank is very satisfying and is equally at home on road or off. The linear and torquey delivery makes these bikes very enjoyable to ride. Around town, the flat torque plateau makes chugging away from stops easy, and is made even more so by the smooth engagement of the cable-actuated clutch. Head out onto a tight and twisty two-lane mountain road and the engine pulls you out of tight hairpins with ease and also provides a few different gear options from the nice shifting six-speed transmission. The engine’s flexibility means you can easily chug along at a smooth and relaxed pace, or leap off of corners like a scalded cat. Updates to the intake and exhaust include a new header for improved flow and a larger 50mm throttle body. (Triumph Motorcycles/@ernievigil21/)As satisfying and capable as the Bonnie Twin is on road, it’s equally impressive off. It’s interesting when you compare this naked, retro scrambler to Triumph’s actual adventure bikes. Triumph’s own Tiger 1200 GT Pro pumps out just shy of a claimed 150 hp from its three-cylinder engine, and yet not one time while chasing six-time AMA motocross/supercross champion Jeff Stanton across the California desert was there a desire to be on an ADV machine in place of the 1200 XE. With the optional Michelin Anakee Wild knobby tires fitted, it easily grabs traction in sandy washes and even effortlessly claws up steep and loose sandy hill climbs in second or even third gear. You might not suspect that the 1200 Scramblers are hill climb machines, but that is the case. (Triumph Motorcycles/@ernievigil21/)As impressive as its outright torque and power are in those situations, it’s the engine’s ability to chug along at low speed when navigating through rocks, over erosion ruts, and around desert scrub bushes that really stands out. First gear is there if you need it if you come to a stop, but more often than not, second and third gear work really well for this type of riding. You don’t need big power for most off-highway exploring, but when the horizon opens up and allows a good sightline, the big 1200 can eat desert and throw roost like a champ. Electronics With all that available torque, thankfully both bikes come with a suite of rider aids. And while most of the electronics are very similar, there are some key differences between the two bikes. Triumph’s ride modes have preset parameters for throttle response, ABS, and TC settings. On the XE there are six modes including Rain, Road, Off Road, Sport, Off Road Pro, and the customizable Rider. The X gets five of these, but does not get the Off Road Pro mode. Any of the “road” modes can be selected while moving, but on both machines if you want to select an “off-road” mode, you need to come to a stop. Off Road Pro on the XE obviously allows the rider to quickly select a setting that is optimized for riding in the dirt, with defaults set to ABS off (meaning rear off), TC off, and the Off Road throttle map. Both bikes share LED lighting all around. (Triumph Motorcycles/@ernievigil21/)Both models include Optimized Cornering ABS and Optimized Cornering Traction Control with info provided via a six-axis IMU. Cornering functionality for each is only active in an on-road mode. If you dig into the menus on the 1200 XE to customize the Rider mode, you can select from three ABS modes: Road, Off Road, and Off. For traction control you can choose from five options: Sport, Road, Rain, Off Road, and Off. The 1200 X is more restrained with just two ABS modes: Road and Off Road; the same five TC options are available on the X. The XE model has a full-color TFT display with optional view options. (Triumph Motorcycles/@ernievigil21/)Another obvious difference between the two models is how you access all of the rider-aid features and how you view them. The XE has a full-color TFT display, which is slick and well designed and offers two layout design themes, while also allowing the rider to choose from high- or low-contrast display options. The new X features an “older-style” combination LCD/TFT screen that has fewer bells and whistles. But more importantly it’s the way the rider navigates these screens from the left handlebar control pods. On the XE there is a brand-new joystick, which is much more intuitive for navigating through options than the X’s four directional arrow pads. The 1200 X model gets an older-style combination LCD/TFT display. (Triumph Motorcycles/@ernievigil21/)Both machines have a dedicated Mode button that allows quick changes between the modes, just remember to hit the check button to lock it in. Another upscale feature on the XE is that the handlebar buttons are backlit red for quick recognition at night or in low-light conditions. Also standard on the XE is cruise control (not available on X), which is controlled by an easy-to-use single-button design. Riding the two bikes back to back on the road doesn’t really help answer the question of which electronics package is better, as both perform equally well and don’t differ in terms of functionality. The new XE’s left control pod, however, is a big step forward in the ease of menu navigation, allowing quicker customization and mode selection. The XE model’s new left-bar-mounted control pod with a joystick, in place of the four up/down/left/right arrows on the X, is way more intuitive. (Triumph Motorcycles/@ernievigil21/)When it comes to off-road riding, the Off Road Pro mode is far superior to the X model’s more basic levels of intervention and control. That makes perfect sense as the XE’s chassis is far more capable in the dirt too. The real differences are in the ABS algorithms. With Off Road Pro, the “Off” choice in ABS turns the rear intervention off completely and leaves just a little bit active at the front. With the fat Michelin knobbies on the XE, locking the rear wheel to help with directional changes, or getting the 500-pound beast slowed down descending steep and loose hills is not a problem. While on the X model, ABS to the rear can’t be turned off and the front has more aggressive antilock than on the XE, and doesn’t give the rider the necessary control to get it quickly stopped on loose surfaces. Another benefit of Off Road Pro mode (XE) is that the power delivery is snappy, the braking is always set to “fun,” and you can lift the front wheel over obstacles with the TC off. So if you’re jumping between asphalt and dirt on a regular basis, there isn’t really a reason to switch to another mode, unless you really need ABS on a rain-slicked road (ask us how we know). As for traction control on the X, you can go into the menus and turn it off, but if you cycle the key, it will default back to on and you have to do it all over again. On the XE, the Off Road Pro mode has those settings locked in, meaning you can quickly jump into the mode in a few button presses and know that it’s ready to rip the dirt without having to go deep into the menus to make changes. Off Road Pro mode allows the XE to be far more capable off-road in terms of rider-aid management. (Triumph Motorcycles/@ernievigil21/)What’s missing from these models in terms of electronics? Neither bike comes standard with heated grips, but they are available as a $270 option, and if you want a power port in the cockpit to power a smartphone for navigation in addition to the underseat USB, you’ll have to add that accessory as well. Or you can opt for the My Triumph Connectivity Module ($255) that allows Bluetooth connectivity and therefore it will display nav on the dash. Chassis Here is where these two bikes take different paths, with the X catering to a more street-oriented buyer and the XE offering considerably more capability off-road. The side effects of those changes also make the X more accessible with a seat height of 32.3 inches versus the XE’s 34.3 (lower options are available for each at 31.3 and 33.3, respectively). When swapping back and forth between the two, that 2 inches is significant, with the XE putting this 5-foot, 11-inch tester on his tippy toes a bit at stops, while easily being able to flatfoot the X. The new Scrambler 1200 X as standard has a 32.3-inch seat height and can be dropped to 31.3 via the accessory catalog. (Triumph Motorcycles/@ernievigil21/)The source of most of that seat-height difference comes from the suspension. The new X model has Marzocchi suspension front and rear, with a 45mm inverted fork (nonadjustable) and a pair of preload-adjustable piggyback-reservoir shocks by the same brand. Travel measures 6.7 inches at each end. The XE utilizes a fully adjustable 45mm Marzocchi inverted fork, while also using a pair of that brand’s fully adjustable piggyback-reservoir shocks at the rear (gone are the Öhlins shocks and Showa fork of the past in an effort to reduce MSRP). Travel on the XE measures 9.8 inches at each end. Triumph doesn’t publish ground clearance numbers but as you can guess, they differ by around 3 inches, which is significant. Gone are the XE’s Öhlins shocks, replaced by a pair of Marzocchi piggyback reservoir units that are fully adjustable. (Triumph Motorcycles/@ernievigil21/)Before we dive into the obvious comparison of off-road performance, let’s talk about on-road manners. Both bikes were equipped with the same Michelin Anakee Wild knobbies, which offer much-better-than-expected grip on the asphalt. Both bikes come with really nice aluminum side-laced tubeless wheels in 21-inch front and 17-inch rear sizes. The standard tires are Metzeler Tourances in 90/90-21 front and 150/70-17 rear sizes. Or you can opt for the optional Michelins. On road the pair of bikes have slightly different manners midcorner, with the XE (pictured) feeling a bit taller and moving a bit more on its long-travel suspension. (Triumph Motorcycles/@ernievigil21/)It’s interesting how that long-travel suspension affects how the XE carries its weight and how that changes the bike’s manners midcorner. But there is more to the equation than simply the travel. The XE has slightly lazier geometry with 26.9 degrees of rake and a longer 5.1 inches of trail and a 1.25-inch-longer swingarm, compared to the X’s 26.2/4.9. The wheelbases differ by 1.8 inches, with the X at 60 and the XE stretching to 61.8. Another difference is the additional leverage provided by the XE’s 2.8-inch-wider handlebar. Both bikes have a reversible riser on the top clamp that allows 10mm of height adjustment to the bar. The XE model has a 2.8-inch-wider handlebar. Both models come standard with these nice looking hand guards. (Triumph Motorcycles/@ernievigil21/)The combination of all these changes make the X more hunkered down midcorner on the street, with less movement from the suspension and making it more planted. The XE’s wider handlebar makes that initial turn-in react in a similar manner, but midcorner composure is compromised just a touch, with more movement from the suspension. However, while the X is really planted, it’s a lot easier to drag the footpegs when leaned over. It’s really a toss-up between better midcorner composure versus more ground clearance. On the road, the X model is hunkered down and composed midcorner, but does run out of cornering clearance earlier than the XE. (Triumph Motorcycles/@ernievigil21/)While the two bikes are pretty much neck and neck on road, the same can’t be said off of it. The XE literally leaves the X in its dust in every situation. There are so many factors that make the XE better off-road, from the long-travel suspension to the improved ground clearance, to the better electronics and additional mode, and the longer, more stable chassis. While the XE can attack sand whoops at an unexpected and quick pace, the X cries for mercy right away, which is also its way of saving you from going OTB (over the bars). Go too fast on the X and the suspension and therefore frame rails bottom into the ground frequently. Meantime, the XE picks its way through rocks and over G-outs with far less drama, performing like a naked adventure bike and yet somehow carrying its weight lower and better than a lot of open-class ADV models could ever hope to.. Off road, the XE mounted with knobby tires thinks it's an open-class off-road machine. (Triumph Motorcycles/@ernievigil21/)Braking performance gives the XE another check in the plus box, and honestly it has less to do with the hardware than we would have predicted. The Brembo Stylema calipers should run circles around the non-radial-mount Nissins on the X, but with the knobby tires mounted to each, pushing on-road braking to a threshold to tell if there was a dramatic difference wasn’t wise. With the stock, more road-oriented tires we’re sure the performance would be more obvious. In the dirt, the real deciding factor that gives the XE the edge are the things that we mentioned above that are related to its more performance-oriented ABS settings. Another tidbit to mention is the XE’s adjustable rear brake lever that can be set to two positions for better accessibility while standing. The updated XE gets new Brembo Stylema front brake calipers in place of the X model’s Nissin units. (Triumph Motorcycles/@ernievigil21/) The brand-new 1200 X has traditionally mounted Nissin units. (Triumph Motorcycles/@ernievigil21/)Conclusion With Triumph further distinguishing the two big 1,200cc Scrambler models from each other, we feel like it makes choosing between them much easier. For those riders who simply want the Scrambler styling and plan to spend much more time on the road than off of it, the X model is the logical choice. Additionally, buyers who are shorter in height who want to confidently get their feet down at stops need look no further than the X. Can the X model tackle off-road riding? In short, yes, but not as competently as the XE. (Triumph Motorcycles/@ernievigil21/)In a nutshell, what those riders give up is the fully adjustable suspension, fancy Brembo Stylema front brake calipers, better electronics, and nicer dash and interface. But what you gain is a less expensive $13,595 entry price (last year’s XC was $14,745) compared to the XE’s $15,295 (which undercuts the 2023 XE by $900). The X is available in three colors: Carnival Red, Ash Grey, and Sapphire Black. On the flipside you have the XE; this bike offers very similar styling, and in addition to the differences above gets removable passenger pegs instead of the welded-on brackets on the X, an adjustable rear brake lever, cruise control, the backlit controls, and the extra ride mode (that we think is mandatory for off-road riding). The color options include Baja Orange/Phantom Black, Phantom Black/Storm Grey, and Sapphire Black. The XE may not be for everyone, but there is no denying its well-rounded capability both on and off the asphalt. (Triumph Motorcycles/@ernievigil21/)The overall versatility and performance of the XE would be our first choice if asked to choose between the two, but that also made us ponder if we’d take it over an adventure bike. If long-distance adventure-touring with loads of gear is the goal, then a proper ADV machine is the right choice, but if you want a great all-arounder, capable of tackling the urban jungle on the weekdays and twisty mountain roads and some serious off-highway exploring on the weekends, dang, the Scrambler 1200 XE is so much fun and would be hard to pass up. The choice between the new 1200 X and the updated 1200 XE should be much easier now. (Triumph Motorcycles/@ernievigil21/) 2024 Triumph Scrambler 1200 X in Ash Grey. (Triumph Motorcycles/@ernievigil21/) 2024 Triumph Scrambler 1200 X in Carnival Red. (Triumph Motorcycles/@ernievigil21/) 2024 Triumph Scrambler 1200 XE in Baja Orange/Phantom Black. (Triumph Motorcycles/@ernievigil21/) 2024 Triumph Scrambler 1200 XE in Phantom Black/Storm Grey. (Triumph Motorcycles/@ernievigil21/) 2024 Triumph Scrambler 1200 XE in Sapphire Black. (Triumph Motorcycles/@ernievigil21/) Both models come with standard skid plates. (Triumph Motorcycles/@ernievigil21/) The 1200 XE’s rear brake lever can be adjusted for better accessibility while standing riding. (Triumph Motorcycles/@ernievigil21/) The High Power Bonneville engine is a great fit in a scrambler. (Triumph Motorcycles/@ernievigil21/)Specs 2024 Triumph Scrambler 1200 X 2024 Triumph Scrambler 1200 XE MSRP: $13,595 $15,295 Engine: SOHC, liquid-cooled, four-stroke parallel twin; 4 valves/cyl. SOHC, liquid-cooled, four-stroke parallel twin; 4 valves/cyl. Displacement: 1,200cc 1,200cc Bore x Stroke: 97.6 x 80.0mm 97.6 x 80.0mm Compression Ratio: 11.0:1 11.0:1 Transmission/Final Drive: 6-speed/chain 6-speed/chain Claimed Horsepower: 88.8 hp @ 7,000 rpm 88.8 hp @ 7,000 rpm Claimed Torque: 81.1 lb.-ft. @ 4,250 rpm 81.1 lb.-ft. @ 4,250 rpm Fuel System: Multipoint sequential electronic fuel injection w/ 50mm throttle bodies, ride-by-wire Multipoint sequential electronic fuel injection w/ 50mm throttle bodies, ride-by-wire Clutch: Wet, multiplate torque-assist clutch Wet, multiplate torque-assist clutch Engine Management/Ignition: Electronic Electronic Frame: Tubular steel Tubular steel Front Suspension: 45mm Marzocchi inverted fork, nonadjustable; 6.7 in. travel 45mm Marzocchi inverted fork, fully adjustable; 9.8 in. travel Rear Suspension: Twin Marzocchi piggyback shocks, preload adjustable; 6.7 in. travel Twin Marzocchi piggyback shocks, fully adjustable; 9.8 in. travel Front Brake: 2-piston Nissin axial calipers, 310mm discs w/ ABS 4-piston, radial-mount Brembo calipers, 320mm discs w/ ABS Rear Brake: 1-piston Nissin floating caliper, 255mm disc w/ ABS 1-piston Nissin floating caliper, 255mm disc w/ ABS Wheels, Front/Rear: Tubeless aluminum, 21 x 2.15 in. / 17 x 4.25 in. Tubeless aluminum; 21 x 2.15 in. / 17 x 4.25 in. Tires, Front/Rear: 90/90-21 / 150/70-17 90/90-21 / 150/70-17 Rake/Trail: 26.2°/4.9 in. 26.9°/5.1 in. Wheelbase: 60.0 in. 61.8 in. Ground Clearance: N/A N/A Seat Height: 32.3 in. 34.3 in. Fuel Capacity: 4.0 gal. 4.0 gal. Claimed Wet Weight: 503 lb. 507 lb. Contact: triumphmotorcycles.com Source

The Tech-Air 7x can be integrated into Tech-Air compatible racing suits and Tech-Air compatible jackets, or worn as a stand-alone vest. (Alpinestars/)The evolution of wearable electronic airbag systems continues with the introduction of Alpinestars’ Tech-Air 7x. Designed to be more compact and easy to use, the Tech-Air 7x replaces Astars’ Tech-Air Race and will be sold alongside the already available Tech-Air 10, Tech-Air 5, Tech-Air 3, and Tech-Air Off-Road. That all-inclusive lineup mostly completes Alpinestars’ aim of having a Tech-Air system tailored to any type of riding, be it at the racetrack, on the street, or in the dirt. Similar to the Tech-Air Race that it replaces, the 7x can be integrated into the company’s Tech-Air compatible racing suits and jackets, or used as a stand-alone vest when utilizing the converter kit that comes with the system. The user can replace the canisters for the first four deployments before sending the system in for a full service and airbag bladder replacement. Tech-Air app allows riders to check vest status, battery status, and more. You can also update the system’s firmware via the app. Notice the extended coverage on the back. (Alpinestars/)Airbag coverage is focused on the upper body, with protection for the full back and chest, collarbones, and shoulders. This differs from the Tech-Air 10, which also includes hip protection. A big talking point in airbag-related discussion is convenience. Astars addresses that here by including a USB-C charging port in the activation flap on the chest. Being able to integrate the Tech-Air 7x into compatible gear also increases overall practicality and comfort—no worries about grabbing your suit and airbag vest when you head to the track. Using the system is as simple as zipping the vest up and closing the magnetic flap. An integrated lithium-ion battery has a life of 25 hours riding time. Battery status and more can be checked via Alpinestars’ Tech-Air app, which is accessible via Bluetooth. Alpinestars’ attention to detail is obvious. (Alpinestars/)Important hard parts include 12 sensors (four triaxial sensors), as well as one triaxial accelerometer and one triaxial gyroscope on the main control unit. Two triaxial accelerometers are located on the shoulders for improved performance. An algorithm leverages AI to monitor when to deploy the airbag in the event of a crash. Alpinestars’ main claim with each of its airbag vests is their ability to significantly decrease impact force when compared to a CE-certified passive protector, and that will once again be a big focus here. The added convenience, compact dimensions, and easy integration into compatible products is icing on the cake. The Tech-Air 7x is available in XS to XXL sizes, for $999.95. Availability is April 2024. Source

The Ryker Rally is Can-Am’s most aggressive three-wheeler. (Jeff Allen/)Can-Am’s Ryker Rally is BRP’s most aggressive and capable three-wheeler. The Canadian company claims it’s much like a rally car all-road ready. Last time we rode a Can-Am Ryker Rally, we found it to be fun, but certainly limiting. Since our last ride in 2019, the Ryker Rally received updates in an attempt to be more dirtworthy. Or at least appear to be. Revisiting this three-wheeler, we wanted to know: Can the Ryker Rally rally? The 2023 Can-Am Ryker Rally starts at $13,899. (Jeff Allen/)For 2023, the Can-Am Ryker Rally ($13,899) utilizes the same 900cc inline-three Rotax Ace motor as before with a claimed 82 hp at 8,000 rpm and 58.3 lb.-ft. of torque at 6,500 rpm connected to a Continuously Variable Transmission (CVT). But now, the 2023 Rally variant has upgraded KYB suspension, more ground clearance, rally wheels, all-road tires, a skid plate, bash bar, and hand guards. There are three available ride modes, Rally, Eco, and Standard, all of which feature safety equipment including TCS (Traction Control system), Stability Control System (SCS), and Antilock Brake System (ABS). Remote reservoir four-position compression adjusters provided quick and noticeable changes to the suspension damping. (Jeff Allen/)Its KYB HPG suspension has remote reservoir four-position compression damping, preload adjustment, and offers more than 7 inches of travel front and rear. Stopping forces are applied via a brake pedal at the right footpeg with an electronic brake distribution system evenly applying braking pressure to all three wheels. Up front is a pair of 16-inch aluminum wheels covering 270mm discs and Nissin twin-piston floating calipers. The 15-inch rear wheel utilizes a single 220mm disc and single-piston caliper. Coming off a two-wheeler, we found it odd not having a brake lever on the handlebar. But the component’s stopping power is strong and reassuring. The rear shock provides remote reservoir four-position compression damping adjustment as well as preload adjustment. (Jeff Allen/)Other updates include a pre-filter on the air intake, a higher seat with more padding, larger and lower footpegs, redesigned handlebar and hood, LED headlamp, and Akrapovič exhaust. The 2023 Can-Am Ryker Rally comes equipped with an Akrapovič exhaust. (Jeff Allen/)With no levers or shifters, the Can-Am Ryker Rally only requires a twist of the throttle to gain speed. The engine’s delivery offers a surge of power at any speed and the CVT adds to the vehicle’s ease of use. From a dead stop the power comes on strong; the engine is quick revving and because it doesn’t change gears like a conventional motorcycle, the speeds increase quickly without hesitation. Throttle response is direct and intuitive. Making minor throttle adjustments doesn’t result in any hiccups. Turn and burn. The Ryker Rally is fully capable of controlled drifts—up to a point. (Jeff Allen/)In Rally mode, TCS and SCS are the least intrusive allowing the rear tire to break loose for controlled slides. But if the system detects the slide to be too large or the vehicle is at risk of flipping, power will be cut to the rear wheel. Neither the TCS or SCS system can be fully turned off, but it’s for the best. Although it may feel like the slide is being cut short or limited by the safety equipment, things happen fast on three wheels and the electronic intervention acted as a saving grace numerous times. And that’s part of its charm. The Can-Am Ryker Rally is virtually dummy-proof. Unlike a dirt bike that requires a high skill level to throw roost and slide corners, the Ryker Rally can make most riders feel like a hero while mitigating the risk of crashing. No matter what, the Ryker Rally will deliver some big action without putting itself or the rider at risk. Similar to a quad, initiating a slide on the Ryker Rally requires knifing the front end while simultaneously applying throttle. (Jeff Allen/)On the pavement, the Can-Am Ryker Rally is difficult to maneuver. The steering is extremely heavy and quite strenuous. Understeer is inevitable. Unlike a two-wheeler, any direction change must be initiated through the handlebar. Carving up a twisty road is no easy feat. Muscling the machine from one corner to the next is not very rewarding on the Ryker Rally, just tiring. When the road is straight, the three-wheeler stays fairly planted, but requires a lot of microadjustments to maintain a straight line as the all-road tires tend to grab uneven surfaces and shimmy the bike from one side of the lane to the other. Trying to muscle the Ryker through a paved corner is no easy task. And the higher the speeds, the more difficult it becomes. (Jeff Allen/)In the dirt, the handling is the polar opposite. With less grip, the front tires are able to push and slide and help knife the front end toward the apex before lighting up the rear wheel to slide through the corner. Steering with the rear is the easiest way to hurry through a turn. And because of the safety net created by the electronic rider aids, it takes very little effort to achieve a controlled slide. Ironically, the reduced front-end grip off-road makes the Ryker Rally handle lighter off-road as it floats around the trail. With less traction off-road, the Ryker’s handling is lighter and easier to steer. (Jeff Allen/)The four-position compression damping remote reservoir allows for easy, tool-free adjustments. Hopping back and forth from dirt to pavement, suspension adjustment is just a few quick clicks away. Opening the compression damping up all the way (1) in the dirt creates a more supple ride and better bump absorption. Remarkably, the ride off-road is very comfortable and hardly ever jarring even on the roughest sections we encountered. But line choice is crucial. Staying out of the rough stuff will save your back, but a large rock or hole cannot always be avoided. The trickiest part of riding the Ryker Rally on rocky terrain is avoiding obstacles with both front wheels as well as the single rear wheel. Can-Am fitted the Ryker Rally with double wishbone front suspension controlled by KYB HPG shocks. (Jeff Allen/)Adjusting the KYB suspension components to their stiffest compression damping setting (4) on the pavement alleviated any unwanted body roll and maintained a more balanced chassis. The most challenging part of cornering the Can-Am Ryker Rally on the road is getting it to steer sharper. Stronger riders might be more successful muscling the handlebar inward, but it takes a serious effort to bend a cornering arc. Switching to Rally mode on the pavement to try and get the rear to step out and cut a sharper arc helped on tight corners. But on long sweepers, it’s literally you versus machine in an all-day arm wrestling match. Stiffening up the suspension alleviates any body roll, but naturally the rider's weight is forced outside. (Jeff Allen/)On both surfaces the brakes provide impressives stopping power. The system requires getting pretty deep in the pedal stroke, but nonetheless the Ryker Rally will stop on a dime. Can-Am fitted the Ryker Rally with a basic cruise control system that is easy to activate, but the system does not allow the rider to adjust their desired speed on the fly. If you want to increase or decrease your cruise control speed, the rider has to cancel the rider aid, get to the desired speed, and reset the cruise control. What goes up must come down. Getting rodeo on the Ryker Rally. (Jeff Allen/)To answer our original question, can the Ryker Rally really rally, yes, the revisions from the model we rode in 2019 has certainly made the Ryker Rally more capable off-road. If you have aspirations of matching Colin McRae’s Subaru, throwing roost and sliding corners, then the Rally is more capable than any trike has rights to. But to really determine the Ryker Rally’s off-road ability, we tested it against two proven dirt machines we had lying around the shop, Honda’s XR650L and Can-Am’s Defender XT HD10, in a head-to-head time trial to see where the three-wheeler stacks up. The contestants: 2023 Honda XR650L, 2023 Can-Am Ryker Rally, 2016 Can-Am Defender XT HD10 (aka the Dirty Defender). (Jeff Allen/)Rules are simple. The machine to complete one lap around our dry lake bed TT course with the fastest time would be deemed the most capable off-road machine of the trio. As the sun began to set, the first contestant would head to the line. Starting off on the XR650L, admittedly I was right at home. The Honda got off to a good start being the lightest machine in the test. Maximizing speed through turns is familiar. And before I knew it, I was rounding the final corner with the checkers in sight. Ahhh! Lean angle: There is nothing like it. (Jeff Allen/)Up next would be the Can-Am Defender SxS. I was probably most intimated by the four-wheeler simply due to the fact I haven’t spent much time in one and the Defender is not Can-Am’s sportiest rig. With its short and narrow wheelbase there’s always the concern of flipping when ripping through a corner. Threading a fine line, I was able to put down what felt like a quick lap time while keeping the Defender right side up. Experiencing two wheels, three wheels, and four wheels back to back reveals the machines' few similarities, but mostly highlights their massive differences. (Jeff Allen/)Finally, the Ryker was up. No lap times were discussed until after the race. So I had no idea where each vehicle stacked up. Ripping the throttle from a dead stop created some initial wheelspin but then it quickly regained traction and got up to speed. Although the Ryker was great on tight fire-road corners, on this time trial course the elevated speeds were more difficult on the three-wheeler. Charging into faster corners, I found it tough to keep momentum while also getting the Ryker to turn. A combination of understeer and electronic intervention sacrificed corner speed. When attempting to drift through long sweeping corners, the electronic interventions kick in and make the machine straighten out. Trying to rely on the front wheels to turn through a fast corner only generated understeer. The Ryker is more suited to cut and thrust rather than top speed powerslides. On the dry lake TT course, the Ryker Rally struggled to cope with fast, long sweepers. Due to the elevated speeds, the SCS (Stability Control System) was constantly triggered when attempting to slide corners. (Jeff Allen/)Our time trial course confirmed our assessment of the 2023 Can-Am Ryker Rally on the surfaces we rode prior to the race. The Ryker Rally does not cope well with fast, drawn-out corners. Tight, slow corners is where this three-wheeler excels. Reduce your entry speed, knife the front end toward the apex, smash the throttle, and powerslide through the exit. Unsurprisingly, the Honda XR650L clocked the fastest lap time on our mile-long course with a 1:36.9. The race for second was much closer, but the Can-Am Ryker Rally managed to edge out the Defender XT HD10 with a 1:49.5. Our Dirty Defender circulated the course the slowest with a 1:51.2. Rounding the final corner. Asking the Ryker for everything it's got. (Jeff Allen/)The 2023 Can-Am Ryker Rally exceeded our expectations and delivered on what the marketing effort promised: a three-wheeler that is off-road capable. Is it limiting? Of course. It will not keep up with an experienced rider or driver on two wheels or four. But that’s not the objective. The Ryker Rally is designed as an alternative option to traditional motorcycles and delivers a riding experience like nothing else. It offers a wholly different riding experience, one that is neither motorcycle or car, but an entertaining combination of both, albeit with some limitations of both as well. Whether you ride two wheels or four, don’t knock this three-wheeler until you try it, you may just (gasp!) like it. Tight corners serve the Ryker Rally much better. (Jeff Allen/) The 2023 Can-Am Ryker Rally retains the same digital dash we saw previously on the 2019 model. (Jeff Allen/) The hood has a 7-liter storage compartment and the fuel tank capacity is 5.3 gallons. (Jeff Allen/) Is the inside wheel on the ground? Because it doesn't feel like it. (Jeff Allen/)Gearbox Helmet: Arai XD4 Jacket: Alpinestars Tech-Air Valparaiso Drystar Gloves: Alpinestars Chrome Pants: Alpinestars Copper Denim Boots: Alpinestars Corozal Adventure Drystar Oiled Leather 2023 Can-Am Ryker Rally Specs MSRP: $13,899 Engine: Rotax 900 ACE liquid-cooled, inline-3 Displacement: 900cc Bore x Stroke: 74.0 x 69.7mm Compression Ratio: N/A Transmission/Final Drive: CVT w/ reverse Claimed Horsepower: 82.0 hp @ 8,000 rpm Claimed Torque: 58.3 lb.-ft. @ 6,500 rpm Fuel System: EFI Clutch: Automatic Engine Management/Ignition: N/A Frame: Steel Front Suspension: Double wishbone w/ KYB HPG, remote reservoir 4-position compression damping and preload adjustable; 7.3 in. travel Rear Suspension: Multilink mono swingarm w/ KYB HPG, remote reservoir 4-position compression damping and preload adjustable; 7.1 in. travel Front Brakes: Nissin 2-piston floating calipers, 270mm discs Rear Brake: 1-piston floating caliper, 220mm disc Wheels, Front/Rear: 16 x 4.5 in. / 15 x 6.5 in. Tires, Front/Rear: 145/60R-16 / 205/55R-15 Rake/Trail: N/A Wheelbase: 67.3 in. Ground Clearance: 4.8 in. Seat Height: 26.6 in. Fuel Capacity: 5.3 gal. Average MPG: 31.6 Claimed Dry Weight: 668 lb. Contact: can-am.brp.com Source

Diavel V4, Ducati Styling Wins in the World (Ducati/)Ducati Press Release: <b>The Diavel V4 is the winner of numerous design awards including the Good Design® Award 2023 and Special Mention at the German Design Awards</b><b>The Borgo Panigale manufacturer’s Muscle Cruiser has picked up multiple awards from the international press</b><b>Great success for the Diavel for Bentley: already assigned all 550 bikes</b>The Diavel V4, the muscle cruiser introduced by Ducati with the World Première 2023, is an international success after just one year, recognized by leading design institutions, the international press and enthusiasts worldwide. The unique design of the Diavel V4 - muscular, sporty, exaggerated and elegant at the same time – received major awards such as the Good Design® Award, given by the “Chicago Athenaeum: Museum of Architecture and Design”, and the Special Mention in the Excellent Product Design at the German Design Awards 2024. Two awards that add to those already won with previous Diavel models, and which confirm Ducati design as the most appreciated worldwide. The Good Design® Award was established in Chicago in 1950 by Eero Saarinen and Charles and Ray Eames and is the world’s oldest and most highly regarded design award. In this 2023 edition, the Good Design jury selected more than 1,100 entries from over 55 countries to award the Good Design Awards for Design Excellence. The German Design Awards are presented every two years by the German Design Council jury. It is a recognition in the field of design awarded by the Rat für Formgebung and sponsored by the German Ministry of Economics and Technology. The style of the Diavel V4 has been the protagonist of the Diavel Design Nights in Amsterdam, Paris, Brussels, London, New York and Shanghai. Thanks again to its design the bike was awarded the title of “Most Beautiful Motorcycle” of EICMA 2022. The Diavel V4 also amazed the public and the international press with its ability to combine style, sophistication and performance. This bike surprises with its dynamic skills, enjoyable performance and its ability to gratify in mixed riding as well as in more urban and relaxed environments thanks to an unmistakable stage presence. During 2023, the Diavel V4 was elected “Cruiser of the Year” at the 2023 MCN Awards, “Best Naked Motorcycle of the Year” for the US website Motorcycle.com, “Best Cruiser” in the Swiss Töff Awards and “Best Power Cruiser” from the Philippine publication C! Magazine. The Diavel V4 also proved capable of captivating fans of automotive luxury. In fact, all the bikes from the numbered series limited of the Ducati Diavel for Bentley, the new collector’s edition model born from the collaboration between Ducati and Bentley and presented with the seventh episode of the World Première 2024, have been assigned. The bike was revealed to the public with a design event during Art Basel week in Miami Beach, a prestigious art fair. Ducati has integrated numerous characterizing style elements of the Batur, a model produced in a very limited series that anticipates future Bentley stylistic trends, on the sophisticated technical base of the high-performance and comfortable Diavel V4, creating a motorcycle unique in terms of refinement and design. The Diavel for Bentley is a numbered series motorcycle limited to 500 units. In addition to the 500 units of the Diavel for Bentley, Ducati has also proposed a series of just 50 Diavel for Bentley Mulliner, named after the department where Bentley special cars and one-offs are made. The 50 Diavel for Bentley Mulliners have been made available exclusively to as many Bentley customers. The launch video of the new Ducati Diavel for Bentley is available on the Ducati YouTube channel. Further images and the beauty video of this special and exclusive motorcycle can be downloaded on Ducati Media House. Source

Triumph jumps back into the fully faired sportbike market with its 2024 Daytona 660. (Triumph/)After years in the doldrums, there’s something of a revival underway in the market for middleweight sportbikes as manufacturers rediscover the recipe for cheap thrills with a side of practicality. Now Triumph is out to snatch a slice of the action with its new Daytona 660, and on paper at least, it has all the ingredients to be the best of the bunch. The last couple of decades have been a rough time for sportbikes. Having been the bestselling range-toppers across the globe in the ‘90s, they suffered a spectacular fall from grace in the new millennium as riders turned their backs on a new generation of increasingly extreme 600cc four-cylinder machines. Triumph’s 2024 Daytona 660 in Carnival Red. (Triumph/)Motorcycle manufacturers were caught up in a red-hot battle for spec-sheet supremacy and racing success that seemed to blind them to the very usability that had made the ‘80s and ‘90s middleweights so appealing. Instead of making racing more relatable, regulations forcing the use of minimally modified streetbikes in the 600cc Supersport category led to the development of generations of machines that were simply too track-focused to appeal to the customers who’d previously made the class such a success. Bikes like the Honda CBR600F which were happy commuting during the week, touring during vacations, and visiting the track at weekends, allowing riders to have one reasonably priced bike that fulfilled all their needs, were replaced with expensive racers-for-the-road that, while impressive feats of engineering, were far less usable on a day-to-day basis. Fortunately, motorcycle companies appear to have rediscovered the joy of a practical, affordable sportbike, even if it means sacrificing a few horsepower or fractions of a second of lap time. The new category includes bikes like Yamaha’s YZF-R7, Honda’s CBR650R, Kawasaki’s Ninja 650, and the Suzuki GSX-8R. However, the new Triumph Daytona 660 looks poised to be more appealing than any of them thanks to a character rich three-cylinder engine, class-leading performance, and a competitive price tag. The Daytona starts at $9,195, sliding just below the $9,199 Yamaha R7 despite offering an extra cylinder and another 22 hp. It’s also less expensive, lighter, and more powerful than the $9,439 GSX-8R and has an even bigger price advantage over the $9,899 Honda CBR650R. The Daytona 660 has been reinvented as a practical, affordable sportbike that is focused on street performance before racetrack capability. (Triumph/)We first saw the bike on test last August and it was immediately clear that it was nearly production-ready and heavily based on the Triumph Trident 660—sharing many of that roadster’s components. However, the official unveiling reveals that Triumph has done much more than simply bolted some bodywork to the Trident, as the Daytona 660 has some deep-rooted changes including a heavily revised version of the Trident’s 660cc engine. The engine is based on the same triple in the Trident, but has been heavily revised for this application. (Triumph/)While the Trident’s 81-hp triple would have been enough to put the bike on a par with the new Suzuki GSX-8R and to beat Yamaha’s R7 in the horsepower stakes, Triumph has opted to raise the bar further, creating a 94-hp version of the engine for the Daytona 660. The bore, stroke, and capacity are unchanged, but there’s a new cylinder head, different camshafts, a new crankshaft, a new 3-into-1 exhaust system, and most notably a new triple throttle body arrangement in place of the Trident’s single throttle body. Together, these changes help push the redline to 12,650 rpm, with peak power 17 percent higher than the Trident’s and arriving at 11,250 rpm, 1,000 rpm higher than the roadster. There’s more torque, too, with a 9 percent increase to 51 lb.-ft., peaking 2,000 rpm higher than before at 8,250 rpm. It drives through the same assist-and-slipper clutch and six-speed transmission as the Trident, but with a revised final-drive ratio to suit the engine’s higher-revving nature. A quickshifter is optional. The 3-into-1 exhaust is revised from the Trident. (Triumph/)But don’t let the higher revs fool you into thinking Triumph has sacrificed low-down performance in pursuit of higher peak numbers; more than 80 percent of the maximum torque is available from 3,125 to 11,750 rpm. Despite the extra revs, the engine’s service intervals are as long as the Trident’s, with dealer visits required once every 10,000 miles, or annually. The front end includes a Showa fork, and a pair of radial-mount calipers and 310mm discs. (Triumph/)Like the engine, the chassis is Trident-derived but with some notable changes to suit the Daytona’s faired styling and sportier intentions. The head angle is steeper, moved from 24.6 degrees to 23.8, and the trail figure is reduced from 4.2 to 3.2 inches. Meanwhile the wheelbase is lengthened from 55.2 to 56.1 inches thanks to increased offset from the new triple clamps. The suspension is like the Trident’s, with a nonadjustable 41mm Showa SFF-BP upside-down fork, and a preload-adjustable Showa monoshock at the rear attached to a fabricated steel swingarm. Triumph has given the brakes an upgrade, replacing the axial-mount, two-piston Nissin front calipers used on the Trident with a pair of four-piston radial-mount calipers, gripping 310mm discs. These are made specifically for Triumph and wear the company’s own logo but look very much like the J.Juan calipers used by several other brands including KTM and CFMoto. A preload-adjustable Showa shock resides out back. (Triumph/)In terms of ergonomics, Triumph suggests it took inspiration from ‘90s all-rounder sportbikes like the Honda CBR600F, creating a stance that’s sporty but not back-breaking or wrist-wrenching like many of the more dedicated supersport machines (think Yamaha YZF-R6, Kawasaki ZX-6R, and Suzuki GSX-R600). Compared to the Trident, the bars are 2.3 inches narrower, 3.7 inches farther forward, and 4.3 inches lower, as well as being tilted downward and backward by a few degrees. The footpegs, meanwhile, are raised 0.4 inch and moved back by 0.6 inch. While the rear bodywork is borrowed from the Trident, there’s a new two-piece seat with a raised passenger section, and the rider’s seat is a fraction higher than the roadster’s, sitting 31.9 inches from the ground. A lowering kit can bring it down to 30.9 inches if desired. The fuel tank is also from the Trident, with the same 3.7-gallon capacity, but the addition of bodywork means the Daytona weighs 443 pounds, an increase of 26 pounds compared to the 417-pound naked roadster. The rider and passenger seats are tiered with the standard rider seat height measuring 31.9 inches from the ground. (Triumph/)In the cockpit, there is a similar set of instruments to those on the Trident, with a white-on-black LCD display for speed, revs, gear position, and fuel level, plus a tiny color TFT display that includes other functions like the app-based turn-by-turn navigation that’s available with the optional My Triumph Connectivity System, which also adds phone and music control. This lower display will also show which of the three riding modes you’ve selected from the Road, Sport, or Rain options. There’s switchable traction control and ABS as standard, but the rider aids are simple, straight-line versions rather than the six-axis IMU-connected cornering systems used on more expensive bikes. All lighting is LED, and there’s an automatic emergency-stop warning system that flashes the hazards during hard deceleration. You’ll be able to upgrade the Daytona 660 with additional options including a quickshifter, which is among a list of more than 30 other extras including heated grips, luggage, and cosmetic add-ons. A similar dash to the Speed Triple R is used on the Daytona with a mix of LCD and TFT screens. (Triumph/)The Daytona’s specs suggest that its rivals will have a tough time beating it. Yamaha’s R7 might be lighter at 414 pounds, but it’s substantially less powerful as well (66.3 rear-wheel horsepower on the Cycle World dyno), and even Suzuki’s new GSX-8R can’t equal the British bike for horsepower. Honda’s CBR650R is the closest match in terms of power (80.1 hp on our dyno), and just slightly heavier (445 pounds) than the Daytona. Although other competitors are on the horizon, including the intriguing CFMoto 675 SR triple, at the moment the Triumph is the only sportbike in this price bracket to have a characterful three-cylinder engine. Want one? Bikes are due to arrive in dealerships starting this March, which at the same time Cycle World will be attending the world press launch for the bike and provide a full report. Rear three-quarter of the Daytona 660 in Satin Granite. (Triumph/) Front three-quarter of the Daytona 660 in Satin Granite. (Triumph/) Left-side view of the Daytona 660 in Snowdonia White. (Triumph/) Right-side view of the Daytona 660 in Snowdonia White. (Triumph/) Left-side view of the Daytona 660 in Carnival Red. (Triumph/) Cockpit view. (Triumph/) Close-up of radial-mount calipers. (Triumph/) Left menu control pod is very similar to the Street Triple R’s unit. (Triumph/) LED rear taillight. (Triumph/)2024 Triumph Daytona 660 Specs MSRP: $9,195 Engine: DOHC, liquid-cooled, four-stroke inline-three; 4 valves/cyl. Displacement: 660cc Bore x Stroke: 74.0 x 51.1mm Compression Ratio: 12.1:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 94 hp @ 11,250 rpm Claimed Torque: 51 lb.-ft. @ 8,250 rpm Fuel System: Multipoint sequential electronic fuel injection w/ electronic throttle control Clutch: Wet, multiplate slip/assist Engine Management/Ignition: Electronic Frame: Tubular steel perimeter Front Suspension: Showa 41mm inverted separate function big piston (SFF-BP) fork; 4.3 in. travel Rear Suspension: Showa monoshock, preload adjustable; 5.1 in. travel Front Brake: 4-piston radial-mount calipers, 310mm discs w/ ABS Rear Brake: 1-piston caliper, 220mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 17 x 3.5 in. / 17 x 5.5 in. Tires, Front/Rear: 120/70-17 / 180/55-17 Rake/Trail: 23.8°/3.2 in. Wheelbase: 56.1 in. Ground Clearance: N/A Seat Height: 31.9 in. Fuel Capacity: 3.7 gal. Claimed Wet Weight: 443 lb. Contact: triumphmotorcycles.com Source

With multiple Moto Guzzi styling elements, and what is clearly the engine from the new Aprilia RS 457, we suspect this retro roadster will in fact be branded as a Guzzi. (Bernhard M. Hohne/BMH-Images/)When Aprilia took the wraps off its new RS 457 parallel-twin sportbike last year there was instantly speculation that it might lead to spinoffs. A Tuono 457 or Tuareg 457 would be logical extensions of the range, but this prototype, revealed in new spy photos, appears to be something very different and perhaps it won’t be badged as an Aprilia at all. The engine in the machine is clearly the same 457cc parallel twin that debuted in the RS 457, which is to be manufactured in parent company Piaggio’s Indian factory and puts out 47 hp, but in the new prototype it’s slung below a steel tube frame rather than the RS 457′s aluminum beam chassis. The alloy wheels, front fender and radial brakes appear to be borrowed from the RS 457, but the swingarm is also new and features an unusual single shock mounted far back on the right-hand side rather than the Aprilia’s central monoshock. We first got a glimpse of Aprilia’s RS 457 late last year. (Aprilia/)On top of that new chassis is some very traditional-looking styling, with a fat-shouldered fuel tank and chrome-rimmed, circular headlight. Not the sort of thing Aprilia is known for, and a far cry from the aggressive shape that might be expected on a future Tuono 457 as and when such a bike is launched. Instead they’re parts that would sit much more happily alongside the bikes of another Piaggio-owned brand, Moto Guzzi. This prototype appears to share the Moto Guzzi V100 Mandello’s rear taillight and side covers. (Bernhard M. Hohne/BMH-Images/)In fact, that round headlight looks to be borrowed from the Guzzi V7 Special, and on closer inspection there are several other Guzzi-style components on the prototype. The taillight, for instance, is either borrowed from the Guzzi V100 Mandello or a very similar design, and just below the rider’s seat is a triangular panel, seemingly disguised with tape, that carries the shape of three gill-like air vents—a signature that’s also found on the Mandello and the new-for-2024 Stelvio. The shape of the fuel tank, too, is similar with other Moto Guzzi models, with overtones of both the Mandello and V7, and the pillion hand rails appear to be identical to the Mandello’s components. While the idea of a Moto Guzzi without the company’s trademark across-the-frame V-twin engine might have some fans throwing up their hands in horror, the marque’s history includes plenty of bikes with other engine layouts, and there’s no denying the logic in creating a more accessible, smaller machine to wear the Moto Guzzi brand. Developing a new V-twin engine for such a bike would be hugely expensive, both in terms of R&D and manufacturing, but creating a new, Guzzi-specific frame to hold the new Aprilia parallel twin is a much more cost-effective route to creating an entry-level model for the brand. Whichever badge the final production bike carries, it seems certain a retro-styled, 457cc parallel twin will be in the Piaggio Group’s stable when the time comes to unveil the 2025 model ranges. Source

Harley’s returning models for 2024 include the Heritage Classic 114 (left) and the Road King Special (right), both with the Milwaukee-Eight 114 engine. (Harley-Davidson/)With the new year usually comes new model announcements, though in Harley-Davidson’s case, the company is revealing only its carryover bikes in the latest release. In fact, The Motor Company is practically playing down the news of its 2024 lineup this time around, which pulls from its cruiser, sport, touring, trike, and adventure categories. Perhaps it’s because the 2024 list is more spare this year, or maybe it’s the fact that there are no changes to the bikes in question. But it’s probably due to the fact that H-D is already set to have a big(ger) reveal of its new models—including the latest CVO machines—on January 24, when a special launch film called American Dreamin’ will air on H-D.com at 10 a.m. CST. We figure the headline stuff will drop then. Meanwhile, let’s get into the just-announced 2024 bikes. As we said, they have no mechanical changes to speak of, carrying over the same powertrains and engine displacements intact from last year. The only tweaks are to the color options and the fact that some models have been dropped; we’ll cover those that remain, which are already available at most local dealers. Related: Harley-Davidson Teases All-New 2023 CVO Street Glide H-D’s Adventure Touring series contains just one model this year: the Pan American 1250 Special. There are no changes; the new Red Rock color shown adds $650 to the $19,999 base price. (Harley-Davidson/)2024 Harley-Davidson Adventure Touring Remember when we said some models got cut? The glaring omission in Harley’s 2024 Adventure Touring series is the base-model Pan America, which is notable mainly because there were just two bikes in this new-to-H-D category last year. Some have speculated that cutting the base PA makes way for a 975cc version powered by the Revolution Max 975T mill, which currently appears only on the Nightster Special. We won’t know for sure until January, but Harley-Davidson has always implied that the engine was expected to appear in more than one model. Bronx 975, anyone? The return of the Pan America 1250 Special, on the other hand, makes sense, as it’s been a popular and versatile model for Harley in the adventure space, with its semi-active suspension, Off-Road modes, and Adaptive Ride Height option. It carries on with the same liquid-cooled 150-hp Revolution Max 1250 engine, frame-mounted fairing, and H-D’s electronic rider safety suite too so nothing new there, though this year you can get it in four color options for an MSRP of $19,999 (which, for the record, is less than last year’s price). Related: 2023 Harley-Davidson CVO Street Glide 121 Revealed There’s no Street Glide for 2024 (yet), but the batwing-fairinged 2024 Ultra Limited is available in gray, black, White Onyx Pearl (shown), Sharkskin Blue, and a two-tone red/black color scheme. Reflex Linked Brembo brakes with ABS and Tour-Pak luggage comes standard. (Harley-Davidson/)2024 Harley-Davidson Grand American Touring What, no Street Glide? OK, so we’re obsessing on what’s missing, but both the base Street Glide and Road Glide models have been core to Harley’s Touring line DNA for so many years, we have to believe they’ll be part of the new model announcement on January 2024 (hopefully packing similar updates seen on the CVO iterations last year). Whether they’ll sport the same new Milwaukee-Eight VVT 121 engine and upgraded suspension as the CVO bikes remains to be seen, but we suspect the new bodywork and front fairing treatments will make the cut. Other than the aforementioned Glide models (which last year accounted for six bikes if you include the Special and ST variants) the 2024 Grand American Touring line consists of just three models, each with the same chassis, engine sizes, suspension, and other elements identical to their 2023 predecessors. For 2024 we get the Road King Special, the Road Glide Special, and the Ultra Limited, all packing the same Milwaukee-Eight 114 powertrain; it appears there are no more Milwaukee-Eight 107-powered bikes in the series. Related: Harley-Davidson’s Pan America 1250, Two Options The Road King Special is back for 2024 as well, with its M-8 114 engine, stretched saddlebags, mini-ape handlebars, and floorboards. It retails for $24,999 and comes in four color options. (Harley-Davidson/) The Breakout returned to the lineup last year sporting the Milwaukee-Eight 117 engine, and carries over into 2024 unchanged. MSRP is $22,499. (Harley-Davidson/)2024 Harley-Davidson Cruisers In H-D’s always-robust cruiser line, we’ll see seven models returning this year in three engine displacements. At the lower end of the price spectrum is still the stripped-down 2024 Softail Standard, which lists for $14,999, comes in gray or black, and packs a Milwaukee-Eight 107 engine. By the way the Softail Standard is (for now) the only model still packing that mill. Not making the cut this year is the Fat Bob 114, but you’ll still see the Street Bob 114 bobber, Fat Boy 114 cruiser, and Heritage Classic 114 light tourer all returning, and all powered by the M-8 114 engine. The Street Bob goes for $16,999, while the Fat Boy will ask for $21,999 from your wallet. You’ll hand over $22,499 for the Heritage Classic. The most powerful bikes in the range are still sticking with the air/oil-cooled M-8 117 engine, with the chopped Breakout ($22,499), Low Rider S ($19,999), and Low Rider ST ($23,399) all sporting the 101-hp mill. You’ll have new color options for all three, but no other changes this year. The 2024 Low Rider ST pushes a performance vibe with a jacked-up rear suspension, high handlebars, and beefy M-8 117 engine. MSRP is $23,399. (Harley-Davidson/)2024 Harley-Davidson Sport The 2024 Sportster S is back unchanged this year, with the same liquid-cooled Revolution Max 1250T powertrain. (Harley-Davidson/)H-D’s Sport lineup features the same three models we saw last year, all powered by some version of the Revolution Max engine. At the top of the chain is the burly Sportster S, which rolls with the liquid-cooled RevMax 1250T mill and retails for $16,999, followed by the less intimidating 975cc Nightster Special at $13,499, and finally, the entry-level Nightster (also with the Revolution Max 975T engine), which has an MSRP of $11,999. New colors make the cut here, but otherwise its status quo for the lot. The 2024 Nightster Special rolls with the smaller 975T Revolution Max engine and retails for $13,499. (Harley-Davidson/) The 2024 Road Glide 3 trike is one of three returning H-D trikes for the new year. There are no changes, just new colors. (Harley-Davidson/)2024 Harley-Davidson Trikes Harley-Davidson’s three trikes also return in 2024 mechanically unchanged, with all still powered by the Milwaukee-Eight 114 engine. From top to bottom, there’s the loaded Tri Glide Ultra, the Road Glide 3, and the minimal Freewheeler all back for the new model year, with the decked-out Tri Glide priced at $37,999, the Road Glide 3 at $34,999, and the Freewheeler at $31,999. As for the limited-production models from Harley’s Custom Vehicle Operations (CVO) series, we’ll see those (and other new H-D models) getting highlighted on January 24. See you then. Source

The 2024 Road Glide 3 trike is one of three returning H-D trikes for the new year. There are no changes, just new colors. (Harley-Davidson/) The 2024 Nightster Special rolls with the smaller 975T Revolution Max engine and retails for $13,499. (Harley-Davidson/) The 2024 Low Rider ST pushes a performance vibe with a jacked-up rear suspension, high handlebars, and beefy M-8 117 engine. MSRP is $23,399. (Harley-Davidson/) The Breakout returned to the lineup last year sporting the Milwaukee-Eight 117 engine, and carries over into 2024 unchanged. MSRP is $22,499. (Harley-Davidson/)Source

The KLX300’s playful chassis allows the rider to hop and bop down the trail. (Kevin Wing/)Dual sports are some of the most versatile bikes around. Equal parts off-road and on-road, machines like the Kawasaki KLX300 are at home kicking up dust on a local trail, carving a twisty backroad, traveling down the freeway, or cruising into town for a coffee. But arguably, the Kawasaki KLX300SM can do nearly the same thing. So what makes a supermoto different from a dual sport and how does that translate into a different experience in motion? The 2024 Kawasaki KLX300 in Lime Green ($6,199). (Kevin Wing/)A true dual sport such as the 2024 Kawasaki KLX300 is equipped with a 21-inch front wheel, 18-inch rear wheel, long-travel suspension, and dirt bike geometry. A supermoto has similar geometry, but with less suspension travel, stiffer spring rates, smaller wheels, and typically a more powerful front brake. On paper they are very comparable, but spiritually, they are quite different. For 2024, both models receive updated styling including a full LED headlight and taillight. (Kevin Wing/)Supermotos emerged in the late ‘70s when Gavin Trippe in conjunction with Wide World of Sports coordinated a TV event called “Superbikers,” which intended to find the world’s best all-around motorcycle racers by placing professional riders from different backgrounds into a single race with a variety of different racing surfaces. This new discipline that would later be labeled “supermoto” gained popularity in Europe following the annual race held at Carlsbad Raceway until its conclusion in 1985. It wouldn’t be until the early 2000s that supermoto saw a huge resurgence in the United States attracting some of America’s most talented two-wheel racers. The 2024 Kawasaki KLX300SM in Phantom Blue ($6,599). (Kevin Wing/)Professionals such as seven-time supercross champion Jeremy McGrath and 17-time X Games medalist Travis Pastrana started converting their motocross bikes into cut-slick-shod racers by swapping their larger off-road wheels for smaller 17-inch wheels, lowering their suspension, and adding an oversized front brake. As the sport gained popularity, manufacturers started producing street-legal variants based off their already existing dirt bike platforms for consumer purchase. And although supermoto is no longer as popular as it once was, the fun and rambunctious spirit has never faded. Both models utilize the same 292cc engine that has tractable low-end power and a connective throttle response. (Kevin Wing/)Both the Kawasaki KLX300 and KLX300SM utilize the same 292cc DOHC liquid-cooled four-valves-per-cylinder four-stroke engine, semi-double cradle frame, and suspension components, but each variant receives different spring rates and suspension travel more suitable to their respective discipline. The KLX300 features a 43mm inverted cartridge fork offering 10 inches of travel with adjustable compression damping and a Uni-Track gas-charged shock with rebound and preload adjustment offering 9.1 inches of travel. The dual sport variant is fitted with a 250mm front rotor and dual-piston caliper, along with a 21-inch front wheel and 18-inch rear wheel. The 2024 Kawasaki KLX300’s braking system utilizes a 250mm disc and dual-piston caliper. (Kevin Wing/)Kawasaki’s 2024 KLX300SM also utilizes the same 43mm inverted fork, but with 9.1 inches of travel and the Uni-Track shock provides 8.1 inches of travel. Kawasaki equipped the SM version with stiffer spring rates for road use along with 17-inch wheels fitted with IRC RX-01 Road Winner tires, a 300mm front rotor, a slightly narrower one-piece handlebar, and a taller final gearing ratio. The 2024 Kawasaki KLX300SM utilizes a large 300mm front disc and dual-piston caliper. (Kevin Wing/)We started the day at Blackmore Ranch in Murrieta, California, on the KLX300, beginning with a warmup session on the motocross track. As the kickstand goes up, the feeling of being able to ride on any terrain is very apparent. Fitted with Dunlop D605 tires, hopping from pavement to a loamy motocross track presents no reservations. Kawasaki’s KLX300 feels exactly like a dirt bike with a license plate when hitting jumps and throwing roosts. The KLX300’s OE-fitted Dunlop D605 tires hook up on nearly every riding surface. (Kevin Wing/)On moderate jump landings the suspension never bottomed out. Entering and exiting corners the bike maintained a neutral ride height with minimal weight transfer. The engine has a lot of tractable power that is easy to meter. It doesn’t spin up very quickly, but offers broad, usable power throughout the entire rev range. The slim lines of the KLX300 allow the rider to move freely throughout the cockpit and its agile chassis delivers responsive handling. Changing lines off-road felt as easy as spotting where you want to go. The 2024 Kawasaki KLX300 is capable of circulating a motocross track. (Kevin Wing/)As we exited the facility and headed up into the hills, the road became twisty and the KLX300 continued to provide direct steering that allowed the bike to be flicked from one corner to the next. Quickly the dirt reemerged and, without hesitation, the roost began to fly off the rear tire. On a dual sport, every surface is a playground. Wheelies, skids, and stoppies are all on the menu. In fast sections the KLX300’s suspension components provide plenty of comfort and holdup. (Kevin Wing/)Now back at Blackmore Ranch, we had lunch before mounting the Kawasaki KLX300SM for the remainder of our ride. Our first miles were spent carving up the on-site go-kart track to shake down the on-road performance of the supermoto. Just like its dual sport counterpart, the KLX300SM has no problem lofting the front wheel, backing it into turn 1, and riding the front wheel in a nose stoppie. Testing the available grip on a dusty kart track. (Kevin Wing/)The SM’s taller gearing is noticeable when exciting corners, but its ability to carry a gear longer from one corner to the next is well suited to road work in the real world. When bobbing around town and dicing up back allies, the increased grip and quicker steering provided by the smaller front wheel and grippier street rubber encourages larger lean angles and sharper maneuvers. Rollin’ on 17s. (Kevin Wing/)On stretches of straight roads, both bikes remain comfortable without any unwanted buzzing thanks to a gear-driven counterbalancer in the motor. Upright and neutral ergonomics place the rider in a position that is comfortable and familiar. Despite the differences between the KLX300 and KLX300SM, both machines offer similar riding experiences, but each one provided more traction in their respective disciplines. We did travel down a dirt road on the SM, and despite its street-focused rubber setup, the supermoto provided plenty of grip on the rear tire. The front end required more management, but nonetheless this supermoto does not shy away from a little dirt. Wide open on a twisty backroad. (Kevin Wing/)So which one is better? Really both bikes were highly impressive in their element. And thanks to their updated styling for 2024, street cred is guaranteed in either of their circles. For those with an off-road background, the Kawasaki KLX300 will be more flexible than the SM. The direct steering of the KLX300SM makes it easy to tighten or open a corning arch. (Kevin Wing/)Due to their manageable power figures (CW measured 23.9 hp and 15.6 lb.-ft. of torque on the 2022 KLX300SM) the dual sport was never hindered by its knobby rear tire. And having the ability to confidently tackle any terrain the ride may present is invaluable. Of course the additional grip generated by the street tire on the SM allows for faster cornering and harder braking, but for anyone planning on riding a fair amount of dirt, the larger 21-inch front wheel and knobby tire on the dual sport is a compromise worth considering. Despite the dual sport’s larger wheels and knobby tires, it is still capable of carving up chunky backroads. (Kevin Wing/)If there is one thing to take away from this test, it should be that both the 2024 Kawasaki KLX300 and KLX300SM will generate an endless amount of smiles per mile. And because both models are so accessible, newer riders will be able to confidently ride either bike without a heavy burden on the wallet. The cost to get onto a KLX300 or KLX300SM is very reasonable, and cost of ownership is even less. Tip over in a parking lot? Replacing a radiator shroud on a KLX300 is significantly less money than a replacement cowling on a Ninja 400. And whether you ride a dual sport or a supermoto, this platform is a great building block to further develop one’s skill set. Supple suspension settings and tractable power make it easy to manipulate the motorcycle when conquering obstacles. (Kevin Wing/)Dual sports and supermotos encourage riders to spend time in empty parking lots practicing cornering, braking, skids, and wheelies. These motorcycles are just more resistant to the inevitable tip-over owners will face when perfecting their craft. There’s no fairing to destroy, scratches add character, and dirt bikes just simply crash better. If you want to become a more talented rider, there is no better platform to transcend your skill set than a dual sport or supermoto. Even on steep jump faces the KLX300 maintains a neutral jump trajectory. (Kevin Wing/) Kawasaki's KLX300 and KLX300SM retain their simplistic digital dash for 2024. Both models would benefit from a proper fuel gauge and gear position indicator, like the unit found on the Honda CRF300L. (Kevin Wing/)2024 Kawasaki KLX300 Specs MSRP: $6,199–$6,399 Engine: DOHC, liquid-cooled, 4-stroke single; 4 valves/cyl. Displacement: 292cc Bore x Stroke: 78.0 x 61.2mm Compression Ratio: 11.1:1 Transmission/Final Drive: 6-speed/chain Fuel System: DFI w/ 34mm Keihin throttle body Clutch: Wet, multiplate; manual actuation Engine Management/Ignition: CDI Frame: Tubular, semi-double cradle Front Suspension: 43mm inverted cartridge fork, compression damping adjustable; 10.0 in. travel Rear Suspension: Uni-Trak gas-charged shock w/ piggyback reservoir, compression, rebound damping, and spring preload adjustable; 9.1 in. travel Front Brake: 2-piston caliper, 250mm petal disc Rear Brake: 1-piston caliper, 240mm petal disc Wheels, Front/Rear: 21 in./18 in. Tires, Front/Rear: 21 x 3.00 in./18 x 4.6 in. Rake/Trail: 26.7°/4.2 in. Wheelbase: 56.7 in. Ground Clearance: 10.8 in. Seat Height: 35.2 in. Fuel Capacity: 2.0 gal. Claimed Wet Weight: 302 lb Contact: kawasaki.com 2024 Kawasaki KLX300SM Specs MSRP: $6,599 Engine: DOHC, liquid-cooled, 4-stroke single; 4 valves/cyl. Displacement: 292cc Bore x Stroke: 78.0 x 61.2mm Compression Ratio: 11.1:1 Transmission/Final Drive: 6-speed/chain Fuel System: DFI w/ 34mm Keihin throttle body Clutch: Wet, multiplate; manual actuation Engine Management/Ignition: CDI Frame: Semi-double cradle Front Suspension: 43mm inverted cartridge fork, compression damping adjustable; 9.1 in. travel Rear Suspension: Uni-Trak gas-charged shock w/ piggyback reservoir, rebound damping and spring preload adjustable; 8.1 in. travel Front Brake: 2-piston caliper, 300mm petal disc Rear Brake: 1-piston caliper, 240mm petal disc Wheels, Front/Rear: 17 in./17 in. Tires, Front/Rear: 110/70-17/ 130/70-17 Rake/Trail: 25.0°/2.8 in. Wheelbase: 56.5 in. Ground Clearance: 9.3 in. Seat Height: 33.9 in. Fuel Capacity: 2.0 gal. Claimed Wet Weight: 304 lb. 2024 Kawasaki KLX300 Gearbox Helmet: Alpinestars Supertech M10 Goggles: Scott Prospect Jacket: Alpinestars Session Race Pants: Alpinestars Techstar Acumen Gloves: Alpinestars Techstar Boots: Alpinestars Tech 7 Boots 2024 Kawasaki KLX300SM Gearbox Helmet: Alpinestars Supertech M10 Fame Goggles: Scott Prospect Jacket: Alpinestars Chrome Ignition Hoodie Pants: Alpinestars Radon Relaxed Fit Denim Gloves: Alpinestars Chrome Boots: Alpinestars Primer Riding Shoes Source

Adventure comes in all shapes, sizes, and environments, but Yamaha’s narrow and agile Ténéré 700 is most at home in the dirt. (Yamaha/)Scrolling through the Yamaha Ténéré 700′s dash tells you everything you need to know about the bike. There aren’t layers of submenus, power modes, or customizable rider modes to navigate. This is about as uncomplicated a motorcycle as you can get in 2024, and Yamaha wouldn’t have it any other way. Yamaha would, however, like to keep wandering eyes away from the plethora of new models that’ve rolled onto the middleweight adventure bike scene and threatened the T7′s title as sales leader in the 651–900cc adventure category. The solution? A short list of updates, including a 5-inch TFT display, LED turn signals, and revamped ABS settings. That, folks, is called keeping it simple. About the Bike Referred to as a “lightweight, go-anywhere adventure motorcycle,” the Ténéré 700 is powered by the versatile, 689cc parallel-twin engine that debuted in the 2014 FZ-07 and is now used across MT-07, R7, and Ténéré 700 platforms, but with model-specific tunes. Our 2021 Ténéré 700 testbike made 64 hp and 44 lb.-ft. of torque when strapped to the Cycle World dyno, and given there are no performance-oriented changes for 2024, you can expect similar numbers here. For comparison sake, Aprilia’s Tuareg 660 made 70 hp and 44 lb.-ft. of torque when strapped to the same dyno, whereas the larger-displacement Suzuki V-Strom 800DE made 72 hp and 50 lb.-ft. of torque. Honda’s all-new Transalp made a very similar 71 hp and 47 lb.-ft. of torque. Related: How Much Power Does the 2023 Yamaha Ténéré 700 Make? The 2024 Ténéré 700 is available in Team Yamaha Blue and Shadow Gray. MSRP is $10,799. (Yamaha/)A steel frame is used, and is unique in that its lower rails can be removed in the case that you need to drop the engine or have damaged them off-road. Fully adjustable KYB suspension is tuned to keep things under control and make sure the latter doesn’t happen, but also with a recognition that adventure bikes spend a decent amount of time on the street. Consider it a happy middle ground. Yamaha says weight bias and geometry are intended to make the T7 feel more like a large enduro bike than a streetbike that occasionally goes off-road. The only place you really see this is in the smaller trail number (4.1 inches), as many of the other measurements are quite close to what’s used on the Tuareg 660, V-Strom 800DE, and Transalp. Interestingly, the T7 has a longer wheelbase (62.8 inches) and taller seat height (34.4 inches) than the competition. The OE wire harness is updated to accept Yamaha’s accessory quickshifter ($199.99). Notice the low seat profile. Seat height is still a rather tall 34.4 inches. (Yamaha/)The 4.2-gallon fuel tank is 0.3 to 1.1 gallons smaller than anything else in the class, but the bike does have a small weight advantage, with only the Tuareg 660 coming close to the Yamaha’s sub-460-pound figure. The Ténéré's brake package consists of Brembo calipers biting on dual 282mm front discs and a single 245mm rear disc. Pirelli Scorpion Rally STR tires come standard and are mounted with tubes for easier trailside repairs. Pirelli Scorpion Rally STR tires offer impressive amounts of grip in the dirt, but still with great feel on the pavement. They are, however, a bit loud at highway speeds. The front fender is height-adjustable, for when you change tires or are riding in muddy conditions and mud starts to pack around the tire. (Yamaha/)ABS has always been there but now has three settings: ABS On, ABS Off, and Rear ABS Off (front ABS stays on). The system, and other important information, is managed through a vertical, rally-inspired TFT dash that’s immensely more attractive than the outgoing 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. There’s no map feature, unfortunately. In other electronic news, the wire harness has been updated to easily accept Yamaha’s accessory quickshifter ($199.99). Conveniently, Yamaha mounted one up ahead of our first outing on the T7. A tall, narrow front cowl gives the Ténéré 700 a rally-inspired look. There’s not a lot of wind protection from the fixed windscreen, but it’s nicely positioned out of your way when riding off-road. (Yamaha/)Hitting the Road Throw a leg over the Ténéré 700 and you’ll notice a substantial dip at the front of the stock, two-piece seat, which helps shorter riders find the ground when coming to a stop on uneven terrain but also closes up the footpeg-to-seat gap for taller riders. Yamaha’s optional, one-piece rally seat ($219.99) sits 1.6 inches taller for added comfort and was also installed on our bike. Worth it? Absolutely, especially if you’re over 6 feet tall and have longer legs. The flat structure and supportive foam offer more long-range comfort too. Don’t confuse the T7 for a long-range touring bike though. The 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. That buffeting is especially noticeable for taller riders (this rider is 6-foot-3), and when wearing an adventure helmet. Related: Yamaha Europe Unveils Two New Ténéré 700 Variants The Ténéré 700’s lightweight, nimble handling helps with carving up backroads just as much as it does in hunting for a preferred line in technical off-road riding. (Yamaha/)Backroads and city streets are a different story thanks to the bike’s narrow, lightweight dimensions, which help when cutting through traffic or carving up winding sections of asphalt. Hard to argue with the tractable CP2 engine in these situations. The powerplant feels right at home on the street thanks to torquey but quick-revving character that helps with leaving stoplights or jumping off tight corners. The only real fly in the ointment is a stiff clutch pull that lacks feel at the engagement point. This is where Yamaha’s simple, straightforward build is still readily apparent. Yamaha’s 689cc parallel-twin engine might not make as much power as the middleweight ADV competition, but low-end torque means it’s tons of fun and plenty practical in tight, technical riding. (Yamaha/)The 5-inch TFT display offsets some of that perceived rawness and offers a crystal clear, but modern look for pertinent information. Given the limited rider-aid options to navigate, you’ll never get lost in submenus. We do wish that your selected ABS settings remained when the bike was turned off; regardless of how easy it is to navigate the new dash, it’s a pain going in and selecting your preferred setting every time you shut the bike off. All of this is to say that the T7 works well on the paved backroads that connect your favorite dirt roads, or in quick stints around town where bigger adventure bikes might feel out of place. But also that it’s not the best option for the long-haul rider whose adventure will include multiple days on the open highway. Yamaha has the Super Ténéré ES for that. A 5-inch TFT dash is vertical to drive home the rally-inspired design theme. Street (left) and Explorer (right) themes change how the information is displayed. Yamaha Y-Connect app enables smartphone connectivity. (Yamaha/)Onto the Dirt Dipping the Ténéré 700′s Scorpion Rally STR tires into dirt tells a much different story. Whereas larger adventure bikes like to dance around underneath you and remind you that slow is fast, the T7 is totally fine with more aggressive inputs. You’re not suggesting where you want the bike to go, but actually steering it within a few inches of the intended line—with a legitimate sense of control no less. This is helpful in technical terrain as it allows you to pick and choose your line, avoiding rocks, deep crevices, or any other hazards you might come across on an adventure ride. Yamaha says it avoided adding traction control to the Ténéré 700 because that’s one less thing that could fail when in remote locations, and because power delivery is so smooth that it’s not needed. The first claim seems questionable given the engineering prowess on display in the advanced (and reliable) electronic systems featured elsewhere in Yamaha’s lineup, namely on the new Tracer 9 GT+. The engine’s tractable nature does, however, make traction control seem more like a nicety than a requirement. Smooth power delivery allows the tire to bite into the dirt, and without any big jumps in power the tire never steps out without warning. Ergonomics are great for up-out-of-the-saddle off-road riding. (Yamaha/)There’s an argument for keeping cost and complexity down, but Honda’s less-expensive Transalp ($9,999) is proof that it’s possible to find a happy middle ground. The extra safety net would offer newer adventure riders a better sense of security, while also lending a helping hand in tricky conditions. We’ll also say that, while the more expansive ABS settings offer better adjustability, the system isn’t refined enough for aggressive off-road use. Front ABS activates early and often in the dirt, which causes the front brake lever to go stiff and initiates pucker moments. We turned the system off completely for best results, and again, the problem is having to reselect the preferred setting once the bike has been turned off. The right handlebar switch is new for 2024, as is the ABS software. There are now three settings: ABS On, Rear ABS Off, and ABS Off. Tap the switch once to highlight the preferred mode, then hold to confirm the setting. Unfortunately, ABS reverts to on whenever the bike shuts off. (Yamaha/)Speaking of systems off and aggressive off-road riding, we were lucky enough to ride alongside Damon Bradshaw and Ryan Villopoto for part of our day on the Ténéré 700. And while their skill level far exceeds the norm, it was incredible to see the T7′s true potential in the dirt. Bare bones as it might be, this is one of the most off-road-capable bikes in the middleweight adventure bike category. Final Thoughts In a lot of ways, the Ténéré 700 feels a lot like the bike Kawasaki and Honda fans asked about for years: a modern version of the venerable KLR650 or XR650L. It’s a simple, no-nonsense adventure bike that’s more big enduro than anything else. Whether or not it’s the right bike for you boils down to a few key questions. Is off-road performance a priority, and how important is a full-featured rider-aid suite? If the answers are “yes” and “not very,” then the T7 is definitely worth looking at. It’s low cost, rally-inspired looks, and off-road potential are nothing to scoff at. That new TFT display is easy on the eyes too. It really does tell you everything you need to know about this bike. The ABS switch on the dash can only be used to turn ABS on. The USB outlet comes standard. (Yamaha/) Yamaha’s flat, one-piece accessory rally seat ($219.99) is 1.6 inches taller. It offers more support and opens the rider triangle up for taller riders, while also allowing the rider to move around easier. (Yamaha/)2024 Yamaha Ténéré 700 Specs MSRP: $10,799 ($11,219 as tested) 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, multiple disc; cable actuation Engine Management/Ignition: Digital 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 adjustment; 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 2024 Yamaha Ténéré 700 gear bag. (Yamaha/)Gearbox Helmet: Arai XD4 Jacket: Spidi 4 Season Evo H2Out Jacket Pants: Spidi 4 Season Evo H2Out Pants Gloves: Spidi X-Force Boots: Alpinestars Tech 7 Enduro Drystar Source

Taller suspension, a fresh design, and modern electronics package transform Suzuki’s GSX-S1000GT+ into the GSX-S1000GX+ ($18,499). (Ula Serra/Amylee Photography/)Suzuki’s GSX-S1000G lineup is a one-two punch combo. The 1000GT was the first jab and got the competition’s attention, but the longer-travel, GT-based 1000GX+ is the stunner. The problem? While the GX+ better positions Suzuki in the fight for sport-touring supremacy, the bike is competing in one of today’s most hotly contested categories, and it’ll take significant muscle to knock the competition out. Yamaha’s very entertaining—but smaller-displacement—Tracer 9 GT+ comes to mind, even if most comparisons are to Kawasaki’s similarly spec’d Versys 1000 SE LT+. Suzuki is creative in how it defines the all-new GX+ and what it refers to as the “Crossover” category, often referencing the rugged-looking but very on-road-focused sport-utility vehicles that overwhelm suburban neighborhoods. This is a bike for riders drawn to the taller stance and increased comfort of an adventure bike, but who have little desire to venture off the beaten path. While other markets will get GX and GX+ in varying colors, Suzuki Motor USA will only import GX+ models in the Pearl Matte Shadow Green shown here. Notice the aggressive gear and lean angle, which is Suzuki highlighting the GX+’s sporty performance. (Suzuki/)The GX+ is also a bike for riders who appreciate modern tech. Suzuki finally embraced the electronic evolution and jumped all in with a rider-aid package that includes a multifaceted electronic suspension system, cornering traction control, cornering ABS, and “smart” cruise control. That technology comes alongside more traditional systems, like power modes, Suzuki’s Easy Start System, Low RPM Assist, and a bidirectional quickshifter. Engine New as the direction might be for Suzuki, the GSX-S1000GX+ is not an all-new machine, as numerous parts are pulled from elsewhere in the lineup. That includes the long-stroke, 999cc inline-four engine that powered the iconic K5 GSX-R1000 but was later “retuned for midrange” and adapted to work in a long list of street-oriented products. More recently, valve lift and overlap were reduced for reduced emissions and enhanced rideability. While the engine’s carryover status might be disheartening, especially when you consider the engineering prowess Suzuki showcased with the character-rich, mid-displacement parallel twin that powers the V-Strom 800 and GSX-8 models, it’s hard to fault this powerplant for touring or more spirited riding. What the engine lacks in newness, it makes up for in proven durability and a broad power curve that’s been beautifully tuned through years of model-specific refinement. Related: 2024 Suzuki GSX-S1000GX First Look Angles? Yeah, the GX+ has those. Tucked behind the new fairings is one of the most recognized engines in modern motorcycling: the 999cc inline-four that powered the almighty K5 GSX-R1000. Retuned for its role in a variety of models, this has become an equally potent engine for street riding and touring. (Suzuki/)Suzuki claims 150 hp at the crankshaft, though the last GSX-S1000GT+ we strapped to the Cycle World dyno produced 136 hp at 10,400 rpm and 73 lb.-ft. of torque at 9,200 rpm, and we expect the GX will produce similar numbers. Most important is that the torque curve is quite flat, evidence of the work Suzuki put into making this engine as street friendly as possible. It jumps off tight corners but has plenty of midrange and top-end, with the biggest step in power coming at around 6,000 rpm, at which point the GX really starts eating up asphalt. This is a hearty, well-rounded powerplant. Throttle connection is sharp in A mode but softer in B, which enables you to tailor your experience to the type of riding you’re doing. While metered throttle response is nothing new, the performance and high level of refinement support Suzuki’s goal of broadening the GX’s use case. It’s also a reminder of how good Suzuki is at integrating electronic rider-aid systems; the company hasn’t always been at the forefront of the electronic conversation or pushed the limits like other manufacturers, but the systems it does introduce are well executed. Suzuki’s goal with the GSX-S1000GX+ was versatility. The bike is just as comfortable in the canyons as it is on the highway. (Ula Serra/Amylee Photography/)Even more kudos go to the faultless bidirectional quickshifter, which works with the GSX-R1000-sourced transmission to provide seamless shifts whether you’re hustling down a backroad or cruising through the city. Another thing you can’t help but notice is the meaty, superbike-like exhaust note that adds to the bike’s presence. Close your eyes as a GX+ warms up and you can almost picture yourself in the roadrace paddock circa 2005, when GSX-R1000s were the superbike of choice. New is nice, but for some, so too is the spiritual connection to one of the all-time great motorcycles of our time. You get that here. Related: 2022 Suzuki GSX-S1000GT+ First Ride Review More angles! Just out of frame is the modestly sized 5-gallon fuel tank. (Suzuki/)Chassis More carryover items come in the form of a GT+-sourced twin-spar aluminum main frame and GSX-R1000-based swingarm, which are paired to a longer, model-specific subframe that provides structural support and opens the door to a thicker rear seat. Suzuki Advanced Electronic Suspension (SAES) is supplied by Showa (and very similar to what’s used on Kawasaki’s Versys 1000 SE LT+) but modified to Suzuki’s liking. New to Suzuki, but not to the category, the suspension uses the now common “skyhook” approach, meaning stroke sensors and IMU data help monitor the motion of the motorcycle’s sprung weight in relation to an imaginary reference point directly above it. On rough roads, front and rear damping settings are adjusted in real time to keep the seat and handlebars stable, while the wheels and tires absorb bumps. Hard, Medium, and Soft settings are available, enabling the rider to tailor the damping based on the type of riding they’re doing. A customizable User mode further enables fine-tuning of Hard, Medium, and Soft base settings in single-level increments. Electronic suspension—the first on a Suzuki—is supplied by Showa. The package consists of an SFF-CATM fork and BFRC-Lite shock. Notice the Suspension Control Unit (SCU) and motor unit that’s used to automatically adjust spring preload at the rear. (Suzuki/)Suzuki says the system doesn’t completely eliminate pitch, “because the rider perceives changes in the bike’s posture and intuitively uses those movements to control it.” That said, the GX does have a system for adjusting damping force under deceleration, which helps control rear wheel lift during extreme braking. Suzuki has also equipped the GX with an electronic rear spring preload system that detects load and automatically adjusts to maintain ideal chassis posture—think passenger getting on/off, or luggage being added/removed. One automatic and three manual preload settings are available: Auto, Single Rider, Single Rider + Gear, and Tandem. Base settings for each of the manual rear preload levels can be fine-tuned in single-level increments when building out the User suspension mode. Related: Top Sport-Touring Motorcycles To Buy in 2023 Front brakes lack initial bite and power through the pull, which leaves something to be desired on a bike that’s as capable as the GSX-S1000GX+. (Suzuki/)The goal with electronic suspension is to help the bike adapt to varying conditions or riding styles, and for the most part Suzuki has managed to do a good job of that with its model-specific tuning for the Showa bits. There’s a distinct difference between Soft, Medium, and Hard settings, with Soft offering plenty of plushness in around-town riding, and Medium enough support as the pace picks up. For added context, many of those we rode alongside were happy with Medium suspension settings even as the pace picked up on faster mountain roads; Hard really is for spirited riding. One drawback for us—riding solo and with no luggage—was how much movement there was in the suspension as the pace picked up, especially with the electronic preload set to Auto. Toggling over to the fixed, Tandem rear preload and Hard suspension setting kept the GX from feeling as heavy at tip-in and provided the holdup we were looking for, but we never gained utmost trust in the front end. Expect to spend time customizing the User mode if you’re looking for the perfect settings for faster riding. The GX+ is better described as stable than agile, but don’t fully discredit this bike on a winding backroad. Notice the vent holes on the multilayered body panels, which are claimed to enhance straight-line stability. (Ula Serra/Amylee Photography/)Don’t expect GX+ to be overly agile either. Despite being competitively positioned at a claimed 511 pounds without side bags, the bike is relatively heavy steering and takes some effort to muscle through a series of tight corners. Stability, on the other hand, is excellent. Electronics Electronic suspension might be the headline feature, but it’s more icing on the cake than anything, as the GX comes with no less than eight other electronic rider-aid systems. That includes seven-mode traction control with what Suzuki refers to as Roll Torque Control, a predictive traction management program that adjusts power output based on speed and lean-angle data in an attempt to keep the rear tire from stepping out at all. Integrated wheelie control and a traditional traction control system are layered on top of this, the latter stepping in when the tire does start to slide. More new-to-Suzuki tech comes in the form of lean-angle-sensitive ABS that’s referred to as the Motion Track Brake System, and Smart Cruise Control, which allows the rider to shift without disrupting the cruise control. Unfortunately, no radar-based systems come on the GX+. The 6.5-inch TFT display is easy to read at a glance and information is well organized. Riding modes (A, B, and C) are preset for power output, traction control, and suspension adjustments, but can be customized. There are seven levels of traction control (plus off), four suspension modes (Soft, Medium, Hard, User), and four rear preload settings (Auto, Single Rider, Single Rider + Gear, and Tandem). (Suzuki/)All adjustable systems are managed via a crystal clear, 6.5-inch TFT display that you’d be hard-pressed to fault. Information is well organized, visibility is great at all angles, and the (limited) submenus are easy to navigate. In a world where dashes are becoming more and more cumbersome, this is a standout feature and something GX+ owners will appreciate. Suzuki says it didn’t just cut the GSX-S1000GT’s five traction control levels into seven smaller pieces, but widened the operating range so that level 1 is more performance oriented, while levels 6 through 7 are more controlling. That’s great, but also not something we generally aim to test on public roads winding through foreign countries. What’s important to know is that the six-axis IMU provides more data and thus opens the door to an even more refined system. Should you feel the need to push the sporty limits of the GX+ or find yourself on wet roads mid-tour, then there’s a nice safety advantage over its GT counterpart. Suzuki is not one to overengineer the simple stuff. Switch gear isn’t large or intricate, but works exactly as you need it to. (Suzuki/)Ergonomics and Convenience The GX further distinguishes itself from the GT with an upright, adventure-bike-esque rider triangle, made possible by a taller and wider handlebar that’s positioned 2 inches closer to the rider. A 0.6-inch-taller seat helps ease the bend in the knees even further. That’s great for tall riders but something vertically challenged riders should keep in mind as it bumps seat height to 33.3 inches. Mind you, much of that seat height comes courtesy of the longer-stroke suspension. A stock GT+ seat is available as a low option and cuts that 0.6-inch thickness back down to zero. More touring-focused features come in the form of an adjustable windscreen, hand guards, a centerstand, and saddlebags. A model-specific front fairing goes a step further by not only giving the bike a modern look, but also improving wind protection. Unfortunately, the aforementioned windscreen is only adjustable with tools, which will frustrate riders on longer days in the saddle, where it might make sense to have the screen down for the backroads, then up again as you roll onto the highway. A model-specific windscreen is adjustable to three positions, enabling the rider to raise the screen by 1.7 inches. Tools are required, however, which feels like a big miss when you consider the intended use and that much of the GX+’s competition comes with screens that can be adjusted by hand, on the fly. (Suzuki/)The differences between the GT+ and GX+ rider triangle are immediately noticeable, the GX+ feeling much more spacious and accommodating, assuming you don’t have any issues with the tall seat height. It’s not perfect, though, as the seat cushion is quite soft and easily creates pressure points in areas where you don’t want pressure points. Stepping up to Suzuki’s optional, dual-density premium seat almost feels like a must, thanks to the added support that makes longer stints feel manageable. As a bonus, the premium seat is made from a material that keeps surface temperatures down by as much as 14 percent. This is the seat that should come standard on a “luxury” motorcycle. Other features that should come standard? A windscreen that’s adjustable without tools, and heated grips. Hard to not always want slightly larger side bags as well. We recently tested the MV Agusta Turismo Veloce and loved the large, 34-liter side bags on that bike; the 25.7-liter side bags here work, but feel just big enough. The GX+’s seat is 0.6 inch taller than the GT’s seat, for added legroom. The pegs remain in a relatively sporty position, but the riding position is more upright and relaxed than the GT’s. Credit a taller bar that also comes closer to the rider. (Ula Serra/Amylee Photography/)Final Thoughts Some of our favorite things about the GSX-S1000GX+ are the ones that have been carried over from the GT+ and other Suzuki models before it. Outdated as its original design drawings might be, the inline-four engine is an absolute gem that’s hard to fault. It’s smooth and well mannered for street riding but doesn’t feel neutered or hide its sportbike roots. Steering isn’t the lightest and it takes time to adapt the electronic suspension in really sporty riding, but overall chassis feel is nice, with a high level of stability that makes this an excellent bike for comfortable, long-distance touring. The riding position adds to the overall experience, making the GX+ a much more accommodating bike than the GT and GT+ it will share showroom floors with. Hard to argue with the added safety net that comes courtesy of a more expansive electronics package too. While the LED headlights and turn signals are quite sleek, the taillight and plastic casing are less stunning. It’s nothing major, but does stand out on an $18,500 bike. (Suzuki/)Unfortunately, that electronics package comes at a cost; while the GX+ undercuts the $18,899 Versys 1000 SE LT+ that Suzuki clearly expects to compete with, it’s also $2,000 more expensive than the Yamaha Tracer 9 GT+, which is arguably one of the best options in the class, despite its smaller displacement. It’s also important to consider the more touring-focused features that are missing from the package, like heated grips, an easily adjustable windscreen, and more color options. These are things you’d expect to find on an $18,500 luxury crossover, and what would help Suzuki deliver the knockout punch needed to truly upset the category. Side cases have 25.7 liters (0.9 cubic feet) of storage space and an 11-pound weight capacity. Our size medium helmet fit, even if just barely. Notice the Pearl Matte Shadow Green color. (Suzuki/) An optional premium seat is available alongside other accessories, and worth the money based on the increased comfort it provides. Additional support is owed mostly to double-layer structure, with soft foam on the outside and harder foam on the inside. The stock seat is too soft and creates pressure points. An added benefit of the premium seat is that it’s designed to stay cooler when exposed to UV rays.e inside. The stock seat is too soft and creates pressure points. An added benefit of the premium seat is that it’s designed to stay cooler when exposed to UV rays. (Suzuki/)2024 Suzuki GSX-S1000GX+ Specs MSRP: $18,499 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 Claimed Horsepower: 150 hp @ 11,000 rpm Claimed Torque: 78.2 lb.-ft. @ 9,250 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: Showa inverted fork, electronically controlled damping; 5.9 in. travel Rear Suspension: Showa monoshock, electronically controlled damping; 5.9 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 Sportmax Roadsport 2; 120/70-17 / 190/50-17 Rake/Trail: 25.0°/3.8 in. Wheelbase: 57.9 in. Ground Clearance: 6.1 in. Seat Height: 33.3. in. Fuel Capacity: 5.0 gal. Claimed Wet Weight: 511 lb. (without bags) Contact: suzukicycles.com 2024 Suzuki GSX-S1000GX+ gear bag. (Ula Serra/Amylee Photography/)Gearbox Helmet: Arai Quantum-X Jacket: Spidi 4 Season Evo H2Out Jacket Pants: Spidi 4 Season Evo H2Out Pants Gloves: Spidi X-Force Boots: Alpinestars Supertech R Source