Aprilia’s RS 457 is the newest entry into its sportbike lineup. It features a 457cc parallel twin with a 270-degree crank, makes a claimed 48 hp and 32 lb.-ft. of torque, and weighs 386 pounds. Building completely new from the ground up, Aprilia followed the same design philosophy as the RS 660 for this lightweight sportbike: utilizing the engine as the main structure component of the motorcycle, but developing the RS 457 into a smaller, more accessible package that meets European A2 license requirements.

Recognizing a gap in its lineup between its European-only RS 125 and the widely popular, Cycle World Ten Best–winning RS 660, Aprilia developed the RS 457 to fill this hole and join the 300cc–500cc segment, a highly popular segment that is getting a lot of attention right now. But as much as the Italian manufacturer recognizes the street-focused characteristics of competing models in this class, Aprilia prioritized track performance. After all, it is an “RS.”

Before designing the RS 457, Aprilia carefully studied requirements for the A2 license tier with the intention of just barely meeting the power-to-weight ratio limit of 0.2kW/kg. If the bike were any lighter or any faster, it would not meet the A2 restrictions. The approach to designing its MotoGP bike, the RS-GP, is no different. Talk about race DNA.

Engine

Dual 36mm throttle bodies feed the 69 x 61.1mm bore and stroke inside the RS’ 457cc liquid-cooled DOHC four-valve-per-cylinder parallel twin. This 270-degree-crank equipped mill makes a claimed 47.6 hp at 9,400 rpm and 32.08 lb.-ft. of torque at 6,700 rpm. The six-speed transmission features a slipper/assist clutch and can be fitted with an accessory bidirectional quickshifter.

Spinning laps around the tight racetrack, the engine’s impressive low-end torque pulls strongly off an apex. Aprilia says it tuned the engine to deliver 82 percent of maximum torque at 3,000 rpm, allowing riders to easily ride a gear high even on the tightest corners—of which this Italian circuit has plenty. Its ride-by-wire system provides a connected and intuitive response without any vagueness when metering the throttle.

A strong and broad midrange easily carries the bike from one corner to the next with peak horsepower coming near the bike’s roughly 10,500 rpm redline. Looking at the engine’s dyno chart, the area under the power curve is extremely large, making the 457cc parallel twin flexible on the racetrack. Carrying third gear around the entire track only shifting to fourth and fifth on the straights was easily done on the 2.1-kilometer-long (1.3 miles) circuit.

We did not have an opportunity to ride the RS 457 off the racetrack but its bottom-end grunt, powerful midrange, and strong top-end lead us to believe the 457cc parallel twin will perform just as well off the racetrack. The 270-degree crank not only gives the RS 457 a strong, throaty exhaust note but also delivers the familiar engine pulses we have come to love from this engine configuration. Aprilia’s 457cc parallel twin is one of the best in class, delivering a surge of power at nearly every rpm.

Chassis and Suspension

Similar to the Aprilia RS 660, the 457′s engine is the main structural piece. The cast aluminum frame (the only one in this class) mounts directly to the engine as does the steel swingarm, exhaust, and footpegs; all in effort to keep the sportbike compact, narrow, and lightweight. Aprilia has gained a reputation for developing a sporty, agile chassis in the RSV4, Tuono 1100, and RS 660. The RS 457 is no different. Chassis rigidity was tuned for track performance, providing razor-sharp handling. While loading the front end on corner entry and stressing the rear tire on corner exit, the chassis doesn’t flex or wallow. Aprilia’s RS 457 gives a firm and planted riding experience. The bike’s compact chassis allows the rider to easily change direction when flicking the motorcycle from one side of the tire to the other. Navigating the tight chicanes of the Italian circuit required merely looking for the upcoming apex and the bike easily followed the rider’s intended cornering arc.

Suspension components consist of a 41mm inverted fork with preload adjustment offering 4.7 inches of travel and a monoshock with preload adjustment providing 5.1 inches of travel—no damping adjustments to be had. Stiff suspension action was an Aprilia design goal for sporty riding. Both on and off the throttle the bike doesn’t upset the chassis front to back, making for a very stable machine. On corner entry, the front end provides plenty of holdup and feedback letting the rider know exactly what the traction level is at the front wheel. Staying on the brakes hard into an apex, the suspension never felt busy or overloaded despite its lack of adjustments.

The brake system utilizes a single 320mm rotor with a four-piston ByBre caliper up front and 220mm rotor with a dual-piston ByBre caliper at the rear. Aprilia said it experimented with dual discs and calipers on the front end but ultimately went with a single-sided system to reduce the gyroscopic effect on the front wheel. Aprilia claims this decision reduces rotating forces by roughly 15 percent. A sharp response encourages leaving braking late into a corner, and the suspension’s taut damping allows the rider to find their max braking potential lap after lap without drama. Not once during our time circulating the track in Modena did the components diminish or fade in performance. There is no vagueness or squishiness from the brake, fork, chassis, or axles. The entire front end has a sharp, consistent response.

Electronics

Designed with the rest of the RS lineup in Noale, Italy, even the little 457 benefits from technology and innovation learned in GP racing. Aprilia was the first manufacturer to introduce an electronic throttle to the GP grid. Now, the RS 457 receives the same technology, granting the bike three ride modes (Sport, Eco, Rain), three levels of traction control (ATC 1, ATC 2, ATC 3) as well as off, and two levels of ABS (1: ABS active on the front wheel; 2: ABS active on both wheels). Ride modes and traction control can be adjusted on the fly, delivering a racebike experience, on or off the track.

A majority of our time riding Autodromo di Modena was spent in Sport mode with rear ABS deactivated (ABS 1). Each ride mode has dedicated parameters that can be adjusted, with all three modes utilizing ABS 2 as the default. In order to deactivate rear ABS, the rider must come to a full stop. On the racetrack, Sport mode provided the most aggressive throttle response allowing the RS 457 to pull strongly off of a corner. ABS 1 allows the rear tire to skid and slide into an upcoming corner. Not only did this let us find the maximum braking potential of the rear tire, but provided tons of fun screeching the tire lap after lap into turn 1.

We had the privilege of running Pirelli Diablo Supercorsa V4 SP tires on warmers during our time on the Aprilia RS 457 instead of the stock Aprilia-branded TVS Eurogrip Protorq Extreme tires. This limited the need for the more sensitive traction control settings, ATC 2 and ATC 3. Spinning laps in Sport mode (ATC 1) the system was never intrusive allowing maximum forward acceleration but still provided a safety net in case the rear tire suddenly broke loose. The system intervened only one time during our ride on the RS 457 in Sport mode from foolishly whacking the throttle open at a ridiculous lean angle after missing an apex and fading off line.

Experimenting with Eco mode and Rain mode made the throttle mapping and traction control intervention clearly noticeable. Eco mode is plenty strong, but has a slower engine response at low rpm and a slightly more intrusive traction control intervention (ACT 2) than Sport mode. Riding the RS 457 in Rain mode, the throttle response below 6,000 rpm is clearly diluted, but once the engine climbs into the top-end, the power comes to life. Rain mode utilizes ATC 3, the most reined-in setting. Rolling on the throttle off an apex in Rain mode, the power is minimal and the traction control intervention is extreme. Of course in perfect conditions with grippy tires, the additional aid was unnecessary. If riding in low grip situations, the reduced power and increased intervention will certainly be appreciated.

Ergonomics

Aprilia’s RS 457 is a lightweight sportbike; the ergonomics are tight and compact. But Aprilia recognizes the RS 457 has to be comfortable off the racetrack as this likely will be most owners’ only motorcycle. Striking a balance between track performance and road comfort is no easy task. In an effort to create a fairly relaxed sportbike rider triangle without sacrificing cornering clearance and aerodynamics, Aprilia designed the chassis to be slim, narrow, yet somewhat neutral. The rider triangle splits the difference between the aggressive KTM RC 390 and relaxed Kawasaki Ninja 400, according to Aprilia. On the RS 457, clip-on handlebars rise above the fork caps relieving pressure on the wrist. Footpegs are lower than the KTM’s but are brought in toward the center of the machine for improved cornering clearance. Not once did we scrape the pegs on the tarmac during our time riding the RS 457 around Autodromo di Modena.

As a sportbike, naturally the rider sits in a position that puts the lower body toward the rear of the bike with their upper body stretching toward the front of the machine. But during cool-down laps and entering pit lane, it was noted that the seat has plenty of room near the tank to scoot forward and sit in a fairly upright seating position—something commuters and street riders will appreciate.

Design

With a smaller engine displacement, it is more important to reduce drag for greater top speeds. On what is considered a fairly short front straight at Autodromo di Modena, I was consistently seeing speeds above 160 kph or 99 mph in fifth gear. Strategically placed air ducts are positioned on the fairing to draw hot air away from the rider in an effort to improve comfort.

Aerodynamics was a big focus during the design of the Aprilia RS 457. A cutout is shaped on the top of the 3.4-gallon fuel tank to allow the rider to squeeze into the bubble for reduced drag on straightaways. A flat contour on the back of the tank is designed to allow the rider to rest their chest on the bike in a tucked position for a moment of rest and recovery. During laps spent without a GoPro on the helmet chin bar, fitting behind the bubble while still being able to see through the windscreen and read the 5-inch TFT display is easy.

Another big point of emphasis when designing the RS 457 was style and appearance. Aprilia wanted the 457 to aesthetically match the rest of the RS line. It wanted the 457 to be unmistakably an Aprilia. Full LED lighting and backlit switch cubes makes the RS 457 fully modern as we enter the mid-’20s. The triple-pod LED headlights give the 457 its signature Aprilia RS face.

The 2024 Aprilia RS 457 will be available in North America later this year for $6,799 in Opalescent Light and Prismatic Dark. An additional $200 dollars will get you the GP-inspired livery, Racing Stripes.

Conclusion

Aprilia’s RS 457 is the newest entry into the lightweight sportbike segment—primarily targeted at new and beginner riders. Many of the competing models focus on rider comfort and ease of use. Aprilia didn’t neglect those characteristics, the RS 457 is certainly rider-friendly. But as a brand with an impressive racing pedigree, Aprilia didn’t forget its past and future: The primary objective of the RS 457 was to design a lightweight sportbike with class-leading performance that still qualifies for A2 licensing in Europe. The 457cc parallel twin provides an impressive powerband that makes the motorcycle extremely flexible. An aluminum chassis and taut suspension offer razor-sharp handling. And the electronics package is more expansive and adjustable than any other model in the class. Because the RS 457 model is so sporty and capable, new riders won’t quickly outgrow the bike and experienced riders will appreciate the RS 457′s premium characteristics. It’s a win for everybody.

2024 Aprilia RS 457 Specs

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“The bike looks smaller, very clean. It has a modern, easy shape.” Thus spoke Edgar Heinrich, BMW Motorrad’s design director, of the 2024 BMW R 1300 GS. He has been through four or five generations of the GS, saying, “I ride the bike often. Every time, the new one was so much better. Can we do this again?”

He was speaking to me in a phone meeting last Friday, accompanied by Reiner Fings, production manager, boxer models. When the photos of the new bike arrived, I saw that this 1300 is a new beginning. I saw a simple linear design, its engine very far forward. I saw all elements integrated. Previous machines have been workmanlike and capable, but seemed to have grown by addition—collections of separate elements.

“Is this a revolution?” I asked. Heinrich replied, “I would not say a revolution, but a bigger evolution.”

What has driven this comprehensive redesign, this “big evolution”? Heinrich replied, “Everybody is chasing, trying to do a GS.”

He was referring to Harley’s new Pan America and Triumph’s Tiger 1200, among other newcomers. There is competition!

“The situation has always been the same,” he continued. “Everything adds weight. Performance is good but the bikes are heavy. We don’t want this circle! So at the top of the list is to lose weight.”

To accompany fundamental changes, there had to be a simpler, cleaner design.

BMW’s GS has for years defined the on/off-road segment, but others are seeking a share of that market. This means it is time for BMW to move the goal posts.

The new bike is 26 pounds lighter than the 1250 GS (“unladen” weight is 523 pounds), and now makes 145 hp at 7,750 rpm from its new bore and stroke of 106.5 x 73mm. Dimensions of the predecessor 1250 GS were 102.5 x 76. Although peak torque is 110 lb.-ft. at 6,500, the real story on torque is its width: From 3,600 to 7,800 rpm, more than 96 lb.-ft. of torque are continually available. Broad and strong. As the press release says, there is a “notable torque increase across the entire rpm range…”

Quoted performance is 0–100 kph in 3.39 seconds and a top speed “over 124 mph.” Others have estimated this as 140 mph.

Maximum engine speed is 9,000 rpm.

I was especially impressed that this engine, with its high 13.3 compression ratio and ShiftCam-driven four valves per cylinder, produces stroke-averaged net combustion pressures worthy of purpose-built racing engines. This is a solid benefit because it’s always more efficient to make power from combustion pressure than from friction-generating high rpm.

Two revolutionary changes are 1) the six-speed gearbox is now below the engine rather than behind it, allowing a modern forward weight bias and a longer swingarm. Lowering the gearbox has usefully reduced the angles through which the U-joints in the enclosed drive shaft must operate. This reduces the speed variation generated by Cardan joints.

And 2), the former tubular frame has been replaced by a sheet-metal shell frame that is stiffer while at the same time “optimizing installation space.” This means that the frame encloses necessary components, rather than competing with them for space.

Remember the principle of efficient structure: Move the material outward, away from the centerline. A tube is stiffer than a rod, and best of all are the fuselages of large aircraft—thin, large-diameter tubes.

How the R 1300 GS Makes More Power With the Same Efficiency

How can this large-bore twin breathe and burn as well as it does across a wide rpm range? The answer is not only BMW’s ShiftCam, but also in the way ShiftCam’s low-power mode is implemented. We expect engines that breathe especially well—as this 1300 does—to have narrow power because that requires tuning all design elements to work in the same narrow range. But ShiftCam gives this engine two natures by providing two different intake timings and valve lifts.

BMW chose to enlarge the bore and shorten the stroke for a specific reason: to make room for bigger, higher-flowing valves. Intakes were 40mm in the 1250, but have grown to 44mm in the 1300. In traditional design, big valves and ports often equate to weak bottom-end and midrange power, caused by the lower intake velocity being unable to fill the cylinder as well or to produce combustion-accelerating turbulence. ShiftCam prevents that loss by shortening valve timing and reducing lift at lower revs. Both increase intake velocity.

There is more. When ShiftCam operates in low rpm mode, the intake valves are given staggered opening timings that cause mixture entering the cylinder to swirl around the cylinder axis. This also contributes to speeding combustion, helping to maintain high torque.

Throttle bodies are 52mm and fuel capacity of the tank is 5 gallons.

Because we may occasionally get a tankful of substandard gas, the engine has a combustion knock protection feature; the shock waves of abnormal detonating combustion (knock or tinkle) are detected and the BMS-O engine control computer retards ignition timing whenever it occurs.

A rule of thumb tells us that peak combustion pressure is roughly seven times the pressure at the end of compression. This means that we can extract more useful energy from the fuel by raising compression ratio. Compression ratio is normally limited by the onset of detonation, but the 1300 GS engine has two strong defenses against this: 1) the fast combustion described above, and 2) the knock protection system. This has allowed the 1300′s compression ratio to be raised to 13.3:1. This increases torque (by boosting combustion pressure) and also makes the engine more efficient by taking more energy from the combustion gas, rather than letting that energy be wasted as exhaust heat. Mainly because of this, the 1300 gives the same fuel mileage as the 136-hp 1250. As the press release puts it, the result is “exemplary fuel consumption, emission levels, smoothness, and refinement.”

The closed-loop three-way exhaust catalyst (located under the engine) meets Euro 5 in its ability to reduce levels of unburned hydrocarbons, CO, and nitrogen oxides. Each cylinder’s stainless exhaust header pipe has its own oxygen sensor.

A wet slipper/assist clutch at the front of the engine has 10 friction discs. The assist feature, by using engine torque to increase pressure on the plates, allows a softer clutch pull. The slipper feature uses reverse torque to soften clutch engagement when rapidly decelerating to prevent engine-braking from dragging or hopping the rear tire.

A Lighter and Stiffer Chassis With Improved Rider Response

The managers I spoke with earlier emphasized the more precise feel and control of the new model. Recent motorcycles are a huge advance over what went before in this respect. We talked about the rider of the past, making a control movement on a bike of that time. The bars turn, but because they are rubber-mounted, the steering-crown at first does not. When the crown does turn, the fork tubes shift in their clamps (single pinch bolts). Finally the “message” reaches the tire footprint and the motorcycle begins to respond. That is steering delay. The new bike brings control “feel” and response closer to feeling like the bars are extensions of the front axle.

As one example, know that the front axle, which was 20mm in diameter, has become 25mm. Bending stiffness of tubes (for constant wall thickness) increases as the fourth power of diameter, so the new axle is potentially 2.4 times stiffer than the old.

Looking at the photos I noticed I could see right through the big hollow stub axle of the 1300′s single-sided swingarm. Looks like diameter (and therefore stiffness) is increased at that end as well. BMW describes the new swingarm as having a stiffer connection to the frame.

Think of the change in chassis structure, from steel multi-tube to a sheet steel shell as analogous to enlarging a tubular axle.

The seat frame, formerly a tube structure, has been changed to an aluminum die-casting. In its stiffer bond with the main frame [there is an] increase in riding precision and stability. This is more of the same—making the motorcycle “more of a piece” gives prompt, accurate control.

There has also been a concerted effort to move components inward, to be grouped closer to the machine’s center of mass. This mass centralization reduces the effort required to set maneuvers into motion or to arrest them.

Past BMW boxer engines have had air/oil-cooling but the share of cooling performed by liquid has been increased in 1300. Where most liquid-cooled bikes have their radiator interposed between engine and front tire, on the 1300 GS rad location is offset to allow the more forward engine location.

The R 1300 GS’ Suspension Evolution

In the past the handlebar has attached directly to the upper fork crown of the Telelever front suspension and with suspension motion there has been a small amount of upper crown tilting (it attached to the frame with a ball joint). That was imperceptible on road bikes with less suspension travel and lower bars. Adventure-tour bikes require longer suspension travel and may have higher bars, accentuating the tilting of the upper crown. To prevent that, the 1300′s EVO Telelever upper crown cannot tilt as it turns on its own pair of bearings. Steering motion is linked to the fork tubes by a flexible stainless steel plate.

Steering geometry is rake 26.2 degrees, trail 4.4 inches. Wheelbase is 59.8 inches.

Suspension travel is unchanged from 1250 at 7.5 inches front, 7.9 inches rear. A Sports Suspension option adds 0.8 inch of extra travel front and rear, and is firmer. Three types of wheels are available in the 3.0 x 19F, 4.5 x 17R rim dimensions—cast aluminum, forged enduro, or cross-spoke (wire) wheels.

At the front are twin 310mm brake discs with four-piston calipers, and at the rear is a single 285mm disc. Integral ABS Pro and Dynamic Brake Control are standard.

Seat height tends to increase with suspension travel, and is 33.5 inches on the new model. With optional Adaptive Vehicle Height Control this reduces to 32.3 inches when stopped or moving slowly, allowing the rider’s feet to more easily reach the ground. City buses (and other ADV bikes) have had a similar height control feature for many years; R 1300 GS owners can now enjoy it as an option.

We have seen systems which allow suspension damping curves to be electronically altered either by rider choice or automatically, but such systems ignore the fact that for best performance, damping and spring rate must remain in correct proportion. The 1300′s optional Dynamic Suspension Adjustment alters spring rate as well as damping.

The optional Shift Assist Pro eliminates motion formerly lost in triggering the switch, making its action more direct.

I’m leaving most of the description of the electronics control and display to others, save to say that my informants Heinrich and Fings told me the goal in these areas was to simplify what can be a confusing task—finding what you want among so many choices.

In the words of 1300 Project Manager Jochen Beck, this machine stops the trend in adventure-tourers of “getting bigger and bigger.” The new 1300 GS is a balanced combination of valuable technological change with a fresh look.

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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.

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.

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.

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 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.

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.

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?

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.

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.

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.

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

Gearbox:

Helmet: Arai XD-5

Jacket: Alpinestars Frost Drystar

Gloves: Alpinestars Andes V3 Drystar

Pants: Alpinestars Barton Riding Cargo

Shoes: Alpinestars Chrome Crafted Drystar

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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.

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.

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!

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.

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.

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.

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 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.

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.

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.

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.

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)

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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 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.

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.

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.

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Moto Morini, the iconic Italian motorcycle brand, has a rich heritage of master craftsmanship and innovation spanning nearly a century. Founded in 1937, Moto Morini is known for crafting distinctive motorcycles that combine Italian design, premium quality, and exhilarating performance, today announces three new additions to their line of inspirational motorcycles: the X-Cape SE adventure bike, the Seiemmezzo SCR Trek scrambler, and the Seiemmezzo STR Sport street bike.

• The Fully Loaded X-Cape SE Adventure Bike

The fully loaded X-Cape SE stands as a testament to Moto Morini's commitment to excellence. Equipped with a performance-focused liquid-cooled 649cc parallel-twin engine, this adventure bike delivers reliable power whether tackling off-road trails or cruising on the highway. Paired with premium adjustable Marzocchi forks, a KYB shock, and advanced features such as backlit controls, Pirelli tires, tubeless Akront wheels, Brembo brakes, and Bosch ABS, the X-Cape SE delivers an exciting comfortable ride with responsive handling.

For riders ready to hit the road, the X-Cape SE comes equipped with an easily detachable 3-piece set of lightweight, durable aluminum luggage, providing ample storage space for essentials. Features such as a larger skid plate, engine wrap drop bars, and strong composite handguards offer added protection and comfort no matter the terrain.

Designed with rider comfort and convenience in mind, the X-Cape SE boasts a host of features to enhance the riding experience. A large height-adjustable windscreen, 7” color TFT dash with street and off-road ride modes, navigation, and Bluetooth connectivity keep riders connected on the go, while full LED lighting ensures optimal visibility in all conditions.

Backed by Moto Morini's Best Warranty in Motorcycling—3 years, unlimited miles—riders can embark on their adventures with confidence.

With an MSRP of $9,799, the fully loaded X-Cape SE offers exceptional value, Italian style, and proven performance. Available in three striking color options—Italian Red, Black Ops, and Anthracite Smoke—the X-Cape SE is the ultimate go-anywhere adventure bike.

• The Seiemmezzo SCR Trek Scrambler

The Moto Morini Seiemmezzo SCR Trek delivers an exceptional blend of style, comfort, and premium features, including a reliable and powerful 649cc parallel twin engine, premium KYB adjustable suspension, full LED lighting and a 5” color TFT dash with Bluetooth connectivity, Pirelli Tires, tubeless alloy wheels with tire pressure monitoring, Brembo brakes, and Bosch ABS to ensure a thrilling ride with responsive handling and confident stopping power.

For the long journey or the daily commute, the SCR Trek comes equipped with a 3-piece set of easy-to-remove, finely crafted, luggage made of durable leather and lightweight strongly woven nylon with all-weather covers and detachable shoulder straps. The stylish and secure wrap-around engine drop bars offer increased protection and come with forward footrests for added comfort on long rides. The Seiemmezzo SCR Trek is the perfect fusion of form and function.

The Moto Moini Seiemmezzo SCR Trek comes with The Best Warranty in Motorcycling, 3 years, unlimited miles so you can ride with confidence.

The Seiemmezzo SCR Trek is the perfect blend of Italian style, comfort, performance, high quality, and affordability with an MSRP of $7,599. Available in Platinum Black, Cobalt Slate and Boot Camp Green.

Premium quality, Italian-designed Seiemmezzo luggage and accessories are also sold separately with more options available.

• The Seiemmezzo STR Sport Street Bike

The STR Sport boasts sleek, competition-inspired bodywork including a curved headlight fairing with windscreen, engine wrap cowling, and a passage seat cover, ensuring that heads will turn wherever you ride.

Underneath its eye-catching exterior lies a powerful and reliable 649cc parallel-twin engine within a strong steel trellis frame. The STR Sport performance is complemented by premium KYB adjustable suspension, ensuring a smooth and responsive ride on the street or the track.

Equipped with top-of-the-line features such as full LED lighting, a 5” color TFT dash with Bluetooth connectivity, tubeless alloy wheels with TPMS, Pirelli tires, Brembo brakes, and Bosch ABS, the STR Sport delivers unrivaled performance and control.

And with Moto Morini's Best Warranty in Motorcycling—3 years, unlimited miles—you can ride with confidence.

With an MSRP of $6899, the Seiemmezzo STR Sport offers unbeatable value for riders seeking a perfect balance of style, performance, and affordability. Available in Metallic Red, Vivid White, and Anthracite Smoke, there's a color to suit every rider's taste.

Pre-painted, color matched STR Sport body kit components are also available separately.

To discover more about the X-Cape SE, the Seiemmezzo SCR Trek scrambler, the Seiemmezzo STR Sport street bike and explore the full range of Moto Morini motorcycles and accessories, visit your local dealer or head to MotoMoriniUSA.com. Unleash your spirit of adventure with Moto Morini!

• ABOUT MOTO MORINI MOTORCYCLES

Moto Morini stands as a beacon of Italian motorcycling excellence, tracing its roots back to 1937 when it was founded by the legendary racer and motorcycle designer, Alfonso Morini. With its European headquarters in Milan Italy, Moto Morini has become synonymous with Italian style, innovation, performance, and quality.

Over the decades, Moto Morini has curated a rich heritage, crafting some of Europe's most extraordinary motorcycles. The commitment to master craftsmanship, exceptional Italian design, premium quality, and unparalleled performance is evident in every model produced.

From their American headquarters in Irvine, California, Moto Morini extends its reach across North America, providing dealers with a portfolio of premium-quality, impeccably designed, high-performance motorcycles, and cutting-edge accessories—all infused with the unmistakable flair of Italian style.

For enthusiasts eager to explore the complete Moto Morini motorcycle lineup, including their latest offerings and leading-edge accessories, a visit to MotoMoriniUSA.com is a must. There, riders can immerse themselves in the world of Moto Morini, where tradition meets innovation.

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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.

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.

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.

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.

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.

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.

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 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.

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.

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.

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

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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

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 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

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 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.”

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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.

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 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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

2024 Husqvarna Svartpilen 801 Specs

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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?

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.

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.

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.

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.

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.

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.

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 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.

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.

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

2024 Triumph Tiger 1200 GT Explorer/Rally Explorer Pro Specs

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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.

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.

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.

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.

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.

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 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.

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).

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.

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 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.

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!

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.

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.

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.

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.

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.

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.

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.

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.

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.

2024 MV Agusta Enduro Veloce Specs

Source

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.

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

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.

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.

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

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.

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.

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 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

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

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

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

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

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.

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.

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.

2025 Indian Scout Classic Specs

2025 Indian Scout Bobber Specs

2025 Indian Super Scout Specs

2025 Indian Sport Scout Specs

2025 Indian 101 Scout Claimed Specs

Gearbox

Helmet: Bell Eliminator

Jacket: AGV Sport Chipper 130 Flannel

Pant: Rev’It Jackson 2 SK

Gloves: Spidi

Boots: XPD X-Goodwood

Source

A motorcycle can’t be for everyone, right? Is it possible to be approachable and manageable for a beginner but entertaining and capable for an expert? Well, Kawasaki came very close to that magic mix of an easy-to-ride naked with plenty of performance and sportiness to entertain even the most experienced riders with its Z400—and now it delivers those same attributes that made it a Cycle World Ten Best with a slightly larger engine displacement in the Z500 and updated styling.

For 2024, Kawasaki utilizes the same engine platform as the Ninja 400 and Z400 but has increased the stroke by 6.8mm resulting in a larger displacement of 451cc. Updates to Kawasaki’s Sugomi styling (described as aggressive and predator-like by the company) include all-new bodywork, a reshaped tank (3.7 gallons), LED lighting, and a new LCD display.

For 2024, Kawasaki offers the Z500 in two variants: the base model ($5,599) and the SE model ($6,299). Both models are equipped with ABS. The SE variant receives a full-color TFT display, similar to the one found on the Ninja ZX-4RR, as well as an array of Genuine Kawasaki accessories including a meter cover (Kawi-speak for windscreen), radiator screen, frame sliders, passenger seat cowl, tank pad, LED turn signals, knee pads, USB-C charging port, and an under cowl.

Is the 2024 Kawasaki Z500 a beginner bike, or is it a motorcycle for everyone? Kawasaki made it clear the Z500 is aimed at new and beginner riders. Through owner surveys, Kawasaki found that a majority of Z400 owners had one year or less of riding experience before purchasing. So, it is essential to Kawasaki that the Z500 maintains the approachable characteristics that made the Z400 so popular with new riders. That makes sense, the Z500 is Kawaski’s entry into its streetbike lineup. Yes, it has the Z125 and KLX lines, but those are not full-size streetbikes. For new riders looking to get on a Kawasaki and move up through its lineup, the Z500 is the most likely starting point.

What makes the Z500 so approachable for new riders? Of course, price point is one consideration, but really it’s the attitude of the motorcycle. The engine’s smooth, predictable power delivery has enough low-end torque to easily pull away from a stop and chug around town. A slipper/assist clutch adds to the vehicle’s ease of use in stop-and-go situations. The Z500′s 30.9-inch seat height and claimed curb weight of 370 pounds (SE model) make the bike accessible and manageable for most riders; at 5 feet, 8 inches with a 28-inch inseam, I can easily plant both feet on the ground. The bike’s 54.1-inch wheelbase, 24.5-degree rake, and 3.6-inch trail provide agile handling and quick steering in the city but maintain a stable ride on sweeping backroads.

It’s easy to see what kind of picture Kawasaki is trying to present: approachable, accessible, manageable. Sounds clichéd, right? But really, it is just trying to deliver a motorcycle that is easy to ride. Because ultimately, the Z500 is aimed at newer riders. But by no means is the Z500 exclusively a lightweight beginner bike. Its capable chassis and peppy engine are extremely entertaining for experienced riders as well. Local club races filled with fast riders on Ninjas and Z400s proves just that.

2024 Kawasaki Z500 Engine

Kawasaki’s Z500 utilizes a 451cc DOHC liquid-cooled parallel twin tied to a six-speed transmission with a slipper and assist clutch. This is the same engine we rode in the 2024 Eliminator. And this is the same powerplant the 2024 Ninja 500 will be equipped with. The Kawasaki Z500 has a claimed 51 hp at 10,000 rpm and 31.7 lb.-ft. of torque at 7,500 rpm. On the Cycle World dyno, the 2024 Eliminator produced 47.2 hp at 10,430 rpm and 29.03 lb.-ft. of torque at 7,510 rpm.

Dual 32mm throttle bodies feed the engine’s 70 x 58.6mm bore and stroke. The compression ratio is 11.3:1. The major design goal for increasing the engine displacement from 399cc to 451cc, via an increase in the stroke measurement by 6.8mm, was to improve low-end torque. Kawasaki’s Z500 has plenty of usable torque down low, great for lugging around town and short-shifting. But what’s most impressive is the engine’s flexibility. The parallel twin offers satisfying power at nearly every rpm. Between the thumpy bottom-end, powerful midrange, and strong top-end, the engine can be utilized anywhere between idle and its 11,000 rpm redline.

Connecting corners on backroads, the engine offers enough low-end torque to drive off an apex while strong midrange and top-end allow the rider to stretch a gear far out of a corner before working the shifter—or even to hold off on a shift completely to stretch to the next turn. This flexibility along with the parallel twin’s quick-revving nature provides plenty of passing power on the highways. The Z500 has legs to run above freeway speeds and easily keep up with traffic. There is some vibration transferred into the rider through the handlebar, seat, and footpegs, but it is not intolerable.

2024 Kawasaki Z500 Suspension and Chassis

The chassis is comprised of a nonadjustable 41mm telescopic Showa fork offering 4.7 inches of travel, a bottom link Uni-Trak shock with five-way-adjustable preload providing 5.1 inches of travel, and a lightweight steel trellis frame. The engine is a stressed member; rigid mounts, mounting brackets, and the aluminum swingarm all bolt to the powerplant for optimum rigidity. Out on the road, these efforts are easily noticeable. The 2024 Kawasaki Z500 is rock solid and balanced in every riding scenario.

Through the urban landscapes, the Z500 never feels busy or disrupted by rough pavement or concrete junctures. On twisty backroads, the lightweight naked bike is impressive. The Z500 is extremely planted on the side of the tire and stays glued to the ground even at fast speeds. Wicking up the pace through a set of corners, the chassis and suspension don’t flex or wallow. Muscling the bike back and forth through quick corners, the entire front end is very responsive with direct and intuitive steering.

The suspension components perform equally as well. Suspension damping is tuned on the stiff side and sacrifices some initial comfort on rough surfaces, but when the pavement is smooth, the Z500 is extremely rewarding. The suspension translates positive feedback into the rider as the 17-inch wheels follow the road. There is never a vagueness or uncertainty as to what the Dunlop Sportmax GPR-300 tires are doing. And entering a corner hard on the brakes, the fork doesn’t blow through the stroke. The front end has plenty of holdup for spirited riding.

The Kawasaki Z500′s brake system features a 310mm semi-floating disc with a dual-piston Nissin caliper up front and a 220mm disc with a dual-piston Nissin caliper out back. Both components perform well. There is plenty of stopping power from the front brake that is progressive and gradually increases as the rider applies more pressure to the lever. Riding at a fast pace on twisty canyon roads, the front brake sheds speed predictably and consistently without triggering ABS intervention. The rear brake is easy to modulate when rolling up to a stoplight or shedding speed for a corner. Rear ABS will trigger with a heavy foot, especially when combined with excessive engine-braking.

2024 Kawasaki Z500 Ergonomics and Displays

Kawasaki’s Z500 has typical naked bike ergonomics: An upright riding position with a one-piece handlebar is comfortable and neutral. The reach to the bar initially feels a little low, but once the speeds increase the rider naturally leans into the wind and that slightly low bar bend becomes very natural. With a seat height of 30.9 inches, the Z500 is fairly compact. For someone 5-foot-8, the rider triangle was comfortable all day and didn’t require any mandatory stretch sessions. But tall riders may feel a little cramped as the distance between the footpegs and seat is sporty and somewhat tight.

As with most naked bikes, wind protection is minimal. But, surprisingly, the Z500 blocks a lot of wind below the shoulders. Air rushing at the helmet is unavoidable, but we never experienced any buffeting or turbulence on the SE model which comes equipped with a small windscreen, or “meter cover” as Team Green refers to it in the Kawasaki Genuine Accessories catalog. It should be noted that all of the accessories on the SE model are compatible with the base model.

Kawasaki’s base model Z500 ($5,599) utilizes an all-new LCD display with a digital bar-style tachometer, speedometer, odometer, dual tripmeters, fuel gauge, remaining fuel range, current and average fuel consumption, coolant temperature, clock, service indicator, and gear position indicator.

The SE model ($6,299) features a full-color TFT display with selectable background colors (black or white). Functions include a digital bar-style tachometer, speedometer, odometer, shift lamp, dual tripmeters, fuel gauge, current and average fuel consumption, remaining range, average speed, total time, coolant temperature, clock, battery voltage, service reminder, oil change reminder, and a gear position indicator. A nice bit of upgrades for the extra $700.

Conclusion

Kawasaki’s Z500 hits the sweet spot for nearly everyone in the lightweight category. Experienced riders will appreciate the performance of this package just as much as new or beginner riders will value the bike’s manageability and overall ease of use. And both customers benefit from the Z500′s flexible engine, Sugomi styling, LED lighting, and all-new information displays. If you are in the market for a lightweight naked bike that does everything extremely well, look no further than the 2024 Kawasaki Z500.

2024 Kawasaki Z500 Specs

Gearbox

Helmet: Arai Contour-X

Jacket: Alpinestars GP Plus R v3 Rideknit Leather

Pants: Alpinestars Copper v2 Denim

Gloves: Alpinestars SP X Air Carbon v2

Boots: Alpinestars Faster-3 Rideknit

Source

Following in the footsteps of MV Agusta’s limited-edition 2024 LXP Orioli (500 units), first shown at EICMA back in the fall, is the Enduro Veloce that shares most of that model’s components and specs. With a fresh influx of cash and stability from Pierer Mobility AG (owners of KTM, Husqvarna, and GasGas)—who now has a majority 50.1 percent stake in MV Agusta—the door is wide open to get the famous Italian company back to profitability after decades of losses. The Enduro Veloce is the first new model to be revealed following the announcement.

Like its special-edition predecessor the LXP, the Enduro Veloce utilizes a new—and unique to the model range—931cc triple, a full suite of advanced electronics, and a chassis with top-shelf suspension and braking components. Of course, MV Agusta takes great pride in its styling and appearance, and the Enduro Veloce looks every bit like an Italian masterpiece.

Engine

The new liquid-cooled counterbalanced 931cc 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 with forged-aluminum, bridge-box-style pistons. Like the engines in all of MV’s latest-generation triples, the Enduro has a counterrotating crankshaft to cancel out the gyroscopic effects of the rotation of the wheels in an effort to improve handling. Not only is the engine very compact, but it only weighs a claimed 126 pounds.

Feeding the engine are a trio of 47mm throttle bodies and a single fuel injector per cylinder, all managed by the MVICS 2.1 system and Mikuni ride-by-wire throttle control. Downstream is a high-performance exhaust system and silencer that utilize a pair of catalyzers and an electronically controlled exhaust valve.

Power is transmitted to the rear wheel via a six-speed extractable gearbox and hydraulically actuated wet, multiplate clutch. Standard on the Enduro Veloce is the Electronically Assisted Shift 4.0 system that allows clutchless up- and downshifts.

Claimed power from the triple is rated at 124 hp at 10,000 rpm with 75 lb.-ft. of peak torque at 7,000 rpm. MV claims that 85 percent of the peak torque is available at 3,000 rpm. For reference, the 888cc triple in Triumph’s latest Tiger 900 makes a claimed 107 hp/66 lb.-ft.

Electronics

A complete suite of electronic rider aids is managed by a six-axis IMU and enabled by ride-by-wire throttle. The Enduro Veloce has four riding modes including Urban, Touring, Off-Road, and Custom All-Terrain. 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. Additionally, the owner can select in the menus which type of tires they are using (calibrated to either the road-oriented Bridgestone Battlax A41 or knobby AX41), which tailors the traction control specifically for the rubber being used.

Other rider aids include two levels of Engine Brake Control, Launch Control, Front Lift Control, and Rear Wheel Lift-Up Mitigation. The ABS system has a pair of settings: Level 1 has less intervention at the front wheel, no cornering functionality, and the rear is disengaged; 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 canceled by counterrotating the throttle, so the rider doesn’t have to dab the brakes.

A full-color 7-inch HD TFT display resides in the cockpit and offers both Bluetooth and Wi-Fi connectivity. The screen offers multiple display options and allows the brightness to be adjusted. The MV Ride app allows phone connectivity, route recording and sharing, and turn-by-turn navigation. Menu navigation is controlled by the left-bar-mounted control pod. Both control pods have LED backlighting for good visibility in all lighting conditions. The Enduro Veloce is equipped with full LED lighting and comes with keyless ignition.

Chassis

At the center of the Enduro Veloce’s chassis is a double cradle steel frame, removable steel subframe, and aluminum swingarm. The wheelbase measures 63.4 inches, which for reference is almost identical to Ducati’s DesertX (63.3 inches), but substantially longer than new cousin KTM’s 890 Adventure R (60.2 inches). MV Agusta doesn’t list the rake angle in its press materials, but trail measures 4.6 inches (also quite close to the DesertX). Claimed dry weight is 494 pounds, which is roughly 30 pounds heavier than its Bologna rival. 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.

Suspension is handled by Sachs units at each end. Up front is a 48mm inverted fork that is fully adjustable with preload, compression and rebound damping, and has 8.3 inches of travel. Out back, a fully adjustable monoshock features an easy-to-access, remote-preload-adjustment knob; travel is the same 8.3 inches. Off-road-oriented Takasago Excel tubeless rims measure 21 x 2.2 inches up front mounted with a 90/90-21 tire, while a 18 x 4-inch rim and 150/70-18 tire are used at the rear. The standard tire is the aforementioned Bridgestone Battlax A41 (while the AX41 knobby is optional).

Braking is handled by a pair of Brembo Stylema radial-mount, four-piston calipers and 320mm discs 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.

Conclusion

It will be really interesting to see how the MV stacks up against the packed field of middleweight adventure models. This class has grown in leaps and bounds over the years, with some of the models in this displacement range offering the most balanced performance in the entire ADV segment. Surely, the influx of capital from the Pierer Mobility group will do wonders for the famous Italian brand, but it will be interesting to see if MV Agusta maintains its independence under that umbrella, or eventually inherits platforms from its cousins in the same way Husky and GasGas have from KTM.

MV Agusta will offer a wide range of accessories for the Enduro Veloce, including aluminum side cases which come with waterproof inner bags, a range of protection bars, a skid plate, auxiliary lights, and a Termignoni slip-on exhaust silencer.

The Enduro Veloce will be available in one color scheme, Ago Red/Ago Silver, and will arrive in dealers in October of this year for $22,998. We’ll have a First Ride Review in the next few weeks after we throw a leg over the bike at its international press launch in Sardinia, Italy.

2024 MV Agusta Enduro Veloce Specs

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Indian Motorcycle has gone back to the drawing board and reemerged with an all-new Scout lineup for 2025. Dubbed the “Next Evolution of Indian Scout.” Referred to as the most important lineup since the brand was relaunched in 2013, the new family consists of the Scout Classic, Super Scout, Scout Bobber, Sport Scout, and 101 Scout—five uniquely styled machines that share similar bones, but a different look and feel.

Five 2025 Models:

• Scout Classic: Where heritage-inspired design meets the needs of today’s American cruiser rider—chrome, flared fenders, and wire wheels paired to a low seat height and relaxed ergonomics.
• Super Scout: Indian’s light touring option, the Super Scout follows in the Scout Classic’s tire tracks but adds saddlebags, a windshield, and passenger pegs for added highway comfort.

• Scout Bobber: Blacked out front to back with chopped bobber fenders and headlight casing, the Scout Bobber leans into the “everything you need, nothing you don’t” ethos of traditional bobbers. Big changes from an ergonomic and performance standpoint include a bobber-style seat and slammed, 2two-inch suspension.
• Sport Scout: The replacement for Indian’s mini-faired <a href="https://www.cycleworld.com/story/motorcycle-reviews/indian-scout-rogue-first-ride-review-2022/">Scout Rogue</a>, the Sport Scout is inspired by the West Coast scene and features 6six-inch moto-style handlebar risers and handlebars attached to machined triple clamps. Sportier handling and looks come from a taller, sport-style seat, quarter fairing, and larger, 19-inch front wheel.

• 101 Scout: An homage to the original 101 Scout, this performance-first version gets dedicated ECU tuning for more power, plus a fully adjustable front fork, adjustable piggyback rear shocks, and dual Brembo front discs. Other premium touches include a custom-stitched seat and exclusive paint. Like the Sport Scout, the 101 gets a 19-inch front wheel, plus six-inch moto style risers with machine highlights, machined triples, and moto handlebars.

The majority of 2025 Scouts will be available in three trim levels:

• Standard trim: Includes ABS, LED lighting, and an analog gauge with fuel level and fuel economy readouts. Not available on the Super Scout and 101 Scout.
• Limited trim: Adds to the Standard trim with premium badging and more tech, including traction control, cruise control, and a USB charger. Three selectable ride modes are available, including Sport, Standard, and Tour. Not Available for the Super Scout and 101 Scout.
• Limited + Tech trim: Indian’s top-of-the-line trim package adds a push-button keyless ignition and 4-inch, round touchscreen display with Ride Command, which opens the door to turn-by-turn navigation and more. Available on all models.

If you like American cruisers, and you like options, you’ve come to the right place. Only there’s a lot more to the bikes than just a few category-shifting styling touches, with Indian having revamped the chassis and engine that’s shared across the entire lineup. This is where all-new really takes shape.

2025 Indian Scout Overview

Saying the Scout is an important model to Indian Motorcycles would be a gross understatement. More than 100,000 models have been sold globally; Indian claims that 93 percent of Scout owners are new to Indian and 28 percent are new to motorcycling.

“This is often the first interaction with our brand,” says Ben Lindaman, Product Director at Indian Motorcycle. “If we get [customers] into our brand, and we give customers and riders a great experience, we know they’re going to stick with us. A lot of [our] growth is driven off the back of Scout.”

To better understand those customers and changing needs, Indian talked to owners, dealers, and customizers ahead of the Scout’s redesign. The takeaway? The new bike needed to stick to its iconic American styling while offering a balance of power and control while incorporating rider-aid technology—something that wasn’t heavily emphasized when the first-gen Scout was developed.

Importantly, all of this needed to be done while keeping the bike simple and easy to customize, with a focus on the engine and keeping the newly added electronics simple and in the background. This is an American cruiser that’s meant to be simple and straightforward, but still a step forward in terms of performance and tech.

2025 Indian Scout Engine

The redesign starts at the Scout’s larger, SpeedPlus 1250 engine, which produces a claimed 111 hp on the 101 Scout and 105 hp on other models, but 82 lb.-ft. of torque across all versions. That is a 5 to 11 hp bump compared to the outgoing, 1,133cc engine, with each version making a claimed 10 lb.-ft. more torque.

Indian says that it’s been able to smooth the torque curve so that there are no dips. The difference between the 101 Scout and other versions is solely in ECU tuning, meaning that any of the other four Scout models can be updated at the dealer to produce the full 111 hp. No word on costs for that just yet.

There are more changes internally and externally, with the SpeedPlus 1250 engine getting a cleaner, less industrial look. A slip/assist clutch reduces clutch lever effort and sound quality is said to be improved. Importantly, Indian has been able to reduce the radiator size by as much as 20 percent, making it appear visually lighter and cleaner.

2025 Indian Scout Chassis

Designers were able to take even more visual weight away by moving to a steel tube front frame and redesigning the aluminum center piece, the latter tasked with hiding more technology than before but offering an overall cleaner look. Out back you’ll find a new subframe, which is common across all models, making it easier to build accessories that fit across the lineup.

That steel tube component is important to the Scout’s design not only because of the visual impact but because of how much easier it’ll make customizing the bike.

“That’s something we heard again and again, from customizers but also customers that do a lot of work on their own bikes,” says Ola Stenegard, Director of Industrial Design for Indian Motorcycles. “An aluminum frame can be pretty daunting if you want to do custom work to it.”

Indian also touts size and approachability, claiming that the Scout has the lowest seat height in the class (25.7 inches for most models) and narrow stand-over, which will make it easy for shorter and new riders to feel comfortable on the Scout. The base package is 10 pounds lighter than the outgoing Scout, which also helps. The lightest option is the 522-pound Scout bobber, and the heaviest the 571-pound Super Scout.

Wheel sizes split the range: the Scout Classic, Super Scout, and Scout Bobber roll on 16-inch wheels front and rear, but the 101 Scout and Sport Scout get a 19-inch front. All bikes have a single, 298mm front brake disc, except for the 101 Scout, which gets dual 320mm discs.

The story is much the same as you move over to the suspension, with the Scout Classic, Sport Scout, and Super Scout are fitted with a 41mm fork with 4.7 inches of travel and dual, preload adjustable shocks with 3.0 inches of travel. The Scout Bobber uses the same fork but has dual shocks with 2.0 inches of travel, while the 101 Scout gets a fully adjustable, 43mm inverted fork with 5.9 inches of travel and fully adjustable, dual piggyback shocks with 3.0 inches of travel.

2025 Indian Scout Styling and Features

A newly designed tank and rear fender add new lines without losing the Scout identity. Stenegard says designers were “obsessed with the details—with the fit and finish of the bike.” The result is a premium finish for a lot of the outwardly visible components plus cables and wires that are tucked away. “We added a lot of technology, but we wanted to do it in a way where you didn’t see that technology,” Stenegard adds.

As mentioned, specific features do vary depending on model and trim package, with bikes like the Sport Scout and 101 Scout getting small, quarter fairings, and the Super Scout a pair of saddlebags to go with its quick-release  windshield.

Upgrading to the Limited trim gets you the aforementioned traction control, ride modes, and USB charger, while the Limited + Tech trim moves you from analog to a fully modern touchscreen display.

Consider also that the bike is now available with mid controls, Indian adding that there are a total of 32 ergonomic combinations across the Scout lineup and when dipping into its accessories catalog. There are over 100 family accessories available—in case you need more options.

Given the concept of easy customization, it’ll also be interesting to see what future custom builds will look like. Surely, we won’t have long to wait.

2025 Indian Scout Classic Specs

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Back at the EICMA show in Milan in November 2022 Brixton showed off its Storr concept bike, a 500cc twin-cylinder adventure bike with a style not that dissimilar to that of the Husqvarna Norden 901. Now the showroom version has broken cover in new type-approval documents that confirm its specifications and that it’s on the verge of production.

The Brixton brand isn’t sold in the USA yet but the company’s website claims that a Stateside dealer network is “coming soon.” When it does, the company’s rugged-looking Crossfire 500 models and the big Cromwell 1200 and 1200 X—which are like a cut-price Triumph Bonneville and Scrambler—are likely to be its spearhead.

The company is an unusual collaboration between Europe and China. Based in Austria as part of the KSR Group, its bikes are built in China by Gaokin. Its name is borrowed from Brixton, a district in London (even though the brand’s bikes aren’t currently sold in England) and the Storr takes its title from The Old Man of Storr, a towering rock formation on the Isle of Skye, off the Scottish coast.

When the Storr concept was first shown, technical details were few and far between, but the new type-approval confirms all the bike’s key dimensions and details. The engine is the same Gaokin-built, 486cc parallel twin that’s used in the Crossfire 500 models, with a peak of 47 hp. It’s one of many Chinese copies of the Honda CB500 motor, similar to the Honda both visually and in performance, and clearly positions the Storr as a rival to the Honda NX500 (the bike formerly known as the CB500X).

The engine sits in a steel tube chassis with suspension that appears to be made up of KYB components borrowed from the existing, scrambler-style Brixton Crossfire 500 XC. The type-approval paperwork puts the Storr’s wheelbase at 56.7 inches and the weight at 461 pounds wet. Brixton’s other models use brakes from Brembo subsidiary J.Juan, and the Storr is likely to do the same, with a single front disc and radial-mount four-piston caliper, assisted by Bosch ABS.

The bike’s styling is clearly tied to the Crossfire range, sharing the same horizontally split headlight design but adding an upper fairing and screen. That headlight bears the “Brixton” name in its center despite the Gaokin name on the side panel, and like the Crossfire models has Brixton’s signature “N, E, S, W” compass points around its edge.

The windshield is missing in the images accompanying the type approval, but its X-shaped mounting bracket is clearly visible. Like the original concept version, the production Storr uses unpainted black plastic for much of its upper front bodywork, preventing scratched paintwork, and the same parts form hollows on either side of the tank that can be filled with purpose-made soft storage bags, as demonstrated by the 2022 concept version.

Differences from the concept bike are few and far between, but we can see that the final model has new mirrors, a redesigned radiator cowl, and slight alterations to the bellypan protecting the exhaust. What doesn’t change is the portrait-oriented TFT dashboard, and some interesting elements including auxiliary lights built into the lower front edges of the fairing.

With no US dealers yet, it’s going to be a while before the Storr reaches these shores, but with the right price it could be an interesting addition to the market.

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If you were to draw a Venn diagram of the adventure bike category, CFMoto’s Ibex 450 would sit in the overlap between long-legged, tech-laden adventuring-touring giants like BMW’s R 1300 GS and lighter weight, less adventurous options like Kawasaki’s Versys-X 300, which act as an entry into the adventure-touring world. This is known in the motorcycling world as the ADV sweet spot—a place where midsized engines and svelte builds are paired with modern tech, a more affordable price tag, and at least some off-road chops. It’s where adventures become more exciting, but not yet overwhelming.

It’s also a place where, up until recently, you’d have found large holes in manufacturer lineups. There was no bridge between bigger, multicylinder rippers and simpler, less-refined small-displacement ADVs; you were either all in or just toes deep, with a chasm between options.

Bikes like KTM’s 890 Adventure, Aprilia’s Tuareg 660, Honda’s Transalp, Yamaha’s Ténéré 700, and Suzuki’s V-Strom 800DE have narrowed the gap, proving that less can in fact be more when it comes to off-road adventures. But if less is more, what’s a little more less? Can a 450cc twin narrow the gap even further without falling into the category of low-budget, entry-level ADV? And can a manufacturer really deliver what you need for just $6,500?

If the pearly whites peaking through our dust-covered grins are proof of anything (other than that it’s dry season in the Philippines), it’s that the Ibex 450 is anything but a cheap, low-budget alternative.

Related: CFMoto Ibex 450 First Look

2025 CFMoto Ibex 450 Engine

Key to the Ibex 450′s less-is-more design is its 449cc parallel twin with 270-degree crank—a modified version of what’s used in CFMoto’s 450NK and 450SS on-road bikes, with dedicated camshaft design, airbox, and exhaust for improved midrange. In Ibex form, CFMoto claims 44 hp at 8,500 rpm and 32.5 lb.-ft. of torque at 6,250 rpm, while touting a short-but-peaky torque curve compared to the NK’s flatter curve.

For better reference, KTM claims roughly 44 hp and 26 lb.-ft. for its to-be-confirmed 390 Adventure, and Royal Enfield 40 hp and 30 lb.-ft. for its 452cc single-cylinder Himalayan. Honda’s current-gen CB500X twin made 42 rear-wheel horsepower and 29 lb.-ft. when strapped to our Dynojet dyno, while the Ténéré 700 is a step up with a measured 61 hp and 42 lb.-ft. on that same dyno. Kove’s FSE 450R Rally is somewhere in the middle, with a claimed 52 hp and 31 lb.-ft. of torque.

We mention each of these bikes because the Ibex could realistically be considered alongside any; the whole point here is to bridge gaps.

Part of the 450′s flexibility comes from CFMoto’s beautiful-sounding twin, which makes sufficient power for light-to-moderate highway riding but has a more tractorlike power delivery compared to the 450NK we recently tested, making it better suited to off-road riding. There’s a slight hesitation from the cable-actuated throttle, but fueling is crisp beyond the initial opening and smooth, tractable power is laid down from as low as 3,000 rpm. This helps with lugging through deep sand or up hills without having to stress the engine, or yourself.

To drive that point home, CFMoto led us to a nearby off-road park and started layering obstacles on top of us. Tight, sandy turns pointed up a steep grade aren’t our definition of fun when it’s hot, humid, and dry, but the Ibex 450 powered through the stuff in a way that genuinely made us laugh. We had no business getting through the stuff as easily as the Ibex allowed us to—credit surprising amounts of traction and smooth power delivery.

Is the powertrain perfect? No, but the only real concern we had was with the clutch lever, which has a light, forearm-friendly pull but very little feedback at the engagement point. For newer riders and technical off-road riding, more feedback would be preferred to help find the friction zone. Even if it comes at the expense of a slightly heavier pull. On the plus side, you get adjustable clutch and brake levers—nice touches on a $6,500 bike.

2025 CFMoto Ibex 450 Chassis

More nice features come in the form of a fully adjustable KYB fork and preload/rebound-adjustable shock, each offering 8 inches of travel. Tubeless wheels are a thankful addition for anyone who didn’t grow up changing tubes trailside (or doesn’t want to) and come in 21- and 18-inch sizes, another nod to the Ibex’s off-road intentions.

The chassis is all-new, CFMoto suggesting that it borrowed at least some ideas from the KTM 790 Adventure, thanks to its partnership with Pierer Mobility AG, highlighting the cross-pollination between CFMoto and PMG. Similar to the Ténéré 700, the lower part of the Ibex’s frame can be removed for when working on the bike or if it was damaged on a ride and needs to be replaced.

Related: 2024 Royal Enfield Himalayan First Ride Review UPDATED w/Pricing

There are a couple of other tricks behind the Ibex’s fairings, including a two-position shock linkage, which enables you to lower the rear of the bike and drop the seat height from 32.3 to 31.5 inches. A taller accessory seat raises seat height to 34.3 inches.

Packaging and overall dimensions are more like the full-size Ténéré 700 than the smaller KTM 390 Adventure, with handling somewhere in between. The bike is lightweight, neutral, and easy to steer through ruts or slick, dusty corners, with plenty in reserve to make quick line changes when a rock (or stray dog) suddenly emerges from the dust. Both regular occurrences in the hills outside El Nido. In technical, slow-speed riding, the bike is balanced and easy to stay on top of. It’s fun and lively, but not in an on-edge way.

On the other hand, stock suspension isn’t refined and is too stiff in the initial part of the stroke, causing the bike to deflect off rocks and sharp-edged bumps. This lessens as the pace picks up and you put more load into the suspension, but you never get rid of the “busy” sensation caused by the fork. Expect to spend time getting the suspension dialed in if you plan on doing much off-road riding.

The story is pretty much the same on the road; the bike is agile and capable of being ridden all day without wearing your body out, but rides low in the rear and is a few suspension tweaks away from giving you the front-end confidence needed to rail through corners. The broken-up asphalt sprinkled around El Nido, Palawan, didn’t encourage aggressive riding, and we politely obliged.

An added benefit of the mellow speeds we toured El Nido at is that the riding never overwhelmed the J.Juan brakes, which consist of a single four-piston caliper and 320mm disc up front, and single-piston caliper biting on a 240mm disc out back. Braking power is plenty good for casual riding, but a numbness through the initial part of the lever pull zaps some confidence during spirited riding.

2025 CFMoto Ibex 450 Electronics and Other Features

Rider aids include switchable ABS and traction control, both of which can be turned off via an easy-to-reach switch on the left side of the handlebar or adjusted independently of one another through the 5-inch TFT. There are no ride modes or cruise control, meaning fine-tuned performance comes down to your throttle hand. ABS intervention leans toward aggressive, but the traction control system is nice in that it reacts quickly and efficiently once the tire breaks loose. These are things you have to get right in 2024, and for the most part CFMoto has, even if there aren’t layers of settings for either system.

Related: 2024 Yamaha Ténéré 700 First Ride Review

Kudos also go to the easily adjustable windscreen and folding mirrors, which can be rotated inward so that your arms don’t hit them while standing up. Doing so is actually encouraged, it seems; whereas the rider triangle for most entry-level and on-road adventure bikes makes standing up feel awkward, the Ibex’s pegs and handlebar are nicely positioned for any type of riding.

The only ergonomic-related problem was that for us, at 6-foot-3, our knees were in constant contact with the far-reaching (and sharp) edges of the wide, 4.6-gallon tank. Moving back in the saddle was a Band-Aid, but easy enough to get used to, and in every other way we appreciated the space and layout of the Ibex’s cockpit. Comfort, fit and finish, and styling transcend the price.

Final Thoughts

CFMoto’s Ibex 450 has more going for it than just an attractive price tag. It’s a fun and capable motorcycle—period—with the ability to make adventure riding more accessible to more people.

Is the bike perfect? No, but the engine is entertaining and the chassis quite good, with only a few hardware tweaks needed for the bike to go from filling a void in the category to completely disrupting the space. Already, it sits closer to the larger and more expensive middleweight adventure bikes than you might expect, with enough character and performance to keep you entertained for much longer than less adventurous, entry-level machines.

That right there is the beauty of a smaller bike playing in the ADV sweet spot.

2025 CFMoto Ibex 450 Specs

Gearbox

Helmet: Arai XD4

Jacket: Rev’It Tornado 2

Pants: Rev’It Tornado 2

Gloves: Spidi X-Force

Boots: Alpinestars Tech 7 Enduro Drystar

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When Triumph released the new Trident for 2021, it revived one of the most famous model names in its history. To pay more respect to its glorious past, Triumph is now releasing a special-edition Trident that pays homage to Slippery Sam, the works production-racer T150 Trident that claimed five consecutive production-class victories at the Isle of Man TT from 1971–1975.

The 2025 Triumph Trident Triple Tribute features a Slippery Sam–inspired white, blue, and red color scheme, in addition to a bellypan, color-matched fly screen, and a bidirectional quickshifter as standard. The Trident Triple Tribute will be produced for one year only. At $8,595, it’s—amazingly—the same price as the current base model.

We think the color scheme looks mint and is a nice tip of the hat to the most famous Triumph roadracer of all time. One of three works production racers built in 1970, Slippery Sam earned its nickname at the Bol d’Or 24 Hours thanks to a malfunctioning oil pump that coated its rider and tires in the slippery black stuff. A British motorcycle leaking oil in the 1970s was, umm, not exactly unheard of, but Sam’s somewhat dubious nickname would soon become the stuff of legend. In 1971, with the great Tony Jefferies behind the bars, Sam lapped the Snaefell Mountain Course with a best lap average of 98.38 mph, earning its first of five consecutive wins. A rule change after the 1975 TT outlawed models older than five years old, ending Sam’s run, but not its legacy.

Ironically, Slippery Sam’s glory came at the nadir of the British motorcycle industry’s sufferings. Norton Villiers Triumph (NVT), who owned Norton, BSA, and Triumph, was put into receivership at the end of 1975. And just like that, the Trident legacy abruptly ended.

When Hinckley Triumph revived the Trident name, it began to write the missing chapters of a story that ended prematurely. So far, it’s been a great narrative. According to Paul Stroud, Triumph’s chief commercial officer, the Trident 660 has sold more than 35,600 units worldwide since its introduction.

The 660cc triple produces a claimed 81 hp at 10,250 rpm and 47 lb.-ft. of torque at 6,250 rpm. With a 31.7-inch seat height and a claimed wet weight of 417 pounds, the Trident immediately found its lane in the supercompetitive middleweight streetbike category.

The Trident uses a tubular steel frame, Showa front fork and Showa monoshock (adjustable for preload), and Nissin-branded brakes to maximize bang for the buck. Cast aluminum 17-inch wheels come wrapped in Michelin Road 5 tires. In terms of electronics, the Trident doesn’t disappoint: ABS, switchable traction control, two ride modes, and an LCD and TFT display help bring an old name into the modern era.

Hinckley Triumph has consistently done a good job of capitalizing on the brand’s history, drawing lines from its storied past to endow its current models with a strong identity. Even for customers who may not be interested in racing history, the Trident Triple Tribute comes with value added. And that paint scheme is sure to stand out on the showroom floor.

2025 Triumph Trident Triple Tribute Specs

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Ups

• Fantastic inline-three engine.
• Priced at just over $9,000.
• Beautiful and modern styling.

Downs

• Suspension has only minimal adjustability.
• Those looking for “Supersport” performance will be disappointed.
• A bit on the heavy side compared to competition.

Verdict

Triumph sportbike enthusiasts looking for a fully faired machine haven’t had too many options over the past few years, but the Hinkley-based company has jumped back into the market with the Daytona 660. This real-world middleweight model forgoes the hardcore Supersport-homologation formula and attempts to make a sportbike that’s as happy commuting or running errands as tackling fun twisty roads.

Overview

The Daytona 660 is largely based on the naked Trident 660 with a similar frame and chassis. And although the two bikes share a similar engine platform, the unit in the Daytona has been upgraded for more power and torque than the one in the Trident. The two bikes also differ in terms of chassis geometry and dimensions, while the Daytona’s ergonomics are much more sportbike oriented.

Updates for 2025

The Daytona 660 is a brand-new model available in April of 2024 as an early release 2025 model for the US and Canadian markets.

Pricing and Variants

For 2025, the Daytona 660 is available in three colors: Snowdonia White/Sapphire Black ($9,195), Carnival Red/Sapphire Black ($9,320), or Satin Granite/Satin Jet Black ($9,320).

Competition

The middleweight sportbike class is exploding with a new generation of practical models that are designed to be more versatile than the hardcore Supersport bikes that ruled the class for 30 years. Bikes like the new Suzuki GSX-8R, Yamaha YZF-R7, Aprilia RS 660, Kawasaki Ninja 650, and Honda CBR650 are the Triumph’s primary competitors.

Powertrain: Engine, Transmission, and Performance

The engine that powers the brand-new Daytona 660 is similar to the units in the Trident 660 and Tiger Sport 660, but has been altered for this application. In an effort to generate more performance than the unit in the Trident, a new crankshaft, new pistons and wrist pins, a new cylinder head with larger exhaust valves, and a different exhaust cam provide more lift than the unit in the Trident. The Trident’s single throttle body is replaced by a trio of 44mm units and a larger airbox. According to Triumph, these changes, and its increased redline (now set 20 percent higher at 12,650 rpm), have bumped horsepower to 94 at 11,250 rpm, which is a 17 percent increase over the Trident. Torque is also up, now at 51 lb.-ft., peaking at 8,250 rpm.

“The 660 instantly shows what a versatile and flexible engine it is,” Editor-at-Large Blake Conner said in his First Ride Review. “Torque is easily accessible right off the bottom, requiring very few revs to get rolling as you feed out the light, cable-actuated clutch lever. In this environment the engine purrs along smoothly and is incredibly easy to ride in urban stop and go. With such a flat torque curve, you can short-shift through the gearbox for a super-relaxed ride.

“But don’t let the engine’s mellow low-rev nature fool you; snap the bike up out of a corner when a straight opens up in front of you and it wakes up instantly. Revs build in a very smooth but aggressive manner when you grab a handful of throttle. This engine really provides the best attributes of its parallel-twin competition down low, but pulls and spins much more aggressively than those machines do up top.”

Chassis and Handling

The Daytona 660 is a much more simple machine than the last-generation 2017 Daytona 675R, with a steel frame and fabricated steel swingarm instead of the R’s aluminum unit. The Daytona has a 56.1-inch wheelbase with front end geometry measuring 23.8 degrees of rake and 3.2 inches of trail. Suspension includes a Showa SFF-BP fork without any provisions for adjustment, while at the rear is a Showa monoshock with preload adjustability. Travel measures 4.3 inches front and 5.1 at the rear.

“Around town where broken pavement, speed humps, and potholes are aplenty, the suspension provides a soft and forgiving ride,” Conner said. “In this environment, there is very little to complain about. The bike is comfortable without dishing out the type of overly harsh ride quality that trackworthy suspension sometimes delivers. The same can be said once you hit a twisty road at a moderate pace where the suspension still offers a comfortable ride. Get really aggressive and you start to find the limitations of the suspension setup.”

Brakes

The Daytona 660 gets a pair of house-branded radial-mount four-piston brake calipers with 310mm discs and stainless steel brake lines up front. At the rear are a single-piston caliper and 220mm disc. ABS comes as standard and isn’t switchable.

“Overall, the braking system, like the suspension, performs well right up to the spiciest of attack modes,” Conner said. “Around town there is nothing to complain about; it’s only when you dial up the aggression that you yearn for just a bit more power and bite from the front calipers.”

Fuel Economy and Real-World MPG

We haven’t had the opportunity to record fuel-mileage as of this writing.

Ergonomics: Comfort and Utility

The Daytona 660′s riding position is very comfortable for a sportbike, with the handlebars mounted above the top triple clamp and providing a more upright seating position that doesn’t dump your weight onto your wrists. Compared to the Trident’s even more upright cockpit, the Daytona’s bars are more than 4 inches lower, narrower, and set a bit more forward. The standard seat height is set at a reasonable 31.9 inches, offering a comfortable and not overly cramped relationship with the footpegs, which put your knees at a gentle bend. In the Triumph accessory catalog there is a low seat option that drops the height to 31.3 inches.

“The cockpit is roomy, allowing you to move around to get comfortable but to also position your body and hang off when cornering,” Conner added. “Around town, the seat is low enough, and the bike narrow enough between the knees to allow a firm footing at stops, at least for this 5-foot-11 tester. Like the bike’s overall target, the ergonomics are sporty without being unforgiving and purely track focused, which in this class is the new standard.”

Electronics

The Triumph Daytona 660 has a simple but effective rider-aid suite. It utilizes ride-by-wire throttle control, enabling three different ride modes: Sport, Road, and Rain. Additionally, the Daytona has switchable traction control and two options for the throttle map including Road and Sport.

“If there is a consistent fact about European roads, it’s that you can pretty much guarantee that roundabouts will be slick with diesel fuel residue,” Conner said after his ride in Spain. “Thankfully the Daytona 660′s traction control effectively intervenes when necessary otherwise we’d likely have been skittled off to the ditch on a couple of occasions.”

Warranty and Maintenance Coverage

Triumph includes a standard 24-month warranty with its on-road models.

Quality

Despite our limited time with this bike so far, fit and finish and the quality of components specified for the Daytona 660 appear to be very good considering the bike’s budget-oriented focus.

2025 Triumph Daytona 660 Specs

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Ups

• Save the planet. Ride a Grom. Honda claims it achieves 166.5 mpg.
• Light weight, low seat height, and less than 10 hp make it Neverland’s moto of choice.
• At $3,599, you can afford it from cash earned on your summer paper route.

Downs

• The lighthearted Grom may pressure you into acting like a kid.
• It’s not the only minimoto on the block anymore.

Verdict

The little Grom is a big deal. It sells in huge numbers, it’s cheap, and gets, like, three times better gas mileage than a Toyota Prius. Plus, it’s so fun to ride that it appeals to every demographic.

Overview

Ten years ago, Honda all but started the modern minimoto phenomenon with the introduction of the Grom, a cutesy get-about with 12-inch wheels, a sub-10 hp single-cylinder engine, and ergos designed to fit an adult. You’d think that would be a recipe for a niche product if ever there was one…but no. Between its introduction in 2014 and its most recent update in 2022, Honda sold more than 750,000 of them worldwide.

If one were to identify the most significant trends in motorcycling of the last decade, the proliferation of minimotos would definitely make the list. By tapping into the unserious side of motorcycling, the Grom resonates with a broad demographic. It’s as easy to imagine a college student rushing to class on one as it is a bunch of retired boomers spending their wintry weekends racing them in a homegrown ice racing championship.

The Grom is as approachable as any motorcycle currently on the market. But in the case of the Grom, “approachable” is a euphemism for rowdy. Seriously, it’s so, ahem, “approachable” it may turn you into a subversive hooligan. That’s because light weight, a low seat height, and a no-thank-you helping of horsepower inspire youthful exuberance.

If altruism is more your bag, Honda claims the Grom achieves 166.5 mpg. So, yeah. Save the planet. Ride a Grom. And then do burnouts in front of Al Gore’s earthship.

Updates for 2024

The third-generation Grom, introduced in 2022, is unchanged for 2024.

Pricing and Variants

The Grom is available in three versions. The base model ($3,599) is available in three colors: Blue Raspberry, Pearl White, and Nitric Orange. For $100 more, the Grom SP includes a special graphics package. The Grom ABS ($3,799) includes ABS, but is only available in Pearl White.

Honda also offers a series of accessory graphics kits, including a Grom-ish riff on HRC livery.

Competition

The Grom’s success has inspired lots of competition, chief among them the Kawasaki Z125 Pro ($3,649–$3,849). There’s not a lot between them, but the Honda does have a lower seat height (30.0 inches compared to 31.7 inches), and a five-speed transmission (the Kawasaki has a four-speed box). Compared to the Honda, the Kawasaki’s 125cc engine is oversquare (larger bore, shorter stroke), but performance figures are very close between both bikes. The Z125 Pro is currently not available with ABS.

CFMoto brings two 126cc minimotos to the party. The Papio CL ($3,299) is a scrambler version complete with 12-inch knobby-ish tires, while the Papio SS ($3,299) is a retro-sport version that has some serious 1985 GSX-R750 vibes. Both bikes have six-speed transmissions, but at 251 pounds (claimed), they’re roughly 27 pounds heavier than the Grom, though part of that is down to the 0.3 gallon of extra fuel sloshing around in the larger fuel tank. ABS comes standard.

The Benelli TNT 135 ($3,199–$3,269) is the brute of the minimoto world with a 134.7cc engine, producing a claimed 11.3 hp and 7.4 lb.-ft. of torque. While the quoted torque figure is about the same as the competition, the horsepower number is 1.3 more than the Honda’s. There’s no replacement for displacement, even in the minimoto realm. Including a full 1.9-gallon fuel tank, the Benelli weighs a claimed 255 pounds. Benelli, an iconic Italian marque, though now owned by China’s SSR Motorsports, gives the TNT 135 its own style with a trellis frame and upswept exhaust.

The Grom faces serious competition from within its own ranks. Honda has expanded its minimoto lineup to include the Z50A-styled Monkey ($4,299); the Super Cub C125 ($3,899), the latest version of the highest-selling motor vehicle of all time; and the nostalgic Trail125 ($4,099), all of which are powered by the Grom’s 124cc SOHC engine. The Monkey, however, is the only one that shares the Grom’s shrink-wrapped style and 12-inch wheels (after all, it’s basically a restyled Grom). The other models are mini in displacement and weight, but compete less directly with the Grom.

And then there’s Honda’s Navi, which undercuts the whole lot of them. Under being the operative word here. If the Grom is minimoto, the Navi is micro-moto. At $1,807, it’s by far the least expensive motorcycle here. At a claimed 234 pounds it’s (just barely) the lightest. And its 109cc engine is the smallest-displacement engine in the club. The Navi’s no-shift automatic CVT transmission ups the accessibility factor, but may make it less appealing to the enthusiast crowd. With a plastic cubby where a larger engine would typically reside, the Navi is oddly practical despite its size.

With loads of competition, the Grom is almost a victim of its own success. Except as the progenitor of the modern minimoto phenomenon, the Grom name arguably carries the most cachet. Plus, loads of aftermarket options and easily removable bodywork make it a go-to for customization.

Powertrain: Engine, Transmission, and Performance

The Grom uses a SOHC 124cc four-stroke single that produces a claimed 9.7 hp at 7,000 rpm and 7.7 lb.-ft. at 5,500 rpm.

Beginning with the 2022 version, Honda updated the engine to make it more fuel efficient and easier to maintain for novice wrench spinners. A slightly longer stroke and smaller bore, as well as a compression ratio bump from 9.3:1 to 10.0:1, increases the engine’s torquey feel and responsiveness. The addition of a fifth gear and revised final drive gearing helped boost roll-on performance while making top-speed cruising more comfortable. Win, win. In real-world testing, the new fifth gear feels almost like an overdrive. Maintaining momentum up steep hills will require downshifting to fourth—or even third—gear.

On level ground, with an average-sized rider on board, the Grom will hit around 60 mph. While 9.7 hp isn’t a lot, as we noted in our first ride review of the original Grom, it’s “plenty to get the holeshot on unsuspecting Camrys.”

Chassis and Handling

The Honda Grom uses a nonadjustable 31mm inverted fork with 3.9 inches of travel and a single preload-adjustable shock with 4.1 inches of travel.

At around-town speeds, the suspension is perfectly adequate. But as the engine reaches its speed limit, so does suspension performance. But you really can’t complain, considering the Grom costs less than $4,000. For the average use case, the setup works just fine. If you’re the kind of person who’s taking your Grom to a local kart track, you’re probably planning on replacing suspension components anyway.

Brakes

The Grom has a dual-piston caliper and a 220mm disc in the front, and a single-piston caliper and 190mm disc in the rear.

Given the bike’s light weight, its dual-piston caliper grips the front rotor with plenty of strength that gives a solid feel at the lever. ABS models feature an Inertial Measurement Unit (IMU).

Fuel Economy and Real-World MPG

Honda claims the Grom achieves 166.5 mpg. Our tester averaged 103 mpg, but he was admittedly heavy-handed with the throttle and weighs nigh on 200 pounds.

Ergonomics: Comfort and Utility

With a 30-inch seat height, the Grom is one of the most approachable motorcycles on the market. The 2022 update included a more comfortable seat. Despite its small stature, the ergonomics aren’t shrunken so even tall riders can get comfy.

The Grom is one of the most economical bikes to own. It’s inexpensive to buy new, cheap to run, cheap to maintain, and cheap to insure. We’re not saying that a 124cc single-cylinder engine is the answer to the world’s energy crisis, but if we replaced all of Silicon Valley’s Teslas with Groms, the world would be, if nothing else, more fun.

Electronics

With fuel-injection, an LCD dash, and available ABS, the Grom has all it needs.

H2: Warranty and Maintenance Coverage

The Grom has a one-year unlimited-mileage warranty with extended coverage available through HondaCare Protection Plan.

Quality

From lawn mowers and generators to decades of XRs and CRFs, Honda’s little air-cooled singles are practically a backbone of modern civilization. That might be a stretch, but seriously, Honda is renowned for building bulletproof small-capacity engines. The Grom is reliable and backed by a robust dealer network. Fit and finish isn’t flashy, but it’s tidy and built to last.

2024 Honda Grom Specs

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Back in 2004 the cruiser market was in all-out warfare as companies battled to have ever-larger engines. Honda’s VTX1800 and Kawasaki’s VN2000 dwarfed the Harleys of the era. Then Triumph emerged with a vast 2.3-liter triple in the Rocket III and in a stroke ended the argument: It had the world’s biggest purpose-made motorcycle engine and has held on to that title ever since.

With an inline engine layout reminiscent of pre-war Excelsior Hendersons or Indian Fours, the Rocket was unlike any Triumph before it and despite the British company’s obsession with heritage and focus on the ever-growing Bonneville range, the Rocket kept a spot in the lineup. Come 2019 an all-new version, now called Rocket 3 instead of Rocket III and packing an even bigger 2,458cc triple in a much lighter aluminum chassis, shifted the bike’s focus toward more muscular, modern cruisers like the Ducati Diavel. Power rose to 165 hp, backed by 163 lb.-ft. of torque and a limited-edition run of 750 exclusive, handmade Rocket 3 TFC machines pushed power higher still to 180 hp.

Now, 20 years after the Rocket III’s debut, there’s a new version: the Rocket 3 Storm. Like that limited-edition TFC version from 2019, it gets 180 hp—3 hp more than the current holder of the “most powerful Triumph” crown, the Speed Triple 1200, making it Triumph’s most powerful mass-made motorcycle. It’s always been the torquiest Triumph, too, courtesy of that vast engine capacity.

Like its predecessor, the Rocket 3 Storm comes in two flavors. The R is the more aggressive-looking variant, with lower, forward-set bars and mid-mounted pegs, while the GT takes a more relaxed approach with pulled-back bars, a small screen, a lower seat, and forward foot controls. Both have the same performance and chassis setups, with the GT paying just a slight weight penalty for its extra equipment, coming in at 706 pounds compared to 699 pounds for the R.

Perhaps illustrating how under-stressed that vast three-cylinder engine is, the extra 15 hp gained by the 2024 Rocket 3 Storm models comes purely through changes to the engine management. These tweaks raise the peak revs, with the max power now arriving at 7,000 rpm instead of 6,000 rpm. Maximum torque is also slightly up at 166 lb.-ft. but arrives at the same 4,000 rpm as the previous model. The engine tweaks also ensure the bike meets the latest Euro 5+ emissions limits in Europe, slightly reducing its CO2 output.

The chassis is unchanged, with the same aluminum frame bolted to a fully adjustable Showa 47mm USD fork and a single-sided swingarm with an offset Showa piggyback reservoir monoshock, also fully adjustable for compression and preload damping as well as preload. It’s the same story with the carryover brake setup, which was already impressive thanks to Brembo Stylema M4.30 four-piston radial front calipers on dual 320mm discs, backed up by yet another four-pot caliper—this time an M4.32—at the rear on a 300mm rotor. Cornering ABS is standard thanks to a six-axis IMU, which also enables several levels of cornering traction control and four riding modes.

Other equipment includes cruise control and hill-hold control as well as keyless ignition, and the GT has heated grips as standard. The same grips are optional on the R, and both models can be personalized with an array of different bars, seats, foot controls, screens, and luggage options. On the tech side, an up/down quickshifter, a phone connectivity module for on-dash navigation and media, and a tire pressure monitoring system are all available as extras.

Visually, the Rocket 3 Storm models take on a murdered-out style, swapping chrome and brushed or polished aluminum finishes for satin blacks on the hydroformed exhausts, which retain their distinctive three-muffler layout with one on the left and two on the right. New wheels save a couple of pounds of unsprung mass, giving a disproportionate benefit to handling, but retain the dimensions of the previous model with a 150/860-17 front and 240/50-16 rear. Metzeler Cruisetec tires replace the Avon Cobra Chromes of the earlier generation.

Each version of the bike gets three two-tone color options: red, blue or gray, each combined with black, but the pairs of colors are inverted on the GT. Despite the extra 15 hp, the price increase for 2024 is a fairly modest $1,200, pushing the Rocket 3 Storm R to $24,995 and the Storm GT to $25,795.

Rocket 3 Storm Specs

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Standard? Scrambler? Naked? Whatever you want to call Husky’s shape-shifting middleweight, it could never be referred to as a twin. Well, no more; the single-cylinder-equipped bike formerly known as the Svartpilen 701 that disappeared for a couple of years is now back in a bigger, more powerful iteration, propelled by a parallel-twin engine and weighing in at 399 pounds, as we confirmed earlier this month.

It’s still the brand’s largest-displacement street model, and Husqvarna is calling the 2024 Svartpilen 801 “brand new,” but in fact, the spec sheet reveals striking similarities to the KTM 790 Duke, featuring the same LC8c engine stuffed into a steel frame and cast alloy swingarm suspended by WP Apex components; it’s just wrapped in the futuristic flat-trackery style seen on the other ‘Pilen models in the range. If that formula sounds familiar, it’s because Husky’s original Svartpilen 701 was based on another similarly displaced KTM: the 690 Duke. The scenario isn’t all that unusual when you consider the two companies both live under the same umbrella.

Related: Husqvarna Svartpilen 801 Sneak Peek

As for this 799cc version of the KTM LC8c parallel twin, according to Husky it makes 105 hp at 9,250 rpm, with a claimed torque peak of 64 lb.-ft. (though the latter is tagged to the 790 Duke and the prototype rather than this production model). The company says the lightweight engine weighs only 114.6 pounds without oil and has been designed to extend service intervals to 15,000 kilometers (9,321 miles).

In other words, there’s not much new under the hood, but a quick glance suggests that the Svartpilen’s skeleton—-if not its entire outward appearance—has been tweaked.

Gone, for instance, is the distinctive trellis of the Gen 1 bike, replaced by a simpler steel frame with a more dynamic angle at the rear but still with that distinct division between the frame and subframe. Husky touts the simplicity of that one-piece cast aluminum subframe, saying the absence of plastic covers reduces weight, with the airbox sitting entirely inside the subframe. The trellis may be gone, but the triangular shapes in the new subframe were inspired by those previous models, and allow for the side air intakes to offer wider openings to take in more cool air.

The list of visual tweaks also includes a cleaner-looking and higher-set muffler, a lower, reshaped two-piece seat, and a bigger tank with a different profile. The slimmer bodywork has sharper edges and a tighter, refined flow, culminating at the revised front LED headlight arrangement with a light ring around the circumference. Reversible handlebar mounts provide two handlebar mounting positions with an adjustment range of 7mm (front to rear) and now there’s even an updated 5-inch color TFT display set above. Gone too are the fusty spoked wheels, with the Svartpilen now wearing more modern (and lighter) cast hoops shod with streetable Pirelli MT 60 RS rubber. From what we can discern, the distance between the tires is shorter too; 54.6 inches as opposed to 56.5 on the 2020 model. Taken together, all those updates combine to give the ‘24 Svartpilen 801 a fresher, more contemporary feel.

Related: 2022 Husqvarna Norden 901 First Ride

Suspending the newish frame are the familiar WP Apex 43mm upside-down cartridge fork with 5.5 inches of travel and a split damping function; compression and rebound can be adjusted using the easy-access five-step clickers located on top of the fork tube. Out back is a WP Apex monoshock that’s directly linked to the aluminum swingarm, and featuring adjustable spring preload and rebound damping (with included tools).

The braking arrangement is a straight swap from the Duke too, with J.Juan components and dual floating 300mm discs clamped by four-piston calipers at the front, and a 240mm brake disc actuated by a two-piston floating caliper at the rear, both enhanced by a corner-sensitive Bosch ABS system (that can be deactivated at the rear). Advanced riders can toggle on a Supermoto ABS mode for a heightened level of braking feel and a closer connection with the road.

This newest ‘Pilen is also outfitted by a robust set of rider aids, like Husky’s motorsport-derived Easy Shift function, which allows for clutchless shifts of the six-speed transmission, as well as the Power Assist Slipper Clutch (PASC) system, which maximizes rear wheel grip under hard deceleration. You also get adjustable Motorcycle Traction Control (MTC) and cornering ABS, along with Street, Rain, and Sport ride modes included as standard; the optional Dynamic Pack adds Motor Slip Regulation (MSR) for controlled deceleration with the Anti-Wheelie mode limiting the maximum wheelie angle.

Naturally, there’s an app for even more functionality if you want to tether your phone. The Ride Husqvarna Motorcycles app enables phone and music functions, as well as turn-by-turn navigation and route planning, most available to be displayed on the TFT dashboard.

At its debut in 2019, the first-gen Svartpilen was understandably pilloried for a high markup (compared with the 690 Duke) and perhaps Husky took notes this time around; MSRP for the US version of the 2024 Svartpilen 801 is $10,899, a bit more on par with KTM’s 790 Duke, which carries a 2024 MSRP of $9,499. The company says the bike will be available in several colors, but it didn’t spell them out; as far as we can tell it’ll be silver/black and blue/black, but don’t quote us on that. Since it is a global release, Husqvarna says the 2024 Svartpilen 801 will start to be available in April of 2024, though it won’t hit US dealers until June 2024.

Now it seems like all we have to do is wait for the corresponding Vitpilen 801.

2024 Husqvarna Svartpilen 801 Technical Specs

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Royal Enfield’s INT 650 and Continental GT 650 models weren’t begging for an update. Introduced in 2019, these models lean into classic styling and approachability rather than cutting-edge performance—so major changes are not expected to come incredibly often. As the company’s bestselling models for the last five years, customers have proven to agree with our assessment of the pair: One does not need huge amounts of power or expensive technology to experience pure motorcycling joy. So when RE invited us to Los Angeles to test the newly updated 2024 twins, we were eager to see and experience those updates, but also hoping that the company hadn’t done too much to the platform that has already proven to be so successful.

We met up with Royal Enfield’s team at The Motoring Club—which is exactly what it sounds like: a club for automotive enthusiasts. The space is large, open, and well designed. A large disco ball floats over a blue BMW 2002 in the center of the room. Patrons sit along the outer walls with their heads buried in laptops. Christian Klien’s Red Bull F1 car sits next to a lawn-mower-engine powered go-kart in a similar style. It’s a lovely mix of things to look at, do, or just ignore completely while you try to get some work done. In the back is a members-only section where a new Continental GT and INT 650 sat waiting.

Changes for 2024

The INT 650 is a standard motorcycle with a rounded gas tank and a straight, classic line from the bottom of the tank and through the flat two-up seat. The Continental GT shares the same frame, suspension, engine, and braking components, but in a cafe-racer-inspired style with a more squared-off gas tank, solo cafe seat, and more aggressive tucked-in ergonomics. These two models see updates already found on  the 2024 Super Meteor and Shotgun 650 like cast aluminum switch housings and LED lighting, which are small but key components that do make the bikes feel higher quality.

Each model now comes in two new blacked-out paint schemes, and the INT 650 adds two new colors to its traditional chrome-finished lineup. All models, blacked-out or traditional, now feature adjustable clutch and front brake levers, new Ceat tires, and improved seat designs with upgraded foam-mesh padding.

On the Road: INT 650

We left The Motoring Club as a group, moving quickly through Los Angeles traffic and on to the highly congested I-10 freeway. First up was the INT 650 in the new Barcelona Blue variant, featuring a sunset gradient on the tank and nicely done metalflake base paint. Enfield describes the INT as a beach cruiser, but it feels more like a traditional retro standard than any sort of cruiser. Seating position is upright and comfortable, exactly what you expect when you envision a modern standard. Most riders will have a short reach to the handlebars and knees at a close-to-90-degree angle, comfortable and relaxed but ready and in control.

Merging onto the highway, and being in California, we made our way to the fast lane to start splitting through traffic. With no changes to the platform’s engine or chassis, the ride was just as expected. The engine thumped along, rich in character but not buzzy, and responding to a twist of the throttle with satisfying haste from the 648cc SOHC air/oil-cooled parallel twin—just right for a classically styled standard, not too much and nowhere near too little.

Turning off of the highway and following Mulholland Drive, we arrived at the Rock Store, an old stagecoach stop turned motorcycle hangout that’s only open on the weekends. Two gas pumps sit in front of the store, now just relics with meters that only reach 9.99 gallons and $.99, because who could ever need more than 10 gallons of gas and there’s no way it could ever cost more than a dollar a gallon. Kicking tires while taking a break,  most riders in attendance favored the traditional chrome finishes over the new blacked-out style while Royal Enfield’s marketing leader strategically dropped the words “muscle” and “attitude,” to sway us otherwise. Choice in style is a good thing, and RE isn’t wrong to offer options for those not into chrome.

I swapped keys for a Continental GT in Slipstream Blue, which features black base paint, white fenders, and a badging graphic with blue gradient detailing.

On the Road: Continental GT

Continental GT models look and feel custom, with racier ergonomics that will not fit everyone—including this tester. At 6-foot-4, I am just too big for clip-ons and rearset foot controls on this chassis and it wasn’t even 20 minutes before shoulder and hip pains started to set in. But I represent less than 2 percent of American males, so most riders will find themselves better suited for this setup. Once again, it’s nice to have choices in Royal Enfield’s 650cc lineup.

As we descended Malibu’s canyons, the sun was settling into the Pacific Ocean, and the INT and Conti made it easy to relax and enjoy the scenery. Seating on prior models was somewhat stiff but not uncomfortable. Now, the updated INT 650 seat is plush, adding more comfort to the upright ride. We were only able to test an aftermarket touring seat on the GT; it’s a medium-firm pad that is high quality. Handling on both models is intuitive and no part of the standard 650′s ride is demanding of super focus attention at any moment. Keep your head up, cruise along, and soak in the scenery. Play some music in your headset—or enjoy the P-twin’s exhaust note. For either an experienced rider or someone who’s newer to riding, these bikes are easy to enjoy.

The changes we see for 2024 offer a new style and more variety on platforms that we know and love. Prices of $6,849 for the newly blacked-out INT 650 and $7,149 for the GT model are within easily acceptable margins from previous base prices, and new Cali Green and Canyon Red models are only $6,149 with chrome and spoked wheels.

Making our way back through Venice Beach to The Motoring Club at 4 p.m., we were met with LA’s dreaded rush hour. Traffic was, as always, a pain, but the bike’s easygoing character meant no stress or complication in the route. Back at The Motoring Club, interested car enthusiasts stopped to check out the bikes. Passing by at 30 mph, we could be a vintage club. We’re not quite that cool, but our ride-to-wrench ratio is certainly better.

Verdict

In the end, these are amazing bikes for the price tag. If you want options, you now have more of them. Pieces you need and use every day, like switch housings and a headlight, are now higher quality without passing on a great price increase to the customer. So it’s exactly what we wanted: subtle improvements while ample character, ease of use, and affordability we value so highly in these two models remain.

2024 Royal Enfield INT 650 and Continental GT 650 Specs

Gearbox

Helmet: Arai Signet-X

Gloves: Alpinestars Morph Street

Jacket: Aether Apparel Mulholland

Boots: Red Wing Iron Ranger

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One of the first actions Harley-Davidson undertook in 2021 after scrapping its “More Roads” strategy was to launch the Icons Collection, a limited-production line of motorcycles celebrating its iconic motorcycles and past designs. To qualify for the collection, the bikes would only be produced once in limited numbers and be priced reasonably, with each model celebrating a significant motorcycle or technology in Harley-Davidson’s past.

Needless to say, Harley’s got a significantly deep catalog of candidates to draw from, and with the 2024 FLI Hydra-Glide Revival, the latest Icons bike, The Motor Company specifically calls out the 75th anniversary of the 1949 Hydra-Glide suspension for its E and F models. The 1949 Hydra-Glide was notable for its hydraulic telescopic fork (hence the name “Hydra”), which signaled a shift away from the springer front end on previous bikes—an impactful move at the time. And when Harley unveiled the new Revival at Daytona Bike Week, we were able to have a brisk chat with Director of Motorcycle Design Bjorn Shuster before jumping on the bike for a quick ride up the coast.

Related: 2024 Harley-Davidson Hydra-Glide Revival First Look

Officially, the Hydra-Glide Revival borrows its styling cues most heavily from the ‘56 FLH Hydra-Glide, though Shuster says the Icons bikes are “not meant to be verbatim, literal replicas of any one model” but rather a celebration of a time period. The Revival bike also presented an opportunity for the company to incorporate some of the new postwar industrial design aesthetics that were starting to creep into the popular culture at the time.

The classic two-tone red and white “slash” paint scheme on the current Hydra, for example, is inspired by the 1956 models, as is the classic medallion tank badge, which prominently features a large “V” to signify the V-twin design, also a common element for the time. Stylized Hydra-Glide font on the chrome-trimmed front fender echoes the period look.

Even the experience of sitting in the cockpit has echoes of the past with the tank-mounted analog-look round gauge wearing font ripped right from the ‘50s designs. There are a lot of textures at play on this Revival bike, and the dished solo seat goes all in with fringed leather valance with chrome studs and conchos, and a chrome rail to frame the contrast-stitched padding. And looking through that two-tone detachable windshield, color matched to the tank, is definitely a ride back to another time.

Other period touches include a drum-look front brake with a chrome cover, which obscures the thoroughly modern disc lurking on the other side of the wheel, and a Screamin’ Eagle Hi-Flow pan-style air cleaner wedged between the jugs on the completely modern Milwaukee-Eight 114ci V-twin engine.

That’s right, you won’t find a 74ci Panhead motor here; the Hydra-Glide Revival is based almost entirely on the current Heritage Classic, so under the 5-gallon fuel tank is a 1,868cc mill good for a claimed 94 hp at 4,750 rpm and 119 lb.-ft. of torque at 3,000 revs. In an unusual move, Harley decided not to badge the motor as such, which gives it an even more retro appeal. As usual, owners can further pump up the power with Screamin’ Eagle accessories.

If the standout feature of the original Hydra-Glide was its hydraulic damped front suspension, the Revival’s underpinnings are pure modern-day Softail, with a 49mm Showa dual-bending valve telescopic fork and a preload-adjustable shock hidden under the rear fender. The spoke wheels, tires, and brakes are straight off the Heritage Classic too. In keeping with the Icons theme, electronics on the Revival are minimal, though you still get the basics like ABS, cruise control, LED lighting, and locking saddlebags that are all found on the factory production Heritage, just stylized to pay homage to the past.

Shuster says the Hydra-Glide time period appealed to the team for its cultural significance, but certain visual elements like the long primary case, teardrop tanks, and pushrod arrangement have been a signature feature of Harleys for decades. So things didn’t need to look that different in 2024 to trigger that nostalgic remembrance of the past. The downside to the Hydra-Glide’s well-sorted thoroughly throwback vibe is the constant attention of other riders especially at stoplights or gas stations. “What year is that thing?” was a constant refrain we heard, as lookie-loos rolled up to squint at what they thought was a resto-mod or full-on vintage bike.

We’ve been on the Heritage platform countless times, so this bike, despite all the adornments and finery, felt like an old friend, with the composed manners, excellent ride quality, and enviable stability we’ve come to expect from that bike. Whether in low-speed turns or at extra-legal Florida highway speeds, the Hydra/Heritage is solid, well damped, and affords good protection thanks to the taller-than-stock shield. Ergonomics are near Goldilocks-level-right (for my 5-foot-7 frame, anyway), and you really can’t underestimate just how comfortable the Heritage is. With plenty of power, ample storage, good comfort, and decent protection, there’s not much to quibble about using this model as a donor bike.

At the end of the day, the Hydra-Glide Revival toes the line between retro and modern pretty well. It manages to wear its period trappings authentically without feeling stuck in the past, choosing to highlight certain cues without going too hard on the nostalgia angle (depending on your fringe bias). This bike makes no bones about its theme, but underneath the rose-colored windshield lies a thoroughly competent motorcycle, with well-sorted components that have a proven track record for comfort and performance.

Add to this a buy-in price that’s not outrageously steep—$24,999, or just $2,500 more than a base Heritage Classic—-and things start to look even better (provided the styling appeals to you). Also consider that just 1,750 units of the Hydra-Glide Revival will be built, all numbered and serialized, and we see no reason the latest Revival won’t sell as well as the first three (the series has been wildly successful, according to H-D insiders).

Side note: In a happy coincidence, the Hydra-Glide is making its way to dealerships just before the release of the BikeRiders movie, a period flick set in 1950s Detroit starring Tom Hardy, which recounts the antics of an outlaw biker club, many of them riding Hydra-Glides. Harley reps swear it’s just a coincidence.

2024 Harley-Davidson Hydra Glide Revival Specs

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