Hugh Janus

We built a Suzuki V-Strom 800DE to take on the NORRA Mexican 1000 Rally. (Jeff Allen/) Our V-Strom 800DE DR Big after racing the NORRA Mexican 1000 Rally. (Jeff Allen/) How would our V-Strom 800DE fare against lighter dirt bikes? We’d soon find out. (Jeff Allen/) This scroll of paper called a roadbook is the only information you have to find your way each day during the rally. (Jeff Allen/) Two tripmeter computers tell you the mileage (left) and compass heading and speed (right). With the info from the roadbook, you must find your way to the finish. (Jeff Allen/) A short shakedown ride confirms that the choices we made on our DR Big racer are correct. (Jeff Allen/) And we’re off and racing! The first order of business is to get out of Ensenada and into the desert. (Jeff Allen/) The V-Strom 800DE is faster than my ability to navigate on Day 1. (Jeff Allen/) Speed kills—tires. (Jeff Allen/) On gas right out the gate on Day 2. (Jeff Allen/) In the fast sand wash sections the V-Strom 800DE is stable and easy to ride. (Jeff Allen/) Feeling the Baja flow and pushing the DR Big harder as the day wears on. (Jeff Allen/) Jose even has the right color welding helmet. (Jeff Allen/) Finding the way through the soft sand dunes outside of Guerrero Negro proves to be difficult thanks to tricky navigation. (Jeff Allen/) Helping the competition is common in the Mexican 1000 Rally. And I am thankful to help and be helped. (Jeff Allen/) I rolled into San Ignacio eighth for the day, moving me up to eighth place overall. (Jeff Allen/) Day 4 of the Mexican 1000 Rally is the shortest of the rally. (Jeff Allen/) Day 4 felt like it finished before it even started. The course riding is fast and fun. (Jeff Allen/) One of these things is not like the other… Bike tucked in for the night at impound. (Jeff Allen/) I am looking forward to getting on the beach and letting the V-Strom 800DE stretch its legs. (Jeff Allen/) Not much farther down the beach my race day is done. (Jeff Allen/) I blow it, and with it any chance of a solid finish for the DR Big. (Jeff Allen/) Replacement of clutch plates, springs, and pressure plate is all that is needed to get the DR Big up and running again. (Jeff Allen/) Day 6 is my last chance to show just how good this V-Strom 800DE is. (Jeff Allen/) Despite losing damping in the rear shock, the V-Strom is still fast thanks to its stability at speed. (Jeff Allen/) What an experience! Making it to the finish line, even after the days of failure before, has me hooked on rally racing and the DR Big. (Jeff Allen/) Rally Racing isn’t an individual sport. Thanks to the crew for getting me across the line! (Jeff Allen/) Back home with the dirt and dust from the last day of the NORRA Mexican 1000 Rally. What’s next? (Jeff Allen/) Proof of battles won and lost. Our DR Big is dirty and well used, but it will see a refresh. I promise. (Jeff Allen/) A black space on the official time keeping sticker tells the tale of Day 5. (Jeff Allen/) Can you figure out the significance of “323″? (Jeff Allen/) The last roadbook note of the NORRA Mexican 1000 Rally. (Jeff Allen/) End of day rest for the riders and bikes in San Ignacio. (Jeff Allen/) Start of Day 2 in San Felipe. (Jeff Allen/) Just because the racing ended doesn’t mean the work is finished. (Jeff Allen/) When can we do it again? (Jeff Allen/)Source

Rapid acceleration and nimble, intuitive handling make the Mulholland an excellent choice for around-town errands and navigating high-traffic areas. (Jeff Allen/) LiveWire S2 Mulholland models are available now with a starting MSRP of $15,999. (Jeff Allen/) The Mulholland shares its slick LED headlight with H-D Softail Breakout models. (Jeff Allen/) Exposed cables and wiring replace the faux gas tank aesthetic we see on many electric motorcycles, like the S2 Del Mar from LiveWire. (Jeff Allen/) At 6-foot-4, Morgan is comfortable on the Mulholland with an easy reach to the handlebars and well-placed mid-controls. (Jeff Allen/) Customizable ride modes offer adjustment on throttle, regen, power, ABS, and traction control. (Jeff Allen/) LiveWire’s S2 app allows for over-the-air updates and lets you check on your bike’s battery percentage as it charges, even if you’re out of Bluetooth or Wi-Fi range. (Jeff Allen/) The Mulholland is comfortable and capable on the highway, but sustained high-speed riding quickly drains the battery. (Jeff Allen/) A progressive linkage helps keep the ride plush and comfortable on the highway, while still eating larger bumps with ease on backroads. (Jeff Allen/) This is an average charging spot in downtown Pasadena: a covered parking lot in a dense, urban neighborhood. (Jeff Allen/) Areas like downtown Pasadena are ideal for EV usage with a wide range of amenities close by and chargers every few blocks. (Jeff Allen/)Source

Lean angle from R to GT models is very similar, but mid-mounted foot controls on R models allow the rider to shift their weight a bit more. (Triumph/) Rocket 3 Storm R and GT models are priced at $24,995 and $25,795, respectively, and are available in dealerships now. (Triumph/) A 240mm-wide Metzeler Cruistec rear tire puts power to the ground with surprising efficiency. (Triumph/) GT models feature a short windshield and passenger backrest, while R models, as seen here, do not. (Triumph/) The Rocket 3’s 3-to-1-to-3 exhaust system features hydroformed headers. (Triumph/) The Rocket 3’s gauge is easily customized to show three levels of information, or easily navigated to adjust the ride. (Triumph/) R and GT models have a 5-inch difference in handlebar positioning, which changes the way you steer the bike and how connected the handlebars feel to the steering action. (Triumph/) Getting the most out of the Rocket 3’s handling requires some body English. (Triumph/) Our testing grounds in the French Riviera provided incredible roads with stunning views. (Triumph/) GT models feature a passenger backrest that’s quickly adjustable with a tab under the backpad. (Triumph/) Aggressive handling on the Rocket 3 takes a bit of extra body geometry, but the bike responds well when pushed. (Triumph/)Source

Duct’s 2025 Panigale V4 gets a reworked chassis and new electronic rider aids. (Ducati/)On November 15, 2017, a new era began at Ducati. That day, production of the Panigale V4 started. The Panigale V4 is the result of an engineering project based on the supreme performance of the Ducati V-4 Desmo GP racer, and soon, the V-4 built a new, winning image for Ducati after breaking its V-2 tradition to challenge the world’s best multicylinder superbikes. Vastly renewed in 2022, Ducati’s Panigale V4 now has a new evolution for 2025. The styling of the new Panigale V4 gets some inspiration from the most iconic Ducati sportbike ever: Maestro Massimo Tamburini’s Ducati 916. The connection clearly appears in the front section with the profile of the main air intake that goes down almost vertically to leave more free space between the front wheel and the body, with a gain in visual lightness. Related: The History of Ducati: A State of Permanent Revolution Inspiration for the Panigale V4’s styling comes from the iconic 916. (Ducati/)The whole body design has been refined in terms of aerodynamic efficiency, improving by 4 percent while providing more protection and comfort to the rider at high speed. The whole of the aerodynamic elements, including the double profile winglets up front, are fully integrated in the design and no longer appear as an added on aerodynamic package. The new headlight cluster was also inspired by the design of the 916, as well as the new seat and tail, that offer more room and comfort for taller riders. Ergonomics have also been subjected to research to grant best comfort to the rider both when they are crouched tight inside the fairing at full speed, and when swinging from side to side aggressively riding on a track. Among other touches, the riding pegs have been moved inward by 10mm (0.4 inch) to induce a tighter riding position and to improve the ground clearance when cornering hard. The seat-tank assembly offers more longitudinal roominess and the 4.5-gallon tank has been shaped to offer better support to the rider’s knees. It also features a depression at the front to prevent any interference with the rider’s helmet in a tuck. Aerodynamic efficiency has increased by 4 percent on the 2025 Panigale V4. (Ducati/)Engine The mighty 1,103cc V-4 (81mm bore and 53.5mm stroke, compression ratio 14:1) is a masterpiece of engineering featuring a counterrotating crankshaft, twin pulse ignition, and, of course, Ducati’s hallmark desmodromic valve train. In this edition it has been revised in order to make it gain 0.5 hp while conforming to tighter Euro 5+ emission standards. In its European edition it delivers 216 hp peak power at 13,500 rpm and 89.2 lb.-ft. peak torque at 11,250 rpm. The American enthusiasts will receive 209 hp at 12,750 rpm and 89.5 lb.-ft. at 11,250 rpm. To achieve these impressive performance numbers, the new edition of the 90-degree V-4 received new cam profiles with increased valve lift. About this: It must be remembered that in the past the major limits of the desmodromic valve train was that it could not use valve lift beyond a given limit. Evolution of the latest six variable polydyne cam profiles gave some advantage to the traditional “spring” valve trains. Under guidance of CEO Claudio Domenicali and thanks to the great mechanical vision of Chief Project Engineer Gigi Mengoli, these desmo limits were increased and the latest Ducati valve trains, starting from the great 1199 Panigale V2, have featured impressive valve lifts that are among the reasons of the supreme power levels reached by the Ducati V4 GP—in combination with the total desmo control of the valves dynamics at extreme rpm. The Akrapovič accessory exhaust boosts the peak power for track use to 228 hp. (Ducati/)The new Panigale V4 also features improved variable geometry inlet runners that now extend the excursion of their length from 25mm in the shortest configuration (minus 10mm from the previous one) to 80mm in the tallest configuration (plus 5 mm), creating substantial benefits to the consistency of the engine response over a wider range of revs. A Ducati Performance exhaust system by Akrapovič is available for track-only use and it boosts the power to 228 hp. Chassis Compared to the 2022 edition of the Panigale V4, the chassis department has been subject to the most relevant revisions based on the winning experience of the Ducati GP racer. The sheet aluminum structure of the “front frame” now is slightly lighter, 7.7 pounds versus 9.3. Consequently, there’s a reduction of its lateral flectional rigidity, down by 40 percent over the 2022 unit. This was derived from the fact that the new radial tires and the latest suspension units demand that the frame flexes in order to perform at their best, returning more confidence to the rider. The new two-sided swingarm of the 2025 Panigale V4’s is 37 percent less rigid than the previous model. (Ducati/)This is contrary to all we thought in the past that would be required to make a better frame, but this new technical approach now pays big dividends. The new frame retains unchanged rigidity on the longitudinal axis to cope with the very high power and torque delivered by the engine. To this purpose of longitudinal rigidity, the classic Ducati single side-arm rear swingarm has been replaced by a new twin-arm unit of rather unique design featuring arms formed by two arched structures called the Ducati Hollow Symmetrical Swingarm. It allows the whole exhaust system to be well tucked away under the engine. The new swingarm features a lateral rigidity 37 percent lower than that of the previous single side-arm unit. V4 and V4 S Differences Ducati’s Panigale V4 comes in two levels of execution: the Panigale V4 and Panigale V4 S. The two are separated by some meaningful chassis components. Panigale V4 sticks to the tried-and-true 43mm Showa BPF fork and fully adjustable, gas-charged Sachs rear shock. The V4 S is equipped with a third-generation electronically controlled Öhlins NPX 30 gas-charged fork that offers a wide range of adjustmentment, both for road comfort and for track riding precision. The new Öhlins unit also features faster-responding hydraulic valves managed by Öhlins’ Smart EC 3.0. The same electronic control unit manages the rear Öhlins TTX 36 gas-charged shock absorber, also fully adjustable. The V4 S gets electronically controlled Öhlins suspension. (Ducati/)Panigale V4 rolls on cast aluminum wheels while Panigave V4 S rolls on forged aluminum wheels weighing 6.5 pounds and 9.1 pounds, front and rear respectively. The braking system is the same for both versions featuring twin 330mm front discs teamed with the latest Brembo Hypure calipers that not only are lighter than the previous Stylema, but they also disperse heat more efficiently to guarantee a strong and precise response at the lever. Race eCBS Braking There’s a new ABS system that Bosch developed in collaboration with Ducati. Called Race eCBS system, it offers a selection of actuation levels, including track-only modes. This combined braking system applies the rear brake autonomously when the front is applied. Depending on the setting, lean angle, and traction the combined rear brake is managed. It will even activate the rear brake after the front is released to tighten the rider’s arc when needed. The Panigale V4 2025 features slight differences in geometrical measurements compared to the 2022 version: wheelbase has been increased from 57.8 inches to 58.5. Rake was reduced from 24.5 degrees to 24, with trail consequently reduced from 100mm to 98 (a reduction of 0.07 inch). The Panigale V4 weighs 421 pounds with no fuel and Panigale V4 S weighs 412. The V4 S also uses a lithium-ion battery. With the new Panigale V4, Ducati reaffirms its development of highly sophisticated electronics for more riding pleasure and safety. The 2025 Panigale V4 is equipped with a complete package of electronic aids: Ducati Traction Control, Ducati Slide Control, Ducati Wheelie Control, Ducati Power Launch, Engine Brake Control, and Ducati Quick Shift 2.0. The DQS 2.0 system uses a strategy based solely on the angular position sensor of the gear selector drum, therefore offering the rider a more direct feeling with reduced lever travel. A host of rider aids, including the new eCBS system, on the 2025 Panigale is said to offer more performance on the track as well as on the street. (Ducati/)All the controls are managed by an important electronic innovation developed by Ducati called Ducati Vehicle Observer (DVO). The Ducati Vehicle Observer simulates the input of over 70 sensors, thus refining electronic control strategies that can achieve unprecedented effectiveness. Thanks to the DVO, control is actuated in an almost predictive manner. The DVO, developed by Ducati Corse in MotoGP, estimates the forces acting on the motorcycle and the consequent limit loads that it can tolerate in various riding conditions, integrating the information from the IMU inertial platform in an even more accurate manner. The 6.9-inch dashboard, in a 8:3 aspect ratio, offers maximum readability without interfering with the road view. There is a Road and a Track mode display. In Road mode it featured a very clear round tachometer with the indication of the selected gear at the center. On the left side of the screen settings and their different functions are displayed. On the right-hand side are the indications for speed, time, water temperature, and cruise control. When set for Track, the dashboard shows information about the personal performance of the rider, like lean angle, G-meter in acceleration and cornering, and power and torque percentage used in real time. Taking advantage of the GPS system, the dashboard displays lap times and the new DDL data acquisition completes the official rider experience. The 2025 Ducati Panigale V4 gets a new 6.9-inch TFT dash. (Ducati/)Ducati Panigale V4 and V4 s come as a single-seater and double seat is only available as an option. Ducati Panigale V4 will arrive in dealerships starting September 2024 2025 Ducati Panigale V4 / V4 S Specs MSRP: $25,995 / $33,895 Engine: Desmosedici Stradale liquid-cooled, 90° desmodromic V-4; 16-valve Displacement: 1,103cc Bore x Stroke: 81.0 x 53.5mm Compression Ratio: 14.0:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 209 hp @ 12,750 rpm Claimed Torque: 89.5 lb.-ft. @ 11,250 rpm Fuel System: DFI w/ 34mm throttle bodies; ride-by-wire Clutch: Wet, multiplate slipper; hydraulic actuation Frame: Aluminum Front Suspension: 43mm fully adjustable Showa BPF (base) / 43mm Öhlins NPX 30, electronically adjustable for compression and rebound; 4.9 in. travel (S) Rear Suspension: Fully adjustable Sachs shock (base) / Öhlins TTX 36, electronically adjustable for compression and rebound (S); 5.1 in. travel Front Brake: Brembo Hypure radial-mount 4-piston calipers, 330mm discs w/ Bosch Race eCBS Rear Brake: Brembo 2-piston caliper, 245mm disc w/ Bosch Race eCBS Wheels, Front/Rear: Die-cast aluminum (base) / forged aluminum (S); 17 x 3.5 in. / 17 x 6.0 in. Tires, Front/Rear: Pirelli Diablo Supercorsa SP-V4; 120/70-17 / 200/60-17 Rake/Trail: 24.0°/3.9 in. Wheelbase: 58.5 in. Seat Height: 33.5 in. Fuel Capacity: 4.5 gal. Claimed Wet Weight (no fuel): 421 lb. / 412 lb. (S) Contact: ducati.com Source

Patent images show the basic look of the INT Bear 650. (Royal Enfield/)Back in May 2023 Royal Enfield dropped a huge hint at the next addition to its growing range of parallel-twin retro bikes by registering the trademark “Royal Enfield Interceptor Bear 650″ in several countries and the name “Royal Enfield INT Bear 650″ in the USA. We surmised that the name pointed toward a scrambler version of the bike that had been undergoing tests in India and now that’s looking more likely than ever as the company has registered the design of the new model. Combined with the trademarked names and another trademark application, made earlier this year, for a graphic representation of a stylized bear silhouette, the evidence is stacking up that the Bear 650 is indeed a new scrambler and that it’s heading to showrooms worldwide in the very near future. The new design registration gives our clearest look yet at the bike and confirms expectations that it uses the same 650cc parallel-twin engine that debuted in the INT 650, as well as the same tubular-steel chassis. Even the fuel tank appears to be a carryover design, but beyond that, the differences start to emerge. As it’s a scrambler, the suspension sits higher than the INT 650′s, and despite the retro design Royal Enfield has opted for a modern upside-down fork rather than a gaiter-clad right-way-up version. At the back there’s a twin-shock setup, like the INT 650, but the spring/damper units are different, lacking the piggyback reservoirs of its sister model. While it’s hard to gauge the wheel sizes from a single image, it looks like the Bear 650 has a slightly larger 19-inch front paired to a 17-inch rear rim (both wire-spoke wheels) instead of the pair of 18-inch wheels used on the INT 650. The Bear will use the same engine as the INT 650. (Royal Enfield/)Although the engine is carried over and is likely to make around the same 47 hp and 39 lb.-ft. of torque as the INT 650, it features a different exhaust, with two headers joining into a single pipe rather than the usual two-into-two system. Royal Enfield has opted not to adopt the sort of mid-level exhaust system seen on some other retro scrambler models—notably Triumph’s designs—but it’s not hard to imagine such a system being offered as an optional extra. The standard, low-mounted pipe does have perforated heat shields that are reminiscent of old, 1960s scramblers though. The seat is new, with a shortened rear fender behind it carrying a circular taillight. Below the seat, the side panels feature race-style number boards, and the footpegs and levers are redesigned to suit the Bear’s style. The straight, flat bars are exactly what you’d expect on a retro scrambler, sitting above the normal, single headlight, but the dash appears to be the same round TFT unit used on the Himalayan 450 and the new Guerrilla 450 rather than the twin clocks of the INT 650. That’s good news, as the latest instrument panel has impressive features including full map navigation when paired to a capable smartphone. The INT Bear 650 will use the same round TFT display as the Himalayan, which tether to your smartphone for navigation. (Royal Enfield/)With the trademarks and designs registered, it’s only a matter of time before the INT Bear 650 is launched (the US market doesn’t get the Interceptor name used elsewhere because Honda retains rights to that title in the States). It’s unlikely to be a long wait, since the bike has already been undergoing tests for well over a year. Source

Arai Launches Two New Programs at Sturgis in 2024 (Arai/)Arai Press Release: Arai is thrilled to announce that they will be attending the Sturgis motorcycle rally this year with two exciting new services for Arai customers. These two new Arai supported services will be available to all Arai customers and potential new Arai customers. Arai have launched a new Ride Before You Buy helmet demo program for the all-new XD-5. This service will be located near the inside the adventure touring OEM Demo ride areas in downtown Sturgis and allow riders to experience the new Arai XD-5 for themselves. In addition, Arai and Drag Specialties will be hosting an Arai Touring Service at the famous Black Hills Harley Davidson location, providing a checkup and cleaning of your Arai helmet. Source

There’s no better way to explore the country than on a motorcycle. When considering your travel choices, think about comfort, weather protection, range, and luggage options. (Harley-Davidson/)Ask any rider and they’ll tell you there’s nothing like a view of the countryside from the saddle of a motorcycle. But you could also argue that any motorcycle can be used to that end, so it often comes down to your own parameters; where you intend to go, how you ride, and what you’re bringing with you. Which means our list is just a small sampling of all the great travel bikes out there, serving instead as a kind of highlight reel for the wide variety options that are available. You can narrow down your choices by opting for those that include provisions for cargo (whether it comes with bags or can accept them later), decent fuel range, and at least a modicum of weather protection. Creature comforts and up-to-date electronics can make your ride even more enjoyable, with features like traction control, rider modes, navigation, adaptive cruise control, and more. We include a few true tourers, some adventure machines, and a couple of sport-tourers, so there’s a little bit of something for everyone. Obviously there are a multitude of other options, so feel free to list your faves in the comments below. Long Haulers Bikes that are made to devour long highway miles, with plush accommodations, room for a passenger, and gobs of cargo capacity. All come equipped with big engines that can easily move your loaded rig with authority. Related: 10 Great Motorcycles for Travel 2023 Any compilation of touring bikes is bound to have a Honda Gold Wing near the top of its list. You can thank the Wing’s combination of refined comfort and silky smooth power. (Honda/)2024 Honda Gold Wing Tour Automatic DCT | $29,700 The Honda Gold Wing has been soldiering on for more than four decades and has won more Cycle World Ten Best awards than we can count along the way. For taming highways and chomping up huge miles, we said the Gold Wing and its nearly two-liter engine are “the gold standard of two-up touring.” Key attributes include a 1,833cc flat six-cylinder engine and an electronically adjustable double-wishbone fork, both of which contribute to an uncannily smooth power delivery and ultra-stable footing. On the Tour Automatic DCT, Honda’s Dual-Clutch Transmission will do the shifting for you, but all trims carry a color 7-inch TFT screen, four ride modes, dual disc brakes with ABS, a 5.5-gallon tank, lots of protection for rider and passenger, and plenty of storage space. Price: $29,700 Fuel capacity: 5.5 gal. Claimed fuel mileage: 42 mpg Estimated range: 231 mi. Standard luggage: Yes, 121L of storage (approx. 31.9 gal.) Navigation: Yes, Apple CarPlay and Android Auto compatible The K 1600 GTL may be plush and sophisticated, but its inline-six engine can also bring the heat; it’s rated at 160 hp. (BMW/)2024 BMW K 1600 GTL | $27,295 BMW’s flagship K 1600 GTL has also made our Ten Best list more than once, and for good reason. With an inline 1,649 cc six-cylinder mill cranking out a mighty 160 hp, backed by a head-snapping 133 lb.-ft. of torque, the big K also offers electronically adjustable suspension and an adjustable windscreen along with a huge 10.25-inch TFT color display with integrated navigation. Other amenities include adaptive headlights and even engine-brake control and dynamic traction control aided by input from the six-axis IMU. The 7-gallon tank, ABS, and heated grips (and seat) go a long way toward keeping pilots comfortable, and their passengers can revel in the K’s large top case with padded backrest, and a combined storage capacity of 29.9 gallons. Price: $27,295 Fuel capacity: 7.0 gal. Claimed fuel mileage: 40 mpg Estimated range: 280 mi. Standard luggage: Yes, 29.9 gal. of storage space Navigation: Yes, Garmin Harley’s Grand American Touring category has lots of good travel machines, but the M-8 114-powered Road Glide Limited is one of the better-equipped examples if you’re taking a passenger. (Harley-Davidson/)2024 Harley-Davidson Road Glide Limited | $32,499 There are other bikes in H-D’s Grand American Touring series, but the Road Glide Limited is great for long-haul, two-up travel thanks to its powerful Milwaukee-Eight 114 engine, frame-mounted fairing, and plush passenger accommodations. The 114ci motor cranked out 76.3 hp and 108 lb.-ft. last time we had it on our dyno, and there’s plenty of storage space for two people, with a huge Tour-Pak trunk to swallow all your black T-shirts (4.7 cubic feet of capacity in total). Your passenger gets armrests and speakers to keep backseat complaints on ice, while the bike’s solid ride quality, heated grips, cruise control, and a 6-gallon fuel tank will get you where you wanna go in comfort. Class-leading paint and that distinctive fairing also make for a sharp-looking, well-equipped V-twin tourer. Price: $32,499 Fuel capacity: 6.0 gal. Claimed fuel mileage: 43 mpg Estimated range: 258 mi. Standard luggage: Yes, 4.7 cu. ft. (approx. 35 gal.) Navigation: Yes, Boom! Box GTS Indian’s Challenger bagger serves up V-twin style with the power to match, and a healthy set of standard features to boot. (Indian Motorcycle/)2024 Indian Challenger | $26,499 If you still want the mile-munching capability but without the hassle (or bulk) of a full-dress touring rig, the Indian Challenger bagger might cure what ails you. Pair the bike’s muscle car looks with equally impressive performance—we’ve wrung 103.1 hp out of the 1,768cc PowerPlus motor on our dyno—and add an impressive list of standard features, like locking saddlebags with 18 gallons of storage, a 43mm inverted fork, and a frame-mounted fairing, and the long road won’t seem like a grind. There’s also an electrically adjustable windshield, LED lighting, cruise control, and ABS, while the 7-inch touchscreen display with Ride Command features navigation and Bluetooth connectivity. For the Indian V-twin vibe but with a top trunk, opt for the Pursuit model, which is essentially a full-dress Challenger. Price: $26,499 Fuel capacity: 6.0 gal. Claimed fuel mileage: 43 mpg Estimated range: 258 mi. Standard luggage: Yes, 18 gal. Navigation: Yes, Ride Command All-Road Rigs For those riders seeking more versatility from their traveling machines, an adventure-tourer might fit the bill. You’ll get excellent on-road capability as well as a bike that can get a little dirty if the situation calls for it. Creature comforts and great ergos abound in this category as well. Backed by a parallel twin, the 800DE Adventure is Suzuki’s entry into the middleweight adventure category. (Suzuki/)2024 Suzuki V-Strom 800DE Adventure | $13,049 If we’re talking about value propositions in the all-roads segment, the discussion has to include Suzuki’s new middleweight adventure bike, the V-Strom 800DE. It may not have a high-zoot IMU or 200 hp rating, but this newest iteration of the long-running V-Strom ditches the V-twin engine layout and adds ride-by-wire, fully adjustable suspension front and rear, switchable ABS, and quick-release aluminum hard bags as standard equipment. So really, you don’t have to spend 20 grand to buy a ready-to-rip adventure bike; the 800DE Adventure comes loaded with crashbars, a skid plate, hand protectors, and pretty much all the features you need to get you out exploring the wilds for under $14,000 out of the box. Price: $13,049 Fuel capacity: 5.3 gal. Claimed fuel mileage: 53.4 mpg Estimated range: 280 mi. Standard luggage: Yes, 37L of capacity Navigation: No Lighter, more compact, and more powerful, BMW’s new R 1300 GS is well-positioned to contain its reign over all roads. (BMW/)2024 BMW R 1300 GS | $18,895 You can’t talk about adventure-touring motorcycles without including the standard-bearer (and creator) of the ADV segment: the BMW GS. Germany’s latest iteration of the hallowed globe-trotting rig is almost entirely new for 2024, boasting amplified power, reduced weight, upgraded suspension, a fresh frame, and the integration of radar technology. The new ShiftCam-enhanced 1,300cc boxer engine churning out 145 hp and 113 lb.-ft. of torque should make short work of both highways and crumbly dirt tracks, while its combination of excellent handling, all-day comfy ergonomics, and delightful balance is better than ever. A full suite of electronics includes four ride modes, active cruise control, collision warning, and more, all displayed on the 6.5-inch TFT screen. Unfortunately luggage is extra, but the new GS looks determined to reclaim its dominance of the ADV world. For even more of the same, check out the brawnier GS Adventure. Price: $18,895 Fuel capacity: 5.0 gal. Claimed fuel mileage: 58.9 mpg Estimated range: 294 mi. Standard luggage: Optional Navigation: Optional, BMW Connected App; ConnectedRide Navigator The KTM 1290 Super Adventure lives up to its name, with an absolute beast of an engine in a mile-munching package with comfortable ergos. (KTM Motorcycles/A. Barbanti/)2024 KTM 1290 Super Adventure S | $20,999 It’s no secret we’re big fans of KTM’s brawny 1290 Super Adventure S. We gave it top marks in our Open-Class Adventure Comparison due to its versatility and power, and for sporty adventure travel, there’s almost nothing else like it. Not only does it pack class-leading tech like adaptive cruise control and semi-active suspension to help you gobble up highways, but it’s also plenty competent in the dirt (with a different set of tires). Excellent rider-focused ergonomics are a boon for long-distance pilots, and the 6.5-inch angle-adjustable TFT display gives you info on all the IMU-enabled tech that comes standard, which includes adaptive cruise control, traction control (both on and off-road), and lean-angle-sensitive ABS. Price: $20,999 Fuel capacity: 6.0 gal. Claimed fuel mileage: 43.6 mpg Estimated range: 261 mi. Standard luggage: Optional Navigation: Yes, via KTM Connect App Go Fast, Go Long Sometimes it’s about the ride and not the destination, and there’s nothing wrong with traveling light and ripping twisties. That’s where sport-touring machines come in, offering sporty rubber, upright seating positions, and yes, even the occasional side case. The middleweight—but not middle-of-the-road—Tracer 9 GT+ has a sort of do-it-all vibe, but leans on the sportier side of the touring equation. (Yamaha/)2024 Yamaha Tracer 9 GT+ | $16,499 That the sport-touring class has undergone a huge evolution in the last decade is clear to anyone old enough to vote, and the Tracer 9 GT+ is a prime example. The latest trends of the class are on full display in Yamaha’s middleweight sport-tourer, which gives you the upright seating position and neutral ergonomics of an ADV bike, a sporting inline-triple engine, and a full suite of electronic aids including adaptive cruise control and semi-active suspension (backed by a six-axis IMU) all stuffed in a light, nimble package. Heated grips and cornering lights are standard, and yes, Virginia, those touring hard cases are also included. With its leaner profile and sportier intent, the Tracer 9 GT+ can eat up the miles as easily as it tackles the curves. Price: $16,499 Fuel capacity: 5.0 gal. Claimed fuel mileage: 49.0 mpg Estimated range: 245 mi. Standard luggage: Yes Navigation: Optional, via Garmin Motorize app You won’t be just sport-touring, but hypersport-touring on the Kawasaki Ninja H2 SX SE. (Kawasaki/)2023 Kawasaki Ninja H2 SX SE | $28,000 The Kawasaki Ninja H2 SX SE claims to be a sport-touring motorcycle, but really, it’s all about raw power. Sure you can throw on a set of optional side bags, but the supercharged 998cc inline four-cylinder engine is the star of the show here, putting out a whopping 166.1 hp on our dyno. The sub-600-pound H2 also has provisions for a passenger, so your adrenaline-loving partner can share in pulling G’s as you shoot out of corners. But you also get some of the most advanced rider tech found on a bike today, with four rider modes, traction control, electronically controlled (and adjustable) suspension, an Advanced Rider Assist System (ARAS) with multiple radars, adaptive cruise control, forward collision warning, and blind spot detection. If you’re into traveling very, very fast, the H2 is likely right up your alley. Price: $28,000 Fuel capacity: 5.0 gal. Claimed fuel mileage: N/A Estimated range: N/A Standard luggage: No Navigation: Limited, with Spin app Class-leading (and wallet-emptying) tech on the Ducati Multistrada V4 S Grand Tour includes front and rear radars, seat height lowering system, and that lovely Grandturismo engine. (Ducati/)2024 Ducati Multistrada V4 S Grand Tour | $28,395 You could argue that the Ducati Multistrada set the tone (and the standard) for upright sporty touring machines when it debuted in 2003, and in V4 guise, it continues to stretch boundaries and raise the bar. New for 2024, the top-of-the-line Multistrada Grand Tour boasts a pages-long spec sheet that includes things like adaptive cruise control, blind spot detection, a seat-height lowering system, and (thankfully) 60-liter side cases as standard. Of course part of the deal is that power-packed 1,158cc engine good for 170 hp and 92 lb.-ft. of torque, comfortable ergonomics, and the other electronics we’ve come to expect, like semi-active suspension, multiple ride modes, and traction control, all easily accessed via the 6.5-inch TFT display. Is it the best Multi for long-distance touring? Quite possibly. Price: $28,395 Fuel capacity: 5.8 gal. Claimed fuel mileage: N/A Estimated range: N/A Standard luggage: Yes Navigation: Yes Source

Honda’s flagship 2025 CBR1000RR-R Fireblade SP was heavily revised with changes to the engine, chassis, and electronics. (Honda/)Overview Honda’s CBR1000RR dates back to 2004 with the ultimate version first released in 2021 as the CBR1000RR-R Fireblade SP. That bike dipped deep into the knowledge obtained by HRC’s MotoGP program and applied it to the company’s flagship sportbike. With Honda committed to Superbike racing both in MotoAmerica and World Superbike, the bike has been updated with a long list of changes for the 2025 model. Changes to the Fireblade’s 1,000cc inline-four engine include: a higher compression ratio, revised valve timing, lighter crankcase, reduced inertial mass for the crankshaft and connecting rods, new internal and final gear ratios, and a new Akrapovič silencer. Changes to the electronics include: a new two-motor throttle-by-wire system, revised nine-level Honda Selectable Torque Control, and revised riding modes. The engine has 81 x 48.5mm bore and stroke dimensions, which are the same as Honda’s RC213V MotoGP prototype racer. As mentioned above, the compression ratio was raised from 13.4:1 to 13.6:1, while the intake valves are now lighter. New valve springs are called three-stage elliptical units for both the intake and exhaust side. The cam lobes have Diamond Like Carbon coating which Honda claims reduces valve train friction by 35 percent. The chassis also was heavily revised for 2025, with a new aluminum frame with altered rigidity for better grip and feel on the track. New Öhlins 43mm NPX (SV) fork and TTX 36 shock are controlled by third-generation Öhlins Smart Electronic Control (S-EC3.0). New latest-gen Brembo Stylema R radial-mount four-piston front brake calipers with 330mm discs are managed by updated cornering ABS with three modes: Standard, Track, and Race. The riding position has been altered with a taller handlebar position, and lower footpegs for more comfort and control. A brand-new 5-inch full-color TFT display works in conjunction with an updated left-hand control pod. Other standard electronic features include, wheelie control, a Start mode for race starts, and a three-level quickshifter. 2025 Honda CBR1000RR-R Fireblade SP. (Honda/)2025 Honda CBR1000RR-R Fireblade SP Pricing and Variants The 2025 Honda CBR1000RR-R Fireblade SP is available in Grand Prix Red for $28,999. A new 5-inch TFT display. (Honda/) The 2025 Honda CBR1000RR Fireblade SP gets new aero. (Honda/)Competition <a href="https://www.cycleworld.com/motorcycle-reviews/bmw-m-1000-rr-first-ride-review/">BMW M 1000 RR, starting at $33,345</a><a href="https://www.cycleworld.com/bikes/ducati-panigale-v4-sp2-30th-anniversario-916-first-look/">Ducati Panigale V4, $25,995 to $45,995</a>2025 <a href="https://www.cycleworld.com/kawasaki/ninja-zx-10r/">Kawasaki Ninja ZX-10RR ABS, $30,499</a>2025 <a href="https://www.cycleworld.com/motorcycle-news/suzuki-gsx-r1000-update-details/">Suzuki GSX-R1000, $16,449</a><a href="https://www.cycleworld.com/2020-yamaha-yzf-r1-and-yzf-r1m-first-ride-review/">Yamaha YZF-R1M, $27,399</a><a href="https://www.cycleworld.com/bikes/aprilia-rsv4-factory-special-edition-first-look/#:~:text=Both%20bikes%20will%20be%20available,V4%20Factory%20SE%2D09%20SBK.">Aprilia RSV4 Factory SE-09 SBK 1100, $26,499</a>2025 Honda CBR1000RR-R Fireblade SP News and Reviews <a href="https://www.cycleworld.com/story/bikes/how-much-power-does-the-honda-cbr1000rr-r-fireblade-sp-make/">Honda CBR1000RR-R Fireblade SP Dyno</a><a href="https://www.cycleworld.com/story/motorcycle-reviews/2020-honda-cbr1000rr-r-fireblade-sp-first-ride/">Honda CBR1000RR-R Fireblade SP First Ride</a>2025 Honda CBR1000RR-R Fireblade SP Claimed Specs MSRP: $28,999 Engine: DOHC, liquid-cooled inline-4; 4 valves/cyl. Displacement: 1,000cc Bore x Stroke: 81.0 x 48.5mm Compression Ratio: 13.6:1 Transmission/Final Drive: 6-speed/chain Fuel System: PGM-FI w/ 52mm throttle bodies Clutch: Wet, multiplate Frame: Twin-spar aluminum frame Front Suspension: Öhlins NPX 43mm fork w/ Electronic Control (S-EC); 4.9 in. travel Rear Suspension: Pro-Link system, single Öhlins shock w/ Electronic Control (S-EC); 5.6 in. travel Front Brake: Brembo Stylema 4-piston radial-mount hydraulic calipers, 330mm discs w/ ABS Rear Brake: Brembo hydraulic calipers, 220mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 17 in./17 in. Tires, Front/Rear: 120/70ZR-17 / 200/55ZR-17 Rake/Trail: 24.1º/4.0 in. Wheelbase: 57.2 in. Ground Clearance: 5.1 in. Seat Height: 32.7 in. Fuel Capacity: 4.4 gal. Wet Weight: 445 lb. Contact: powersports.honda.com Source

2024 Honda Transalp. (Honda/)Overview Fitting in between the Africa Twin and the NX500, the XL750 Transalp enters the US market fresh from a complete overhaul of the platform that has existed in one form or another in Europe for decades. But the concept is roughly the same, built as a do-it-all crossover that can serve as a daily rider, globetrotter, or off-road adventurer. Power comes from a brand-new 755cc parallel-twin engine with a 270-degree crank, a single overhead cam, and four valves per cylinder. The tuning of this engine is aimed at great low- to midrange torque, yet with a stout top-end punch. Power is transmitted to the six-speed transmission via an assist/slipper clutch. Throttle-by-wire engine control allows a whole suite of electronic rider aids. The Transalp is equipped with four ride modes—Sport, Standard, Rain, Gravel—plus a customizable User mode. Users can choose between four levels of engine power, three levels of engine-braking, five stages of Honda Selectable Torque Control (which also controls wheelie), and ABS with an off-road mode and the ability to turn it off completely. To be an adventure bike, the chassis must be up to snuff, and Honda has ensured that the Transalp is ready for whatever riders can throw at it. The chassis is based around a steel diamond frame that has been optimized for lightweight. The wheelbase measures 61.5 inches, while front-end geometry measures 27 degrees of rake with 4.4 inches of trail for good stability wherever you travel, while also providing a tight 8.6-foot minimum turning radius. Seat height is set at 33.7 inches, while a low seat is available as an option. At the front a Showa 43mm SFF-CATM (Separate Function Fork-Cartridge) fork provides 7.9 inches of travel and has preload adjustability, and mounts in a forged top and cast aluminum bottom triple clamps. Out back a remote-reservoir preload-adjustable Showa shock provides 7.5 inches of travel and mates to an aluminum swingarm. Ground clearance measures 8.3 inches. Stainless steel spoked wheels measure 21 inches in the front and 18 inches in the rear allowing a huge choice of tires, including aggressive knobbies for off-highway use. Tire sizes measure 90/90-21 front and 150/70-18 rear. Braking is handled by a pair of twin-piston front calipers that clamp on 310mm wave discs, while a 256mm rear wave disc is pinched by a single-piston caliper. Honda offers four accessory packages for the Transalp, including the Adventure Collection with a bunch of protective piece for off road; Touring Collection with luggage and travel-oriented accessories; Comfort Collection with options for rider comfort like heated grips and alternative windscreens; City Collection which is focused for urban commuting with a top case and other city-centric features. 2024 Honda Transalp. (Honda/)2024 Honda Transalp Pricing and Variants The 2024 Honda Transalp is available in Matte Black Metallic for $9,999. We tested the 2024 Honda Transalp on and off-road. (Honda/)Competition <a href="https://www.cycleworld.com/motorcycle-reviews/yamaha-tenere-700-first-ride-review/">Yamaha Ténéré 700, $10,799<br/> </a><a href="https://www.cycleworld.com/story/buyers-guide/2020-ktm-790-adventureadventure-r/">KTM 790 Adventure, $10,990<br/> </a><a href="https://www.cycleworld.com/bikes/suzuki-v-strom-800de-mexican-1000-rally-race-project/">Suzuki V-Strom 800DE, $11,599<br/> </a><a href="https://www.cycleworld.com/motorcycle-reviews/bmw-f-900-gs-ride-review/">BMW F 900 GS, starting at $13,495<br/> </a><a href="https://www.cycleworld.com/motorcycle-reviews/ktm-890-adventure-r-review/">KTM 890 Adventure R, $15,799<br/> </a><a href="https://www.cycleworld.com/motorcycle-reviews/husqvarna-norden-901-expedition-first-ride-2023/">Husqvarna Norden 901, $14,899<br/> </a><a href="https://www.cycleworld.com/motorcycle-reviews/triumph-tiger-gt-pro-and-rally-pro-first-ride-review/">Triumph Tiger 900, $14,995<br/> </a>2024 Honda Transalp News and Reviews <a href="https://www.cycleworld.com/motorcycle-reviews/honda-transalp-first-ride-review/">Honda Transalp First Ride<br/> </a><a href="https://www.cycleworld.com/bikes/honda-transalp-dyno-test-2024/">Honda Transalp Dyno Test<br/> </a><a href="https://www.cycleworld.com/story/bikes/honda-xl750-transalp-first-look-2023/">Transalp Coming to the US<br/> </a>2024 Honda Transalp Claimed Specs MSRP: $9,999 Engine: SOHC Unicam, liquid-cooled, four-stroke parallel-twin; 4 valves/cyl. Displacement: 755cc Bore x Stroke: 87.0 x 63.5mm Compression Ratio: 11.0:1 Transmission/Drive: Manual 6-speed/chain Fuel System: PGM-FI w/ 46mm throttle bodies Clutch: Wet, multiplate Frame: Lightweight steel diamond Front Suspension: 43mm Showa SFF-CATM telescopic inverted fork, spring preload adjustable; 7.9 in. travel Rear Suspension: Pro-Link system, single Showa remote-reservoir shock, preload adjustable; 7.5 in. travel Front Brake: Hydraulic 2-piston calipers, dual 310mm wave discs w/ ABS Rear Brake: Hydraulic 1-piston caliper, 256mm wave disc w/ ABS Wheels, Front/Rear: 21 in./18 in. Tires, Front/Rear: 90/90-21 / 150/70-18 Rake/Trail: 27.0°/4.4 in. Wheelbase: 61.5 in. Ground Clearance: 8.3 in. Seat Height: 33.7 in. Fuel Capacity: 4.5 gal. Curb Weight: 459 lb. Contact: powersports.honda.com Source

Royal Enfield’s Guerrilla 450 is powered by the 452cc liquid-cooled Sherpa engine. (Royal Enfield/)When a brand like Royal Enfield—one that is known for retro cool and affordable prices—moves away from its tried-and-true formula that has brought it much success, the stakes are high. Last year when it introduced the liquid-cooled DOHC 452cc 2024 Himalayan as a replacement for its much loved 411cc air-cooled model, it was well received by the press and public. Modern design and evolution drives the ADV world, but what about the RE’s bread-and-butter standards? We headed to Barcelona, Spain, to see if the brand got the second model powered by its new Sherpa single right. This model will be the true test of whether a more modern machine will work for Royal Enfield. What’s in a Name? Royal Enfield says the Guerrilla moniker is because this new model is different; it goes against the status quo. While RE explained that small single standards seem to be copying each other and look and perform similarly, the Guerrilla 450 is not a cookie-cutter standard. But in reality, it’s not breaking any new ground in that segment; what it is doing is breaking new ground in the Royal Enfield line—and that’s what makes it a disrupter, a rebel fighting against the old guard. The Guerrilla 450 is Royal Enfield’s second liquid-cooled model ever. (Royal Enfield/)Engine Powering the Guerilla 450 is a liquid-cooled 452cc DOHC single that RE calls the Sherpa. This is the first liquid-cooled powerplant in the company’s 124-year history. And while recent history has seen several new engine designs like the 350cc J-platform, 411cc L-platform, and the 650cc P-platform engines, they have all been air- and oil-cooled. All are perfectly fine and great for their intended purpose, but a modern standard needs a modern engine. A 84.0 x 81.4mm bore and stroke gives the Sherpa engine a displacement of 452cc. (Royal Enfield/)This new oversquare engine has a bore of 84.0mm and stroke of 81.5mm, has a compression ratio of 11.5:1, and features a four-valve DOHC head. A forged piston rides in a Nikasil-coated cylinder bore. A ride-by-wire 42mm throttle body feeds a downdraft intake where the electronic fuel injection meters the fuel mixture. A cable-actuated wet multiplate slip/assist clutch transfers power to a six-speed gearbox. Royal Enfield claims the Guerrilla 450 produces 39.5 hp at 8,000 rpm and 29.5 lb.-ft. of torque. That’s the same output of the Himalayan, and in fact, the engines are identical in every spec and detail. Chassis While it might be easy to say the Guerrilla is based on the Himalayan as much of the chassis looks similar, in fact, the two models were developed in parallel and the differences are many. Both use a steel tube frame with the engine as a stressed member, but the dimensions of the frames are different. Steering rake is a steep 21.8 degrees with a trail of 3.6 inches. Wheelbase is 56.7 inches, and the seat height is an approachable 30.7 inches (there is a tall option, but no low). All promising numbers for a standard or roadster. While the frame is similar to the Himalayan, the Guerrilla has its own unique chassis. (Royal Enfield/)Suspension at both ends is supplied by Showa. A nonadjustable 43mm conventional fork strokes through 5.5 inches while a preload-only adjustable rear monoshock with linkage provides 5.9 inches of wheel travel. Wheels at both ends are cast aluminum with 120/70R-17 and 160/60R-17 Ceat Gripp XL tires, respectively. A nonadjustable 43mm Showa fork is one half of the Guerrilla 450′s suspension; the other is a preload-adjustable rear monoshock. (Royal Enfield/)Electronics Electronic rider aids are not showered on this model. There are two ride modes: Performance and Eco. Eco softens the power delivery slightly as it pulls back the throttle opening and fuel to give better fuel mileage. ABS can’t be switched off, which would be expected for a model such as this. The dash on the base-model Guerrilla is an analog unit with an LCD info screen; the Tripper module on the left is standard equipment. (Royal Enfield/)There are two dash options on the Guerrilla. The base model gets an analog unit with an LCD info screen. Next to it is Royal Enfield’s Tripper navigation pod. It looks fine and does its job, but the round 4-inch Tripper TFT unit is a stunner. Three screen layouts give tailored info depending on the rider focus. Analog has a circular tachometer with speed front and center along with a gear indicator. At the bottom of the screen is trip info along with turn-by-turn navigation if the Royal Enfield app is connected. The Digital layout moves the trip info and turn-by-turn nav front and center, and still features a tach and speedo. Navigation layout moves the Google-based map and directions to the upper two-thirds of the screen with all the necessary info like speed below. The 4-inch TFT dash on the Guerrilla 450 has multiple layouts, including a navigation screen powered by Google via the Royal Enfield app. (Royal Enfield/)Each screen is easy to read and makes sense at a glance. Connecting to the Tripper dash with the RE app is quick, with the app actually taking a photo of the dash info to connect directly and simply. The app does need to run in order to feed the navigation info to the Tripper dash, so long rides will require the ability to charge. Thoughtfully Royal Enfield included a USB-C connection on the bars, but storage will be up to you: jacket or a tank bag. Riding Impression: Engine With a flick of the start/run/off dial, the Guerrilla pops to life with a quick idle and pleasant thump. Right off the bat, it’s clear this Sherpa engine is unlike the J and L platforms and is modern. Cracking the throttle sweeps the needle through the rev counter quickly without any stumble or hesitation. Clicking into gear takes a light touch from your left toe while clutch engagement is communicative and predictable. On the road, it’s time to feel the torque and power from the new engine. Snap the throttle and the Guerrilla 450 jumps forward, moving from 3,000 rpm to the 9,000-rpm redline quickly and smoothly—for a 39.5 hp machine. It’s not going to snap your neck with acceleration, but for the displacement and class, it’s plenty sporty. Gear spacing is perfect to keep you in the meat of the torque as you blast from corner to corner. Lugging the engine below 2,500 is possible, but it’s a very rough, chunky affair. Royal Enfield says 70 percent of peak torque is available from 3,000 rpm to 8,000, and our seat-of-the-pants dyno agrees. Rowing through the gears on the Guerrilla 450 is a blast as you scoot from one corner to the next. (Royal Enfield/)While fueling is well sorted overall on the Guerrilla 450, there is a consistent stumble when shifting from first to second that produces a lurch forward when the bike recovers. This was repeated on a second bike. The stumble is more nothing than anything, but it’s there. Changing the mode to Eco gives the Guerrilla a more relaxed throttle response, but if you screw it to the stop, all of the power is still there. In this mode, an average claimed 55 mpg was displayed on the dash. That’s good for around 160 miles from the 2.9-gallon tank. When in Performance mode and riding aggressively for photos and fun, mileage dropped to 39. A 2.9-gallon fuel tank is claimed to give a 180-mile range. We found it to be a bit less than that but more testing back in the States will give us real numbers. (Royal Enfield/)Riding Impression: Chassis Despite the nonadjustable suspension (except rear preload), action on all surfaces is very good. On smooth and grippy roads, there is enough holdup during cornering, braking, and acceleration to know exactly what the tires are doing. And those Ceat tires grip exceptionally well considering the scrambler-ish tread pattern. The harder you push, the better the handling gets. No flexing of the frame, no squirm to the tires, and no pogoing of the suspension. It just works. Royal Enfield’s Guerrilla handles well—both in the twisty mountain roads and the city. (Royal Enfield/)In town, you do feel potholes, cracks, and other rough patches of pavement, but it’s not harsh or uncomfortable. You know it when you hit the junk, but it won’t upset the chassis or cause serious discomfort. Handling is light and quick, even with the claimed 408-pound wet weight (90 percent full tank) that is significantly more than the competition. You don’t ever feel the weight whether that be transitioning from one side of the tire to the other, putting around town, or maneuvering in a parking lot. With just a shift of your weight and some pressure on the bars and pegs, the Guerrilla 450 drops into a corner quickly, yet it is not nervous. It holds a line with ease, but will react to line changes without protest. Grip from the Ceat tires is excellent. (Royal Enfield/)Some buzz does come through the pegs and tank, especially around 5,000 rpm; the mirrors also become a smear of colored ovals as the rpm rises. Interestingly, there aren’t any tingles at the grips. Braking performance is excellent from the 310mm single front rotor and ByBre twin-piston caliper. Power is strong and progressive with excellent feedback. ABS can be activated with an abrupt and heavy squeeze of the lever on dry pavement and it is spot on for wet or dirty streets. Braking power is excellent from the seemingly low-spec ByBre brakes. (Royal Enfield/)Ergonomics With that low 30.7-inch seat height, I expected the seat-to-peg measurement to be tight, but the bend to my knees is just a bit more than 90 degrees and very comfortable. The dished seat offers a bit of support to your lower back, but there’s not much space to move forward and back; you’re locked in one spot. However, the supportive padding and shape is all-day comfortable. Handlebar reach is spot on for my 5-foot-10 frame, but the nonadjustable levers may be a stretch for smaller hands. The Guerrilla’s seat doesn’t offer much room to move around but it is very comfortable. (Royal Enfield/)Conclusion Royal Enfield has an excellent small standard on its hands. The Guerrilla 450′s Sherpa engine is torquey and lively, its chassis is well sorted, and with five color choices from mild to wild it looks cool. Pricing for the US market has not yet been announced, but in Europe the Guerrilla starts at 5,290 euros for the base model (Analogue) and tops out at 5,540 for the most expensive Flash variant. That converts to approximately $5,500, but we’ll have to wait and see. At that price Royal Enfield has jumped into the small standard market with a competitive machine while adding a modern option for RE fans that they will thoroughly enjoy. It’s a new era for Royal Enfield, going modern but without losing the history and character that have made it so successful. European pricing has the base-model Guerrilla 450 (shown) at 5,290 euros, no word on US pricing. (Royal Enfield/)2025 Royal Enfield Guerrilla 450 Specs MSRP: TBA Engine: DOHC, liquid-cooled, four-stroke single; 4 valves Displacement: 452cc Bore x Stroke: 84 x 81.4mm Compression Ratio: 11.5:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 39.5 hp @ 8,000 rpm Claimed Torque: 29.5 lb.-ft. @ 5,500 rpm Fuel System: Electronic fuel injection w/ 42mm throttle body; ride-by-wire Clutch: Wet, multiplate w/ slip and assist function; cable actuation Frame: Steel tube Front Suspension: 43mm Showa fork, nonadjustable, 5.5 in. travel Rear Suspension: Showa monoshock w/ linkage, preload adjustment, 5.9 in. travel Front Brake: ByBre 2-piston caliper, 310mm disc w/ dual-channel ABS Rear Brake: 1-piston caliper, 270mm disc w/ dual-channel ABS Wheels, Front/Rear: Cast aluminum; 17 in./17 in. Tires, Front/Rear: Ceat Gripp XL; 120/70R-17 / 160/60R-17 Rake/Trail: 21.8°/3.6 in. Wheelbase: 56.7 in. Ground Clearance: 6.7 in. Seat Height: 30.7 in. Fuel Capacity: 2.9 gal. Claimed Wet Weight: 408 (90 percent of full of fuel) Contact: Royal Enfield Source

Honda’s CB650R is now available in Matte Grey Metallic, for $9,399. (Honda/)2022 Honda CB650R | 2021 Honda CB650R ABS | 2020 Honda CB650R ABS Ups Inline-four engine unique to the 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

2024 Honda NX500. (Honda/)Overview As far back as the late 1980s, the letters “NX” have represented adventure, meaning New X-over (crossover). For 2024, Honda has renamed the CB500X and changed it to NX500. But the bike gets a lot more than just a name change. Overall weight is down by 7 pounds, dropping from 439 to 432, while the new cast-aluminum wheels have saved 3.3 pounds of unsprung weight alone. Other additions include standard Honda Selectable Torque Control, ECU updates for improved acceleration, new suspension settings, a new 5-inch TFT display, and new LED headlight. At its core is a liquid-cooled 471cc parallel-twin engine that has been tuned for low- to midrange torque between 3,000 and 7,000 rpm. The engine is fed by PGM-FI fuel injection and as mentioned now comes standard with Honda’s Selectable Torque Control (traction control). Chassis highlights include the suspension that utilizes a 41mm Showa Separate Function Fork Big Piston (SFF-BP) fork with 5.2 inches of travel, and preload-adjustable Showa shock with 5.3 inches of travel. Wheelbase measures 56.8 inches, while the seat height has been kept at a reasonable 32.8 inches. A pair of Nissin two-piston calipers and 296mm discs and a single-piston caliper and 240mm disc take care of braking, and ABS is standard. The new lighter cast-aluminum wheels have Y-shaped spokes and are mounted with 110/80-19 front and 160/60-17 rear rubber. 2024 Honda NX500. (Honda/)2024 Honda NX500 Pricing and Variants The 2024 Honda NX500 is available in Matte Black Metallic for $7,399. 2024 Honda NX500 in Matte Black Metallic. (Honda/)Competition <a href="https://www.cycleworld.com/story/buyers-guide/triumph-tiger-sport-660-2022/">Triumph Tiger 660 Sport, $9,695<br/> </a><a href="https://www.cycleworld.com/motorcycle-reviews/yamaha-tenere-700-first-ride-review/">Yamaha Ténéré 700, $10,799<br/> </a><a href="https://www.cycleworld.com/motorcycle-reviews/kawasaki-klr650-s-first-ride-review-2023/">Kawasaki KLR650, starting at $6,899<br/> </a><a href="https://www.cycleworld.com/story/buyers-guide/suzuki-v-strom-650-xt-adventure-2023/">Suzuki V-Strom 650, $9,199<br/> </a><a href="https://www.cycleworld.com/story/buyers-guide/2020-ktm-790-adventureadventure-r/">KTM 790 Adventure, $10,990<br/> </a><a href="https://www.cycleworld.com/story/bikes/2021-bmw-f-750-gs-f-850-gs-and-f-850-gs-adventure-released/">BMW F 750 GS, starting at $9,995<br/> </a>2024 Honda NX500 News and Reviews <a href="https://www.cycleworld.com/motorcycle-news/honda-updates-cb500-series-for-2024/">Honda Updates CB500 Lineup<br/> </a><a href="https://www.cycleworld.com/bikes/honda-cb500-hornet-nx500-and-cbr500r/">NX500 First Look<br/> </a>2024 Honda NX500 Claimed Specs MSRP: $7,399 Engine: DOHC, liquid-cooled parallel twin; 4 valve/cyl. Displacement: 471cc Bore x Stroke: 67.0 x 66.8mm Compression Ratio: 10.7:1 Transmission/Final Drive: 6-speed/chain Fuel System: PGM-FI fuel injection w/ 34mm throttle bodies Clutch: Wet, multiplate; cable operation Frame: Steel diamond Front Suspension: 41mm Showa SFF-BP fork; 5.2 in. travel Rear Suspension: Pro-Link single shock, preload adjustable; 5.3 in. travel Front Brake: 2-piston calipers, 296mm discs w/ ABS Rear Brake: 1-piston caliper, 240mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 19 in./17 in. Tires, Front/Rear: 110/80-19 / 160/60-17 Rake/Trail: 27.0°/4.3 in. Wheelbase: 56.8 in. Ground Clearance: 7.1 in. Seat Height: 32.8 in. Fuel Capacity: 4.7 gal. Wet Weight: 432 lb. Contact: powersports.honda.com Source

Overview The Harley-Davidson Road Glide Limited is the full-on touring version of the Road Glide bagger. In 2024, the Road Glide received a massive overhaul, but the Limited is yet to receive commensurate changes, though we’d imagine they’re coming very soon. For 2024, the Limited soldiers on as we’ve known it, with its frame-mounted sharknose fairing, a Twin-Cooled Milwaukee-Eight 114 engine, and a touchscreen Boom! Box GTS infotainment system. With a substantial 4.7 cubic feet (133 liters) of luggage capacity and exceptionally appointed rider and passenger accommodations, the Limited is designed for long-distance touring comfort—Milwaukee-style. The 2024 Harley-Davidson Road Glide Limited. (Harley-Davidson/)The Twin-Cooled Milwaukee-Eight 114 engine, which features liquid-cooled cylinder heads, produces a claimed 93 hp at 5,020 rpm and 122 lb.-ft. of torque at 2,750 rpm. ABS and linked braking are standard, but the Limited can be spec’d with lean-angle-sensitive ABS, traction control, and drag-torque slip control. Additional options include hill hold control and tire pressure monitoring. Surely, H-D touring fans await the updated Limited with bated breath, but for now, the 2024 model offers a ton of capability in the familiar style that many fans love. As part of the Road Glide’s 2024 update, the fairing got a (shark)nose job. The updated look—and the rest of the updates—have yet to make their way to the Limited. (Harley-Davidson/)2024 Harley-Davidson Road Glide Limited Pricing and Variants The 2024 Road Glide Limited starts at $32,499. The price increases from between $750 and $1,800 depending on color. The Limited’s 6-gallon tank. Note the analog gauges in the fairing, which were replaced as part of the 2024 update for its bagger sibling. (Harley-Davidson/)Competition <a href="https://www.cycleworld.com/honda/gold-wing/">Honda Gold Wing Tour, $28,700</a>, LINK<br/> <a href="https://www.cycleworld.com/bikes/indian-roadmaster-elite-first-look/">Indian Roadmaster, $34,999</a>, Link<br/> 2024 Harley-Davidson Road Glide Limited News and Reviews <a href="https://www.cycleworld.com/2020-harley-road-glide-limited-first-ride/">2020 Harley-Davidson Road Glide Limited First Ride<br/> </a>2024 Harley-Davidson Road Glide Limited Claimed Specs MSRP: Starting at $32,499 Engine: 45-degree V-twin; 4 valves/cyl., liquid-cooled heads Displacement: 114ci (1,868cc) Bore x Stroke: 102.0 x 114.3mm Compression Ratio: 10.5:1 Transmission/Final Drive: 6-speed/belt Fuel Delivery: Electronic Sequential Port Fuel Injection Clutch: Wet, multiplate Frame: Tubular steel Front Suspension: 49mm dual bending valve; 4.6 in. travel Rear Suspension: Standard-height shock, preload adjustable; 3.0 in. travel Front Brake: 4-piston caliper, 300mm discs Rear Brake: 4-piston caliper, 300mm disc Wheels, Front/Rear: Cast; 18 in./18 in. Tires, Front/Rear: Dunlop Harley-Davidson Series; 130/70-18 / 180/55-18 Rake/Trail: 26.0°/6.7 in. Wheelbase: 64.0 in. Ground Clearance: 5.1 in. Seat Height: 28.9 in. Fuel Capacity: 6.0 gal. Wet Weight: 932 lb. Contact: harley-davidson.com Vivid Black costs an additional $750 over the base price. (Harley-Davidson/) Generous upper and lower body weather protection for the rider and a plush passenger seat make the Goad Glide Limited about as comfortable as you can get on two wheels. (Harley-Davidson/) The Sharkskin Blue color adds $1,000 to the base price. (Harley-Davidson/) Source

Updated in 2022, the Kawasaki KLR650 is a modernized single-cylinder adventure bike. (Kawasaki/)Overview Kawasaki’s KLR650 offers adventure-touring in an accessible package. This long-running model features a 650cc liquid-cooled single-cylinder engine with a five-speed transmission and fuel injection. Designed to be ridden near or far, the KLR650 has accommodations for luggage, a passenger, and offers plenty of wind protection from its fairing and windscreen. A large, 21-inch front wheel with dual-purpose tire and 7.9 inches of suspension travel make the KLR650 suitable for off-road riding. On the Cycle World dyno, the 2023 Kawasaki KLR650 S (lower-seat-height variant with designated suspension tuning) produced 36.9 hp at 6,080 rpm and 35.4 lb.-ft. of torque at 4,590 rpm. Measured curb weight was recorded at 464 pounds on our automotive scales. With no changes to the engine, expect all of the KLR models to produce similar power figures. Kawasaki’s KLR650 is not a performance or feature-rich adventure bike. It’s relatively heavy, produces modest power figures, and rider aids are limited to ABS. But its manageable engine, capable chassis, and comfortable ergonomics make the KLR650 a viable option for commuting, touring, and off-road riding. It is the stone hammer of ADV motorcycles; it may not be pretty, but it is known to be a reliable around-the-world traveler. Equipped with off-road components, the KLR650 is at home in the dirt. (Kawasaki/)2024 Kawasaki KLR650 Pricing and Variants The 2024 Kawasaki KLR650 is available in three variants: KLR650 (non-ABS, $6,899; ABS, $7,199), KLR650 S (non-ABS, $6,899; ABS, $7,199), KLR650 Adventure ABS ($8,199). Kawasaki offers the KLR650 in an Adventure package. The Adventure model comes equipped with additional features such as side cases, fog lamps, frame sliders, a tank pad, a DC socket, and an optional USB socket. (Kawasaki/)Competition <a href="https://www.cycleworld.com/honda/xr650l/">Honda XR650L, $6,999<br/> </a><a href="https://www.cycleworld.com/story/buyers-guide/2020-suzuki-dr650s/">Suzuki DR650S, $7,099<br/> </a>2024 Kawasaki KLR650 News and Reviews <a href="https://www.cycleworld.com/story/motorcycle-reviews/2022-kawasaki-klr650-adventure-first-ride/">2022 Kawasaki KLR650 Adventure First Ride<br/> </a><a href="https://www.cycleworld.com/motorcycle-reviews/kawasaki-klr650-s-first-ride-review-2023/">2023 Kawasaki KLR650 S First Ride<br/> </a><a href="https://www.cycleworld.com/bikes/kawasaki-klr650-s-dyno-test-2023/">How Much Power Does the 2023 Kawasaki KLR650 S Make?<br/> </a>2024 Kawasaki KLR650 Claimed Specs MSRP: $6,899 / $7,199 (ABS) Engine: DOHC, liquid-cooled, 4-stroke single Displacement: 652cc Bore x Stroke: 100.0 x 83.0mm Compression Ratio: 9.8:1 Transmission/Final Drive: 5-speed/chain Fuel System: DFI w/ 40mm throttle body Clutch: Wet, multiplate; cable operation Frame: Tubular, semi-double cradle Front Suspension: 41mm telescopic fork; 7.9 in. travel Rear Suspension: Uni-Trak single shock, preload and rebound damping adjustable; 8.0 in. travel Front Brake: 2-piston calipers, 300mm disc (w/ ABS) Rear Brake: 1-piston floating caliper, 240mm disc (w/ ABS) Wheels, Front/Rear: Spoked; 21 in./17 in. Tires, Front/Rear: 90/90-21 / 130/80-17 Rake/Trail: 30.0°/4.8 in. Wheelbase: 60.6 in. Ground Clearance: 8.3 in. Seat Height: 34.3 in. Fuel Capacity: 6.1 gal. Wet Weight: 456 lb. / 461 lb. (ABS) Contact: kawasaki.com Source

Yamaha has confirmed that its MT-09 Y-AMT is hitting production before the end of this year to become the first of several models expected to be offered with the company’s new electromechanical semi-automatic gearbox. Yamaha has announced that the MT-09 Y-AMT will be the first, of likely many, to utilize its new electromechanical semi-automatic gearbox. (Yamaha/)As recently as April this year, the first clues emerged to Yamaha’s plans for a semi-automatic transmission, when the company filed a patent application showing the system fitted to the parallel-twin engine of the MT-07. In June the transmission’s existence was officially announced, but it’s only now that Yamaha has confirmed that its debut platform won’t be the MT-07 but its larger brother, the MT-09. That’s just the start, though, as Yamaha has been open about the fact that the Y-AMT gearshift system will eventually be available on a whole array of different models. The 2025 Yamaha MT-09 Y-AMT. (Yamaha/)The announcement means Yamaha is joining BMW and KTM in adding semi-auto bikes to its range for 2025, with the former already having announced its ASA (Automated Shift Assistant) as an option on the 2025 R 1300 GS and R 1300 GS Adventure, and the latter teasing its AMT (Automated Manual Transmission) on a prototype 2025 1390 Super Adventure that was demonstrated at the Erzbergrodeo in June. All three systems are clearly a response to the growing popularity of Honda’s much more complex DCT (Dual-Clutch Transmission), which has been an option on multiple models since way back in 2009, but now accounts for a significant proportion of the sales of the bikes it’s available on. Externally, the CP3 engine looks conventional. (Yamaha/)Other companies getting in on the semi-auto action include Kawasaki, which has its own automated manual with push-button control and a full-auto mode on the Ninja 7 Hybrid and Z7 Hybrid models, and even Chinese newcomer Souo, which announced its own eight-speed dual-clutch semi-auto on the vast, flat-eight-powered S2000 tourer. It’s hard not to conclude that after a spluttering start—attempts at semi-auto bikes date back decades—the automated transmission is about to become the next big thing. Yamaha itself has been here before, with the FJR1300AE as far back as 2006, but that bike’s YCC-S push-button transmission used hydraulics, while the new Y-AMT is an electromechanical system, and the computer-control elements have come on a long way in the intervening years. On the right bar pod the rider can switch between manual and automatic operation. (Yamaha/)Mechanically, the MT-09 Y-AMT is identical to the manual version, but the lack of a clutch lever and foot shifter pedal are instantly apparent. The engine is still the same 117 hp CP3 triple, and there’s no change to the cast-aluminum chassis or the adjustable suspension. The R1-derived suite of rider assists is also unaltered, including traction control and slide control. Differences emerge in the addition of new switch packs on the bars: The right pod incorporates the trigger to switch between fully automatic and manual operation of the transmission, while the left has a seesaw switch for up- and downshifts when the bike is in manual mode. Upshifts are achieved by pulling a trigger with your left forefinger, while downshifts can be made either via a button under your left thumb or by using your finger to push the trigger forward. On the left bar pod sit a pair of triggers for manual operation. (Yamaha/)That layout highlights the lack of an agreed standard for operating the new generation of automated manual boxes. It’s like the setup Honda uses on its DCT bikes, but BMW’s new ASA models retain a foot shifter, albeit connected to microswitches instead of a gear linkage. We’ve only seen a prototype of KTM’s version so far, but it had bar-mounted shift controls with the “up” and “down” operation reversed compared to the Yamaha. Then there are Honda’s new E-Clutch-equipped CB650R and CBR650R, which still have a standard mechanical shifter but an automated clutch. The Y-AMT system only adds 6.6 pounds to the bike’s weight. (Yamaha/)Unlike Honda’s DCT bikes, which have a completely different transmission to their manual equivalents and used a complex setup of twin clutches and electrohydraulic controls, adding around 24 pounds of weight, the Yamaha Y-AMT has a completely standard gearbox with the simple addition of external electromechanical actuators for the clutch and shifter. Those are wired to their own electronic-control unit, which works in harmony with the bike’s sensors, its six-axis IMU, and its ride-by-wire throttle to make for smooth shifts. Another look at the Y-AMT gearbox. (Yamaha/)In fully automatic mode, there are two settings: “D” for normal riding, and “D+” that lets the engine rev higher for more performance. The bar-mounted shifters can still be used to override the computer at any time if you’d prefer a different gear. The manual mode gives you full control of the shifts, and Yamaha claims that because there’s a more direct link between brain and hands than between brain and feet, you’ll be able to time them better. The lack of a foot shifter is also cited as a benefit, letting riders concentrate on adopting the ideal position for every corner without compromising to have their foot on a shift pedal. The whole setup adds just 6.6 pounds to the bike’s weight. The only other change to the MT-09 Y-AMT compared to the standard bike is the addition of Yamaha’s Smart Key System, which first appeared on the MT-09 SP and allows keyless operation of the bike if you’ve got the fob in your pocket. The Yamaha MT-09 Y-AMT will come with keyless ignition control and a fob. (Yamaha/)Fitting the Y-AMT setup to the CP3 triple opens the door to a host of new models with the same option in 2025 and beyond. The Tracer 9 GT+ sport-tourer and Niken three-wheeler would both get a clear benefit from the ease of use of a semi-auto, but there’s also little reason that Yamaha shouldn’t offer the system on other MT-09 derivatives including the XSR900 and XSR900 GP, the MT-09 SP, and even the YZF-R9 sportbike that’s widely expected to join the range in 2025. What’s more, we’ve already seen patents showing the system fitted to the MT-07 and YZF-R7, so other bikes with the CP2 twin including the Tracer 7, XSR700, and even the Ténéré 700 might also be in a queue to get the Y-AMT treatment. And because the system is so self-contained, with external actuators and its own computer, it should be relatively easy for Yamaha to adapt it to other bikes with conventional manual transmissions if there’s enough demand to make the R&D and tooling expense worthwhile. 2025 Yamaha MT-09 Y-AMT. (Yamaha/) 2025 Yamaha MT-09 Y-AMT. (Yamaha/) The rider can choose between two automatic shift modes. (Yamaha/) 2025 Yamaha MT-09 Y-AMT’s TFT display. (Yamaha/) Another view of the Y-AMT transmission and clutch. (Yamaha/) Key to the system is an electromechanical actuator. (Yamaha/) Transmission shafts and shift drums. (Yamaha/) Source

Honda’s standard 2024 Africa Twin. (Honda/)Overview When Honda released the Africa Twin back in 2016 it was a very welcome addition to the adventure-bike market. Fans of Big Red had been yearning for just such a bike for years after watching the European market get a variety of similar machines that never made it across the pond. What was delivered was a solid and innovative machine that was priced very reasonably compared to the Euro competition. Right out of the gate the bike was offered with Honda’s Dual-Clutch Transmission, which now accounts for a significant amount of sales for all Africa Twins. The other model that was added in 2019 is the more touring-oriented Adventure Sports model, which returns for 2024. Speaking of 2024, there is a long list of upgrades and changes for the Africa Twin lineup. All models get a Bosch six-axis IMU that provides cornering ABS in addition to an off-road setting. The 1,084cc parallel-twin engine has been retuned to deliver better low- to midrange power and torque by raising the compression ratio (to 10.5:1), and altering the intake and exhaust and ECU settings. On the DCT models, updates were made for smoother low-speed performance. The standard Africa Twin’s 21-inch front and 18-inch rear wheels are now tubeless. The standard model also gets a new front fairing, in addition to a five-way adjustable windscreen. The Adventure Sports version, which is the more road-oriented touring version, gets a new 19-inch front wheel and short suspension for improved street performance. That model also wears a new front fairing and the adjustable windscreen, while a new seat features thicker cushioning. 2024 Honda Africa Twin Adventure Sports ES. (Honda/)2024 Honda Africa Twin / Africa Twin Adventure Sport ES Pricing and Variants There are four variations of the Africa Twin offered for 2024. The standard Africa Twin is available in Grand Prix Red for $14,799. The Africa Twin DCT can be had in a single Grand Prix Red color for $15,599. The Africa Twin Adventure Sports ES is available in Pearl White for $17,599, while the Africa Twin Adventure Sports ES DCT in the same color is $18,399. Honda’s standard 2024 Africa Twin DCT. (Honda/) Honda’s 2024 Africa Twin Adventure Sports ES DCT. (Honda/) Competition <a href="https://www.cycleworld.com/motorcycle-news/new-bmw-r-1300-gs-adventure-bike-announced/">BMW R 1300 GS, starting at $18,895<br/> </a><a href="https://www.cycleworld.com/motorcycle-reviews/ducati-multistrada-v4-rally-review/">Ducati Multistrada V4 Rally, starting at $29,995<br/> </a><a href="https://www.cycleworld.com/motorcycle-reviews/ducati-multistrada-v4-rs-first-ride/">Ducati Multistrada V4 RS, $37,995<br/> </a><a href="https://www.cycleworld.com/story/motorcycle-reviews/open-class-adventure-bikes-comparison-test-2022/">Harley-Davidson Pan America 1250 Special, starting at $19,999<br/> </a>2023 <a href="https://www.cycleworld.com/2019-kawasaki-versys-1000-se-lt-first-ride/">Kawasaki Versys 1000 SE LT+, $18,899<br/> </a><a href="https://www.cycleworld.com/story/motorcycle-reviews/2022-ktm-1290-super-adventure-r/">KTM 1290 Super Adventure R, $20,999<br/> </a><a href="https://www.cycleworld.com/story/bikes/ktm-1290-super-adventure-s-dyno-test-2022/">KTM 1290 Super Adventure S, $20,999<br/> </a><a href="https://www.cycleworld.com/mv-agusta/enduro-veloce/">MV Agusta Enduro Veloce, $21,998<br/> </a><a href="https://www.cycleworld.com/story/bikes/suzuki-v-strom-1050de-first-look-2023/">Suzuki V-Strom 1050DE, $16,199<br/> </a><a href="https://www.cycleworld.com/story/buyers-guide/2020-suzuki-v-strom-1050xtxt-adventure/">Suzuki V-Strom 1050, $15,299<br/> </a><a href="https://www.cycleworld.com/motorcycle-reviews/triumph-tiger-gt-pro-and-rally-pro-first-ride-review/">Triumph Tiger 1200 Rally Pro, $22,995<br/> </a><a href="https://www.cycleworld.com/motorcycle-reviews/triumph-tiger-gt-pro-and-rally-pro-first-ride-review/">Triumph Tiger 1200 GT Pro, $$21,895<br/> </a><a href="https://www.cycleworld.com/story/buyers-guide/2020-yamaha-super-tenere-es/">Yamaha Super Ténéré ES, $16,299<br/> </a>2024 Honda Africa Twin / Africa Twin Adventure Sport ES News and Reviews <a href="https://www.cycleworld.com/motorcycle-news/honda-africa-twin-updates-coming-soon-rumors/">2024 Honda Africa Twin on Its Way<br/> </a><a href="https://www.cycleworld.com/story/motorcycle-reviews/2020-honda-africa-twin-dct-first-ride/">2020 Honda Africa Twin DCT First Ride<br/> </a><a href="https://www.cycleworld.com/story/motorcycle-news/2022-honda-africa-twin-european-update/">Examining Honda’s 2022 Africa Twin<br/> </a>2024 Honda Africa Twin / DCT ; Africa Twin Adventure Sports ES / DCT Claimed Specs MSRP: $14,799 / $15,599 ; $17,599 / $18,399 Engine: SOHC, liquid-cooled parallel-twin; 4 valves/cyl. Displacement: 1,084cc Bore x Stroke: 92.0 x 81.5mm Compression Ratio: 10.5:1 Transmission/Final Drive: 6-speed/chain ; DCT/chain Fuel System: PGM-FI electronic fuel injection w/ 46mm throttle bodies; throttle-by-wire Clutch: Wet, multiplate ; (2) wet, multiplate Frame: Steel semi-double cradle, aluminum subframe Front Suspension: 45mm inverted Showa fork, fully adjustable, 9.0 in. travel ; 45mm inverted Showa fork w/ EERA, 8.3 in. wheel travel Rear Suspension: Pro-Link system, monoshock, fully adjustable, 8.7 in. travel ; Pro-Link system monoshock w/ EERA, 7.9 in. travel Front Brake: 4-piston, radial-mount calipers, 310mm discs w/ ABS Rear Brake: 1-piston floating caliper, 265mm disc w/ ABS Wheels, Front/Rear: Spoked, 21 in./18 in. ; spoked, 19 in./18 in. Tires, Front/Rear: 90/90-21 / 150/70R-18 ; 110/80-19 / 150/70R-18 Rake/Trail: 27.0°/4.4 in. ; 27.0°/4.2 in. Wheelbase: 62.0 in. ; 61.8 in. Ground Clearance: 9.8 in.; 8.7 in. Seat Height: 34.3 in./33.5 in. ; 33.7 in./32.9 in. Fuel Capacity: 5.0 gal. ; 6.6 gal. Wet Weight: 510 lb./535 lb. ; 535 lb./559 lb. Contact: powersports.honda.com Source

Honda’s 2024 CB500F received a host of updates including traction control and a new TFT display. (Honda/)Overview This versatile midsize naked motorcycle from Honda has proven to be a capable and fun option for riders seeking a friendly machine that won’t cost an arm and a leg. For 2024 it received a bunch of updates including: aggressive new styling, updated ECU, standard Honda Selectable Torque Control, brand-new LED headlight, and a new 5-inch TFT display. Power comes from a fuel-injected 471cc eight-valve liquid-cooled parallel twin-cylinder engine with double overhead cams. The engine puts an emphasis on low- to midrange power output. The new traction-control system allows the rider to disable the function if wanted. Chassis highlights include a Showa 41mm inverted Separate Function Fork Big Piston (SFF-BP) fork with 4.7 inches of travel, while a preload-adjustable monoshock is used at the rear. Braking is handled by a pair of radial-mount, four-piston Nissin calipers in the front with 296mm discs. ABS is standard. The new full-color 5-inch TFT display has been designed to eliminate glare and improve visibility in all lighting conditions. Users can customize the display to their preference. The 2024 Honda CB500F is only available in Matte Black Metallic. (Honda/)2024 Honda CB500F Pricing and Variants The 2024 Honda is only available in Matte Black Metallic for $6,899. 2024 Honda CB500F. (Honda/)Competition <a href="https://www.cycleworld.com/motorcycle-reviews/kawasaki-z500-first-ride/">Kawasaki Z500 ABS, $5,599<br/> </a>2023 <a href="https://www.cycleworld.com/story/buyers-guide/suzuki-sv650-2022/">Suzuki SV650, $7,399<br/> </a><a href="https://www.cycleworld.com/motorcycle-news/cfmoto-450nk-naked-roadster-coming-soon/">CFMoto 450NK, $5,399<br/> </a><a href="https://www.cycleworld.com/yamaha/mt-07/">Yamaha MT-07, $8,199<br/> </a>2024 Honda CB500F News and Reviews <a href="https://www.cycleworld.com/motorcycle-news/honda-updates-cb500-series-for-2024/">Honda Updates CB500 Series<br/> </a><a href="https://www.cycleworld.com/story/motorcycle-reviews/honda-cbr500r-abs-cb500f-abs-review-2022/">2022 Honda CBR500R ABS &amp; CB500F ABS Ride Review<br/> </a>2024 Honda CB500F Claimed Specs MSRP: $6,899 Engine: DOHC, liquid-cooled parallel-twin; 4 valves/cyl. Displacement: 471cc Bore x Stroke: 67.0 x 66.8mm Compression Ratio: 10.7:1 Transmission/Final Drive: 6-speed/chain Fuel System: PGM-FI fuel injection w/ 34mm throttle bodies Clutch: Wet, multiplate slipper/assist Frame: Tubular steel diamond type Front Suspension: 41mm Showa SFF-BP inverted telescopic fork; 4.7 in. travel Rear Suspension: Pro-Link monoshock, spring preload adjustable; 4.7 in. travel Front Brake: Radial-mount, 4-piston Nissin calipers, 296mm discs w/ ABS Rear Brake: 1-piston caliper, 240mm petal-style disc w/ ABS Wheels, Front/Rear: Cast aluminum; 17 in./17 in. Tires, Front/Rear: 120/70R-17 / 160/60-17 Rake/Trail: 25.5º/4.0 in. Wheelbase: 55.5 in. Ground Clearance: 5.7 in. Seat Height: 31.1 in. Fuel Capacity: 4.5 gal. Wet Weight: 414 lb. Contact: powersports.honda.com Source

2024 Honda CBR1000R Black Edition. (Honda/)Overview This isn’t just a sportbike stripped of its bodywork; the CB1000R Black Edition is a stylish interpretation of a naked sportbike with neo-retro design themes and a blacked-out appearance. At its heart is a 998cc liquid-cooled inline-four engine that has been tuned for maximum torque between 6,000 to 8,000 rpm. The 44mm throttle bodies in the PGM-FI system are controlled by throttle-by-wire (TBW) allowing multiple ride modes including Rain, Standard, Sport, and a customizable User option. Other electronic features include: three levels of engine power, engine-brake control, and Honda Selectable Torque Control. Chassis features include a steel backbone frame and signature single-sided swingarm. A fully adjustable Showa Separate Function Fork Big Piston unit (SFF-BP) and shock by the same make with preload and rebound damping handle suspension duty. A pair of radial-mount four-piston Tokico brake calipers and 310mm discs with standard ABS highlight the braking package. 2024 Honda CB1000R Black Edition Pricing and Variants There is just one version of the CBR1000R Black Edition for $12,999. Competition <a href="https://www.cycleworld.com/story/motorcycle-reviews/2022-suzuki-gsx-s1000-first-ride/">Suzuki GSX-S1000, $11,699<br/> </a><a href="https://www.cycleworld.com/story/motorcycle-reviews/yamaha-mt-10-first-ride-2022/">Yamaha MT-10, $14,499<br/> </a><a href="https://www.cycleworld.com/story/buyers-guide/2022-bmw-s-1000-r/">BMW S 1000 R, $14,295 to $</a>20,685<br/> <a href="https://www.cycleworld.com/story/bikes/triumph-announces-all-new-speed-triple-1200-rs/">Triumph Speed Triple 1200 RS, $18,895</a> to $19,220<br/> <a href="https://www.cycleworld.com/motorcycle-reviews/hyper-naked-motorcycles-comparison-test-review-part-2-2023/">Aprilia Tuono V4 Factory 1100, $19,599<br/> </a><a href="https://www.cycleworld.com/ducati/streetfighter-v4-s-sp2-lamborghini/">Ducati Streetfighter V4, $22,095<br/> </a>2024 Honda CB1000R Black Edition News and Reviews <a href="https://www.cycleworld.com/story/motorcycle-reviews/honda-cb1000r-black-edition-2022-review/">2022 Honda CB1000R Black Edition<br/> </a>2024 Honda CB1000R Black Edition Claimed Specs MSRP: $12,999 Engine: DOHC, liquid-cooled inline-four; 4 valves/cyl. Displacement: 998cc Bore x Stroke: 75.0 x 56.5mm Compression Ratio: 11.6:1 Transmission/Final Drive: 6-speed/chain Fuel System: PGM-FI fuel injection w/ 44mm throttle bodies, throttle-by-wire Clutch: Wet, multiplate Frame: Steel backbone Front Suspension: 43mm Showa SFF-BP fork, spring preload, rebound, and compression damping adjustable; 4.7 in. travel Rear Suspension: Single Showa shock, spring preload and rebound damping adjustable; 5.2 in. travel Front Brake: Dual radial-mounted 4-piston calipers, full-floating 310mm discs w/ ABS Rear Brake: 2-piston caliper, 256mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 17 in./17 in. Tires, Front/Rear: 120/70-17 / 190/55-17 Rake/Trail: 24.7°/3.8 in. Wheelbase: 57.3 in. Ground Clearance: 5.3 in. Seat Height: 32.7 in. Fuel Capacity: 4.3 gal. Wet Weight: 467 lb. Contact: powersports.honda.com Source

The Maeving RM1S ($8,995) is inspired by boardtrack racers from the 1920s. It’s a simple design, but also one that grabs your attention. (Jeff Allen/) Look closely at the RM1S and you’ll notice significant attention to detail. Batteries lay flat in the larger center compartment. (Jeff Allen/) Dual 2.7kWh batteries weigh 36 pounds each and can be easily removed for remote charging. The batteries have a 30 percent larger capacity than those in the lower-tier RM1 ($6,495), mostly thanks to larger-format cells. You can ride with just one battery in the compartment, though performance is reduced. (Jeff Allen/) Batteries lay flat in the front compartment, while other electrical equipment is housed in the reward box. High-voltage wires run through the steel-braided hose. Notice the incredibly simple footpeg hanger. (Jeff Allen/) The RM1S is powered by a rear hub-mounted motor providing 7.0kW continuous power and 11.1kW peak power. An advantage of this system is reduced weight and complexity thanks to the removal of a traditional chain-type drivetrain. (Jeff Allen/) Got storage? The faux tank on the RM1S offers 2.6 gallons of open space for personal items or for carrying the battery charger. (Jeff Allen/) Narrow, 19-inch wheels and a light 293-pound curb weight means the RM1S is nimble and fun to ride on roads outside of the downtown city grid. (Jeff Allen/) The RM1S is sized like a 125cc streetbike, but is also exceptionally narrow, which makes it approachable to new riders. (Jeff Allen/) Picture walking down to the parking garage, charged batteries in hand, and this sitting at the ready. It’s enough to get you excited about the commute. (Jeff Allen/) An analog display makes sure the bike doesn’t look “too modern,” but actually requires a bit of development. The LCD panel in the bottom right provides pertinent information while riding, even if it’s a bit dimly lit. (Jeff Allen/) RM1S can be charged with batteries in the bike by plugging directly into this port on the rearward compartment. (Jeff Allen/) Linked brakes offer plenty of power for getting the RM1S slowed down. (Jeff Allen/) Ready to ride. (Jeff Allen/) Safe to say that Maeving knows how to pick a good color. Style is Maeving’s thing. (Jeff Allen/) Notice gussets for the main frame. Chassis is well engineered and offers great road feedback, despite the simple design. (Jeff Allen/) Even the logos look stylish. (Jeff Allen/) Wire-spoked wheels and a hub-mounted motor are a combo you don’t see often. If ever. (Jeff Allen/) Dual 2.7kWh batteries weigh 36 pounds each and can be easily removed for remote charging. (Jeff Allen/) Accessory K-Tech shocks will be available for the RM1S. (Jeff Allen/) LED lighting offsets the Maeving’s retro look to give the design balance. (Jeff Allen/) Maeving will offer an accessory roll-top bag that can be mounted to the left side of the bike. (Jeff Allen/) Attention to detail is obvious. (Jeff Allen/) Getting ready to ride is as simple as clicking D (Drive) and twisting the throttle. (Jeff Allen/) Unlock button opens the storage box door, as well as the battery compartment door. (Jeff Allen/) Upgraded carbon fiber fenders are unnecessary, but a nice touch. (Jeff Allen/) Mmm, carbon fiber. (Jeff Allen/) Maeving is proud of its British roots. As it should be—a lot of great motorcycles have come from the same shores over the years. Maeving’s approach is a bit different, of course. (Jeff Allen/) You won’t exactly be hunting for remote canyon roads, but it’s possible to have a little fun if your commute includes a few twisty corners. (Jeff Allen/) The RM1S design is definitely unique in today’s world. That said, the stylish design makes sense when compared to aggressively designed electric options like Kawasaki’s Z e-1 and Ninja e-1. (Jeff Allen/) The lack of regenerative braking and engine-braking means the RM1S rolls quickly and easily into corners. It’s a unique feeling, but one that you quickly get used to. (Jeff Allen/) High-voltage wiring is run through steel-braided hose. (Jeff Allen/)Source

The Maeving RM1S ($8,995) is inspired by boardtrack racers from the 1920s. It’s a simple design, but also one that grabs your attention. (Jeff Allen/)Maeving’s RM1S underlines the importance of asking the right questions. In this case, the UK-based electric motorcycle manufacturer didn’t ask how it could replace internal combustion engines, but how it could offer simple, stylish, and practical alternatives for anyone with short commutes in big cities. The answer? An all-electric urban commuter that weighs less than 300 pounds, has a top speed of 70 mph, and a range of 80 miles. The formula has proven popular in the UK. So much so that Maeving is venturing across the Atlantic—first to California and, if all goes well, to other densely populated parts of the country. Luckily (or maybe not), our home base is just a few miles from Los Angeles, city number six on the list of US cities with the worst traffic, giving us the perfect opportunity to test the RM1S in its intended environment. Is this latest EV a legitimate answer to the urban commuting conundrum, and how much fun can be baked into such a simple package? Look closely at the RM1S and you’ll notice significant attention to detail. Batteries lay flat in the larger center compartment. (Jeff Allen/)All About the RM1S The key word in that last question is “simple.” The RM1S consists of a basic steel tube frame, nonadjustable fork, and preload-adjustable shocks. Narrow, 19-inch spoked wheels and a solo seat hint at the design team’s love for old boardtrack racers, while the upright riding position, 2.6-gallon storage box, and multiple ride modes give the bike an added dose of urban preparedness. If it feels like we’re breezing past the important components of a modern motorcycle, that’s because the main attraction is the RM1S’s 7kW hub motor and 2.7kWh batteries. Those batteries weigh roughly 36 pounds each and can be removed for easy charging in your house, office, or any place with standard wall outlets—like the local coffee shop. Charge time is 6.5 hours when going from 0 to 100 percent, and just under 3 hours when charging 20 to 80 percent. Dual 2.7kWh batteries weigh 36 pounds each and can be easily removed for remote charging. The batteries have a 30 percent larger capacity than those in the lower-tier RM1 ($6,495), mostly thanks to larger-format cells. You can ride with just one battery in the compartment, though performance is reduced. (Jeff Allen/)Range is listed as 80 miles, but Maeving suggests the bike can go up to 100 miles per charge if your commute consists entirely of slow-moving traffic. That number drops to around 60 miles if you’re riding continuously at top speed, with things like wind, rider weight, and hills playing equally important roles. Fortunately, the RM1S charger fits in the faux tank for easy hauling. A bulk of the RM1S’s other electronics, including a control module and 12-volt battery for on-board systems, are housed in the bike’s rearward compartment, while high-voltage wires run through a large steel-braided hose that gives the bike its neo-retro look. Old meets new elsewhere, through a combination of LED lights and an analog display with small LCD screen. The bike we rode was equipped with carbon fiber mud guards and accessory K-Tech shocks, but not the 2.5-gallon roll-top bag that Maeving will also offer as an accessory. Batteries lay flat in the front compartment, while other electrical equipment is housed in the reward box. High-voltage wires run through the steel-braided hose. Notice the incredibly simple footpeg hanger. (Jeff Allen/)All that is to say that the Maeving has some class, but never forgets its main goal of being a viable tool for local transportation. Storage, style, and overall convenience are a big deal here. Riding the RM1S The first thing you notice as you walk up to the RM1S is its high level of fit and finish, which reminds you of another UK-based brand of motorcycle. A coincidence? Not exactly; a bulk of Maeving’s engineering team comes from Triumph, and they’ve brought with them a recognition that quality can be seen and felt. Paint is brilliant on the RM1S, metal work looks phenomenal, and miscellaneous components appear to be high-quality. The overall look is unique, yes, but fits into the urban environment better than Kawasaki’s aggressively designed Ninja e-1 and Z e-1. Lines are much more traditional than BMW’s CE 02, another recent addition to the growing all-electric urban commuter category. Since the RM1S is intended for new riders just as much as experienced motorcyclists, seat height is kept to just 30.9 inches and curb weight to a claimed 293 pounds, making this an easy motorcycle to throw a leg over and balance. The RM1S is powered by a rear hub-mounted motor providing 7.0kW continuous power and 11.1kW peak power. An advantage of this system is reduced weight and complexity thanks to the removal of a traditional chain-type drivetrain. (Jeff Allen/)Power delivery has been tuned with accessibility and range in mind, meaning the RM1S lacks the immediate, arm-stretching acceleration you might expect from an electric bike. In its place is a controlled, manageable ramping of power that gives you a sensation of floating through town rather than racing through it. That sensation is made even more interesting by the fact that the RM1S doesn’t use regenerative braking technology, meaning it rolls freely into corners with a sense of calmness you don’t get on most motorcycles. For more intense commutes, the bike is quick enough to get a jump on traffic and accelerate to acceptable speeds on California freeways. We wouldn’t want to cover long miles on an open highway, but the RM1S is fast enough and stable enough to ride at least a few miles of freeway at a time—even more if there’s slow-moving traffic. Got storage? The faux tank on the RM1S offers 2.6 gallons of open space for personal items or for carrying the battery charger. (Jeff Allen/)The RM1S’s commuter-first design brief means Maeving didn’t need to unearth the latest chassis secrets when building the bike (or at least the lower-tier RM1 that it’s based on), and yet it’s obvious that the team put a lot of effort into designing a well-balanced and very composed motorcycle. The bike we rode was equipped with the sportier K-Tech shocks, but post-ride debriefs with Maeving’s team suggests they’ve done a lot of work to find a balance with all available suspension components, and it shows in the overall ride quality. The bits we rode on are supportive and don’t clatter over rough pavement or manhole covers, yet have enough plushness to not beat you up on the morning commute. Something tells us Triumph alumni also played a role in this. Narrow, 19-inch wheels and a light 293-pound curb weight means the RM1S is nimble and fun to ride on roads outside of the downtown city grid. (Jeff Allen/)If you expected that solo seat to point out every bump in the road, you’ll be surprised to hear that it’s nicely cushioned and plenty supportive for local stints. The upright riding position helps with overall comfort, and while the bike is sized similar to a 125cc or 300cc streetbike, it’s moderately accommodating for taller riders. The best part, at least for those in the anti-scooter club, is that you get all of this practicality in an intuitive and easy-to-ride package that doesn’t, well, look like a scooter. That may not mean a lot to some people, but the reality is that much of motorcycle ownership comes down to being proud of (and excited by) the bike you’re on. The RM1S offers that, while also being quite practical for anyone with a short urban commute. For reference, we were able to go 38 miles on 68 percent of the charge, riding in a mix of quiet neighborhoods, congested city streets, and roughly two miles on the freeway—a typical downtown ride. The RM1S is sized like a 125cc streetbike, but is also exceptionally narrow, which makes it approachable to new riders. (Jeff Allen/)Final Thoughts Maeving recognizes that, despite everything the RM1S has going for it, the bike has a hill to climb in the American market. Here, the vast majority of people don’t look at motorcycles as transportation tools but as recreation. Most don’t live a few city blocks from their office either. There are still places for the RM1S though, and in many ways, this is one of the more honest electric motorcycles to hit the market in recent years. It positions itself as a stylish, user-friendly urban commuter, and it very much delivers on that. Plus, Maeving is taking other steps to limit barriers of entry, through things like direct-to-consumer sales and mobile servicing—stuff larger manufacturers simply can’t offer at this time. The result is a unique experience from start to finish and a legitimate alternative to the norm for urban commuters. The question then shifts to, how many moto-curious urban commuters are out there? Rest assured, those who are will enjoy their time on the RM1S, just as much as they enjoy looking at it. Picture walking down to the parking garage, charged batteries in hand, and this sitting at the ready. It’s enough to get you excited about the commute. (Jeff Allen/) An analog display makes sure the bike doesn’t look “too modern,” but actually requires a bit of development. The LCD panel in the bottom right provides pertinent information while riding, even if it’s a bit dimly lit. (Jeff Allen/) RM1S can be charged with batteries in the bike by plugging directly into this port on the rearward compartment. (Jeff Allen/) Linked brakes offer plenty of power for getting the RM1S slowed down. (Jeff Allen/) Maeving RM1S Specs MSRP: $8,995 Motor: Air-cooled, hub-mounted, direct-drive Rated Power: 7.0kW Maximum Power: 11.1kW Maximum Speed: 70 mph Battery: Lithium-ion 2.7kWh x2 Charging Type: 120V Charge Time: 6 hr. 30 min. (0–100%) / 2 hr. 55 min. (20–80%) Transmission: 1-speed Final Drive: N/A Claimed Torque: 193 lb.-ft. Frame: Chromoly steel cradle Front Suspension: Telescopic fork; 4.3 in. travel Rear Suspension: Dual shocks, spring preload adjustable; 3.2 in. travel Front Brake: 300mm disc Rear Brake: 180mm disc Wheels, Front/Rear: 3.25 x 19 in./ 3.25 x 19 in. Tires, Front/Rear: Dunlop K70 Rake/Trail: 26.0º/4.0 in. Wheelbase: 55.0 in. Ground Clearance: N/A Claimed Seat Height: 30.9 in. Claimed Range: 80 mi. Claimed Weight: 293 lb. Contact: us.maeving.com Ready to ride. (Jeff Allen/)Gearbox Helmet: Arai Classic-V Jacket: Roland Sands Design Punk Racer Pants: Rev’It Davis TF Gloves: Alpinestars Oscar Boots: XPD X-Goodwood Source

2025 Honda ADV160 in Pearl Blue. (Honda/)Overview This urban-adventure machine has been sold in the US since 2021 and has proven to be an affordable and capable machine for navigating the urban maze, and even the occasional off-pavement excursion. Features include an ultraefficient 156.9cc eSP+ (fuel-efficient enhanced Smart Power design) engine that sends power to the continuously variable Honda V-Matic automatic transmission. It also comes standard with Honda Selectable Torque Control (traction control). Chassis highlights include ADV-style Showa suspension and tires that can tackle pavement as well as dirt. Convenience features include 30 liters of underseat storage and an additional compartment on the dash. Honda’s Smart Key system allows the ignition, fuel cap, and luggage to be keyless. ABS on the front and all LED lighting is standard. A low 30.1-inch seat height makes the ADV160 accessible to a large range of riders. 2025 Honda ADV160 Pricing and Variants The 2025 ADV160 is available in Matte Black Metallic or Pearl Blue for $4,449. 2025 Honda ADV160 in Matte Black Metallic. (Honda/)Competition <a href="https://www.cycleworld.com/story/buyers-guide/2020-yamaha-xmax/">Yamaha XMax, $6,199<br/> </a><a href="https://www.motorcyclistonline.com/story/news/suzuki-burgman-400-first-look-preview-2023/">Suzuki Bergman 400, $8,799<br/> </a><a href="https://www.cycleworld.com/tags/piaggio/">Piaggio BV400, $7,449<br/> </a><a href="https://www.cycleworld.com/motorcycle-reviews/bmw-ce-02-ride-review/">BMW CE 02, $7,599<br/> </a>2025 Honda ADV160 News and Reviews <a href="https://www.cycleworld.com/story/motorcycle-reviews/2021-honda-adv150-first-ride-review/">2021 Honda ADV150<br/> </a>2025 Honda ADV160 Claimed Specs MSRP: $4,449 Engine: SOHC, liquid-cooled single; 4 valves/cyl. Displacement: 157cc Bore x Stroke: 60.0 x 55.0mm Compression Ratio: 12.0:1 Transmission/Final Drive: V-Matic/belt Fuel System: Fuel injection w/ 28mm throttle body Clutch: Automatic centrifugal dry type Frame: Double cradle Front Suspension: 31mm Showa telescopic fork; 5.2 in. travel Rear Suspension: Twin Showa shocks; 4.1 in. travel Front Brake: Single 240mm disc w/ ABS Rear Brake: Mechanical 130mm drum Wheels, Front/Rear: Spoked; 14 in./13 in. Tires, Front/Rear: 110/80-14 / 130/70-13 Rake/Trail: 26.5º/3.4 in. Wheelbase: 52.1 in. Ground Clearance: 6.5 in. Seat Height: 30.1 in. Fuel Capacity: 2.1 gal. Wet Weight: 294 lb. Contact: powersports.honda.com Source

Overview How do you take your touring bike? Road Glide–style or Street Glide–style? If the answer is the latter, the Harley-Davidson Ultra Limited is the one for you. With its fork-mounted batwing fairing, a Twin-Cooled Milwaukee-Eight 114 engine producing a claimed 93 hp at 5,020 rpm and 122 lb.-ft. of torque at 2,750 rpm, a full suite of available rider aids, and majorly cushy accommodations for rider and passenger alike, the Ultra Limited is a go-the-distance Big Twin with loads of classic H-D style. The 2024 Harley-Davidson Ultra Limited. (Harley-Davidson/)If the near-eternal batwing fairing suits your fancy, it might be best to act fast; we’d bet the new-look version that debuted on the 2024 Street Glide is headed to the Ultra Limited post haste, along with many of the other updates that bike received. In standard trim, the current Ultra Limited is equipped with ABS and linked braking, but buyers can additionally opt for lean-angle-sensitive ABS, traction control, and drag-torque slip control, as well as hill hold control and tire pressure monitoring. With 4.7 cubic feet (133 liters) of luggage capacity, the Ultra Limited is ready for serious two-up touring, regardless of whatever comes down the road—future model update included. The Ultra Limited uses the Boom! Box GTS infotainment system with a 6.5-inch touchscreen display. (Harley-Davidson/) 2024 Harley-Davidson Ultra Limited Pricing and Variants The 2024 Ultra Limited starts at $32,499 and increases based on chosen paint color. The Tobacco Fade version, for instance, costs $2,900 extra. The massive top trunk’s clamshell opening maximizes carrying capacity by making it easy to load. (Harley-Davidson/)Competition <a href="https://www.motorcyclecruiser.com/story/bikes/indian-motorcycle-roadmaster-springfield-super-chief-first-look-2023/">Indian Roadmaster, $32,999</a><br/> 2024 Harley-Davidson Ultra Limited News and Reviews <a href="https://www.cycleworld.com/harley-davidson-motorcycles-new-milwaukee-eight-big-twin-engine/">Harley-Davidson’s New Milwaukee-Eight Big Twin Engine<br/> </a>2024 Harley-Davidson Ultra Limited Claimed Specs MSRP: Starting at $32,499 Engine: Liquid-cooled heads, 45-degree V-twin; 4 valves/cyl. Displacement: 114ci (1,868cc) Bore x Stroke: 102.0 x 114.3mm Compression Ratio: 10.5:1 Transmission/Final Drive: 6-speed/belt Fuel Delivery: Electronic Sequential Port Fuel Injection Clutch: Wet, multiplate Frame: Tubular steel Front Suspension: 49mm dual bending valve; 4.6 in. travel Rear Suspension: Standard-height shock, preload adjustable; 3.0 in. travel Front Brake: 4-piston caliper, 300mm discs Rear Brake: 4-piston caliper, 300mm disc Wheels, Front/Rear: Cast; 18 in./18 in. Tires, Front/Rear: Dunlop Harley-Davidson Series; 130/70-18 / 180/55-18 Rake/Trail: 26.0°/6.7 in. Wheelbase: 64.0 in. Ground Clearance: 5.3 in. Seat Height: 29.1 in. Fuel Capacity: 6.0 gal. Wet Weight: 917 lb. Contact: harley-davidson.com The Red Rock and Vivid Black color scheme adds $1,800 to the base price. (Harley-Davidson/) Blacked-out finishes give a modern touch to the classic H-D touring design. (Harley-Davidson/) Vivid Black adds $750 to the base price. (Harley-Davidson/) Source

The 2024 Harley-Davidson Ultra Limited. (Harley-Davidson/) The Ultra Limited uses the Boom! Box GTS infotainment system with a 6.5-inch touchscreen display. (Harley-Davidson/) The massive top trunk’s clamshell opening maximizes carrying capacity by making it easy to load. (Harley-Davidson/) The Red Rock and Vivid Black color scheme adds $1,800 to the base price. (Harley-Davidson/) Blacked-out finishes give a modern touch to the classic H-D touring design. (Harley-Davidson/) Vivid Black adds $750 to the base price. (Harley-Davidson/)Source

2024 Honda Navi in Arctic Silver Metallic. (Honda/)Overview There is no question that the Honda Navi is squarely aimed at entry-level riders who want an affordable, fun, and economical machine to navigate the urban jungle. Although this machine is really a scooter at heart, the styling, layout, and design mimic those of a motorcycle. The Navi may feature a rear-mounted engine and CVT transmission, but it also has normal footpegs on each side, while the rear brake is operated by a foot lever. The Navi is powered by a 109cc air-cooled engine that still utilizes a carburetor. Claimed fuel economy is 110 mpg, which combined with its near-1-gallon fuel capacity will give the bike a similar total range. The Navi chassis uses a steel frame and 50.6-inch wheelbase. Wheels measure 12 inches front and 10 inches at the rear. While a telescopic fork and single shock offer 3.9 inches and 2.8 inches of travel, respectively. Seat height is an ultra-low 30 inches, while the 234-pound weight will make it manageable for almost any rider. The 2024 Honda Navi in Blue Metallic. (Honda/)2024 Honda Navi Pricing and Variants The 2024 Navi is available in four colors: white ($1,999), Blue Metallic ($2,099), Pearl Red ($2,099), Arctic Silver Metallic ($2,099). 2024 Honda Navi in Pearl Red. (Honda/) 2024 Honda Navi in white. (Honda/)Competition <a href="https://www.cycleworld.com/honda/grom/">2024 Honda Grom, $3,599<br/> </a><a href="https://www.cycleworld.com/motorcycle-news/cfmoto-papio-xo-2-retro-styled-scrambler/">CFMoto Pappio CL, $3,299<br/> </a><a href="https://www.cycleworld.com/motorcycle-news/cfmoto-papio-models-coming-to-usa/">CFMoto Pappio SS, $3,299<br/> </a><a href="https://www.cycleworld.com/sport-rider/first-ride-review-kawasakis-2017-z125-pro/">Kawasaki Z125 Pro, $3,649 to $3,849<br/> </a>2024 Honda Navi News and Reviews <a href="https://www.cycleworld.com/story/motorcycle-reviews/2022-honda-navi-first-ride/">Honda Navi First Ride<br/> </a><a href="https://www.cycleworld.com/story/motorcycle-news/2022-honda-navi-first-look-preview/">Honda Navi First Look<br/> </a>2024 Honda Navi Claimed Specs MSRP: $1,999–$2,099 Engine: SOHC, air-cooled single; 2 valves/cyl. Displacement: 109cc Bore x Stroke: 55.0 x 55.6mm Compression Ratio: 9.5:1 Transmission/Final Drive: V-Matic CVT/belt Fuel System: Carburetor w/ 16mm bore Clutch: Automatic centrifugal dry Frame: Steel Front Suspension: 26.8mm inverted fork; 3.9 in. travel Rear Suspension: Single shock; 2.8 in. travel Front Brake: Single mechanical 130mm drum w/ parking brake Rear Brake: Single mechanical 130mm drum Wheels, Front/Rear: Steel spoked; 12 in./10 in. Tires, Front/Rear: 90/90-12 / 90/100-10 Rake/Trail: 27.5º/3.1 in. Wheelbase: 50.6 in. Ground Clearance: 5.8 in. Seat Height: 30.0 in. Fuel Capacity: 0.9 gal. Wet Weight: 234 lb. Contact: powersports.honda.com Source

Honda’s Fury is one of the last remaining “factory” choppers on the market. (Honda/) Overview Choppers aren’t typically known for their handling prowess, but that is an unacceptable excuse for Honda’s engineers. When the Fury was originally conceived more than a decade ago, designers wanted the full-on chopper stance without the compromises. And that’s what they did. They were able to build a bike with the raked-out front end and hardtail look, while also giving it good handling and ride quality. Powering the Fury is a 1,312cc liquid-cooled 52-degree V-twin with three valves per cylinder and Programmed Fuel Injection. A stacked shotgun-style exhaust gets rid of burned gases. Power is sent through a five-speed transmission to a low-maintenance shaft final drive. But this bike is all about that front end and the 32 degrees of rake and 71-inch wheelbase, long stretched-out fuel tank, and clean lines. The 45mm fork provides a full 4.0 inches of travel, while the single rear shock provides 3.7 inches of travel and has provisions for rebound damping and five steps of preload adjustment. 2024 Honda Fury Pricing and Variants The 2024 Honda Fury is available in Adventure Green for $11,499. Competition <a href="https://www.cycleworld.com/motorcycle-reviews/harley-davidson-breakout-117-review-2023/">Harley-Davidson Breakout 117, $22,499</a>News and Reviews <a href="https://www.cycleworld.com/2009/03/04/riding-impression-2010-honda-fury/">Honda Fury First Ride</a><a href="https://www.cycleworld.com/2009/08/03/2010-honda-fury-vs-2009-star-raider-s-comparison-test/">Honda Fury vs. 2009 Star Raider S</a><a href="https://www.motorcyclecruiser.com/alternative-cruisers-to-harley-davidson/">9 Alternative Cruisers to Harley-Davidson (2022 Update)</a>2024 Honda Fury Claimed Specs MSRP: $11,499 Engine: SOHC, liquid-cooled V-twin; 3 valves/cyl. Displacement: 1,312cc Bore x Stroke: 89.5 x 104.3mm Compression Ratio: 9.2:1 Transmission/Final Drive: 5-speed/shaft Fuel System: PGM-FI w/ 38mm throttle body Clutch: Wet, multiplate Frame: Steel backbone Front Suspension: 45mm fork; 4.0 in. travel Rear Suspension: Single shock, rebound damping, preload adjustable; 3.7 in. travel Front Brake: 2-piston caliper, 336mm disc Rear Brake: 1-piston caliper, 296mm disc Wheels, Front/Rear: Cast aluminum; 21 in./18 in. Tires, Front/Rear: 90/90-21 / 200/50-18 Rake/Trail: 32.0°/3.6 in. Wheelbase: 71.0 in. Ground Clearance: 4.9 in. Seat Height: 26.9 in. Fuel Capacity: 3.4 gal. Wet Weight: 681 lb. Contact: powersports.honda.com Source