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Triumph’s 2024 Scrambler 400 X will arrive in dealers early 2024. (Triumph Motorcycles/)The second model in Triumph’s new “TR Series” range of single-cylinder bikes might share a platform with the entry-level Speed 400 but it adds an on-point scrambler style that’s likely to make it the bigger seller of the pair. Called the Scrambler 400 X, it shares the same all-new 398cc single-cylinder engine as well as borrowing the Speed 400′s 3.4-gallon tank and side panels, but it’s more than just a set of wheels and longer fork. Triumph has tweaked the frame design to suit the Scrambler, and changed the seat, bars, and pegs to give a distinct stance and riding position. The result is a bike that manages to carve a distinct niche as a retro-styled alternative to modern mini-adventure models like BMW’s G 310 GS and even KTM’s 390 Adventure. Triumph sees most of the Scrambler 400 X’s time will be spent on the street (like most scramblers and ADV bikes), despite getting longer-travel suspension. Metzeler Karoo Street tires reveal the X’s true capability in the dirt. (Triumph Motorcycles/)Let’s start with what’s shared across the new TR-series range. The engine is a DOHC four-valve single with finger followers to reduce valve train inertia and a reverse-rotating balancer shaft to reduce vibrations. Kicking out 39.5 hp at 8,000 rpm and 27.7 lb.-ft. of torque at 6,500 rpm, it’s in the same state of tune as the Speed 400. Power is driven though the same assist-and-slipper clutch and six-speed box, but with a revised final drive ratio to suit the larger diameter of the higher-profile rear tire. As on the Speed 400, there’s switchable traction control and a long, 10,000-mile service interval. Not that it’s a serious off-roader, but there are nods to dirt-road use, including more travel from the suspension. There’s 5.9 inches of stroke front and rear—increases of 0.4 inch and 0.8 inch, respectively, compared to the Speed 400. Triumph also fit the 400 X with different wheels (a half-inch narrower at each end) and with a 19-inch front instead of the roadster’s 17-incher. Slightly chunky tread means the Metzeler Karoo Street tires will cope with loose surfaces, but they’re named “Street” for a reason. A 398cc TR-series single puts out a claimed 39.5 hp at 8,000 rpm. (Triumph Motorcycles/)Elsewhere, the addition of hand guards, a grille over the headlight, a bash guard under the engine, and a radiator protector conspire to tick all the right scrambler boxes. There’s a different end can on the exhaust, but unlike the Scrambler 900 and Scrambler 1200 models, the Scrambler 400 X doesn’t get a high-level exhaust wrapping around the side of the engine. That’s because it has the same, hidden main muffler and catalytic converter under the engine as the Speed 400. The frame, described as a hybrid spine/perimeter design like that of the Speed 400, is stretched by around an inch at the steering head. Along with the longer-travel suspension and bigger front wheel, it adds 1.6 inches to the wheelbase, taking it to 55.8 inches, but the rake is steeper than the Speed 400′s, cut from 24.6 degrees to 23.2 degrees. The bars are wider and taller and the footpegs are lower, farther forward, and more broadly spaced, as well as being made of steel instead of aluminum and gaining removable rubber inserts. Inevitably, the taller suspension increases the seat height, but at 32.8 inches it’s still low enough to be suitable for most riders. Weight is also increased compared to the Speed 400, but only by 20 pounds for a total of 395 pounds with a full tank of fuel. There’s more sharing when it comes to the brakes. The Scrambler 400 X’s ByBre four-piston radial front caliper is the same as the Speed 400′s, but it acts on a larger, 320mm disc instead of the roadster’s 300mm version. The rear brake is identical, with a 230mm rotor and single-piston caliper. In case you venture off-road, the Scrambler 400 X’s ABS can be switched off, unlike the system on the Speed 400. ABS is switchable on the Scrambler 400 X—a must for any real dirt duty. (Triumph Motorcycles/)The entire TR-series project is a joint effort between Triumph and Indian brand Bajaj, a partnership that was announced back in August 2017. That’s an indication of the level of work that’s gone into the new models, which hold the promise of making the brand accessible to whole swaths of riders who wouldn’t previously have been shopping for a Triumph. That includes young and inexperienced riders in markets like Europe and the USA, while in Asia and India the new 400s will be positioned as mainstream offerings for experienced motorcyclists. Although much is shared between the Speed 400 and Scrambler 400 X, it’s clear Triumph equipped and developed the two for two different missions. (Triumph Motorcycles/)Although Bajaj is also deeply involved with KTM, owning a stake in the Austrian company and manufacturing single-cylinder bikes on its behalf as well as the related Husqvarna Svartpilen and Vitpilen models, the Triumph project is independent of those machines. Longer-travel suspension, a bigger front rotor, and Scrambler specific geometry give the Triumph Scrambler 400 X the ability to cope with loose surfaces. (Triumph Motorcycles/)Like the Speed 400, the Scrambler 400 X is due to be in dealers at the start of 2024 in the US. Triumph’s existing factories in Thailand and Brazil will be tasked with making the bikes, which are also set to roll out of Bajaj’s plants in India. Indian buyers will be able to get the bikes much sooner, with sales starting in August this year, so we should soon have a sign of how well they compete with established rivals in that market. Prices for the US versions will be announced nearer their launch date but the rival BMW G 310 GS, at $5,695, sits in the market Triumph is targeting so the Scrambler is unlikely to be too far from that mark. We have all kinds of ideas for the Scrambler 400 X already… (Triumph Motorcycles/)2024 Triumph Speed 400 Specs MSRP: TBA Engine: DOHC, liquid-cooled single-cylinder; 4 valves Displacement: 398cc Bore x Stroke: 89.0 x 64.0mm Compression Ratio: 12.0:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 39.5 hp @ 8,000 rpm Claimed Torque: 37.5 lb.-ft. @ 6,500 rpm Fuel System: Bosch electronic fuel injection w/ electronic throttle control Clutch: Wet, multiplate slipper/assist; cable actuated Frame: Hybrid spine/perimeter, tubular steel; bolt-on rear subframe Front Suspension: 43mm inverted Big Piston fork; 5.9 in travel Rear Suspension: Gas monoshock w/ external reservoir;, spring preload adjustable; 5.9 in. travel Front Brake: 4-piston radial caliper, 320mm fixed disc w/ ABS Rear Brake: Floating caliper, 230mm fixed disc w/ ABS Wheels, Front/Rear: Cast Aluminum; 2.5x19” / 3.5x17” Tires, Front/Rear: Metzeler Karoo Street; 100/90R-19 / 140/80R-17 Rake/Trail: 23.2°/4.3 in. Wheelbase: 55.8 in. Seat Height: 32.8 in. Fuel Capacity: 3.4 gal. Claimed Wet Weight: 395 lb. Contact: triumphmotorcycles.com Source

Triumph’s 2024 Speed 400 is one of two TR single-cylinder models. (Triumph Motorcycles/)It’s been 40 years since John Bloor bought the mortal remains of the Triumph brand and began its long journey back to prominence. The company has created a vast array of models since then in two-, three-, and four-cylinder formats but it’s taken until now to launch a sub-500cc single-cylinder range that opens the door to millions more potential customers around the world. Triumph’s newly announced 400 line is just the first of two vastly important projects that will break cover in the coming months, the second being Triumph’s entry into the off-road arena, initially with 250cc motocross and enduro models, to be followed by 450cc machines next year. Triumph, at the end of 2023, is going to be a significantly more important actor on the global stage than the version of the company that started the year. Pricing has not been announced yet for the 2024 Triumph Speed 400. (Triumph Motorcycles/)It’s taken five years of development in partnership with India’s Bajaj—the world’s most valuable manufacture of two- and three-wheeled vehicles and a substantial stakeholder in KTM’s parent company—to create the new “TR” single-cylinder platform, which is named to hark back to Triumph singles of the past. It’s not the first attempt at an Indian-made single-cylinder Triumph; the company came close to launching a range of 250cc bikes including a Speed Single and Daytona 250 more than a decade ago, before dropping the project at the last minute in the face of changing market demand. But now, the TR platform gives Triumph the basis for a whole array of affordable, entry-level bikes going into the future. The Speed 400 is the most affordable and simplest of the range, which is designed to align with Triumph’s Modern Classics lineup. It’s a straightforward roadster in the mold of the Speed Twin 900 and Speed Twin 1200, but when you dig a little deeper it has the ingredients to be an entertaining machine. While being the most affordable Speed model, the 400 doesn’t look cheap compared to its larger stablemates. (Triumph Motorcycles/)Although developed with Bajaj, this isn’t a branding exercise like the Harley-Davidson X440 that’s been simultaneously launched in India as a direct rival to the Speed 400. The Harley is the result of a licensing deal, giving India’s Hero MotoCorp the right to develop and manufacture models purely for the Indian market wearing Harley-Davidson badges. The Triumph, in contrast, is a global machine designed to compete not only on the Indian market but also go up against the likes of BMW’s G 310 R and KTM’s 390 Duke elsewhere. As such, it will be manufactured in Triumph’s three factories in Thailand and in its Brazilian plant, as well as at Bajaj’s Indian facilities. The heart of the Speed 400, and the models that will spin off from it, is the new TR-series engine: a 398cc DOHC four-valve single. Despite its retro, finned exterior, the engine is thoroughly modern, with a lightweight finger-follower valve train and a counterrotating balancer shaft to help it achieve more revs and power than you might expect, putting it in a class above rivals like Royal Enfield’s 350cc singles. Triumphs 398cc TR single-cylinder engine that powers the Speed 400. (Triumph Motorcycles/)Peak power is a claimed 39.5 hp at 8,000 rpm allied to 27.7 lb.-ft. of torque at 6,500 rpm and delivered through an assist-and-slipper clutch to a six-speed transmission. Like the Bonneville and its sister models, it exhausts via a cleverly hidden catalytic converter and front muffler, with metal covers that give the impression that the pipe sweeps directly from the cylinder head to the end can. On the intake side are a ride-by-wire throttle and Bosch fuel injection. Inside, there’s an 89mm bore and 64mm stroke for a 398.2cc capacity. Bajaj also makes the KTM 390 single, with the same 89mm bore but a shorter, 60mm stroke and 373.2cc, but a visual comparison shows no link to the Triumph motor outside the general single-cylinder DOHC layout. Compression is a modest 12:1, somewhat less than the KTM engine, but in terms of power the Triumph isn’t far from the 390 Duke’s 43 hp and easily surpasses the 34 hp of BMW’s G 310 R. There’s a traction control system as standard, though it can be switched off. Both the Speed 400 and Scrambler 400 X feature ABS and traction control. (Triumph Motorcycles/)The styling might be aligned with Triumph’s retro Modern Classics look but take a second glance and you’ll see the Speed 400′s layout is far from old-fashioned. There is a 43mm inverted fork, unbranded but with a Showa-style Big Piston design, and where other Modern Classics have traditional twin-shock rear ends, the Speed 400 has a remote-reservoir monoshock setup. The single front disc, 300mm in diameter, is grabbed by a ByBre four-piston, radial-mount caliper, helped by a single-piston floating caliper at the rear on a 230mm rotor. ABS is standard. That new engine sits in a frame that Triumph describes as a hybrid spine/perimeter design made of tubular steel, with a bolt-on subframe and a cast aluminum swingarm. The wheels are cast alloy 10-spokes with Metzeler Sportec M9 RR rubber, 110/70-17 at the front, 150/60-17 rear. Key dimensions include a relatively short, 54.2-inch wheelbase and a moderately steep 24.6-degree rake with 4 inches of trail. At 31.1 inches, the seat is low enough to fit even short-legged owners and Triumph points out it’s gone to lengths to narrow the clutch assembly, keeping the bike as slim as possible to make it easy for inexperienced riders to get their feet flat on the floor. In front, there’s a 3.4-gallon fuel tank, and even when it’s full the bike’s weight is a low 375 pounds. A digital and analog dash has a sweeping dial for the speedo but a digital tach. (Triumph Motorcycles/)Triumph isn’t announcing prices yet: They’ll come toward the end of the year, with dealers due to get stock by the start of 2024, though Indian-market deliveries are due to start as soon as July 2023. The only clue is that the Speed 400 will be competitive against European rivals like the BMW G 310 R, so somewhere around the $5,000 mark seems likely. To further reduce ownership costs, major service intervals are set at 10,000 miles. Tech includes LED lighting all around, though US-market models will have slightly larger turn signals than Euro versions, as well as a part-digital, part-analog instrument panel that combines a traditional speedometer with a digital rev counter, fuel gauge, and gear indicator. While there’s a USB-C charging port for smartphones or GPS, there’s no built-in connectivity when it comes to calls, music, or navigation Triumph claims a wet weight of 375 for the Speed 400. (Triumph Motorcycles/)Although there are just two models in the range initially—the Speed 400 and the Scrambler 400 X—you only need to look at the rest of Triumph’s modern classics range to get clues as to where the TR-Series platform could be taken from here. A more retro-style model with wire wheels, perhaps? A cafe racer, maybe? In the meantime, there’s a catalog of optional equipment that can be added to the Speed 400, from luggage, to screens, to alternative seats and exhausts. 2024 Triumph Speed 400 Specs MSRP: TBA Engine: DOHC, liquid-cooled single-cylinder; 4 valves Displacement: 398cc Bore x Stroke: 89.0 x 64.0mm Compression Ratio: 12.0:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 39.5 hp @ 8,000 rpm Claimed Torque: 27.7 lb.-ft. @ 6,500 rpm Fuel System: Bosch electronic fuel injection w/ electronic throttle control Clutch: Wet, multiplate slipper/assist; cable actuated Frame: Hybrid spine/perimeter, tubular steel; bolt-on rear subframe Front Suspension: 43mm inverted Big Piston fork; 5.5 in. travel Rear Suspension: Gas monoshock w/ external reservoir, spring preload adjustable; 5.1 in. travel Front Brake: 5-piston radial caliper, 300mm fixed disc w/ ABS Rear Brake: Floating caliper, 230mm fixed disc w/ ABS Wheels, Front/Rear: Cast Aluminum; 17x3” / 17x4” Tires, Front/Rear: Metzeler Sportec M9 RR; 110/70R-17 / 150/60R-17 Rake/Trail: 24.6°/4.0 in. Wheelbase: 54.2 in. Seat Height: 31.1 in. Fuel Capacity: 3.4 gal. Claimed Wet Weight: 375 lb. Contact: triumphmotorcycles.com Source

Ducati’s announced the return of the Multistrada V2 S for 2024. No mechanical changes come for the new model year, just this fresh color scheme. (Ducati/)Ducati’s V4 bikes got headline news for the 2023 model year with reveals of the Panigale V4 R, Diavel V4, and Multistrada V4 Rally (all new), among others, but 2024 seems to be more of a refinement period for Bologna’s often-overlooked V2 models. Earlier this month, we got news that the 2024 Panigale V2 would be receiving a new “bolder” black on black livery, and now comes word of a similar treatment for the just announced 2024 Multistrada V2 S. That means we’ll be seeing a new Thrilling Black and Street Grey color for the dynamic middleweight, to join the base model’s existing Ducati Red color scheme. The new livery (which tacks $400 on to the base price) “enhances the sporty spirit of the Multistrada” according to Ducati, with contrasting red wheel rims and new, sleeker model name graphics on the front side panels adding to the visual punch. Related: 2022 Ducati Multistrada V2 S First Ride Also, pay no attention to the bags in the previous photo; this is the 2024 Multistrada V2 S you’ll get for $19,295. (Ducati/)As you might’ve guessed by now, from a technical standpoint, the Multistrada V2 S remains untouched, which is no bad thing, considering it got a pretty major “refresh” back in 2022. Providing much of the entertainment is the 937cc Testastretta 11° twin-cylinder engine, which delivers its peak of 113 horses at 9,000 rpm, with maximum torque of 72.3 lb.-ft. hitting at 6,750 rpm. Likewise, you’ll find no changes to the chassis, with a front trellis frame and two lateral cast subframes providing rigid structure paired to a double-sided aluminum swingarm. The 48mm USD fork and rear monoshock are both fully adjustable, and because this is the V2 S version, Ducati’s impressive semi-active Skyhook Suspension EVO comes standard. All the Multistradas are equipped with a Brembo brake system that brings Cornering ABS as well, operating on a set of 19/17 wheels. Sophisticated new graphic/logo treatment makes its way onto the front side panels and nose of the V2 S. Red wheels add pop to the darkness. (Ducati/)The entire Multi family is known for its high-level electronics suites, which Ducati was quick to emphasize on this release. The package features ABS Cornering, Vehicle Hold Control (VHC), and Ducati Traction Control as well as cruise control, a quickshifter, and a dashboard with 5-inch color TFT screen, all included as standard equipment. The V2 S also gets the four riding modes (Sport, Touring, Urban, and Enduro) and LED lighting, all of which are somewhat unusual for what the company calls its entry-level Multistrada. Nothing to see here; the V2 S’s already comfortable ergonomics and full suite of electronic rider aids return unchanged, with a 5-inch TFT screen handling display duties. (Ducati/)Unfortunately, there is no Multistrada V2 S Travel version for the US market (at least not yet), so those bags you see in the photos will cost you extra; messing around on the ducati.com website’s Configurator section revealed the factory units would add another $1,200 or so to the price. Right, the price; the 2024 Multistrada V2 S in Thrilling Black and Street Grey will have an MSRP of $19,295 and will be available in dealerships starting this autumn. Neither of the V2 Multis come with side cases as standard equipment; they’ll cost you another grand or so as factory accessories. (Ducati/)As a side note, this year’s Multistrada family includes the Multistrada V2, V2 S, V4, V4 S, V4 Pikes Peak, and the latest member of the clan, the V4 Rally. Also, it’s worth remembering (because we didn’t, and Ducati reminded us) that the Multistrada family turned 20 years old in 2023; 100,000 of them have been sold since 2003. Talk about evolution. Source

Michael Dunlop was beaming upon winning his 25th TT, moving ahead of John McGuinness as the active rider with the most wins and now only one win short of his legendary uncle, Joey Dunlop. (Paul Phillips/)The 2023 Isle of Man TT opened with perfect weather and blazing speeds. Sunshine greeted the 60,000 visitors and continued without interruption for the fortnight. This year also brought a slightly revised format, with two races for each class—Superbike, Superstock, Supersport, Twins, and Sidecars—for a total of 10 races. Expectations were high for the top riders, including 21-time TT winner Michael Dunlop and for Peter Hickman, the TT course record holder. Dean Harrison, Davey Todd, John McGuinness, and Mike Browne were also high among the favorites. Related: How To Watch: Isle of Man TT 2023 With each day of practice/qualifying speeds were increasing and approaching the course record. Hickman, Harrison, Dunlop, and Todd all near the top of the list. Early in race week, it was the Michael Dunlop show with three wins on the first Superbike race, the Supersport race, and the Super Twin. Interspersed were the continuation of the Brichall brothers’ dominance of the Sidecar event. The power shifted in the back half of race week, with Hickman taking both Superstock races, the Superbike race, and the second Supertwin event. Michael Dunlop finished the 2023 TT with four wins and took over the most TT wins for an active rider with 25, surpassing McGuinness with 23. Michael is just one short of his uncle Joey Dunlop with 26.Hickman also came away with four wins and a new course record. Michael Dunlop in one of his rare moments of relaxation, preparing to head out for his first practice laps of 2023 on his Hawk Racing Honda CBR1000RR-R Superbike. (Paul Phillips/) When you are lined up shoulder to shoulder, but the starter sends you off one at a time for practice, who goes first? Gary Vines (52) on his Honda CBR600RR and Richard Wilson (47) also on a Honda 600, rely on the universal decision-making process of Rock, Paper, Scissors. Of course, two out of three takes the lead position. (Paul Phillips/) From the evening shadows to the bright sunlight Michael Rutter takes practice laps on his Honda RC213V-S Superbike. With more than 80 TT starts, Rutter is always a factor on the course. (Paul Phillips/) Dean Harrison rides his Kawasaki ZX-10RR Superbike out on the first evening practice. At age 34 Harrison, a fan favorite, has 54 TT starts, 20 podium finishes, and three wins and a top lap speed of 134.9 mph. (Paul Phillips/) The BMW RR has been Peter Hickman’s go-to bike, upon which he held the course record. Here he launches off Ballagarey, a blind dogleg to the right, riding the new M 1000 RR Superstock, exceeding the 130 mph in the early practice sessions. (Paul Phillips/) Mike Browne, who first competed at the TT in 2019 and has had seven prior starts, started all eight solo races for 2023. Evening practice on his BMW M 1000 RR Superstock. Browne finished second in the Supertwin race aboard his Paton S1-R. (Paul Phillips/) Manx rider Jorge Halliday wears orange to denote his TT rookie status. Halliday successfully completed both Superport races on his Yamaha. (Paul Phillips/) Brothers Ben and Tom Birchall began their TT career in 2009. They continued their Honda-powered winning streak now at 14, and posted a new lap record of 120.4 mph. (Paul Phillips/) Taking flight at Ballaugh Bridge and close behind the Brichalls was the FHO Racing Team of Peter Founds and Jevan Walmsley, also on their Honda-powered sidecar. (Paul Phillips/) Low to the ground and close to the crowd, monkey Karl Schofield moves from side to side to balance the sidecar as pilot Dave Quirk navigates the Suzuki power machine past Braddan Church. (Paul Phillips/) Aussie and <i>Cycle News</i> staffer Rennie Scaysbrook launches his Honda CBR1000RR-R Fireblade Superbike off Ballagarey. Soon after, he switched rides and competed on a BMW. (Paul Phillips/) Although riders start at 10-second intervals, it doesn’t take long for traffic to build up. Approaching the Ramsey Hairpin, John McGuiness on this factory-sponsored CBR1000RR-R SP Fireblade leads James Hillier on his OMG Racing Suzuki Superbike, both being chased by Jamie Coward, also riding a Honda.Although riders start at 10-second intervals, it doesn’t take long for traffic to build up. Approaching the Ramsey Hairpin, John McGuiness on this factory-sponsored CBR1000RR-R SP Fireblade leads James Hillier on his OMG Racing Suzuki Superbike, both being chased by Jamie Coward, also riding a Honda. (Paul Phillips/) The Dunlop family name is synonymous with the TT. Michael is carrying on the extraordinarily focused family way, always focused and aggressive. Riding in all eight of the solo events and winning four, here pushing his Honda CBR1000RR-R Superbike down as he flies over Ballaugh Bridge, trying to get his bike back on the ground as fast as possible during the early morning pre-race warmup lap. (Paul Phillips/) As if competing against the bike, as well as the mountain course, Michael Dunlop won the first Supertwin event by 27 seconds. (Paul Phillips/) Aboard his MD Racing Yamaha YZF-R6 BN6, Dunlop won both Supersport events. In the second race, he set a new course record of 130.4 mph finishing nine seconds ahead of Peter Hickman. (Paul Phillips/) Parliament Square is an amazing spot to watch the TT. Riders come in on a long high-speed straight with some backing into the right turn, then a quick left, and on to May Hill before heading up to the mountain. Manx rider Michael Evans on his Honda CBR600RR, Craig Neve on his Triumph Daytona Street Triple 765 RS, and Shaun Anderson also on a Honda CBR600RR come through in formation. (Paul Phillips/) In solo events longer than two laps, pit stops are a must. While in Formula 1 stops are less than two seconds, at the TT fuel is gravity fed, the rear tire is changed, new visors installed, and fluids are administered to the rider. Pit stops take between 45 seconds to as much as a minute and, just like Formula 1, the efficiency of the team can have a major impact on placing. (Paul Phillips/) Every straight on the TT course is an opportunity to accelerate; South African Allann Venter on his Honda CBR600RR makes full use of the opportunity ahead of him. (Paul Phillips/) In the winner’s enclosure Michael Dunlop displays his new “Speed Limit” sign for his 130.4 mph record. (Paul Phillips/) Ben and Tom Birchall en route to their 14th consecutive TT win, passing Creg-Ny-Baa 3 miles from the finish line. Tom leans over Ben to optimize the balance of the sidecar. (Paul Phillips/) Davey Todd, a TT rising star and fan favorite, backs his Honda CBR1000RR-R Fireblade SP into the turn at Creg-Ny-Baa. (Paul Phillips/) Peter Hickman, riding his Yamaha R7, had mechanical challenges during qualifying. Hickman’s teams sorted the problems and he went on to finish fourth in the initial Supertwin race, followed by a victory in the second race. (Paul Phillips/) Hickman on his FHO Racing BMW M1000 RR at this point has already picked up 20 seconds on Davey Todd on his Honda CBR1000RR-R Fireblade SP. Ultimately, Hickman won the Superstock race, Michael Dunlop came in second, and Todd finished one minute back in fourth. (Paul Phillips/) With 3 miles to go on the final lap of the first Superstock race, Hickman wheelies past the cheering crowd and his pit board reading, “P1, +22 seconds.” (Paul Phillips/) Hickman entered the penultimate day of racing with one win, to Dunlop’s four victories. Hickman dominated the Superstock race on his FHO Racing BMW M 1000 RR, posting a new TT lap record of 136.358. The Superstock category mandates treaded road tires and except for bodywork is essentially the same as you can purchase at a BMW dealer. After a break, Hickman came back on his Yamaha R7 to win the second Supertwin event. (Paul Phillips/) Frenchman Pierre-Yves Bian on his Paton S1-R, with his helmet and number plate in a polka dot pattern in homage to the King of the Mountain jersey at the Tour de France, outlasted his competition for a second place podium finish. (Paul Phillips/) American Pete Murray on his Kawasaki Ninja 650 roaring through Kirk Michael to a strong finish. (Paul Phillips/) Always competitive, former TT Senior Superbike winner Dean Harrison rides his Kawasaki Ninja ZX-10RR Superbike close to the wall at Greeba Bridge. Harrison finished second to Hickman, 20 seconds back after six laps and two pit stops of the 37.73-mile course. (Paul Phillips/) Leaving the village of Ramsey behind, Peter Hickman makes the hairpin and heads to his fourth TT win of 2023. (Paul Phillips/)Source

Vespa’s new Disney Mickey Mouse Edition scooter gets a color scheme that riffs on the cartoon mouse’s own hues over the years. (Piaggio/)Er, the mouse and the scooter? With Vespa’s reveal of its new Disney Mickey Mouse Edition, Beverly Cleary would have probably liked some say in a scooter-based sequel to her The Mouse and the Motorcycle classic if she were still alive today. But we digress. Let’s talk about Vespa’s new mouse-adorned machine, which both companies are calling a “perfect collaboration.” To be fair, Mickey and Vespa can be considered cultural icons, both having played up the whole “escapist fun” angle for more than half a century, so for Disney’s 100th anniversary this year, the two brands decided to partner on this special limited-edition scooter project. Hey, if Justin Beiber can have his own Vespa… The graphic treatment also includes white silhouettes of the mouse on the front steel shell and an autograph. (Piaggio/)Technically called the Disney Mickey Mouse Edition by Vespa, the new model is based on the Italian company’s Primavera scooter, and treated with a special four-way red, black, yellow, and white color scheme, apparently as a nod to hues the cartoon mouse has sported over the years. The yellow wheels, for example, are meant to call out his shoes, while the black mirrors hint at his round ears. A graphic pattern with Mickey’s outline in white decorates both sides of the scooter’s rear as well as the front, and the mouse’s “own” autograph is even featured on both the saddle and the scooter’s front steel shell. (Guess there were opposable thumbs under those white gloves.) Related: Vespa’s Justin Bieber Edition The rodent outlines continue along the sides of the Primavera-based special edition, which will come in three displacements. (Piaggio/)The Primavera comes in several variants, all retro styled and all powered by an air-cooled single-cylinder engine in different displacements with a CVT gearbox. For this special Disney100 project, Vespa has singled out the Primavera 50cc, 125cc, and 150cc models to wear the special mouse colors, though there are no mechanical changes to the bikes that we’re aware of. Mickey’s signature also appears on the special-edition saddle—trademarked, of course. (Piaggio/)Michele Colaninno, chief executive of global strategy, product, marketing, and innovation of the Piaggio Group, commented: “A timeless icon like Vespa could not fail to celebrate, on this very special occasion of Disney’s 100th anniversary, an equally everlasting icon like Mickey Mouse, with a tribute to creativity, imagination, lightheartedness, and fun—the very values that have always anchored Vespa.” The Vespa Mickey Mouse edition scooter comes with a matching helmet in the same colors. (Piaggio/)Claire Terry, senior vice president, Disney consumer products, games and publishing EMEA, said, “Just like Mickey Mouse, Vespa is a cultural icon, evoking a sense of fun and adventure, and together they form a wonderful combination, truly extending our timeless storytelling. We are incredibly excited to bring this version of the iconic scooter to our fans in our centenary year!” No pricing, unit quantity, or availability date has yet been announced for the Disney Mickey Mouse Edition by Vespa, but we do know that it does come with a matching helmet in the same cheerful colors. Personally, we think Wile E. Coyote needs some new wheels too Source

Big supermoto or sport-tourer? Yes. (KTM/)Sensible supermoto or crazed sport-tourer? Yes! The SMT is back. Depending on how you view the world, the reborn KTM 890 SMT sits somewhere between a stripped-back adventure bike and a pumped-up supermoto. Or if you know your KTMs, between the KTM Adventure 890 and Duke 890. Here’s the thinking. Most adventure bikes never leave the asphalt, so the SMT’s sticky Michelin Power GP rubber and 17-inch rims make total sense, while road and track-focused ergonomics plus street-oriented WP Apex suspension deliver tauter, sharper handling than the dirt-aligned Adventure. It’s still tall and commanding like an adventurer, still has a long, deep seat that caters to big miles for both rider and pillion like a sport-tourer. And it still absolutely chimes with the classic sport-touring ideal of having a bike that can deliver you fresh to the mountains, then be good enough to rip up the switchbacks and sweepers when you arrive. This is supermoto touring. While not available in the US as a 2023, word is that it will come as a 2024. (KTM/)Like the original SMT that found a cult following some decade or more ago, it’s suffused with a racy attitude and also a craving for miles and weekends away. At its heart, however, is now the second-generation 889cc variant of the multipurpose parallel-twin LC8c, which, in one guise or another, propels an ever-growing number of middleweight Austrian machinery, as well as the odd Husqvarna and CFMoto too—GasGas incoming? This is a good choice. KTM could have slotted in the 890 unit deployed in the 119 bhp Duke R but instead opted for the Adventure-spec twin because it produces more torque below 7,500 rpm. Peak outputs of 103 hp at 8,000 rpm and 73.8 lb.-ft. of torque at 6,500 rpm along with 20 percent more rotating mass compared to the earlier 799cc design make for a well-blended mixture of midrange grunt and free-revving spirit. Exactly what a supermoto with an eye on the far horizon requires. Related: 2024 KTM 890 SMT Spied A long, deep seat provides all-day comfort. (KTM/)The SMT’s press-launch venue of Sardinia proved an ideal environment, with the island’s endless ribbons of grippy sweepers and switchbacks seemingly made for the KTM. With instant throttle response, it drives purposefully from just 2,000 rpm, gaining venom as the revs build. It’s not a big engine but it is supremely lively. The SMT punches between braking points, as happy to be short-shifted at 8,000 rpm using the smooth (though only optional) quickshifter as it is to rev on beyond its 10,000 rpm peak. An 889cc parallel twin provides plenty of thrust out of slow or fast corners. (KTM/)There’s a full house of riding modes: Rain, Street, and Sport, with the option of a Track setting. And the power delivery is managed by a cornering traction control system. Turn down the traction control to zero in Track, or turn it off at a standstill without the extra mode, and wheelies are inevitable, just as they always were on the original SMT. A key difference between the old and new SMT, however, is that away from the switchbacks and sweepers the fueling is now as precise as it is soft—anything but sharp—especially in Street and Rain modes. That said, the new SMT’s optional Track mode is a little too eager—it really is for trackdays, it seems. Sport is the preferable mode, which blends an urgent throttle response with more everyday usability. Suspension-wise, the SMT’s 43mm Apex fork and WP Apex monoshock have 180mm (7.1 inches) of travel front and rear. That compares to 200mm (7.9 inches) for the standard 890 Adventure, and 140mm (5.5 inches) front and 150mm (5.9 inches) rear travel for the 890 Duke. So again, the SMT is positioned between the two. There are 17-inch wheels at both ends and radial-mount KTM-branded calipers and 320mm discs plus Bosch cornering ABS. A special Supermoto mode allows you to lock the rear wheel while keeping the ABS active on the front. Fitted with 17-inch wheels, the SMT handles nearly as sharply as KTM’s 890 Duke. (KTM/)On the road, a fully fueled SMT feels lighter than its claimed 454 pounds (the 890 Adventure is nearly 20 pounds heavier). It’s not soft and squidgy like a pure sport-tourer but plush, controlled, and well suited to, shall we call it, brisk touring. The SMT loves to carry speed through sweepers. It’s a scratcher, yes, but naturally fluid too and nearly as agile as the Duke R, arguably the nimblest middleweight naked of them all. Its wide bars and a classic up-front supermoto riding stance encourage you to throw the bike around, while the OE Michelin Power GP rubber warms up quickly and gives great feedback and grip. The 890 SMT’s ergonomics and supermoto stance allow you to throw the bike around as if it’s lighter and shorter than it is. (KTM/)Once you reach those mountains and start to explore the supermoto side of the SMT on tighter turns, you need to tweak the WP Apex suspension, compression and rebound on the front and preload and rebound on the rear. The recommended Sporty suspension settings are, in typical KTM style, displayed under the seat, and it takes less than a minute to dial them in via the damping adjusters on the fork tops and a huge remote spring preload adjuster on the rear, which is easy to access. These easy adjustments bring focus and tighten the chassis significantly. In fact, the transformation from capable adventure-leaning sport-tourer to a hard-cornering, if rather large, supermoto is supremely effective. The rear doesn’t sit down as much during fast direction changes, while the steering is a little faster and the fork’s stroke more controlled. Meanwhile, ground clearance is plentiful, hence you can carry masses of corner speed without worry. A few suspension adjustments and the 890 SMT is ready to mix it up with sportbikes. (KTM/)Those KTM front stoppers are up for the job but lack a little bit of bite on the limit (as well as a bit of Brembo bling at the coffee stop) but you can have great fun attempting to back the SMT in on the way into corners (on closed roads such as those laid on by KTM in Sardinia, of course). Away from the fun, the SMT is accommodating in all key areas. The pegs are relatively low giving plenty of leg- and knee-room for all but extra tall riders, and the seat is as supportive as it is sporty. As well as the engine modes, cornering traction control and cornering ABS, the 890 SMT gets a 5-inch TFT dash that’s clear and easy to read and full LED lighting. There are phone connectivity, including navigation, and an optional Tech pack, which features the Moto Slip Regulator (MSR), cruise control, up-and-down quickshifter and the Track pack. Most likely, riders will get a set amount of time to demo these features and then have to pay for them much like with KTM’s other Tech and Track packs on other current models. A 5-inch TFT dash is easy to read and is the interface for all electronics on the 890 SMT. (KTM/)Crucially, despite the passage of time and the advent of electronic rider aids, KTM has stayed faithful to the original SMT’s DNA. On the one hand, you have an adventure-oriented tourer that’s easy to live with, is comfortable and roomy, and has a plush all-day ride quality. On the other, you have an absolute cornering animal. Simply make the factory-recommended adjustments to the suspension, reduce the rider-aid intervention levels, and you have a bike that will stir the pot nicely at your local trackday. Interestingly, KTM’s website places it in the sport-tourer category, which, on balance, feels about right. KTM has stayed faithful to the SMT’s DNA, bringing back supermoto handling with adventure-touring comfort and usability. (KTM/)2023 KTM 890 SMT Specs MSRP: TBA Engine: Liquid-cooled parallel twin; 4 valves/cyl. Displacement: 889cc Bore x Stroke: 90.7 x 68.8mm Compression Ratio: 13.5:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 105 hp @ 8,000 rpm Claimed Torque: 73.8 lb.-ft. @ 6,500 rpm Fuel System: Electronic fuel injection, DKK Dell’Orto 46mm throttle bodies Clutch: PASC slipper; cable operated. Frame: Chromium-molybdenum steel Front Suspension: 43mm WP Apex, compression and rebound adjustable; 7.1 in. travel Rear Suspension: WP Apex monoshock, preload and rebound damping adjustable; 7.1 in. travel Front Brake: 4-piston radial-mounted caliper, dual 320mm discs w/ Cornering ABS Rear Brake: 2-piston floating caliper, 260mm disc w/ Cornering ABS Wheels, Front/Rear: Cast aluminum; 17 x 3.5 in. / 17 x 5.5 in. Tires, Front/Rear: Michelin Power GP; 120/70-17 / 180/55-17 Rake/Trail: 25.8°/4.4 in. Wheelbase: 59.1 in. Seat Height: 33.9 in. Fuel Capacity: 4.2 gal. Claimed Wet Weight: 454.1 lb. Contact: ktm.com Source

After teasing a few photos in April, Harley has officially released the 2023 CVO Street Glide and CVO Road Glide models, both featuring the Milwaukee-Eight 121 engine. (Harley-Davidson/)H-D dropped the usual vague teaser for its upcoming CVO models back in April, citing a new, bigger 121ci powerplant and improved suspension as the main changes for the mid-year bikes. Now, as promised, comes the full info dump, with Harley filling in the blanks for us and providing detailed specifications for the 2023 CVO Street Glide and 2023 CVO Road Glide. The full announcement touts the aforementioned new Milwaukee-Eight VVT 121 engine that appears on both new 2023 CVO models, as well new, beefier Showa suspension components front and rear, new ride modes, a fresh infotainment system, and reworked key external surfaces like the fairing, fuel tank, and saddlebags to create a more “dynamic flow,” as The Motor Company puts it. There’s lots more to discuss, so let’s get into it. The new Milwaukee-Eight VVT 121 engine features liquid-cooling, displaces 1,977cc, and is said to produce 115 peak horsepower at 4,500 rpm. (Harley-Davidson/)The main mechanical upgrades are on both CVO models. The marquee feature for both is obviously the new Milwaukee-Eight 121ci V-twin engine, which H-D claims yields approximately 8 percent more torque and 9.5 percent more horsepower than the Twin-Cooled M-8 117 engine. For context, we’re talking a claimed 115 hp at 4,500 rpm and 139 lb.-ft. of torque at 3,000 rpm from the 1,977cc mill, which also employs variable valve timing (VVT). Digging deeper into the M-8 121 engine reveals redesigned liquid-cooled cylinder heads with new channels for coolant flow around the exhaust valves; the aim here is to reduce heat transfer to the rider, especially in low-speed and hot-weather scenarios. A high-performance camshaft with higher lift and longer duration also adds to increased power and torque; compared with the Milwaukee-Eight 117 engine, compression ratio is increased to 11.4:1 on the 121. A single counterbalancer is tuned to cancel any unwanted vibes. Other refinements to the big 45-degree Vee include a new intake tract and a larger throttle body diameter (now 58mm) positioned closer to the center of the cylinder and to intake valves to enhance airflow. A larger and lighter airbox also replaces the Heavy Breather intake used on previous CVO engines, and is matched to a new high-performance exhaust featuring a larger-diameter muffler (increased to 4.5 inches from the previous 4.0 inches) with a high-flow design. Related: Harley-Davidson Teases All-New 2023 CVO Street Glide New inverted Showa fork adds 50 percent more travel than on previous CVO model; beefier brake discs with four-pot calipers also appear up front. (Harley-Davidson/)Another plus for both models is the new suspension, with an inverted 47mm Showa fork offering 4.6 inches of travel up front, but alas, no option for adjustment (believe it or not, that’s still an improvement of 50 percent over the outgoing model). At the back is a pair of Showa outboard emulsion shocks offering a more modest 3 inches of movement, though at least they’re adjustable for preload via a remote hydraulic adjustment knob near the left saddlebag. Rebound damping can also be adjusted for the rear, but it means you’ll be looking at the removal of those saddlebags to gain access. Braking performance on the new CVO Glides also gets a boost thanks to larger-diameter front discs and premium Brembo components. The dual front disc brakes—now 320mm—are gripped by radially mounted four-piston Brembo calipers, while the single rear brake features a two-piston Brembo caliper with a 300mm disc. 2023 CVO Street Glide features a redesigned front fairing with new LED lighting as a design element; fenders and redesigned tank and saddlebags follow more cohesive design flow. This is the standard Dark Platinum with Bright Smoked Satin pinstriping color. (Harley-Davidson/)2023 CVO Street Glide The visual changes on the CVO Street Glide may feel minor at first glance, but there’s substantial refinement from its immediate predecessor. Unmissable is the Glide’s updated batwing fairing which retains the iconic “T” layout, but streamlines its silhouette, with the split-stream vent now fully integrated into the design. As a distinctive design element, the LED headlamp takes on a new shape with its amber LED turn signals now integrated into the left and right lamp elements for a cleaner overall look. Additional LED elements swoop outward from the main lamp along the left and right sides of the fairing for a dramatic effect. The combination rear brake/tail/signal lighting now moves to between the rear fender and the saddlebags, and for even more drama, the lighting stays illuminated for 10 seconds after you shut the bike down. Related: 2023 Harley-Davidson CVO Street Glide 121 Revealed The batwing fairing‘s slip-stream vent is now integrated and a new adjustable center allows riders to dial in airflow. (Harley-Davidson/)The new fairing also gets a “floating” windshield design with a new adjustable control vane in the fairing center vent of both models, allowing the rider to dial in their airflow, thus balancing air pressure behind the fairing to minimize helmet buffeting at speed. Air deflectors on the fork skirts of the CVO Street Glide can be tweaked to reduce wind turbulence to the rider’s head as well. There are other subtle design details on both as well, including briefer front fenders, a new 6-gallon fuel tank with a distinctive side bevel, and reshaped saddlebags designed to better flow with the fairings and fuel tank. The new Combo Cast Laced wheels make a bold custom statement with a black machine-cut cast-aluminum rim and laced spokes. Like the CVO Road Glide, the Street Glide will come in two finish options. Improved ergonomics include a redesigned seat for both models, set at 28 inches off the ground. The new saddlebags appear more compact, but actually have slightly more volume for speakers and cargo. (Harley-Davidson/)Ergonomic issues have been addressed on the new CVO Street Glide as well, with a redesigned seat and padding shaped to place rider’s hips in a neutral position reducing fatigue on the back and neck. The front brake lever is also adjustable for reach to better match rider hand size or preference, and the standard heated grips can be temperature-adjusted on the grip or through the infotainment display. As for that infotainment, say goodbye to the Boom! Box; you’re now looking at a 12.3-inch TFT touchscreen that’s 90 percent larger diagonally than the outgoing unit and replacing most of the switches on previous CVOs. It’s powered by a new operating system called Skyline which has a fancy new voice recognition system and supports Bluetooth and Apple CarPlay (but not Android as of press time) as well as a host of other add-ons. Both CVO models are also equipped with a premium, high-performance Harley-Davidson Audio powered by Rockford Fosgate Stage II audio system buttressed by a new four-channel, 500-watt RMS amplifier and supported by 6.5-inch fairing speakers and Stage II three-way 5 x 7-inch saddlebag speakers. Related: Harley Releases Ride Routes to 120th Anniversary Festival Say hello to a new 12.3-inch touchscreen on both CVOs, powered by the new Skyline OS. The four ride modes (a CVO first) can also be accessed from this screen. (Harley-Davidson/)That new touchscreen is also the gateway to four new selectable ride modes, a first for the CVO Street Glide and CVO Road Glide models. Each mode (Rain, Road, Sport, and Custom) is configured to deliver a specific combination of power, engine-braking, Antilock Braking (C-ABS), and Traction Control (C-TCS) intervention. In addition to the cornering ABS and cornering traction control systems, both of the new CVOs also include Cornering Electronically Linked Brakes (C-ELB), Cornering Drag Torque Slip Control (C-DTSC), Vehicle Hold Control (VHC), and Tire Pressure Monitoring (TPMS). Classic sharknose fairing gets a bold new update on the 2023 CVO Road Glide, with a more aggressive snarl and new LED headlight arrangement with integrated turn signals. (Harley-Davidson/)2023 CVO Road Glide The 2023 CVO Road Glide model gets all of the same engine, suspension, lighting, and electronics improvements as the Street Glide, and many of the ergonomic ones to boot. Where things clearly diverge is in the visual arena and some styling differences and smaller details. The classic Road Glide sharknose fairing, for example, gets an aggressive update with more angular shapes. You can see how the rear edge of the new fairing ties in with the fuel tank shape, and the lower part of the fairing to the front engine cylinder, while the pinstriping echoes some of the saddlebag design. A single LED headlamp gets a wide, horizontal shape and gives the illusion of having twin elements, riffing on a key feature of previous Road Glides. The “W” shape of that forward lighting is a dead giveaway, though the amber turn signals are now integrated with the outer part of the main lighting, thus ditching the previous bullet turn signals. The new saddlebags appear more compact, but actually have slightly more volume for the Stage II 5 x 7-inch saddlebag speakers and cargo. (Harley-Davidson/)The CVO Road Glide shares most of its other basic surface shapes with the CVO Street Glide too, though it gets new adjustable vanes at the rear edge of its fairing which H-D says can be used to adjust airflow air to the rider’s torso for desired comfort. The CVO Road Glide handlebar has a wider, flatter bend than the previous shape, which puts the rider’s hands in a more natural position for long-haul riding and also enables 27 degrees of adjustability. On both bikes, Harley says dry weight has been reduced quite a bit by using different materials and processes. Weight savings are 31 pounds for the CVO Street Glide and 35 pounds for the CVO Road Glide, compared to the older models they replace. Like the CVO Street Glide, the CVO Road Glide will be offered in two options. This here is the higher-priced Whiskey Neat/Raven Metallic color. (Harley-Davidson/)“With the all-new CVO Street Glide and CVO Road Glide models, our mission is to advance every aspect of the Grand American Touring motorcycling experience,” said Jochen Zeitz, chairman, president, and CEO of Harley-Davidson. “These models set a new standard for Harley-Davidson performance, technology, and style, accelerating the evolution of the world’s most desirable motorcycle brand.” The new 2023 CVO Street Glide from the rear. Base MSRP is $42,999. (Harley-Davidson/)The new CVO Street Glide and CVO Road Glide models will be offered with two paint/finish choices. The standard Dark Platinum with Bright Smoked Satin pinstriping and color-matched inner fairing is set against a black powertrain and air cleaner with chrome accented engine inserts. Lower rocker boxes, pushrod tubes, and exhaust are also finished in Scorched Chrome; Adversary Collection accessories are finished in black powdercoat with machined highlights. The next option triggers an additional charge, though H-D does not give that cost. The Whiskey Neat/Raven Metallic two-tone color is hand-applied and gets a color-matched inner fairing. The powertrain and air cleaner are black with orange accents on the engine inserts, while lower rocker boxes and pushrod tube collars are painted Whiskey Neat. Pushrod tubes and exhaust are chrome. Adversary Collection accessories feature a black and orange double anodized finish. The CVO Street Glide and CVO Road Glide models are set to reach Harley dealers globally in mid-July, with a base MSRP of $42,999. Both will make their US debut in Milwaukee during the Harley-Davidson Homecoming Festival, July 13–16, 2023, and will be available for demo rides at the H-D Pilgrim Road Powertrain Operations facility. 2023 Harley-Davidson CVO Street Glide/CVO Road Glide Specs MSRP: $42,999 (base) Engine: 1,977cc, liquid-cooled, 45-degree V-twin; 4 valves/cyl. Bore x Stroke: 103.5 x 117.5mm Compression Ratio: 11.4:1 Transmission/Final Drive: 6-speed/belt Fuel Delivery: Electronic Sequential Port Fuel Injection Claimed horsepower: 115 hp (86kW) @ 4,500 rpm Claimed torque: 139 lb.-ft. (189 Nm) @ 3,000 rpm 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. Wheelbase: 64.0 in. Ground Clearance: 5.5 in. / 5.7 in. Seat Height: 28.0 in. / 28.1 in. Fuel Capacity: 6.0 gal. Claimed Wet Weight: 838 lb. / 862 lb Contact: harley-davidson.com Source

The Royal Enfield Hunter 350 comes standard with a centerstand and USB port. (Royal Enfield/Josh Shipps/)Affordable, inexpensive, reasonable… However you want to spin it, price-consciousness has always been a thing in the motorcycle world. Ask almost any motorcyclist and they’ll tell you a prime consideration in deciding what their next ride will be is MSRP. But a cheap bike isn’t always the best one either, once you factor in things like power, quality, or in short, bang for the buck. With that in mind we decided to cover a broad spectrum of the motorcycling universe for this list, while still staying under the $10,000 mark. To further narrow the parameters, we tried to avoid super-small displacement bikes (minis), Chinese knockoffs and narrow-focus entry-level examples. But a couple of cheapies still squeaked through because, well…they are good values for the money. That’s also not to say you should ignore time-tested stalwarts like Suzuki’s DR series, Kawasaki’s Versys or KLR, most of Royal Enfield’s lineup, or Yamaha’s XT and V-Star 250 models. But we endeavored to focus on newer models as well as bikes we’ve ridden more recently. All the bikes here are currently available in the US, with dealer networks that support warranties and repairs. Related: Ten Great Motorcycles Under $9,000 Classic good looks at a low price: Royal Enfield’s nimble new Hunter 350 rings in at under $4K. (Royal Enfield/)2023 Royal Enfield Hunter 350 | $3,999 Royal Enfield is renowned for its vast stable of über-affordable bikes, offering everything from standards to scramblers to adventurers, but the Hunter 350 gets our vote this year. For one, it’s the newest bike from RE to hit the US, and two, for under $4K you get an almost unbeatable feature set: an approachable roadster with attractive semi-retro styling, quick handling, a neutral riding position, and a versatile, tried-and-true 350cc engine. The Hunter employs the SOHC two-valve air-cooled powerplant originally used in the Classic 350 and Meteor 350, but thanks to a 400-pound claimed curb weight (30 pounds less than the Classic), this 350 feels more spritely at low to moderate speeds. Keep in mind we’re still talking about just 20.2 hp at 6,100 rpm and 19.9 lb.-ft. torque peak, so you’re not gonna win many drag races, but that’s not the intent. With neutral ergos, upright riding position and a relatively low seat height of 31.1 inches, the Hunter 350 should fit a wide range of riders, and if you’re not necessarily pining for the highest level of performance in any one category but yearning for a solid bike with gobs of character, the Royal Enfield Hunter 350 is worth a look. With features comparable to some of its Japanese competitors, CFMoto’s 300NK has more than just a low price tag going for it. (CFMoto/)2023 CFMoto 300NK | $4,199 We can hear the groans already. Yes, it’s a Chinese company, but before you go slagging CFMoto’s wares as subpar, consider the brand’s solid footprint in the States, its ties with KTM, and its fairly well-established dealer network; CFMoto has been selling CForce ATVs and ZForce side-by-sides in the US for years. An entry-level naked bike, the 300NK is meant as a direct competitor to Japan’s small-displacement models. Admittedly, it’s an apples-to-oranges proposition, but the 300NK does bring some comparable specs at a lower cost, with features like an upside-down fork, Bosch EFI, and a slipper clutch, along with standard ABS. Power comes from a 292cc single-cylinder liquid-cooled DOHC engine producing a claimed 29 hp at 8,750 rpm and 18.7 lb.-ft. of torque at 7,250 rpm, which stacks up to competitors like the Suzuki GSX250R (24 hp) and Honda CB300R (31 hp). An upright riding position and a seat height of 31.3 inches should appeal to newbies, as should the 300NK’s $4,199 price tag, which undercuts the Japanese bikes by close to $1K. Even if it’s not yet at the same level as those more established brands, CFMoto’s initial attempts are very nearly on par, as we noted in our first ride last year. And they will only get better. The Z400 isn’t the cheapest light-middleweight naked out there, but it offers engaging performance for new riders as well as more experienced pilots. (Kawasaki/)2023 Kawasaki Z400 ABS | $5,399 It’s hard to find fault with Kawasaki’s overachieving Z400 light-middleweight. For under $5,500, you get stripped-down streetfighter styling with the same, fun-loving 399cc engine found in its Ninja 400 stablemate, agile handling, and sharp aesthetics, all of which are guaranteed to serve up plenty of cheap thrills. The liquid-cooled 399cc parallel-twin engine delivers a linear powerband and a broad, flat torque curve that won’t spook beginners, but it can be ridden in anger when you absolutely need to. On the Cycle World dyno, we clocked 44.1 hp at 9,830 rpm and 25.1 lb.-ft. of torque at 8,250 rpm, better than Yamaha’s MT-03 (37.1hp on our dyno) and similar to Husky’s Vitpilen 401 (41.41 hp). The assist-and-slipper clutch aids in that extra-smooth power delivery, and while the Z400′s natural environment is the urban jungle, it wouldn’t feel too out of place on backroads or even a racetrack, though the ergonomics lean more to the upright side of the riding position equation. There’s a reason why the Z400 clinched Cycle World’s Best Lightweight Streetbike award back in 2020, and it hasn’t lost a step yet with its flickability and a fantastic engine that most riders won’t easily outgrow. Honda’s bestselling dual sport is a friendly, approachable ride that still manages to be highly competent on and off road. (Honda/)2023 Honda CRF300L | $5,399 Honda’s bestselling dual sport motorcycle has earned the title for a variety of reasons, but mostly because it’s so accessible. Except good luck finding one; based on anecdotal evidence (i.e., comments from y’all in these posts) there’s simply not a lot of available inventory out there. That’s due to the fact that the CRF300L packs big potential in a somewhat small package, even if it is focused more on fun factor than trying to keep up with the higher-performance, berm-busting competition. Whether you’re just starting out on the dirt, looking for a commuter that can also serve up weekend hijinks on the trails, or you just don’t want to make a five-figure investment, the CRF300L makes damn good sense. As dual sports go, not many bikes out there are as friendly, with tractable and predictable power delivery, plush suspension, and confidence-inspiring handling. While the Honda CRF300L’s 286cc single cranked out just 22.7 hp at 8,500 and 16.7 lb.-ft. of torque at 6,300 rpm on the Cycle World dyno, we still figure it may be one of the most capable motorcycles around. Despite those dyno numbers, this do-it-all dual sport will get you almost anywhere you want to go without fail, whether it’s on pavement or off-road. The KTM 390 Duke: Lightweight, flickable, and ready to take on the twisties. (KTM/)2023 KTM 390 Duke | $5,899 The 390 Duke may sport a sub-400cc displacement and a single-cylinder engine, but that’s partly what makes it a wolf in sheep’s clothing. In fact, Cycle World editors have called out the 390 for hitting a sweet spot of sorts: It’s “both a fantastic starter machine and a fun bike for an accomplished rider.” You can thank the ultracompact liquid-cooled 373cc single and a lightweight steel trellis frame, along with a surfeit of upper-shelf components and standard equipment, like a WP upside-down fork, ride-by-wire, a slipper clutch, and standard ABS…and even a Supermoto mode. The 390 Duke’s claimed 329-pound weight, 53.4-inch wheelbase, and a claimed 44 hp means plenty of maneuverability and power for beginners, but also more than enough capability to pry huge grins out of any rider, no matter what their skill level is—which explains why this wee Duke has been a Ten Best winner two times in a row. In short, the KTM 390 Duke should not be underestimated, with its excellent power-to-weight numbers and very impressive ride quality along with a reasonable smattering of the latest tech. If you’re more adventurous, take a look at its dirtworthy relative, the highly competent 390 Adventure. MSRP is $7,399. Suzuki’s stalwart SV650 has been a proven performer and consistent entry on “bang for the buck” lists for decades. (Suzuki/)2023 Suzuki SV650 ABS | $7,849 Suzuki’s SV650 has been making “best bang for the buck” lists for years, and there’s no reason it shouldn’t again in 2023. With a list price of $7,849 for the ABS model, the bike continues to deliver a tasty combination of amiable manners, a comfortable riding position, better-than-you’d-think performance, and at the end of the day, pure riding pleasure. The stalwart 645cc DOHC V-twin engine’s powerband is wide and accessible enough for newbs while still shoveling out enough oomph to sate more experienced types. It’s all packaged in a steel tube trellis chassis that’s also responsive yet neutral-handling, giving pilots a stable ride in most conditions. Also unusual for the class is a low 30.9-inch seat height, which can help nervous novices plant their boots at a stop. What’s more, you won’t find any electronic rider aids to distract you from the ride; even the throttle is cable-operated. We’re not sure if this is a plus, but for those on a really tight budget, Suzuki also offers the SV650 in a non-ABS version. Its $7,399 price tag means it will be that much easier to snag one of Suzuki’s bestselling models, and one that you likely won’t outgrow for some time. Yamaha’s MT-07 has it all—sharp handling, torquey engine, and low price. Plus it’s a blast to ride. (Yamaha/)2023 Yamaha MT-07 | $8,199 Here’s another bike that has consistently made “best of” rundowns of late, and even with a few changes, it will easily make this one. Yamaha’s highly recommended MT-07 naked bike has come to define the modern UJM, and even though its 689cc parallel twin was updated in 2021 to meet Euro 5 emissions standards, the CP2 engine remains engaging for riders of every skill level, with plenty of low- and midrange grunt on tap. And don’t call it a budget bike; the 689cc parallel twin (recording 67 hp at 8,700 rpm on the CW dyno) will still be more than happy to go into hooligan mode in the right hands. That doesn’t mean less experienced riders can’t be happy either, thanks to a linear powerband and predictable throttle response. Add in the nimble handling, torquey power delivery, accessible ergonomics, and a reasonable price for the whole package and it’s easy to see why the MT-07 holds broad appeal for novices and experienced pilots alike. The fact that the MT doesn’t rock the latest rider tech doesn’t seem to matter; the only electronic aid you’ll find here is non-switchable ABS, which is a testament to its sheer mechanical goodness. That could be the reason the MT-07 is Yamaha’s highest-selling motorcycle, with sales figures that back up its reputation. Although its MSRP is under $9K, the Triumph Trident 660 still manages to offer excellent performance and versatility. (Triumph/)2023 Triumph Trident 660 | $8,595 Spirited but well-mannered, ready to rip but easy to use: That’s how you could describe Triumph’s new Trident 660 roadster. Upon its debut last year, we called it “most approachable, both in price, ergonomics, and engine character” which should give you some idea of its better qualities. The Trident’s all-new liquid-cooled DOHC 659cc inline-triple is notable for a user-friendly power delivery so newbies need not fret, but the bike doesn’t necessarily skimp on modern tech either, including ride-by-wire technology, traction control, ABS, and even a TFT display with Bluetooth connectivity. The bike is extremely approachable for less experienced riders, with a torque curve that’s broad and flat, making it easy to dial on the acceleration from almost anywhere. That said, cracking open the Trident’s throttle is sure to be on the list for more experienced riders, thanks to its addictively engaging triple-trumpet exhaust howl. As for handling, we remarked that the Trident is sure to inspire confidence, with “a light flickable feel” and an unintimidating, stable quality at low speeds. Add up Triumph’s careful attention to build quality, a solid suspension, a modern electronics package, and the under $9K MSRP, and the result is a compelling choice for newer riders or even those looking for another bike in their garage. The Moto Guzzi V7 remains a classic retro standard that balances performance, style, and rideability with some quirkiness. (Moto Guzzi/)2023 Moto Guzzi V7 Stone | $9,190 Looking for a fun to ride European middleweight with a heritage dating back 100 years? Moto Guzzi is your only choice, with the added bonus of several models in its V7 series ringing in at under $10,000. Guzzi gave its long-running V7 line a well-deserved update in 2021 and the new 853cc Euro 5–compliant engine has made a notable difference in a bike we already liked for its light handling and minimalist styling. The engine is noteworthy not just for its increased volume but also for its new oversize exhaust manifold layout, and the improvements matter; we’re looking at a claimed 65 hp at 6,800 rpm (up from the previous 52 hp) and Guzzi says the latest V7s accelerate faster too. Updates in the gearbox, suspension, and frame also make this a more refined machine than previous generations, with ABS and traction control included as standard features. That said, the V7 is still pretty old-school in terms of rider aids; there are none, other than the aforementioned ABS and TC, but then that’s part of the charm. The V7 is still an attractive, retro-ish standard, and its unique traverse twin layout, shaft drive and classic good looks help distinguish the Goose in a sea of look-alikes. Brisk power coupled with up-to-date tech and unique styling make the Honda Rebel 1100 stand out in a sea of wheezy V-twins. (Honda/)2023 Honda Rebel 1100 | $9,499 Sure, you can get a perfectly competent midsize V-twin cruiser for around $8K, but you’d be sacrificing the added power, modern features, and sheer practicality of the Rebel 1100. You won’t get a V-twin on the Honda either; the Rebel 1100 uses the tried-and-true 1,083cc parallel-twin Unicam engine from the previous Africa Twin adventure bike, retuned with a heavier flywheel for more of a cruiser lope. But you get four ride modes, LED lighting, ABS, and traction control, and there’s even an optional dual-clutch transmission (DCT) that operates the six gears automatically without a clutch lever. What’s more, the bike weighs less than 500 pounds, costs less than $10,000, and can hit 80 mph in third gear. Like most Rebels, the 1100 is also super-accessible, with a low 27.5-inch seat height and well-balanced, neutral handling characteristics for confidence at low speeds. The Rebel 1100 is more expensive than the majority of its competition, but it’s also better equipped and more powerful than most other cruisers in the class, with throttle-by-wire, a USB-C outlet under the seat, and traction and cruise control in addition to the four ride modes. The Rebel’s fresh, more modern style also means you can leave the conchos and fringe at home. Source

The 400cc class continues to heat up with the recently launched CFMoto 450SR-S. (CFMoto/)Only weeks ago in April we revealed the first leaked photo of CFMoto’s planned 450NK roadster, now it’s been officially launched along with an array of other updated models at the Motor China show in Beijing. The 450NK is, as expected, a naked derivative of CFMoto’s 450SS parallel-twin sportbike, with styling that’s closely related to the KTM-powered 800NK that was revealed earlier this year. Compared to the image leaked in April, the production bike has slight changes including new paint and graphics, with a blacked-out fork instead of the gold ones seen in the earlier photos and a choice of colors. However, the specifications are just as expected. Key elements of the bike include the 449cc parallel twin, with a 270-degree crank for a characterful firing interval similar to a 90-degree V-twin. It puts out 50 hp at 9,500 rpm and 28.8 lb.-ft. of torque at 7,600 rpm. With only a claimed 364 pounds to pull, that should be a recipe for decent performance. The 37mm inverted fork and a single 320mm disc with a four-piston radial J.Juan caliper should give handling and stopping power to match. The naked CFMoto 450NK has been officially launched. (CFMoto/)CFMoto claims a fairly low seat height of 31.3 inches, the addition of traction control and ABS, plus a slipper clutch, which should all help make it easy to handle for the sort of inexperienced riders who are likely to be its main target. Although delivery dates have yet to be announced, the 450NK has already appeared in US type-approval listings as a 2024 model, so we can be certain it will be reaching these shores in the next few months. Another new CFMoto that was previously leaked in approval documents is the 450SR-S, a higher-spec version of the 450SS already sold here, with a single-sided swingarm and other improvements to set it aside from its sibling model. As well as the new swingarm, the SR-S gains a larger 240mm rear disc, up from 220mm, and features traction control as standard. Automatic headlights and a new instrument panel with a phone mirroring setup are also fitted, as well as a new, adjustable rear shock. To show off the exposed rear wheel, the exhaust is revised with a lower, belly-mounted muffler instead of the 450SS’ upswept design. However, there’s a slight weight penalty to pay for the single-sided arm, with the SR-S coming in at 372.5 pounds, up from 370 pounds for the standard model. CFMoto’s Papio XO Adventurer goes head-to-head with Honda’s Monkey. (CFMoto/)Yet another bike that was leaked in April was the CFMoto Papio XO-2, and it’s also been given an official debut in China, under the name Papio XO Adventurer. It’s a retro-inspired, adventure-style minibike that sits alongside the sportier-looking Papio XO Racer. Both share an identical 126cc, 9.4 hp, air-cooled single and target the same market as Honda’s Grom, but with a retro twist. Perhaps as a nod to the Honda Monkey, Ape, and Gorilla models, Papio translates to Baboon. The XO Adventurer is mechanically the same as the XO Racer but gets more deeply treaded tires, fractionally more ground clearance at 6.2 inches instead of 5.9 inches, a lower 29-inch-high seat, and wider, taller bars. It also loses the Racer’s half fairing and stepped seat unit in favor of a one-piece seat and fork-mounted headlights. At the Motor China show, CFMoto also unveiled both versions of the Papio XO fitted with tiny sidecars, complete with flip-up headlights, but it’s not yet clear if those will be offered as options. Since the standard, modern-style Papio is already offered for sale in the US, with the same engine as the XO models, there are few barriers to the new versions being brought here in the future. All we can say about the sidecar-equipped Papio, is rad! (CFMoto/)CFMoto also used the Motor China show to reveal an upgraded version of its flagship 1250TR-G tourer, which is still available only in China, and even there only sells in small numbers thanks to a price tag that’s equivalent to more than $14,000. It’s powered by a 1,279cc V-twin derived from the KTM LC8 design, making 141 hp to be one of the most powerful motorcycles ever made in China. The latest version includes a rear-facing radar system, blind-spot monitoring, and lane-change assist, plus a huge 12.5-inch screen with Apple CarPlay tied to a JBL audio system. Keyless start, hill-start assist, cornering ABS, and tire pressure monitoring are also all standard, but despite a spec that appears to be competitive on a global level, there’s currently no indication that CFMoto plans to offer the 1250TR-G to export markets. CFMoto’s 1250TR-G is one of the most expensive motorcycles available in China. (CFMoto/)Source

Developed, built and for sale only in India will be the brand-new Harley-Davidson X440. (Harley-Davidson/)Back in 2020 Harley-Davidson completely rethought its position in the vast Indian motorcycle market. After a decade of chasing sales there—extending to assembling bikes in the country and even developing the Street 500 specifically for the Indian market—Harley announced in September 2020 that it was pulling out of the country. Just a month after that announcement, in what seemed like a screeching U-turn, Harley inked a deal with India’s Hero MotoCorp to let it take on distribution of its motorcycles and to “develop and sell a range of premium motorcycles under the Harley-Davidson brand name.” The Harley-Davidson brand has been licensed to Hero MotoCorp for India. (Harley-Davidson/)The Harley-Davidson X440 is the first of those Hero-developed bikes. A Harley-Davidson that isn’t just being manufactured in India but was also designed there, using the Harley name under license. It’s a solution that seems jarring on the surface, allowing another bike company to use what’s arguably the most famous name ever seen on two wheels, but from another perspective it’s a win-win agreement for both companies involved. For Hero—already the world’s largest motorcycle manufacturer by volume, and with a dominant market share in India—there’s the appeal of a move upmarket, where profit margins get wider. For The Motor Company, which has already appreciated the difficulty of getting a foothold in India, even going to the extent of developing bikes specifically for that market with the Street 500, it’s a low-risk way to get riders in one of the world’s largest motorcycle markets onto bikes wearing its badges. It’s an arrangement that’s not entirely dissimilar to the one Triumph has with Bajaj. Just as Hero has taken on Harley’s distribution and sales network in India and is developing new bikes to carry the Harley name there, Bajaj has done the same for Triumph’s Indian operation, and will soon release the first of a range of Triumph-branded single-cylinder machines. Power comes from a small-displacement air-cooled single around 440cc. (Harley-Davidson/)Neither Hero nor Harley has revealed technical details of the X440, but pictures of the finished bike have been released. It was teased back in April, as the HD 4XX, when staged “spy” photos were delivered to the Indian press, and now the official images confirm that it’s going to be called the X440, suggesting a capacity of around 440cc. The “X” nomenclature matches Harley’s other tie-in project, with China’s Qianjiang, which now manufacturers the parallel-twin X350 and X500 models, both based on existing engines and frames used in the QJMotor and Benelli model ranges but wrapped in Harley-specific styling. Those bikes are aimed at China and other Asian markets, while the X440 takes a different approach for India. The Harley-Davidson X350 is built by Qianjiang for Asian markets. (Harley-Davidson/)Unlike the relatively sophisticated X350 and X500, with their liquid-cooled twin-cylinder engines, the X440 has an air-cooled single—a format that’s still very much the favored design in India. Simplicity can be seen as an advantage, not a drawback; after all, Royal Enfield’s age-old 350cc singles have been bestsellers in India for years and are likely to be the X440′s main target. Despite the lack of official specifications, there are enough clues to make educated guesses as to the bike’s performance. The rev counter reads to 8,000 rpm, for instance, suggesting peak power will arrive somewhere in the 7,000 rpm region, and a look at other, similarly sized air-cooled singles suggests something in the region of 35 hp is as much as we can expect. That might not be much, but since Enfield’s 350cc singles, as used in the Hunter, Classic, and Meteor, are sub-20 hp, it’s more than enough to be competitive. However, this part of the market is about to get much hotter, with Royal Enfield developing a new Hunter 450 model and Triumph on the verge of announcing a range of Indian-made singles in a similar capacity class. The X440 is expected to compete for luxury buyers in India. (Harley-Davidson/)The chassis is as simple as you’d expect, with a traditional twin-shock design, but there is an upside-down fork and a single ByBre front brake caliper. ByBre is Brembo’s low-cost brand, and along with the Harley name and details like LED lighting and LCD instruments, it means the X440 is toward the luxury end of the mainstream Indian motorcycle market. One thing that’s sure is that the X440 won’t be sold here. The Indian market is large enough on its own to support the design and development of bikes specifically for it, and the deal between Harley and Hero is specific that the Hero-designed Harleys are for India alone. As such, fears that the Harley-Davidson brand could somehow be tarnished by the existence of a small-capacity, affordable, low-performance bike are likely to be unfounded. Source

It’s official: Honda is bringing the scrambler-style SCL500 (née CL500) to the US for 2023. The bike will be available in two colors (Candy Orange shown) starting this June. (American Honda/)After revealing its new Rebel-based CL500 “scrambler”-style bike last year in Milan, Honda is announcing that the same model will also be coming to US shores. At the time, we noted that the CL500′s 47 hp limit meant it was clearly aimed at riders operating within the EU’s tiered licensing system, but we also speculated that the bike’s appealing style (and history) would make it an easy fit for American markets as well. Turns out we didn’t have to wait long; Honda has officially confirmed the SCL500 will join its US lineup for the 2023 model year. Other than the slightly tweaked naming convention (it’s still called the CL500 in the UK and Euro markets, and even on some of Honda’s US press materials) this will be pretty much the same bike we saw at its debut last November. Maybe the additional “S” sounds more scrambler-y? In the same release, Honda also mentioned the return of several models to the 2024 US lineup, some with notable updates. The Shadow Phantom cruiser, for one, gets styling and performance upgrades, while its classic counterpart, the Shadow Aero, marks a more subtle return, with a new color. Meanwhile the versatile (and renamed) ADV160 scooter gets more power as well as improved ergonomics. Related: 2023 Honda CL500 First Look Packing the same 471cc parallel-twin engine as the Rebel 500, the SCL’s scrambler stance means it has undergone modifications to the frame, tank, and suspension. (American Honda/)2024 Honda SCL500 Despite the new name, the SCL500 retains all the same foundational bits from last year’s initial reveal: the main frame and engine of the Rebel 500 recast into a motorcycle with more rearset footpegs, a higher exhaust, and a taller, flatter double seat (although the subframe is new in order to accommodate the taller seat and repositioned shocks). The result is retro-light, in the form of a simple, stripped-down bike with all the usual “scrambler” design cues, like a ribbed saddle, chunky tires, a high-routed exhaust, upright riding position, and twin shocks. Tank pads, fork gaiters, and blacked-out mechanical components are a nod to current styling trends. The taller seat is still just 31.1 inches off the ground. (American Honda/)Of course, Honda made its mark on the US with a similar template back in the 1960s when bikes like its CL72 made the scene, so we shouldn’t be surprised by the retro aesthetic on the SCL500. Clearly, the bike is more aimed at a user-friendly experience, with a sub-50 hp, 471cc parallel-twin engine snatched right off the Rebel 500, a manageable weight of around 420 pounds for easy handling, and in-vogue styling which includes things like fork gaiters, tank knee pads on the reshaped fuel tank, chopped fenders, and blacked-out mechanical components. Standard ABS and LED lighting sell the safety angle somewhat, but concessions to price, like a nonadjustable telescopic fork, single disc brakes, a smallish fuel tank, middling suspension travel, and no electronic rider aids, also make it clear that the target demographic for the SCL500 is a recreational street rider rather than a berm-ripping enduro jockey. Not that there’s anything wrong with that; Honda is embracing the whole “personalization” angle on this particular bike, nudging prospective buyers toward a fairly robust catalog of aftermarket accessories designed especially for the SCL500. That includes items like a mini “rally”-style fairing, a tall front fender, racks, and entire Rally and Tour Pack collections to expand luggage capacity. The bike will be available in two colors—Candy Orange and Matt Laurel Green Metallic—when it hits dealerships later this month. We have a feeling the SCL500′s approachable vibe, attractive aesthetic, and reasonable price tag—Honda has quoted an MSRP of $6,799—will make for a pretty compelling package on the showroom floor. Honda is rolling out more than 20 accessories in support of the SCL500, with everything from mini fairings to seats to luggage. (American Honda/) Say hello to the 2024 Shadow Phantom, now with disc brakes front and rear (but still just five speeds). Deep Pearl Gray Metallic color shown. (American Honda/)2024 Honda Shadow Phantom If you’re thinking the Phantom hasn’t been updated in, like, forever, you wouldn’t be too far off the mark—at least in motorcycle terms. Honda’s bobber-style middleweight has been rumbling along untweaked for going on 15 years now (if you don’t count color changes, which we don’t), packing the same liquid-cooled 745cc V-twin engine stuffed into a steel frame balanced between two wire-spoke wheels and blacked out to the moon. Five-speed transmission? Check. Shaft drive? Check. But hold onto your engineer boots; for the 2024 model year, the low-riding cruiser is actually seeing some updates, even if they’re minimal. For one, it’s actually getting some more visual depth in the form of a new two-tone gas tank. And on the ergonomic front, we’re seeing a new handlebar and handlebar clamps as well as an updated, sleeker single seat to enhance rider comfort (an optional passenger seat and pegs can also be added). There are a couple of small cosmetic updates as well, with new headlight and air-cleaner covers, updated display instruments on the tank, new LED turn signals, and machine-cut cylinder head fins to give the styling a bit more of a modern punch. And speaking of modern, we’re finally getting to see a disc brake to replace the drum at the rear of the Phantom, which is a more than welcome development (the Phantom’s sibling, the Shadow Aero, also gets new colors and a new disc rear brake for the 2024 model year). There’s also a new ABS version of the Phantom available, though it’ll cost you an additional $300 (and the non-ABS version will not be available in California). The 2024 Shadow Phantom will come in Deep Pearl Gray Metallic and Orange Metallic and be available in June. MSRP is $8,399 for the base model and $8,699 for ABS. The 2024 Shadow Phantom’s styling updates include reshaped fenders, a revised seat, and machine-cut cylinder head fins. An ABS option is available. (American Honda/) The ADV150 returns as the ADV160 for 2024, featuring a bigger engine, and a revised frame with a lower seat and more storage space. (American Honda/)2024 Honda ADV160 Honda didn’t provide as much info on the 2024 ADV160, but clearly the name change says it all; the ADV150 has gained 10cc for the new model year. According to the release, the “ADV160 touts a new, larger-displacement engine that delivers improved performance and reduced emissions,” which the bike first received for the Asian market last year. Now those upgrades are also coming to the US with the new four-valve eSP+ engine boasting a 156.9cc displacement, which is up 7.6cc from the previous 149.3cc two-valve unit. That may not sound like much, but Honda says the air-intake/exhaust system is optimized, with ample torque in the low and middle rev ranges, giving the ADV160 more power to make it freeway-legal in most states. But that’s not the only notable update; the ADV scooter also gets a new frame giving it a seat height 0.6 inch lower than before (now 30.1 inches), while the reshaped seat makes it easier for riders to touch the ground. The handlebar has been correspondingly lowered to maintain a comfortable riding position. The underseat storage space also increases by 2 liters (for a total of 30 liters), and the adjustable windscreen is now taller to give riders more protection. Last but not least is the addition of the Honda Selectable Torque Control (HSTC) rider aid that we’ve seen on bigger-ticket Honda sport and adventure models; it’s now standard on this versatile scooter which will be available in July for an MSRP of $4,499. The SCL500 in Matt Laurel Green Metallic. (American Honda/)2023 Honda SCL500 Specs MSRP: $6,799 Engine: DOHC, liquid-cooled parallel twin; 4 valves/cyl. Displacement: 471cc Bore x Stroke: 67.0 x 66.8mm Compression Ratio: 10.7:1 Transmission/Final Drive: 6 speed/chain Claimed Horsepower: N/A Claimed Torque: N/A Fuel System: PGM-FI electronic fuel injection w/ 34mm throttle bodies Clutch: Wet, multiplate slipper/assist Management/Ignition: Electronic Frame: Steel diamond Front Suspension: 41mm fork; 5.3 in. travel Rear Suspension: Twin shocks, preload adjustable; 5.7 in travel Front Brake: 2-piston caliper, 310mm disc w/ ABS Rear Brake: 1-piston caliper, 240mm disc w/ ABS Wheels, Front/Rear: Cast aluminum alloy Tires, Front/Rear: 110/80-19 / 150/70-17 Rake/Trail: 27.0°/4.3 in Wheelbase: 58.4 in. Ground Clearance: 6.1 in. Seat Height: 31.1 in. Fuel Capacity: 3.2 gal. Claimed Curb Weight: 419 lb. Contact: powersports.honda.com Source

Lightweight adventure motorcycles like the KTM 390 Adventure are a great option for new riders looking to get out and explore. (KTM/)So what’s an adventure bike (ADV), exactly? Whatever you say it is! Because in theory, you can ride from Fresno to Fairbanks on a 1975 Gold Wing, throttle a ‘99 Sportster sporting knobby tires from Colorado to Cabo, or even, as a YouTuber demonstrated, shred Moab on a Yamaha R6 supersport. And why not? Motorcyclists have famously forged their own paths over the decades. But what if you’re just starting to explore on two wheels? Fortunately, the motorcycle market—highly nuanced these days with everything from baggers to scooters, and from trail bikes to tourers—boasts a ready-made adventure-bike segment. And happily, it incorporates easy-handling lightweight to middleweight machines that are ready for long-distance on- and off-road travel. To suit, they typically feature wind protection, optional luggage, improved ground clearance, longer-travel suspension, and sometimes larger fuel tanks. Now, check out the assortment below—and then go! Honda CRF300L Rally The CRF300L Rally is the more travel-oriented model in Honda’s two-bike, CRF300L lineup and is a great option for the rider who wants to explore the trails but also appreciates the comfort provided by added wind protection. (Honda/)In 2013, Big Red kickstarted (or rather, electric-started) a fresh generation of lightweight dual sport Hondas with its inviting CRF250L. In subsequent years, this bred the CRF250L Adventure, which ultimately led to the CRF300L Rally. Think of it as the little brother to Honda’s globe-trotting Africa Twin and equally enjoyable CB500X. The CRF300L Rally distinguishes itself with a 286cc liquid-cooled single-cylinder engine and matching six-speed gearbox, super long-travel suspension (10.2 inches front and rear), and a large 3.4-gallon fuel tank to extend distances between stops. In keeping with its adventure aspirations, it also has a useful windscreen and rally-inspired bodywork. Best of all, though, the bike weighs just 331 pounds, ready to ride. For 2023, the CRF300L Rally retails for $6,149 with ABS $300 extra. Kawasaki KLR650 Adventure Mistakes happen, especially if you’re new to adventuring, which is why dependable, bulletproof bikes like the Kawasaki KLR650 are a great option for the unacquainted traveler. (Kawasaki/)A staple of free-spirited souls almost since the Pliocene Epoch, the KLR650 has excelled as a mechanism for budget-conscious traveling. Now further market segmentation yields the KLR650 Adventure, with added-value features including side cases, fog lamps, frame sliders, and a tank pad. Meanwhile, a 12-volt DC outlet and a USB port support the use of portable electronics. Sample the KLR and you’ll find plenty of power from the fuel-injected liquid-cooled 652cc single-cylinder engine, an affable personality, and the ability to haul a boatload of accessories, luggage, and gear. It’s all included for a low price of admission, too—$7,899 for the 2023 model, with ABS available for $300 more. Plus, as the largest-displacement bike in this group (albeit just fractionally), the KLR is by nature roomy (as well as plush-riding) for a big single—a real bonus when your stints in the saddle are long enough to empty the big 6.1-gallon tank. For newer riders who happen to have a shorter inseam, Kawasaki also offers the KLR 650 S with a lower, 32.1-inch seat height. KTM 390 Adventure KTM’s performance prowess shows through even in new-rider-friendly options like the 390 Adventure. (KTM/)Why would a motorcycle from a company with the slogan “Ready to Race” be right for new riders? In the case of KTM’s 390 Adventure, it’s not about racing so much as it’s about the fidelity and aptitude of the product. For instance, for its $7,399 MSRP, the 390 Adventure packs 373cc into a lightweight chassis, providing a favorable power-to-weight ratio for a good balance of acceleration and handling. Another asset is KTM’s adherence to narrow-diameter steel frame tubes. More compact than the aluminum extrusions and castings used on some other bikes, they help create a compact cockpit, enhancing rider comfort. True to KTM’s off-road provenance, the 390 Adventure has rally styling, an ergonomically designed fuel tank and side panels that improve the rider’s experience while standing on the pegs, and standard engine guards. Another positive for the 390 Adventure is the availability of KTM’s race-bred factory accessories, such as an Akrapovič exhaust, Rekluse clutch, quickshifter, and high-strength aluminum skid plate. Royal Enfield Himalayan The Royal Enfield Himalayan will happily carry you from one mountain pass to the other. (Royal Enfield/)Royal Enfield may not be the most well-known brand in America, but you can’t argue with its “Himalayan” model name for an adventure bike. That’s because India, where Enfields are manufactured, lays claim to some of the world’s tallest mountains. Which brings us to the machine seen here. Introduced in 2018, it shares a long-stroke 411cc air-cooled single-cylinder engine and five-speed gearbox with the Scram 411 but is outfitted specifically for adventure riding. As such, Himalayan features include 21-inch front and 17-inch rear wheels with dual sport tires, reasonably long-travel suspension (7.9 inches front, 7.1 inches rear), a skid plate, high-mounted fenders, front and rear pannier mounts, a windscreen, a stepped dual saddle, and more. Electronics include an LCD dashboard and dual-channel ABS that allows switching off the rear unit when riding off-road. For ‘23, the Himalayan carries an MSRP of $5,449. Suzuki V-Strom 650XT Adventure Suzuki’s V-Strom 650 lineup proves that practical performance never goes out of style, and the XT Adventure model has even more to love, making it a great option for the rider who wants to rack up some miles. (Suzuki/)When veteran literbike riders confide privately that their favorite touring bike is actually the V-Strom 650, that should tell you something about Suzuki’s middleweight legend. (Ask around, V-Strom 650 love is real.) Unsurprisingly, the V-Strom 650XT Adventure, which retails for $10,799, is further refinement of the excellence. The burliest bike in this group of ADVs, the V-Strom 650XT Adventure is powered by a 645cc 90-degree V-twin—liquid-cooled and sporting electronic fuel injection and traction control—spinning through a six-speed gearbox with an overdriven top gear for efficiency. Defining this popular middleweight are a touring fairing with adjustable windscreen, multifunction instrumentation, and aluminum side cases. Admittedly much larger than most of its single-cylinder competitors, the V-Strom 650XT Adventure is more for road than trail. But long dirt or gravel roads on the horizon? They just might be this bike’s sweet spot. Source

The Suzuki GSX-S1000GT and GT+ are capable sport-tourers thanks to a combination of great engine and chassis, modern rider aids, comfortable ergos, good wind protection, hard luggage (standard on the GT+ model), and an affordable price tag. The 2023 GT+ (shown) is now available in a brighter Metallic Triton Blue color option, alongside Glass Sparkle Black. (Suzuki/)Ups Relative light weight, a reasonable seat height, and sporting geometry make the GSX-S1000GT a more approachable and exciting touring option for riders who aren’t planning to head off-roadOne of the all-time great road-going inline-four engines is strong as everTechnology package features ride modes, ABS, traction control, cruise control, and a quickshifterDowns Rider aids are not managed by an IMUNonadjustable windscreenHeated grips don’t come standardVerdict The 2023 Suzuki GSX-S1000GT makes a strong case for sportbike-derived touring. A rock-solid chassis and a renowned motor emphasize Suzuki’s engineering brilliance, while modern tech means these Suzukis aren’t playing the catch-up game. No need for luggage? The Suzuki GSX-S1000GT comes without the hard cases that are standard on the GT+. Dedicated panels cover the mounting points but can be removed if you decide to add luggage at a later point. The 2023 GT is available in Metallic Reflective Blue for $13,349. (Suzuki/)Overview Over the past decade, there’s been a shift in the culture of long-distance motorcycling, as many riders have transferred their allegiance from sportbike-based sport-touring motorcycles to off-road-influenced adventure-tourers. For going the distance, it’s hard to argue with upright ergos, wide bars, and perceived go-anywhere capability. But when Suzuki introduced the GSX-S1000GT and GT+ for 2022, it was an excellent reminder that for lots of riders, unless heading off-road is a priority, 17-inch wheels and sportbike-like geometry are likely to be more fun, more of the time. The GSX-S1000GT is based on the GSX-S1000 naked bike and is powered by an updated version of the long-stroke inline-four from the renowned GSX-R1000 K5. Rider aids, a TFT dash, and a quickshifter bring the sport-tourer up to contemporary standards for the most part, though rider aids aren’t managed by an IMU. Extensive wind tunnel work gave the GT aerodynamic efficiency as well as a modern look. It’s a sport-tourer with real presence. The engineers in Hamamatsu know how to make a hell of an engine and a hell of a sweet-handling chassis. So despite being built to an attractive price point, the GT excels in the areas that most riders really care about. The GSX-S1000GT is the Suzuki sport-tourer many riders have wanted for a long, long time. Designers challenged themselves to give the GSX-S1000GT models a modern look. No shortage of lines here. It’s not all for looks though, as much of the bodywork was developed in a wind tunnel and shaped to move wind flow away from the rider. (Jeff Allen/)Updates for 2023 The GSX-S10000GT is unchanged for 2023 except for colors and pricing. The GT+ is available in new Metallic Triton Blue or Glass Sparkle Black, while the base model returns in Metallic Reflective Blue. The base model gets a $200 boost for 2023 while the GT+ is bumped up by $300. Pricing and Variants The 2023 Suzuki GSX-S1000GT has an MSRP of $13,349, while the GT+ has an MSRP of $14,099 and includes hard side cases. An optional touring windshield is available for the GT+ at no extra cost. Competition The sport-touring category has taken on many shapes and sizes over recent decades, meaning there’s something for everyone, regardless of background or styling preference. That being said, the GSX-S1000GT’s main competition comes in the form of Kawasaki’s Ninja 1000SX ($13,199), BMW’s R 1250 RS ($15,695), and Moto Guzzi’s V100 Mandello S ($17,490). The GT+ is the only bike in the group to come standard with side cases. OK with something that doesn’t have a sportbike-esque design? There are a number of other similarly priced, road-biased sport-touring models on the market, such as the Yamaha Tracer 9 GT ($14,999) and Triumph Tiger 900 GT ($14,995). The GT receives a host of changes to the 999cc K5-derived engine to improve tractability. The engine is exciting, flexible, and clearly of the GSX lineage. (Kevin Wing/)Powertrain: Engine, Transmission, and Performance The GSX-S100GT uses a heavily updated version of the 999cc long-stroke mill, derived from the GSX-R1000 K5. On CW’s in-house Dynojet 250i dynamometer, the GT produced 135.53 hp at 10,360 rpm and 73.15 lb.-ft. of torque at 9,190 rpm. Torque spread is flat and broad, boasting over 60 lb.-ft. of torque from roughly 4,750 rpm and doesn’t taper until the 10,000 rpm threshold for tractable and usable delivery. For reference, the last time we ran a true K5 on our dyno, it produced 156.9 hp at 11,500 rpm and 78.9 lb.-ft. of torque at 8,600 rpm. Iterative changes to the engine include new camshafts, which decrease lift and valve overlap. Retooled valve springs are matched to the new camshafts, while a revised cam-chain tensioner and tension adjuster reduce friction and improve durability. The shift shaft, clutch assembly, and engine cases are also on the list of new-for-’22 components. New electronic throttle bodies help smooth out the engine response, and the ride-by-wire setup opens the door to a suite of electronic systems. The GT is outfitted with a slipper/assist clutch and uses a close-ratio transmission borrowed from the GSX-R1000, with vertically staggered shafts to reduce overall engine length. Carryover items like this are a major indicator that Suzuki intended this sport-touring bike to place the emphasis on sport. Even though versions of this engine have been used for going on two decades, it remains one of the all-time greats for road-riding. The changes Suzuki made for 2022 only add to the experience. The engine is so flexible that on a typical twisting section of road, shifts are more of an option than a necessity. The bike sounds sporty too. Fueling is smooth and can be tailored per riding mode. In riding mode A, throttle response is a touch aggressive. In most situations, the B mode works great. The biggest benefit here is a smoother transition between on/off throttle, ideal for navigating traffic or working through tighter sections of canyon road where the throttle is on and off more frequently. Peak power is the same in all modes, including in the C mode (think of it as rain mode). The Suzuki may not light a fire under your behind like some of its competitors, but there’s more than enough power up top to experience the sport side of sport-touring. Suzuki’s proven, twin-spar aluminum frame offers up nimble handling and great road feedback, ensuring that the GT is fun to ride when the road tightens up. (Kevin Wing/)Chassis/Handling More connections to the GSX-R1000 are found in the chassis, the foundation of which is a twin-spar aluminum frame with relatively straight main spars that offer higher rigidity and lighter weight. The swingarm comes straight from the GSX-R1000, while wheels are unique to the GSX-S. So too are Dunlop’s Roadsport 2 radial tires (120/70ZR-17 at the front and 190/50ZR-17 at the rear). A much more obvious change is the addition of a bolt-on trellis-style subframe, which not only looks trick but adds structural support for two-up riding with luggage. The most accurate way to describe the GT’s chassis and handling manners is “well balanced.” Weighing in at a claimed 498 pounds, the GT+ is almost 16 pounds lighter than the Kawasaki Ninja 1000SX when measured without the standard side cases. The bike carries its weight well, though the touring-focused features tack on enough weight that the GT is a touch heavy when leaned into a corner or when flicked from side to side. This is likely the reason Suzuki incorporated a wider handlebar that gives the rider more leverage and less steering effort. The GT uses a 43mm inverted KYB fork and a shock with bespoke spring rates and damping settings. Stock settings are admittedly soft, allowing the bike to move around as you roll over the occasional bump in the road. Slowing the rebound front and rear keeps suspension movement to a minimum and helps keep the bike controlled regardless of road conditions. Worth mentioning is that the fork is fully adjustable, while the shock is adjustable for rebound and preload only. With suspension sorted, the bike is incredibly stable when leaned over, with good feedback through the chassis and an ability to hold its line. Consistent, sure-footed handling is important on any long tour where riders see countless corners, and that’s exactly what the GT delivers. Brembo front brakes don’t have an aggressive initial bite, but power ramps up through the pull and brings a loaded-down GT+ to a stop with relative ease. (Kevin Wing/)Brakes The GSX-S1000 uses Brembo Monoblock calipers up front with 310mm discs. ABS comes standard. Initial bite feels relatively muted, yet stopping power quickly ramps up and does a good job of getting the luggage-equipped bike slowed down. While it could be argued that a bike with “sport” in its DNA should have a stronger initial bite, the braking package is exactly what’s needed considering the inclement weather and mixed road surfaces encountered on the average tour. It’s a good thing to not overwhelm the chassis or tires when slowing all that weight down. Progressive braking power also limits the chance of surprising and overwhelming a passenger with a quick stab of the lever. Suzuki has once again found the balance between performance and comfort. Fuel Economy and Real-World MPG Fuel mileage numbers are not currently available for GSX-S1000GT models. Rider and passenger seats are designed with comfort in mind; the passenger seat sits 2.3 inches higher than the rider seat for better visibility. (Kevin Wing/)Ergonomics: Comfort and Utility The GSX-S1000GT has a tall handlebar and wide seat that creates a neutral, upright riding position. When positioned toward the front of the seat, riders will notice that the tank is a touch wide, but there are very few vibrations throughout, a testament to the efficacy of rubber-damped components. The bike has just enough character to remind riders that they’re on a motorcycle, but not enough to annoy them during a full day in the saddle. Passenger comfort is a bit of a question. The passenger seat looks thick and comfortable, but the relatively small surface area inspires speculation regarding just how many miles or hours a companion may want to spend on the back of the bike. The GT+ might be better for shorter two-up trips, with longer rides reserved for just the rider. A multiday, 500-mile trip of spirited riding is probably on the upper limits of what a passenger would want to subject themselves to. Upgrading to the GT+ gets you a true sport-touring machine with standard 26-liter side cases color-matched to the bike. These are capable of carrying a full-face helmet and can be removed in just seconds. A 2.75-inch taller screen that arches forward for reduced airflow to the rider is available at no extra cost. Unfortunately, the windscreen is nonadjustable. Cruise control and LED lighting come standard. Heated grips are available as an accessory. A centerstand is currently not available. The 6.5-inch TFT display is superior to LCD displays in that it makes it far easier to change ride modes and settings. (Suzuki/)Electronics Suzuki’s electronic rider aids bring the GSX-S1000GT into the modern era and features Suzuki’s Drive Mode Selector (SDMS) with three selectable ride modes, Traction Control (TC), Electronic Cruise Control (CC), and a bidirectional Quick Shift system (QS). The GT also uses Suzuki Low RPM Assist System, which helps with smooth launches by moderately increasing engine speed when pulling away from a stop. The Suzuki Easy Start System starts the bike with a single tap of the starter button. The simple, elegant TFT display provides a crystal clear view of important information, and is easy to navigate thanks to a well-designed switch cluster that most riders will adapt to in just minutes. Adjusting ride modes, traction control levels, and quickshifter settings can be done on the fly and with relative ease. Rapid clutchless downshifts are fun, and so is pulling away from a stop with absolute ease thanks to the Suzuki Low RPM Assist System. The quickshifter is among the best units on a road-going bike today and proves that Suzuki engineers are capable of developing serious electronic wizardry when assigned the task. Warranty and Maintenance Coverage The GSX-S1000GT comes with Suzuki’s standard one-year, unlimited-mileage warranty. Longer coverage periods with extended benefits are available through Suzuki Extended Protection (SEP). Perhaps not the most elegant switch gear ever, but as always, Suzuki emphasizes value (and performance) to suit a multitude of budgets. (Kevin Wing/)Quality While fit and finish isn’t as superficially high-quality as some of the competition, the GSX-S1000GT benefits from Suzuki’s reputation for reliability. With years of development behind it, the engine is practically bulletproof. The GSX-S will no doubt provide years of trouble-free touring. 2023 Suzuki GSX-S1000GT and GSX-S1000GT+ Specs MSRP: $13,349 (base model)/$14,099 (GT+) Engine: DOHC, liquid-cooled inline-four; 16 valves Displacement: 999cc Bore x Stroke: 73.4 x 59.0mm Compression Ratio: 12.2:1 Transmission/Final Drive: 6-speed/chain Cycle World Measured Horsepower: 135.53 hp @ 10,360 rpm Cycle World Measured Torque: 73.15 lb.-ft. @ 9,190 rpm Fuel System: Fuel injection w/ ride-by-wire Clutch: Wet, multiplate SCAS type; cable actuated Engine Management/Ignition: Electronic (transistorized) Frame: Twin-spar aluminum Front Suspension: KYB 43mm inverted fork, spring preload, compression and rebound damping adjustable; 4.7 in. travel Rear Suspension: KYB shock, spring preload, rebound damping adjustable; 5.1 in. travel Front Brake: Brembo 4-piston Monoblock calipers, dual 310mm discs w/ ABS Rear Brake: Nissin 1-piston caliper, 240mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 17 in./17 in. Tires, Front/Rear: Dunlop Roadsport 2; 120/70-17 / 190/50-17 Rake/Trail: 25.0°/3.9 in. Wheelbase: 57.5 in. Ground Clearance: 5.5 in. Seat Height: 31.9 in. Fuel Capacity: 5.0 gal. Claimed Wet Weight: 498 lb. Contact: suzukicycles.com Source

Three-wheeled motorcycles come in all configurations and sizes. (Can-Am/)Meet and greet motorcycling’s three-wheeler subset, the midway point between bikes and cars. These engineering oddities deliver the wind-in-your-hair (or rather helmet), bugs-in-your-teeth sensory rush of a motorcycle, and at least some of the dynamic stability of their four-wheel brethren. For manufacturers, three-wheelers offer significant regulatory leniency; since they are classified as motorcycles, they needn’t conform to certain automobile DOT rules, lowering costs and keeping the products less complicated in both construction and regulations. The variety of three-wheeled “motorcycles” stretches from Harley-Davidson’s trike lineup, which adds dual rear wheels to traditional motorcycle architecture, to Piaggio’s leaning MP3 530 HPE Exclusive scooter, and to the Polaris Slingshot, which marries an automotive-style powertrain and body design with a motorcycle-esque single rear wheel. The ride (or in some cases drive) experience is as varied as the designs, from a full-lean ride aboard the Piaggio, to the half-bike, half-quad rush that is the Can-Am Spyder. As such, when shopping for a three-wheeler, consider the ride experience you most want and then grade the competition from there. Here’s a variety of 2023 products we like. Can-Am Ryker & Spyder Bombardier is now in its 17th year producing a unique array of three-wheel Can-Am motorcycles. Available for 2023 are entry-level Ryker, sporty Spyder F3, and luxurious Spyder RT models. All three ranges feature dual front wheels, handlebar-type steering (power on all but the Ryker) via a linkage setup, and rear-wheel drive for their two- or three-cylinder engines. Power transmission is through either a six-speed semi-automatic or a constant variable transmission (CVT) with reverse, depending on model. 2023 Can-Am Ryker. (drew ruiz/)Starting at $8,999, the 600cc or 900cc Ryker adopts the styling cues of motorcycling’s hot “bobber” segment, with a low-slung (23.5- to 23.6-inch) solo seat and minimalistic rear-end styling elements. Clean, spare design work and affordability are key here. Three Ryker trims are available, including the premium Ryker Rally for $13,899. One notch higher in the lineup, the $18,499 Spyder F3 aims to attract performance-oriented riders. (Probably little coincidence that among car-racing fans, the F3 name has long been an abbreviation for the open-wheel Formula 3 class.) This one has a 1,330cc engine with a reported 115 hp. A total of five different Spyder F3 trims are available, peaking at $28,499 for the Limited Special Series. 2023 Can-Am Spyder RT Sea-to-Sky. (drew ruiz/)Atop Can-Am’s lineup for 2023 is the Spyder RT, starting at $24,699. With voluminous bodywork and comfort accoutrements such as a tall windscreen and expansive lockable storage, it is every bit the upscale touring bike. If you want it all, look for the Spyder RT Sea-to-Sky model with bespoke seats, upholstery, paint, and wind deflectors for $30,999. Harley-Davidson Trikes Among the current crop of three-wheelers, Harley-Davidson beats the others on heritage by a country mile. That’s because the 2023 Freewheeler ($29,999), Road Glide 3 ($32,999), and Tri Glide Ultra ($36,499) all owe their existence to Harley’s 1932 Servi-Car. Equipped with three wheels and a large trunk, this original utility motorcycle was intended for hauling and delivery work, and to be towable. But it also served in police departments—and stripped down and chopped, in a few biker “clubs…” 2023 Harley-Davidson Road Glide 3. (Harley-Davidson/)Fast-forward many decades, and the 2023 H-D trikes use The Motor Company’s familiar Milwaukee-Eight 114ci V-twin, powering through a six-speed gearbox to fat alloy rear wheels and 215/45R-18 tires (205/65R-15 tires on the Tri Glide Ultra). A sharknose fairing and bright LED lighting help distinguish the Road Glide 3, while the Tri Glide Ultra adds twin-cooling for the engine, a protective fork-mounted fairing, luxurious two-passenger seating, an electric reverse function, and more. Storage, a perennial advantage for three-wheelers, consists of a large rear trunk on all the H-D trikes, while the Tri Glide Ultra further adds a top case. 2023 Harley-Davidson Tri-Glide Anniversary. (Harley-Davidson/)Piaggio MP3 530 HPE Exclusive Launched 17 years ago, the MP3 started a new movement in motorcycling that never quite went mainstream. A highly creative product, the redesigned 2023 MP3 530 HPE Exclusive uses articulated front suspension and steering, backed up by a 530cc scooter drivetrain (with reverse gear added), to create a three-wheeler that leans into curves like a motorcycle. Electric starting and a CVT automatic transmission make operation simple, so once the engine is running, it’s generally a twist-to-go proposition. Triple disc brakes with ABS add confidence and security. At 617 pounds, this scooter is no lightweight, and so for stability when stopped or parked, the MP3′s suspension locks, holding the machine in an upright position. Piaggio’s MP3 530 HP excels in wet and cold conditions. (Piaggio/)Priced at $11,999, the revised MP3 includes lots more than just its three-wheel stance. Features include a keyless start system, bright LED lighting—a distinct safety advantage—a big TFT color instrument display, and a handy USB port for phone charging while you ride. As well, the “Piaggio MIA System” links smartphones with the MP3 to help you manage common mobile functions such as navigation, music, text messages, and calls. Polaris Slingshot Although it carries a motorcycle license plate, much about the Slingshot is quite carlike. The 2-liter, four-cylinder engine powers through either an “AutoDrive” automatic or a manual transmission and is managed by electronic traction control. Up front, independent double-wishbone suspension with coilover dampers directly mimic sports car construction. And inside are twin bucket seats equipped with three-point safety belts—and yes, a steering wheel. Resulting is a three-wheel “motorcycle” that drives like a car, with a claimed 1.02 G lateral grip! 2023 Polaris Slingshot S. (Polaris/)Five models populate the Slingshot lineup for 2023. These include the 178 hp Slingshot S, weighing in at 1,636 pounds and priced at $21,499. One level up is the Slingshot SL; carrying a $27,499 MSRP, it adds premium paint and a punchy Rockford Fosgate audio system. Next up is the hotter Slingshot SLR, priced at $30,399 and featuring a 203 hp engine, two-tone paint, and lighting upgrades. The top two models for 2023 are the Slingshot R, priced at $33,999 and boasting paddle shifters, Brembo brakes, and uplevel front-end styling, and the image-leading Slingshot Roush Edition, equipped with slotted brake rotors, a roll cage, and soft top, at $37,349. 2023 Polaris Slingshot Roush Edition. (Polaris/)The ride (or rather, drive) experience is more formula car than bike. Steering is quick and direct, the engine buzzes and growls through the chassis and seats, and the wind and road noise whip through the open cockpit; there’s no full windshield nor windshield wipers. As such, while it’s defined as a motorcycle, the Polaris Slingshot really channels Super Mario Kart. Ural Gear Up Ural’s famous three-wheeler has literally withstood the test of time, because its design theme harkens back to prewar BMW twins hauling their utilitarian sidecars. Priced at $21,999 for 2023, the Gear Up comes from a 749cc opposed twin (aka “boxer”), air-cooled but featuring modern electronic fuel injection. And providing a clue that the Gear Up is designed from the ground up for sidecar duty, the front suspension is a leading-link unit, engineered specifically for such use. Get a Gear Up and your dog (or friend) can sit side by side with you. (Jeff Allen/)Need to get yourself through the mud or out of a jam? Salvation comes from the Ural’s on-demand two-wheel drive. Just push a lever located at the right rear of the machine, and you’ve got it. Or another option: Engage neutral and then push a lever on the gearbox for reverse. In moments, the Gear Up becomes more than just a motorcycle with a baby buggy attached. Riding a “sidehack” rig requires a new skill set. You’ll quickly discover that the machine doesn’t lean into turns like a motorcycle—in fact, at speed it may lean or tilt toward the outside like a car—and that you also need to leave room for the sidecar unit on your right. Ferrying its 730-pound heft with its under-stressed engine, the Ural Gear Up isn’t fast (its recommended maximum speed is 70 mph); rather, it’s a mellow ride that’s capable of anything from Sunday rides to grand touring. Source

Will hydrogen power be the way forward for zero emissions for motorcycles? Major Japanese motorcycle manufacturers have formed an association to find out. (Kawasaki/)Numerous indicators now suggest that for motorcycles a transition from internal combustion to battery electric power won’t be easy. On four wheels, electric drive has acquired a degree of “green cachet” among those for whom the higher price is of little importance. No similar trend exists among riders of motorcycles outside the basic commuter category. Indeed, motorcycle manufacturers continue to design and release new models with internal combustion power. Despite a chorus of voices asserting that “batteries continue to improve by leaps and bounds,” the actual fact is that batteries remain too heavy to deliver the motorcycle’s traditional appeal of agility and rider unity with the machine. They take inconveniently long to recharge and suitable charging points can be hard to find. Now the four Japanese motorcycle manufacturers—Honda, Yamaha, Kawasaki, and Suzuki—have received a go-ahead from that nation’s influential Ministry of Economy, Trade and Industry to form a Hydrogen Small mobility and Engine technology research association to consider the possibility of powering motorcycles and other light power applications with hydrogen as an internal combustion piston engine fuel. Internal combustion engines are relatively easily converted to run on gaseous fuels such as methane or hydrogen. Related: EFuels Could Save Internal Combustion Engines This would allow such applications to eliminate the emission of the “greenhouse gas” carbon dioxide as a component of exhaust gas, making them as carbon-neutral as the operation of electric cars is. The exhaust from a hydrogen-burning internal combustion engine is water. This would allow continued use of existing engine production tooling (save for the fuel system, which would be specialized). And perhaps most importantly, it might allow motorcycles to retain their traditional character and appeal. The major problem with hydrogen is essentially that facilities for its large-scale production from non-petroleum sources or for its wide and convenient distribution do not now exist. The liberation of hydrogen from water by electrolysis requires that the same energy be invested as may theoretically later be realized when the hydrogen is used to produce power. It is for this reason that hydrogen is considered an energy carrier and is not an energy source. The source of energy presently planned for the future liberation of hydrogen in this way is the hoped-for “large excess of zero-carbon electricity from wind and solar power.” This “excess” does not at present exist either. Aside from the light-weight power applications described in the fourth paragraph above, there are also high duty-cycle applications such as long-distance trucking and harvest-time agricultural use for which hydrogen is seen as advantageous. The reason is that in near-continuous operations such as these, the recharging time of battery-electric power is a serious drawback. Bear in mind that when futurists speculate that new battery technologies may make possible “battery charging in seconds” it is necessary to compute from the necessary power flow the current that would be required. Related: Kawasaki Hydrogen Project Trademarked As an example, imagine a technology capable of supplying 80 percent of a Tesla auto battery’s 88kWh energy storage capacity in 10 seconds. This would require supplying 70kW for one hour, which is a wattage equivalent to about 94 hp (1 hp = 746 W), or wattage 360 times greater if we plan to charge the battery in 10 seconds (there are 3,600 seconds in an hour, so 360 is that number divided by our 10-second charging time). Our 10-second charging current would then equate to a rate of energy flow equal to 94 hp x 360 = 33,840 hp. A 200-amp home breaker panel at 240 volts provides a possible 48,000 watts of power, equivalent to 48,000/746 = 64 hp. Our notional 10-second charging time will therefore require 33,840/64 = 528 home electrical services, all operating at 100 percent of their capacity. The numbers become impressively large for the greater battery capacities required to power heavy trucks or agricultural machines. This makes it attractive to power such applications with fuels that can be put on board in minutes. At present, that is diesel fuel. In other possible futures, it could be hydrogen. Aside from the fact that large supplies of “green” hydrogen don’t exist, the other major drawback of hydrogen power is that the storage of hydrogen requires large volume. Liquid hydrogen, requiring extreme insulation to prevent it from boiling away before we can use it, contains only one-fourth as much energy per volume as does gasoline. If our original motorcycle has a 4-gallon gasoline tank, it will require a 4 x 4 = 16 gallon tank to carry equal energy in the form of liquid hydrogen. Add to that the necessary volume of insulation required. This is why artists depict notional future hydrogen-powered bikes as carrying large ADV-style top and side containers; they are there to carry the fuel. Also add the fact that cooling and compressing hydrogen to liquid form at -423 degrees Fahrenheit consumes energy equal to 30 percent of what’s contained in the hydrogen. This makes other storage systems look attractive. Perhaps we’d prefer to carry gaseous hydrogen in heavy pressure tanks at 5,000 or 10,000 psi? What else is there? There are solid materials into which hydrogen can be absorbed, and there also exist reversible chemical means of storing it. This is why the motorcycle manufacturers are forming a research association—to see if there is a practicable way to power future bikes with hydrogen. Source

Indian Scouts of all displacements and flavors boast some of the lowest seats for a full-size motorcycle. (Indian Motorcycle/)Let’s face it: Seat height can be a determining factor for many smaller, shorter, or novice riders out on the hunt for their next ride. Although having both paws firmly on the ground isn’t a prerequisite for good control of your machine, it certainly makes parking easier and goes a long way toward instilling confidence in newer riders. Traditionally, “inseam-challenged” riders have had a limited pool of bikes with low seats to choose from, and the category has long been dominated by cruisers, scooters, minibikes, or small-displacement machines. We tried to look beyond those usual suspects to include a wider variety of bike styles with 30-inch-and-under seat heights, but ended up adding a couple of taller entries to avoid having an all-cruiser list. Fear not; our list of eight bikes with low seat heights still pulls from the touring, adventure, and standard world as well as the expected cruiser and minibike categories. One of the taller entries here, the retro-flavored 2023 Ducati Scrambler Icon is still accessible to shorter riders without compromising on quality. (Ducati/)2023 Ducati Scrambler Icon | 30.7-in. seat (low option) | $11,285 Here’s the first of the outliers, or bikes with taller than a 30-inch seat height, and it comes with a caveat: The Scrambler Icon’s 30.7-inch-high perch is only achieved by ordering up the low accessory seat option, which adds $290 to the $10,995 base price. That said, it’s not a bad trade-off when you consider the standard equipment that’s already included on the Scrambler Icon; things like a sub-430-pound weight, LED lighting, two ride modes along with traction control and cornering ABS, and a claimed 73 hp from the 803cc L-twin engine. The bike has trimmed even more weight and the new seat is flatter and more tapered this year, while the narrow tank, mid-mount controls, and plush suspension give the Scrambler an approachable riding position and an agile quality on the move. Throw in the retro-modern scrambler good looks, a perfectly respectable spec sheet, and a reasonable price tag, and you can see why it’s a solid option. Related: Ten Great Small-Displacement Motorcycles for 2022 Harley’s Nightster brings nimble handling, a low seat, and a healthy power output from the liquid-cooled engine. (Harley-Davidson/)2023 Harley-Davidson Nightster | 27.8-in. seat | $13,499 Let’s just get this out of the way: Harley offers more than a dozen models with seats lower than 29 inches. Sure, most are cruisers, but don’t discount the Touring series, many of which offer seats around 27 inches high. But their heft and weight can be intimidating too, so we’re leaning toward the new Nightster as a better option for the inseam-challenged. For one, the bike is easier to handle at under 500 pounds fully fueled, and the mid-mount control arrangement makes for less awkward stops than forward controls. The flattish seat sits 27.8 inches off the asphalt and makes for an easy reach to the deck with stubby legs. Add a healthy power output from the liquid-cooled Revolution Max 975 engine (we wrung out 78.5 hp on our dyno), ride modes, staunch stopping power, and an easy-to-handle quality and you can see why the Nightster would be a good choice for any smaller rider. That said, if you’re absolutely set on a Harley cruiser, check out the Softail Standard. It may be close to 900 pounds, but the base Gold Wing still manages to offer a sub-30-inch seat height and supremely balanced ride. (American Honda/)2023 Honda Gold Wing Automatic DCT | 29.3-in. seat | $25,600 Incredible as it sounds, Honda’s hulking Gold Wing tourer serves up a lower seat height (29.3 inches) than its smallest model, the Navi (30.0 inches). Of course, the Wing displaces 1,700-plus cc more and costs an additional $23,000 over the Navi, but for all those extra digits, you get the legendarily smooth 1,833cc engine, throttle-by-wire, an automatic DCT transmission, and even a Walking mode, for when you really feel stuck in the parking lot. The seat is more than manageable for vertically challenged pilots (ask us how we know), while mid-mount controls and a pullback handlebar give you an easy reach to everything. The 5.5-gallon tank is definitely porky, but the Wing’s incredibly low center of gravity balances it out. The DCT and standard cruise control on the base-model Gold Wing Automatic DCT we are talking about here also mean a few less things to worry about on the open road, no matter what size you are. (All four Gold Wing trims have the same seat height for 2023). Plenty to choose from here; all seven of Indian’s Scout models have insanely low 25.6-inch seat heights. Base-model Scout shown. (Indian Motorcycle/)2023 Indian Scout | 25.6-in. seat | $10,749–$13,249 Talk about options: All seven bikes in Indian’s 2023 Scout series have the same über-low 25.6-inch seat height. Because they’re all based on the same platform, all you have to decide is how much power, weight, and bodywork you want on your particular model—as well as how much you’re willing to shell out. The Scout and its stable of siblings is one of the most powerful, accessible cruisers you can get, with a whopping 100 hp claimed for the full-size 1,133cc models, and 78 hp for the “Sixty” models, which pack a smaller 999cc engine and five speeds. The Rogue adds 19-inch wheels and a quarter fairing up front, and the Bobbers have fatter tires, but no matter which you choose, you’re guaranteed a low seat coupled with a high power output, as well as classic cruiser good looks. The seat and pulled-back handlebar are an easy fit for smaller riders, though the controls sit slightly forward and can be a stretch for short legs. It’s kind of cheating, but once configured with a low seat and low suspension the Ducati Monster+ rings in at 30.5 inches off the tarmac. (2021 model shown.) (Ducati/)2023 Ducati Monster+ | 30.5-in. seat (w/ low seat and lowering kit) | $13,485 | The second Ducati here has 111 hp, ride-by-wire with ride modes, traction control, a 4.3-inch display, full LED lighting, and weighs less than 400 pounds, so if you’re in the market for a sexy red Italian naked that’s compact and manageable but doesn’t skimp on performance, you could do worse than the Monster+. The least expensive model in the Ducati lineup (except the Scramblers) may not be a full-bore track weapon (though it can certainly hang), but the timeless styling, compact design, and light handling along with a robust spec sheet ticks all the right naked bike boxes. The latest-gen Monster has also received redesigned side surfaces that are narrower as well as a tapered seat in the leg area, making for easier stabs to the ground at a standstill. In stock form ($12,995) you’re looking at a 32.3-inch seat height, but the addition of the optional lower seat accessory drops it to 31.5 inches, while a lowering kit brings that down to 30.5 inches. More standard than classic, the Street Twin nevertheless serves up a perfectly manageable 30.1-inch saddle and a narrow waist for easier stabs at the road surface. (Triumph Motorcycles/)2023 Triumph Speed Twin 900 | 30.1-in. seat | $9,895 For 2023, Triumph rebadged last year’s 900cc Street Twin to the Speed Twin 900, but the standard-style bike is virtually unchanged save for its name (which is a bit confusing, since the Speed Twin 1200 doesn’t share the same overall design language). The Speed Twin 900 wears its ‘60s retro influences lightly, favoring a more minimalist approach than the other Bonneville-based models in the Modern Classic series, but you still get the benefits of mid-mount controls, an upright riding position, and a narrowish flat saddle perched only 30.1 inches off the ground—meaning all but the shortest riders should be able to flat-foot it on this Triumph. It’s also lower and lighter than its more classically styled Bonneville T100 brother but still delivers a claimed 64 hp, which will definitely get you where you want to go in short order. A neutral riding position, nicely composed suspension, and a stout Brembo brake setup makes this Triumph a terrific do-it-all machine. (As an aside, Triumph’s shortest bike is the Bonneville Bobber, which puts its seat at 27.2 inches off the pavement.) It’s classic cruising with the long-running, low-slung Shadow Phantom, at just 25.8 inches off the pavement. (American Honda/)2023 Honda Shadow Phantom | 25.8-in. seat | $7,999 Like we said, cruisers dominate this category mostly for the fact that their street-biased designs don’t put a great emphasis on suspension travel. Honda’s Shadow Phantom is a perfect example of this philosophy, offering just 3.5 inches of movement from the dual rear shocks—which are at least adjustable for spring preload. But that also means you’re riding just 25.8 inches off terra firma on a low, comfortable seat that tapers at the tank junction, with a wide, pullback bar to grasp. It’s an extremely manageable setup for shorter folk, and the slightly forward-positioned controls shouldn’t be a problem either, given the low seat. Honda’s dead-reliable 745cc liquid-cooled V-twin delivers more than enough beans for spirited runs, though given the bike’s low-slung stance and long wheelbase, the Phantom is more at home as a straight-line cruiser. If the Phantom’s bobber styling doesn’t float your boat, almost any one of Honda’s other cruisers might fit the bill; all seven have sub-28-inch seat heights. Its punchy power, agile handling, and straightforward design mean the iconic Suzuki SV650’s (relatively) low seat height is just a bonus. (Suzuki/)2023 Suzuki SV650 | 30.9-in. seat | $7,399 (base) If you’re just crunching the numbers, Suzuki’s C50 cruiser does technically roll with a lower seat, but as we mentioned, we’re trying to offer alternatives here. So if you’re in the market for a punchier ride with greater ground clearance and infinitely lighter handling for spirited sprints, pilots of any size or skill level will find the brand’s iconic SV650 middleweight more than up to the task. The approachable but sporty standard pairs a peppy, character-rich 645cc V-twin engine (producing 69.3 hp on our dyno when we last ran it) with agile, predictable road manners and, as a bonus, the bike’s narrow saddle sits just 30.9 inches off the ground. Yes, that’s at the taller end of our spectrum here, but the bike’s relaxed and comfortable ergonomics more than help its cause here, and the SV’s overall competence and the fact that it’s not a cruiser or a minibike is worth taking into account. Source

With some much available traction, stepping out the rear requires ambition to do so. (Kevin Wing/)Motorcyclists come in all shapes and sizes. And a major selling point for many riders is seat height. Kawasaki mentioned in its presentation for the KLX230 S that small riders have grown accustomed to adapting to large and oversized motorcycles or spending money lowering their bikes through a third party. Understanding a demand for shorter off-road bikes, Kawasaki debuted the “S” trim for the KLX230 as well as the KLR650. The 2023 Kawasaki KLX230 S with ABS prices at $5,299. (Kevin Wing/)Rolling out the S model in a variety of Kawasaki models means more riders can be comfortable when swinging a leg over a green machine. This may lead to new or small riders, riding more often, more comfortably, and more confidently with less of a risk of feeling in over their heads, according to Kawasaki. At 5 feet, 7 inches with a 28-inch inseam, I can comfortably plant both feet on level ground. (Kevin Wing/)The Japanese manufacturer released the KLX230 a few years ago and since then has added several trim options for consumers. For model year 2023, the KLX230 is available in the standard model ($4,999), S model ($4,999), S model with ABS ($5,299), and the KLX230SM ($5,299) and SM equipped with ABS ($5,599). Updated styling on the KLX230 lineup modernizes the appearance of Kawasaki’s smallest dual sport machine. (Kevin Wing/)Utilizing the diverse platform of the KLX, Kawasaki offers the 230 in a variation that can suit a large variety of new and beginning riders. New for 2023 is the KLX230 S which offers the same package as the standard model but now with a 2-inch-lower seat height according to Kawasaki. A few updates the ‘23 models received include a new LED headlight, new front fender, ECU changes for better compensation at altitude, improved throttle response, a lower idle, and improved response off-idle. New to the KLX230 lineup for model year 2023, an LED headlight and reshaped cowl give the Kawasaki a modern look. (Kevin Wing/) The 233cc air-cooled single-cylinder engine produced 17.3 hp on the <i>Cycle World</i> Dynojet in 2021. The engine has since received ECU updates. (Kevin Wing/)The lowered seat height of the S model is achieved through shortening the suspension travel from 8.6 inches to 6.2 inches in the front and from 8.8 inches to 6.6 inches in the rear. Acknowledging the challenges of less suspension travel Kawasaki designated specific suspension valving to the S model. The rear is fitted with a 48–76 Nm progressive spring rate and the fork has stiffer compression and less rebound. Even under heavy load the shock never bottomed out. (Kevin Wing/) The low center of gravity and firm suspension made the bike planted when barreling down twisty roads. (Kevin Wing/)Having spent a lot of time on the 2022 Kawasaki KLX230, I felt at home when mounting the bike. Two differences are instantly noticeable: The ground was certainly closer, and the suspension was noticeably stiffer. The first hour aboard the 2023 Kawasaki KLX230 S was a mixture of smooth pavement, city roads, and broken asphalt backroads. Throughout grid-structured towns the KLX230 works great. Its light and nimble chassis matched with a linear powerband is a great package for dicing up suburbia. The 230 S’ ease of use is highlighted navigating city streets and commercial areas. (Kevin Wing/)Once the pavement becomes linear and the speeds are north of 70, the KLX does become inferior to the passing automobiles. Not to say the 230 isn’t capable of highway speeds, but it certainly prefers tight and twisty. Traversing rough backroads littered with dirty corners and broken asphalt, the KLX230 S can go full supermoto. With rear ABS disabled via a button on the handlebar, stepping out the rear on corner entry became easily achievable. Getting back up to speed on corner exit requires a handful of throttle and a quick kick at the shifter. Repeating this time and again from one corner to the next never got old. Carving up backroads is one of the many terrains where the 230 S excels. (Kevin Wing/) At the apex, the 2023 Kawasaki KLX230 S suspension manages to stay up in the stroke, further improving rider confidence. (Kevin Wing/)In the dirt, the 2023 Kawasaki KLX230 S provides endless confidence. The low center of gravity and lack of radiators contributes to razor-sharp handling and a slim profile. While the linear powerband delivers smooth get-up-and-go without any unwanted drama. Spinning the rear tire off-road requires ambition to do so. When wanting to steer with the rear and perform a powerslide, the KLX230 demands a big windup of the engine before dropping the clutch. Even on loose fire roads, the stock IRC Trails GP tires provided Velcro-like traction. For riders developing their off-road skills, the combination of light handling, endless traction, and low center of gravity will further improve confidence when challenging oneself in the dirt. The 2023 Kawasaki KLX230 S comes fitted with IRC Foot Loose GP-21F/GP-22R, providing good grip and feedback in a variety of conditions. (Kevin Wing/)When riding mostly on fire roads and open, flowing trails, the gear ratio is just right. Using second, third, and fourth gear off-road, each shift was hunky dory. On tighter corners, second gear is preferred if wanting to maximize forward drive, but third gear easily can chug through sections even at low speeds. Through faster, flowing parts, fourth gear is preferred. Lugging the bike through rock gardens and rough sections, third and fourth gear allows the 230 chassis to float through the chunk while still providing enough engine grunt to propel the bike forward. The passenger pegs tend to rub against the back of the rider’s boot. (Kevin Wing/)Off-road, the revised suspension on the S held up to any abuse the trail dished out. Its 37mm telescopic fork provides holdup in the initial part of the stroke with a plush sensation in the mid-stroke and plenty of bottoming resistance. Providing only 6.2 inches of travel, every inch gets used off-road, but not once did I bottom out the front or rear. Not even a flat-ground landing was enough to bottom the revised KLX230 S suspension. Granted, I weigh only 120 pounds. (Kevin Wing/)The Uni-Trak shock and linkage offers preload adjustments, but no changes were needed. Specific to the S model, the 48–76 Nm progressive spring rate equaled the fork’s performance. Tackling obstacles and railing corners, the rear of the bike continually felt planted. Providing enough holdup to stay in the initial part of the stroke, the bike doesn’t sag in the rear leading to a stink bug stance. The damping in the rear felt just right for my weight and speed. Blipping off rocks and square edges, the KLX230 S does not have a tendency to go full huck a buck on rebound. Commonly on entry-level off-road machines, the rear is too soft leading to the bike blowing through the stroke before rebounding on itself. No pogoing from this green machine. At 5 feet, 7 inches, I found the rider triangle comfortable. Any taller and the rider may be cramped on the S model. (Kevin Wing/)New for 2023, Kawasaki has added switchable ABS to the KLX lineup. Easily turn ABS off (rear only) via a push-button on the left side of the handle bar. To successfully do so, the bike must be in neutral at a dead stop. Although only the rear can be deactivated, switchable ABS is a premium feature for an entry-level dual sport. Additionally, the ABS won’t automatically switch back on when flicking the kill switch. Only if the key is turned off, killing all power, does the ABS come back on. New for 2023, the Kawasaki KLX230 S receives switchable rear ABS. (Kevin Wing/)According to Kawasaki, the ABS algorithm is tuned for off-road use, which means the system is less intrusive than a road application for an optimal off-road experience. Thinking of myself as hard on the brakes, I only noticed the system kick on once. Spending most of the ride with ABS disabled, I was able to perform necessary skids when the terrain called for it. And for those who want nothing to do with electronic aids, a non-ABS model is available for $4,999 in Lime Green only. The ABS-equipped model features a 265mm rotor with a dual-piston caliper while the standard model utilizes a 240mm rotor. ABS can not be disabled on the front brake. (Kevin Wing/) The familiar Kawasaki digital dash is simplistic and displays only basic information. On other Kawasaki models, the box on the far right works as a gear indicator. For a bike tailored to new and beginning riders, a gear indicator can be helpful. (Kevin Wing/)Kawasaki offers a small-displacement, entry-level dual sport motorcycle in two different height variations with optional ABS ($300 upcharge) and modern features such as fuel injection, LED headlight, throttle-by-wire, and disc brakes front and rear. Currently, there are not many manufacturers offering comparable motorcycles with a suggested retail of $5K. Even electric bicycles can cost more than the suggested retail of a brand-new KLX230 S. Battle Gray (color shown) is only available for the ABS model. (Kevin Wing/) A single-piston caliper pinches on a 220mm rotor mounted to an 18-inch rear wheel. (Kevin Wing/)A notable option, the Yamaha XT250 ($5,299) does retail for the same price, but the KLX230 S features LED lighting and a switchable (rear only) ABS system, two things the Yamaha does not. Any new or beginning rider in the market for an entry-level dual-purpose machine absolutely should consider the KLX230 or KLX230 S depending on their vertical needs. A 2-gallon fuel tank provides enough range to complete a modest off-road excursion. (Kevin Wing/) Sitting 2.1 inches lower than the standard model (34.8 inches), the KLX230 S seat height is 32.7 inches according to Kawasaki. (Kevin Wing/)2023 Kawasaki KLX230 S 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: N/A Fuel System: DFI w/ 32mm throttle body Clutch: Wet, multiplate Engine Management/Ignition: TCBI Electronic Advance Frame: High-tensile steel, box-section perimeter Front Suspension: 37mm telescopic fork; 6.2 in. travel Rear Suspension: Uni-Trak linkage system and single shock, spring preload adjustable; 6.6 in. travel Front Brake: 2-piston caliper, 240mm petal disc (265mm for ABS) Rear Brake: 1-piston caliper, 220mm petal disc (and ABS) Wheels, Front/Rear: 21 in./18 in. Tires, Front/Rear: 21 x 2.75 in. / 18 x 4.10 in. Rake/Trail 27.5°/4.6 in. Wheelbase: 53.5 in. Ground Clearance: 53.5 in. Seat Height: 32.7 in. Fuel Capacity: 2.0 gal. Claimed Wet Weight: 296 lb. / 298 lb. (CA model); ABS: 298 lb. / 300 lb. (CA model) Contact: kawasaki.com GEARBOX Helmet: Arai XD-4 Jacket: Alpinestars Session Race Pants: Alpinestars Venture-R Gloves: Alpinestars Full Bore Boots: Alpinestars Tech 7 Enduro Source

This one-of-a-kind hand-painted Ducati Scrambler will be auctioned off to benefit the RxART children’s charity. (Ducati/)“Motorcycles are art” is a phrase we hear tossed around on the regular in our little corner of the moto world, but let’s be honest, not every machine can be lumped into that rarified (and extremely subjective) category. But what if the bike itself was the canvas for the actual creative work? That’s the idea behind Ducati’s latest project, wherein the Italians have recruited a top-level visual artist to apply their unique work onto one of the brand’s Scrambler models, for a one-of-a-kind, hand-painted work of art that would be auctioned off for charity. Ducati and its partners commissioned contemporary artist Mickalene Thomas to work her visual magic on a new Icon model. (Ducati/)More to the point, Ducati North America has partnered with acclaimed artist Mickalene Thomas to customize this singular 2024 Ducati Scrambler Icon for the upcoming Heritage Auctions, an event that holds forth on May 23. Proceeds from the Scrambler’s sale will benefit the RxART children’s charity as part of a Ducati partnership with men’s skin care brand Atwater. RxART itself was established in 2000 to help promote contemporary art into children’s hospital settings and offer a more uplifting healing environment. RxART taps established contemporary artists so that they can help transform sterile medical settings into more engaging places full of beauty and comfort. Meanwhile, Ducati’s partnership with Atwater to benefit RxART began earlier this year, and the commission with Thomas—an acclaimed artist of her generation—is meant to help fund RxART’s installation at the newly opened SUNY Nappi Wellness Institute in Syracuse, New York. RxART has completed 58 projects with 91 artists in 38 hospitals across the US since its launch. Related: 2023 Ducati Scrambler First Look Thomas works in various mediums and her skill with bold colors and graphics made for a seamless transition to the tank and covers of the Scrambler. (Ducati/)The Brooklyn-based Thomas, meanwhile, who’s not just an influential artist but also a Tony Award–winning co-producer, curator, and mentor, is known for her innovative, instantly recognizable works, which include elaborate mixed-media paintings, photographs, films, and installations. Thomas’ distinctive aesthetic skills make her, according to Ducati, “an ideal partner for the transformation of a Scrambler Ducati into a work of art.” With Thomas’ expertise in material and image creation, the donor Scrambler Ducati Icon gets a host of bold color, style, and graphic treatments along its surfaces that feel like the right match for the playful series. Signed and dated by the artist, the Scrambler is ready for auction. (Ducati/)As for the bike itself, the Scrambler Icon received a host of updates for the 2023 model year, so there’s nothing new under the hood for 2024. (In fact, we’re not sure why Ducati is saying this is a 2024 model when the 2023s are only hitting dealers now.) A quick recap: The three 800cc Scramblers for 2023, the Icon, the Full Throttle and the Nightshift, were all upgraded with ride-by-wire fuel injection, two ride modes, and traction control to manage the claimed 73 hp output, with a new slipper clutch added to tame the 48 lb.-ft. of torque. The 2023 800cc Scramblers also got a new, more tapered seat and a lighter frame, though it’s still a trellis design. The skeleton boasts a new swingarm and the rear subframe is now removable, and the Icon model in particular also got six new accessory kits with swappable tank covers. Thomas mocked up color combinations and graphic ideas before working on the bike itself. (Ducati/)Motorcycles have long been accepted in the art world as aesthetic expressions in their own right, often serving as canvases for a greater theme, and to Ducati’s credit, the new partnership with a contemporary visual is a good fit for the Scrambler brand’s vibe. Per Ducati, “the next-gen Scrambler Ducati will be arriving in North American Ducati dealerships in summer 2023″ (to be clear, the 2023 models were positioned as the next generation of the series at the time of their release last year). For information on the RxRART charity program, visit rxart.net. Details on the Scrambler Ducati Icon can be seen at scramblerducati.com/us/. The artist lays out designs for Ducati in front of one of her signature mixed-media works. (Ducati/)Source

Back in Harley-Davidson’s lineup for 2023, the Breakout 117 returns with the largest version of the Milwaukee-Eight powerplant. (Jeff Allen/)There is just something about the stance of the Harley-Davidson Breakout 117 that visually sucks you in, especially the rear three-quarter view. The super fat 240 rear tire with an ultraclean bobbed fender with minimalist indicator/brake lights and the softail rear end just looks so right. Apparently we aren’t the only ones who think so, as Harley-Davidson has brought the Breakout back into its lineup after a couple year hiatus. We’re particularly fond of the Breakout from this view. (Jeff Allen/)The last time the Breakout was on the books was in 2020, and back then it sported a Milwaukee-Eight 114 engine, but has now been upgraded with the 117 version of that V-twin. Other new highlights include a larger 5.0-gallon fuel tank (up from 3.5), a 3/4-inch taller handlebar riser, standard cruise control, and available traction control. This custom cruiser is all about style, but that doesn’t mean it sacrifices substance. 117ci Milwaukee-Eight Engine As mentioned, the Breakout gets the 45-degree, counterbalanced Milwaukee-Eight 117 V-twin, which is the largest engine currently offered in regular-production Harleys. Yes, The Motor Company just announced the upcoming 121, but for 2023, this is the top of the food chain. The Milwaukee-Eight has been around since 2017, and was first available in 107ci and 114ci displacements. Those have since grown with the 114 becoming the standard size and 117 the larger offering in select models like the Breakout. Can we assume that in 2024 that will creep up to 117/121? History says yes. The largest engine currently offered in standard production H-D models is the Milwaukee-Eight 117. (Jeff Allen/)Back to the Breakout; the Milwaukee-Eight 117 (1,923cc) has 103.5 x 114mm bore and stroke dimensions respectively with a 10.2:1 compression ratio. The “Eight” in the name designates the fact that it’s an eight-valve engine. A single four-lobe cam actuates a pair of pushrods on each cylinder, which in turn operate a pair of rockers in each head. Hydraulic roller tappets maintain valve clearances. Oil is supplied via a dry sump and is circulated through a cooler. On the Cycle World dyno, the Breakout produced 94.2 hp at 4,790 rpm and 118 lb.-ft. of peak torque at 3,250 rpm at the rear wheel, which is very close to Harley’s claimed numbers of 101 and 125. One of the design goals that was pursued with the Milwaukee-Eight was heat management. A shallow combustion chamber helps dissipate heat quickly, while the bridge between the exhaust valves is cooled by passages that circulate oil to a mini radiator. Additionally, all Milwaukee-Eight engines feature the Engine Idle Temperature Management System, which deactivates the rear cylinder at a preset temperature if it starts getting too hot. The engine is fed air through a chromed Heavy Breather intake into the throttle body with fuel delivered via Electronic Sequential Port Fuel Injection. A pair of spark plugs, one in the center of the combustion chamber and one offset on the side in each cylinder, light it up. Burned gases exhale through catalyst-equipped 2-into-2 staggered exhausts wrapped in chrome heat shields. Exhausts are catalyst equipped. (Jeff Allen/)Power is transferred to the compensator in the primary drive and via chain to the wet multiplate clutch that features assist functionality, making the pull lighter at the bar. Then power is doled out to the six-speed Cruise Drive transmission and onto the rear wheel via belt final drive. Chassis The Breakout is long and low, with a steel backbone frame and swingarm. The softail design features a hidden shock with 3.4 inches of travel and provision for spring-preload adjustment via a remote toolless knob. Up front is a 49mm conventional (right-way up) fork with 5 inches of travel. Wheelbase measures 66.7 inches with the rake angle set at 34 degrees with 5.7 inches of trail. The seat height is a super low 26.2 inches. Claimed wet weight is 683 pounds fueled up and ready to roll. Key to the Breakout’s styling are the contrast-cut, 26-spoke wheels. Up front is a 21, and out back a wide 8-incher. (Jeff Allen/)Key to the Breakout’s stance are the wheels and tires. Up front is a 3.5 by 21-inch 26-spoke cast-aluminum contrast-cut wheel with a 130/60-21 Michelin Scorcher 11 tire. Out back is a monstrous 8 by 18-inch matching wheel mounted with 240/40-18 tire. Braking is handled by a conventionally mounted four-piston caliper pinching a 300mm disc in the front, while at the rear is a twin-piston caliper and 292mm disc. ABS is of course standard. Up front, the Breakout uses a conventionally mounted four-piston caliper and 300mm disc. (Jeff Allen/)Electronics The view from the cockpit is dominated by the straight, chromed handlebar set on a slightly taller riser (+3/4 inch) than the previous Breakout and is topped by the small LCD instrument screen and a couple rows of warning/indicator lights underneath. The Breakout has keyless ignition with a fob, while all gauge info can be accessed from the left-handlebar-mounted pod. Love them or hate them, the turn signals are still split, with the left on that side and the right on the other. The bike’s standard cruise control is operated on an intuitive multifunction switch on the left, while the optional TC can be turned off on the right-pod switch. This minimalist LCD screen and double row of warning lights provide all the basic information. (Jeff Allen/)Lighting up front is from a roval-shaped all-LED headlight, while the turn signals/taillight combo setup still use incandescent bulbs instead of LEDs. There is a USB power outlet that puts out 2.4 amps that will keep a bar-mounted smartphone topped up while navigating. The headlight is an all LED unit. (Jeff Allen/)Riding Impression Custom-style cruisers are seemingly one-trick ponies, motorcycles that appear to be happy only cruising the local boulevards. But things aren’t always as they seem when you dig a little deeper with the Breakout; so like our mothers told us, don’t judge a book by its cover. For sure, it’s quite fun launching the bike from stoplight to stoplight, treating every green light like a “tree” at the dragstrip. The fact that the 117 delivers a ridiculously flat torque curve from 1,750 to 4,000 rpm makes it hard to keep from chucking the clutch lever out and letting it catapult off the line, especially when a Tesla is lined up in the next lane… But there’s more to this bike than just straight-line performance. The Milwaukee-Eight 117 has heaps of torque and a totally linear horsepower curve. (Dynojet/)With so much low-to-midrange torque on hand and a perfectly linear climbing power curve, there isn’t much benefit to revving the thing to the moon. Short-shifting just a bit and staying in the meat of the curve is quite rewarding and actually impossible to avoid. With a nice feel from the clutch and solid shift action from the transmission, keeping the bike on the boil is quite fun. Our Breakout came with the optional traction control ($200), which seems like a no-brainer. Sure, it’s fun to turn it off and let the rear tire smolder off the line a bit, but with all that torque, if you want it to hook up, the TC definitely helps. Besides, we imagine that the 240-section tire is on the pricey side! Out on mountain roads, the Breakout surprised us with its stability and fun pace. (Jeff Allen/)Speaking of that tire. Around town, the Breakout’s massive rear tire definitely keeps the bike from “snapping” into corners. Instead, it requires a firm countersteer at the bars to initiate the turn and let the lean work its way up onto the edge of the tire. The tighter the turn, the more effort is required, but it doesn’t take long to get accustomed to. With the low 26ish-inch-tall seat, finding firm footing at stops should be easy for most and helps easily manage the bike when maneuvering into a parking spot. While the forward foot controls help by staying out of the way of lower legs and feet when stopped. The Breakout definitely doesn’t snap into corners, but it does offer predictable handling that is easy to gauge. (Jeff Allen/)Speaking of things that aren’t as they appear: One look at the stretched seating position—with feet thrown out front—makes one wonder if it could possibly be comfortable for more than 20 minutes. After spending a long day riding the Breakout around town and in the mountains we walked away surprised how fresh we felt. One of us, who is 5 feet, 11 inches, felt like the seat with its deep pocket offers really good back support, while the reach to the flat handlebar is quite relaxed. Our tall and lanky Bradley Adams (6 feet, 3 inches), however, reported that his long legs make his right appendage ram uncomfortably up against the air intake. Despite a comfortable riding position, our tallest tester found his right knee interfering with the air intake. (Jeff Allen/)While around-town handling feels heavy and requires some extra effort at the bars, the Breakout is very at home on big sweeping mountain corners. Rather than feeling like the rear tire is fighting you, it instead offers a ton of midcorner stability. Hairpins are another story and replicate the sluggishness of the urban setting, but when the road is a series of big sweepers, the Breakout is really fun. Since the bike likes to meander over onto the side of the tire instead of snapping from side to side, it’s easy to gauge that last bit of lean before the pegs start grinding into the asphalt. When it starts to grind it’s easy to pick it back up a touch and save your boot from the heel getting smoked off. The hidden rear shock has provisions for spring-preload adjustability via this toolless adjuster. (Jeff Allen/)Another area that the Breakout gets high marks is the suspension. With just 3.5 inches at the rear, you might wonder how the bike reacts over crappy pavement, but the combination of the softail rear end and the deep and plush seat make the ride quite comfortable. Our testing loop definitely served up plenty of bad pavement, but the long stable chassis and 5 inches of front-end travel kept the Breakout composed through the gnar. Once comfortable with the bike’s handling and composure and a much quicker pace, it was nice to discover that that the single front brake was easily up to the task of getting the near-700-pound machine whoaed down. Feel at the lever isn’t in any way sportbike aggressive, but power is predictable and progressive. Conclusion Harley-Davidson’s Breakout 117 sucks you in with that long and low custom-cruiser stance, but the best news is the bike delivers on so many levels beyond its image. The Breakout is also a survivor, as it really doesn’t have any direct competition any longer. The only bike we can think of off the top of our heads is Honda’s Fury, but that bike is virtually a middleweight by comparison and more of a raked-out chopper-style machine. Packed with a lot of style, the Breakout still impressed with performance. (Jeff Allen/)There is no denying that The Motor Company has this formula down pat, and although the Breakout and Fat Bob are the only two bikes in the lineup with a custom-cruiser profile, Harley-Davidson has delivered a style-heavy machine that performs in a manner that its competitors past and present have never been able to replicate. Function really does match form. Yeah, the Breakout doesn’t have the broadest range of capability—you’re not likely going to go touring on it—but for what this bike was designed to do, it impresses. The Milwaukee-Eight 117 is awesome, making the Breakout a stoplight-drags hero, the cockpit and riding position are surprisingly comfortable, and there is no question that the over-the-top styling stands out in the sea of matte-black and muted colors that are so popular right now. In short, if you love the look, you’ll be stoked with the performance too. The clean bobbed rear fender features integrated turn signals and brake lights. (Jeff Allen/) For 2023, the Breakout gets a 3/4-inch taller handlebar riser. (Jeff Allen/) The left handlebar pod has cruise controls, info toggle, and the left-hand turn signal. (Jeff Allen/) The right handlebar pod features the control toggle for the optional traction control that our bike was fitted with. (Jeff Allen/) Fuel capacity has increased from 3.5 gallons to 5, providing an average range of around 200 miles. (Jeff Allen/) The Breakout is back and better than ever. (Jeff Allen/)2023 Harley-Davidson Breakout 117 Specs MSRP: $21,724 (as tested) Engine: Pushrod-operated, 45-degree V-twin; 4 valves/cyl. Displacement: 1,923cc Bore x Stroke: 103.5 x 114.0mm Compression Ratio: 10.2:1 Transmission/Final Drive: 6-speed/belt Cycle World Measured Horsepower: 94.2 hp @ 4,790 rpm Cycle World Measured Torque: 118.0 lb.-ft. @ 3,250 rpm Fuel System: Electronic Sequential Port Fuel Injection Clutch: Wet, multiplate w/ assist Engine Management/Ignition: Electronic Frame: Steel backbone Front Suspension: 49mm telescopic fork; 5.0 in. travel Rear Suspension: Single shock, preload adjustable; 3.5 in. travel Front Brake: 4-piston caliper, 300mm disc w/ ABS Rear Brake: 2-piston caliper, 292mm disc w/ ABS Wheels, Front/Rear: 21 x 3.5 in. / 18 x 8.0 in. Tires, Front/Rear: Michelin Scorcher 11; 130/60-21 / 240/40-18 Rake/Trail: 34.0°/5.7 in. Wheelbase: 66.7 in. Ground Clearance: 4.5 in. Seat Height: 26.2 in. Fuel Capacity: 5.0 gal. Average MPG: 41.5 mpg Cycle World Measured Wet Weight: 682 lb. Contact: harley-davidson.com GEARBOX Helmet: Shoei RF-SR Jacket: AGV Sport Palomar Pant: Rev’It Jackson 2 SK Gloves: Alpinestars Crazy Eight Boots: Sidi Arcadia Source

The 2023 Honda XR150L is a fuel-sipping, beginner-friendly dual sport powered by a bulletproof 149cc air-cooled single-cylinder engine. For shorter and inexperienced riders who want to ride from home to trail, the XR is an open door to adventure. At $2,971, it’s a door that’s wide open. (Honda/)Ups MSRP of $2,971 makes it nearly $2,000 less expensive than a Yamaha TW200As friendly of a motorcycle as you’ll find: beginner-friendly, budget-friendly, fuel-friendly, and short-of-inseam-friendlyOn- and off-road versatilityDowns Modest performance limits ultimate usabilityNo fuel injectionVerdict The Honda XR150L is a staple in Asian markets, and in Australia and New Zealand it’s known as a farm bike. Introduced to the US market for the first time in 2023, the little XR’s hard-working character will surely be up for the playbike tasks most riders will use it for: cruises to the beach, quick runs to the store, and exploratory jaunts on your local fire roads. Overview Honda is all-in on affordable, small-displacement, beginner-friendly motorcycles. Just consider: its current minimoto lineup is more complete than its once-expansive sportbike line. The Grom, Monkey, Super Cub C125, Trail125, and Navi are all street-legal and priced below $4,300 (the Navi is only $1,807). Extending the same approachable qualities to its dual sport line, which already includes the CRF300L, Honda opens the door to all riders with its XR150L. While the little dual sport is a new addition to the US market, it’s been a staple in Asian markets for some time. According to EPA data, the XR150L is produced in Mexico by Sundiro Honda, Honda’s Chinese joint venture. Well suited to around-town jaunts, scenic backroads, and casual off-road riding, the XR150L is powered by a carbureted 149cc air-cooled single-cylinder four-stroke engine, intended to offer the same reliability and toughness XRs are known for but with excellent fuel efficiency and smooth, predictable performance. Honda claims a tested 346 miles of fuel range from the 2.8-gallon fuel tank. That’s 124 mpg, or 124 reasons to reconsider that ebike you’ve been looking at. OK, call us internal combustion zealots. The XR150L has a low 32.8-inch seat height and weighs a claimed 282 pounds, which makes it ideal for beginners or riders lacking confidence off-road. Best of all, with an MSRP of $2,971, you’ll have plenty of gas money leftover—not that you’ll need much. If the diminutive XR looks like the kind of bike you’d rent on a vacation in Vietnam, that’s because it is. Produced in Mexico by Sundiro Honda, the 150L wasn’t originally designed for the North American market, but you’ll be glad it’s here. This will be a great bike for around-town commuting, casual off-road riding, and everything in between. (Honda/)Updates for 2023 The XR150L is new for 2023. Pricing and Variants The XR150L retails for $2,971 and is available in black or white. Competition Small-displacement dual sports are popular because they’re inexpensive, fun, reliable, and versatile. As such, the XR has plenty of competition. In terms of seriousness—if that word can even apply to these unpretentious, fun-loving cycles—the XR150L sits somewhere between the Kawasaki KLX230 ($4,999) and the Yamaha TW200 ($4,899). The former has an off-road-oriented 21-inch/18-inch wheel combination for better capability in “rugged” terrain, while the latter uses balloonlike 130/80-18 front and 180/80-14 rear wheel sizes that make it a fun-loving, endearing run-around. Honda’s own Trail125 ($3,999) and CRF300L ($5,399) are also viable alternatives. The XR150L is significantly more affordable than the lot. Generations of riders learned to ride on motorcycles with engines that looked a lot like this. As such, that 149cc single-cylinder engine comes with a certain amount of nostalgia. Honda is equally known for these bullet proof singles, of which it’s built millions and millions, as it is high-performance twins, fours, and sixes. (Honda/)Powertrain: Engine, Transmission, and Performance The XR150L is powered by a carbureted 149cc air-cooled single-cylinder four-stroke engine with a five-speed gearbox. According to data from the EPA, it produces 12.5 hp. In other words, if you’re asking how much power it has, this bike may not be for you. While the engine is technically capable of highway speeds, the bike is very clearly built for around-town riding and dirt roads, so keep the distance between trails or stopping points within reason. Chassis/Handling Honda knows a thing or two about building tough, durable frames for its Baja-winning XR models, and that continues to be the case with the steel frame used on the XR150L. Suspension consists of a 31mm right-side-up telescopic fork with 7.1 inches of travel and a Pro-Link monoshock (adjustable for preload) with 5.9 inches of travel. Honda notes that travel is carefully balanced to ensure there’s enough bump absorption, but that the seat height doesn’t become too tall for newer or shorter riders. With Honda’s Pro-Link rear suspension, initial rates are soft for smooth action over small bumps, while increasingly stiffer rates resist bottoming and maintain rear-wheel control over rougher terrain. The XR runs on 90/90-19 and 110/90-17 spoked wheels. The 9.6-inch ground clearance is enough to provide some light off-road fun. Honda claims a 282-pound curb weight. The XR150L uses a basic steel cradle frame and nonadjustable suspension (save preload in the rear). (Honda/)Brakes The XR150L has a 240mm single disc with a dual-piston caliper in the front and a 110mm drum brake in the rear. Fuel Economy and Real-World MPG The XR150L has a 2.8-gallon fuel tank that Honda claims is enough to provide an impressive 346-mile range. That’s 124 mpg. Your mileage may vary. Between the standard rear rack and Honda’s accessory throw-over saddlebags, the XR150L is ready for adventure. (Honda/)Ergonomics: Comfort and Utility The XR150L checks all the right boxes for the casual rider, with its relaxed, upright riding position and well-padded but low seat that will enable most riders to get a stable footing when they come to a stop. For added utility, there’s a rear cargo rack that riders can load up with everything from a gym bag to tools or whatever else they might need to transport around town. Honda also offers a long line of accessories that includes saddlebags, hand guards, a skid plate, and more. In Australia and New Zealand, the XR is marketed as a farm bike. In fact, Honda’s Australian website calls it “an essential piece of equipment for any farm.” Calling a motorcycle a piece of farm equipment should provide a bit of a chuckle for US riders (and farmers), but it does allude to the bike’s ruggedness and utility. The dash has a speedometer, odometer, tripmeter, and an array of dummy lights—everything you need and nothing you don’t. Electric-start eliminates the most frustrating thing about XRs of old—getting them to kick over on a cold day. (Honda/)Electronics The XR150L is as simple as they come, meaning there are no electronics across the package. Warranty and Maintenance Coverage The XR150L has a one-year limited warranty. Quality Honda’s XR150L is a no-frills little motorcycle that’s as bulletproof as they come. Give it fresh gas and routine oil changes and it’ll practically go forever. The XR150L is one of the most approachable dual sports on the market, making it a great option for riders looking to explore the outskirts of town. (Honda/)2023 Honda XR150L Claimed Specs MSRP: $2,971 Engine: 149cc air-cooled single-cylinder four-stroke Bore x Stroke: 57.3 x 57.8mm Transmission/Final Drive: 5-speed/chain Fuel Delivery: 22mm piston-valve carburetor Clutch: Wet, multiple disc; cable operation Engine Management/Ignition: Cable-operated/CDI Frame: Steel-tube chassis Front Suspension: 31mm telescopic fork; 7.1 in. travel Rear Suspension: Pro-Link single shock, spring preload adjustable; 5.9 in. travel Front Brake: 2-piston caliper, 240mm disc Rear Brake: 110mm drum Tires, Front/Rear: 90/90-19 / 110/90-17 Rake/Trail: 27.0°/4.0 in. Wheelbase: 53.5 in. Ground Clearance: 9.6 in. Seat Height: 32.8 in. Fuel Capacity: 2.8 gal. Wet Weight: 282 lb. Contact: powersports.honda.com Source

A new Lucky Explorer 9.5 will be powered by a new 931cc triple. (MV Agusta/)With new backing from KTM in both financial and operational terms, MV Agusta is looking in the strongest position it’s been in for years and that is set to be reflected in a much-improved and enlarged model range in the near future. The Italian company has filed documents with the National Highway Traffic Safety Administration, in line with requirements, to decode its Vehicle Identification Numbers (VINs), and in the process it has inadvertently revealed the names of multiple new bikes that are heading to production. These include upgrades to existing bikes and all-new machines. We’ll start at the top of the list, in the “B1″ model range that includes the three-cylinder Brutale and Dragster ranges. The obvious new additions here are the Brutale 950 and Dragster 950, which are expected to come next year as replacements for the existing 798cc Brutale 800 and Dragster 800 triples. MV has already shown its “950″ three-cylinder engine as the motive force for the new Lucky Explorer 9.5 adventure bike. Measuring a true 931cc, it represents a substantial increase over the 798cc triple it’s based on, which itself started life as a 675cc engine. While that initial leap from 675cc to 798cc came purely through an increased stroke—up from 45.9mm to 54.3mm, keeping the same 79mm bore—the latest increase sees the bore grow to 81mm and the stroke rise again to 60.2mm. In the Lucky Explorer, the result is a relatively modest 124 hp, but that is in a mild state of tune. In the existing Brutale and Dragster, the 798cc triple is already tuned to 140 hp so the 950 versions should easily pass the 150 hp mark, perhaps even nudging toward 160 hp. The list goes on to show “1B” and “2B” ranges as “Not currently imported into the USA.” It’s not clear what these ranges are, as MV doesn’t currently have many models that aren’t brought to America. One possibility is they’re reserved for future small-capacity bikes, provisionally planned to be co-developed with China’s Qianjiang and Loncin brands, although the future of those arrangements is currently in doubt following KTM’s investment in MV Agusta. The Austrian company, which has close ties to China’s CFMoto and India’s Bajaj, bought a 25.1 percent stake late last year and took over responsibility for MV Agusta’s supply chains and distribution. A few variations of a new Superveloce showed up in docs as well. (MV Agusta/)The “F1″ range is MV’s sportier, faired triples, including the F3 and Superveloce machines. While there’s no listing for an F3 950 or Superveloce 950, both are potentially in the pipeline. One completely new model listed here is the Superveloce 98 Edizione Limitata. It’s clearly a planned limited-edition machine—the clue is in the title—to follow on from the Superveloce Alpine, Superveloce 75, and Superveloce Ago models. The “98″ element of the name could be a reference to the MV Agusta 98 Turismo, a two-stroke 98cc single developed toward the end of World War II to provide MV Agusta—an aircraft manufacturer at the time—with postwar income. While production didn’t start until 1946, the bike was ready in 1944, so next year could be considered an anniversary of the model. Another possibility is that 98 is a reference to MV Agusta’s revival under Claudio Castiglioni’s leadership, which saw the original F4 launched 25 years ago in 1998—surely an anniversary worth marking, and one that the retro-sports-style Superveloce would be best placed to do. The “E1″ line is MV’s first adventure bike range (”E” is for Explorer), with the three-cylinder engine. While the Lucky Explorer 9.5 has already been shown, and is listed here as “LXP,” the range is clearly also gaining two additional varieties, the Lucky Explorer Premium and Lucky Explorer Orioli. The Premium version is surely set to be a spec’d-up bike, probably with luggage and other equipment as standard, while the Orioli edition can only be a tribute to Edi Orioli. A four-time Dakar Rally winner, he took two wins in 1990 and 1994 with Cagiva, riding the Lucky Strike–sponsored Elefant model that inspired the Lucky Explorer. Orioli also took victories with Honda (1988) and Yamaha (1996) but is most clearly linked to his ventures on the Elefant. While the “T3″ range of Turismo Veloce models appears to be unchanged on the list, the “B7″ models—bikes using MV’s 1,000cc four-cylinder engine, including the Brutale 1000, Rush 1000, and Superveloce 1000—get a couple of additions in the form of the Superveloce 1000 S and Superveloce 1000 R. So far, MV has only shown the Superveloce 1000 Serie Oro, a limited-edition launch version of the bike, which has yet to reach production. The S and R versions are clearly going to be more affordable versions of the Superveloce 1000 that will follow on from the Serie Oro. The 921 S uses a variation of the old F4 four-cylinder. (MV Agusta/)Finally, the “J1″ range is a new venture for MV Agusta, representing retro bikes built around a 921cc four-cylinder engine that’s essentially a reengineered version of the original F4 motor. While the 921cc capacity was briefly available in the Brutale 920, sold in 2011 and 2012, the revised engine, complete with dummy cooling fins, was previewed late last year in the concept version of the 921 S, a model that’s confirmed for production in the NHTSA document. It’s a 1970s-inspired cafe racer that takes its cues from the MV Agusta 750 S of that era. Yet to be seen is the other version mentioned on the document is the 921 GT, which will surely be a more upright version of the same bike, with a longer seat and wider, taller bars, equivalent to the 750 GT that was offered from 1972 to 1974. MV Agusta clearly has a busy launch season planned, and we can expect to see most of these new models, as well as hearing more about the company’s future plans, at the EICMA show in Milan in November this year. Source

Honda’s CB650R is now available in Matte Grey Metallic, for $9,399. (Honda/)Ups Inline-four engine unique to the classStable chassis matched with smooth power deliveryHonda fit and finishDowns The competition is getting stiffer each yearLimited technologyMSRP inching closer to the $10,000 markVerdict Honda has proven time and time again its ability to build practical, well-handling standard bikes that hit all the right marks, and the CB650R is no exception. Here is a bike that might not offer all the canyon-carving performance that some of its competitors might, but deserves praise for its well-rounded build sheet. The only thing going against the CB650R is the small price gap between it and its very capable competition. Overview Inline four-cylinder engines have been a staple of Honda’s lineup since the 750 Four debuted in 1969. Fast-forward 50 years to 2019, when Honda’s CBR650F and CB650F middleweights were heavily revised and given the R suffix to better match the bike’s sporty performance. The outgoing streetfighter-styled CB650F was replaced with a freshly designed naked middleweight that now represents what Honda calls its Neo-Sports Café segment. This new styling, reminiscent of the late ‘90s/early ‘00s Hornet/Honda 599, is seen in today’s CB650R, modernized with blacked-out paint and burnished bronze detailing. Today, the CB continues to bring the classic high-revving spirit of its flamboyant predecessors with its liquid-cooled 649cc mill. The CB650R claims a unique spot in today’s current middleweight class as being one of the only 650cc bikes equipped with an inline-four engine, unless your definition of “middleweight” includes the GSX-S750 or Z900. The midsize CB makes for an appropriate step up from beginner bikes or a reintroduction to riding. Its engine, comfortable ergos, solid braking performance, and top-quality receive top grades that, for those interested, may outweigh the somewhat unbalanced suspension and high price. The CB650R was shaped around Honda’s Neo-Sports Café design philosophy. (Honda/)Updates for 2023 If it’s not broken, don’t fix it. The 2023 CB650R is unchanged for 2023 hold for a $100 price increase and move to Matte Grey Metallic paint (versus Matte Black Metallic). Keen observers will notice a few more small differences, like the red shock spring which replaces last year’s yellow spring. The last major update for the CB650R was in 2021. Pricing and Variants The CB650R is available in just one trim, for $9,399. Competition No shortage of options in the middleweight naked-bike category, with every manufacturer offering something a little different. Intended use and experience will play a big role in finding the right bike, and the Honda CB650R slots itself somewhere in the middle of the competition. Main contenders in this space include the Triumph Trident 660 ($8,595), Yamaha MT-07 ($8,199), Suzuki SV650 ($7,399), and Kawasaki Z650 ($7,749). Those in search of top-tier performance might look at the Aprilia Tuono 660 ($10,699) or Aprilia Tuono 660 Factory ($10,999). Keep in mind that larger-displacement naked bikes aren’t far from the CB650R. Triumph’s Street Triple R ($9,995) and Street Triple RS ($12,595) might be considered, as well as Yamaha’s MT-09 ($9,799) and Öhlins-equipped MT-09 SP ($11,499). Twin-cylinder options include the Suzuki GSX-8S ($8,849), KTM’s 790 Duke ($9,199) and 890 Duke R ($12,949), plus Ducati’s Monster Plus ($12,995) and up-spec Monster SP ($15,595). The CB650R is one of the only middleweight naked bikes with an inline-four engine. (Honda/)Powertrain: Engine, Transmission, and Performance The twin-spar frame houses the same powerplant seen in the CBR650R, a liquid-cooled DOHC 649cc inline-four. The CB’s engine is tuned for high rpm, as is evident in its peak power figures and real-world character. As seen in Cycle World’s dyno test, its peak 81.9 hp is achieved at 10,870 rpm and its 42.97 lb.-ft. of torque at 7,960 rpm. At 7,000 rpm there is some vibration present; push it past 8,000 and the vibration diminishes. In any case, the ride is an exciting one. In a recent review, we noted that “aggressive riders will be entertained by the opportunity to push it to high rpm and draw out more of its raucous energy, but the linear way the power is delivered means the bike is also accessible to riders climbing the displacement ranks.” A twist of the throttle rewards riders with crisp throttle response and addictive intake and exhaust sounds. Twin air ducts on either side of the fuel tank direct air into the airbox to produce a great growl; a large 1.5-inch bore tailpipe trumpets sound out of the exhaust. Handling In 2021 Honda swapped the CB’s Showa Separate Function fork for a Showa Separate Function Fork Big Piston. This fork carries over into the 2023 model year and gives the middleweight CB a sporty and firm ride quality. This stiffness helps the bike track into turns, but harsh bumps have their say. On the other end, the Showa shock does a better job absorbing roughed-up roads, though rebound and compression adjustability would help balance out the ride. The bike’s 445 pounds is carried well, which is nice when hitting snaking turns. Brakes Stopping is handled by Nissin calipers at both ends. The dual radial-mounted four-piston units at the front work particularly well with the two floating 310mm discs; braking is responsive and managed with an easy one-finger pull at the lever. The rear’s single-piston caliper grabs hold of a 240mm disc. Coming to a stop is uncomplicated, as it should be. Fuel Economy and Real-World MPG During Cycle World’s time on the bike, we averaged 47 mpg. Limited technology on the CB650R, though it does come equipped with Honda Selectable Torque Control (HSTC), which can be turned off. (Honda/)Ergonomics: Comfort and Utility The CB’s handlebar was canted forward as part of the MY21 changes and the reach there is comfortable, whereas the pulled-back peg position makes the full rider triangle somewhat sporty. Honda managed to keep the bike fairly narrow, which is impressive considering there is an inline-four engine there. The 32-inch seat height is reasonably approachable, especially considering that Honda’s beginner-friendly CB300R is only fractions lower. Electronics While the CB does not have ride modes, it does have rider aids such as Honda Selectable Torque Control (or traction control) and two-channel ABS. HSTC can be turned off. The white-on-black LCD display is somewhat modern, although it’s quickly starting to fall behind full-color TFT units. Font sizes were increased in the CB’s most recent update and the display angle was slightly altered to help with visibility in full sun. Honda keeps all of the CB’s lighting up to modern standards; LEDs are found in the headlight, taillight, and turn signals. Warranty and Maintenance Coverage Honda’s transferable warranty includes one-year, unlimited-mileage coverage. The HondaCare Protection Plan is available for extending that coverage. Quality Like the CB1000R, the middleweight CB has fine fit and finish. Minimalist details match the bike’s clean look, making for a simple yet effective design. 2023 Honda CB650R Claimed Specifications MSRP: $9,399 Engine: 649cc, DOHC, liquid-cooled inline-four; 4 valves/cyl. Bore x Stroke: 67.0 x 46.0mm Transmission/Final Drive: 6-speed/chain Cycle World Measured Horsepower: 80.55 hp @ 11,000 rpm Cycle World Measured Torque: 42.14 lb.-ft. @ 8,160 rpm Fuel Delivery: PGM-FI w/ 32mm throttle bodies Clutch: Wet, multiplate Engine Management/Ignition: Full transistorized Frame: Twin-spar, steel-diamond frame Front Suspension: 41mm inverted Showa SFF fork; 4.7 in. travel Rear Suspension: Showa shock, preload adjustable; 5.0 in. travel Front Brake: Dual radial-mounted 4-piston Nissin hydraulic calipers, floating 310mm discs w/ ABS Rear Brake: 1-piston caliper, 240mm disc w/ ABS Wheels, Front/Rear: Cast aluminum, 17 in./17 in. Tires, Front/Rear: 120/70-17 / 180/55-17 Rake/Trail: 25.0°/4.0 in. Wheelbase: 57.0 in. Ground Clearance: 5.8 in. Seat Height: 31.9 in. Fuel Capacity: 4.1 gal. (0.8 gal. reserve) Cycle World Measured Wet Weight: 445 lb. Contact: powersports.honda.com Source

BMW’s latest R 18 variant is called the Roctane, and it joins the series as a 2024 model. (BMW Motorrad/)When BMW first introduced the R 18 cruiser in 2020, the brand made no secret of its intent to create an entire platform using the 1,802cc Big Boxer–powered cruiser as its foundation. The bikes we’ve seen in the intervening three years have been mostly incremental evolutions thereof; the bolt-on special Classic here, which added a shield and saddlebags, the fairing-equipped R 18 B and its full-dress cousin, the Transcontinental, over there, and the usual random custom one-offs and concept bikes from various builders sprinkled arbitrarily in between. Now Bavaria is rolling out a fifth addition to the family, the 2024 R 18 Octane, which it calls “a cruiser, a bagger, and everything in between.” The new model brings a different stance with a greater emphasis on styling, featuring elements like a 21-inch front wheel, integrated hard bags, mid-rise handlebars, and a blacked-out drivetrain. Road King Special, are you watching? The new bagger gets a low profile with custom vibes thanks to a big front wheel, taller bars, and a blacked-out drivetrain. (BMW Motorrad/)In brief, the Roctane feels like a stripped-down R 18 B with a minimal wardrobe and a bit more attitude. It loses the handlebar-mounted fairing and gives the integrated hard bags a more up-to-date color scheme (read: no pinstripes), while the front wheel grows to a custom-sized 21 inches, and the rear hoop to 18 inches. Other current styling trends can be spotted in the briefer front fender—no doubt to better expose the distinctive cast alloy wheel—and a subdued, blacked-out treatment on the drivetrain, which includes a dark chrome header and straight exhaust. Related: 2022 BMW R 18 B and R 18 Transcontinental First Ride Review The blacked-out Big Boxer engine (though apparently not entirely blacked out here) is mechanically unchanged in the new Roctane. (BMW Motorrad/)But underneath the visual sleight of hand, the foundational elements of the R 18 platform remain on the Roctane, with the air/oil-cooled 1,802cc engine still taking up most of the canvas, buttressed by the same double-loop steel tube frame found on the R 18 and R 18 Classic, with an exposed nickel-plated drive shaft and the rigid-style rear all carrying on the tapered streamliner design language BMW Motorrad laid down in 2020. No changes have been made to the vertically split aluminum Big Boxer engine either, which still pumps out a claimed 91 hp at 4,750 rpm with peak torque of 116 lb.-ft. at 3,000 rpm, and that’s kind of a shame, as the Roctane is carrying around a not-inconsiderable 825 pounds of weight—35 more than the straight R 18. Suspension elements on the Roctane also continue that classic approach, with nonadjustable telescopic fork and the central rear shock combining for 4.7 inches of travel at the front and 3.5 inches at the rear; same as on the R 18. The Roctane also retains the 4.2-gallon tank from the Classic and base R 18, rather than opting for the bigger 6-gallon unit from the B. A fatter 21-inch front wheel and mid-rise bars give the Roctane a more streetwise attitude, moving it away from the initial R 18 classic design. (BMW Motorrad/)Up front is where the Roctane starts to take a noticeable design shift from the traditional R 18 models. The new 21-inch front wheel gives things a more dynamic feel and, combined with the mid-rise handlebars, confers a more streetwise stance. Blacking out the Roctane’s powertrain is the icing on the cake; take all those elements together and you’re sort of reminded of Harley’s Road King Special. Regardless, it’s a clear step away from the stodginess of the original R 18 and its bulbous fishtail mufflers, with the Roctane’s dark chrome straight pipes providing a subtle underline to the body-color painted cases, which also boast integrated LED taillights. The mid-rise handlebars also frame an exposed solo LED headlight which floats seemingly by itself, but there’s more here than meets the eye; with no large fairing to tuck into, the Roctane’s round instrument cluster is necessarily slotted into the top of the metal headlight housing, keeping the classic look intact. Even though it’s smoothly integrated, the circular gauge still looks a lot like the base R 18′s, “Berlin Built” lettering and all, with a small window displaying relevant info such as engine rpm, gear indicator, status inquiry, and trip computer details. Related: How Much Power Does The 2021 BMW R 18 Make? The Roctane integrates its round instrument cluster into the top of the metal headlight housing for a clean, classic look. (BMW Motorrad/)On the ergonomic front, the Roctane combines those tall black bars with the expected mid-mounted controls and heel-toe gearshift. Just below the shifter you’ll find shortish running boards positioned (where else?) behind the cylinders. The bike comes standard with a solo seat placed at a reasonably low 28.3 inches, or an inch taller than the R 18. The taller, black-coated handlebars provide mounting points for the front turn signals. (BMW Motorrad/)The rest of the running gear should sound familiar too, including a steering damper, 300mm triple disc brakes with four-piston fixed calipers, and BMW’s Integral ABS as standard equipment. Also standard is cruise control, stability control, brake control, and the same three Rain, Rock, and Roll riding modes found on all the R 18s. The R 18 Roctane’s wheels do veer off into custom territory however, with the spoke-style cast alloy wheels providing a visual punch thanks in part to their fatter diameters (compared to the base R 18). You get a 21 x 3.5-inch hoop up front, and an 18 x 5.5-inch rear; BMW says the 21-inch front wheel extends trail significantly (from 5.9 inches on the R 18 to 7.3 inches on the R 18 Roctane), improving straight-line stability. Integrated saddlebags are painted the same color as the bike body and come with integrated taillights. Cargo capacity for each bag is 27 liters. (BMW Motorrad/)This being BMW, of course there are optional accessories, with the brand touting its adaptive headlight for the Roctane, said to be unique in this class, but there’s also a Reverse Assist and Hill Start Control option, as well heated grips and a range of performance, comfort, and style accessories like exhausts, engine covers, seats, and luggage. Optional accessories for the Roctane include this adaptive headlight which activates separate LED elements in the main headlight depending on lean angle. (BMW Motorrad/)BMW has said that the R 18 Roctane will be a 2024 model, and priced at $18,695, with the company also stating it expects availability sometime in the third quarter of 2023. The bike will be available in Black Storm Metallic, Mineral Gray Metallic Matte, and Manhattan Metallic Matte, colors that we’ve seen before in the R 18 family. Black Storm Metallic is standard while Mineral Gray Metallic Matte and Manhattan Metallic Matte are available options. You can get more info at bmwmotorcycles.com. This early sketch of the R 18 Roctane shows a bigger, passenger-worthy saddle and more blacked-out finishes on the engine. No doubt there are accessories for that. (BMW Motorrad/)2024 BMW R 18 Roctane Specs MSRP: $18,695 (base) Engine: 1,802cc, air/oil-cooled, horizontally opposed twin; 4 valves/cyl. Bore x Stroke: 107.1 x 100.0mm Compression Ratio: 9.6:1 Transmission/Final Drive: 6-speed/exposed shaft Fuel Delivery: Electronic fuel injection w/ 48mm throttle bodies Clutch: Dry, single plate; hydraulically activated Engine Management: BMS-K+ electronic engine management w/ throttle-by-wire Frame: Double-cradle tubular steel Front Suspension: 49mm telescopic fork; 4.7 in. travel Rear Suspension: Steel swingarm w/ central cantilever shock w/ travel-dependent damping and adjustable spring preload; 3.5 in. travel Front Brake: Fixed 4-piston calipers, dual 300mm discs w/ linked ABS Rear Brake: 4-piston calipers, 300mm disc w/ linked ABS Wheels, Front/Rear: Cast; 21 x 3.5 in. / 18 x 5.5 in. Tires, Front/Rear: 120/70B-21 / 180/55B-18 Steering Head Angle: 55° Wheelbase: 67.7 in. Ground Clearance: N/A Seat Height: 28.3 in. Fuel Capacity: 4.2 gal. Claimed Wet Weight: 825 lb. Contact: bmwmotorcycles.com Source

The Royal Enfield Hunter 350 in Rebel Red ($4,199). (Royal Enfield/Brandon Bunch/)Royal Enfield and parent company Eicher Motor Limited have paved a new space in motorcycling in recent years, bringing heritage from the shores of India to the streets of America’s largest metropolises at an accessible price. Key to this success is a diverse lineup of uniquely styled bikes built around three engine configurations. These platforms include an air-cooled 650cc parallel twin, a 411cc single, and a 350cc single. Each engine serves multiple models through the RE product lineup. And now, the 350cc J-series platform receives its newest model, the Hunter 350 (starting at $3,999). A counterbalancer keeps vibration to a minimum, limiting fatigue. (Royal Enfield/Josh Shipps/)An approachable roadster, the Hunter 350 sports sharp and recognizable styling, steep steering geometry for quick handling (rake is set at 25 degrees), and a versatile, tried-and-true 350cc engine great for dicing through an urban landscape. The Hunter shares the SOHC two-valve air-cooled engine originally used in the Classic 350 and Meteor 350, that together share buckets of hardware from the manufacturer. The Royal Enfield Hunter 350 comes standard with a centerstand and USB port. (Royal Enfield/Josh Shipps/)Chief of design Mark Wells stressed the importance of not just modifying the chassis and suspension of the Classic and Meteor to create the new model, but to actually purpose build the new roadster from the ground up. Royal Enfield’s head of marketing, Nathan Kolbe, adds that the Hunter 350 is targeted at a “younger audience, newer riders, or someone coming back to motorcycling after a long hiatus.” With that in mind, there were a few major attributes they wanted to achieve with the Hunter 350. A contoured seat and neutral riding position generate comfort for all-day rides. (Royal Enfield/Josh Shipps/) Motorcycles are great all year, but spring in Southern California offers something special. (Royal Enfield/Brandon Bunch/)Since it’s intended to spend most of its time in an urban sprawl, it is important that the Hunter 350 provides quick and responsive handling, a neutral upright riding position, torquey engine characteristics to chug around town, and of course, iconic and recognizable styling that is sure to impress at the local coffee shop. But in all seriousness the Hunter 350 is designed to be easy to ride while still having fun and charismatic attributes, be manageable for tight city riding, accessible both in terms of being physically manageable but also financially achievable, and to have simplistic styling and colors riders can associate with. A pair of 17-inch alloy wheels and tubeless tires steer the Royal Enfield Hunter 350. (Royal Enfield/Josh Shipps/)With a different intake and exhaust than the Classic and Meteor, the Hunter 350 also receives model-specific tuning and gearing for snappy throttle response. A short and stubby exhaust helps centralize mass as well as give the Hunter 350 an iconic roadster appearance. Passing through Little Italy. (Royal Enfield/Josh Shipps/)Zipping through the city, the engine offers instant torque right off idle. Having almost no flat spot down low, the engine provides quick response when splitting lanes or trying to find a vacant stretch of tarmac. With enough grunt to propel the bike from a near dead stop, a majority of urban time is spent switching between gears two and three. Crossing the Coronado Bridge on the Royal Enfield Hunter 350. (Royal Enfield/Brandon Bunch/)The air-cooled single prefers to be ridden in the low to midrange which generates a punchy feel when blipping the throttle from one stoplight to the next. Doing aggressive pulls from one side of town to the other with the iconic thump of the air-cooled single amplifying off the city buildings makes you feel like the cool kid on the block. Complemented by clean, simplistic styling, it caught the eye of more than a few passersby. Shortcutting traffic through the back alleys of downtown San Diego. (Royal Enfield/Brandon Bunch/)In traffic, where a rider is on and off the throttle constantly, it was found riding a gear high provides enough grunt to accelerate in a visceral way, but when needing to chop the throttle as you approach a light or car, the motor does not generate as much engine-braking on decel. At times, staying a gear high requires a little more feathering of the clutch, but the juice was worth the squeeze of the clutch lever. When leaned over on the side of the tire, ground clearance was never an issue. (Royal Enfield/Josh Shipps/)With a steeper head angle, shorter wheelbase, and smaller front wheel than the Meteor and Classic, the Hunter 350 provides quick handling especially when initiating direction change through the handlebar. A pair of 17-inch cast alloy wheels (19-inch front on Meteor and Classic) contributes to the Hunter’s intuitive handling. The 41mm telescopic fork offers comfort in the initial part of the stroke through slow and small bumps. Over potholes and rough transitions, the 5.1 inches of available travel provides plenty of holdup. Preload-adjustable twin shocks offer 4.0 inches of suspension travel. (Royal Enfield/Brandon Bunch/)The Hunter 350 has a well-balanced upright riding position great for keeping your head on a swivel when navigating the busy streets of downtown. In combination with a relatively low seat height of 31.1 inches and 400-pound claimed curb weight (21 pounds less than the Meteor and 30 pounds less than the Classic), the Hunter 350 feels effortless to ride at low to moderate speeds. Earning street cred with the Hunter 350 at Sunset Cliffs, San Diego. (Royal Enfield/Josh Shipps/)On our morning ride, we headed to Sunset Cliffs to catch the rising sun. A quick ride to the beach to check the waves and take in the view is how I might see a San Diegan using this motorcycle. Making our way back into the city the Hunter 350 embraced the road less traveled. Cutting through back alleys and side streets, this well-mannered roadster was clearly an advantage during the busy lunch hour. Waves are bad, today we ride. (Royal Enfield/Josh Shipps/) Off to the city for lunch. (Royal Enfield/Brandon Bunch/)After a hot dog and soda at Liberty Call Distilling, we left the urban sprawl of downtown San Diego and headed east toward the mountains. Speeds increased as traffic thinned out and roads opened up. Even at these higher speeds, the Hunter 350 continues to impress. Even when the five-speed transmission is stretched out and revs are high, the bike does not generate excessive or unwanted buzzing. And although it does not have high-speed passing power, it was easily capable of carrying 80 mph on the freeway comfortably. Moving to the country on the Hunter 350. (Royal Enfield/Josh Shipps/)Now in the canyons, the roads became smooth and twisty. On a bike with a claimed 20.2 hp at 6,100 rpm and 19.9 lb.-ft. of torque at 4,000 rpm, traversing up a mountain pass in a group of Hunter 350s felt just short of a Moto3 race. Apply max throttle damn near everywhere, one mistake and the time lost was not easily recovered. No matter the displacement or location, the journalist GP is a real thing. Taking the scenic route. (Royal Enfield/Brandon Bunch/)As roads gradually became tighter, the low-end grunt of the 350cc single becomes more usable. When pushing the Hunter 350 at a more aggressive pace, the suspension and chassis begin to wallow, making the tires less communicative and connected to the tarmac.. Its quick-handling characteristics make changing direction and getting on the side of the tires effortless, but when dramatically muscling the bike from one corner to the next, the chassis doesn’t respond as well. If you want to hustle, you need to be smooth. When riding the bike at a more relaxed pace, the Hunter 350 becomes more composed and willing to hold its line. It’s clear the Royal Enfield Hunter 350 was designed to cruise and flow from one section to the next and to race through the mountains. Seeking the apex on the all-new Harris Performance–built chassis. (Royal Enfield/Brandon Bunch/)In the city and urban landscape, the brakes offer plenty of stopping power. But when trying to shed speed in a small distance, the front brake is less than impressive. Having a strong and noticeable initial bite, the ABS-equipped 300mm disc and ByBre twin-piston caliper does not provide any more progression of force beyond that first squeeze. The stopping power initiated in the beginning of the lever pull stays linear no matter how hard the rider pulls the lever. Even when grabbing a handful of front brake, the ABS system was never triggered. Keeping the city in my rear view and the throttle twisted. (Royal Enfield/Brandon Bunch/)The neutral riding triangle of the 2023 Royal Enfield Hunter 350 means long days in the saddle are easily achievable. And with an impressive claimed fuel economy of nearly 85 mpg and a 3.4-gallon fuel tank, riders can spend more time burning than replacing gas. Never feeling stuck between a rock and a hard spot on the Hunter 350. (Royal Enfield/Brandon Bunch/)In many ways the Hunter 350 reminds me of a Triumph Speed Twin 1200, a Cycle World Ten Best winner last year. The styling and design philosophy is very similar. The Hunter 350′s trail is just 1/10 of an inch longer at 3.7 inches. But for the price of a Speed Twin 1200, you can buy three Hunter 350s. Of course, the Triumph does have three times the engine displacement and frankly offers better build quality and loads more power and performance. But the Hunter 350′s $3,999 MSRP is what makes this bike so exciting for the motorcycle market. A stylish, accessible, well-built roadster priced just 500 bucks more than a Honda Grom is something I can get behind. Not a building in sight, just a few cattle and some gas to burn. (Royal Enfield/Brandon Bunch/)Royal Enfield is manufacturing a distinct and accessible lineup through three different engine displacements with the Hunter 350 being the most approachable of the bunch. For riders who are not looking for the highest performance in any one category but a motorcycle that provides spirit and charisma, something with character and recognition, the Royal Enfield Hunter 350 checks all the boxes. Between six color options ($3,999 for Dapper or $4,199 for Rebel) and a huge range of accessories, riders new and old can attain a motorcycle that not only transports them around town but becomes an extension of one’s own unique style and creativity. Now, the only decision is: What color are you choosing? Making the way around Otay Lake on the Hunter 350. (Royal Enfield/Brandon Bunch/)2023 Royal Enfield Hunter 350 Specs MSRP: $3,999–$4,199 Engine: SOHC, air-cooled, four-stroke single-cylinder Displacement: 349cc Bore x Stroke: 72.0 x 85.8mm Compression Ratio: 9.5:1 Transmission/Final Drive: 5-speed/chain Claimed Horsepower: 20.2hp @ 6,100 rpm Claimed Torque: 19.91ft-lb. @ 4.000 rpm Fuel System: EFI Clutch: Wet, multiplate Frame: Harris Performance–designed twin downtube spine Front Suspension: 41mm telescopic fork; 5.1 in. travel Rear Suspension: Twin-tube emulsion shock absorbers, preload adjustable; 4.8 in. travel Front Brake: 2-piston ByBre caliper, 300mm disc Rear Brake: 1-piston ByBre caliper, 270mm disc Wheels, Front/Rear: Aluminum alloy; 17 in./17 in. Tires, Front/Rear: 110/70-17 / 140/70-17 Rake/Trail 25.0°/3.7 in. Wheelbase: 53.9 in. Seat Height: 31.1 in. Fuel Capacity: 3.4 gal. Claimed Wet Weight: 400 lb. Contact: royalenfield.com GEARBOX Helmet: Arai Regent-X Jacket: Coretech The Bender Pant: Alpinestars Copper v2 Denim Pants Gloves: Spidi Clubber Glove Boots: Alpinestars Oscar Monty Shoes Source

A new scrambler variation of Royal Enfield’s INT650 looks to be in the pipeline. (Royal Enfield/)The next in Royal Enfield’s growing range of 650cc parallel-twin models will be a retro-styled scrambler, and now new trademark applications from the company suggest it’s getting the name “Bear.” Royal Enfield’s parent company, Eicher Motors, has filed trademark applications for the name “Royal Enfield Interceptor Bear 650″ in Australia and “Interceptor Bear 650″ in New Zealand. The applications leave no gray areas over the upcoming bike’s 650cc capacity or the fact it will be derived from the Interceptor model, though in the States that machine is called the INT650 because Honda still owns the “Interceptor” trademark rights in the US and Canada. Although Enfield has several new 650cc models in the pipeline, the scrambler version that’s been spotted testing in India and the UK over the last few months is the most likely candidate for the Bear title. It’s very clearly based on the Interceptor/INT650′s chassis as well as its engine, which aligns neatly with a name that suggests it’s a sub-model of the Interceptor. The term Bear also gives the sort of rugged, outdoorsy overtones that would suit a scrambler. The new Interceptor Bear 650 will use the 47 hp parallel twin from INT650. (Spenser Robert/)Prototypes that have been seen on test show a bike that’s very much in the mold of the scrambler models Triumph has derived from its Bonneville range over the years. The frame and tank are straight from the Interceptor, as is the 650cc, 47 hp parallel-twin engine, but the upcoming scrambler gets an upside-down fork and longer-travel twin shocks to increase ground clearance. The twin exhausts of the INT650 are also gone, replaced with a 2-into-1 system that sees the header from the left-hand cylinder take a sharp turn to the right, across the front of the engine. On the prototypes, the two pipes then run together down the side of the engine before merging into a single pipe running under the footpeg and into an upturned muffler. It’s hard to imagine that the firm won’t offer a higher-mounted exhaust, like the Triumph Scrambler’s, as an option. Some prototypes of the 650 scrambler have featured oval number plates on the side panels, while others borrow the standard INT650 parts, again suggesting scope for customization. Deep-treaded, dual-sport tires on wire wheels are another feature, and where the INT650 has 18-inch rims at each end, the scrambler-style machine appears to have a larger front and smaller rear—possibly a 19-inch front and 17-inch rear, matching the Triumph Scrambler 900′s setup. Royal Enfield’s SG650 concept will inspire aspects of a new bobber believed to be named Shotgun. (Courtesy of Royal Enfield/)The trademark applications and the regular sightings of prototypes on test suggest the Royal Enfield 650 scrambler is due to launch before the end of this year, to join the 2024 model range. However, it’s not the only new 650 machine in the pipeline, as Royal Enfield is also believed to be developing a bobber derived from the Super Meteor 650, with a short rear fender and single seat to match the SG650 concept shown in 2021. That bike is believed to be getting the name “Shotgun,” which Eicher Motors owns the trademark rights to in much of the world, including the US. The company also has a pending US trademark over the name “Constellation,” historically used on an upgraded, 700cc version of the Super Meteor in the 1950s. Source