Hugh Janus

KTM Adventure Rider Rally to Descend on South Dakota for 2024 Edition (KTM/)KTM Press Release: Get set orange bleeders because KTM North America, Inc. is preparing for its 19th annual KTM ADVENTURE Rider Rally, October 10-13th, 2024, in Deadwood, South Dakota, where like-minded adventurers will have the opportunity to participate in the historic KTM ADVENTURE Rider Rally event together and enjoy the ultimate READY TO RACE experience. You better get in quick! Registrations are now open and adventurers won’t want to miss this chance to ride with like-minded KTM thrill seekers. Based out of The Lodge at Deadwood, the 2024 KTM ADVENTURE Rider Rally features exceptional adventure riding with a series of challenges and the opportunity to demo select models from our current street and dual-sport ranges. Riding in the Deadwood region will largely consist of extensive double-track trails, highlighted by a red dirt/clay with a selection of rocky sections to add to the challenge along the way. Adventure riders will be in their element with seemingly endless, snaking turns, mountain climbs and valleys as well. Devils Tower, Spearfish Canyon, and the famous Black Hills are just some of the landmarks you’ll be able to tackle throughout the event. The event kicks off on Thursday, October 10th with a demo day as part of the 2024 KTM STREET DEMO TOUR followed by Ride Days on October 11th and 12th. There will be shorter rides and games that will conclude proceedings on Sunday, October 13th. Bikes on location will include the following models (subject to change): KTM 1390 SUPER DUKE R KTM 1290 SUPER DUKE GT KTM 890 SMT KTM 990 DUKE KTM 790 DUKE KTM 390 DUKE KTM 1290 SUPER ADVENTURE R KTM 1290 SUPER ADVENTURE S KTM 890 ADVENTURE R KTM 790 ADVENTURE KTM 390 ADVENTURE KTM 690 ENDURO R KTM 690 SMC R KTM 500 EXC-F KTM 350 EXC-F Routes inclusive of designated loops will be suitable for all rider skill levels, supported by KTM with common places for lunch/gas. The format will once again promote a collective environment for riders to enjoy together, and in the interest of safety and to maximize the enjoyment for participants, adventurers will be placed in groups of 2-4 people each day. Riders can sign up in advance to pre-determine their groups, otherwise, individuals will be teamed up on-site with a rider/group of the same skill level. In order to navigate the self-guided adventure following GPS tracks provided by KTM, a SPOT, InReach or similar PLB is required for all riders to tap into their inner explorer, ‘Rally’ style. The KTM ADVENTURE Rider Rally has been specifically developed for KTM ADVENTURE and ENDURO riders, however, it is open to all brands of street-legal motorcycles. Riding Technique and Technical Riding Seminars will be available for participating riders and a broad mixture of adventure vendors will also be on location. In addition to having the chance to enjoy the experience with a selection of KTM ADVENTURE ambassadors and athletes throughout the event including Marvin Musquin, Ryan Dungey, and Taylor Robert, participants will receive an event t-shirt and hat, along with a pre-event dinner on Thursday, breakfast Friday-Sunday, and an Awards Dinner on Saturday, where riders will be able to recollect the experience and cap-off the orange camaraderie. Positions to the 19th Annual KTM ADVENTURE Rider Rally are strictly limited and you don’t want to be on the sidelines for this one! Visit the official event page for further information and to register now to secure your place and to join us in Deadwood, South Dakota, from October 10-13th, 2024. Source

GWM Souo’s first offering is this Honda Gold Wing competitor called the S2000 GL. (GWM Souo/)We’ve mentioned Great Wall Motor’s plans to launch its own motorcycle company and a huge flat-eight-powered tourer just recently, but it’s still something of a surprise to see that the bike has already been launched. And furthermore, it has done so with the might of a major global automotive company behind it, so there’s a chance it could be a genuine contender. Great Wall officially unveiled its Souo motorcycle brand and its first models, the Gold Wing–rivaling S2000 GL and ST tourers, at the Motor China Beijing International Motorcycle Exhibition. Although technical details were scant at the launch, the company is promising to reveal full details in a couple of months when production is expected to get underway. From this view you can see that the S2000 GL uses a Hossack-style girder fork. (GWM Souo/)Great Wall Motor, or GWM, might not be a familiar brand to us, but it’s the world’s 19th-largest car maker by market capitalization with a value of $28 billion, putting it in the same ballpark as Kia, and well ahead of the likes of Subaru or Nissan. It already has several car marques, including Ora, Haval, Wey, Tank, and Great Wall, that are marketed internationally, and Souo marks its first step into motorcycling. It’s not a tentative step either. The company’s logic is that it wants to sit at the top table, which means competing with market leaders like Honda. So why not take aim at Honda’s flagship model, the Gold Wing? That’s precisely what the S2000 GL and ST models do; the GL is aimed at the Gold Wing Tour, complete with top case and passenger backrest, while the ST only has side bags, like the base version of the Gold Wing. While we don’t have all the details, we now know that the flat-eight DOHC engine displaces around 2,000cc. (GWM Souo/)The known specifications of the bikes are, in every instance, a step up compared to the Honda. Where the Gold Wing has an 1,833cc engine, the Souo has a 2,000cc one. Honda uses a seven-speed dual-clutch, semi-auto transmission. Souo has an eight-speed DCT. The Gold Wing has single overhead camshafts, while the Souo uses a DOHC layout, and most importantly the Honda has “only” six cylinders, and the Chinese rival uses eight. The bike’s actual layout is very much like a Gold Wing. The cast-aluminum frame is like the Wing’s design, and up front the Souo uses a Hossack-style girder fork, suspended on double wishbones with a single shock absorber. This is the same solution that’s already been adopted by both its key six-cylinder rivals, the Gold Wing and BMW’s K 1600 range. Copying? Maybe, but would it be classed as that if Souo had used conventional telescopic forks like almost every other bike on the market? The fact is that for big, heavy bikes, there’s a logical engineering reason to use the Hossack-style front end. It allows relatively soft springing for comfort without inducing too much brake dive. Whether the suspension is semi-active remains unclear but given the rest of the bike’s equipment levels it seems likely. The headlights were designed to mimic the eyes of a lion. (GWM Souo/)The styling steps away from the Gold Wing’s angular look and adopts a more retro-inspired shape that the company says takes its cues from traditional Chinese lion artwork. That can certainly be seen in the headlights, intended to evoke a lion’s eyes, which are set in a reverse-raked nose that gives the bike a prominent brow above them. The Brembo radial-mount, four-piston brakes are clear to see, and closer inspection of the controls reveals equipment including a stereo (of course) with the option of Bluetooth or speaker output, heated grips and seats, an electronic parking brake, and automatic headlights. On the bars, the control pods copy the layout of the Gold Wing’s, with a directional pad on the left bar to control the menus on the huge TFT screen, as well as toggles for the electric screen height and stereo volume, a voice-control button, and a switch for the electric reverse gear. The huge TFT display looks very similar to Harley-Davidson’s new Road Glide and Street Glide screens, while the handlebar control pods are very similar to those on the current Gold Wing. (GWM Souo/)The left bar also houses a forefinger trigger and thumb button to control the up- and downshifts of the semi-auto box, while a button on the right-hand bar lets you choose between full-auto and semi-auto modes. The right bar has cruise-control buttons as well. Essentially, a Gold Wing owner would have no trouble finding all the main buttons without having to look for them, and given that’s the target audience, it’s a logical step for Souo to take. Brembo radial-mount, four-piston calipers are used up front. (GWM Souo/)On the dash, we can see a rev counter that has a red zone starting at a relatively modest 6,000 rpm, suggesting the engine is tuned for bottom-end torque rather than outright power, and the speedometer reads to 240 kph (149 mph). A 4G logo on the dash suggests the bike will have the ability to connect to a cellular network without being linked to a phone. While there isn’t any indication that the cruise control is an adaptive, radar-guided setup—something that’s starting to look conspicuous in its absence on the Gold Wing as well—there are warning lights set into the mirrors that confirm the presence of a blind spot monitoring system. A closer look at the unique taillights. (GWM Souo/)Of course, the new flat-eight is only Souo’s first model. The company has plans for more in the future. A cruiser with styling like the old Honda Rune is expected next, using the same eight-cylinder engine, but beyond that we’re likely to see more conventional Souo bikes as the company gears up to compete with established brands across a broader range of segments. An overhead view of the Souo S2000 GL’s cockpit. (GWM Souo/) Currently, Great Wall Motor is known as an automobile manufacturer, with multiple brands offered. It’s the 19th-largest maker in the world, ahead of brands like Nissan and Subaru. (GWM Souo/)Source

Husqvarna’s 2024 Svartpilen 801 gets twin-cylinder power and a whole bunch of nice features. (Husqvarna/)Ups LC8c parallel-twin powerFull suite of electronic rider aidsUnique and attractive stylingDowns If you want the full electronics package, it’s extraWhy didn’t Husky put a twin in this bike earlier!?Sport-spec tires would be an improvementVerdict Husqvarna has now embarked on an entirely new trajectory by adding a parallel twin to the Svartpilen. This naked roadster is sporty, comes with a fantastic engine, and is no longer just an entry-level machine. Overview Husqvarna’s Svartpilen first broke cover as a 375cc single-cylinder-powered naked back in 2018 and was instantly met with accolades for its hip styling and fun performance. In 2019, Husky upped the ante and released the Svartpilen 701, which used the 692.7cc LC4 single from the 701 Supermoto/Enduro. But for 2024, Husqvarna has raised the stakes again with the release of the LC8c parallel-twin-powered Svartpilen 801, utilizing the engine found in KTM’s 790 Duke. Updates for 2024 With twin-cylinder power, this brand-new Husqvarna has taken a leap forward and finds itself going head-to-head with an entirely different segment of the middleweight market. Pricing and Variants The base Svartpilen 801 starts at $10,899 and is only available in one dark gray/silver color scheme as pictured. Options include the Dynamic package ($420) and Cruise Control ($289), the former offers an additional ride mode and full control over rider aids, while the later adds cruise control and a custom shortcut button for modes. Competition As mentioned, with twin-cylinder power, the Svartpilen finds itself up against fresh competition from the likes of Honda’s CB650R, Triumph’s Trident 660, Ducati’s Monster, Suzuki’s GSX-8S, and Yamaha’s MT-07. Powertrain: Engine, Transmission, and Performance The Svartpilen 801′s LC8c engine is shared with KTM’s 790 Duke and 790 Adventure models. The engine is a 799cc liquid-cooled parallel twin with double-overhead cams and four valves per cylinder. Bore and stroke measure 88.0 x 65.7mm with lightweight forged aluminum bridged-box pistons and a 12.5:1 compression ratio. The engine has semi dry-sump lubrication and has 15,000-kilometer (9,320-mile) service intervals. Keeping it smooth are a pair of balance shafts, one in front of the crankshaft and the other between the camshafts. After riding the bike in southern France, Editor-at-Large Blake Conner said: “It doesn’t take long to appreciate the LC8c’s performance. Husqvarna claims 105 hp at 9,250 rpm with 64.0 lb.-ft. of peak torque 6,500 rpm. In this world of second- and third-gear twists and turns the engine delivers excellent performance. Torque is easily accessible right off the bottom and builds with a steady rush as you head toward 9,000-plus rpm. “Keeping the engine in its midrange sweet spot is aided by the standard Easy Shift up/down quickshifter, which we have to say continues to get more and more refined on each generation of LC8c. “This engine is as flexible as they come. The engine is torquey and behaves predictably, never acting jerky or requiring much effort to ride smoothly. Roll out of town into the twisties and it comes to life, no doubt aided by the bike’s light overall weight (a claimed 399 pounds without fuel). There is more than enough performance to snap the front tire off the ground at will or to get the rear tire protesting and sliding if you’re not in a conservative TC setting.” Chassis and Handling The frame is a tubular steel front section that uses the engine as a stressed member, while the subframe is a cast-aluminum piece that also acts as the rear end’s tailsection (without any bolted-on plastic parts for bodywork). A die-cast aluminum swingarm actuates the shock directly. Up front is a 43mm inverted WP Apex fork with rebound and compression adjustability and 5.5 inches of travel. The linkageless WP Apex shock has 5.9 inches of travel and is adjustable for spring preload and five clicks of rebound damping. “The roads we encountered in southern France ranged from smooth perfection to a potholed mess,” Conner added. “For this reason we left the clickers alone both front and rear on the fork and shock. The middle-of-the-road settings proved to be the right compromise, offering good feedback, nice holdup at speed and under braking, and plush bump absorption over the nasty stuff. “Handling on the 801 is crisp and predictable, with a quick-steering front end giving the bike excellent agility in the many tight first-gear, 180-degree carousel turns we encountered. Midcorner stability was very good in fast sweepers, with the chassis allowing easy adjustments and corrections.” Brakes The braking package includes a pair of radial-mount, four-piston J.Juan calipers up front that pinch 300mm discs, while a single-piston caliper mated to a 240mm disc is used at the rear. Lean-sensitive ABS also offers a Supermoto mode that eliminates ABS to the rear wheel for spirited road riding or for those wishing a bit more control on gravel roads. “The brakes performed well during our ride with competent power and progressive bite, but lack the outright power of top-of-the-line stoppers,” Conner said. Fuel Economy and Real-World MPG We’ve yet to do a full test on the Svartpilen, so we don’t have fuel figures at this time. Ergonomics: Comfort and Utility One thing that buyers of this bike are going to love right away is the seating position. The seat is set at 32.3 inches off the ground, which should offer firm footing for a large selection of body sizes. The footpeg position is very comfortable, offering a mellow and sporty bend but without cramping the legs at all during a long day in the saddle. The seat is well shaped, with a nice kick up at the back that supports the lower back, while also offering firm but comfortable padding. Electronics The Svartpilen 801 has a comprehensive suite of electronics. Core to the standard suite are three ride modes: Sport, Street, and Rain. Within these modes are preset parameters for MTC (traction control) and ABS, which utilize a six-axis IMU to enable lean-sensitive adjustments. Also built in are predetermined settings for wheelie control, engine-brake control, and throttle response. For those who really want to get the most out of the electronics you’ll have to spring for the Dynamic package ($420), which adds a mode by that name, allows the user to manually choose between 10 levels of TC, five levels of wheelie control, and adjust the MSR (Motor Slip Regulation). Also on the optional list is cruise control ($289), which requires a new control pod on the left handlebar, and adds a programmable custom shortcut button that can be set up to control various aids. Warranty and Maintenance Coverage Husqvarna offers a 24-month or 24,000-mile warranty on all street motorcycles. Quality From our experience with the Svartpilen at the international press launch, the bike has great fit and finishes, is well appointed, and performs very well in all aspects. 2024 Husqvarna Svartpilen 801 Specs MSRP: $10,899 Engine: DOHC, liquid-cooled parallel twin; 4 valves/cyl. Displacement: 799cc Bore x Stroke: 88.0 x 65.7mm Compression Ratio: 12.5:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 105.0 hp @ 8,000 rpm Claimed Torque: 64.0 lb.-ft. @ 6,500 rpm Fuel System: EFI w/ 46mm Dell’Orto throttle bodies, ride-by-wire Clutch: PASC slipper clutch; cable actuated Engine Management/Ignition: Bosch EMS Frame: Chromoly steel w/ cast aluminum subframe Front Suspension: WP Apex 43mm inverted fork, compression and rebound damping adjustable; 5.5 in. travel Rear Suspension: WP Apex monoshock, rebound damping and preload adjustable; 5.9 in. travel Front Brake: Radial-mount 4-piston calipers, dual 300mm discs w/ Bosch ABS Rear Brake: 1-piston floating caliper, 240mm disc w/ Bosch ABS Wheels, Front/Rear: Cast aluminum; 17 x 3.5 in. / 17 x 5.5 in. Tires, Front/Rear: Pirelli MT 60 RS; 120/70-17 / 180/55-17 Rake/Trail: 24.5°/3.8 in. Wheelbase: 58.1 in. Ground Clearance: 6.9 in. Seat Height: 32.3 in. Fuel Capacity: 3.7 gal. Claimed Dry Weight: 399 lb. Contact: husqvarna-motorcycles.com Source

This is what is believed to be the 2025 KTM 1390 Rally that was recently spied out testing. (Bernhard M. Hohne/BMH-Images/)KTM isn’t a brand that likes to leave its bikes alone for long between revamps. The company has recently been spotted testing a trio of next-generation machines as we rush toward the launch season for 2025 models. KTM 1390 Rally First up, we have perhaps the most extreme large-capacity adventure bike from KTM in many years in the form of a model that’s likely to go by the name 1390 Rally. We already know that KTM’s “1390″ engine (which actually measures 1,350cc) gets an additional power boost thanks to clever shift-cam-style variable valve timing, and is set to spread across the company’s V-twin model range. It was launched for the 2024 year in the 1390 Super Duke, so it’s logical to expect it to appear in a 1390 Super Adventure in 2025. The new Rally model, however, is more of a surprise. While KTM has made large, V-twin rally bikes before, back in the days of the 950 Rally, it has erred toward “adventure” rather than hardcore off-road performance in more recent years. This new prototype suggests a return to the era of the 950 Rally, though, with a style that’s clearly inspired by the company’s Dakar bikes. From this image you can see the large vertical display behind the windscreen, and also spot that the tester is carrying a second windscreen to evaluate. (Bernhard M. Hohne/BMH-Images/)The chassis looks to be similar to the current 1290 Super Adventure’s frame, as does the cast-aluminum swingarm and the WP suspension components, but there’s a more lightweight, aggressive style and some serious off-road rubber pointing toward improved ability away from the beaten path. A high-mounted, motocross-style front fender is key to the “rally” look, as is the almost completely vertical windscreen (a component that will be transparent on the finished bike) which appears to be under test here, possibly made of 3D-printed plastic. We know that KTM is testing the screen because there’s a second version, which appears to be slightly shorter, strapped to the seat behind the rider. Speaking of the seat, it’s a much flatter design than the one seen on the Super Adventure, though it sits on the same seat subframe. Like the current bike, the fuel tank is split into two halves, each sitting low on opposing sides of the engine and linked to a common filler in the normal position ahead of the rider, but the actual side tanks look smaller, exposing more of the engine and exhaust. The new nose bodywork extends to redesigned side panels, again with a less bulky appearance than the current 1290 Super Adventure’s versions, and a new instrument panel is mounted in portrait orientation ahead of the rider. It has the look of a stand-alone tablet rather than an integrated dash, appearing to be mounted on an adjustable, multipurpose bracket. That might be to allow additional components like stand-alone navigation systems or even competition-style roadbooks to be fitted. KTM 1390 Super Adventure S Moving on to the next prototype on the list, the 1390 Super Adventure S is a logical replacement for the current 1290 Super Adventure S, and again many components from the current model are carried across to the next-gen machine. We believe this second model caught testing is the 2025 KTM 1390 Super Adventure S model. It features more street-oriented rubber and what appears to be a 19-inch front wheel instead of the Rally’s 21-incher. (Bernhard M. Hohne/BMH-Images/)Once again, it makes sense that the Super Adventure will adopt the 1390 V-twin engine from the latest Super Duke, albeit in detuned form, but there’s little need to completely redesign the chassis it’s bolted to. As such, the visible parts including the suspension, swingarm, brakes, and seat subframe all appear to be the same as the current bike’s. The big changes are in the styling, with an even more angular appearance for the new machine, as well as an interpretation of KTM’s latest headlight design with “floating” running-light sections framing a pair of stacked central headlamps. This image of the 2025 KTM 1390 Super Adventure S shows that the bike is very finished and near production. You can also see that the forward-facing radar unit is much more integrated. (Bernhard M. Hohne/BMH-Images/)One noticeable step forward for the new styling is that the forward-facing radar unit, which is a noticeable blemish on the face of the current 1290 Super Adventure, is harder to spot. It’s still there, but instead of sitting, completely undisguised, between the headlights as on the existing model, the radar is shifted down to a new position below the lights. It also gains a casing for a neater overall look, even though it’s likely to be the same Bosch sensor inside. Cornering lights sit inside the fairing edges, either side of that radar unit, and once again the fuel tank follows KTM’s low-slung design but looks to be less bulky than on the existing 1290 Super Adventure. KTM 1490 Super Adventure Finally, our intrepid photographer has spotted a more unfinished prototype of a bulkier-looking touring-oriented model, which we’re tentatively calling the 1490 Super Adventure here. Again, it follows some of the usual Super Adventure themes—the side-mounted fuel tanks and high riding position—but it’s very clearly a road-biased bike, with 17-inch wheels front and rear rather than the usual 19- or 21-inch front associated with the “adventure” market. Once again, the seat subframe and frame look to be shared with the current 1290 Super Adventure, but there’s a new swingarm—which looks like a prototype part rather than a production piece—and a very temporary-looking exhaust. This model that looks to be in the early development stage could be a future 1490 Super Adventure model. (Bernhard M. Hohne/BMH-Images/)On board, like the Rally prototype, it has a portrait-oriented TFT screen, but this time housed in a very bulky shell that looks like it’s intended eventually to hold a larger display. Unlike the other prototypes on test, it’s clear that KTM is working on the engine in this machine as well, with a telltale plastic box on the tail to carry datalogging equipment, hence the suggestion that it might be using a next-generation “1490″ KTM V-twin engine. Another view of what we believe is a future 1490 model, shows some very raw prototype pieces, telling us this bike is still in the early development cycle. (Bernhard M. Hohne/BMH-Images/)What’s clear is that, as usual, KTM has a huge number of projects underway. We’ve previously seen the 1390 Super Duke GT undergoing tests and the company recently confirmed it has a new 990 RC R sportbike on the way for 2025, and that’s before even considering the inevitable 990 Adventure models that are certain to be on the way in the near future. Exciting times for KTM, so keep watching this space. Source

Kevin Cameron has been writing about motorcycles for nearly 50 years, first for <em>Cycle magazine</em> and, since 1992, for <em>Cycle World</em>. (Robert Martin/)A fair number of people make fun of the Baggers class, but that was true of Superbikes in their day. In Europe they were derided as “diesels” and in the US they were “sofas” or “buses.” Others suggest Baggers are here today, gone tomorrow. That was true of the AMA’s two production-based Harley-Davidson classes, beginning with the 883 class (which gave a number of future champions their start) and, later, the 1200 Sportster class. Purity is all very well—at one time that meant the FIM classes created in 1949: 125, 250, 350, and 500 (plus sidecar). Then beginning in 2002, that was changed to the present Moto3, Moto2, and MotoGP format—all powered by four-strokes, and with Moto2 having a spec Triumph triple engine. Bagger racing has had a positive effect on the race attendance and aftermarket sales. (Brian J. Nelson/MotoAmerica/)In the US, purity before “The Big Change” that began in 2009 also meant an all-four-stroke format: 600 and 750 Supersports plus Superbike. Is there a “should” with regard to motorcycle racing? Is there a “right kind” of motorcycle racing? After the economic rumble-tummy of 2008, sales of motorcycles in the US dropped 60 percent and sportbike sales nearly disappeared. How’s that for a sales shock? The 600s that had enjoyed annual sales of 20,000 units at one major brand dropped to 20 units. Will that influence production-based racing classes? In other words, where does “purity” go when the basis for it leaves the market? Vintage racing? Earlier, in the US, racing was U-Build-It. You started with a BSA Gold Star or Triumph 500 twin or Harley WR/KR, and you bought and/or made speed parts to build it into a racer. In the process, you became a decent machinist, welder, and fabricator. Also mechanic plus engine and chassis tuner. As time passed, fewer people had the skills or ambition for that well-traveled road, so here came the production racer era. Yamaha was the big provider, offering the little twin TA125, the bigger twins TZ250 and 350, plus the “too much of everything” (KR’s words) TZ750. In other words, racing changes because the nature of the motorcycles we ride changes. Baggers may be gone in a couple of years, or they may keep on keepin’ on; who knows? Right now, people are having fun with it and big corporations (Harley-Davidson’s annual gross is close to 6 billion and Polaris Inc.’s is between 7 and 8 billion) are finding it worth having actual factory race teams, giant transport trucks, and large staffs. Why should they be pretending it’s the 1990s and trying to sell sportbikes? Some critics whinge that the baggers are expensive. Reality check: Is there any affordable racing?Is there affordable racing that gets the grandstand and market attention Baggers is getting? Öhlins is selling a ton of those Baggers twin-shock setups with the gleaming gold reservoirs that twinkle betwixt seat and bags—for <i>street Harleys</i>.Anyone care to pick up the expenses for a small Superbike team that is not dead slow?Right now, Baggers races are short (two eight-lappers at Road Atlanta last weekend). So were the early Superbike events—typically 50 miles. I used to see the holed crankcase sets, stacked for rubbish pickup outside the Daytona Superbike garages in the 1976–1982 era. Con-rods broke. Bearings spun. Valves dropped in. Look at the trickness of a MotoAmerica King of the Baggers racebike and compare that to those in the Superbike class; they are more similar than you may first think. (Harley-Davidson/)Baggers now have rev limits: 7,000 for the Harleys, 7,700 for the smaller-displacement Indians. Before those limits there were some smoky blowups and long track cleanup delays. Delays are deal breakers for television. Eight laps at Road Atlanta are just over 20 miles. Even in such short races there is visible tire fatigue. In Superbike and MotoGP the rider’s weight is roughly half that of the bike, so by hanging off to the inside in corners, their riders can conserve their vulnerable tire edges by deliberately holding the bike more upright. But with a 620-pound weight minimum, the 175 pounds of rider, racing suit, boots, and helmet is between a quarter and a third of the bike’s weight. That makes hanging off less effective in protecting the tire edges. On track, you can see it. The highlight at Atlanta was Race 2, taking place on a mostly-dry-but-blotchy track, with enough water here and there to raise modest spray. 2023 champion Hayden Gillim (H-D) took the lead at the first corner. The plan: Get away first plus pulling an early lead could be best if you’re on rain tires (all the Harleys were). Use the grip while it exists, then let the strivers burn up their tires trying to catch you. Alas, the Indians were on slicks and Troy Herfoss (years of Australian Superbike experience) just up and motored past Gillim to win by 14 seconds. Gillim, meanwhile, had work to do just staying with Max Flinders (Mad Monkey Motorsports Indian). Down through the esses on L5, Flinders’ rear tire let go on a long stripe of wetness. But the magic of Baggers is that Flinders’ tire regained grip, the bike was too heavy to high-side, so after that sideways snap the action died away. Onward to a podium finish! Tyler O’Hara (Indian, on slicks) had meanwhile cruised past the dueling pair and out of sight. It was Herfoss by 14 seconds. Slicks work well on a dryish mixed-conditions track. Adding interest on the same weekend was the World Supers Assen ride of Nicholas Spinelli (standing in for the injured Danilo Petrucci). He chose a Pirelli intermediate tire and was able to blaze away from the field to the tune of 25 seconds in Race 1. What is an intermediate tire? In the Pirelli case, it is a rain tire with half as many drainage grooves, stiffening its tread considerably and making it cooler-running. Intermediates were often used back in the 500 two-stroke days, but today, GP tire people dismiss them as unnecessary. Didn’t look unnecessary to Spinelli! Baggers racing continues to have my interest because it’s a happening class, making leaps of lap-time progress. Source

The newly formed Great Wall Souo motorcycle company’s first product is powered by this huge flat-eight engine with a capacity ranging from a predicted 2,000 to 2,500cc. (Great Wall Souo/)Great Wall Motor is China’s eighth-biggest car company, selling more than a million vehicles per year and custodian of several sub-brands. This month it becomes a motorcycle manufacturer as well, with the launch of its new company, Great Wall Souo, and its insane flat-eight-powered tourer that even dwarfs Honda’s Gold Wing. It’s a bold move, but one that’s not out of character for Great Wall. Run by charismatic billionaire Wei Jianjun, the company started life making trucks in the 1980s but has grown rapidly in recent years, branching off into multiple brands. Its current lineup includes the Haval brand, making road-biased SUVs, the suitably named Tank brand that makes more rugged off-roaders, and two electric-only ranges (Ora and Wey), as well as GWM-branded trucks. Souo (which means soul) is Great Wall’s first motorcycle venture but reflects Wei’s long-term interest in two wheels, and unlike most Chinese bike companies it’s aiming straight at the very top end of the market rather than starting out with cheap single-cylinder machines. Not a twin, not a four-cylinder, and not even a six-cylinder, Souo’s first-ever motorcycle is also the world’s only production eight-cylinder bike. And it’s not a car-engine shoehorned into a motorcycle frame (à la the Boss Hoss), but a purpose-made flat-eight that takes its inspiration from the Honda Gold Wing’s flat-six. We revealed patents showing the engine last month and now the actual power unit has been shown in Beijing, and Souo has teased the outline of the bike itself, as well as giving a glimpse of its front end. The final machine is due to be unveiled on May 17, but spy pictures of the finished bike are already circulating on Chinese social media after it was spotted, completely undisguised, during what appears to be a promotional video shoot with Wei Jianjun himself riding it. This image shows how the internal engine components are arranged, and reveals the DOHC design and separate crankpins for each piston and rod. (Great Wall Souo/)The engine is believed to be between 2,000cc and 2,500cc, and while it clearly borrows elements of its layout from the Gold Wing, including a transmission mounted underneath the crankshaft, it’s far from a direct clone. Not only does it have two extra cylinders but, as we expected, it features DOHC cylinder heads in place of the Honda’s SOHC design. It’s a true “boxer” engine too, with separate crank pins for each piston so they each move in the opposite direction to their equivalent on the other cylinder bank. A sneak peek video reveals the profile of the bike. (Great Wall Souo/)Like the Gold Wing in optional DCT form, the Souo has a dual-clutch transmission, confirmed by the conspicuous absence of a clutch lever on the left-hand bar on the latest spy pictures. It also uses the same Hossack-style girder front suspension system that features on Honda’s Gold Wing and BMW’s K 1600 GT. However, the styling steers away from the Wing, with a more curvaceous shape and a reverse-rake to the headlight that gives a profile that’s more like that of Indian’s Pursuit. That nose shape gives a hooded brow over a pair of eye-inspired headlights, each punctuated with a slanted “pupil” and flanked by lashlike LED strips. Another sneak peek shows what the headlights and front end will look like. (Great Wall Souo/)Questions still hang over the bike’s precise capacity (if it borrows the Gold Wing’s square 73mm bore and stroke figures, it will come in at 2,444cc, but that has yet to be confirmed and some Chinese sources say it’s nearer 2,000cc) and its performance levels, but the most significant one is whether it will be offered on international markets outside China. Setting up an international distribution and dealer network for an all-new brand is a huge undertaking, even for a company like Great Wall that already sells cars globally under several brands. However, the fact that Great Wall’s car-making operation is intent on expanding around the globe, and several of its brands are already available across Europe and Asia, is a strong hint that the firm’s motorcycle arm will do the same. Source

There are a lot of ways to burn up a few watts of electric power in Las Vegas. The 2024 BMW CE 02 electric don’t-call-it-a-scooter two-wheeler makes a good city bike. (Kevin Wing/)BMW CE 02 press images make clear the demographic this battery-electric not-a-scooter-not-a-motorcycle “urban mobility vehicle” was aimed at: It’s all graffiti and skateboards. If The CE 02 is neither motorcycle or scooter, what is it? The CE 02 is in fact designated by BMW as an “eParkourer,” as inspired by the street-runner gymnasticators in the parkour world (search videos, be amazed, and blow 9 minutes and 56 seconds not finishing the first paragraph of your story). We’ll call the CE 02 “light local” and put it in the most practical box for electric-powered riding around when you’re not going to hit any highways (top speed of the 11kW/15-hp machine is 59 mph and range is up to 55 miles). Full-size electric motorcycles, by their very size and stance, make visual promises to motorcycle people that they can’t quite cash yet, and the predominant use case for motorcycles in America is fulfilling our dreams first, and getting us around in a “practical” way is second or maybe 13th on the list. BMW marketing images target urban athleticism with background notes of freedom to shred. (BMW/)Unless you have an extremely specific agenda and use case, choosing an electric motorcycle over any of the plentiful 650–900cc gasoline middleweights doesn’t currently make sense: An internal-combustion middleweight will run you half to a third in purchase price of an e-motorcycle and you can stuff about 165,000 watt/hours of energy in the tank in less than a minute. Also, the internal vision of the American motorcycle rider is focused on what they can do, much more than what they actually do. We may never set a lap record at Laguna Seca nor ride to Alaska nor Ride to Live and Live to Ride with a bedroll on our handlebars, but we’d like to think we could. Electrics don’t evoke these kinds of dreams for most motorcyclists at this time. The CE 02 shown here is $8,474, which includes the $895 Highline package. Add the $595 destination charge for an as-tested price of $9,069. The base CE 02 is $7,599 plus $595 destination. (Kevin Wing/)Hang on, because I’m actually making an argument for bikes like the CE 02. It’s $7,599 to start or $9,069 as tested, which is still more than you might spend for a gas scooter in Madrid, London, or San Francisco, but the CE 02 does an exceptionally good job of eParkourering from skatepark to skatepark, or around Las Vegas as we did on our one-day ride. Of course, $9,069 seems like a lot until you find out how easy it is to spend $10,000 on a high-end e-mountain bike. Hey, it’s not my world, I just live here. The CE 02 has a higher price than many townie-type two-wheelers in the motorcycle/scooter landscape. Being outside in Las Vegas riding on two wheels, even on the city’s crowded roads, is better than being inside—at least before summer. (Kevin Wing/)We rode the CE 02 as part of a press event that also included a daylong rip on the all-new F 900 GS. We rode that parallel-twin adventure bike about 220 miles at speeds ranging from rock-bashing first-gear clutch-slipping to 100 mph, on various surfaces. I am pretty sure I won’t ride that bike to Alaska, but I am damn sure I can. Anyhoo, most electric two-wheelers are super fun to ride. Instant torque can’t be beat, and as much as we love flames coming out the tail pipe and some array of cylinders barking out their interesting sounds, the silence and smoothness of electrics is very much its own fine experience. One of my favorite off-road rides ever was on an Alta electric dirt bike because of its silence, speed, and competence. We took a swing through the Neon Museum in Las Vegas. Electrics from small companies and startups are sometimes pretty rough and ready. The CE 02 benefits from being a BMW in terms of fit, finish, and function. (Kevin Wing/)The CE 02 has that, in a scooter version. Riding it around Las Vegas, it is clear the CE 02 benefits heavily from being a BMW, meaning it is engineered thoroughly, functions beautifully, and is made of very nice materials that are finely finished. There is depth to infrastructure at a company such as BMW (it also doesn’t hurt that Motorrad is auto-company-adjacent) that just can’t be matched by a typical electric startup. The basic black version of the CE 02. BMW’s main goal for the CE 02 was riding ease and fun. A 29.6-inch seat height and 291-pound claimed weight help the cause. (Kevin Wing/)Riding the CE 02 Electric You feel this in every move the CE 02 makes with you: There are no rattles or shakes, and the nonadjustable fork and preload-adjustable single shock do a comfortably damped job of keeping your ride smooth but not wallowy. The front and rear disc brakes (both are levers on the handlebars) work exactly like brakes. Throttle response (call it a torque rheostat here) is intuitive in every ride mode and not switchy or strange. And while I have much respect for the usual CVT belt drive on most gas scooters and the admirably smooth and quiet gas engines powering the latest models, it’s hard to beat the peak 40.5 lb.-ft. of instant torque available from 0–1,000 rpm made by the CE 02′s 48-volt motor. Especially off the line, where you will smoke even the most aggro four-wheel traffic. “Micro” TFT dash shows ride modes, state of charge, and the rest. Modes Flow and Surf are standard; Flash is included with the $875 Highline package and provides the highest available regenerative braking. Bluetooth connectivity and even available connectivity over Wi-Fi/cellular network allows checking CE-02 status. (Kevin Wing/)Ride Modes and Rider Aides Flow, Surf, and Flash modes indicate the BMW team rolled another joint after the one that led to Rock and Roll modes on the R 18 cruiser, because they’d clearly enjoyed the first one they’d smoked. Are the names too cute? Maybe, but if the alternative is never taking a risk to have a good time, then I will sign up for Flash mode and hope I don’t get arrested. Heated grips and reverse expand riding season and ease of use. Reverse (hold down the “R” button up top) provides up to 1.8 mph and torque to climb a maximum 7 percent grade. (Kevin Wing/)Flow mode is the mellowest throttle response combined with light regenerative braking. Surf has “direct” output but zero regenerative braking, and Flash has the same direct throttle response and power output allied with the strongest regen. I rode in the latter mode most of the time and made it a sport to use the brakes as little as possible, trying to time the regen braking effect to come to a stop right at my chosen point. Added complexity comes from regen being nonlinear. That is, it comes in soft when you first roll off but ramps up as you slow down. Then as you get to lower speeds and nearing a stop, regen reduces to make that transition time smoother. The front brake is ABS-equipped, the rear is not. Automatic Stability Control and Recuperation Stability Control are standard. ASC controls wheelspin on acceleration, while RSC moderates the battery-charging deceleration or regen in Flow and Flash to ensure the rear wheel doesn’t slip as it drags the motor to put power back into the batteries. As in the car world, design of electrics is meant to signify difference. (Kevin Wing/)Styling for a Vibe When it comes to style, it’s hard to beat the 14-inch steelies, especially on the single-sided swingarm. OK, the wheels are actually aluminum, which is even cooler. The overall vibe here is sort of “Honda Ruckus Grows Up and Goes to Art School,” although the size of the CE 02 is more like a compact motorcycle than a small scooter. And as mentioned above, the colors, textures, and finishes are very nice. The basic black CE 02 looks pretty cool, but you may add color and graphics with the Highline model (including gold-anodized fork), plus other technical features. Various bags (including a 29-liter, helmut-eating top case) are available but the CE 02 lacks the traditional scooter’s classic underseat bin. So we backpacked it. (Kevin Wing/)CE 02 Storage and Luggage Options Sadly, in one way the CE 02 is very much not a scooter: built-in storage. That giant underseat box so many great scooters have is so awesome that some manufacturers had to put “No Pets” stickers on them. No problem here—your cat is safe from your ignorance because Chairman Meow won’t fit anywhere but your backpack. A good friend and chef once packed his 1980s Honda Helix 250 storage bin full of ice and live lobster to transport across LA. Not really pets, so it was fine? Various soft-side and tail bags, plus a large top case are available from BMW’s accessory catalog. Did you know shops working on high-voltage electrics require special certification and training? This is one reason BMW kept the system voltage low (48v) on the CE 02. It also allows the system to be simpler and lighter. The two batteries are 1.95kWh usable capacity each. (Kevin Wing/)Electric Motor Power and Performance The 48-volt motor has a very automobile-alternator look. Lower voltage means air-cooling (rather than liquid) is adequate, and no special certifications for dealers to work on high-voltage electrics is required. Dual reduction belt drive transmits power to the rear wheel at a fixed ratio. No clutch, no gears to shift. In fact, your feet just sit on the front or rear footpegs (you choose, sporty or relaxed, according to your mood). The rear pegs are also the passenger pegs. BMW says the CE 02 in two-battery max-power form accelerates from 0–31 mph in three seconds. (Single-battery, speed-limited variants producing 5 hp exist for other world markets.) The service interval is two years, and it was said to be basic checks of brakes/brake fluid, drive belts, etc. We had the tricolor “Pro” seat, with thinner padding and grippy cover. A thicker Comfort seat is also available. (Kevin Wing/)Wall charging with the external charger is the only option—Type 1 and Type 2 chargers will not work. This means many typical public chargers will not work. The standard 900-watt unit will charge the batteries from 0–80 percent in a little less than four hours, while the optional 1,200-watt unit (standard with the Highline package) reduces that to about three hours. The 12-pound charger is said to fit in the available side bags. The charging input is on the left side of the CE 02. (Kevin Wing/)Competition It’s clear motorcycle manufacturers are still trying to figure out the real consumer’s use case and desired features for road-legal electric two-wheelers, particularly in America. The CE 02 was developed for the European market, where many city centers restrict or tax transport that isn’t zero local emissions. In that context, the CE 02 makes some sense, particularly in the lower-cost versions. The company expects it will sell well in the European market. Claimed performance is similar to that of the Kawasaki Ninja e-1 ($7,599) and Z e-1 ($7,899), although Kawasaki made the two 25-pound batteries removable so they can be carried inside to charge if you don’t have a place to charge the whole vehicle outside. Neither the CE 02 nor these Kawasakis provide scooter-like leg protection (à la the classic Vespa) that keeps your fine trousers or skirt protected from grime and less-than-perfect weather. Neither are meant to be a traditional scooter however. BMW did list a few Vespas, as well as Honda Groms and a few 125cc motorcycles, as competitors the CE 02 would go up against. To be fair, BMW says the CE 02 is in a “completely new segment” with “no classic competition.” Belt final drive works with an interior reduction-drive belt. Belts are low maintenance and quiet in operation. (Kevin Wing/)Final Word So? The CE 02 provides an entertaining and very easy local riding experience. It’s reasonably practical after swallowing the initial purchase price. Light two-wheelers like this seem to make the most sense in electric space because they don’t make the same promises a full-size motorcycle does and provide a high level of urban utility (at least with accessory bags) and sense of fun in a weight and range combination that works for the mission. At the end of the day I ditched our riding group to enjoy Vegas on my own for some free-form riding and curb hops, etc., and the CE 02 has no competition in the eParkourering space. Highline package includes phone mount and BMW Connected Services, which allows for checking charge status via the app. The BMW Ride Connected app can be controlled through the buttons on the left switch cluster and the user’s phone becomes an extension of the gauge package to include navigation and ride recording. USB-C port lies below the handlebar. (Kevin Wing/)2024 BMW CE 02 Specs MSRP: $7,599 ($9,069 as tested) Engine: Air-cooled 48-volt electric synchronous motor Charging: 0.9kW w/ integrated charger; 1.2kW quick charger w/ optional Highline package Charge Time 0-80%: Standard 3 hr. 50 min.; quick charger 3 hr. quick charger Transmission/Final Drive: Dual reduction belt Claimed Horsepower: 15.0 hp @ 5,000 rpm Claimed Torque: 40.5 lb.-ft. @ 0–1,000 rpm Clutch: N/A, direct drive Frame: Tubular steel twin loop Front Suspension: Inverted telescopic fork, nonadjustable; 4.6 in. travel Rear Suspension: Single shock, spring-preload adjustable; 2.2 in. travel Front Brake: 2-piston floating caliper, 239mm disc w/ ABS (front only) Rear Brake: 1-piston floating caliper, 220mm disc Wheels, Front/Rear: Cast aluminum; 14 x 2.5 in. / 14 x 3.5 in. Tires, Front/Rear: 120/80-14/150/70-14 Rake/Trail: 24.5°/3.6 in. Wheelbase: 53.2 in. Ground Clearance: N/A Seat Height: 29.5 in. Battery Capacity: 3.9kWh (usable) Claimed Range: 55 mi. Claimed Weight: 291 lb. Contact: bmwmotorcycles.com Source

Jorge Martín topped the charts at the French Grand Prix, setting pole, winning the Tissot sprint, and winning Sunday’s race. (MotoGP/)Jorge Martín (Prima Pramac Racing) has done it again: He set pole, won the Saturday sprint, then rode to a calculated (but by no means certain) strategic victory. Following current champion Francesco Bagnaia (factory Ducati) for 20 laps, Martín then made two pass attempts. The first failed in a classic “cross-over” after Martín ran wide, allowing Bagnaia to accelerate under him. The second worked “perfectly,” with Martín holding line to block Bagnaia’s stronger acceleration. Meanwhile, Marc Márquez (Gresini Ducati), lined up 13th on the grid, started so strongly that he gained five places in the first lap. He continued to move forward, becoming third on L14, and passing Bagnaia for second on the last lap. Marc Márquez made a last-lap pass for second. (MotoGP/)The 2024 point leader, Martín; the reigning champion, Bagnaia; and the resurgent six-time MotoGP champion, Márquez, had an all-in battle until the last lap. This was exactly what 297,471 spectators at trackside, plus the vast worldwide TV audience, hoped to see. And the riders themselves are saying these three will be the show in the races to come. Related: 2024 MotoGP Jerez Report The French Grand Prix had a record attendance of 297,471 fans. (MotoGP/)Martín said, “…going behind Pecco was a nice strategy because I was studying him…” This was the strategy most used by Márquez in his championship years—stalk the leader, waiting for him and his tires to fatigue, then strike. “I was confident behind him and with seven or eight [laps] to go I said it was time to make the move. “…it was the moment I saw he was struggling a bit on some corners. It was difficult to make the move. He was strong, and I went wide the first time. “The last five laps were so long. I tried to push and I was a bit tired because it was a really long race. “I had to go fast, [yet] avoid crashing with the tires that were not at their best. “Enjoying riding is very important but those five laps were really long and not fun for me.” Martín stalked Francesco Bagnaia until the time was right to pass, and when he made the second attempt stick, he did not immediately pull away. (MotoGP/)Bagnaia said, “I tried to stay as close as I could to Martín [after he passed me] in order to try and pass him at turn 13.” Martín, being the stronger in certain corners, was able to maintain a lead of just under half a second, but could not pull a gap. “Martín was able to bring more speed than me in the corners,” Bagnaia said. Bagnaia led much of the French Grand Prix, but ended up third after two brave passes from his Ducati-mounted rivals. (MotoGP/)Bagnaia’s strength was in the first two track sectors, preventing Martín from pulling clear. Márquez’s race, starting so far back, was one of discovery. He described thinking, “I say, ‘OK the top-five is my target’…but then I saw that [my] pace was there.” After getting past Fabio Di Giannantonio on lap 18 he raised his sights again: “Third position is OK, but I saw that [my] pace was there.” And finally, “…when I arrived to [the leaders] I was completely exhausted. I was pushing all the way… I was catching them and the pace was there. “I tried to attack Pecco but…I’m not feeling well now on the bike. “I saw also that Pecco has strong acceleration so it was difficult to find the point to overtake. “He was defending well at turn 3. “But on that last lap I say, ‘I will be there to see if something happens.’ I saw that Pecco was not attacking Martín [and I was able to pass him].” Márquez celebrating his last-lap pass and second place finish. (MotoGP/)Enea Bastianini on the other factory Ducati remained close to the leaders to the end, finishing fourth only 2.2 seconds from Martín. Maverick Viñales, fifth, was 5.5 seconds behind Bastianini. Viñales said, “On a weekend when we did not find the right feeling, taking third in the sprint and fifth in the race is a positive outcome.” Maverick Viñales finished fifth, a positive result in his words. (Aprilia/)The rest were in another race, 10 and more seconds back. The excellent performance of the top three finishers was based not only upon ability to keep the pace, but also upon managing tire and rubber resources, making decisions about when to change engine mapping (to compensate for tire “drop,” reduced weight from fuel burn-off, and evolving traction conditions). A rider whose bike doesn’t quite fit him is straining to quickly and solidly assume the necessary positions for cornering, for strong acceleration, for braking. Riding for a team that has trouble achieving a workable setup tempts the rider to try to compensate. This is why old-timers say, “There’s nothing more dangerous than trying to make up for a bike that can’t quite do the job.” Dorna has achieved admirable closeness of performance in riders and equipment—something lacking in Formula 1—which is why so many of the riders who are low on the point standings have nevertheless managed to win some races or at least to finish well up now and then. Can all MotoGP crew chiefs and software specialists be of a similarly high and uniform standard? Are they all equally expert at understanding their rider’s needs and manner of expressing them? I think of riders Mick Doohan (1990s) and the late John Surtees (1950s), both of whom were obliged to insist that no change of any kind be made to their factory motorcycles without their knowledge and agreement. Might some teams continue the questionable practice of making unannounced changes, in the hope they may be successful? Less-well-financed teams save money by reusing part-worn carbon brake pads (four grand a set) for practice, and by having to seek lodging outside the circle of price elevated by the event. Travel time to and from the track is subtracted from sleep. Success in practice is a strong determinant of whether the rider will reach Q2, or will be forced to struggle through Q1, qualifying down-field and being forced in the race to recoup positions by sacrificing tire life. Márquez showed his experience by finishing second despite starting 13th on the grid. In general, success comes most easily to those who roll out for first practice fully prepared and able to continue as they began. Yet time and again riders shrug off “black Fridays” as if they were just to be expected—like colds or parking tickets. Aleix Espargaró, fifth in the sprint, ninth on Sunday, said, “I’m quite disappointed because I don’t understand how the clutch of my RS-GP [Aprilia] works, and I don’t like it. Almost in every race I have risked [a jumped] start, and here it happened to me (resulting in a double long lap penalty).” He doesn’t describe the specifics of the problem, but it can happen that the friction coefficient (“grippiness”) of clutch friction material rises suddenly with temperature (as did the carbon brake material on Wayne Gardner’s NSR500 in 1989, causing him to crash at the US round at Laguna Seca). Occurring in a clutch being slipped at the start of a race, this could lead to unexpectedly early solid engagement. When combined with launch control software the result could even be oscillatory and jerky, as the system interacts with varying friction. Aleix Espargaró is struggling with clutch engagement on starts. (Aprilia/)During a standing start, the clutch acts as a power divider. Although the engine must be revved enough to give the necessary torque, initially almost none of its power goes into turning the barely moving tire, so the surplus power goes into driving clutch temperature steeply upward. As the start proceeds and the vehicle gains speed, more of the engine’s power is consumed by the accelerating bike and less heats the clutch. At full engagement, 100 percent of the power accelerates the bike and zero to clutch slip. How are the once-dominant Japanese teams faring in their efforts to rearm in the din of battle? Fabio Quartararo (Yamaha) said, “This morning we made big changes on the bike that have been quite positive.” In the race he had moved up to sixth by lap 14, but crashed out two laps later. His response? “…I feel better to crash when I’m P6 than P12.” Johann Zarco, 12th, was the highest-finishing Honda rider. Pedro Acosta (GasGas/KTM), from whom so much is expected, crashed out early, saying, “We’ll try again in Barcelona.” Catalunya in two weeks. Source

Kove will bring three versions of its 800X to the US market, including the Standard, Pro, and Rally versions. (Kove/)Chinese upstart Kove made a strong impression when we rode the 450 Rally model last year and now the company’s bigger 800X is heading to the US market to bring the brand into the adventure bike scene. Kove’s own US market website lists the 800X as “coming soon” but the company has now filed paperwork with the NHTSA that suggests no fewer than three variants will reach these shores, including the 800X Standard, 800X Pro, and 800X Rally. Those versions match what’s currently offered on the Chinese market, and essentially reflect three tiers of different off-road capability. We were impressed by the 450 Rally when we rode it last year. (Jeff Allen/)All variants of the 800X share the same recipe and styling, with a 799cc parallel-twin engine that puts out 95 hp at 9,000 rpm and 59 lb.-ft. of torque at 7,500 rpm. Even at a quick glance it’s clear that the engine bears an uncanny resemblance to KTM’s LC8c parallel twin, a similarity that continues inside where the 88mm bore and 65.7mm stroke exactly match the measurements of the original “790″ version of the KTM engine, now itself manufactured in China for the 790 Duke and 790 Adventure (but designed, developed, and assembled in Austria) as well as CFMoto’s 800MT and 800NK models. Kove does suggest it has a higher compression ratio than the KTM and CFMoto machines at 13:1. Like the LC8c, the Kove engine has an unusual 285-degree crankshaft rather than the more common 270-degree layout, essentially replicating the firing interval of a 75-degree V-twin rather than a 90-degree V-twin. The chassis is also shared across the three versions, with all featuring the same “diamond” frame, 21-inch front and 18-inch rear wire-spoked wheels, and KYB suspension, adjustable for preload and compression and rebound damping at both ends on the Pro and Rally models while the Standard version gets preload adjustment only. Suspension travel on the Pro and Rally is much more suited for off-road exploration. (Kove/)The biggest differences between the three tiers can be picked out from the dimensions, with the Pro and Rally getting progressively longer-travel suspension for additional off-road clearance when compared to the Standard variant. The Standard sits on a 59.1-inch wheelbase and has a seat that’s 33.3 inches off the ground. The Standard’s ground clearance comes in at 9.6 inches. With around an inch of extra suspension travel, the Pro version’s wheelbase grows to 59.4 inches and the seat height rises to 34.5 inches. It’s also around four pounds heavier than the Standard with a curb weight of 408 pounds in Chinese-market spec, and the ground clearance rises to 10.8 inches. There is not a time frame yet on when the three models will go on sale in the US. (Kove/)Step up to the Rally version and the suspension rises further still. You get 10.6 inches of fork travel and 9.8 inches of rear on offer, along with 11.5 inches of ground clearance. The seat is taller too, at 35.2 inches, and the longer fork means the wheelbase stretches out again, to 60.8 inches. While all three models use 90/90-21 front tires, the rear rubber size differs, with 150/70-18 on the Standard and Pro, but a 140/80-18 on the Rally. That suggests more off-road-biased rubber for the Rally variant, which is also likely to be why its certified top speed is limited to 114 mph while the two other models are rated at 130 mph. Source

Whether you are nostalgic or not, the 2024 XSR900 GP is an excellent sportbike. (Yamaha/Ant Productions/)There are many ways to look at Yamaha’s striking new retro XSR900 GP. It can transport you back to the 1980s and 1990s when Yamaha’s Marlboro-liveried YZR500 V4 ruled the great two-stroke era of grand prix racing, or it might not. It depends on your age, how long you have loved everything on two wheels, and your interest in motorcycle racing history. For those who lived and breathed sportbikes through the ‘80s, it’s impossible to separate the evocatively styled machine we see before us from the deeds of Eddie Lawson and Wayne Rainey, who, on their fiery red-and-white factory YZRs, delivered multiple world championships and the greatest decade or so in US racing history; and their nostalgia glands are truly activated. Yamaha’s XSR00 GP is not available in the US. What a pity… (Yamaha/Ant Productions/)For those of slightly more tender years, any stirring of the soul is likely to be less pronounced, but still strong. For me at 48, the XSR triggers memories of a misspent teenage youth and a succession of FZs and FZRs and TZRs. All those fast and fine-handling Yamahas with the same signature flat-top gas tank and YZR500-derived styling. Either way, such is the power and execution of the XSR900 GP’s retro styling, it’s pretty easy to foresee some heavy traffic heading, cash in hand, to Yamaha showrooms soon, the buying decision made on looks alone. We should stress, however, that this bike is much more than just a styling exercise to stir the emotions of riders who remember when Sean Connery was Bond and you had to use a paybox to make a call. Yamaha has taken the excellence of the base XSR900 “Sports Heritage” triple and blended it with some hot tech from the Yamaha MT-09 and MT-09 SP sport nakeds to produce what the Japanese manufacturer hopes will be something special. The XSR900 GP shares its CP3 inline-triple with other Yamaha models. Yamaha claims it makes 117 hp. (Yamaha/Ant Productions/)So does it work? Is the XSR a superficial styling exercise or a potent fusion of the past and present? Just for the record, this writer’s old FZ600 had a choke while the new XSR900 GP has Bluetooth, something you only experienced after eating a blue ice lolly back in the ‘90s. You can probably sense the eagerness to find out. We headed to Portugal to try the new XSR900 GP on the road, followed by a spin around Estoril, the famous old GP track on the Iberian west coast. Retro Styling, Modern Underpinnings We normally start a new model road test by describing engine performance or a new chassis setup, but with the XSR900 GP we have to begin with its looks and nostalgic appeal. Some may argue that it’s just a dressed-up XSR900, but Yamaha has added some loving touches to give it a rich retro feel. The top fairing, for example, is secured with good old fairing stays and racy R-clips and wears the distinctive hand guards of the legendary YZR too. The digital dash has an analog theme, drilled fork caps look spot-on for the ‘80s and, from its flat tank—complete with distinctive sculpted knee pockets—to boxy rear single-seat cover, the overall effect is convincingly YZR500. Unlike the old grand prix racer, though, the single-seat is removable and neat fold-down pillion pegs are just like the XSR900′s! Retro styling abounds on the XSR900 GP. (Yamaha/Ant Productions/)The Deltabox-style frame has an authentic period finish, and even the alloy “spin-forged” wheels come with holes in the hubs just like the ones I had on my Yamaha FZR1000 EXUP. I would have preferred twin round headlights over the standard single compact light, but others will appreciate the uncluttered yellow nose, which replicates the yellow number boards carried by 500cc grand prix bikes. Some might also miss a conventional exhaust and end can (though there is a factory option), but the Marlboro branding is faultlessly on point. Devoid of any actual Marlboro lettering, the look is reminiscent of the very early 1990s when certain countries banned explicit cigarette advertising at their grand prix. In fact, the XSR GP is so retro I felt out of place in full airbag race leathers and wished instead that I’d dragged out my old jacket, jeans, and 1992 Iron Maiden T-shirt for the ride ahead. Yamaha nailed the retro GP styling on the XSR900 GP. (Yamaha/Ant Productions/)When you throw a leg over the GP for the first time, it’s a little strange. You feel a wave of nostalgia, memories of Rainey, Lawson, and John Kocinski flooding back, but then you’re greeted by a thoroughly modern 5-inch dash and switch gear, including cruise control as standard. This equipment isn’t lifted from the base XSR: It’s all new for the GP. There’s even a neat five-way joystick and strange seesaw indicator switch. Just past the retro fairing stay is a full modern TFT dash. (Yamaha/Ant Productions/)There are now three riding standard modes—Sport, Street, and Rain—plus two custom maps. Within those modes, the XSR GP has four power modes (PWR); three levels of traction control (TCS 1-3); Yamaha’s Slide Control System (SCS) with three settings; wheelie control (LIF) also with three levels; cornering ABS, which can be turned off; Yamaha’s adjustable Quick Shifter System (QSS) with two settings as well as off; and the new Brake Slip Regulator (BSR), which is always on. These are all linked to a six-axis IMU, meaning everything is lean sensitive. All this might look complicated but isn’t. I opted for either Sport or Street mode with the LIF (wheelie control) removed for obvious reasons—and because Eddie and Wayne never had that stuff. Quite unusually, when you remove the wheelie control it’s switched off in all riding modes, including Rain, and remains off when you turn the bike off and on again. Riding Impressions Leaving Yamaha’s HQ hotel and entering the coastal route along the Portuguese coast, it was immediately apparent the GP is more radical than the standard XSR, as your bodyweight is positioned much further forward. The clip-on style bars are 93mm (3.7 inches) forward and 114mm (4.5 inches) lower, the seat 12mm (0.5 inch) forward and 27mm (1.1 inches) higher, with the pegs higher by 26mm (1 inch) and rearward by 26mm. The resultant stance is certainly sportier than the base XSR but well balanced and still mindful of day-to-day riding. Yamaha says the bars, which are mounted above the yokes, are higher and less radical than the R7 and nothing as racy as an R6 or FZR400RR SP. However, as a short rider, I did notice the taller seat compared to the standard XSR. While sportier than the nakeds it’s based on, the XSR900 GP is still a reasonably comfortable street mount. (Yamaha/Ant Productions/)For those initial miles ridden at low and legal speeds, the softer and smoother throttle response of Street mode is preferred over the more aggressive Sport mode. Yamaha has a habit of making its sport throttle response a little too harsh and, later, on the racetrack, Street is still the answer. As we made our way to Estoril, there was the odd occasion where we could let the triple sing. The third-generation QSS quickshifter is slickly effortless and as crisply set up as any racebike’s, which allows you to quickly throw gears at the triple as it accelerates hard. The Euro 5+ compliant, 890cc CP3 inline-triple makes a claimed 68.6 lb.-ft. of torque at 7,000 rpm and 117 hp at 10,000 rpm, which feels like the perfect balance on the road for this type of bike. Ride its torque curve through the midrange and the GP retro delivers instantaneous response and drive. It is urgent, strong, and quick. Alternatively, tuck in behind the sporty screen, chin kissing the tank like you are Steady Eddie back in 1986, hold onto each gear as rpm builds and the power flows. The exhaust may look odd and sound a little muted but a lovely induction noise from the airbox adds vital bark and character. Yamaha’s CP3 motor is highly praised for its combination of power, torque, sound, and character—it’s a sweetly blended engine that works well in every road scenario imaginable. Never too much but always full of energy, it can hold its own on the racetrack too, and it is nigh impossible not to have fun when the throttle working this particular triple. That said, while the CP3-powered MT-09 and XSR900 are both fantastic wheelie bikes, the GP is less lively in this department, mainly due to more weight being over the front with a longer wheelbase. Yamaha says the XSR900 GP is not a sportbike, could have fooled us. (Yamaha/Ant Productions/)Yamaha is claiming the GP isn’t a sportbike but has nonetheless given it higher-grade KYB suspension than its base XSR stablemate. Now both ends are fully adjustable, with both high- and low-speed compression damping on tap. Due to that new weight distribution, the front end is a little stiffer and the rear softer, while the latest Bridgestone S23 rubber, a single-compound version of the sport tire developed in partnership with Yamaha, hugs lightweight aluminum spin-forged wheels. It feels up for fun—poised but easygoing—while the racy imagery of the GP encourages you to attack corners, knee slider down and hunting for apexes. Initially, the suspension setup was a little firm as the fork wasn’t as plush as on the base XSR, but on a closed stretch of road that allowed us to push the chassis harder, the KYB units worked with effortless control and gave great feedback. Bridgestone’s S23 rubber warms up quickly and gives confidence-inspiring edge grip and feel. The 900 GP isn’t razor sharp like, say, the R6; instead it’s much more planted, stable, and easier to ride. Yamaha quote its wet weight at 441 pounds, 14 more than the unfaired XSR, but its weight is carried well, and despite the headstock position being 5mm (0.2 inch) higher and trail being increased from 107mm (4.2 inches) to 110mm (4.3 inches), the steering feels very similar as the bag-of-fun XSR. Certainly, you’d have to ride the two bikes back to back to notice any difference. We didn’t get full laps of Estoril, but we did get the opportunity to play on track in safety zones for pictures. This meant taking its long, final, fourth-gear corner high in the revs, pegs almost touching the historic racetrack. Even when you start pushing the limits of both the GP’s chassis and the grip of the Bridgestones, it’s apparent that there is more to come. This retro racer will excel on twisty race circuits, carrying swathes of natural corner speed and using its spread of torque, supported by its full complement of lean-sensitive rider aids to harass peakier supersport 600s. Fit some track day race rubber, tweak the fully adjustable suspension to save the pegs, and away you go. It’s easy to imagine you are Eddie Lawson tucked behind the windscreen. (Yamaha/Ant Productions/)Yamaha hasn’t massively overhauled the brakes. There’s a new 16mm Brembo radial master cylinder, but the 298mm front discs and four-piston calipers remain. Their performance is hard to fault on the road and perfectly matches the easy-but-sporty attitude of the GP. On the track, jumping on the stoppers from high speed to zero reveals the unobtrusive ABS does work. You can’t turn off the ABS, but you can remove its lean-sensitive functionality, but why would you ever want to? Yamaha has added a new Brake Slip Regulator to stop the rear from locking under braking but we would have needed some fast laps of Estoril to test it in a meaningful way. It is worth noting, though, that the GP is incredibly stable on the brakes, which is also probably due to its relatively long wheelbase. The brakes on the XSR900 GP haven’t been upgraded like the suspension, but there is no need for that. (Yamaha/Ant Productions/)Leaving the track on (melted) rubber and heading onto the freeway highlighted the versatility of the new GP. With the standard-equipment cruise control activated it is a case of relaxing and churning out some miles. Yamaha installed a phone under the seat for the test to allow full map navigation via the Bluetooth connectivity. Meanwhile, the new switch gear makes it easy to flick between standard display and the full navigation. Yamaha quotes a 47-mpg fuel economy. Given that we rode the GP abnormally hard at Estoril, coming away with a representative fuel economy figure of our own is not possible, but a base XSR900 we tested last year averaged close to 41.6 mpg. With a 3.7-gallon fuel tank you’re looking at a stop every 140 to 160 miles. Taller riders on test started to complain about the weight on their wrists after a long day in the saddle, while my more compact stature was comfortable throughout. Taller riders might feel a bit cramped on the XSR900 GP. (Yamaha/Ant Productions/)If I were to own a GP—and I have to admit, I am thinking how good it would look in my garage—I’d probably soften the fork a little, just to give it a plusher feel at normal road speeds. I’d also probably blow the family’s holiday fund on the optional Akrapovič exhaust and tank protection, which looks neat, while giving the optional lower fairing a miss, as I prefer the raw, half-faired look (like my old FZ…). Verdict As you can probably tell, I have fallen for Yamaha’s new XSR900 GP and confidently predict that I will be one of many. It ticks all the right nostalgia boxes, brilliantly blends the analog past with the digital present, and fuels the common desire for a sporty and versatile road bike that can excel everywhere. The problem is, US riders can’t have one. At the moment, the XSR900 GP is only available in Europe and a few selected countries. Yes, the XSR900 GP, a machine that celebrates a grand prix motorcycle made famous by American riders, isn’t on sale in the USA—not yet. As a UK-based journalist I was flabbergasted by this news. To me, the US market seems perfect for the GP given its connection with Lawson, Rainey, even Kenny Roberts, and the golden era of grand prix racing. Hopefully Yamaha USA will import a few bikes, and if you’re lucky enough to grab one, you are in for a treat. Do you want to see the XSR900 GP sold in the US? That’s a rhetorical question; we already know the answer. (Yamaha/Ant Productions/)I might be a tad biased as I have such fond Yamaha-based memories from the 1990s. Certainly, some of my Suzuki-loving mates who had GSX-Rs and RGVs won’t give the Yamaha a second look. But even if the retro styling does nothing for you, the GP is still an excellent road bike. It combines the excellent qualities and rider aids of the MT-09 SP with the fun of the XSR900. OK, it’s not an RD500LC, but for a 2024 production bike it oozes history and character as well as performance—and I love it. Please Yamaha USA, can you import a few? 2024 Yamaha XSR900 GP Specs (Europe) Engine: DOHC, liquid-cooled, inline three-cylinder; 12 valves Displacement: 890cc Bore x Stroke: 78.0 x 62.1mm Compression Ratio: 11.5:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 117 hp @ 10,000 rpm Claimed Torque: 68.6 lb.-ft. @ 7,000 rpm Fuel System: Fuel injection w/ YCC-T Clutch: Wet, multiplate slipper/assist Engine Management/Ignition: Transistor-controlled ignition Frame: Control-filled die-cast aluminum Front Suspension: KYB 41mm USD fork; fully adjustable, 5.1 in. travel Rear Suspension: KYB monoshock, preload and rebound adjustable; 5.2 in. travel Front Brake: 4-piston calipers, dual 298mm discs w/ ABS Rear Brake: 1-piston caliper, 245mm disc w/ ABS Wheels, Front/Rear: Spin-forged aluminum; 17 in. Tires, Front/Rear: 120/70ZR-17 / 180/55ZR-17 (tubeless) Rake/Trail: 25.3°/4.3 in. Wheelbase: 59.1 in. Ground Clearance: 5.7 in. Seat Height: 32.9 in. Fuel Capacity: 3.7 gal. Claimed Wet Weight: 441 lb. Contact: yamaha-motor.eu Source

REV’IT! Opens First Own Brand Store in Denver (REV’IT!/)REV’IT! Press Release: REV’IT! opened its first physical store in the heart of Denver, Colorado in the United States. With a 6,204 square-foot (576m²) store in the up-and-coming Denver RiNo Arts District, the Dutch brand is looking to provide a place where creativity, cutting-edge design, good stories, and even better friendships meet. Creating seamless experiences across physical and digital spaces, REV’IT! seeks to serve motorcycle enthusiasts around the world in the best possible way. To complement the existing dealer network in the physical space, REV’IT! proudly announces the opening of its first brand store. With REV’IT! Denver as the global premiere, the Dutch brand can now offer riders the full REV’IT! experience under its own roof, in a purpose-designed retail space. The United States represents one of the key markets globally for REV’IT!. Both for the advanced level of the motorcycle industry in general, and in terms of the opportunity to further grow presence and interaction with the riding communities. The location of REV’IT!’s very first brand store in Denver, Colorado, the outdoor capital of the world, has been carefully selected to allow to not only serve the Denver riding community, but be an active part of it. The upbeat, innovative, and adventurous vibe of the RiNo district is expected to play a major part in that. Iain Howe, Global Marketing Director at REV’IT!: “Obviously having our own retail space is a significant step for our brand. We have designed the space to embody our pillars of Performance, Design, and Innovation. From the materialization, a symphony of innovative design in aluminum and concrete with local elements such as the original timber beams, to the flexible set up and welcoming community area, REV’IT! Denver is a motorcycle gear store the likes of which has not been seen before.” The store The REV’IT! Denver store features various zones, allowing guests to experience the wide range of collections. From adventure through urban to race, and from accessible essentials to tailormade professional level one-piece suits. However, to say that the REV’IT! Denver experience is defined by the Dutch brand’s collection alone, would be an injustice. More than just a store, REV’IT! has set up their Denver store to be a community hub. A place where riders’ journeys begin, where they find inspiration, information, and advice. Whether you’re participating in one of the ride-outs, attending a seminar, or simply dropping in to swap stories over a freshly brewed cup of coffee, REV’IT!’s passionate team will be delighted to see you. REV’IT! Denver is located at 2800 Walnut Street, Suite 120, Denver, CO 80205, U.S.A. Opened Tuesdays to Fridays from 11am to 7pm, Saturdays from 10am to 7pm, and on Sunday from 11am to 5pm. 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/)Yes, it’s the largest-displacement production motorcycle in the world, and for the majority of people interested in the 2024 Triumph Rocket 3 Storm, that statement alone is enough. In the power-cruiser space, displacement and power numbers reign supreme and the Rocket has ‘em. Triumph had big power and wild displacement when this bike was introduced in 2004. The really impressive feat? Over the last 20 years the British manufacturer has turned a high-powered beast of a bike into a motorcycle that’s easily rideable, able to corner at speed, and cruise in comfort. The high-power, overweight, and semi-ridiculous power cruiser that was introduced in 2004 under the Rocket name has been refined into relevance and, while it’s still the biggest and baddest bike at any red light, major arguments against the platform have been addressed. Believe it or not, the $25,000 Rocket 3 Storm actually makes sense as a cruiser in 2024. Rocket 3 Storm R and GT models are priced at $24,995 and $25,795, respectively, and are available in dealerships now. (Triumph/)Major engine and chassis updates to the Rocket 3 platform were seen in 2019, so when compared to earlier models, you’ll find the majority of our notes echoed there. For 2024 Triumph introduces matte black engine finishes, two-tone paint, and an updated tune increasing output from the previously stock 165 hp to 180 hp, and 166 lb.-ft. of torque. Both R and GT models also receive a new set of 10-spoke cast wheels which, combined, saves 2.2 pounds (1 kilogram) where it really matters. A 240mm-wide Metzeler Cruistec rear tire puts power to the ground with surprising efficiency. (Triumph/)Rocket 3 on the Road Triumph invited us to Cannes, France, to experience these new models, and while I was familiar with the harbor city’s famous film festival and stunning beaches, I had no idea what incredible landscape waited just a few miles inland. Our testbikes were parked directly in front of the hotel and 100 feet from breakwater on one side and yachts on the other. Weather was somewhat overcast with temperatures in the mid-50s. It had been raining for days before but we were lucky enough to avoid that part. Regardless, the hotel’s beautiful location meant that we had to get out of the city. GT models feature a short windshield and passenger backrest, while R models, as seen here, do not. (Triumph/)With a 2.5-liter engine and 699-pound wet weight on the R model, 705 on the GT, you don’t really expect light handling or the level of low-speed maneuverability that the Rocket 3 offers. We moved through in-town traffic and filtered to the front of a couple of red lights, all while the R model which I started on felt exceptionally well balanced and tight. Throttle response and modulation are excellent. Although engagement from the slipper/assist clutch was a bit vague, it was still easy to modulate and control. The R’s mid-controls provided comfortable ergonomics in town and the short-reach bars are directly connected to steering action. After a short 15 minutes through side streets and alleyways, we hit the highway and were able to open up the throttle. The Rocket 3’s 3-to-1-to-3 exhaust system features hydroformed headers. (Triumph/)The initial crack of the throttle is smooth and manageable in all ride modes tested, but when you really crack it open, the Rocket delivers. A 240mm-wide rear tire effectively puts power to the ground with its large contact patch—you can spin the tire if you try, but only when you want to. Unlike some power cruisers, the throttle isn’t twitchy or overreactive while trying to cruise, it’s easily managed and riders can relax since subtle inputs won’t upset the chassis or mellow cruising vibes. GT Versus R We pulled into our first coffee stop in a small town with cobblestone streets and a river running through its middle. Journalists were eager to swap bikes right away and experience key differences. The R model is the Roadster, which means mid-mounted foot controls and shorter handlebars. The GT is the Grand Tourer, with a 5-inch rearward difference in handlebar placement to the R and forward foot controls. Chassis geometry is identical from bike to bike, but the rider’s position makes them feel like different machines. I hopped off of the R and on to the GT for our next stint. The Rocket 3’s gauge is easily customized to show three levels of information, or easily navigated to adjust the ride. (Triumph/)They were right. The GT is a completely different bike with my feet out front and some pulled-back handlebars, though at 6-foot-4 I found the forwards still giving my knees a slightly over-90-degree bend. I liked the stretched-out position of the forwards, especially as they fit me like some three-quarter mids, but I wished I could rotate the handlebars forward and up to relieve the short-reach and sit-up-and-beg T. rex position I ended up in. As always, you can’t tailor a suit to fit everyone well. 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/)Our group continued along the river and further from Cannes, carving through canyons as the cliff faces grew at our sides. The rivers next to us were flowing with bright blue water, cascading over white rock. It reminds of Montana, but every once in a while you’d look up to see a several-hundred-year-old church on a bluff or we’d pull off to a café older than the USA. Handling We stopped for lunch and talked about the bikes, knowing that the more aggressive riding portion was ahead of us. Those of us who had tested the 2019 update acknowledged that this year is a bit of “bold new graphics,” but the lighter wheels do seem to make a slight difference in handling. As demonstrated in the updated Rocket’s torque curve, the increase in power is only really felt at higher engine speeds. As this bike produces an absolute boatload, nay, shipload, of power wherever you find yourself, you only end up in that higher register when you’re pushing the engine and asking more of it. So that added power is great and it’s noticeable if you’re pushing the 180-hp capabilities of this machine, but what percentage of riders on this bike will push its limits? Getting the most out of the Rocket 3’s handling requires some body English. (Triumph/)We continued on along the riverside through more perfectly paved roads and unparalleled scenery. The group was getting more comfortable on the bikes so our general speed increased. Entering turns at higher speeds, the Rocket 3 gives a sensation of coming in too hot. There is a pause point in the handling: The bike comfortably tips to a point a few degrees above its footpeg scrape point, and then requires some real muscling to push past that. But it will get past that point if you want it to. It has a hint of understeer at speed, but if you hang off the bike and really force it, the extra few degrees are there to use. Knowing a little bit of body geometry could close any necessary gaps in a pinch brings confidence in the Rocket’s handling. Lean angles from R to GT are about the same, but when swapping from model to model, the R’s mid-controls allow for an easier shift of the body, so you can scrape later if you want to do the work and hang off. Our testing grounds in the French Riviera provided incredible roads with stunning views. (Triumph/)Front suspension is a Showa 47mm inverted cartridge fork with adjustable compression and rebound. Shocks are a set of fully adjustable Showa units with hydraulic preload adjustment. This suspension setup pairs with high-spec Brembo four-piston calipers front and rear, each with Optimized Cornering ABS, to provide incredible feel and a high level of control. Feel out the brakes, load up the suspension, and get the most out of the Rocket—or just cruise along and enjoy a comfortable ride with finely tuned components, both situations are satisfying. GT models feature a passenger backrest that’s quickly adjustable with a tab under the backpad. (Triumph/)Conclusion We stopped for one more coffee and were able to choose the bikes we finished our trip on. While the GT’s relaxed ergos are nice, more direct handling of shorter bars and mid-controls on the R are the jam on the twisting French mountain roads. As we left our final stop, we dropped from the mountains through Grasse into Nice, and then on to Cannes—so through lots of traffic, steep hills, and then into the city’s walking streets. Through a roughly 45-minute stop-and-go ride, I may have touched my feet to the ground one time. The Rocket 3 is remarkably well balanced. Aggressive handling on the Rocket 3 takes a bit of extra body geometry, but the bike responds well when pushed. (Triumph/)As the group descended back to sea level and back to the city center of Cannes, I was quickly reminded of this bike’s presence. It sounds like a muscle car and demands attention. The engine is huge, the wheelbase is long, but fit and finish is spectacular and every piece feels premium. The fact that Triumph has sold more than 18,000 Rocket 3 models since 2019 speaks volumes. This bike still exudes an intimidating presence—it says “2,500cc’' right there on the side of the engine—but it doesn’t require an expert drag racer to get the most out of it. The huge engine matched to sorted fueling produces clean and usable power, no matter the situation. Triumph gives you all the power and potential in a platform that’s approachable and usable for intermediate riders and experts alike. The only real question for buyers is GT or R? 2024 Triumph Rocket 3 R and Rocket 3 GT Specs MSRP: $24,995 / $25,795 Engine: DOHC, liquid-cooled inline 3-cylinder; 12 valves Displacement: 2,458cc Bore x Stroke: 110.2 x 85.9mm Compression Ratio: 10.8:1 Transmission/Final Drive: 6-speed/shaft drive, bevel box Claimed Horsepower: 180 hp @ 7,000 rpm Claimed Torque: 166 lb.-ft. @ 4,000 rpm Fuel System: Fuel injection, ride-by-wire Clutch: Wet, multiplate; hydraulically operated, torque assist Frame: Full aluminum Front Suspension: Showa 47mm upside-down 1+1 cartridge fork, compression and rebound adjustable; 4.7 in. travel Rear Suspension: Fully adjustable Showa piggyback reservoir RSU w/ remote hydraulic preload adjuster; 4.2 in. travel Front Brake: Brembo M4.32 Stylema 4-piston radial monoblock calipers, dual 320mm discs w/ Optimised Cornering ABS Rear Brake: Brembo M4.32 4-piston Monoblock caliper, 300mm disc w/ Optimised Cornering ABS Wheels, Front/Rear: Cast aluminum; 17 x 3.5 in. / 16 x 7.5 in. Tires, Front/Rear: 150/80R-17 / 240/50R-16 Rake/Trail: 27.9°/5.3 in. Wheelbase: 66.0 in. Seat Height: 30.4 in. / 29.5 in. Fuel Capacity: 4.8 gal. Claimed Wet Weight: 699 lb./ 705 lb. Contact: triumphmotorcycles.com Gearbox: Helmet: Arai XD-5 Jacket: Alpinestars Frost Drystar Gloves: Alpinestars Andes V3 Drystar Pants: Alpinestars Barton Riding Cargo Shoes: Alpinestars Chrome Crafted Drystar Source

KTM’s 2025 450 Rally Replica is all-new, with a new engine and chassis. (KTM/)The word “replica” in the title of KTM’s 450 Rally Replica is used in its most literal sense—these limited-production machines are genuine competition bikes aimed at owners who want to use them in anger and are essentially identical to the company’s factory racebikes. The new 2025 450 Rally Replica ups the ante with a new engine, chassis, and bodywork as a one-for-one facsimile of the latest-generation works KTM 450 used in this year’s Dakar Rally. KTM may not have won the 2024 Dakar—this year’s event fell to Ricky Brabec’s Honda’s CRF450 Rally—but successive generations of the company’s 450 Rally have won 10 Dakar Rallies since 2011 and the mechanically identical GasGas 450 Rally took an additional win in 2022. In fact, KTM has only been off the top step at the Dakar four times since 2001, with a total of 19 wins and 235 stage wins on its résumé. In short, the 450 Rally Replica should give its buyers the closest experience possible to that of a top-level works bike. The 2025 KTM 450 Rally has a new engine, transmission, hydroformed steel chassis, and a ton of changes. (KTM/)The company says the 2025 450 Rally Replica, limited to just 100 machines, is the biggest update that the model has had since 2020. The changes start with a heavily revised engine that’s based on the fuel-injected single from KTM’s 450 enduro and motocross bikes, with a new SOHC cylinder head with redesigned ports and titanium valves, plus a beefed-up clutch and tougher transmission than previously. For the 2025 bike, KTM has also added a new dual-radiator cooling system that works better than the previous single-radiator design as well as giving a layer of redundancy should one radiator get damaged during a stage. Like previous Rally Replicas, the engine breathes through a Keihin throttle body and an Akrapovič exhaust, the latter hydroformed to maximize ground clearance and minimize weight. The 450 Rally Replica is essentially the same bike as the works machines ridden in the Dakar Rally. (KTM/)Hydroforming is also used for the first time on the 2025 Rally Replica’s frame. Instead of the conventional steel trellis of previous generations, the new version uses hydroformed steel sections that can be made to meet specific targets for strength and flexibility, all hand-welded together to form a complete chassis. At the back the seat subframe doubles as a self-supporting 4.2-gallon fuel tank, which is complemented by two additional front tanks—2.4 gallons and 2.5 gallons, respectively—for a total capacity of 9.1 gallons. Two fuel pumps let the rider choose between the front and rear tanks. A new carbon fiber navigation tower can either be fitted with a paper roadbook or a digital version. (KTM/)The swingarm is new, too, die-cast from aluminum and bolted to a WP Xact Pro 7750 shock via a rising-rate linkage. Up front, a 48mm WP Xact Pro 7548 fork is mounted in billet triple clamps. It’s all wrapped in redesigned bodywork that includes a carbon fiber “navigation tower” at the front to hold the roadbook, and a narrower nose to reduce wind resistance and turbulence. An LED headlight, 33 percent brighter than its predecessor, sits behind the transparent nose bodywork, and while the bike comes with a conventional paper-based roadbook system, it can also be fitted with a modern, digital alternative. With only 100 due to be made, there’s a good chance that all have already found buyers by the time you read this, despite a price tag that’s likely to be somewhere close to $40,000 each. Only 100 of the bikes will be made for 2025, so if you haven’t plopped down your $40,000, you’re too late. (KTM/)Source

A look inside BMW’s new ASA transmission. (BMW/)Despite multiple attempts over the years, there’s still no standard form for semi-automatic motorcycle transmissions. However, BMW is about to join the fray with its own system and yet another different approach. For decades cars have followed an unspoken industry standard, with the P-R-N-D auto shifter pattern becoming the norm and allowing drivers to jump from one vehicle to another with no learning curve. On motorcycles, the automatic transmission has never managed to get the same sort of dominance, and as a result, there’s still no established convention on how they should work. Sure, there are twist-and-go scooters, with centrifugal clutches and belt-operated CVT transmissions, but as soon as automatic gearboxes are transferred to larger and faster bikes, it becomes a free-for-all in terms of tech. Over the years we’ve seen Honda’s Hondamatic bikes of the 1970s, with just two foot-selected ratios and no clutch lever, we’ve seen Aprilia’s Mana with a scooter-style CVT, we’ve seen Honda at it again with its fiendishly complex dual clutch transmission (DCT), and Yamaha take a simpler route with the FJR1300 YCC-S. Then there are semi-auto systems like MV Agusta’s SCS smart clutch system and, most recently, Honda’s new E-Clutch on the CB650R and CBR650R, giving the rider the choice between completely conventional operation of the clutch or letting the bike take care of it instead, while leaving a conventional, mechanical foot shifter. Oh, and then there’s Honda’s DN-01 with its all-hydraulic transmission, and probably a dozen other short-lived attempts to eliminate the convention of a left-hand clutch and left-foot shifter, with the goal of making riding a simpler prospect. Related: Automatic Bikes You Can Buy in 2023 MV Agusta’s SCS smart clutch is used on the Dragster RR SCS. (Jeff Allen/)Given BMW’s openness to alternative ideas, whether in the form of Telelever or Duolever suspension or its full-blooded embrace of unconventional engine layouts from boxer twins to inline-sixes and laid-flat triples and fours, it’s surprising that we’ve had to wait until 2024 for the Bavarian brand to leap into the semi-automatic transmission game. But later this year, the company’s new Automated Shift Assistant (ASA) will be available, initially on an as-yet-unconfirmed boxer-powered machine. The system itself is perhaps closest in spirit to the setup used by Yamaha on the YCC-S-equipped FJR1300. There’s a conventional hydraulic clutch and six-speed transmission, but they’re both operated by electromechanical actuators rather than having any direct mechanical connection between the rider and the ratios. The two actuators appear to be the same—each is a rotary motor that rotates when commanded by the system’s computer. The clutch actuator spins a gear with a spiral groove carved in its face, a pin running in this spiral groove is attached to a “swivel arm” (essentially a surrogate clutch lever) that pivots as the gear turns, smoothly operating the hydraulic clutch master cylinder. Spin the actuator one way and the clutch engages, turn it the other direction and the clutch disengages. The gearshift has a conventional-looking shift drum, but instead of using a ratchet system attached to a foot-operated gear lever to change ratios, the second electromechanical actuator turns a Geneva drive mechanism that turns the shift drum into defined positions that correlate with the engagement of each ratio. Related: Where Are The Motorcycles With Automatic Transmissions? A look at the left handlebar pod shows the D/M mode button that allows the transmission to be switched between D and M modes. (BMW/)In semi-auto M mode (selected via a single, bar-mounted button) you shift gears manually using a conventional-looking, conventional-feeling foot lever, but it has no mechanical connection to the gearbox. Instead it acts on switches that send signals to the transmission control unit (TCU), which in turn operates the clutch and gearshift actuators to follow your commands. Hit the button again and it switches to D mode, giving the TCU full control over gear shifts, with information coming from an array of sensors—throttle position, lean angle, revs, riding mode, and more are considered—to decide when to shift ratio. Why is BMW leaping into the semi-auto fray? The answer probably lies in the growing success of Honda’s DCT. Around half of all Africa Twins are optioned with DCT now, and more than two-thirds of Gold Wing buyers tick the same box, so it’s clear there’s a growing appetite for automatics. For some customers it’s likely that the semi-auto is the deciding factor when it comes to choosing an Africa Twin over a BMW GS, so it makes sense for BMW to offer its own equivalent. Related: The TRUTH about Automatic Motorcycles and DCT Half of Honda’s Africa Twin are optioned with DCT. (Jeff Allen /)Finally, there’s the question of which bike will get the system first. BMW demonstrated the ASA system on an R 1300 GS and BMW’s illustrations show how it’s integrated with the new boxer-twin engine used on that bike. However, the photos of the bar controls give a blurred glimpse of a red bike with black tank sides and a two-tone red-and-black seat. It’s not a paint scheme that matches this year’s options for the R 1300 GS, and the black panel on the side of the tank doesn’t match the shape of the one on the R 1300 GS. So which bike is it? The chances are that this is a subtle preview of the expected R 1300 GS Adventure, which is expected to debut later this year. In time, the 1,300cc engine is sure to spread to more models like an R 1300 R, R 1300 RT, and R 1300 RS that are all surely on the way, as well as the R1300 GS Adventure. With them the ASA system is likely to become an option across a broad array of different market niches. Source

#WeRideAsOne Celebrated Around the World (Ducati/)Ducati Press Release: Over 18,000 Ducatisti came together for #WeRideAsOneFrom New York to Rio de Janeiro, and New Delhi to Mexico City, the passion for Ducati and motorcycles has been extended around the entire world thanks to the events organized by Ducati Official Dealerships and the Ducati Official ClubsTo revisit the most significant moments of the day, a highlighted collection of images and videos of the participants is available on the official Ducati Instagram profileThis past Saturday, May 4, #WeRideAsOne was celebrated worldwide as a homage to passionate motorcyclists who share enthusiasm for the brand. For the third year in a row, official Ducati dealers organized local group ride events that hosted more than 18,000 Ducatisti from more than 50 nations worldwide. From adrenaline lovers on the track to curious travel-lovers who explore new horizons, from off-road adventurers to those who prefer more relaxing routes, the goal was only one: to celebrate and share the same passion for the Borgo Panigale manufacturer. Once again, this year, the Ducati and Scrambler Ducati parade painted the roads with Ducati Red, leaving an indelible mark for every mile traveled. Ecuador, New York, Palermo, Glasgow, Warsaw, Rio de Janeiro, Hawaii, Ningbo, Medellín, Mexico City, Auckland, and New Delhi are just some of the cities that were the setting for the #WeRideAsOne parade, a truly world-class event. On its official Instagram channel, Ducati documented the activities that took place worldwide in real-time, sharing photos and videos sent directly from the participants in stories. Anyone who wants to relive the day’s highlights can find content in the #WeRideAsOne featured collection. Ducati is the only motorcycle brand in the world to offer an international event of this size. In fact, since its first edition, the event has established itself as a unique format, becoming a fixed appointment in the Italian motorcycle manufacturer’s calendar and all enthusiasts’ calendars for every first Saturday in May. The event embodies Ducati’s mission to offer unforgettable experiences, combining fun on two wheels with stunning locations and conveying a sense of belonging to a vast community that embraces Ducatisti, Ducati Official Clubs, Dealers, and Company employees. What distinguishes #WeRideAsOne is the ability to overcome geographical borders and, on the same day, make all enthusiasts feel part of the same big family, regardless of their city or time zone. Source

Yamaha’s latest MT-09 gets sportier. (Joseph Agustin/)It has been 11 years since Yamaha did the unexpected with the debut of the MT-09 (back then known as the FZ-09). The result was sportbike performance, dressed down to a naked streetfighter, and showcasing an exciting triple powerplant from Japan. The torquey-ness, upright riding position, and general hooliganism of the MT attracted a cult following quickly. Ready to rumble—the MT-09 is even sharper and more angular with the new tweaks to the gas tank and bodywork. (Joseph Agustin/)Fast-forward to 2024 and the MT-09 is all grown up. This year’s model features an updated 5-inch TFT dash with a multitude of settings and prebaked riding modes along with phone connectivity. Yamaha has reoriented the rider triangle into a sportier position, stiffened the suspension, refined the rigidity and balance of the chassis, and reworked the overall aesthetics of the machine. While the changes may not seem major, they do hint at a new philosophy infiltrating Yamaha’s “Dark Side of Japan” models. Each new face-lift of the MT-09 becomes more and more polarizing in the riding community. They certainly aren’t forgettable! (Joseph Agustin/)2024 Yamaha MT-09 Ergonomics and Style Yamaha’s dedication to unveiling expressive and intriguing headlight assemblies continues with this year’s MT-09. Older generations had uncanny similarities to the look of sinister robots like Transformer Decepticons, but the newest MT-09 looks much more at home within the Marvel Cinematic Universe. It is difficult to unsee the Iron Man face mask resemblance in the MT-09 after comparing the two. On paper, the changes to the rider triangle sounds drastic but in reality it still closely resembles the neutral upright position the MT has always had. For the petite riders out there: I am on my tip toes at stops since the MT-09 has a seat height of 32.5 inches. (Joseph Agustin/)Some changes are more than just cosmetic. For instance: The resculpted gas tank not only looks sharper but is also 30mm (1.2 inches) lower and 60mm (2.4 inches) wider compared to last year. Yamaha has also pushed the riding position into a “forward weight” orientation, increasing the steering angle, lowering the handlebar, and pushing the footpegs higher. All of these tweaks to the rider triangle nudges the MT-09 closer to the “sporty” end of the sport-naked spectrum. There was some concern at first about all-day riding comfort, but the test ride in Northern California revealed that the changes made were incremental and not so severe as to snap wrists and break backs when putting down miles. It’s back—the CP3 engine that gives the MT-09 much of its clout is the same as last year's edition. (Joseph Agustin/)2024 Yamaha MT-09 Engine and Electronics Yamaha’s 890cc DOHC CP3 inline-triple returns untouched to this newest edition of the MT-09. Already well known for its sound and character, there wasn’t much to change about the midrange bugle. Instead, Yamaha has been searching for ways to enhance the presence of the venerated powerplant with acoustic amplifier grilles and adjustments to the transmission. Specifically, the transmission has seven new gears with redesigned drive dogs for smoother shifts and reducing backlash. The newest MT-09 also benefits from the latest-generation “all quadrant” quick-shift system that has a larger operating window than the previous model. The MT-09 has a sensitive throttle, a trait well known to Yamaha’s triple streetbikes. Once the throttle hand recalibrates itself, the quick engagement is exhilarating and the MT-09 leaps corner to corner in NorCal’s redwood forests. Low in the rev range the MT-09 is well mannered, but when it hits around 5,000 rpm, the induction whine and blast of the triple is addicting. Dancing through the gears in search of the sweet spot where that tenor tune would play the longest finds the rider jumping from second to third back to second in the tight winding roads heading to Santa Cruz. The new quickshifter doesn’t just work as advertised, it dazzles with its efficiency. A preview of the rider-aid matrix on the MT-09 user interface. (Joseph Agustin/)New for this year, the six-axis Inertial Measurement Unit (IMU) riding-aids menu involves less guesswork in offering riders three standard riding modes (Rain, Street, Sport) along with two customizable maps. This is an extremely helpful upgrade, as endlessly scrolling through the variety of rider aids and individually toggling them could become tedious. While the Rain mode is predictably gentle for inclement conditions, the differences between the Street and Sport mode are more nuanced. Sport mode has a slightly punchier throttle response but Street mode is smoother while still offering the same peak power. Go ahead, lean it over some more; the MT-09 is more than ready to ride the edge of the tire. (Joseph Agustin/)2024 Yamaha MT-09 Chassis and Handling Agility has always been a calling card of the MT series. In the pursuit of cornering perfection, Yamaha has made evolutionary changes to the suspension and frame of the newest MT-09. Yamaha may have pushed the suspension to stiffer limits, but the KYB 41mm front fork and rear shock are fully adjustable. (Joseph Agustin/)Yamaha increased the spring rate in the front fork, and new linkage settings in the rear shock are all designed to be stiffer and to reduce pitching during hard aggressive riding. They also made some changes to the frame, moving brackets and rebalancing the overall rigidity of the design so the MT-09 has better stability at high speeds. The subframe has also been revised to be narrower and, you guessed it, stiffer. The MT-09 is shod in Bridgestone Battlax Hypersport S23 tires and the SpinForged Aluminum wheels really pop in the cyan coloring. (Joseph Agustin/)I am at the lighter end of the rider weight spectrum, so all of these changes to the MT-09 are noticeably stiff when riding. The front fork is progressive in both compression and rebound damping, and well composed under heavy braking. Rocketing out of corners the weight transfer of the MT is well balanced. The only places the suspension and hardened-up chassis is irksome is through rough patches of road and potholes. As for stopping power, the updated Brembo radial master cylinder for the four-piston caliper, dual disc brakes were plenty adequate on the MT-09. In juxtaposition to the twitchy throttle, the brakes are far more forgiving and won’t bite a rider feeling out its limits. Cruising, carving, chaos—the MT-09 is a versatile motorcycle up for any of it. (Joseph Agustin/)In Conclusion A subtle shift is lurking in the new MT-09. Why create a more aggressive riding position? Why rebalance the frame and stiffen the suspension settings even further? On the scale of purebred sport versus naked hooligan machine, the dial has been turned back toward the former. From all angles, the MT-09 looks the business. (Joseph Agustin/)As the MT-09 makes its debut into the MotoAmerica Hooligan class this season—and the rumor mill buzzes with more gossip of a possible R9—the calculated micro adjustments back to the realm of sport all begin to make sense. Yamaha’s newest MT-09 is possibly the most sophisticated and well-balanced iteration yet, brimming with features and competency well beyond its affordable price tag. The “Dark Side of Japan” might be taking a step back into the light, and I don’t think it’s a bad thing. Not one bit. 2024 Yamaha MT-09 Specs MSRP: $10,599 Engine: DOHC, liquid-cooled, inline three-cylinder; 12 valves Displacement: 890cc Bore x Stroke: 78.0 x 62.1mm Compression Ratio: 11.5:1 Transmission/Final Drive: 6-speed/chain Fuel System: Fuel injection w/ YCC-T, ride-by-wire Clutch: Wet, multiplate, slipper/assist Engine Management/Ignition: Transistor-controlled ignition Frame: Control-filled die-cast aluminum Front Suspension: KYB 41mm USD fork, fully adjustable; 5.1 in. travel Rear Suspension: KYB monoshock, preload and rebound adjustable; 4.6 in. travel Front Brake: 4-piston calipers, dual 298mm discs w/ ABS Rear Brake: 1-piston caliper, 245mm disc w/ ABS Wheels, Front/Rear: Spin-forged aluminum; 17 in. Tires, Front/Rear: Bridgestone Battlax Hypersport S23; 120/70ZR-17 / 180/55ZR-17 Rake/Trail: 24.7°/4.3 in. Wheelbase: 56.3 in. Ground Clearance: 5.5 in. Seat Height: 32.5 in. Fuel Capacity: 3.7 gal. Claimed Wet Weight: 425 lb. Contact: yamahamotorsports.com Source

KTM has announced that the prototype 990 RC R will go on sale early in 2025 as a normal production model, not a limited edition. (KTM/)It’s been more than 15 years since KTM last produced a street-legal, fully faired production sportbike. The last model to fill that slot in KTM’s lineup was the 1190 RC8/RC8 R which was last sold in 2016. In the time frame since then, KTM has only produced the very limited edition, track-only RC 8C. If you were lucky enough to get your paws on one of those unicorns, good on you. But for 2025, KTM has announced plans to return to the class with the brand-new 2025 990 RC R. With a growing demand from its customers for such a bike and its ever increasing success in the MotoGP world championship, the time is ripe to get back into the fray. There will be a couple of versions within this new family, including the standard road-ready 990 RC R, and then later in 2025 the 990 RC R Track edition, the latter of which will be a stripped-down version more akin to the RC 8C. Related: KTM Serious About Sportbikes Right-side view of the 990 RC R prototype. (KTM/)KTM knows for a fact that the demand is there based on how quickly the two production runs of the $39,599 RC 8C were snapped up by consumers. The first run of 100 units that was released in 2021 sold out in just four and a half minutes. While the 200-unit run in 2023 sold through in just half that. The RC 8C was only produced in two limited runs. (KTM/)“The KTM 990 RC R is a groundbreaking innovation for those who live for the thrill of cornering,” said Riaan Neveling, head of KTM global marketing. “It’s for those who lean close to the road, almost brushing their knees, and then push the limits, dragging elbow to the tarmac on the racetrack. This bike offers power and prestige without the exorbitant price tag.” KTM LC8c 990 Engine We already know that the bike will utilize a version of the LC8c engine that is currently used in the 990 Duke. That model uses the brand-new 947cc iteration which in the Duke produces a claimed 123 hp at 9,500 rpm and 76 lb.-ft. of torque at 6,750 rpm. Bore and stroke in the “990″ measure 92.5 x 70.4mm with updates including new pistons, rods, crank, cam timing, and exhaust system. While we assume the version that will power the 990 RC R will be similar, we also know the 889cc version in the last RC 8C produced a claimed 135 hp. That engine used titanium connecting rods and intake and exhaust valves, and had a higher 14:1 compression ratio and larger throttle bodies. So we’ll have to wait for more information to confirm the final output and specs. One of the small details included in the press release is that the bike will come standard with a shifter that can easily be reversed to a racing shift pattern for track usage. We expect the 990 RC R will come with a full suite of rider aids as standard, with optional modes and features available with the purchase of Performance and Track modes, as found on the Duke. We also expect the latest 5-inch TFT display that is used on the 990 Duke and Husqvarna Svartpilen 801. Chassis, Ergonomics, and Aerodynamics Chassis details from KTM’s press release are limited, but we do know that the 990 RC R will use a steel frame with a fixed 25-degree rake angle. The Duke has 24.2 degrees of rake and 3.9 inches of trail, while the RC 8C has a steep 23.3-degree angle and the same trail. From its description we can confirm that the frame will be similar in design to the naked model’s unit with a die-cast aluminum subframe. This is quite different from the early prototype that we spied back in December testing, which used a trellis subframe while engineers were settling on positioning for the passenger pegs and other details. Related: NEVER STOP! KTM 990 RC R Development, Chapter 1 – Design | KTM Left-side view of the KTM 990 RC R prototype. (KTM/)The bike will use WP’s 43mm Apex open-cartridge fork and shock. On the Duke the fork has provisions for rebound and compression damping, while the shock has provisions for preload and rebound adjustability. Will this more track-ready model get full adjustability front and rear? Or will that be saved for the Track version? The RC 8C had fully adjustable Apex Pro units, so we’ll have to wait and see here too. Lightweight cast aluminum wheels will be wrapped in Michelin rubber. From the images we can see that the front end sports a pair of blacked-out, radial-mount four-piston Brembo calipers with wave-style brake discs in place of the Duke’s J.Juan units (the RC 8C got Brembo Stylema units). We’ll have to wait to see if the 990 RC R gets this setup, or if the model pictured here is the Track model with a different spec. The prototype 990 RC R in action. (KTM/)The press release mentions that engineers have spent a lot of time working on the ergonomics to ensure that riders will be comfortable on the street. But the seating position will also be sporty enough to ensure control on the track, with a new tank used to help achieve this. We can also see that the wind-tunnel-developed aero wings will be utilized, at least on the Track version. The prototype we spied at the end of 2023 utilized a fairing with a single headlight and no winglets, so there are more questions than answers at this point in terms of final spec on each variation. “At last, we can unveil our KTM 990 RC R and introduce a truly exceptional motorcycle to dealerships in early 2025, fulfilling the anticipation of countless riders and race enthusiasts,” adds Neveling. “Our Duke range and other street products have garnered a loyal following for their distinct character; we believe the KTM 990 RC R will quickly attain cult status because it excels at the two things it was designed for so remarkably well. Success will be evident on the track, but the unparalleled experience for customers on the road will truly set it apart.” Source

Folds of Honor and Indian Motorcycle Announce Charity Ride (Indian Motorcycle/)Indian Motorcycle Press Release: Indian Motorcycle Owners Around the Country Come Together to Raise Funds for Nonprofit Organization Supporting the Families of Military Service Members & First Responders Folds Of Honor Provides Educational Scholarships to the Spouses and Children of U.S. Military Service Members and First Responders Who Have Fallen or Been Disabled While Serving Our Country and Communities Indian Motorcycle to Giveaway Custom Indian Springfield to Individual Who Raises the Most Funds, Additional Product & Prizes Offered for Various Levels of Donations Indian Motorcycle, America’s First Motorcycle Company, today announced a fundraising effort in partnership with Folds of Honor, a non-profit organization dedicated to providing families of fallen or disabled service members and first responders with life-changing educational scholarships. Rallying its owners’ community, Indian Motorcycle is coordinating regional owners’ rides around the country on August 24, 2024. Indian Motorcycle owners can donate and register to participate before midnight on August 24, 2024. The fundraising effort encourages Indian Motorcycle owners’ groups from around the country to get involved by donating to the cause and participating in the Folds of Honor charity ride. Every contribution, regardless of size, fuels its mission of making a meaningful impact in the lives of the families of fallen or disabled service members and first responders. As a special incentive, Indian Motorcycle will gift the individual who raises the most funds with a brand-new, custom Indian Springfield. Additional product and prizes will be offered at various levels of contributions. “Supporting U.S. military service members and first responders has always been core to our brand, which is why we’re excited to be partnering with Folds of Honor and rallying our owners to give back and support those families in need,” said Aaron Jax, Vice President for Indian Motorcycle. “As riders, we understand the power of community and the joy of giving back, and with our legion of owners all around the country, we are beyond excited to make an impact for such an important cause.” For nearly 20 years, Folds of Honor has provided educational support to the families of fallen or disabled service members and first responders. Folds of Honor has awarded more than 52,000 educational scholarships totaling approximately $244 million in educational impact. Providing 45% of all scholarships to minority students, the organization is significantly impacting educational opportunities by fostering diversity and empowerment within academia. “We are grateful to the team at Indian Motorcycle and to the proud patriots who ride,” said Lt Col Dan Rooney, Founder and CEO of Folds of Honor. “The individuals who participate in these nationwide rides have made a choice to never forget the sacrifices made by these American heroes and to help provide academic scholarships to their spouses and children.” The Folds of Honor charity ride serves as one of many events featuring the Indian Motorcycle Riders Group (IMRG). With approximately 137 chapters and 7,500 riders from around the country, IMRG hosts hundreds of rides and events each year for members and general motorcycle riders alike. Source

onX Offroad Named Official Mapping Partner of 2024 AMA United States Hard Enduro Series Championship (onX Offroad/)onX Offroad Press Release: onX Offroad, the industry-leading provider of off-road mapping solutions, is proud to announce its partnership with the AMA United States Hard Enduro Series Championship (USHE), one of the most exciting and fastest growing motorcycle racing series in the country. As part of this collaboration, onX Offroad has been designated as the Official Mapping Partner for the highly anticipated 2024 championship season that kicked off in late January. “We are thrilled to partner with the 2024 US Hard Enduro Series Championship as the official mapping partner” Rory Edwards, General Manager for onX Offroad. “The series has been the leader in growing hard enduro in the US and we feel our technology will complement the intense courses in some incredible off-road playgrounds they have planned for this season.” “onX Offroad shares our ethos of progression, so we are excited to be able to enhance both the rider and spectator experience using their industry leading technology,” said Matt Musgrove, Race Director of United States Hard Enduro Series. “Josh Schaecher, USHE Course Director, spends hundreds of hours painstakingly planning out these race courses, so this partnership with onX Offroad will allow the world to see just how action packed USHE events are.” The AMA United States Hard Enduro Series Championship is renowned for pushing the limits of off-road motorcycle racing, featuring some of the most challenging terrain across the US. This partnership with onX Offroad reinforces the commitment from the AMA United States Hard Enduro Series to enhance the experience for both competitors and spectators alike. onX Offroad’s innovative mapping platform provides comprehensive, up-to-date information on trails, terrain features, and points of interest, empowering riders to explore with confidence on race weekend for spectators and racers. With detailed offline maps, waypoint tracking, and real-time location sharing, onX Offroad equips riders with the tools they need to navigate even the most rugged landscapes. As part of the partnership, onX Offroad will provide exclusive mapping support for the remaining stops on the AMA United States Hard Enduro Series Championship calendar. This includes the creation of custom maps tailored to the unique terrain and challenges of each race location, ensuring that riders have access to the most accurate and detailed navigation tools available. The 2024 US Hard Enduro Series Championship promises to deliver an unparalleled showcase of skill, endurance, and adrenaline-fueled action from the top enduro athletes. With onX Offroad on board as the Official Mapping Partner, riders can navigate with precision and focus on what they do best – conquering the toughest terrain on two wheels. For more information about onX Offroad and the US Hard Enduro Series Championship, visit www.USHardEnduro.com. Source

Husqvarna’s 2024 Svartpilen 801 is a totally different beast with twin-cylinder power. (Husqvarna/)Ever since Pierer Mobility AG acquired Husqvarna back in 2013, modern Huskies have smartly utilized KTM’s platforms and delivered their own spin on those motorcycles. Looking to the travel and street sectors, bikes like the Norden 901 and 701 Supermoto/Enduro were logical crossovers borrowing from those successful families. But the Svartpilen and Vitpilen naked models really have their own identities that set them apart, both visually and in terms of their target markets. Based on KTM’s 790 Duke, the new Svartpilen 801 gives off an entirely different vibe. (Husqvarna/)As much as we loved the Svartpilen 701, its single-cylinder engine always left us wondering how good the bike could be with a twin in it. For 2024, Husqvarna has answered that question and delivered the Svartpilen 801, which is powered by the 799cc version of the LC8c borrowed from KTM’s 790 Duke. But that still left one question remaining: Would this new model, with its dramatically upgraded engine, deliver the performance to put it onto a completely different playing field of competitors? LC8c Engine There isn’t a whole lot of mystery behind the engine that powers the Svartpilen 801. As mentioned, under Pierer Mobility, platforms and powerplants are shared among KTM, Husqvarna, and GasGas. The LC8c in this new model is shared with KTM’s 790 Duke. Another important note is that this engine was reintroduced in the not-so-distant past and is manufactured by KTM’s partner CFMoto in China, which also uses it in some of its models. The LC8c that powers the Svartpilen is the 799cc version that is used in the KTM 790 Duke. (Husqvarna/)The 799cc liquid-cooled parallel twin has double-overhead cams with four valves per cylinder. Bore and stroke measure 88.0 x 65.7mm with lightweight forged aluminum bridged-box pistons and a 12.5:1 compression ratio. The crankcase is high-pressure cast aluminum which helps keep the wall thickness to a minimum and the overall weight of the engine down to 114 pounds. Cylinders are a sleeveless aluminum design with Nikasil coating. The engine has semi dry-sump lubrication and has 15,000-kilometer (9,320-mile) service intervals. Keeping it smooth are a pair of balance shafts, one in front of the crankshaft and the other between the camshafts. The cylinder head features a pair of assembled camshafts that are lighter than one-piece forged units. Steel intake and exhaust valves measure 36 and 29mm, respectively, and are actuated by diamond-like carbon-coated finger followers. A pair of 46mm throttle bodies feed mixture to the engine and are controlled by a ride-by-wire throttle. Spent gases pass into a pre-muffler chamber concealed between the engine and swingarm that houses the catalytic converters, and then head for a stainless-steel silencer. The LC8c is compact, light, and produces 105 hp. (Husqvarna/)It doesn’t take long to appreciate the LC8c’s performance. Husqvarna claims 105 hp at 9,250 rpm with 64.0 lb.-ft. of peak torque 6,500 rpm. These numbers are obviously down a bit when compared to some of the larger-displacement versions of the LC8c like the “890″ and “990″ versions, but this engine is a perfect fit in this bike. Our riding day was spent chasing the French lead rider on awesome mountain roads just north of Toulon, France. The pace on our 150-mile ride was spirited, to say the least. The twisty roads were at times very narrow, damp, and littered with bicyclists as it was a Saturday. In this world of second- and third-gear twists and turns the engine delivers excellent performance. Torque is easily accessible right off the bottom and builds with a steady rush as you head toward 9,000-plus rpm. Keeping the engine in its midrange sweet spot is aided by the standard Easy Shift up/down quickshifter, which we have to say continues to get more and more refined on each generation of LC8c. As a matter of fact, it is noticeably better timed than the unit on the KTM 890 Adventure R from our test just a year ago. The Svartpilen is right at home on the twists and turns of southern France. (Husqvarna/)This engine is as flexible as they come. Riding in traffic through the tiny villages throughout the Provence region of southern France, the engine is torquey and behaves predictably, never acting jerky or requiring much effort to ride smoothly. Roll out of town into the twisties and it comes to life, no doubt aided by the bike’s light overall weight (a claimed 399 pounds without fuel). There is more than enough performance to snap the front tire off the ground at will or to get the rear tire protesting and sliding if you’re not in a conservative TC setting. Overall, the performance of this engine makes us wonder why Husky didn’t utilize it in the lineup sooner. It really completes the package and puts the Svartpilen 801 into a completely different category, competing against the likes of Honda’s CB650R, Triumph’s Trident 660, Ducati’s Monster, Suzuki’s GSX-8S, and Yamaha’s MT-07. Electronics and Rider Aids Whereas quite a few of the competitors mentioned above have minimal or basic electronic-rider-aid packages, the Svartpilen 801 comes with a much more comprehensive set. However, if you want the complete electronics package, you’ll have to pay for some options. The left-bar control pod provides intuitive menu navigation. (Husqvarna/)Core to the standard suite are three ride modes: Sport, Street, and Rain. Within these modes are preset parameters for MTC (traction control) and ABS, which utilize a six-axis IMU to enable lean-sensitive adjustments. Also built in are predetermined settings for wheelie control, engine-brake control, and throttle response. Sport is the least intrusive with lively throttle response, reduced TC, and Supermoto ABS (allows the rear to be locked) that isn’t lean sensitive. Rain is on the opposite side of the spectrum with smooth throttle, lots of TC, and max ABS; Road is right in between. For those who really want to get the most out of the electronics you’ll have to spring for the Dynamic package ($420), which adds a mode by that name, allows the user to manually choose between 10 levels of TC, five levels of wheelie control, and adjust the MSR (Motor Slip Regulation). Also on the optional list is cruise control ($289), which requires a new control pod on the left handlebar, and adds a programmable custom shortcut button that can be set up to control various aids. The 5-inch TFT display is bright and easy to read, and menu navigation is intuitive. (Husqvarna/)Menu navigation is intuitive and logical using the left-bar control pod, with a block of up/down, left/right buttons allowing quick selections. The 5-inch TFT display is bright, informative, and easy to read, and offers multiple view options depending on preference. There is a standard USB-C connector port, while smartphone connectivity allows the use of the Ride Husqvarna Motorcycles app with phone and music control, plus turn-by-turn navigation. It’s not every press launch that we get a chance to really test out all of the modes in a useful manner, but roads left patchy wet by overnight rains meant that we got to do so. In the early morning, we started out in Street, tried Rain and Sport, but once the roads dried out we set up a Dynamic mode that was pure fun. If you don’t spring for the Dynamic package, Sport is a good choice for fast and fun riding. But having total control is a nice luxury and something we’d opt for. An attractive LED headlight is a dramatic departure from KTM’s angular units on the Duke line. (Husqvarna/)Although Svartpilen styling doesn’t scream hooligan, think of it as a wolf in sheep’s clothing. After all, it is a close cousin to another brand that’s motto is “Ready to Race.” The apple didn’t fall far from the tree. Using the right rider-aid and mode settings, the 801 definitely has a welcome naughty streak. Chassis and Ergonomics Compared to the previous 701, the chassis has been changed quite a bit. The frame is now made up of a tubular steel front section that uses the engine as a stressed member, while the subframe is a cast-aluminum piece that also acts as the rear end’s tailsection (without any bolted-on plastic parts for bodywork). A die-cast aluminum swingarm actuates the shock directly, which makes room for the exhaust pre-chamber where a linkage would normally reside. Trellis no more; the Svartpilen 801’s tube steel frame is now connected to a new cast-aluminum subframe that holds the airbox. Wheelbase is now 58.1 inches. (Husqvarna/)The Svartpilen has a leg up on some of its competitors in the suspension department. Up front is a 43mm inverted WP Apex fork with rebound and compression adjustability and 5.5 inches of travel. There are easy-to-access, tooless adjusters atop the fork caps that allow five clicks of adjustment each. The linkageless WP Apex shock has 5.9 inches of travel and is adjustable for spring preload and five clicks of rebound damping. The roads we encountered in southern France ranged from smooth perfection to a potholed mess. For this reason we left the clickers alone both front and rear on the fork and shock. The middle-of-the-road settings proved to be the right compromise, offering good feedback, nice holdup at speed and under braking, and plush bump absorption over the nasty stuff. Overall, despite not being “fully adjustable” the 801′s suspension performed well. A pair of J.Juan radial-mount, four-piston calipers and 300mm discs are used on the front. (Husqvarna/)The braking package includes a pair of radial-mount, four-piston J.Juan calipers up front that pinch 300mm discs, while a single-piston caliper mated to a 240mm disc is used at the rear. Like the clutch lever, the front brake lever offers span adjustment. Lean-sensitive ABS also offers a Supermoto mode that eliminates ABS to the rear wheel for spirited road riding or for those wishing a bit more control on gravel roads. The brakes performed well during our ride with competent power and progressive bite, but lack the outright power of top-of-the-line stoppers. The wheelbase on the Svartpilen is 58.1 inches, which is identical to the KTM 790 Duke. So, despite not having the orange bike’s aggressive appearance, the 801′s chassis is very similar, though rake is a tick less steep at 24.5 degrees versus 24. Trail is essentially identical at 3.9 inches. Handling on the 801 is crisp and predictable, with a quick-steering front end giving the bike excellent agility in the many tight first-gear, 180-degree carousel turns we encountered. Midcorner stability was very good in fast sweepers, with the chassis allowing easy adjustments and corrections. A view of the cockpit and the moto-style handlebar. (Husqvarna/)One thing that we needed to feel out and build some trust with are the Pirelli MT 60 RS tires, which look like a dirt-track or ADV tire with mild knobbies. In our opinion, the tires were chosen more for their appearance, but ultimately they provided good overall grip on a variety of roads and conditions. If we owned this bike, we’d swap over to a full-on sport tire on the 17-inch wheels. The seating position is upright and comfortable, but still sporty. (Husqvarna/)One thing that buyers of this bike are going to love right away is the seating position. The seat is set at 32.3 inches off the ground, which should offer firm footing for a large selection of body sizes. This 5-foot-11 tester thinks the seat height is ideal, but what is a really pleasant surprise is how comfortable the footpeg position is, offering a mellow and sporty bend but without cramping the legs at all during a long day in the saddle. The seat is well shaped, with a nice kick up at the back that supports the lower back, while also offering firm but comfortable padding. The reach to the moto-style handlebar is neutral and relaxed, although from the cockpit the bars look a little on the narrow side (at least if the dirt-track look was intended). Conclusion As it is with many bikes in the Pierer Mobility family, the Svartpilen 801 is essentially a restyled version of a KTM model. But just as we have found in the past with, for example, the Svartpilen 701, the Husky exudes a totally different personality and vibe through its crisp Scandinavian-inspired styling. The Svartpilen is an attractive and excellent performing motorcycle that has all the modern bells and whistles we’ve come to expect from a European naked. (Husqvarna/)And that’s one of the cool things about this bike. Underneath that crisp, more grown-up tracker appearance is the same “Ready to Race” animal just waiting to cut loose on a whim and have some fun. The LC8c engine completely transforms not only the Svartpilen, but broadens Husqvarna’s naked bike lineup. At $10,899, the Husky is priced about $1,400 more than the 790 Duke, but one of the key additions is that the Easy Shift up/down quickshifter that is standard on the 801 is only available as an option on the KTM, which puts the two bikes a lot closer in terms of trim levels versus price. The Svartpilen 801 brings credibility to Husky’s street lineup in the same way the Norden 901 did for its Travel line. And unlike so many of the company’s dirt bikes, the Svartpilen really stands out on its own and looks and feels unique despite the shared platform. Handling is crisp and light, yet the bike offers excellent stability. (Husqvarna/) The stainless-steel silencer is slim and attractive. (Husqvarna/) The rear end of the Svartpilen isn’t short on stylish details. (Husqvarna/) The aluminum swingarm is braced and directly actuates the shock. (Husqvarna/) If you want to scramble on your Svartpilen 801, a skid plate will protect the engine and frame. (Husqvarna/) A cool cutaway view of the LC8c. (Husqvarna/) The 2024 Husqvarna Svartpilen 801. (Husqvarna/) Watch out for bicyclists on a Saturday in France. (Husqvarna/)2024 Husqvarna Svartpilen 801 Specs MSRP: $10,899 Engine: DOHC, liquid-cooled parallel twin; 4 valves/cyl Displacement: 799cc Bore x Stroke: 88.0 x 65.7mm Compression Ratio: 12.5:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 105.0 hp @ 8,000 rpm Claimed Torque: 64.0 lb.-ft. @ 6,500 rpm Fuel System: EFI w/ 46mm Dell’Orto throttle bodies, ride-by-wire Clutch: PASC slipper clutch; cable actuated Engine Management/Ignition: Bosch EMS Frame: Chromoly steel w/ cast aluminum subframe Front Suspension: WP Apex 43mm inverted fork, compression and rebound damping adjustable; 5.5 in. travel Rear Suspension: WP Apex monoshock, rebound damping and preload adjustable; 5.9 in. travel Front Brake: Radial-mount 4-piston calipers, dual 300mm discs w/ Bosch ABS Rear Brake: 1-piston floating caliper, 240mm disc w/ Bosch ABS Wheels, Front/Rear: Cast aluminum; 17 x 3.5 in. / 17 x 5.5 in. Tires, Front/Rear: Pirelli MT 60 RS; 120/70-17 / 180/55-17 Rake/Trail: 24.5°/3.8 in. Wheelbase: 58.1 in. Ground Clearance: 6.9 in. Seat Height: 32.3 in. Fuel Capacity: 3.7 gal. Claimed Dry Weight: 399 lb. Contact: husqvarna-motorcycles.com Source

Ducati North America Announces its Entry Into the NORRA Mexican 1000 with the Ducati DesertX Rally (Ducati/)Ducati Press Release: Ducati North America proudly announces its entry into the prestigious NORRA Mexican 1000 Pro Rally Class, featuring riders Alexander Smith and Steve Kamrad piloting two 2024 Ducati DesertX Rally motorcycles. The NORRA Mexican 1000 is renowned as one of the most challenging off-road races in North America, spanning the entire Baja peninsula over six days. Furthermore, the MEXICAN 1000 Pro Rally Class course differs from other off-road vehicle courses and was designed specifically for motorcycles; riders are not allowed to use GPS but rather roadbook navigation. Ducati North America’s participation embarks in a new direction for off-road competition in North America while embracing the spirit of motorcycling adventure. Ducati has selected two experienced and passionate riders for the Ducati DesertX Rally team to pilot the bikes in the race, Alexander Smith and Steve Kamrad. Alexander Smith’s relationship with Ducati spans over a decade, marked by remarkable achievements and a shared passion for motorcycling excellence. Smith, widely recognized for his racing ability, first captured the Ducati spotlight aboard a Hypermotard 1100 S in 2008 at Pikes Peak International Hill Climb. In 2010, he further solidified his legacy at Pikes Peak, debuting the Multistrada 1200 S with the Spider Grips Ducati team and again in 2011. Most recently, he completed the 2020 Mint 400 on the Scrambler Ducati Desert Sled as part of a two-rider team. Smith’s desert racing experience also includes the Dakar Rally, Moroccan Rally, and Baja 1000. In addition to his racing career, Alexander Smith currently serves as the dealer principal at Malcolm Smith Motorsports in Riverside, California. He continues to inspire enthusiasts and foster a community of passionate riders through dealership group rides in Baja. Steve Kamrad is a respected figure in motorcycle journalism who has contributed freelance work to leading outlets such as ADV Pulse, Common Tread, and Cycle World. In addition to his contributions to motorcycle journalism, Steve is an adventure rider and privateer rally racer with numerous wins in navigation rallies, sprint rallies, and desert races. Competing in approximately 30 races annually, Steve’s race experience and ingenuity have consistently placed him amongst the top competition, and this will be his debut for the NORRA Mexican 1000. Jason Chinnock, CEO of Ducati North America, expressed his admiration for the riders, stating, “Both riders’ enduring commitment to off-road riding excellence and genuine Ducati relationships make them an excellent choice. We are honored to have them represent the team for Ducati North America as they embark on this journey with us.” In collaboration with technical partners Aurora Rally, Termignoni, Denali Electronics, and Pirelli, Ducati North America aims to showcase the DesertX Rally’s capabilities with modifications necessary for desert rally racing at this level. At the same time, the race bikes maintain the majority of its main components that arrive in stock trim on the DesertX Rally, such as the KYB suspension, Excel Takasago rims, and the robust 937 cc Testastretta 11° desmodromic engine. “Our partners have played a pivotal role in preparing the motorcycles for this challenging adventure,” stated Jason Chinnock, CEO of Ducati North America. “We extend our gratitude for their expertise, guidance, and solutions. While the standard DesertX has been proven as a solid platform in adventure motorcycling, with the new Rally model, our technical partners, and our riders, Alexander Smith and Steve Kamrad, we are poised to write an exciting new chapter for Ducati in the annals of off-road racing history.” Source

The 2024 Triumph Tiger 1200 GT Explorer. (Triumph/)There’s this Scottish Gaelic word: cianalas. Often translated as “homesickness,” it conveys a sense of longing for place, particularly for the place of one’s ancestry. The touring motorcyclist, exposed to the elements and vulnerable to fate’s unseen meddling, can feel the discomfort and barrenness of not belonging. But on the right motorcycle, the type that lets you ride farther, with greater comfort and safety, and with the ability to explore beyond the end of the road, home can become wherever the front wheel takes you. “The Tiger 1200 is designed to be a bike that can take you anywhere,” says James Wood, Triumph global product marketing manager. “It really is one of those bikes that could go on any kind of road and then carry on when that road stops. It’s a proper do-everything machine. Within our range it’s a halo bike.” To prove just what its updated, range-topping adventure-tourer is capable of, Triumph invited journalists to Scotland, where wind and rattling showers put the Tiger in its element. We rode a 150-mile loop across heath and glen; beside loch and stream; and on board a ferry boat across the Sound of Shuna, the strait between Loch Linnhe and the Scottish mainland. Could the Tiger 1200 make a home of a place we’ve never known, or would it leave us unmoored in the moors? The full Tiger 1200 model range. Only the Explorer models will be available in the US for 2024. (Triumph/)Two years ago, Triumph introduced a new-generation Tiger 1200 featuring an all-new engine, a revised chassis, an updated electronics package, and a lighter curb weight. Since then, Triumph has sold 14,000 units: double what the previous generation sold in its final two years of production. Updating the Tiger so soon after its debut shows just how important it is to Hinckley to remain at the pointy end of an incredibly competitive category. To that end, Triumph increased the engine’s rotational inertia, adopted Active Preload Reduction on the rear shock, and refined the ergonomics. 2024 Triumph Tiger 1200 Engine The Tiger 1200 uses a 1,160cc T-plane triple engine, a layout first introduced on the 2020 Tiger 900. Where traditional even-firing triples have crankpins set at 120-degree spacing, Triumph’s T-plane crankshaft sets crankpins one and three 180 degrees apart, and crankpin two 90 degrees between them, creating a 180-270-270 firing interval. Triumph says the uneven firing order combines the low-rpm torque delivery of a twin with the top-end performance of a traditional triple, and allows for traction recovery during the long gap between cylinder firing. One thing’s for sure: It sounds fantastic. Triumph divides the Tiger 1200 family in two. The Rally versions (pictured) are more off-road oriented with 21-inch (front) and 19-inch (rear) spoked wheels and longer-travel suspension. They also include an aluminum skid plate and full-coverage crashbars. The GT versions have 19-inch (front) and 18-inch (rear) cast aluminum wheels, and a shorter seat height due to less suspension travel. (Triumph/)For 2024, one of Triumph’s main objectives was to increase inertia to improve low-rpm torque delivery. With an added kilogram divvied up between the crankshaft, balancer shaft, and alternator rotor, the crank has increased rotational inertia with which to carry the piston beyond the combustion stroke, effectively making the engine more difficult to stall at low revs. Triumph altered the engine calibration to suit the changes. The benefit of the increased inertia is immediately evident. Pulling away from a stop requires minimally slipping the clutch, and torque feeds in super smoothly. For low-speed riding, like doing full-lock turns, having an engine that’s more difficult to stall is a real boon. Unfortunately, while the Tiger 1200 is amenable to off-road riding, Scotland is not; going off pavement on anything but private land is illegal. It’s a shame because playing around in slow-speed technical terrain would have been ideal for testing the update. As always, Triumph’s fit and finish is exceptional. (Triumph/)Triumph used the opportunity presented in adding mass to the crank and balancer to revise its overall balancing strategy to reduce vibrations experienced by the rider. Cycle World testers and customers alike complained that the first iteration of the engine produced unwanted vibes, particularly at highway speeds, or right around 5,000 rpm in top gear. Wood says: “You perceive very high frequency movements in a different way depending on which way they’re acting. You feel it a lot more when it’s side-to-side because nothing is damping it. So what we’ve done is focus on those.” Triumph says it decreased side-to-side forces—the result of the motion of the two outside pistons—by 89 percent. “On a T-plane,” Wood continues, “it’s like balancing a twin and a single at the same time—you can never get it perfect. Same with a four. Same with a twin or a single.” If perfect balance isn’t possible, Triumph should be commended for making moves in the right direction. Between 5,000–6,000 rpm, there’s still a slight high-frequency vibration through the bars, seat, and pegs, but it’s quelled enough that if it weren’t a complaint in the previous model, it probably would go largely unnoticed. Still, our test route didn’t afford the opportunity to confirm that impression over long highway stints in which annoying vibrations would be most evident. The Tiger 1200 has tons of great tech: hill hold control, keyless ignition, LED cornering and auxiliary lights, heated grips, cruise control, and a quickshifter. Blind spot detection, heated seats, and tire pressure monitoring come standard on the Explorer models. (Triumph/)Heading north from Glasgow toward the Trossachs National Park, the hills were shrouded in mist and dotted in yellow-blooming gorse. Lightly falling rain calmed the grand wildness of the place and lent it a pristine beauty. No wonder Robert Burns, the typically ribald 18th century Scottish poet, is given to sentimentality when he writes, “Wherever I wander, wherever I rove, The hills of the Highlands for ever I love.” Despite the dodgy weather—or maybe because of it—the Tiger’s engine showed what a fine, effective package the engineers at Hinckley have created. Producing a claimed 147 hp and 95 lb.-ft. of torque, the engine goes about its business with a stiff upper lip. Advanced electronic rider aids come into play here too, but its linear powerband and flat torque curve make it feel utterly poised. Even in Sport mode, with a more immediate throttle response, it never feels like a handful on slick roads. To get the most out of the engine, however, requires getting into the meat of the powerband at around 6,000 rpm, where its big-bore pistons start to strongly assert themselves. Below that, to pass cars authoritatively necessitates shifting down a gear or two from top gear. Thankfully, the quickshifter is a joy to use—as good as the best of them. The roar from the airbox is exhilarating too, so there’s always enticement to give it a fistful of throttle. As refined as the engine is, it’s somewhat let down by an abrupt response from closed throttle. Fueling is otherwise great; it’s just that first touch of the throttle that irks. It took a few hours for the brain-to-wrist connection to rewire itself before getting totally comfy. Even then, it’s a blot in the copybook, if only because it’s uncharacteristic of a Triumph. And on these high-priced adventure-tourers, customers expect nigh-on flawless fueling. Both models have two-position seats: The GT Explorer can be adjusted between 33.46 inches and 34.52 inches, while the longer-travel Rally Explorer can be adjusted between 34.44 inches and 35.23 inches. (Triumph/)2024 Triumph Tiger 1200 Chassis For 2024, the US market receives only the Explorer models (Pro models will return in 2025). The Explorer models feature large 7.9-gallon fuel tanks, blind spot detection, heated seats, and tire pressure monitors. Triumph claims the GT Explorer weighs 564 pounds and the Rally Explorer 578 pounds, both fully fueled. Although the larger-capacity fuel tanks make the motorcycles a bit imposing next to the Pro models, on board the difference is negligible. To make the 1200 range as accessible as possible, Triumph added Active Preload Reduction, a technology cropping up on many of its competitors. First introduced last year as a software update that could be retroactively downloaded at the dealership, for 2024 it’s installed directly at the factory. Holding down the home button on the right handlebar for one second reduces the rear shock’s preload by 20mm, making it that much easier to touch the ground. Once the button is pressed, the shock remains lowered until the bike travels above 20 mph for more than 10 seconds. While the system works really well, it’s difficult to brake and hold the button simultaneously, so a little planning ahead goes a long way. The Tiger 1200 uses a six-axis IMU to manage cornering ABS and traction control. The GT models have five ride modes (Rain, Road, Sport, Rider, and Off-Road); the Rally models add Off-Road Pro which turns off ABS on both the front and rear. Adjusting rider-aid settings on the 7-inch TFT display is relatively intuitive, but arguably less so than on the previous generation (2018–2021). (Triumph/)Given the Tiger 1200′s reputation for corner carving, it was a shame the wet Scottish roads and relative lack of twisty sections afforded so little opportunity to really push on. Regardless, the chassis was stable, responsive, and confidence-inspiring, and the 49mm Showa semi-active fork provided plenty of front-end feedback in the rain. The Tiger automatically adjusts preload to suit load; damping is tied to ride mode and can be adjusted on the fly. On damp and bumpy roads, switching to the comfort setting was just the trick, admirably absorbing the road’s imperfections without being so soft as to make steering inputs vague. Triumph’s rider-aid package is effective—and proved indispensable in slick roundabouts. The system allows riders to adjust throttle response, ABS, traction control, and damping settings within each mode, but doesn’t offer the final word in adjustability. Traction control, for example, can be set to Sport, Road, Rain, Off-Road, or off, depending on the ride mode (i.e., Off-Road TC can’t be selected in the Road ride mode). For off-road use, it’d be nice to have a higher degree of adjustability, but for street use, and for most riders, the somewhat limited range of adaptability takes the guesswork out of setup. Selecting damping in the main menu slides over the main tacho/speedo graphic to make room for the damping display, in which riders can toggle between comfort and sport settings. It’s a great feature. On damp and bumpy roads, the comfort setting absorbed road imperfections for a truly plush ride. On the other end of the spectrum, the sport setting firmed things up for a more spirited riding. Given the conditions and limited time in the saddle, it was difficult to discern differences between consecutive “clicks,” but the difference between the two extremes was quite stark. (Triumph/)At normal road-going speeds the Tiger handles effortlessly, but slow speeds reveal how top-heavy it is. When the handlebars hit full lock and the bike is leaned over a bit, things happen fast. Eyes go wide and every body part that’s able to clench clenches. Thankfully, the increased inertia of the engine comes to the rescue as quickly engaging the clutch feeds in power to build momentum and right the ship. To round out its 2024 update, Triumph focused on improving rider comfort. To further reduce vibes, damped handlebars—previously available only on the Explorer models—are used across the entire range. All models also receive flatter profile seats for improved rider mobility, and 15mm-longer clutch levers. Lastly, the GT models get higher, closer-in pegs for increased cornering clearance. The Showa semi-active system features braking dive control, skyhook, jump detection and landing, and virtual spring rate. Too bad we didn’t get to do any jumps in Scotland. (Triumph/)The 2024 updates are all about refinement and incremental improvement. Where some brands may have reserved the changes for a later, more thorough model refresh, Triumph is keen to share its work with its customers. “Where the opportunity exists and we can deliver it, then why not?” Wood says. “We try very hard to give people what they want from a bike. We can’t help ourselves. If we see an opportunity to make something better, we’ll jump on it.” Added comfort and ease of use are always welcome on a motorcycle designed to take you to the end of the world. The gap between the headlight and beak seems like an ideal place for radar, but it’s notably absent. Triumph explains that it doesn’t currently offer adaptive cruise control because it’s not a feature its customers are willing to shell out for. The Explorer models do feature blind spot detection, however. (Triumph/)Conclusion One of the best aspects of travel is finding places that become homes, that we long to see again, that become ours. Those places linger in our memories, accruing meaning as they mingle with the passage of time and the ever-accumulating impressions of life apart from them. Motorcyclists inherit an ancestry of passing through. The Tiger 1200′s strength is that it makes the rider at home all along the way. As one would expect from a big-bore adventure-tourer, the Tiger 1200 is fast, comfortable, has great weather protection, and inspires confidence with effective rider aids and predictable power delivery. What sets it apart is its sheer lack of divisiveness. Wood says, “It’s not super, super focused on off-road like some of the competition. It’s not got this niche kind of engine that appeals to some people but that other people don’t like. It’s a bike that has this incredible universal appeal.” In light of increased competition in the category, manufacturers have strived to give their motorcycles really distinct identities which comes with a risk of alienating some potential buyers. Triumph, on the other hand, has gone the opposite direction, building a motorcycle with broader appeal. If the Tiger 1200 were a single malt whisky, it would be an approachable Speyside from the likes of Glenlivet or Glenfiddich, not a love-it-or-hate-it Islay, like an Ardbeg or Laphroaig, that’s so infused with acrid smokiness from burning peat that it takes an aficionado to swear the malted barley wasn’t dried with exhaust fumes. Since the Tiger Explorer came along in 2012, shaft drive has been a mainstay. (Triumph/)The latest updates, particularly the rebalanced, increased-inertia engine, makes it that much more approachable and refined. But all is not perfect. The bike’s relatively high center of gravity makes it just a bit too cumbersome during slow-speed maneuvers. Additionally, on a bike this refined, the abrupt off-to-on throttle response is glaring. As far as performance goes, for riders who want stump-pulling bottom-end grunt or who want a large-capacity engine to scare the pants off of them on occasion, the Tiger isn’t the best candidate. But on the Tiger 1200, there’s little standing in the way of taking in a place and making it one’s own. To ride along the shores of Loch Lomond in a misty rain, the sound of a Triumph triple echoing through the glen, is to feel that this place, thanks to this motorcycle, is a sort of home. And you will long for it when you’re gone. This is the motorcyclist’s cianalas. We can say with Robert Burns: “Farewell to the mountains, high-cover’d with snow, Farewell to the straths and green vallies below; Farewell to the forests and wild-hanging woods, Farewell to the torrents and loud-pouring floods. My heart’s in the Highlands, my heart is not here…” Wherever your heart is, the Tiger 1200 can take you there. Gear Bag Helmet: Shoei Hornet X2 Jacket: Rev’It Defender 3 GTX Pants: Rev’It Defender 3 GTX Boots: Rev’It Expedition GTX Gloves: Rev’It Caliber As part of the 2024 update, the GT models have improved cornering clearance—not that the roads were twisty enough or dry enough to get the peg feelers down. (Triumph/) The screen’s easy one-hand adjustment is great, though the previous generation’s electric screen was super luxurious (but added weight). Fitting a GPS unit above the dash requires an aftermarket mount. (Triumph/) Brembo M4.30 Stylema calipers are excellent and cornering ABS is optimized for each ride mode. Off-Road mode turns off rear ABS. Off-Road Pro, available on Rally versions, shuts off ABS on both the front and rear. Excellent. (Triumph/) The five-way joystick is a little futzy because the turn signal switch can interfere. With thick riding gloves on, it’s too easy to inadvertently hit the joystick to the left or right when you’re trying to press down the center to select an item. (Triumph/)2024 Triumph Tiger 1200 GT Explorer/Rally Explorer Pro Specs MSRP: $23,795 / $24,895 Engine: DOHC, liquid-cooled inline three-cylinder; 12-valve Displacement: 1160cc Bore x Stroke: 90.0 x 60.7mm Compression Ratio: 13.2:1 Transmission/Final Drive: 6-speed/shaft Claimed Horsepower: 148 hp @ 9,000 rpm Claimed Torque: 96 lb.-ft. @ 7,000 rpm Fuel Delivery: Multipoint sequential electronic fuel injection w/ electronic throttle control Clutch: Wet, multiplate slipper/assist; hydraulic actuation Engine Management/Ignition: Electronic Frame: Tubular steel frame, aluminum subframe Front Suspension: Showa 49mm USD fork, semi-active damping; 7.9 in. travel (GT Explorer) / 8.7 in. travel (Rally Explorer) Rear Suspension: Showa monoshock, semi-active damping, automatic electronic preload adjustable; 7.9 in. travel (GT Explorer) / 8.7 in. travel (Rally Explorer) Front Brake: Brembo M4.30 Stylema Monoblock radial calipers, dual 320mm floating discs w/ OC-ABS Rear Brake: Brembo 1-piston caliper, 282mm disc w/ OC-ABS Wheels, Front/Rear: Cast alloy, 19 x 3.0 in. / 18 x 4.25 in. (GT Explorer); tubeless spoked, 21 x 2.15 in. / 18 x 4.25 in. (Rally Explorer) Tires, Front/Rear: Metzeler Tourance; 120/70-19 / 150/70-18 (GT Explorer); Metzeler Karoo Street; 90/90-21 / 150/70-18 (Rally Explorer) Rake/Trail: 24.0°/4.3 in. (GT Explorer); 23.7°/4.4 in. (Rally Explorer) Wheelbase: 61.4 in. Ground Clearance: N/A Seat Height: 33.5 in./34.5 in. (GT Explorer); 34.4 in./35.2 in. (Rally Explorer) Fuel Capacity: 7.9 gal. Claimed Wet Weight: 564 lb. (GT Explorer) / 578 lb. (Rally Explorer) Contact: triumphmotorcycles.com Source

MV Agusta’s Enduro Veloce isn’t just a pretty face. (MV Agusta/)Middleweight adventure bikes are where outright engine performance and ultimate handling converge for the most well-rounded performance in the class. There are a ton of larger-displacement ADV motorcycles that produce big horsepower figures, and there are a bunch of lightweight models that are focused on off-road handling, but the middle ground really is the sweet spot. 2024 MV Agusta Enduro Veloce. (MV Agusta/)Therefore it’s no surprise that MV Agusta decided that its first foray into the ADV world would roughly fall into what is now considered “middleweight” territory. But is it really, with its 931cc triple? And is the brand-new Enduro Veloce a legit adventure machine, or just a pretty face capitalizing on the class’ popularity? We had the chance to throw a leg over the machine on the amazing Italian island of Sardinia, off of Italy’s west coast, and sampled some amazing asphalt roads and just enough off-road to get a sense of where it stacks up. 2024 MV Agusta Enduro Veloce Engine The brand-new engine in MV’s first normal production adventure machine (the 2024 LXP Orioli was only a limited-edition run of 500 units) is unique to the Enduro Veloce and the LXP, with no other models currently in the lineup sharing the 931cc displacement. Although we can’t imagine that will last for too much longer after sampling it. The inline-three has four valves per cylinder and double overhead cams with DLC-coated followers; bore and stroke measure 81 by 60.2mm with a 13.4:1 compression ratio. MV’s latest-gen triples feature a counterrotating crankshaft to cancel out the gyroscopic effects of the rotation of the wheels for improved handling, while a single counterbalancer is used to smooth out engine vibration. The 931cc inline-three in the Enduro makes a claimed 124 hp at 10,000 rpm. (MV Agusta/)MV makes it clear that this engine was designed with high-performance output in mind with components like lightweight forged-aluminum, bridge-box-style pistons inside, and a quick-revving nature. They are also proud of the fact that the engine only weighs 126 pounds. Claimed power output is 124 hp at 10,000 rpm with 75 lb.-ft. of peak torque at 7,000 rpm. MV also points out that 85 percent of the peak torque is available from as low as 3,000 rpm. Want to unleash the wail of the MV’s triple? The accessory Termignoni will do the trick. (MV Agusta/)On the intake side are a trio of 47mm throttle bodies with a single fuel injector in each, all managed by the MVICS 2.1 system and Mikuni ride-by-wire throttle control. While on the exhaust side is a high-performance system that utilizes a pair of catalyzers and an electronically controlled exhaust valve that opens up completely at 4,500 rpm. If the awesome sound coming out of the silencer isn’t enough for you, an optional Termignoni slip-on is available as an accessory. After activating the bike via its keyless ignition system, we tapped the starter button and brought that glorious three-cylinder soundtrack to life. At idle, the engine just purrs and gives little indication of the anger waiting to be unleashed. Hitting the highway with a quick blast up through the gears—with the slick Electronically Assisted Shift 4.0 quickshifter allowing clutchless up and downshifts—the wail from the engine is accompanied by impressive acceleration. The Enduro Veloce comes standard with an up/down quickshifter that worked flawlessly during our ride. (MV Agusta/)As the cliche goes: There is no replacement for displacement. The MV’s supersized middleweight is seriously flirting with the open class, but hovering just enough below it to almost get credit in that lower class. If this was a twin of some sort, there would be no argument, but as a triple we have to raise an eyebrow and pretty much throw it in the big-boy class. But this isn’t racing we’re talking about, so only your insurance company cares what category it falls into. If you’ve never ridden an MV, Triumph, or Yamaha triple, they are such satisfying engines. What makes them stand out is the flexibility they offer, with good low-down torque that mimics a V-twin, and a top-end rush that nearly replicates that of an inline-four. Triples offer a spread of performance that is ideal in the real world of street riding. Our route included about 150 miles riding around the southern part of Sardinia. (MV Agusta/)During the day we clicked off around 150 miles of testing on a variety of roads. The highlights were the tight and twisty seaside roads along Sardinia’s southern coast. The triple in the Enduro Veloce is, in one word, awesome. It allows so many options in terms of gear selection. If you don’t feel like rowing the gearbox, you can pick third gear and find a happy pace that you could ride all day. But if you want a bit more engagement and really want to test the traction-control system, clicking back and forth between second, third, and fourth makes for an entertaining day behind the bars. The triple in the Enduro Veloce flat-out rips. (MV Agusta/)The MV’s fueling is excellent, while its electronics, which we’ll cover shortly, give you a ton of options to fine-tune the bike to your liking. Compared to the middleweight parallel twins on the market and the Triumph 900s, the Enduro Veloce is a real on-road ripper. When a long straightaway opens up or you need to pass a line of cars, this MV is more akin to an open-class bike. If raw performance was the goal, then put a big check mark in that column as a success. With the TC switched off, the rear Bridgestone AX41 barely gets a chance to hook up. (MV Agusta/)Although we didn’t get a ton of time in the dirt, we did cover a few miles off-road with the standard Bridgestone Battlax A41 tires mounted up, and then did a handful of laps around a makeshift “riding area” with the optional AX41 knobbies. We’ll touch more on this in the electronics and chassis sections, but the engine off-road is spicy! With TC turned off or on setting 1 of eight in the Off-Road mode, the Enduro Veloce feels every bit an open-classer, more reminiscent of a 1290 KTM or 1200 Triumph. You need some good electronics to keep this beast composed, and MV Agusta has supplied them. 2024 MV Agusta Enduro Veloce Electronics Like almost every modern adventure bike, with just a handful of exceptions, the Enduro Veloce has a complete suite of electronic rider aids. In the case of the MV, it has ride-by-wire throttle control and a six-axis IMU, giving the bike all of the advanced features that are becoming the norm in the ADV class. The Enduro Veloce has four riding modes including Urban, Touring, Off-Road, and a Custom All-Terrain (that can be set up with any parameters that you want). Not only is the MV’s command center nice to look at, but the 7-inch TFT display and controls are easy to use and navigate. (MV Agusta/)There are eight levels of traction control, with five for road use, two for off-road, and one for rain, while the system can also be turned off completely. Another interesting feature is that MV Agusta has developed algorithms for both the more road-oriented Bridgestone Battlax A41 or knobby AX41 tires that tailors the settings to the grip afforded by those totally different types of tire. The rider can go in the menus and select which is being used. We assume these would work in a very similar manner no matter which brand of rubber you’re running. Depending on how detailed the rider wants to fine-tune the electronics, the MV has options for everyone. Just want to select a mode and go ride? The bike works great, offering well-thought-out sub settings for all parameters. Want to get deep into the woods? The level of customization is seemingly endless. Dive into the menus and there are options for two levels of Engine Brake Control, there is a Launch Control that allows full-throttle (managed) starts, Front Lift Control, Rear Wheel Lift-Up Mitigation, Gas Sensitivity (throttle), Max Engine Torque, and Engine Response. As you can see, you can really get into the weeds, which we didn’t have time to play with extensively in just one day. A closer look at the Enduro Veloce’s main screen. It can be customized to preference with multiple view options. (MV Agusta/)As for the braking system, the ABS system has a pair of settings: For off-road, Level 1 has less intervention at the front wheel, no cornering functionality, and the rear is disengaged. While for street riding, Level 2 offers the most intervention with ABS active both front and rear, and utilizing the cornering functionality. ABS can only be deactivated in the Off-Road and Custom All-Terrain modes. Also included is cruise control which can be adjusted via the left control pod in 1 or 5 kph increments and is canceled by counterrotating the throttle, so the rider doesn’t have to dab the brakes. From a functionality standpoint, the organization of the MV’s menus and the navigation from the left bar-mounted control pod is quite good. The menu logic is easy to understand, the settings are simple to change, and there are very few, if any, little annoyances. The settings you choose are sticky and won’t revert back to a default every time you cycle the ignition or kill switch. Speaking of the kill switch, it also acts as the starter and the mode button that allows on-the-fly mode changes. The left control pod is the primary keypad for navigating the menus. The logic is well thought out and easy to use. Both control pods have backlit switches. (MV Agusta/)The dash itself is a large 7-inch HD TFT display that also offers both Bluetooth and Wi-Fi connectivity to utilize the MV Ride app or other devices like your phone for calls and music control. A pair of USB ports (standard and C) sit on the side of the tower to power devices. The screen is bright and easy to read and allows different layout options depending on what you want to see while riding. Both control pods have LED backlighting for good visibility in all lighting conditions. For street riding, the Touring mode (the most aggressive option) is our preferred choice. Power, response, and throttle sensitivity are bang on the money. There are significant performance differences between Touring and Urban, the latter of which would be an ideal mode for wet roads. On the road, the traction control is quite good too. As our day progressed we slowly dialed it back to lower and lower settings and found that it was totally trustworthy on a variety of asphalt surfaces. But even with the TC dialed up a bit more conservatively, it never holds the bike back when accelerating hard out of hairpins. The bike just snaps out of corners with little noticeable intervention and strong acceleration. 2024 MV Agusta Enduro Veloce’s right bar control pod. (MV Agusta/)We did get a chance to play with the Launch Control which is a real blast. When you select it, the system takes you through the steps, telling you what to do on screen, and then you just hold the throttle wide open and let it rip. Practical on an ADV? Not really. Fun? Hell yes! Our coastal “off-road” riding area wasn’t too technical, but at least beautiful. (MV Agusta/)The real test of the modes came with two short off-highway sessions. Once on dirt you can quickly toggle the mode to Off-Road without having to come to a stop. The traction control’s standard setting (3) is a bit too conservative (but very effective), so we dialed it back to the lowest setting for a bit of fun. Like the modes, the TC can be changed on the fly. When we had the opportunity to ride the knobby-shod bike off-road we did one lap of the course in the suggested Off-Road mode, and then switched the TC off completely for the next two laps. Dang is that fun! But as mentioned above it’s a handful. The engine is tractable and predictable to a point, but once it gets past the midrange power and into the upper rpm range, it gets exciting quickly with the rear end snapping out of shape in a hurry. 2024 MV Agusta Enduro Veloce Chassis and Ergonomics Here is where we really find out if the Enduro Veloce is a capable ADV machine or just a dolled-up road bike. Perusing at the bike’s numbers, it’s obvious that MV took a close look at its Italian competition from Bologna, the Ducati DesertX. The MV uses a double cradle steel frame, removable steel subframe, and aluminum swingarm. The wheelbase measures 63.4 inches, while front end geometry measures 27 degrees of rake and 4.6 inches of trail, all of which are very close to the Ducati. Claimed dry weight is 494 pounds, which is heavy compared to middleweights but on par for the open class. The stock seat is adjustable to two heights with the lower setting measuring 33.5 inches and the higher position set at 34.3 inches, while ground clearance measures just a tick over 9 inches. The Enduro Veloce has a steel frame and removable subframe of the same material. (MV Agusta/)In terms of suspension, we have to say we’re a bit disappointed that the Enduro Veloce doesn’t come with electronic units considering the bike’s premium price. However, the 48mm Sachs fork and monoshock are fully adjustable with preload, rebound, and compression damping. Travel measures 8.3 inches at each end. MV’s wheel choice aims at the more off-road-oriented side of adventure riding. The Takasago Excel tubeless wheels measure 21 x 2.2-inch rim up front (mounted with a 90/90-21 tire) and 18 x 4-inch rim (with a 150/70-18 tire) at the rear. Suspension at each end is by Sachs and is fully adjustable. Travel measures 8.3 inches at each end. (MV Agusta/)Another place that MV didn’t skimp was in the braking department. A pair of Brembo Stylema radial-mount, four-piston calipers and 320mm discs reside on the front and a twin-piston Brembo caliper and 265mm disc at the rear. Cornering ABS is managed by a Continental MK 100 system and fed info by the six-axis IMU. A pair of Brembo Stylema radial-mount, four-piston calipers and 320mm discs are used up front. (MV Agusta/)On the road, the Enduro Veloce is very agile. The tight twisting coastal roads are reminiscent of the type you find in the mountains, littered with second-gear hairpins flip-flopping back and forth on themselves. One of the traits that stands out is how easily the MV can be flicked into the corner. There are a couple of things surely going on here. First, the narrow 21-inch front tire really lends itself to quick handling, but second, we have to believe that there really is something to the counterrotating crankshaft. The Enduro Veloce is far lighter on its feet than anticipated. The Enduro Veloce’s on-road manners are impressive. (MV Agusta/)But the bike has another ace up its sleeve: The Enduro Veloce is amazingly composed and planted midcorner. As much as we’d like to see electronic suspension on this bike, the package that MV has used, and the base settings it dialed in, are really good on the road. Flick the bike into a big sweeper and the Enduro Veloce is on rails. There is none of that seesawing that a lot of ADV machines with long travel exhibit as they settle into the corner. The MV is instantly composed and is locked into your selected line. Need to make a midcorner adjustment? No problem, the bike lets you do it without fanfare. Another nice trait is how well the bike reacts to trail-braking. Drag the ultrapowerful front Brembos to the apex and then release pressure on the lever and the bike stays planted and doesn’t allow the fork to suddenly extend while rebounding. The Enduro Veloce utilizes a steel frame and aluminum swingarm. The shock’s preload can be easily changed via a large remote adjuster. (MV Agusta/)It really should come as no surprise that an MV Agusta is a great-handling road bike. So our short sojourn off-road is what would really answer the question as to if the bike is a legit ADV machine. As mentioned, our time off-road was very limited, with a bit of running on the road-oriented tires and another stint on the knobbies. Despite this, we at least got a taste of the MV’s chops. On the standard tire and on gravel roads the bike felt predictable and was never a handful, with the electronics doing their job to keep the bike under control. Once we got to throw a leg over a bike set up with knobbies and softer damping settings we got a better impression. The coastal riding area was just a series of linked dirt roads strewn with gravel, a ton of erosion ruts, some beach sand, and rocks to dodge. After a warmup loop, we turned the TC off completely and let it rip. Thankfully the AX41 knobbies give the bike ample braking traction and allow the bike to corner with confidence, because the Enduro Veloce can generate uncomfortably high speeds quickly. Getting the bike stopped on the dirt is where the bike’s weight suddenly becomes apparent, forcing you to do some planning ahead. Slamming through some erosion ruts and then some small rocky sections didn’t upset the MV at all. (MV Agusta/)The suspension’s ability to deal with some of the washouts and little rocky drops is up to par with larger ADVs. It’s not light on its feet in these situations, but is quite similar to a few of the other full-size ADV machines on the market like KTM’s 1290 Super Adventure S or a Honda Africa Twin. The fork in particular has good holdup and doesn’t bottom out even when plowing into some ditches. The Enduro Veloce’s ergonomics are well rounded. Seated while riding on the asphalt there is plenty of room to move around in the wide comfortable saddle, and the windscreen provides good protection from the wind and appears like it will do the same in the rain. The reach to the bars is relaxed and comfortable, while the rider triangle is roomy. Off-road, the standing position is really good with the bars at a comfortable height that doesn’t make you bend down overly far to be in control, the tank is comfortable between the legs, and the view over the tall windscreen unobstructed. Conclusion Despite the fact that we’d have loved to spend more time on the Enduro Veloce off the highway, we got a decent impression of the bike and its capabilities. Positioning the bike against the competition, we think its target rivals are the Triumph Tiger range (either 900 or 1200), Honda Africa Twin, KTM 1290 Super Adventure S, or Harley-Davidson’s Pan America 1250. Interestingly, MV Agusta has priced the Enduro Veloce just $3 more than the DesertX Rally at $22,998, but that bike is far more off-road oriented than the MV. Although having ridden the standard DesertX and this bike, we’d give the MV the edge on the road. MV offers a line of accessories for the Enduro Veloce including these panniers. (MV Agusta/)But is the Enduro Veloce capable of tackling the type of terrain that you might find on a BDR? With the knobby tires mounted up, we’re confident that the MV EV can manage the fire roads, sand, and erosion ruts typical of some of those routes. But this isn’t a rock bashing, single-track-trail machine, it’s much more of an 80/20 (road/dirt) adventure-tourer. In that role, the Enduro Veloce finds its stride. Its on-road performance and handling are great, with a fun and potent engine and excellent chassis. The suspension and brakes are top quality, while the electronics and rider aids are well thought out, logical, and effective. And although this is the first time we’re mentioning it, the styling (especially in person) and beautiful Ago Red/Ago Silver paint have to be seen to be fully appreciated. The Enduro Veloce’s upper fairing blends into the windscreen in a seamless manner for a very clean look. Hand guards are standard. (MV Agusta/)There is no question that MV Agusta did its homework and produced a legitimate adventure bike in its first try. And since MV has recently come under control of Pierer Mobility AG (owners of KTM, Husqvarna, and GasGas), we are told that the dealer network and parts accessibility are all being improved in the US market. If you love the bike and are worried about reliability, the Enduro Veloce comes with an unlimited-mileage, four-year warranty, which is virtually unmatched in the industry. It’s an interesting and beautiful new addition to the adventure segment—which class is a bit of a head scratcher. Either way, it ticks the boxes to be a real ADV, but it does it in a way only MV Agusta can. The seat can be set to two heights, either 33.5 or 34.3 inches off the deck. (MV Agusta/) The front brake has a Brembo master cylinder and is span adjustable. (MV Agusta/) The mirrors are not only stylish but offer a great rearward view. The hand guards come standard. (MV Agusta/) The standard exhaust sounds good, but if you want great, go for the Termignoni slip-on. (MV Agusta/) The Enduro Veloce uses nicely styled LED lighting all around. (MV Agusta/) Although the Enduro Veloce rules the road, it isn’t afraid of the dirt. (MV Agusta/) It’s been a while since MV Agusta had a dirtworthy machine. (MV Agusta/)2024 MV Agusta Enduro Veloce Specs MSRP: $22,998 Engine: DOHC, liquid-cooled inline-triple; 4 valves/cyl. Displacement: 931cc Bore x Stroke: 81.0 x 60.2mm Compression Ratio: 13.4:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 124 hp @ 10,000 rpm Claimed Torque: 75.2 lb.-ft. @ 7,000 rpm Fuel System: Fuel injection w/ 47mm Mikuni throttle bodies, ride-by-wire Clutch: Wet, multiplate; hydraulic actuation Frame: High-tensile steel double cradle Front Suspension: 48mm Sachs USD fork, fully adjustable; 8.3 in travel Rear Suspension: Sachs monoshock, fully adjustable; 8.3 in. travel Front Brake: Brembo 4-piston Stylema calipers, dual 320mm discs w/ ABS Rear Brake: 2-piston caliper, 265mm disc w/ ABS Wheels, Front/Rear: Spoked, tubeless; 21 x 2.15 in. / 18 x 4.0 in. Tires, Front/Rear: Bridgestone Battlax A41 (optional AX41); 90/90-21 / 150/70-18 Rake/Trail: 27.0°/4.6 in. Wheelbase: 63.4 in. Ground Clearance: 9.1 in. Seat Height: 33.5/34.3 in. Fuel Capacity: 5.3 gal. Claimed Dry Weight: 494 lb. Contact: mvagusta.com Source

The Zongshen ZS150 B is a retro-styled, 150cc Grom competitor. (Zongshen/)Whether you look back to the original Honda Monkey of 1961, or the success of the Grom over the last decade, there has long been a demand for affordable two-wheelers that make fun their top priority. Now China’s manufacturers are catching on, and hot on the heels of the retro-styled CFMoto Papio CL and SS (both available in the US now) its rivals at Zongshen are preparing their own versions of the idea. The company has filed Chinese type-approval documents for a pair of 149cc air-cooled singles that each carry the name ZS150 and “Zonsen” branding—a name that Zongshen is pivoting toward on its bikes as they’re increasingly offered outside China. However, there’s a prominent, cartoonish illustration of a panda on each bike’s tank badge, suggesting they might get a more appealing title when they’re launched into the market. In the US, a selection of Zongshen’s existing models—up to and including the Norton-engined, 650cc RX6 twin—are offered under the CSC Motorcycles name, opening the door for these new machines to come to these shores if it makes financial sense. Related: The Chinese Connection This version of the ZS150 looks more like the Honda Monkey or CFMoto Pappio CL. (Zongshen/)The type-approval documents include all the main specifications for the two models. Like the CFMoto Papio CL and SS, one is a trail-style machine while the other is a caricature of a retro sportbike, but under the skin they’re identical. Their single-cylinder engines have a 57mm bore, matching that of the Papio, but where the CFMoto has a 49.4mm stroke the Zongshen bikes have a throw of around 58.4mm to reach a 149cc total capacity. The extra 13cc over the 126cc CFMoto machines helps the Zongshens to a peak of 10.5 hp, a fraction more than the 9.4 hp of the Papio. They’re a little heavier than the CFMoto machines though, with the trail-style model coming in at 264 pounds and the racer version weighing 267 pounds. By comparison the two Papio models each weigh 251 pounds ready to ride. Like the CFMotos, the Zongshen ZS150s each use 12-inch wheels wrapped in 120/70 rubber at the front and 130/70 at the rear. Suspension is by upside-down forks up front and monoshocks at the rear, again aligning with the CFMotos, and the brakes have discs at each end, with standard ABS. Related: Mini Bikes Honda’s Monkey was instantly a hit when it was reintroduced in 2018. (Honda /)When it comes to appearance, the naked version of the ZS150 takes its inspiration from machines like Honda’s Monkey and Gorilla, giving a more ‘60s or ‘70s vibe than the 1980s-inspired Papio CL, but there are modern touches including the distinctive headlight design that features an open hoop of LED running lights above a tiny main light unit. The faired version, carrying the word “Vintage” on its fairing, actually looks less old-fashioned. The addition of side panels and a single-seat tail unit, plus lower, narrower bars with bar-end mirrors, makes for an intriguing style that has a hint of steampunk-style retrofuturism about it. The CFMoto Pappio SS is already for sale in the US. (CFMoto/)Both bikes are illustrated with a few optional extras including enclosed disc wheels as an alternative to the standard wire-spoked alloys, while the trail version is also shown with a choice of rear treatments, with either a flat-track-style number board or a more rugged-looking grab rail at the back. It’s clear the bikes are ready for imminent launch, though there will probably be a delay between hitting the market in China and any plans for exporting them to other markets. Source

Indian Motorcycle has renewed its Scout lineup with five models built around a new frame and engine. The Scout Bobber (shown) comes into the new model year as the most popular Scout in recent years. (Garth Milan/)There is nothing simple about the 2025 Indian Scout lineup except for the way Indian describes the bikes. They are cruisers. Classic, American-made V-twins that are just as much about heritage and body lines as they are cornering clearance and technology. You can have your performance (and the new bikes do), but Indian refuses to have that be the Scouts’ personality. That laid-back approach has worked well for Indian since the Scout was unveiled in 2014, quickly turning the model into the company’s most successful platform. In some parts of the world, the Scout is the most successful mid-displacement cruiser, and in all parts, it’s described as the most important bike to Indian Motorcycle’s future. This is an entry into the brand. Where you go from here, and if you stay with Indian, depends largely on your experience with the bike. Needless to say, Indian aims to please. There’s an Indian Scout for just about any rider type or style. (Tim Sutton/)Of course, part of pleasing the masses comes down to having something for the masses, and for 2025 Indian is doing that by bringing five Scout models to showroom floors, including the simple but elegant Scout Classic; the slammed Scout Bobber; the light touring-ready Super Scout; the Sport Scout; and its most aggressive middleweight cruiser yet, the 101 Scout. That’s a lot of Scout, but a bulk of the hardware is shared across models meaning Indian isn’t trying to confuse you so much as it’s looking to give you options through stylistic upgrades. This is like walking into In-N-Out Burger and deciding what to get—you’re going to get a burger, but how you order that burger is entirely dependent on your tastes. Related: 2025 Indian Scout First Look Indian’s new SpeedPlus 1250 V-twin produces 105 or 111 hp depending on the model. Indian says all models can be updated at the dealer to achieve the 111 hp of 101 Scout. (Tim Sutton/)2025 Scout Platform Updates Indian’s liquid-cooled SpeedPlus 1250 V-twin engine is first on the list of “components” shared across the lineup. Measuring in at an even 1,250cc (versus 1,133cc), it makes a claimed 111 hp in 101 Scout trim and 105 hp when bolted to every other model thanks to different ECU tuning, with all versions making a claimed 82 lb.-ft. of torque. That’s a 5 to 11 hp bump depending on model and an added 10 lb.-ft. of torque. The engine is new from the inside out, with big changes to the top end (including new pistons and larger valves) as well as a lighter crank, the latter helping Indian shave nearly 10 pounds (!) from the engine. A slip/assist clutch was added, plus Indian spent a lot of time refining the inside of the engine to eliminate gear whine customers complained about on earlier-generation Scouts. Different headlight treatments for different models. All models get an LED headlight. (Indian Motorcycle/)The airbox is redesigned, but that’s less obvious than the new radiator, which is 20 percent smaller and squeezed into a new frame that has a steel tube front section versus cast aluminum. Steel tube is significant because of the lighter appearance, but also because it opens the door to more custom work. Speaking of custom, Indian went to great lengths to give the Scout a polished look. Electronics and necessary hardware are packaged neatly as possible, with most of the hardware tucked behind the frame’s cast aluminum midsection. Out back you’ll find a platform-wide subframe that allows accessories to be shared across models, as well as a new exhaust, which gives more space for accessory saddlebags compared to the more cumbersome dual-muffler exhaust. Indian’s 2025 Scouts are restyled but still easily recognizable. The tank is moderately bigger, but only because Indian has reshaped it to accommodatet the new airbox. (Tim Sutton/)Similarities fade from there. The Scout Classic, Scout Bobber, and Super Scout roll on 16-inch wheels while the more aggressive Scouts have a larger, 19-inch front wheel. All bikes have a nonadjustable fork with 4.7 inches of travel and dual shocks with 3.0 inches of travel, except for the “slammed” Bobber, which has nonadjustable shocks with just 2.0 inches of travel, and the 101 Scout, which has a fully adjustable inverted fork with 5.9 inches of travel and fully adjustable shocks. The 101 Scout also gets Brembo front stoppers and dual 320mm brake discs, versus a single 298mm disc. If that sounds more expensive than most of the other options, that’s because it is. The 101 Scout comes in at $16,999, which is identical to Harley-Davidson’s Sportster S and mostly on par with the luggage-equipped Super Scout ($16,499–$16,999). The rest of the lineup is priced between $12,999 and $16,699. Related: 2022 Harley-Davidson Nightster vs. Honda Rebel 1100 DCT vs. Indian Scout Rogue All models besides the 101 Scout use a 298mm single front disc (shown). The 101 gets dual 320mm discs with Brembo calipers. Notice also the nonadjustable fork that’s standard on all but the 101 Scout. (Tim Sutton/)The wide price range is thanks mostly to Indian offering every bike but the 101 and Super Scout in different trims. Standard models get an analog gauge, LED headlight, and ABS; Limited versions have ride modes, traction control, cruise control, and a USB port; while Limited +Tech gets you all of the aforementioned features plus a 4-inch touchscreen display, keyless push-button ignition, and Ride Command, which opens the door to turn-by-turn navigation and more. Paint is different on nearly every model and even varies based on trim level, as do the finishes, with bikes like the Classic getting more chrome than bikes like the Bobber, Sport, and 101. We hope you’re good with making decisions, because there are a lot of them to make here, and each will dramatically change your experience. Two gauge clusters are available depending on the trim level: a touchscreen TFT with the Limited +Tech or a standard analog/LCD combo on Standard and Limited versions. (Indian Motorcycle/)The Big Picture There is a general theme across the board, and a similar sensation between each of the bikes. Preproduction firmware delayed start-up initiation on the TFT-equipped Limited +Tech bikes prepped for our ride from San Francisco to Santa Cruz (and back), but fit and finish is otherwise great. Controls are solid, wires are nicely concealed, and paint is pristine, hold for a small, unpainted surface below the fuel cap. The new exhaust doesn’t do much to wake you up on a cold morning, but the bike settles into a nice low hum, and in either trim the engine gives your eyes something nice to look at—a stark contrast from the Harley-Davidson’s Revolution Max 1250T engine that leaves something to be desired from a visual perspective. The 2025 Indian Super Scout gets saddlebags and a passenger seat as standard. The pull tap makes it easy to get into the bags. (Tim Sutton/)It’s been nearly a year since we’ve ridden the Rev Max 1250T-equipped Sportster S, and even longer since throwing a leg over the Revolution Max 975T-equipped Nightster, so we’ll refrain from more comparisons. What we can say is that the SpeedPlus 1250 feels more flexible than the previous Scout engine, with enough midrange and top-end to not feel like you have to shift as often. Lucky, because Indian hasn’t updated the transmission, and with everything else getting a touch of modernity, this box feels clunky and outdated. Pulling away from a stop is more difficult than it should be too, thanks to a combination of new slip/assist clutch that lacks feel at the friction zone and the lighter crank, which helps the engine spin up faster and adds to the overall character, but doesn’t do much for you around town. We made friends with the clutch after a few miles, and you will too in the first long ride, but those aren’t small concerns given that the Scout is built mostly for around-town riding and newer riders. Seamless is always better here. The Scout Bobber has 1 inch less rear suspension travel at just 2 inches. | Photo: Tim Sutton (Tim Sutton/)The rest of the engine gives you exactly what you need from a cruiser platform. There’s enough meat to have fun, but not so much top-end performance that you’ll wish the engine was stuffed in something other than a bike with 2 to 3 inches of travel. Power is tractable, vibes only really start to pick up at around 80 mph in top gear, and the powerplant flexible enough for a wide variety of riding, making it an ideal centerpiece for the Scout, in any version. “The heart of an American cruiser is the engine,” says Ola Stenegärd, director of industrial design for Indian Motorcycle. And in this case, Indian has a strong one. Speaking of versions and different conditions, after two full days of riding—the first through downtown San Francisco and the (much) more scenic coastal roads skirting the Northern California coast, and the second up tight two-lane roads heading inland from Santa Cruz, we challenged ourselves to rank each of the new Scouts in order of least favorite to favorite, and the order might surprise you. Scout Classic 2025 Indian Scout Classic; $13,999–$16,699 (Garth Milan/)While the Scout Classic is at the bottom of that list, its ranking stems mostly from a lack of defining features compared to the other models rather than any major flaws. If you appreciate classic, swoopy fenders and an abundance of chrome finishes, then this bike checks the right boxes. Those fenders aren’t a departure from anything we’ve seen on the Scout before though, and with its dearth of other defining features, the Classic feels almost out of place in every situation. There’s no wind protection for the highway and no slammed suspension for that cool look around town. It exists, as it should, but only in the shadows of the rest. Scout Bobber 2025 Indian Scout Bobber; $12,999–$15,699 (Garth Milan/)The Scout Bobber is the most affordable entry into the lineup and also the most popular Scout model so far, but to love the Bobber and its 2 inches of rear suspension travel is to commit to a serious amount of quality time with your chiropractor. The stock suspension on Scout models (fully adjustable 101 Scout suspension not included) already struggles with bump absorption, and losing an inch out back doesn’t do you any favors. The Bobber’s ergonomics are more aggressive as well, thanks to a low, flat handlebar that has you almost stretched out over the tank. All this adds up to a cool look when cruising through town and makes the Bobber a great platform for a custom build, but the sacrifices are a bit excessive for us, and it’s exhausting having to be on the lookout for every pothole or manhole cover dotting torn-up, downtown streets. Sport Scout 2025 Indian Sport Scout; $13,499–$15,699 (Garth Milan/)Related: 2023 Harley-Davidson Sportster S Review The Sport Scout is a lot like the Bobber in that it comes off as a great canvas for customization. A replacement for the Scout Rogue, it is not nearly as sporty as the Sport name suggests, but there’s a sense of potential in these bones. Handling knocks are not specific to the Sport either, as all of the nonadjustable Scout suspension lacks bump compliance and will cause you to deflect off sharp-edged hits in a very uncomfortable way once the pace picks up. The single brake disc gets the job done, but moving up to the 101 Scout highlights a lack of feel and power compared to a full-featured, two-disc setup. Pairing Indian’s accessory, 10-inch handlebar risers (stock are 6 inches) with the moto-style handlebar that comes standard on Sport and 101 models gives you an idea of how aggressive the bike can look with minor modifications, and it’s that custom-bike potential that draws us to the Sport over any other feature. That, and the added inch of rear suspension travel over the Bobber. Super Scout 2025 Indian Super Scout; $16,499–$16,999 (Garth Milan/)The Super Scout is the sleeper of the group, the only real downside being the higher price of entry. Look past that and you’ll find one of the most versatile bikes of the 2025 lineup, with enough wind protection, comfort, and luggage for longer trips. Versatility comes in the form of the quick-release windshield, which mounts to the fork legs and can be removed in just seconds. Sidebags are not waterproof or lockable but offer decent storage and have an easy pull system for releasing the lid. Removing either of these gives you most (but not all) of a Scout Classic. Worth mentioning here is that the seat isn’t generously sized on any Scout, and we almost always got off the bikes wishing for a bit more support at the leading edge of the saddle. That is especially true on a bike that you’ll do more touring miles on. The ergonomics are otherwise quite comfortable for taller riders. Forward controls come standard on all models but feel more like relaxed mid-controls, meaning the reach is not too far, giving taller riders enough legroom to not feel cramped. Indian will offer mid-controls as an accessory too. 101 Scout 2025 Indian 101 Scout; $16,999 (Garth Milan/)While we hoped the most expensive Scout wouldn’t also be our favorite, the reality is that the 101′s upgrades completely change the ride experience. Brakes are more responsive, suspension eats up rough pavement, and the 111 hp engine tune gives the bike a sharpness that suggests there’s more to the tune than just a 6-hp difference. The $17,000 price tag is $4,000 higher than that of the $13,000 standard-spec Bobber that gets you into the lineup, but the 101 doesn’t have to be an entry-level machine that you’ll move on from; this is a bike you’ll actually want to hold onto as your skills and wants as a rider grow. There’s more than enough style, performance, and character to make this a long-term commitment. It’s the Scout that you can ride fast if you want, but is equally as entertaining on a casual ride with friends. Plus, once you max out the options on the other Scouts, the prices are much closer. The downside? You can only get the 101 Scout with painted graphics rather than solid colors—-a selling point for some, but not all. The 101 Scout only comes with painted graphics. (Tim Sutton/)Final Thoughts The beauty of the 2025 Scout lineup is that you don’t have to agree with our rankings. You can (and probably will) find that one bike better suits your needs. And that’s the point: There’s something for everyone in this lineup, and enough accessories (100 total) to create the bike that works best for you. Of course, Indian has managed to do all this without completely shifting the Scout’s storyline. This is still very much a cruiser, just with a little cherry on top in the form of more horsepower and available tech. The Super Scout has a West Coast club vibe. (Tim Sutton/)Speaking of horsepower, if anything other than the 101 catches your eye, consider updating the ECU tune at your dealer if and when the opportunity arises. Pricing is not confirmed, but Indian says that will be an option, and the performance leap is big enough that it’s absolutely worth doing. Also, while we only tested bikes with the Limited +Tech trim levels and loved the touchscreen display, we tinkered with a Limited model with analog gauge, and found it much less endearing, meaning the Limited +Tech package might be the best way to go, unless you really do love keeping it simple. And, well, technically, that’s what the Scout is still all about. The Super Scout is a classic and simple touring cruiser. (Tim Sutton/) Adjusting ride modes is straightforward on the touchscreen dash. (Tim Sutton/)2025 Indian Scout Classic Specs MSRP: $13,999–$16,699 Engine: Liquid-cooled 60-degree V-twin Displacement: 1,250cc Bore x Stroke: 104.0 x 73.6mm Compression Ratio: 12.5:1 Transmission/Final Drive: 6-speed/belt Claimed Horsepower: 105 hp @ 7,250 rpm Claimed Torque: 82.0 lb.-ft. @ 6,300 rpm Fuel System: Closed-loop fuel injection w/ 60mm throttle bodies Clutch: Wet, multiplate Engine Management/Ignition: Electronic Frame: Steel tube w/ cast aluminum sections Front Suspension: 41mm telescopic fork; 4.7 in. travel Rear Suspension: Dual outboard shocks; 3.0 in. travel Front Brake: 2-piston caliper, 298mm disc Rear Brake: 1-piston caliper, 298mm disc Wheels, Front/Rear: Wire; 16 x 3.5 in. / 16 x 3.5 in. Tires, Front/Rear: Pirelli Night Dragon; 130/90B-16 / 150/80B-16 Rake/Trail: 29.0°/4.8 in. Wheelbase: 61.5 in. Ground Clearance: 4.4 in. Seat Height: 25.7 in. Fuel Capacity: 3.4 gal. Claimed Wet Weight) 555 lb. Contact: indianmotorcycle.com 2025 Indian Scout Bobber Specs MSRP: $12,999–$15,699 Engine: Liquid-cooled 60-degree V-twin Displacement: 1,250cc Bore x Stroke: 104.0 x 73.6mm Compression Ratio: 12.5:1 Transmission/Final Drive: 6-speed/belt Claimed Horsepower: 105 hp @ 7,250 rpm Claimed Torque: 82.0 lb.-ft. @ 6,300 rpm Fuel System: Closed-loop fuel injection w/ 60mm throttle bodies Clutch: Wet, multiplate Engine Management/Ignition: Electronic Frame: Steel tube w/ cast aluminum sections Front Suspension: 41mm telescopic fork; 4.7 in. travel Rear Suspension: Dual outboard shocks; 2.0 in. travel Front Brake: 2-piston caliper, 298mm disc Rear Brake: 1-piston caliper, 298mm disc Wheels, Front/Rear: Cast 8-spoke; 16 x 3.5 in. / 16 x 3.5 in. Tires, Front/Rear: Pirelli MT 60 RS; 130/90B-16 / 150/80B-16 Rake/Trail: 29.4°/4.9 in. Wheelbase: 61.5 in. Ground Clearance: 4.3 in. Seat Height: 25.6 in. Fuel Capacity: 3.4 gal. Claimed Wet Weight: 542 lb. 2025 Indian Super Scout Specs MSRP: $16,499–$16,999 Engine: Liquid-cooled 60-degree V-twin Displacement: 1,250cc Bore x Stroke: 104.0 x 73.6mm Compression Ratio: 12.5:1 Transmission/Final Drive: 6-speed/belt Claimed Horsepower: 105 hp @ 7,250 rpm Claimed Torque: 82.0 lb.-ft. @ 6,300 rpm Fuel System: Closed-loop fuel injection w/ 60mm throttle bodies Clutch: Wet, multiplate Engine Management/Ignition: Electronic Frame: Steel tube w/ cast aluminum sections Front Suspension: 41mm telescopic fork; 4.7 in. travel Rear Suspension: Dual outboard shocks; 3.0 in. travel Front Brake: 2-piston caliper, 298mm disc Rear Brake: 1-piston caliper, 298mm disc Wheels, Front/Rear: Wire 40-spoke; 16 x 3.5 in. / 16 x 3.5 in. Tires, Front/Rear: Pirelli MT 60 RS; 130/90B-16 67H / 150/80B-16 77H Rake/Trail: 29.0°/4.8 in. Wheelbase: 61.5 in. Ground Clearance: 4.4 in. Seat Height: 25.7 in. Fuel Capacity: 3.4 gal. Claimed Wet Weight: 589 lb. 2025 Indian Sport Scout Specs MSRP: $13,499–$15,699 Engine: Liquid-cooled 60-degree V-twin Displacement: 1,250cc Bore x Stroke: 104.0 x 73.6mm Compression Ratio: 12.5:1 Transmission/Final Drive: 6-speed/belt Claimed Horsepower: 105 hp @ 7,250 rpm Claimed Torque: 82.0 lb.-ft. @ 6,300 rpm Fuel System: Closed-loop fuel injection w/ 60mm throttle bodies Clutch: Wet, multiplate Engine Management/Ignition: Electronic Frame: Steel tube w/ cast aluminum sections Front Suspension: 41mm telescopic fork; 4.7 in. travel Rear Suspension: Dual outboard shocks; 3.0 in. travel Front Brake: 2-piston caliper, 298mm disc Rear Brake: 1-piston caliper, 298mm disc Wheels, Front/Rear: Cast 8-spoke; 19 x 3.5 in. / 16 x 3.5 in. Tires, Front/Rear: Metzeler Cruisetec; 130/60B-19 / 150/80B-16 Rake/Trail: 29.0°/4.7 in. Wheelbase: 61.5 in. Ground Clearance: 4.4 in. Seat Height: 25.7 in. Fuel Capacity: 3.4 gal. Claimed Wet Weight: 548 lb. 2025 Indian 101 Scout Claimed Specs MSRP: $16,999 Engine: Liquid-cooled 60-degree V-twin Displacement: 1,250cc Bore x Stroke: 104.0 x 73.6mm Compression Ratio: 12.5:1 Transmission/Final Drive: 6-speed/belt Claimed Horsepower: 111 hp @ 7,250 rpm Claimed Torque: 82.0 lb.-ft. @ 6,300 rpm Fuel System: Closed-loop fuel injection w/ 60mm throttle bodies Clutch: Wet, multiplate Engine Management/Ignition: Electronic Frame: Steel tube w/ cast aluminum sections Front Suspension: 43mm inverted fork, fully adjustable; 5.9 in. travel Rear Suspension: Dual outboard shocks, fully adjustable; 3.0 in. travel Front Brake: Dual 4-piston calipers, 320mm discs Rear Brake: 1-piston caliper, 298mm disc Wheels, Front/Rear: Cast 5-spoke; 19 x 3.5 in. / 16 x 3.5 in. Tires, Front/Rear: Metzeler Cruisetec; 130/60B-19 / 150/80B-16 Rake/Trail: 29.0°/4.8 in. Wheelbase: 61.5 in. Ground Clearance: 4.4 in. Seat Height: 25.7 in. Fuel Capacity: 3.4 gal. Claimed Wet Weight : 549 lb. Indian Scout Bobber. (Tim Sutton/)Gearbox Helmet: Bell Eliminator Jacket: AGV Sport Chipper 130 Flannel Pant: Rev’It Jackson 2 SK Gloves: Spidi Boots: XPD X-Goodwood Source