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Harley-Davidson Factory Rider Kyle Wyman Snags Double Daytona Victories to Open 2024 King of the Baggers Race Season (Harley-Davidson/)Harley-Davidson Press Release: Harley-Davidson® Factory Racing rider Kyle Wyman scored a Daytona double by winning the first two MotoAmerica Mission King of the Baggers races of the 2024 season at Daytona International Speedway in Daytona Beach, Florida. Harley-Davidson® Factory Racing rider James Rispoli finished in third place in both races. Wyman and Rispoli were aboard the team’s new race-prepared 2024 Road Glide® motorcycles. Team Saddlemen rider Cory West rode a race-prepared Harley-Davidson® Pan America® 1250 Special motorcycle to victory and topped an all-Harley podium in the Mission Super Hooligan race on Saturday. Team Saddlemen rider Jake Lewis finished second, and Gator Harley/KWR rider Cody Wyman was third completing the sweep. West also finished in third place in the Super Hooligan race on Friday and leads the series points after two of 10 scheduled rounds. The first King of the Baggers race on Friday saw a thundering pack of 17 bagger race motorcycles topping 185 mph on the high-banked oval portion of the 3.52-mile Daytona International Speedway road course. Wyman and Rispoli were part of a four-bike group that battled for the lead for the entire race and started the last of six laps separated by less than one second. Wyman had been quick through the backstraight chicane all race and on the last lap got a strong drive out of the final corner to pass Factory Indian rider Troy Herfoss for the lead heading onto the last section of the oval. Wyman had enough momentum to hold off Herfoss and Rispoli across the finish line with a 0.018 second advantage over Herfoss and 0.137 second over Rispoli. Defending King of the Baggers series champion Hayden Gillim finished fourth on the RevZilla/Vance & Hines Harley-Davidson Road Glide, 0.837 seconds behind Wyman. “On that last lap we were just about parked, but I refused to pass to lead the race until the moment it counted,” said Wyman. “I saw a window coming out of the chicane and was just able to hold them off for the win.” The second King of the Baggers race on Saturday saw Wyman, Rispoli, Herfoss, Gillim, and Factory Indian rider Tyler O’Hara break away from the pack early in the race and swap positions on each lap. On the final lap, Herfoss gapped Wyman on the back stretch but braked late and over-shot the entry to the chicane, giving Wyman an opportunity to pounce. Wyman again got a strong drive onto the last section of the high-bank oval and was able to out-run Herfoss to the finish by 0.137 seconds. Rispoli finished 1.518 seconds back in third place. “I was in survival mode on the last lap,” said Wyman. “I lost my quick-shifter and I was going to be happy to finish second, but Herfoss gave me a chance and we made it work. Hats off to my entire Harley-Davidson crew for all their hard work this weekend.” “What an unreal weekend,” said Rispoli. “There was so much nervousness before the races. So, it was a massive relief to get two podiums in my first weekend with the Factory Harley-Davidson team. I am so stoked for the entire team, and I know we will be a force for the future rounds.” After 2 of 18 rounds in the 2024 MotoAmerica Mission King of the Baggers series Kyle Wyman leads with 50 points. Herfoss is second with 40 points, followed by Rispoli with 32 points and Gillim with 24 points. Harley-Davidson® Factory Racing returns to action at the Red Bull Grand Prix of The Americas, April 12-13 at the Circuit of The Americas in Austin, Texas. The Mission King of the Baggers series features race-prepared American V-Twin touring motorcycles. Harley-Davidson® Factory Racing Road Glide® motorcycles are powered by modified Screamin’ Eagle® Milwaukee-Eight® 131 Performance Crate Engines. The team bikes also feature upgraded suspension components, including Screamin’ Eagle/Öhlins Remote Reservoir Rear Shocks, plus competition exhaust, race tires and lightweight bodywork. Harley-Davidson® Factory Racing is sponsored by Mission® Foods, Rockford Fosgate®, Brembo®, Öhlins®, Protolabs®, SYN3® lubricants, and Screamin’ Eagle® Performance Parts and Accessories. MotoAmerica King of the Baggers Race Results – Daytona International Speedway Race 1 Kyle Wyman (H-D) Harley-Davidson Factory RacingTroy Herfoss (Ind) S&S/Indian MotorcycleJames Rispoli (H-D) Harley-Davidson Factory RacingHayden Gillim (H-D) RevZilla/Vance & Hines Harley-DavidsonRocco Landers (H-D) RevZilla/Vance & Hines Harley-DavidsonKyle Ohnsorg (Ind) RydFast RacingBobby Fong (Ind) SDI/Roland Sands RacingTravis Wyman (H-D) Saddleman/Harley-DavidsonMax Flinders (Ind) Mad Monkey MotorsportsTyler O’Hara (Ind) S&S/Indian MotorcycleMotoAmerica King of the Baggers Race Results – Daytona International Speedway Race 2 Kyle Wyman (H-D) Harley-Davidson Factory RacingTroy Herfoss (Ind) S&S/Indian MotorcycleJames Rispoli (H-D) Harley-Davidson Factory RacingTyler O’Hara (Ind) S&S/Indian MotorcycleHayden Gillim (H-D) RevZilla/Vance & Hines Harley-DavidsonKyle Ohnsorg (Ind) RydFast RacingJake Lewis (H-D) Saddleman/Harley-DavidsonCory West (H-D) Saddleman/Harley-DavidsonTravis Wyman (H-D) Saddleman/Harley-DavidsonRocco Landers (H-D) RevZilla/Vance & Hines Harley-DavidsonMax Flinders (Ind) Mad Monkey MotorsportsJesse Janisch (H-D) Suburban Motors H-D/Slyfox/Trask PerformanceZachary Schumacher (H-D) Nowaskey Extreme PerformanceGunnar Ouellette (H-D) Trask PerformanceRuben Xaus (H-D) Feuling PartsSource

The Brabus and KTM collaboration continues with an upcoming trio of models similar to the 1300 R Masterpiece Edition seen here. (Brabus/)Brabus has been a name synonymous with modified Mercedes since the late ‘70s but made the leap to two wheels with the Brabus 1300 R in 2022 and has found there’s plenty of customers prepared to pay high prices for a Brabus-branded bike. Now the company has filed three trademark applications for new Brabus 1400 R models—essentially confirming its collaboration with KTM is set to extend with more Super Duke–based bikes. The original Brabus 1300 R was based on the KTM 1290 Super Duke Evo, adopting its engine and chassis (unaltered) and wrapping them in distinct styling that included a round headlight borrowed from Husqvarna. The first generation was made in a limited run of 154 bikes (77 in red and 77 in black) to mark the company’s foundation in 1977. Despite a price equivalent to nearly $45,000 and no performance advantage over the $19,000 Super Duke Evo it was based on, all 154 were sold within two minutes of the order book opening. The original Brabus 1300 R. (Brabus/)Unsurprising, then, that Brabus added a second-generation version of the bike in 2023, the 1300 R Edition 23, with production increased to 290 examples. Again, these were split 50/50 between two colors, Superblack and Stealth Gray, and there were tweaks to the styling including a new headlight cowl and air intakes. Once again, they were snapped up fast, and Brabus launched the third version, the 1300 R Masterpiece Edition, just a few months later. This was more exclusive with just 50 made, 25 in white and 25 in black, and Brabus promised it was the last in the line. The latest Brabus is based on KTM’s new-for-2024 1390 Super Duke. (KTM/)Now, of course, the KTM 1290 Super Duke is gone, replaced for 2024 by the 1390 Super Duke, so there’s scope for Brabus to do it all over again with a line of bikes using the updated 1,350cc LC8 V-twin engine from the new model. Complete with a shiftcam-style variable valve timing and lift system, the new motor puts out a claimed 190 hp at 10,000 rpm and 107 lb.-ft. at 8,000 rpm, up from 177 hp and 103 lb.-ft. That engine, along with the latest Super Duke Evo’s chassis, suspension, and brakes, is sure to be the underpinnings of the new generation of Brabus bikes. The three trademark applications filed so far suggest that Brabus might be looking at the same idea as before, of offering three separate runs of bikes. The first trademark is for the name Brabus 1300 R Rocket. “Rocket” is a title that Brabus already applies to some of its limited-edition, high-end Mercedes cars so it’s a logical way to connect the two- and four-wheeled output of the brand. We’ve already seen with the Ducati Streetfighter Lamborghini and Diavel for Bentley limited-edition bikes that there’s an appetite from collectors to buy bikes that match their high-end automobiles. But it’s not hard to imagine that Triumph, which already sells bikes using the name Rocket, might object to Brabus’ plans to make a Rocket-branded motorcycle. We’ll have to wait and see whether the trademark application gets approved. The second trademark application is for the term “Brabus 1400 R Signature.” Again, Brabus already uses the term “Signature” on its existing output, but for its range of high-end boats rather than its cars. Nothing says you’ve got money to spare more than an exotic boat, except perhaps having a matching motorcycle to go with it. Finally, at least for the moment, there’s the trademark application for the title “Brabus 1400 Tailor Made.” The Tailor Made name digs back into the past for Brabus, as the company made a line of expensive, modified versions of the Smart ForTwo minicar under the same branding back in 2010. Source

Marco Melandri says current two-time MotoGP champ Pecco Bagnaia is his pick for the winner in 2024. (MotoGP/)The 2024 MotoGP season kicks off this weekend in Qatar with some fixed points and many question marks. Pecco Bagnaia is the clear favorite, but there is a lot to look forward to in 2024. There is no doubt that the debut of Marc Márquez on the Italian bike will reshuffle the cards. This is the biggest storyline to keep an eye on, but who is the underdog or which teammate drama is most likely to explode? Looking at the manufacturers, KTM is closing the gap on Ducati, and Aprilia is stronger than last year; Honda and Yamaha are determined to return to their golden eras. We asked former MotoGP rider Marco Melandri to make an analysis of the 2024 MotoGP grid. In his career, he rode for Aprilia in the 250cc championship, and Honda and Ducati in MotoGP. He has commented on MotoGP for Spanish broadcaster DAZN; nowadays he follows MotoGP, but also enjoys his other two passions: electric mountain bike racing and playing music as a DJ in cool places. The Man to Beat “Ducati factory rider Pecco Bagnaia takes the start as the man to beat, I see him even stronger than in the past 2022 and 2023 seasons. Mentally, he seems fully recovered from the difficult crash he suffered in Barcelona last year. He is mature and aware of his two titles. When he is on the bike, he seems to have everything under control. The recent renewal of his contract with Ducati for two more seasons (2025–2026) gives an extra boost of confidence and allows him to be fully focused on the current season.” Related: MotoGP’s Latest Race Team: Trackhouse Racing Will Bagnaia make it a three-peat in MotoGP and add a fourth ring to his collection? (MotoGP/)The Number One Rival “I see Pecco’s most dangerous rival in Enea Bastianini. Last year was a season to forget for him, but already in the winter test we saw that the 2024 Ducati suits him very well. This season could be his year.” Enea Bastianini looked good in the winter test; he might be Bagnaia’s biggest rival. (MotoGP/)The Other Side of the Red Army “It won’t be an easy season for Jorge Martín. After his incredible fight for the title and the second position in championship, he expected a promotion in the Ducati factory team. this hasn’t happened so I smell a lot of frustration. Despite there was a moment last year when he was the fastest rider, he has realized that he cannot aim to win the title in a satellite team. Jorge has the speed and I think he gets along very well with the Pramac team, but I feel a separation in the air. I think he will leave Pramac at the end of the season for the Ducati factory team or another manufacturer.” Jorge Martín will be in the fight, but it is difficult to win on a satellite team. (MotoGP/)Márquez on Ducati “Marc Márquez did so well in the Valencia test that he seemed ready to win. We need to consider that historically he is unbeatable in Valencia, Austin, and Sachsenring, so his debut on the Ducati was really impressive. At winter tests in Malaysia and Qatar we could see the bigger picture: Marc is still riding the Ducati as a Honda. The concept of these two bikes are diametrically opposed. The Ducati has so much grip that you need to use the rear also when entering the corner. Honda is the opposite, everything is about the front, and you ride it with the front.” Marc Márquez impressed in Valencia on the Ducati, but the true answer to his success will come this weekend. (MotoGP/)Dark Horses to Keep an Eye On “Fabio Di Giannantonio is living a magic momentum: He finished the season very well and he has started the new one in the same way. He is joining the VR46 team alongside Marco Bezzecchi. In 2023 Bezz had an incredible start to the season, then he struggled more. Bezz and Digia make a nice duo, they can win some races.” Melandri says Fabio Di Giannantonio and Marco Bezzechi make a great team. (MotoGP/)“I would also keep an eye on Pedro Acosta. He is the most talented rookie since Marc Márquez entered the class. He is fast but he needs to gain experience. I think that he is not prepared when some technical issues arise.” KTM and Aprilia “I think KTM is the only manufacturer that can seriously challenge Ducati. [Brad] Binder is very strong, but he is not so consistent. [Jack] Miller is fast, but only for some laps. Aprilia has improved and they can win some races, but there are too many ups and downs. More consistency is needed, both on the side of the technical package and the riders.” Related: Aprilia Racing Bosses Talk 2024 MotoGP Season Red Bull KTM is one of the stronger rivals to the Ducati machine. (MotoGP/)Honda “They will make progress with the new development opportunities available to them by the concessions. The question is how long it will take. Honda worked hard in the winter and built a machine that looks very different; bigger and longer. They are determined to return competitively. They lost Márquez, but lining up not the fastest guy could turn positive. It can be an extra motivation to work harder. Honda HRC have reacted very promptly. I think they made the right choice signing Luca Marini. His future in Ducati was not so bright so it was a great occasion also for him. Luca is very precise in his technical feedback and will race alongside [Joan] Mir. I have always liked Joan a lot. I hope that these last difficult years with Honda and the frustrations haven’t affected him too much.” Joan Mir and Luca Marini along with all of HRC have extra motivation to get the Honda to the front. (MotoGP/)Yamaha “Fabio Quartararo is one of the strongest guys on the grid, but I think Yamaha is still too conservative. I see them too focused on two areas: the maximum power and the grip on the rear. This risks affecting what have always been Yamaha’s strengths: an agile machine and the closing of the corner.” Is Yamaha too focused on power and rear grip at the expense of agility? (MotoGP/)The 2024 Title “Pecco Bagnaia is the clear favorite, but I see in the title fight also Marc Márquez, Enea Bastianini, Jorge Martín, and Brad Binder.” 2024 Qatar Podium “I would say Bastianini, Bagnaia, Binder. In this order? Why not! I see Enea particularly strong at Losail.” It’s clear Bagnaia is the favorite in 2024, but his competition and even his teammate will not make it easy for him. (MotoGP/)Source

Alpinestars Launches Tech-Air 3 Leather and Canvas Vests (Alpinestars/)Alpinestars Press Release: Today Alpinestars is launching the new Tech-Air® 3 Leather & Canvas vests at the legendary Daytona Bike Week. Alpinestars’ packable autonomous Airbag System is designed to ideally be worn over a motorcycle jacket, but can be worn under the jacket as well, providing effective and practical protection for V-Twin riders, touring riders, urban city commuters, and weekend warriors who want to ride protected. The latest addition to the Alpinestars’ Tech-Air® family, Tech-Air® 3 Leather & Canvas Systems enable riders of all disciplines to benefit from a standalone, wearable garment featuring all the protection that Tech-Air® delivers, regardless of the bike they ride, or the style of riding they do. Engineered to be worn in all weather conditions, the Tech-Air® 3 System’s lightweight construction and packable design allow it to be quickly folded up and stowed in a backpack, saddle bag, top case, or pannier when not in use. Both the Leather and Canvas Systems’ outer chassis design also provides openings to allow customization through the sewing of patches or embroidery, if desired. AI TECHNOLOGY AND CRASH MONITORING PERFORMANCE The state-of-the-art Tech-Air® System uses an advanced crash detection algorithm that leverages AI to deploy the airbag precisely when needed. The Leather and Canvas Tech-Air® 3 incorporates 6 integrated sensors (1 triaxial accelerometer and 1 triaxial gyroscope) to provide the best crash monitoring performance and active airbag protection in a variety of dynamic street riding scenarios, even when stopped. An LED display on the front chest indicates the airbag’s operational status. The LED display also incorporates a haptic alert, which vibrates to confirm the System is armed and alerts the rider when the battery is running low. PROTECTION Alpinestars’ crash detection triggering algorithm has been developed and refined over millions of miles of riding data and thousands of crashes, allowing the system to accurately assess when to deploy the airbag ahead of an impact or other dangerous situations like a lowside or highside crash. In the event the Tech-Air® 3 detects the start of a crash, the System will activate the protective airbag in milliseconds, providing upper body protection, and reducing up to 95% of the impact energy transferred to the rider anywhere the airbag protects, which includes the full chest and back. SYSTEM OPERATIONAL STATUS A discretely hidden but easily visible LED display on the front chest indicates the Airbag System’s operational status and incorporates a haptic alert, which vibrates to confirm the System is armed, as well as alerts the rider when the battery is running low. Bluetooth connectivity to a Tech-Air® App allows monitoring of both the System’s operational status and battery status and mapping of your journey via MyRide. TECH-AIR® APP AND SYSTEM SOFTWARE UPDATES When it comes to other features and benefits, the Tech-Air® 3 Leather & Canvas Systems are Bluetooth-enabled, allowing riders to easily update their System with new releases of the software via the free Tech-Air® App. Additionally, there is a wide variety of functionalities within the App, giving riders the ability to check System status, consult the User Manual, and record their rides on an enhanced Google map, just to name a few. Regarding battery life, a fully charged battery will provide the system with 40 hours of active ride time. A low battery will fully charge in about 4 hours; charging the battery for approximately 1 hour will provide approximately 8-10 hours of riding time. Stylish, practical and secure, the Leather and Canvas Tech-Air® 3 vests suit any rider seeking the highest levels of active protection. Wear it over or under your jacket (provided that the jacket offers room to accommodate the inflation of the airbag) for peace of mind on every ride. Source

The 2024 Honda XR650L ($6,999). (Honda/)Honda introduces new graphics on XR650L for 2024. An icon in the dual sport segment since 1993, the Honda XR650L has received few mechanical changes in its 31-year history. The 644cc SOHC air-cooled single-cylinder engine is known to be tried, true, and dependable like a hammer. In 2023, the 644cc air-cooled single-cylinder engine produced 34.05 hp and 31.42 lb.-ft. of torque on the <i>Cycle World</i> dyno. (2023 model shown.) (Jeff Allen/)This big-bore (100mm bore and 82mm stroke) thumper is fed by a 43.2mm constant-velocity (CV) carburetor and matched with a five-speed transmission. A gear-driven counterbalancer reduces vibration. On the Cycle World Dynojet 250i dynamometer, the 2023 Honda XR650L produced 34.05 hp at 6,120 rpm and 31.42 lb.-ft. of torque at 5,320 rpm. With no changes other than the addition of a blue stripe on the gas tank (2.8 gallons), expect the 2024 model to produce similar power figures. Related: Honda XR650L - Best Used Bikes Sometimes less is more. The XR650L’s dash displays an analog speedometer, odometer, tripmeter, and a few indicator lights. (2023 model shown.) (Jeff Allen/)Chassis components remain the same from the prior model years. The 2024 Honda XR650L maintains a 43mm telescopic Showa fork with compression damping adjustability and 11.6 inches of travel, a fully adjustable Pro-Link Showa shock with 11 inches of travel, and a semi-double-cradle steel frame. The brake system features a familiar dual-piston caliper with a 256mm disc up front, and a single-piston caliper with a 220mm disc at the rear. Full-size off-road wheels (21 front, 18 rear) provide a variety of tire options for all types of users. A dual-piston Nissin caliper pinches on a 256mm disc. (2023 model shown.) (Jeff Allen/)For 2024, the Honda XR650L receives only a minor styling update: red and blue stripes on the tank replace red and black. Although this is not big news, it is good news. Another year of the XR continues the legacy of a dual sport with rich history. In an era of high-performance, technical electronics and water-cooling, the Honda XR650L provides simplicity that many riders appreciate and even prefer. Whether you are working in the garage or out on the trail, the air-cooled thumper’s analog engineering is easy to navigate. In motorcycling, it's not always about what you're on. It only matters that you're out riding. (2023 model shown.) (Jeff Allen/)Source

It appears that the QJMotor SRT600 will replace the SRT550, using a higher-performance engine and upgraded chassis components. (QJMotor/)China’s QJMotor churns out new and updated models at an insane rate at the moment as it scrambles to elevate itself to global competitiveness against established rivals. The latest type-approval information from China shows a set of new SRT600 adventure bikes that look set to supersede the existing SRT550 machines. The QJMotor SRT550, which itself is a big-bore version of the preceding SRT500, is a cornerstone not only of QJMotor’s range but also the broader Qianjiang empire. Its engine and chassis are essentially shared with the Benelli TRK 502 and, until its cancellation, were also to be used by MV Agusta for the Lucky Explorer 5.5 that was first shown in 2021. As such, a change to the QJMotor machine could also be indicative of upcoming redesigns for Benelli, at the very least. Type-approval documents for the new SRT600 show that while it wears “600″ badges and has a “QJ600″ code name, it actually uses the same 554cc capacity of the existing bike’s parallel twin. Despite that, the peak power listed on the new type approvals shows a huge increase from 47 hp for the existing SRT550 to 60 hp for the SRT600 version. That’s the same power level that QJMotor gets from its version of the engine used in its SRK550RR and RS sportbikes, suggesting it’s simply transplanted the higher-spec unit into the adventure bike. Related: The Chinese Connection Documentation shows a few different versions with either wire-spoked or cast wheels, but in the same sizes. (QJMotor/)That’s combined with a weight reduction from 518 pounds to 485 pounds, and again that seems to be down to borrowing elements from the SRK550 sportbikes. The steel tube frame, while largely hidden in the images, appears to match the design used on the SRK models rather than the existing SRT550′s version, though elements like the seat subframe are different. When it comes to appearance, the new model is a substantial step forward, ditching the rather derivative look of the SRT550—which sticks to adventure bike stereotypes including a large “beak” and twin, side-by-side headlights—for something a bit more individual. The new design is more like the look that the company introduced recently on its SVT650 (a 75-hp V-twin adventure bike) with a bluff, beakless nose and vertically stacked lights. On the new SRT600, those lights are assisted by no fewer than eight separate LED units on either side, which appear to be an integral part of the bodywork rather than auxiliary lamps. Related: New V-4 for Benelli Radial-mount Brembo calipers are used on the different variations of the SRT600. This version forgoes the aluminum luggage and centerstand. (QJMotor/)Other elements worth noting include Brembo radial-mount brake calipers, plus the fact that the company has registered four distinct variants of the machine, two with luggage and crash protection and two more basic versions, each with a choice of wire-spoked or cast wheels. Both wheel types are the same sizes, with a 110/80-19 front and 150/70-17 rear. Since QJMotor now has distribution across the globe, including a North American importer, there’s a good chance that once the SRT600 is officially revealed it could reach these shores. Related: QJMotor Superbike Source

KTM’s 2024 390 Duke is a hoot on twisting mountain roads. (KTM/)If there’s one major manufacturer that irrefutably looks out for the kids, it is KTM. For the Austrian factory, its entry-level machinery is every bit as important as its range-topping flagships. Big or small, a KTM has to be “Ready to Race.” It’s a philosophy that works. KTMs look young and feel young, and the smaller-capacity bikes aimed at new riders generally have a sporting authenticity. Just like the 990 Duke and 1390 Super Duke R Evo, the 390 Duke gets a refresh for 2024. (KTM/)For 2024 the Duke and Super Duke range of sporting nakeds get a refresh, and it’s therefore no surprise that the enduring, entry-level 390 has been lavished with as much attention and development as its big-cube siblings. There’s a distinctive new frame, a much-modified LC4c single-cylinder engine, and sharper looks, including a redesigned LED headlight pattern that will present a new-look face across the whole range. As ever, KTM’s targets for this “90 percent new” model were more power and more agility. Bigger bangs, sharper handling. Starting with those bangs, capacity of the LC4c has gone up from 373cc to 399cc via a 4mm-longer stroke (though, in keeping with the larger redesign ethos, the cylinder head is more compact than before). Peak power is up fractionally from 43 hp to 44.3 hp (thus staying within European A2 license regulations) but arrives 1,000 rpm earlier at 8,500 rpm, while peak torque is up to 28.8 lb.-ft. at 7,000 rpm from 25.8 lb.-ft. at 7,250 rpm. Related: Beginner’s Guide To Motorcycles A new LED headlight is similar to those found on the larger-displacement Dukes. (KTM/)On the street those numbers translate to extra punch. The new 390 is notably lively off the throttle but also spins with a new fluidity, making its speed without the need to go to the rev limiter. Cruising at 80 mph is now more relaxed, while around town, at lower revs, it’s supersmooth for a single, purring like a kitten as it darts between columns of lumbering cars. Engine It’s a sweetly balanced unit, the LC4c, and between 4,000 rpm and 8,000 rpm is, for its 399cc—seriously flexible too, generating midrange drive strong enough to surprise the usual Sunday afternoon warriors. And if the mood takes you—and let’s face it, kids will be kids—the hard-working single doesn’t object to being revved out to the limiter in each gear. The six-speed gearbox could be slicker but with the rider tucked an indicated 106 mph is easily accessible, possibly a little more in favorable conditions. Annoyingly the Quickshifter+ fitted to our test machine is only an optional extra, but in line with KTM’s ethos of loading its smaller bikes with the unruly credibility of their larger siblings, the 2024 KTM 390 Duke does come to market with lean-sensitive rider aids, traction control, and ABS, plus launch control and a pit-lane limiter. Admittedly the latter is more likely to be used in speed-restricted zones than at Laguna, but the cornering TC and ABS are genuine assets for newer riders. For the more experienced, the rider aids can be turned off (a Supermoto ABS setting allows you to lock the rear but still have ABS active on the front) because KTM wanted the Duke to be both fun and safe. Lean-sensitive TC and ABS keep the smallest Duke moving in the right direction. (KTM/)There are three riding modes to choose from: Track, Sport, and Rain. These can be selected on the move and are clearly shown on a smart new 5-inch TFT dash. Track mode changes the dash’s layout to a clutter-free race display and sharpens the throttle response. Most of our road-only test was spent in the smoother and more rounded Sport mode, and with the TC off, was able to admire the torquier new 390′s ability to wheelie. Chassis KTM claims the 390′s revamped chassis gives better torsional rigidity and feedback than the older machine. That’s thanks to a new steel trellis frame that’s noticeably slimmer than before and a new cast aluminum subframe. New wheels are 9.5 pounds lighter than before (what, we wonder, were the old rims made of?) and with a full tank of gas, the 390 remains at a featherweight 364 pounds overall. New wheels cut nearly 10 pounds from the 390 Duke’s unsprung weight. (KTM/)The original 390′s banana-style swingarm returns, while higher-spec WP Apex suspension adjustable for both rebound and compression at the front, and for rebound and preload at the rear, replaces the nonadjustable units of the outgoing 390. The rear shock is adjustable for preload and rebound. (KTM/)Brakes retain the 2023 bike’s single, radial-mount four-piston ByBre caliper with a 320mm disc at the front and two-pot caliper paired to 240mm disc at the rear, although both are relocated to the right side of the machine for styling purposes. Handling Out in the stunning hills near Malaga in southern Spain, the chassis updates are as obvious as those to the engine. The Apex fork generates sporty feedback and control, and performs well above the bike’s sub-$6,300 price tag. That new side- and directly-mounted shock feels a little firm at the bottom of its stroke, something exacerbated by a thin seat. A thin seat does wear on the rider fairly quickly—this is not a touring motorcycle, no doubt. (KTM/)The steering is, of course, supremely light, the turn-in to the apex so quick and accurate—so addictive on twisty asphalt!—you begin to wonder why anyone bothers with bigger, heavier machines. Crucially, the 390 is reassuringly stable at speed, and not at all flighty like some lightweights can be. Michelin Power 6 tires are a solid choice of rubber, but fit some sticky racetrack tires and the 390 Duke would indeed be ready to race. Brakes Even the brakes, reportedly unchanged, feel sharper and better. This might be down to the superb feedback from the new fork, or perhaps, the much-reduced unsprung weight of the new wheels. Either way, they match the chassis’ finessed agility, working hard with just a gentle squeeze on the lever. Meanwhile, the lean-sensitive ABS isn’t too intrusive while being a huge safety net for new riders. ABS isn’t too intrusive, despite the entry-level status of the 390 Duke. (KTM/)As you’d expect, the 390 is fuel efficient. KTM claims 67 mpg (US). After 80 miles of largely immature riding, we averaged 49 mpg (US), which is excellent considering the throttle was wide open for much of the time. With a 4-gallon fuel tank that equates to around 190 to 250 miles between fill-ups. Around town and commuting, the 390 Duke is capable and fuel efficient. (Full leathers not required in town…) (KTM/)Despite that decent range, you’d be hard-pressed to volunteer for a touring trip. KTM has tried to make the 390 as accessible as possible, and the seat is even lower, down by 0.4 inch to 32.3 inch, but comfortable it is not. At only 5-foot-7, I wasn’t too cramped but taller and heavier riders suffered in Spain as the seat is firm and the direct-mounted WP suspension lacks plushness over big bumps. Conclusion The Duke’s price has been confirmed at $6,299, despite its raft of new technology and a higher-end finish. We can assume some of this cost saving is down to the bike being produced in India, not Austria like the larger 990 and 1390, because it’s something of a challenge to see where KTM has otherwise saved on costs. The switch gear is unremarkable and you could argue the 390 lacks the solidity of the other bikes in this class. But it comes with lean-sensitive rider aids, riding modes, launch control, a pit-lane limiter, adjustable and quality WP suspension, and decent rubber. With that state-of-the-art TFT dash with connectivity and bold looks, it should appeal to all young riders with a sporty outlook. Oh, and it really is ready to race. Even though it’s the smallest Duke and meant for newer riders, the 390 Duke still sticks to the KTM promise of “ready to race.” (KTM/)2024 KTM 390 Duke Specs MSRP: $6,299 Engine: DOHC, liquid-cooled, four-stroke single-cylinder Displacement: 399cc Bore x Stroke: 89.0 x 64.0mm Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 44.3 hp @ 8,500 rpm Claimed Torque: 28.8 lb.-ft./39Nm @ 7,000 rpm Fuel System: Bosch EMS w/ ride-by-wire Clutch: Wet, multiplate, antihopping; mechanical actuation Frame: Steel trellis frame Front Suspension: 43mm WP Apex, compression and rebound damping adjustable; 5.9 in. travel Rear Suspension: WP Apex monoshock, spring preload and rebound damping adjustable; 5.9 in. travel Front Brake: Radial fixed 4-piston caliper, 320mm disc Rear Brake: 2-piston floating caliper, 240mm disc Seat Height: 32.3 in. Fuel Capacity: 4.0 gal. Claimed Wet Weight: 364 lb. Contact: ktm.com Source

Alpinestars’ Tech-Air Off-Road is not intrusive when riding and visually unnoticeable in the front. (Alpinestars/)Alpinestars has been protecting riders with airbag systems for more than 14 years. The Italian company began logging crash data in 2003. In 2009 the Tech-Air Race was used in MotoGP. By 2011 the Tech-Air Race became available to the public. Since then, Alpinestars has developed a range of airbags including the Tech-Air 10, Tech-Air 5, Tech-Air 3, and recently announced Tech-Air 7x. All these systems are designed to protect roadracers and street riders, but what about the off-road folk? Now, with the launch of the Alpinestars Tech-Air Off-Road, dirt bike and adventure riders can benefit from the same impact protection as the Tech-Air Race, Street, 10, 7x, 5, and 3. Alpinestars Tech-Air Off-Road ($999.95). (Alpinestars/)Alpinestars began designing the Tech-Air Off-Road in 2017. A year later, the system was being used in competition by professional rally racers. By 2023, 83 Dakar competitors were wearing the system. And now, the Tech-Air Off-Road (two argon canisters included) will be available to the public for $999.95. In the 2024 Dakar, the Alpinestars Tech-Air Off-Road had 323 individual deployments and zero false positives. (Alpinestars/)Tech-Air Off-Road Details The system is typically worn as an undergarment or under jacket, but can fit over base layers and jerseys. Alpinestars Tech-Air Off-Road offers passive protection (CE Level 1: shoulder, elbow, and back; CE Level 2: chest) as well as active protection (airbag). The electronic control unit, located in the back protector, utilizes six triaxial sensors (three gyroscopes, three accelerometers) reading every one millisecond. In the event of a crash, one of two canisters deploys the system before impact. Located in the back protector, the “bag” will inflate, covering the chest, back, neck, and shoulders within 40 to 60 milliseconds, depending on the size of the garment. The Tech-Air Off-Road is available in five sizes ranging from S to 2XL. The ECU, airbag, and the passive protection can be removed from the under jacket for cleaning. The Tech-Air Off-Road’s ergonomics allow for easy layering in cold conditions, but are highly vented and breathable for warmer temperatures. (Alpinestars/)The Tech-Air Off-Road has three different modes, Street, Rally, and Enduro, each with discipline-focused algorithms. Street mode is “optimized for tarmac roads and traffic conditions” and is the same algorithm used in every other Tech-Air system. Rally mode is “optimized for fast off-road action on any type of terrain.” Enduro mode is “optimized for low- and medium-speed trail off-road action on any type of terrain.” To activate the system, simply zip up the under jacket connecting an internal magnet, giving power to the system. A two-second vibrating haptic will alert the rider that the system is on. An LED Display shows battery level (Green: over eight hours; Yellow: four to eight hours; Red: one to four hours; Flashing Red: less than one hour), standby status (Blue: system active; Red: system fault) as well as the selected mode (Green). (Alpinestars/)Using Rally mode while traveling along fast fire roads and bumpy two-track, the system does not deploy on G-outs or jump landings. Enduro mode is exactly as it implies. Best for slow, technical riding. The system is in place to protect you from moderate to severe crashes but, in the event of a small tip-over, the system may not deploy in an effort to save the available canisters for something more serious. Alpinestars sells replacement canisters in a two-pack for $169.95. After four deployments, Alpinestars highly recommends sending the system in to have the airbag inspected and possibly replaced. Off-road, the Tech-Air system can differentiate between a heavy load on the bike and an actual crash, determining if the airbag bladder needs to be inflated or not. (Alpinestars/)Riding Impression The Tech-Air Off-Road is very comfortable and nearly undetectable. We experienced cold, rainy weather during our ride through Death Valley led by six-time AMA motocross/supercross champion Jeff Stanton and Honda HRC rally racers Skyler Howles and two-time Dakar winner Ricky Brabec. I was able to wear two base layers under the Tech-Air Off-Road (size small), and a mid-layer over it along with my Alpinestars ST-7 2L Gore-Tex adventure bike jacket. I wore the same layers on our second day of riding with the Alpinestars Session Race jacket as a shell. The system was equally comfortable in both getups. The only time I noticed the Tech-Air Off-Road on my body was when tucking in behind the bars as the chest and back protectors don’t arch with the curvature of the body in a scrunched position. In the back protector is where the two gas canisters and six triaxial sensors can be found. A red light next to each canister indicates if the charge has been deployed or not. The storage pocket on the back of the system can hold a hydration bladder of up to 3 liters. (Alpinestars/)Usability is easy and straightforward. Simply turn the system on by zipping up the garment and select your desired mode via the LED display. If the Tech-Air detects no movement for more than five minutes the system goes to sleep. So make sure you check the system’s status after each coffee break. Battery life offers 30 hours of ride time and the system takes roughly four hours to charge through the USB-C port on the LED display located on the bottom left of the chest protector. The system button located on the LED display allows the rider to shuffle through modes (short press: change riding mode; long press: manual switch off). Alpinestars’ Tech-Air Off-Road connects to the Tech-Air app via Bluetooth for system updates, status checks, and records rides through an enhanced Google map. (Alpinestars/)Alpinestars claims the Tech-Air can reduce impact forces up to 95 percent. That’s pretty significant. Whether you’re an avid adventure bike rider, dual sporter, or trail rider, the Alpinestars Tech-Air Off-Road is designed to provide additional protection in the event of a crash. Most motorcyclists wouldn’t ride without proper protection. And for some, the Tech-Air Off-Road may be just as important as a helmet and a pair of boots. Alpinestars’ Tech-Air Off-Road LED display is waterproof. The electronics located in the back protector are water resistant. (Alpinestars/) I managed to stay fully dry in my Alpinestars Gore-Tex adventure bike gear. (Alpinestars/) In Rally mode and Enduro mode, the Tech-Air Off-Road will not deploy on most jump landings. (Alpinestars/) Two-time Dakar winner (2020, 2024) Ricky Brabec on his practice Honda HRC rally bike. (Alpinestars/) Honda HRC rally racer Skyler Howles sand surfing in the wet dunes. (Alpinestars/) Skyler and Ricky let me lead for a little. Braap! They're gone. That didn't take long. (Alpinestars/) Six-time AMA champion Jeff Stanton steering with the rear on his Triumph Tiger 900 Rally Pro. (Alpinestars/) I swear there was a sign that read “Lift front wheel if you wear protection.” (Alpinestars/) Beautiful Death Valley after a heavy rain. (Alpinestars/)Source

KTM refers to the 1390 Super Duke R Evo as “The Beast”—a fitting nickname. (KTM/)The beautiful thing about the Super Duke platform is that it wasn’t built around a rule book. Whereas most nakeds and hyper-nakeds trace their roots back to engines, chassis, and electronics developed for race-bred sportbikes, the modern Super Duke was built on hooligan bones. It is not a sportbike with fairings peeled off—it’s a purpose-built troublemaker with enough performance to camouflage itself as something more than that. If the rest of the Duke lineup is KTM being practical and business savvy, then the Super Duke is the company cutting loose and having a little fun. The question then becomes, is there such a thing as too much fun? Two color options for the 1390 Super Duke R Evo—KTM orange or black. Starting price is $21,499, but you’ll probably want to add the KTM’s optional electronic and suspension packages. (KTM/)About the Bike KTM laughs at that question, but acknowledges that this is a streetbike, and that rideability matters, given that you can’t always ride at a flat-out, tire-smoking pace. The 2024 1390 Super Duke R Evo addresses that elephant in the room while building on KTM’s “more is more” philosophy. It’s an increasingly potent and more sophisticated motorcycle than the 1290 it replaces, but with tech that’s intended to give it a polished finish. The 1390′s shift in personality starts with the 1,350cc V-twin, which has a 2mm larger bore than the 1290′s mill (108mm versus 110mm) for an added 49cc. KTM claims 190 hp at 10,000 rpm and 107 lb.-ft. of torque at 8,000 rpm—a healthy bump over the 1290′s claimed 177 hp and 103 lb.-ft. of torque. The 1,350cc V-twin might not match up with the 1390 name, but it does make more power than the 1,301cc LC8 used in the 1290. KTM claims 13 more horsepower and an additional 4 lb.-ft. of torque. (KTM/)For reference, consider that our 2023 1290 Super Duke R Evo testbike made 157 hp and 92.8 lb.-ft. of torque at the rear wheel when strapped to our in-house dyno. That’s less horsepower than the Ducati Streetfighter V4 SP2 (172.8 hp) and BMW M 1000 R (185.1 hp), sure, but the 1290 made roughly 17 more pound-feet of torque than those bikes on the same dyno (76.2 lb.-ft. for the BMW and 75.2 lb.-ft for the Ducati). Now, there’s even more of that good stuff. Why? Because KTM can, and because torque is what makes the bike fun to ride according to KTM development rider and motorcycling legend Jeremy McWilliams, who talked us through the package. “The horsepower is pretty insignificant. It’s how the bike produces its midrange that makes it fun,” McWilliams says. Related: KTM Goes Big With the 1390 Super Duke R Evo for 2024 KTM’s camshaft technology works on the intake side. The electronically actuated system switches from a mild cam lobe to a more aggressive lobe just below 6,000 rpm. (KTM/)There’s more to the story though, as the 1390 is equipped with an electronically actuated cam-shift technology that adjusts intake valve timing (duration and lift) between 5,750 and 6,000 rpm. A similar solution to what BMW uses across various engine platforms, the system consists of an electronic actuator atop each cylinder, pins, and a sliding sleeve on the intake cam. Dropping the pin engages a switching gate on the sliding piece, engaging different cam profiles. KTM’s variable valve timing technology enables the engine to have good low-rpm torque and throttle response without sacrificing top-end performance. It also allows KTM to meet strict Euro 5+ emissions standards without losing the thing that has always made the Duke, a Duke—personality. Power is further manipulated through shorter, but larger-diameter throttle bodies (60mm versus 56mm on the 1290 Super Duke R) and repositioned injectors. The airbox is shorter to accommodate the 1390′s larger tank, but has more volume. A redesigned ram-air system allows for more direct airflow too. Service intervals and valve clearance checks are increased to 60,000 kilometers, or right around 37,000 miles, which is a massive bump over the 30,000 kilometers (~18,641 miles) recommendation for previous-gen Super Dukes. The 1390’s larger-volume air box is wider and longer, but shorter to accommodate the 1390’s larger fuel tank. (KTM/)The chassis is the same as it was in 2023, with small revisions made to accommodate the reshaped airbox. When asked the reason for not making any changes, McWilliams said that KTM made necessary chassis changes during the previous Super Duke update. “Going back to 2016/2017, on the street [the bike] was really awesome; very forgiving, nimble, and agile,” McWilliams says. “But when we took the bike on track and put supersticky tires on it, we could make the chassis do some things—move around a little bit. The technology of the motor was moving forward, and we felt that we needed to address the chassis, to make it stiffer.” The 5-inch TFT display is crystal clear, easy to navigate, and has illustrations to better understand the difference in options. Notice the expansive options within the new WP Apex electronic suspension, as well as the older switch cube on the left side of the handlebar, which is used to scroll through those options. (KTM/)KTM tested a modified chassis ahead of the 2020 launch and McWilliams went a full second quicker at the track. “That number went back to the factory, the factory measured it, found out what it was, and produced this chassis,” McWilliams says. “We put a 30 percent stiffer swingarm on it at the same time, and all of a sudden we’ve got what we feel is the best chassis for this torque output. We didn’t need to change that for this bike.” Suspension is new, KTM moving to WP’s latest-generation Semi-Active Technology (SAT), which continues to feature electronic rear spring preload and is managed through five standard damping modes (Auto, Comfort, Rain, Street, and Sport). Closer look at the Super Duke’s display. (KTM/)Moving up to KTM’s optional Suspension Pro package opens the door to customizable Track and Pro suspension modes. It also adds three preload auto-leveling settings (Low, Standard, and High), and an anti-dive setting that keeps the front end up under braking. The other new feature? Factory Start, which lowers the rear of the bike when launch control is activated. Yes, we know we said this was a streetbike first. More electronics come in the form of a very traditional rider-aid package, complete with three preset, nonadjustable rider modes: Rain, Street, and Sport. KTM’s optional tech pack opens the door to Performance and Track modes, which can be modified to your liking, with adjustments for traction control, engine-brake control, and wheelie control. “Anti-Wheelie Mode” is revised for 2024 and can now be set to one of five levels, plus off. Levels include: Very low (0.36 degree), Low (2.0 degrees), Medium (11.1 degrees), High (15.5 degrees), and Very high (22.25 degrees). Related: Aprilia Tuono V4 Factory vs. KTM 1290 Super Duke R Evo vs. Yamaha MT-10 SP: Hyper-naked Comparison The 2024 Super Duke has a 0.4-gallon-larger fuel tank and a few new styling touches, like winglets (just below the tank spoiler). Yes, this is a bike made for wheelies, but with winglets that are intended to keep the front down. You could say the same thing about traction control too. (KTM/)Electronic settings (and other important information) are relayed via a 5-inch TFT display with crisp, clear image and user-friendly layout. Unfortunately, the switch gear found on KTM’s new 990 Duke hasn’t been carried over—a shame considering how well we liked the button layout on the new 990. There are some similarities to the 990, mind you, the biggest being the new, adaptive LED headlight that’s 1.5 pounds lighter than the previous headlight and has a more even light spray. Tank spoilers and winglets add an extra dimension in addition to “increased downforce,” KTM says. That’s not a huge thing for the casual street rider, who will be happier to hear that the fuel tank is roughly 0.4 gallon larger. The Super Duke isn’t short on sharp lines. Notice the low handlebar, which KTM transitioned to years back for a more aggressive riding position. Despite the low bar, this is still a very comfortable motorcycle. (KTM/)Riding Impressions The 1390 is physically larger than the 990 Duke that sits below it and has a more spacious cockpit, which is nice if you’re over 6 feet tall. It’s a very comfortable motorcycle, with parts that hint at its aggressive side (a low, narrow handlebar), while others demonstrate its more relaxed side (a wide, flat seat). In this case, we’d be making the most of that more aggressive side, as KTM scheduled for us to ride the bike at the fast-but-technical Almeria Circuit in southern Spain. Despite all the talk of this being a streetbike, it has to be said that the Super Duke R still looks decidedly racy sitting with its mirrors off, prepped for track duty. There might be a few less fairings, and ergos that are more street-focused, but don’t write this bike off as a commuter. KTM doesn’t have a full-fairing sportbike in its lineup, making the 1390 Super Duke R the go-to option if you want to experience that big LC8 twin at the track. Lots of testing, with legendary rider Jeremy McWilliams, has led to a bike that doesn’t feel out of place banked into a corner. (KTM/)The engine plays into that, offering more laughs per throttle turn than almost anything else out there. This is a bike that excites you with its angry drive off every turn, versus an ability to start blurring objects on the backside of the straightaway with quick-revving, high-rpm velocity. The Ducati and BMW still feel more apt at that. There’s still literbike power, McWilliams joking that during testing, they dressed up the 1390 prototype as a 1290 and went to the track. “The guys on the Panigales started asking us questions because now you’re passing bikes that we weren’t passing on 1290s.” The Super Duke steers quite quickly when ridden at a track pace, making it easy to flick into a corner or even change your line, midcorner. (KTM/)Earlier tests weren’t as smooth, McWilliams admitting that torque delivery needed to be smoothed out as the valve timing changed. “When the cam-shift came in, it was like another level. I’d liken it to riding a 500cc MotoGP bike back in the days on two-strokes when we had that powerband. We had this huge step of torque. I was loving it, but I came back and said this is crazy, we’ve got to control this a little bit. We need to make this less aggressive when the camshaft comes in.” In final form, the cam-shift function is so smooth that—at least on the track—you can’t feel or hear the shift. All you recognize is the seamless throttle transition and abundance of torque as you tear through the midrange. The shock and awe lasts for as long as it takes to get the bike stood up straight and for you to catch your breath. This feels like being strapped into an F-18 and launched from the catapult system of an aircraft carrier. This is what the 1390 Super Duke R Evo is all about—wheelies! Not used here is a new anti-wheelie system that can be adjusted when the optional electronics package is added. Given the performance of the bike and how it’ll be used a majority of the time, we wish that package came standard. It’s hard to picture riding the Duke without being able to fine-tune settings. (KTM/)Things ease up at a more mellow pace, proving that the Super Duke can be enjoyed even when not being hustled around a track at speed. Hopefully this rings true in street riding too. We’ve never had qualms with the Super Duke’s throttle response or power delivery, any extra gains here will be icing on the cake. Chassis-wise, the Super Duke is still a handful. It’s nimble and flicks into corners with ease, but is on edge when ridden aggressively. It shakes its head and pumps to tell you that you weren’t as smooth as you should have been with throttle inputs, while also giving a very rigid sensation when the front tire is loaded at corner entry. It’s got intentions of going fast, but always makes you feel like it’s a bit angry it has to do so. It would rather do wheelies and have fun. That said, our day was impacted by rain and a tight testing schedule. With more time to focus on the WP Apex suspension, we’d likely have found a better setting and talked the Super Duke into playing nice. Despite the addition of variable valve timing, the Super Duke is still quite rowdy. Credit the massive amounts of torque that KTM continues to dump into this package. (KTM/)The shortened schedule didn’t provide enough time to test the full range of electronics, but a few things did stand out in our time with the bike. First, this is a very intuitive system that was clearly designed by engineers who ride. Submenus are easy to navigate and everything is right where you’d expect it to be. The bike uses KTM’s older-generation, joystick-style switch cube that’s less user-friendly than the newer, four-button cube on the 390 and 990 Duke, but the setup gets the job done and will work until the Super Duke gets upgraded. Electronic intervention is smooth, without any long, choppy cuts that hurt forward momentum. KTM might not have any production-level racebikes to pull rider aids from, but that hasn’t stopped it from building a package that’s essentially on par with the competition. The 2024 Super Duke was launched as part of KTM’s “30 Years of Duke” celebration. The first Duke was built in 1994. (KTM/)Final Thoughts There are many more comparisons to draw between the Super Duke R Evo and the high-strung hyper-naked bikes like the Streetfighter V4 SP2, BMW M 1000 R, and Aprilia Tuono V4 Factory, not to mention the handful of other legitimate high-performance nakeds, like the Yamaha MT-10 SP. The Super Duke R sets itself apart though with a sense of hooligan-ness that can only come from a bike that was born without fairings. And only a bike with KTM badges on its tank. Yes, there are better options for chasing fast, consistent lap times at the track, but very few (if any) will make you feel the way that the Super Duke does. This is a bike you’d take to ride with your friends and have fun, knowing that there’s more than enough performance to push the limits if and when you desire. It’s proof that there’s no such thing as too much fun—something KTM has known all along. 2024 KTM 1390 Super Duke R Evo Specs MSRP: $21,499 Engine: DOHC, liquid-cooled, four-stroke 75-degree V-twin; 8 valves/cyl. Displacement: 1,350cc Bore x Stroke: 110.0 x 71.0mm Compression Ratio: TBA Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 188 hp @ 10,000 rpm Claimed Measured Torque: 107 lb.-ft. @ 8,300 rpm Fuel System: EFI w/ 60mm throttle bodies, ride-by-wire Clutch: Wet, PASC slipper; hydraulic actuation Engine Management/Ignition: Keihin EMS/dual-spark ignition Frame: Tubular chromoly steel Front Suspension: 48mm WP Apex SAT inverted fork, electronically adjustable; 4.9 in. travel Rear Suspension: WP Apex SAT shock, electronically adjustable; 5.5 in. travel Front Brake: Brembo Stylema 4-piston Monoblock caliper, 320mm floating discs w/ Bosch ABS Rear Brake: 2-piston caliper, 240mm disc w/ Bosch ABS Wheels, Front/Rear: Cast aluminum; 17 x 3.50 in. / 17 x 6.00 in. Tires, Front/Rear: Michelin Power GP; 120/70-17 / 200/55-17 Rake/Trail: 24.7°/NA Wheelbase: 58.7 in. Ground Clearance: 5.9 in. Seat Height: 32.8 in. Fuel Capacity: 4.6 gal. Claimed Wet Weight: 467 lb. Contact: ktm.com More wheelie! (KTM/)Gearbox Helmet: Arai Corsair-X Nicky Reset Racing Suit: Alpinestars Racing Absolute V2 Gloves: Alpinestars GP Tech V2 S Boots: Alpinestars Supertech R Source

Triumph’s Street Triple 765 R is a Cycle World favorite and multitime Ten Best winner. Originally designed with a 675cc engine (Street Triple 675) derived from the Daytona 675, the Street Triple’s engine later grew into a 765cc inline-three. As the sole engine supplier in the Moto2 class, Triumph has a lot of R&D in its inline-three platform. The 2024 Triumph Street Triple 765 R features a liquid-cooled DOHC 12-valve inline three-cylinder engine with a six-speed transmission and a slipper/assist clutch. For 2024, the Street Triple 765 lineup (R, RS, and Moto2 Edition) received a slew of engine updates including billet pistons, stronger connecting rods, new camshafts, and an increased compression ratio of 13.3:1. All three Street Triple models use the same engine and internals. The difference in power output between the base model (R) and the up-spec models (RS and Moto2) is achieved solely through ECU mapping. The 2024 Triumph Street Triple 765 R comes equipped with Continental ContiRoad tires. (Jeff Allen/)Its rider-aid package was also updated for the 2024 model year. A six-axis IMU provides Optimized Cornering ABS, Switchable Cornering Traction Control, wheelie control, and four ride modes. Road, Rain, and Sport have integrated TC and ABS parameters, but Rider mode is fully customizable. Four levels of traction control are available as well as “off.” Wheelie control is integrated into the traction control and cannot be disabled independently. The Street Triple 765 R’s chassis is comprised of an aluminum twin-spar frame, a fully adjustable 41mm Showa Separate Function Big Piston fork, fully adjustable Showa shock, Brembo M4.32 four-piston radial-mount Monoblock calipers, and 17-inch wheels. 2024 Triumph Street Triple 765 R Dyno Chart. (Robert Martin/)Before hitting our in-house Dynojet 250i dynamometer, the 2024 Triumph Street Triple 765 R weighed 419 pounds on our automotive scales. On the Cycle World dyno, the roadster produced 106.7 hp at 11,230 rpm and 53.2 lb.-ft. of torque at 9,730 rpm. Looking at the picturesque power and torque curves, what more can be said? The engine’s extremely linear power delivery and flat torque curve give the Street Triple flexibility at any rpm. Source

Harley-Davidson has taken the wraps off the 2024 Tobacco Fade Enthusiast Motorcycle Collection, a limited run of special-edition models, including the Low Rider ST. (Harley-Davidson/)Whether you see limited-edition bikes as a route to giving fans something exclusive or as a creative marketing exercise, there’s no question it’s a successful formula and Harley-Davidson is a master of the art. For 2024, the company adds three more limited-run machines to its portfolio in the form of the Tobacco Fade Enthusiast Motorcycle Collection—and just like their predecessors they’re sure to sell fast. There are three models in the Tobacco Fade Enthusiast Motorcycle Collection, including the Tri Glide Ultra, Low Rider ST, and Ultra Limited. (Harley-Davidson/)If you’re a guitarist, that “tobacco fade” term is probably already familiar. Tobacco fade or “tobacco burst” is a color scheme that’s been featured on instruments like the Gibson Les Paul for decades in the form of a toned-down version of the classic “sunburst” pattern, and that’s precisely the look Harley is going for with the new limited-edition machines. Like the 120th Anniversary limited-edition models from 2023, the new bikes use fade paintwork where the main color is blended into a darker edge, just like a sunburst finish on a guitar. On the Tobacco Fade machines, Harley has gone for a metallic gold with a sunburst fade on each panel, the fade area edged by a caramel-colored pinstripe. Each bike also gets a fuel-tank medallion designed to look like a vinyl record and a guitar pick graphic on the front fender, as well as an Enthusiast Collection logo on the rear. The 2024 Harley-Davidson Tobacco Fade Enthusiast Motorcycle Collection Ultra Limited. (Harley-Davidson/)The three bikes in the collection are all faired models, giving more bodywork space for the special paint. They start with the $25,899 Low Rider ST, with the same 117ci Milwaukee-Eight V-twin as the standard model. Then there’s the $35,399 Ultra Limited, complete with the usual batwing fairing, 114 Milwaukee-Eight, and full luggage, and finally Harley gives the Tobacco Fade treatment to the $41,999 Tri Glide Ultra, again with the 114ci engine. The updates on all three machines are purely cosmetic, with no changes to the mechanical components or equipment levels. The tank emblem resembles a vinyl record. (Harley-Davidson/)Each Tobacco Fade model will be made in a limited run of 2,000 examples and continues the Enthusiast Motorcycle Collection theme that last year featured the Fast Johnnie versions of the Street Glide ST, Road Glide ST, and Low Rider ST. It’s an ongoing series, so we can expect further Enthusiast Motorcycle Collection limited editions in years to come, each with their own theme. The logo on the front fenders resembles a guitar pick. (Harley-Davidson/)Source

The 2024 Icons Collection is a resurrection of sorts in the Hydra-Glide Revival, inspired by the 1949 version of that motorcycle. (Harley-Davidson/)With 121 years of heritage to draw upon Harley-Davidson isn’t short of landmark models in its back catalog, but the 1949 Hydra-Glide marked a significant turning point by adopting a hydraulic telescopic fork. For 2024, its 75th anniversary is being marked with the limited-edition Hydra-Glide Revival. The new machine is the fourth in the Icons Motorcycle Collection, a series of limited-run models that debuted in 2021 with the Electra Glide Revival, which was followed by the 2022 Low Rider El Diablo and 2023 Electra Glide Highway King. Each was made in small numbers: 1,500 examples for each of the first two offerings, 1,750 of the Highway King in 2023. The new Hydra-Glide Revival will also be restricted to a run of 1,750 for the entire world. The 2024 Icons Collection Hydra-Glide Revival will be limited to a run of 1,750 machines worldwide. (Harley-Davidson/)Although the Hydra-Glide name isn’t one that’s been regularly reused, the original 1949 machine was the first to use the sort of hydraulic telescopic fork that’s ubiquitous on modern Harleys, replacing the girders of earlier machines. It also featured the then-new Panhead engine with hydraulic lifters—which had been introduced a year earlier (but still lacked any rear suspension). While not named as such, the original Fat Boy of 1990 took its proportions and styling cues from the Hydra-Glide and has remained a key model since. The Hydra-Glide Revival is based on the current Heritage Classic but with additional retro touches to evoke the Hydra-Glide’s heyday in the 1950s. It specifically borrows from the 1956 version of the Hydra-Glide, adopting the 1956 paint scheme and the stylized “‘V” tank badges that were used in 1955 and ‘56. On board, the speedometer’s graphics are inspired by the earlier 1954–55 version and there’s an insert on the bar risers including the Hydra-Glide logo and each bike’s limited-edition serial number. The 27-inch seat is adorned with tassels, studs, fringe, you name it. (Harley-Davidson/)Up front, the screen is taller than the standard Heritage Classic and features a color-matched lower section like the design on the 2023 Highway King. That screen is removable and sits above a set of chrome engine bars. The visual changes at the rear include a tasseled, studded, piped, and fringed solo seat and a matching treatment for the saddlebags, but behind the retro style there’s modern practicality as those bags are lockable, water-resistant, and rigid-lined. The leather continues onto the tank with a studded strap. Classic touches continue with the removable windscreen and “V”style tank badges. (Harley-Davidson/)The 114ci Milwaukee-Eight V-twin is given a circular air cleaner cover to replicate a more traditional look but peak power and torque figures are unchanged from the standard Heritage Classic, with a claimed 94 hp at 4,750 rpm and 119 lb.-ft. at 3,000 rpm. Those numbers can be increased with Screamin’ Eagle upgrades if you want or need more. The Hydra-Glide Revival uses the Milwaukee-Eight 114. (Harley-Davidson/)The chassis and suspension are also conventional Softail fare, with an adjustable monoshock hidden at the rear, while the laced wheels and brakes are straight from the Heritage Classic. Unsurprisingly, most of the bike’s dimensions are the same as the Heritage Classic it’s based on, with no difference in length or wheelbase. The Hydra-Glide Revival’s laden (with rider) solo seat is a fraction lower than the Heritage’s (26.1 inches versus 26.3) and the new screen makes it around 3.5 inches taller than the machine it’s based on. Weight rises due to the Hydra-Glide’s extras, coming in at 742 pounds ready-to-ride, up from 730 pounds for the Heritage Classic. Given the success of the previous Icons Collection models, Harley isn’t likely to have any trouble finding buyers for all 1,750 examples of the 2024 Hydra-Glide Revival. The 2024 Hydra-Glide Revival’s V badge tank. (Harley-Davidson/) Based on the Heritage Classic, the Hydra-Glide Revival shares a very similar chassis. (Harley-Davidson/) The Hydra-Glide Revival’s rear fender. (Harley-Davidson/) Hydra-Glide Revival side view. (Harley-Davidson/)2024 Harley-Davidson Hydra-Glide Revival Specs MSRP: $24,999 Engine: 45-degree V-twin; 4 valves/cyl. Displacement: 1,868cc Bore x Stroke: 102.0 x 114.3mm Compression Ratio: 10.5:1 Transmission/Final Drive: 6-speed/belt Claimed Horsepower: 94.0 hp @ 4,750 rpm Claimed Torque: 119 lb.-ft. @ 3,00 rpm Fuel System: Electronic Sequential Port Fuel Injection Clutch: Wet, multiplate assist Frame: Tubular steel Front Suspension: 49mm telescopic, dual-bending valve; 5.1 in. travel Rear Suspension: Monoshock, spring preload adjustable; 3.4 in. travel Front Brake: 4-piston fixed calipers, floating 300mm discs w/ ABS Rear Brake: 2-piston floating caliper, 292mm disc w/ ABS Wheels, Front/Rear: Spoked steel; 16 x 3.0 in. / 16 x 3.0 in. Tires, Front/Rear: 130/90-16 / 150/80-16 Rake/Trail: 30.0°/5.7 in. Wheelbase: 64.2 in. Ground Clearance: 4.7 in. Seat Height: 27.0 in. (unladen) Fuel Capacity: 5.0 gal. Claimed Wet Weight: 742 lb. Contact: harley-davidson.com Source

MotoAmerica Live+, MotoAmerica's live streaming and on-demand service, has undergone major upgrades for 2024 and beyond. (MotoAmerica/)MotoAmerica Press Release: MotoAmerica, North America’s premier motorcycle road racing series, is thrilled to announce that its live streaming and on-demand service, MotoAmerica Live+, has undergone major upgrades for 2024 and beyond with vastly improved features and functionality that will bring fans closer than ever to all the action of the MotoAmerica season. Previous subscribers to MotoAmerica Live+ will instantly notice the all-new look and feel with a streamlined user interface that provides faster and better access to all the MotoAmerica action both on and off the track. Select new features include a DVR functionality that allows users to rewind and pause both live events and video on demand; enhanced search functionality so consumers can easily find more of what they want to watch; additional personalization for subscribers, including a “Continue Watching” function that means viewers never lose their spot in a video, and there’s also a new “My Watchlist” that allows users to save videos for later playback. The mobile experience on MotoAmerica Live+ is also greatly improved with newly rebuilt apps for mobile and Connected TV that are more intuitive and offer more functionality for the end user. As for the content itself, there’s going to be more than ever in 2024 – from live racing, highlights and compilations to exclusive behind-the-scenes footage, interviews, and original features. Subscriber support is also improved with a fully loaded support hub, including end user self-serve options, an AI-powered chatbot for faster responses, and a dedicated human support team to tackle any consumer concerns to always ensure the best possible Live+ experience. “We’ve come a long way since the inception of MotoAmerica Live+ in 2019,” said MotoAmerica COO Chuck Aksland. “Over the years, we’ve listened to our customers, incorporating their feedback and insights to help us enhance their viewing experience. The upgraded MotoAmerica Live+ platform gives us the flexibility to continue to evolve over time, bringing together live timing, betting, news, merchandise, and access to the 24-hour all-motorsports channel MTRSPT1. This is a testament to our commitment to evolve and adapt, ensuring that our fans have the best viewing experience for MotoAmerica racing. We’re genuinely excited about the improvements and are confident that our customers will appreciate the enhanced features and functionality.” Source

BMW’s CE 02 looks and feels perfectly at home in the urban jungle. (BMW/)If there’s one environment in which electric motorcycles or scooters make compelling sense, it’s in the city. For short commutes and zipping through the urban jungle, it’s hard to see why you’d want much more. Except… Except the streets of London or Los Angeles and every congested conurbation in between aren’t exactly swarming with e-scoots. Not yet. One good reason why: To the younger generation, as well as those of us who like a little engineering quality in our lives, the typical electric offering lacks some appeal. The X factor is invariably missing. BMW’s CE 02 is clearly styled to go after a younger demographic. (BMW/)Enter the BMW CE 02, an 11kW (15 hp) e-scooter that looks more like a design project dreamed up by a skateboarding intern than a production motorcycle, but in terms of youth appeal and, yes, that X factor, it is taking no prisoners. BMW describes it as an eParkourer and, while the CE 02′s styling influences are clear, this German electric is much more than a design exercise. It features a reverse gear, two selectable riding modes as standard, traction control, and ABS. There’s also Recuperative Stability Control (RSC), which acts like a slipper clutch, and a keyless ride. Small and compact, the CE 02 is described by BMW as eParkourer. (BMW/)It will come to the market this spring and will be priced at $7,599. Opt for the Highline package, which adds a gold fork and graphics and a raft of goodies including an extra riding mode, heated grips, a smartphone holder, and a quick charger that reduces the charging time from 5.2 hours to 3.5 hours. However, that price leaps to $8,475. That’s not an insignificant amount of money, especially for the youth of today. The Highline package features a quick charger that reduces charge time from 5.2 to 3.5 hours. (BMW/)Battery, Motor, Modes The 15 hp CE 02′s motor has a continuous power rating of 6kW/8 hp and makes a handsome 40.5 lb.-ft. of torque right from the initial opening of the throttle. The bike has two batteries, each 48 volts and rated at 1.96kWh, and a claimed top speed of 59 mph, and 0-to-30 mph acceleration of three seconds. Under World Motorcycle Test Cycle (WMTC), battery range is a claimed 56 miles. Hidden behind the bodywork is a air-cooled, synchronous-current motor with a continuous power rating of 6kW/8 hp. (BMW/)There are two riding modes, Flow and Surf. Flow is an urban setting with a soft throttle response and medium energy recuperation, and Surf is a sharper mode with no energy recuperation to allow coasting on a closed throttle. A sporty Flash mode is available only with the Highline package. 2024 BMW CE 02 Riding Impression BMW set Cycle World loose on the CE 02 eParkour on the streets of Lisbon, Portugal, where the first task was to get the thing started. With the keyless fob in your pocket, you press the unlock button on the right handlebar, then press the red starter button while holding either brake lever (both on the bars)—and the micro-dash highlights “ready.” Then, finally, you twist the throttle and go. (Or press down and hold the reverse button on the left bar, twist the throttle, and go backward.) BMW CE 02 right switch gear. (BMW/)As you roll away in near silence, the torque of the air-cooled, synchronous-current motor gives the BMW serious energy compared to equivalent internal combustion engine scooters. It’s a tiny machine but makes an immediate statement that it won’t be pushed around, and while electric bikes can feel a bit jagged and digital on the initial pickup, the CE 02′s response is smooth and easy, especially in Flow mode. Once used to Flow mode, you can start to use its recuperative function to slow the bike down, much like a soft rear brake, and there is enough instant drive to jump easily ahead of the hordes at the stoplights. However, Surf mode is preferable, which is more responsive and, like a two-stroke, has minimal engine-braking on a closed throttle. You quickly adapt by closing the throttle earlier for turns and rolling smoothly and satisfyingly to a stop—which also increases the displayed battery range. Around town, the CE 02 is fun to ride, with good performance, nice ride quality, and sharp, responsive handling. (BMW/)It’s fun to hustle. Hold the throttle to the stop long enough and you will see an indicated 62 mph. And with instant torque and no clutch or gears to worry about, the 100-yard drag race from the lights is where the CE 02 truly turns heads. It’s a good feeling to sit waiting at the lights—silent, confident, a little bit self-conscious too—knowing you’re going to leave the rush hour behind as soon as the light turns green. Traction control, in the form of Automatic Stability Control, comes as standard and, with such a large serving of torque on tap, it’s useful when the surface is polished or wet. So too is that reverse drive. Weighing in at 291 pounds and with a low seat (29.5 inches), it’s easy to move around, but smaller lighter riders will welcome the assistance, especially when trying to pedal backward on a slight incline. A compact steel chassis, inverted fork, preload-adjustable shock mated to a single-sided swingarm, and 14-inch wheels provide crisp handling. (BMW/)Chassis The CE 02′s super-compact chassis comprises a steel double-loop frame with an upside-down 37mm fork and a single-sided swingarm and directly mounted, preload-adjustable shock. Wheelbase is just 53.2 inches, the head angle is steep at 24.5 degrees, and the wheels are just 14 inches in diameter, suggesting agility was a high priority for BMW. Braking is via a 239mm disc up front and a 220mm disc at the rear, with ABS on the front wheel only. A pair of 48-volt batteries rated at 1.96kWh reside under the skateboard-style seat. (BMW/)Much of the bike’s 291 pounds (the single-battery 4-hp version weighs 262 pounds, and is available only in Europe) are accounted for by the batteries and the motor. The batteries are stored under the skateboard-style seat, while the motor is positioned low in the chassis to give a natural balance to the bike’s low-speed handling. The riding position is upright like a BMX bike, and there are two options for your feet: either on pegs that are mounted slightly forward like footboards on a conventional scooter, or on the pillion pegs which are set farther back, like rearsets on a sportbike. As there are no foot controls (both brake levers are on the bars) you can switch between pegs as you ride to suit your mood and the moment. The CE 02′s steering is responsive to the touch and predictably quick; so fast it has made a turn or jumped into a gap seemingly before you’ve thought about it. Stability is superb, even at 62 mph, but you need to be aware that the slightest input by the rider will affect the steering. The riding position is upright and similar to a BMX bike. (BMW/)Ride quality is excellent, and the CE 02 soaked up all the cobblestones and potholes Lisbon could throw at it. The suspension is soft but supportive, though the rear can feel a little harsh when jumping over speed bumps and hitting imperfections at speed. There are none of the bangs and rattles you hear on many silent-running e-scooters, even when hitting those cobbles at speed, which is a sign of quality. Incidentally, Cycle World’s test machine was fitted with the Highline package plus an optional comfort seat, suggesting the standard “skateboard” seat might not be overly sumptuous. The small TFT display has basic info, but add the BMW Motorrad Connected app (standard on the Highline package, and you can navigate and get more machine info. (BMW/)The TFT micro-dash is clear and functional and gives a mileage range and percentage of battery used. Riding briskly around hilly Lisbon, I covered 32.5 miles and had 16 miles or 27 percent battery remaining, which suggests a range of 48 miles, though in reality you could expect more as your riding style adapts to the range remaining, much as you would with the fuel warning light on. As we tested the Highline model, we got the opportunity to test the included BMW Motorrad Connected app which, combined with the bar-mounted smartphone holder, delivered clear navigation around Lisbon via the switch gear on the left bar. Conclusion The left switch gear has simple controls for navigating the dash’s menus. (BMW/)Overall, there is no denying that the build quality and level of finish of the CE 02 are better than any other gas or electric scooter in this segment, or that it is a brilliant, charismatic, and enjoyable way to deal with the daily commute, and the best electric bike in this segment by far. But it’s hard to ignore the price: $7,599 for the 11kW (125cc-equivalent) version and, with the Highline package, $876 more. Add some luggage and a comfort seat and you’re up at around $9K, that is about a grand more than Vespa’s Elettrica. Even when bounding over potholes and cobblestone roads, the CE 02 rides completely silent with excellent build quality. (BMW/)Zipping around Lisbon in relative quiet was truly enjoyable. Safe, predictable handling allied to fast steering, a lack of bulk, and enough oomph to keep you in the fight away from the lights made for a fun, dynamic urban ride; so good I’d take the BMW over any gasoline equivalent. The CE 02’s open rear wheel. (BMW/) BMW CE 02’s headlight. (BMW/)2024 BMW CE 02 Specs MSRP: $7,599 Motor: Air-cooled excited synchronous Rated Capacity: 8 hp Maximum Power: 15 hp @ 5,000 rpm Maximum Torque: 40.5 lb.-ft. @ 1,000 rpm Maximum Speed: 59 mph Battery: Two air-cooled lithium-ion batteries, 3.92kWh Voltage: 48V Charging: 0.9kW w/ integrated charger; 1.5kW quick charger w/ optional Highline package Charge Time: Standard 2 hr. 40 min. to 80%; 1 hr. 40 min. for 80% w/ quick charger Transmission: 1-speed, integrated into motor housing/belt drive Frame: Steel double loop Front Suspension: 37mm inverted telescopic fork; 4.6 in. travel Rear Suspension: Single-sided swingarm w/ direct-link shock, spring preload adjustable; 2.2 in. travel Front Brake: 2-piston floating caliper, 239mm disc w/ ABS Rear Brake: 1-piston floating caliper, 220mm disc Wheels, Front/Rear: Cast aluminum; 14 x 2.50 in. / 14 x 3.50 in. Tires, Front/Rear: 120/80-14 / 150/70-14 Steering Head Angle/Trail: 24.5°/3.6 in. Wheelbase: 53.2 in. Seat Height: 29.5 in. Curb Weight: 291 lb. Contact: bmwmotorcycles.com Source

We logged some serious seat time on Harley-Davidson’s 2024 Street Glide. (Brian J. Nelson/)Change is inevitable, but sometimes controversial. Making a leap of faith beyond a tried-and true and popular model must require a lot of reflection, deciding if moving forward is the right decision. Surely there was a lot of debate inside Harley-Davidson when it came to updating the Road Glide and Street Glide: the poster children of what a Grand American Touring bagger should be. These two models have been icons for ages, and when the word “bagger” is used, these are the bikes that instantly jump to mind for most cruiser enthusiasts. The 2024 Harley-Davidson Street Glide (left) and Road Glide (right) are mechanically very similar; the Street Glide has a fork-mounted fairing, while the Road Glide’s is frame mounted. (Kevin Wing/)The 2024 iterations of these models replace the outgoing Rushmore generation, and are the largest updates to either machine in a decade. The goals with the redesign were to update the styling, improve rider and passenger comfort, and take the infotainment to a completely new level—and, of course, add more power. Styling and Lighting Most of the changes, at least visually, are subtle unless you compare the models side by side with the outgoing ones, but that’s a good thing—we’d bet our kids’ college funds that most prospective buyers weren’t begging for a revolution. Harley-Davidson Vice President of Design and Creative Director Brad Richards described the process of tweaking the styling and making sure that all of the individual components come together to form a cohesive and complete picture as the “visual symphony.” The updated Street Glide batwing fairing now has turn signals that are integrated into the running lights, and replace the bullet indicators. (Brian J. Nelson/)An obvious area that was touched for 2024 are each of these machines’ lighting. The Street Glide retains the classic batwing silhouette that has been around since 1969, but has slightly updated lines while modernizing, in particular, the headlight. The LED unit on the Street Glide is enclosed with an omega-shaped signature (running) light and integrated LED “eagle-wings” replace the bullet turn signals. On the Road Glide a large LED headlamp sits in the center, while a W-shaped LED running light incorporates the front turn signals. The fairing on the new Road Glide eliminates the bullet turn signals, and integrates them into the LED running lights. (Brian J. Nelson/)Tweaks to the teardrop shaped fuel tank (which no longer requires a key to open the fuel cap) includes a new bevel that carries on to the side covers and saddlebags and maintains a cohesive visual flow from front to back. Styling changes have been made to the tank, side covers, and saddlebags. (Kevin Wing/)When it comes to colors and trim options there are a rainbow of choices. On each model there are six color options when combined with chrome trim, and if you choose the blacked-out trim (our preference), seven colors are available. The black trim adds $1,350 to the price on each, while the paint options can add up to an additional $850. Milwaukee-Eight 117 Engine Both models are updated with a new engine. And while the unit that is—for this year—exclusive to the 2024 Street Glide and Road Glide is called the Milwaukee-Eight 117, it is different from the 117ci unit that powers other models like the Breakout 117 and Low Rider S/ST. Modifications have been made to the intake and exhaust to improve power slightly, with a claimed 3 percent more horsepower and 4 percent more peak torque. Harley says output is now 105 hp at 4,600 rpm, and 130 lb.-ft. of torque at 3,250 rpm. Displacement remains an identical 117ci (1,923cc) with the same 103.5 x 114.3mm bore and stroke dimensions and a 10.3:1 compression ratio. To address the goal of better controlling heat to rider and passenger, particularly during slow-speed riding, this version of the 117 gets the liquid-cooled cylinder heads that have trickled down from last year’s CVO Street Glide and CVO Road Glide models. A lower-front-frame mounted radiator circulates coolant to the exhaust valves with the path going first to the more enclosed rear cylinder’s head and then to the front cylinder’s. There is a fan mounted on the backside of the radiator that is angled to force the air down below the motorcycle, to further isolate the cockpit from excess heat. The 117’s airbox has 50 percent more volume than the one it replaces in part to compensate for the engine displacement increase but also to boost power while meeting sound emissions. (Harley-Davidson/)Changes to the airbox include 50 percent more volume (4.0 liters), compared to the 107/114 engines. Downstream from there, the intake tract has been completely redesigned with a new aluminum intake manifold that offers a smoother and more direct path into the larger 58mm throttle body (up from 55mm). Changes to the cylinder head include reshaped combustion chambers, oval intake ports with low-profile intake-valve seats for increased velocity, while a bump in compression from 10.2 to 10.3:1 enhances low-rpm torque and improves fuel economy. The 2024 Harley-Davidson Road Glide in Blue Burst paint with chrome trim. (Kevin Wing/)So how do all of these engine changes stack up? For starters, let’s remind you that the outgoing standard Street Glide and Road Glide were powered by the 107ci version of the Milwaukee-Eight. The version of the 117 in these new models offers 22 percent more horsepower and 19 percent more peak torque from that additional 9 percent of displacement compared to the 107. Another factor that plays into this duo’s increased performance is that both models have shed a not-insignificant amount of weight, with the Street Glide tipping the scales 18 pounds lighter and the Road Glide 16 less than the models they replace. Unfortunately our street rides on the Street Glide and Road Glide were cut short by the atmospheric river weather system that had just pounded Southern California, and then found its way toward us in Las Vegas. But our backup plan was good: We’d brave the elements the following day and ride the Street Glide the 335 miles back to the Cycle World office in Irvine, California, and get some solid seat time. Milwaukee-Eight 117 cylinder-head changes improve intake flow. (Harley-Davidson/)Leaving Las Vegas on a cold and damp February morning, we settled into our groove and hit the less direct route down the 95 through Searchlight and to Interstate 40. It’s much less traveled than Interstate 15, and also has some fun twists, turns, and dips thrown in after miles of the straight and boring. The counterbalanced Milwaukee-Eight is a soulful partner, providing enough character to remind you that it’s a giant 45-degree V-twin, while also being smooth at cruise, allowing you to relax over long-distance rides. Power off the bottom provides easy launches when leaving stoplights around town, and provides the acceleration to leap out ahead of traffic, especially when utilizing the Sport mode (that we’ll get into more detail on later). If you select Rain mode, the engine is much more docile, so don’t expect the bike to jump off the line with the same enthusiasm. Out on the highway, and interacting with trucks and traffic, a quick downshift to fifth (when in the right mode) wakes the engine up and easily allows quick and confident passes. In the twisty bits, the 117′s midrange torque is strong and chugs out of corners nicely, no need to drop down too many gears, as the engine has a broad sweet spot for sportier riding. The six-speed transmission shifts with a solid and firm feel at the foot lever. Performance from the slipper/assist clutch is consistent and predictable around town and when making U-turns, which is a must for confidence when maneuvering at slow speeds on an 800-pound bagger. The 2024 Harley-Davidson Road Glide engine with chrome trim. (Brian J. Nelson/)Seat time was cut severely short on the Road Glide, but we did spend at least enough time to confirm that there is nothing between the two models when it comes to engine performance. The two bikes share identical powerplants, with identical transmission ratios, and weigh within 25 pounds of each other (the Road Glide the heavier of the two). So from the seat of the pants, there isn’t really any difference in terms of outright performance. Electronic Rider Aids Both models get big updates in terms of electronics, including selectable ride modes thanks to ride-by-wire throttle control. Both machines have four modes that can be changed on the fly from the right-bar-mounted control pod. Road mode is mapped to be the everyday go-to option with mellower throttle response, less midrange power and a high level of traction control and ABS intervention. Sport is much more aggressive with full power unleashed, the most direct throttle response, TC set to lowest level and engine-braking dialed up. Rain offers the mellowest throttle response and reduced power output, while engine-braking is limited and TC and ABS are at their most conservative settings. Of course we all like to tinker, so the Custom mode allows the rider to set up a mode to their preferences for all of those parameters. The Street Glide and Road Glide come with four available modes. (Brian J. Nelson/)Other electronic features include the Cornering Electronically Linked Brakes (C-ELB) which feeds in rear brake if you’re only using the front lever, and adds front braking if you just stomp on the rear. The C-ABS, CTCS (traction control), and Cornering Drag Torque Slip Control (engine-braking control) are all tied to a six-axis IMU to allow the bike to manage intervention when leaned over through corners. Two other features in the rider safety suite include Tire Pressure Monitoring and Vehicle Hold Control. The modes can be accessed via the mode button on the right handlebar. (Brian J. Nelson/)Picking the right mode for the occasion is key to getting what you expect out of the engine’s performance—the easy-to-access button on the right handlebar allows quick changes so that you’re always in the right mode. Advantages to the modes include the ability to have crisp performance when riding through the twisty bits, but then be able to calm down the delivery when you just want to relax, or when you have a passenger on the back who doesn’t want their helmet banging into the back of yours everytime you grab a shift. Street Glide and Road Glide Chassis Chassis updates address midcorner performance but also long-distance comfort. We already mentioned that both models have lost a considerable amount of weight over their predecessors. That will pay dividends in all aspects of performance from acceleration and braking to handling. The Street Glide weighs a claimed 811 pounds and the Road Glide 838, ready to ride. The 2024 H-D Street Glide and Road Glide get updated chassis components. (Brian J. Nelson/)The biggest change is to the new rear suspension, which gets a 50 percent travel increase from 2.1 to 3.0 inches of rear-wheel stroke. The preload-adjustable shocks are Showa emulsion-technology units, while the conventional 49mm Dual Bending Valve fork (CVO models have an inverted unit) has been retuned to work in unison with the rear suspension and also recalibrated to the bike’s reduced weight. Having knocked out 335 miles in five and a half hours on the Street Glide, we’ll make the argument that there are very few other bikes out there that we’d rather have been on for this journey. Especially considering that we were plowing straight into nasty head- and crosswinds for a big chunk of the ride. The suspension provides a comfortable ride that easily eats up road imperfections, isn’t flustered by nasty pavement through construction zones, and is firm and controlled when a set of fast sweepers arrives and you hammer the throttle. We loaded the side cases, which have 2.42 cubic feet of total capacity (or 69 liters), to the rim with clothes and gear, and the Street Glide’s performance didn’t waiver. If we’d had a passenger, we would have dialed in some preload, but loaded up and solo the chassis performed great. The Showa shocks on each machine have provisions for preload adjustability. Just remove the saddlebag to access the shocks. (Brian J. Nelson/)The Street Glide and Road Glide both provide nice handling and turn-in response, which is particularly impressive considering their weight, while reduced, is still up there. Midcorner stability is very good. As ever, cornering clearance is the speed-limiting factor, and H-D’s touring models actually provide quite a bit of lean for the class. At slow speeds around a parking lot, both bikes feel a bit heavy, but once rolling above 10 mph, the weight disappears and the bikes handle predictably. Each machine is fitted with a pair of four-piston calipers and 320mm discs up front and a 49mm fork that doesn’t have provisions for adjustability. (Brian J. Nelson/)A pair of four-piston brake calipers and large 320mm rotors up front work with a single-piston rear caliper mated to a 300mm disc. Power from the brakes is good, with progressive bite from the front units providing confident stops. Linked brakes add safety: The system manages front-to-rear bias and ABS as needed. Street Glide and Road Glide Ergonomics More than the fairing shape or any other differences, the separating factor between these two machines is the stock handlebars. For me, the much lower standard bar on the Street Glide was ultimately why I chose that model for our ride from Vegas to Irvine. The Road Glide’s much taller bar is just a bit too high for my preference, but other (taller) staffers who have tried the Road Glide like that one. The Street Glide offers a more traditional neutral height and therefore the riding position puts your upper body at a slight forward lean that I found really comfortable for long rides. The accessory catalog and aftermarket have a near infinite selection of alternate handlebars. The Street Glide’s riding position is more neutral with a mellow bend at the knee, comfortable arm bend and slight forward lean from the torso. (Kevin Wing/)Improvements have been made to each machine’s aerodynamics for 2024. Harley claims a 60 percent reduction in helmet buffeting. Obviously this also depends on the rider’s height. In our case, for this 5-foot-11-inch tester (with a full-face AGV helmet), in most circumstances the buffeting was minimal. The new control vane in the center of the fairing above the infotainment screen drastically changes how the air interacts with you in the cockpit. We found that when it is raining and cold, shutting the vent is a must, but also increases the turbulence a bit. Once the rain stops, cracking it open smooths the airflow noticeably, and will be much preferred on hot days. The Road Glide’s handlebar changes the seating position a bit with a similar leg bend, but places your arms much higher with the tall bars. (Kevin Wing/)The seat heights on these two machines are slightly different, with the Street Glide’s claimed laden (rider in place) seat height at 26.1 inches, and the Road Glide’s at 25.9. Harley has reshaped the seat to rotate the rider’s hips to a more neutral position to take pressure off the spine. After spending five and a half hours in the saddle with just a single fuel stop thrown into the middle of the ride, we can confirm that the seat is amazingly comfortable. Not only does it provide the back support that Harley aimed for, but the cushioning is soft enough for those long stints when you’re burning through that 6-gallon tank of fuel. We love the Street Glide’s USB-C-equipped pop-out smartphone compartment. (Brian J. Nelson/) The cubbies on the Road Glide aren't quite as slick and don't allow easy access while in motion, but should you really be messing with your phone while riding? (Brian J. Nelson/)Harley-Davidson Skyline OS Infotainment The brand-new Skyline OS infotainment system with a big, beautiful 12.3-inch full-color TFT display is similar to what was used on 2023 CVO Road Glides and Street Glides (similar because those were managed by the Boom! Box 4.3 software, whereas the 2024 models get the all-new Skyline OS). It’s a huge upgrade compared to the analog tach/speedo and 6.5-inch screen used on the old standard Road Glide/Street Glide models. The screen itself is feature packed, with an anti-glare coating, touchscreen or bar-mounted menu navigation, three different display modes including Cruise, Sport, or Tour, and then a super-bright high-contrast mode with white background and black details. Of the three view options, Tour provides the best navigation experience. (Brian J. Nelson/)The available space afforded on this screen has been utilized to the maximum. There is no question that visually it is one of the most impressive info screens in motorcycling. The different view options provide excellent functionality too. For instance, our Street Glide had the optional $349.95 navigation installed, and when you toggle over to the Tour view, the navigation map dominates more than three-quarters of the screen’s real estate, leaving a numeric speed indicator, gear-position indicator, fuel level, and a few other tidbits of information on the left. Of course if you aren’t navigating, then the Cruise view (most info) or Sport (tachometer in the middle) are also options. The Sport view has its tach in the center where it is super easy to glance at while riding more aggressively. (Brian J. Nelson/)If you want to forgo Harley’s nav and use a third-party app, you can utilize Apple CarPlay (but not Android Auto), but with one caveat: You also have to pair a helmet communicator because Apple requires voice control/helmet audio for the system to work. In terms of connectivity, the system supports Wi-Fi and Bluetooth or the USB-C connection for music and calls for both Apple and Android devices. Use the left-bar-mounted control pod or touchscreen to navigate the infotainment system. (Brian J. Nelson/)Our experience with the system was almost completely positive with just a few quirks. Navigating the menus either via the left and right buttons is logical with well-laid-out menus to find everything from bike settings, tripmeters, modes, and audio control. Better yet is the ability to do most of this with gloved hands on the touchscreen. Most of the bike’s options can be accessed in motion, with just a few requiring the bike being stationary. Out on the open highway with the cruise control set, you can poke around and change your music playlist, or easily make other changes with very little distraction from the road. The menu in the center can be pulled up on the fly and navigated either from the pad on the left bar, or via the touchscreen. (Brian J. Nelson/)The audio systems on each model have been upgraded with a new four-channel 200-watt amplifier and 5.25-inch Rockford Fosgate speakers. Conclusion As has been the case for decades, if you don’t want to spend the big bucks on a CVO model, patience usually pays off as features and engines that debut on those exclusive models tend to trickle down in subsequent model years. Such is the case on these Grand American Touring models. Just a few years ago, the only way you could get a 117ci engine was in the CVO models that were introduced for the 2018 model year. And as we saw with the 2023 CVO Road Glide and CVO Street Glide, not only did a large TFT screen get passed down to these models, but the 2024 standard models get a vastly upgraded operating system to power the entire infotainment system. The 2024 Harley-Davidson Road Glide and Street Glide cost the same and have the same engine and features, so it really comes down to styling and the riding position. (Brian J. Nelson/)The new base Street Glide and Road Glide offer features and performance that were previously only available on CVO models at increased prices in 2024: both models start at $25,999 compared to $21,999 on the 2023s, a rise that beats inflation. But the updates and increased engine performance offer what the Harley-Davidson customer has traditionally looked for. To answer the original question, if dramatically updating these iconic models was a good decision on Harley-Davidson’s part, our opinion is, yes, they are better in every way. 2024 Harley-Davidson Road Glide in Atlas Silver Metallic. (Kevin Wing/) 2024 Harley-Davidson Street Glide in White Onyx Pearl. (Kevin Wing/) The saddlebags on each machine have been updated for 2024. (Brian J. Nelson/) The seats on both machines have been modified for better long-term comfort. (Brian J. Nelson/) The fuel cap is now electronic and no longer requires a physical key to open. (Brian J. Nelson/) Another view of the new fuel cap. (Brian J. Nelson/) 2024 Harley-Davidson Street Glide saddlebags. (Brian J. Nelson/) 2024 Harley-Davidson Street Glide in Blue Burst with chrome trim. (Harley-Davidson/) 2024 Harley-Davidson Street Glide in Blue Burst with blacked-out trim. (Harley-Davidson/) 2024 Harley-Davidson Road Glide in Whiskey Fire with chrome trim. (Harley-Davidson/) 2024 Harley-Davidson Road Glide in Whiskey Fire with blacked-out trim. (Harley-Davidson/)2024 Harley-Davidson Street Glide / Road Glide Specs MSRP: Starting at $25,999 Engine: Liquid-cooled, 45-degree V-twin; 4 valves/cyl. Displacement: 1,917cc Bore x Stroke: 103.5 x 114.3mm Compression Ratio: 10.3:1 Transmission/Final Drive: 6-speed/belt Claimed Horsepower: 105 hp @ 4,600 rpm Claimed Torque: 130 lb.-ft. @ 3,250 rpm Fuel System: Electronic Sequential Port Fuel Injection Clutch: Wet, multiplate slipper/assist Frame: Steel tube w/ two-piece backbone and bolt-on rear subframe Front Suspension: 49mm dual bending valve; 4.6 in. travel Rear Suspension: Premium Low Hand-Adjustable, preload adjustable; 3.0 in. travel Front Brake: 4-piston fixed calipers, floating 300mm discs w/ ABS Rear Brake: 4-piston fixed caliper, 300mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 19 x 3.5 in. / 18 x 5 in. Tires, Front/Rear: Dunlop H-D Series bias blackwall; 130/60B-19 / 180/55B-18 Rake/Trail: 26.0°/6.7 in. ; 26.0°/6.8 in. Wheelbase: 64.0 in. Ground Clearance: 5.5 in. / 5.7 in. Seat Height: 28.1 in. / 28.3 in. Fuel Capacity: 6.0 gal. Claimed Wet Weight: 811 lb. / 838 lb Contact: harley-davidson.com Gearbox Helmet: AGV K5 S Mono Jacket: Vanson Model B (custom) Pant: Aether Gloves: Alpinestars Celer V2 Boots: Alpinestars J-6 Waterproof Source

The 990 Duke is not a remake of the 890 Duke R, but an entirely new platform for KTM, who says the bike is 96 percent new compared to the 890. (KTM/)In introducing the 2024 990 Duke, KTM has almost removed itself from conversations on best middleweight naked bike and entered the debate over best naked bike, regardless of size. That is assuming you can live without the gut-punching, high-horsepower performance of the more sadistic super-nakeds, like Aprilia’s Tuono V4, BMW’s S 1000 R, Ducati’s Streetfighter V4, and KTM’s own 1390 Super Duke R Evo. There’s a place for those bikes. But in riding the 990 Duke, we’re reminded that there are even more places for a bike like this—a bike that has enough power and performance to get your blood pumping, but not enough to be overkill in the real world. It’s a Goldilocks bike, with a little extra up its sleeve. The 2024 990 Duke is available in two color options: KTM orange or black. Stickers are overcoated, which is a nice touch and highlights KTM’s attention to detail. (KTM/)Positioning Large as the 990 Duke might be (it’s also physically larger than the 890 Duke), KTM still considers the bike a “middleweight.” We’ll call it middleweight-plus and think of it as competition for Triumph’s Street Triple 765, Yamaha’s MT-09, and Ducati’s Streetfighter V2. Others will look at the 990 Duke as a sportier, but still practical alternative to the less edgy middleweight nakeds like the Suzuki GSX-8S, Aprilia Tuono 660, and Yamaha MT-07. Widely varying competition and use cases in mind, KTM decided to build an almost all-new bike for 2024. In fact, the 990 Duke is 96 percent new compared to the 890 Duke R. It’s physically larger, yes, but also has a more rigid chassis, expansive electronics package, and a more aggressive look. Related: 2024 KTM 990 Duke First Look Available PowerParts spice up the 990 Duke look. Important to mention is that this bike is produced at KTM’s main plant in Mattighofen, Austria. That differs from the 790 Duke and 790 Adventure, which are built in China through KTM’s joint venture with CFMoto. (KTM/)That includes a new headlight, which is worth calling out not because of its polarizing shape, but because it was simultaneously developed for the 990 Duke and 1390 Super Duke R, highlighting the close relationship between those bikes. This is a bike that KTM wants to compare to its big brother, rather than the 890 Duke R it replaces. The new, 947cc parallel twin makes more power and torque, but also has improved rideability over the outgoing 889cc twin. The best part is the broad torque curve, which adds to the bike’s flexibility. It’s fast, but plenty smooth for casual riding. (KTM/)Engine Much of the Duke’s newness comes from the LC8c (Liquid-Cooled, 8-valve, compact) engine that has grown from 889cc to 947cc thanks to a larger bore (92.5mm versus 90.7mm) and longer stroke (70.4mm versus 68.8mm). The pistons, rods, crank, exhaust, and cam timing are all new; KTM adding that rideability is improved due to the increased rotating mass, which knocks a little edge off the power delivery and adds to the bike’s street-friendly personality. Especially when compared to the 1390 Super Duke. Power and torque numbers get a modest bump, the 990 producing a claimed 123 hp at 9,500 rpm and 76 lb.-ft. of torque at 6,750 rpm. Compare that to the 890′s 121 hp and 73 lb.-ft. of torque. Engines are the focal point of any naked bike, and while that’s mostly the case here, KTM’s design team has done a good job of pulling your eyes away from the engine with clean lines throughout the rest of the bike. (KTM/)The focus on torque and a tractable power delivery are noticeable at around-town speeds or tearing up tight mountain roads. This is a rowdy, rule-breaking motorcycle that’s game for wheelies if that’s what you want, but more impressive is the engine’s flexibility. It’s as friendly as it is fun, with a surplus of usable torque that keeps you from having to constantly search for the right gear. That makes it a less busy motorcycle to ride. Smooth power delivery and a good throttle connection put the alliance between engine and electronics on full display and add to the grown-up demeanor. The engine is quite smooth, but has enough vibration to blur the mirrors at maintained highway speeds. Related: 2024 Triumph Street Triple 765 R Review While the 990 Duke is physically bigger than the 890 Duke it replaces, it’s not excessively large. RIders over 6 feet tall will actually notice a decent bend at their knees, and often be sitting up against the passenger seat. This rider is 6-foot-3. (KTM/)Speaking of shifting, we’ve struggled with the transmission on a few KTM testbikes over the years, including a recently tested 890 Adventure R, but the transmission on the 990 Duke we rode felt great. Shifts were quick, precise, and overall seamless, aided by the optional bidirectional quickshifter that was installed. Chassis The 990 Duke’s frame has a completely different construction than the unit it replaces, the most obvious difference being that the main frame runs outside of the swingarm. The goal? Increased rigidity, for added stability under acceleration. “The 890 Duke was known for being agile, but stability was a missing point,” KTM says. The frame has an 8 percent increase in side stiffness and 5 percent increase in torsional stiffness, with KTM suggesting that overall stiffness is up by roughly 15 percent. The swingarm, developed alongside the frame and die-cast aluminum subframe, goes a different direction and is actually less rigid than before, for better rear-wheel traction. More importantly, it’s 3.3 pounds lighter. An all-new steel tube frame is stiffer than the 890 Duke’s frame, for increased stability. Big news here is the decision to mount the frame to the outside of the swingarm. (KTM/)More weight reduction comes in the form of new front brake disc mounts, which save 1.1 pounds per side. Wheels are from the 1390 Super Duke R. WP Apex suspension is unique to the bike, and unique in that the damping difference between clicks is intended to be easier to feel. Total setup range includes five clicks of compression on the left fork leg, five clicks of rebound on the right fork leg, and five clicks of rebound at the shock. None of this is to say that KTM has gone out of its way to lessen the 990 Duke’s blow. Comfort is kept in mind, but this bike is very much set up for fast, flowing roads, as evidenced by the wickedly entertaining street ride that KTM staff led us on during our first day with the 990, which included everything from tight switchbacks to open highway and everything in between. The 990 Duke’s swingarm is gravity die-cast, for less weight. It also has more flex, for better bump absorption. (KTM/)You can feel the added stability KTM has pumped in while ripping along more flowing sections of canyon road. This Duke is still relatively light on its toes, but a little extra effort is required to steer the bike into a corner or flick it from one side to the other, especially when compared to the middleweight Dukes of yesteryear. The benefit is that the bike feels stable and planted when banked into a corner, and in no way does the bike feel cumbersome at slower speeds. Think of it like an athlete who bulked up during the offseason and is overall stronger, but not quite as quick as before. As for the frame, you can sense the high levels of rigidity, which keeps the bike from coming unwound as the pace picks up. There’s a sense of tightness to the bike that still says, “This is a KTM; it’s meant for being pushed.” WP Apex suspension is used front and rear, with five clicks of rebound adjustment at the back and five clicks of compression/rebound adjustment at the front. KTM says the hope is to simplify the suspension adjustment process. Notice the aluminum die-cast subframe with integrated airbox and air intake under the seat. (KTM/)The only place where you don’t see that extra level of aggression is in the front brakes. There’s good stopping power but the system lacks consistency through the lever pull. KTM says it has tried different pads and small changes, meaning performance is likely down to the master cylinder. Electronics Keep in mind that there’s an expansive electronics package to support you as the pace picks up, or to help tailor the bike to the type of riding you’re doing. That includes three standard ride modes (Sport, Street, and Rain), as well as optional Performance and Track modes, which are available as part of a “demo program” for the first 1,500 kilometers (932 miles), but must be purchased once that number is exceeded. Rider-aid settings are preset for Sport, Street, and Rain, limiting the amount of adjustability, but in switching over to the Performance and Track modes, you’re able to adjust settings for power delivery (three levels), traction control (nine levels plus off), wheelie control (five levels plus off), ABS (two levels), and KTM’s MTC/MSR engine-brake system. KTM isn’t alone in the push to make modern dashes look crisp and well-organized despite the continued evolution of rider aids, but it’s absolutely leading the charge. The dash is intuitive and easy to navigate. (KTM/)All of this is adjusted through an absolutely stunning 5-inch TFT display that uses illustrations that move with each setting change to show exactly what you can expect from the lower or higher setting you’re choosing. For example, the bike will be shown in an exaggerated wheelie when selecting the “Very High” wheelie control setting, but shows the front wheel almost on the ground when scrolling over to the “Very Low” option. A new switch cube on the left side of the handlebar is one of the best in the game right now thanks to the added dimensions, which makes it easy to push the intended button with a gloved hand. It’s these small details where KTM is setting itself apart from the competition, and where its constant push to innovate can be seen. We can’t say enough about how well-designed the hardware is. Someone was having fun on this road before we got there. Solid electronics help with that. (KTM/)The software is just as good, but can only be tested so much on cold foreign roads climbing snowcapped mountains. On drier, controlled roads earlier in the ride, we tested various wheelie-control settings and found the system accurately keeps the front wheel from rotating past an expected height given the setting you’ve selected. Power cuts aren’t aggressive, evidence of the overall refinement that KTM has achieved with its rider-aid intervention. This was not always the case. Design and Fit and Finish KTM’s attention to detail and high level of refinement can also be seen in the hardware sprinkled across the bike. Every touch point feels solid and has a quality finish to it. It doesn’t feel like any corners were cut or like anything is used because it was the cheaper option, the only real exception being the aforementioned brake master cylinder. Front brake discs are updated for reduced weight (1.1 pounds per side). There’s good stopping power from this system, but lever pull isn’t consistent. That happens to be one of our few complaints around the 990 Duke. Front wheel is identical to the one on the 1390 Super Duke R Evo. (KTM/)More refinements come in the form of an updated seat with a flatter leading edge, which keeps you from sliding up into the 3.8-gallon tank. Seat height is 32.5 inches, and thanks to a narrow tank/seat junction, the bike isn’t as big as its otherwise larger dimensions would lead you to believe. The Super Duke is more roomy, but physically larger and less ideal for around-town stuff. Another thing to consider is that KTM’s naked bikes have never been known for stellar wind protection. That continues to be the case here; the angular headlight and large dash cause just enough turbulence to make this a bike you probably won’t want to do much touring on. The 990’s headlight is shared with the 1390 Super Duke R and looks better in person than it does in pictures. An added benefit, according to KTM, is that it has a more consistent light spray. (KTM/)Final Thoughts Mind you, touring is not what KTM had in mind when it brought the 990 Duke to life. The middleweight naked bike category is one of the most hotly contested in motorcycling right now, and the only way to really succeed here is to stand out from the competition. KTM is doing that by sticking to its “Ready to Race” roots, but pumping a little extra versatility into the 990 Duke through a deliciously tractable and user-friendly engine that’s capable of entertaining the experienced rider just as much as it is being a comfortable, around-town mount for the casual street rider. The bike still has an edgy side to it, but that side is well-managed by electronics and small tweaks that make it more stable and more predictable. It’s very much a grown-up version of the middleweight Dukes that came before it. Ironically, that takes the 990 Duke from being an interesting middleweight naked bike option to an interesting alternative to KTM’s own 1390 Super Duke R Evo, which seems to get rowdier and more advanced with every model year update. Does that make this one of the most practical naked bikes, period? We’d certainly throw its name in the hat. 2024 KTM 990 Duke Claimed Specs MSRP: N/A Engine: DOHC, liquid-cooled, 4-stroke parallel twin Displacement: 947cc Bore x Stroke: 92.5 x 70.4mm Compression Ratio: 13.5:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 123 hp @ 9,500 rpm Claimed Torque: 76 lb.-ft. @ 6,750 rpm Fuel System: Electronic fuel injection w/ ride-by-wire Clutch: PASC (Power Assisted Slipper Clutch); cable actuation Engine Management/Ignition: TCI Frame: Chromoly tubular steel Front Suspension: 43mm WP Apex USD fork, rebound and compression adjustable; 5.5 in. travel Rear Suspension: WP Apex shock, rebound and spring preload adjustable; 5.9 in. travel Front Brake: 4-piston calipers, 300mm discs (w/ ABS) Rear Brake: 2-piston caliper, 240mm disc (w/ ABS) Wheels, Front/Rear: Cast aluminum; 17 x 3.50 in. / 17 x 5.50 in. Tires, Front/Rear: 120/70-17 / 180/55-17 Rake/Trail: 24.2º /3.9 in. Wheelbase: 58.1 Ground Clearance: 7.7 in. Seat Height: 32.5 in. Fuel Capacity: 3.8 gal. Claimed Wet Weight: 395 lb. Contact: ktm.com KTM doesn’t hide its intentions with the 990 Duke. Yes, there is an added level of stability and an emphasis on comfort, but the bike is still developed for fast, flowing roads. (KTM/)Gearbox Helmet: Arai Corsair-X Nicky Reset Jacket: Alpinestars Missile Ignition Pants: Copper V3 Denim Gloves: Alpinestars GP Tech V2 S Boots: Alpinestars SP-2 Source

Indian’s new 2024 FTR x RSD Super Hooligan pays tribute to the brand’s 2023 SHNC series crown. (Indian Motorcycle/)Last year, Indian announced a limited-edition FTR bike that was tricked out by the action-sports brand 100% for the 2024 model year. That bike was a legitimately striking, carbon fiber–clad machine, but it also led us to wonder, hey, where’s the collaboration with Roland Sands? After all, the dude basically created the Super Hooligan category (welcoming the FTR750 in the process), which Indian is currently the main sponsor of. And the fact that Tyler O’Hara aboard an Indian FTR 1200 won MotoAmerica’s 2023 Super Hooligan National Championship crown seemed like there was a turn-key partnership waiting in the wings. Well, it looks like we didn’t have to wait long for the obvious to unfold: Here’s the new FTR x RSD Super Hooligan, available now, but in limited quantities. The limited-edition FTR x RSD Super Hooligan model should be in dealers now, but only 300 units will be available worldwide. (Indian Motorcycle/)If the term “hooligan” conjures up images of older air-cooled V-twins banging bars around a dirt track, well, we’ll have you know it has since evolved into a professional series, complete with rules and regulations. To its credit, Indian has managed to stay in the thick of things, and it was looking to celebrate last season’s SHNC victory with a bike that put a spotlight on that crown. That bike is the 2024 FTR x RSD Super Hooligan you see here, designed in concert with longtime collaborator Roland Sands and his merry band of motoheads. An Indian Red frame and special Black Metallic bodywork plastered with the No. 1 plate, and race sponsor and Roland Sand logos tell you this is the FTR x RSD model. (Indian Motorcycle/)Indian calls it “all-new,” but let’s dispense with that notion pronto; this one (like the 100% bike) is also based on the premium FTR R Carbon model, which already rocks 17-inch wheels with sport tires and fully adjustable suspension. The carryover parts continue under the new colors and engine covers, with the same 120 hp, liquid-cooled 1,203cc V-twin engine and steel trellis frame, fully adjustable Öhlins front fork and rear piggyback shock, radially mounted dual disc Brembo brakes, and a 4-inch touchscreen display powered by Indian’s Ride Command system which also allows access to three selectable ride modes. An assist/slip clutch eases shifting duties, and as before, Metzeler Sportec rubber rolls below. Like the R Carbon (but unlike the 100% model), the RSD’s shock sports bright yellow coils, and a dual Akrapovič muffler setup shores up the right side. The FTR x RSD’s tank gets the Indian race team colors and is set off by carbon-fiber-ish accents. (Indian Motorcycle/)So let’s get into what separates the FTR x RSD Super Hooligan from its lesser stablemates. For one, there’s the unique paint and graphic treatment, with killer Black Metallic bodywork pieces covered in real-deal Indian team colors and Super Hooligan race graphics. The underlying frame is dipped in classic Indian Red for contrast, and the matching red cast wheels feature gold accents. Since that SHNC No. 1 plate is a big deal, Indian pushes the team’s recent victory via championship logos and the number on the front and side plates. Continuing the replica racer theme, the FTR x RSD Super Hooligan sports race team sponsor logos on the rear seat cowl; owners will also receive additional graphics for the radiator shroud, front fender, and front fork if they want to really sell the look. The team also added premium Gilles Tooling parts, including adjustable rearsets, oil cap, radiator cap, and bar-end weights, to give that extra veneer of exclusivity. And because this is a limited-edition bike, each one is individually numbered with a commemorative tank console. As on the R Carbon trim, you get dual disc Brembo brakes up front; Öhlins USD fork and rear IFP shock are also fully adjustable. (Indian Motorcycle/)Indian says the FTR x RSD Super Hooligan bike is now shipping to dealers throughout the US and Canada, and has a starting MSRP of $18,499. Just 300 units will be available globally. For more info see indianmotorcycle.com. In case you forgot, Indian snagged the 2023 Super Hooligan National Championship. Special seat gets contrast red stitching. (Indian Motorcycle/) Commemorative badge on the tank console indicates unit number and RSD/Super Hooligan provenance. (Indian Motorcycle/)2024 Indian FTR x RSD Super Hooligan Specs MSRP: $18,499 Engine: 1,203cc, liquid-cooled, 60-degree V-twin Bore x Stroke: 102.0 x 73.6mm Compression Ratio: 12.5:1 Claimed Horsepower: 120 hp @ 7,750 rpm Claimed Torque: 87 lb.-ft. @ 6,000 rpm Transmission/Final Drive: 6-speed/chain Fuel Delivery: Closed-loop electronic fuel injection w/ 60mm throttle body Clutch: Wet, multiplate slipper/assist Front Suspension: 43mm Öhlins inverted telescopic fork, fully adjustable; 4.7 in. travel Rear Suspension: Öhlins piggyback IFP shock, fully adjustable; 4.7 in. travel Front Brake: 4-piston calipers, dual Brembo 320mm discs w/ ABS Rear Brake: 2-piston caliper, Brembo 260mm disc w/ ABS Wheels, Front/Rear: Cast; 17 x 3.5 in. / 17 x 5.5 in. Tires, Front/Rear: Metzeler Sportec M9 RR; 120/70ZR-17 / 180/55ZR-17 Rake/Trail: 25.3°/3.9 in. Wheelbase: 60.0 in. Ground Clearance: 6.5 in. Seat Height: 32.3 in. Fuel Capacity: 3.4 gal. Claimed Dry Weight: 491 lb. Contact: indianmotorcycle.com Source

Both the Speed 400 ($4,995) and Scrambler 400 X ($5,595) are meant to grab Triumph customers and keep them for life. (Triumph Motorcycles/)Triumph’s 2024 Speed 400 and Scrambler 400 X are good, real good. Scratch that, one is great, and one is really good. Which is which? The answer might surprise you. After riding both back to back, one of the new Indian-manufactured singles sits near the top of the best motorcycles I’ve tested in the last couple of years. How Triumph has done it is nothing short of remarkable. It knows the stakes in the smaller-displacement space is high (this is where new lifelong customers are captured) and it delivers. In 2023, our UK contributor Adam Child got a “Western” exclusive (Indian media got first crack at the models in 2023) on preproduction versions of the Speed 400 and Scrambler 400 X, and his reviews were nothing short of glowing. Those were not production bikes so we had to wait to get the full story on these two, and now that time has come. 398cc Liquid-cooled DOHC Single Both models share a 398cc DOHC liquid-cooled single that Triumph claims puts out 39.5 hp and 8,000 rpm and 27.7 lb.-ft. of torque at 6,500 rpm. An oversquare design allows the Speed and Scrambler to rev to that 8,000 rpm peak power, but down low there is still plenty of torque on tap. This engine does not require tap dancing on the shift lever to make time, instead it torques out of the corner or from a stop and then picks up steam as it revs to that 8K peak. On the tight, dizziness-inducing roads above Valencia, Spain, both the Speed 400 and Scrambler 400 are more than happy to live in third and fourth gear all day. An identical 398cc DOHC single powers the Speed 400 and Scrambler 400 X. (Triumph Motorcycles/)Final-drive gearing is slightly different between the taller-geared Speed and shorter-geared Scrambler X, but they both jump forward with the same vigor, keeping in mind we are talking about 398cc singles. The Scrambler X carries 20 more pounds than the Speed. Overall, gearing is low enough to really highlight the engine’s torque and both run out of steam just before or right at 100 mph. The Speed 400 will just click past the ton if you give it enough space. A counterrotating balance shaft controls engine vibration, though the mirrors at the end of the Scrambler’s wider bars become blurry as you approach maximum revs. The rest of the body gets just the right amount of giggle and buzz to portray a robust engine, although there is no lumpiness that would have come from a long-stroke single—think more of a twin-ish character. Traction Control and ABS There are no ride modes on Triumph’s singles, but there is traction control and ABS—neither are lean sensitive. Hey, for $4,995 and $5,595, you can’t have it all. Not once during our testing on the Speed was the limit of traction found on dry pavement. There’s so much traction from the Metzeler Sportec M9 RR tires, you’d be hard-pressed to lose the rear tire on the throttle. Same can be said for the Scrambler’s Karoo Street. Connection to the rear tire through the ride-by-wire throttle is excellent when at speed, but around town there’s a bit of herky-jerky snatch that requires familiarity with the quirk and the easy-to-modulate clutch for smoothness. Disabling traction control is an easy process using the left switch gear and LCD dash. Our testing on this press launch included just a short section of dirt for the Scrambler 400 X, but it is preferable to let the rear tire loose on fire roads and soft surfaces. On dirt, dropping the hammer with TC on results in a fairly sharp cut of the throttle when there is no firmness in terra firma. A simple LCD and analog dash conveys the needed info clearly. (Triumph Motorcycles/)On both models dual-channel ABS is excellent and doesn’t step in until absolutely needed, which did happen a few times on the Scrambler 400 X as it has a less aggressive pad compound squeezing the 320mm front disc for friendliness in the dirt. It would be hard to notice the difference in brake feel and bite without riding the bikes back to back, but stepping from the Speed’s sportbike-strong pad compound, 300mm front disc, and radial-mount ByBre four-pot caliper to the X’s setup, the there is a difference. When the ABS does kick in at the front, vibration at the lever gives you the cue it is sorting out the lack of traction. Stomping on the rear lever produces a pulse into your foot and is felt at the rear tire. Off-road mode on the Scrambler 400 X removes ABS from both ends. Both the Speed and Scrambler 400 X use a four-piston radial-mount caliper, but the Speed has a more aggressive pad compound. (Triumph Motorcycles/)Chassis Differences Differences in chassis are few but significant. The Speed 400 has a 1-inch-shorter frame than the Scrambler. The X gets the longer steel tube main frame to make room for the larger 19-inch front wheel with more travel; rake is 1.4 degrees steeper at 23.2 while trail is a quarter inch longer at 4.25. Suspension on both models feature a 43mm nonadjustable Showa Big Piston Fork with 5.9 inches of travel on the Scrambler 400 X and 5.5 inches on the Speed 400. A preload-only adjustable monoshock delivers 5.9 inches of travel on the Scrambler 400 X, while the Speed has 5.1 inches. Both units use the same swingarm, however the wheelbase is 1.6 inches longer on the X. The Scrambler also gets a wider and taller handlebar along with a host of off-road touches like a screen on the headlight and radiator, hand guards, a skid plate, and an upswept dual-tip muffler. Triumph’s Scrambler 400 X gets a host of parts to set it apart visually from the Speed 400: a headlight grille, skid plate, dual-tip muffler, and hand guards. It also has a taller, wider handlebar. (Triumph Motorcycles/)The Scrambler 400 X’s suspension is plush and eats up road imperfections and small off-road bumps. It is not going to eat whoops for breakfast, lunch, and dinner, but you wouldn’t expect it to. It will get you down that dirt road in the mountains without drama and even with a little fun—just like a scrambler should. For a suspension setup that offers only rear spring preload adjustment, performance is exceptional, with great damping control front and rear and no egregious fork dive on braking or squat at the rear while accelerating. It’s darn near the best lower-budget suspension going—if it weren’t for the Speed 400 it might just be tops… A stepped preload collar is the only suspension adjustment available on the Speed 400 and Scrambler 400 X. (Triumph Motorcycles/)Just like the X, the Speed 400′s suspension settings are dialed in. The ride is just soft enough to be comfortable on beat-up downtown asphalt, but stiff enough—even for my 235 pounds—for a truly sporty ride. Damping is marvelous; even on midcorner bumps while on the gas, the chassis will not pogo or buck. Again, how has Triumph done it? It nearly defies logic for a motorcycle build at a price. Handling The Speed 400 is a masterpiece on the road: light, and flickable while being stable and confidence inspiring. (Triumph Motorcycles/)On the road those seemingly insignificant differences translate to a completely different experience. On the Scrambler 400 X, turn-in is slightly heavy—even with those wider moto-bars. It fights you going into the corner, but once leaned over the effort decreases and all is good. Then you get on the Speed 400, and your opinion shifts. Bending the Scrambler 400 X into a corner takes more effort than the Speed 400. (Triumph Motorcycles/)The Speed 400 lives up to its inclusion into Triumph’s Sport Classic range. Just like our 2022 and 2023 Best Standard motorcycle, the Speed Twin 1200, the little 400 is a canyon-carving weapon in disguise. Effortless turn-in with pinpoint precision and rock-solid stability is the name of the game for the Speed 400. Feedback from the Sportec M9 RR tires is near telepathic. More than once the question had to be asked and tested, does the charm and cool factor of the Speed 400 trick you into thinking it is better than it really is? Absolutely not. It’s epic, it’s a steal, it’s a motorcycle you can grow with and perhaps never part with. Switchable ABS and TC let the Scrambler 400 X sling some dirt. (Triumph Motorcycles/)Ergonomics Seat to footpeg space on the Speed is tight but not cramped. For anyone over 5-foot-10, you might feel the closer relation at the end of the day in the knees. However, the rest of the body will be no worse for wear. The 31.1-inch-high seat is all-day comfortable, and the reach to the bars is slightly canted forward but light enough to go easy on the wrists and back. You can hunker down when needed, but sit nearly upright when cruising through town. Legroom is just slightly cramped on the Speed 400. (Triumph Motorcycles/)There’s more space on the Scrambler 400 X thanks to that wide and tall handlebar and footpegs that are slightly lower combined with a taller 32.9-inch seat height. If you’re taller, the dirt-slinger is the way to go while shorter inseam may struggle with getting two feet flat on the ground. There’s more space behind the bars on the Scrambler 400 X than the Speed 400. (Triumph Motorcycles/)Fit and Finish There’s no discussing a Triumph without touching on the subject of fit and finish. The brand is well known for its attention to detail, brushed aluminum, glossy paint, and high-quality hardware, and both the Speed 400 and Scrambler 400 X live up to that reputation. Paint finishes are 90 percent of the quality you’d find on Triumphs three times the cost. Run your eyes over the hardware holding the machines together and you’ll find the same level of kit on the top-shelf Sport Classics and Scramblers. Paint is glossy and smooth—nearly as good as Triumphs that cost three times that of the Speed 400 and Scrambler 400 X. (Triumph Motorcycles/)There are only a few misses, and even those aren’t huge, one being the cheap-looking levers and the other being the banjo bolts on the brake system. Really, that’s it. Sure, they don’t have a TFT screen dash, but the LCD unit with the analog speedo gets the job done with no muss and no fuss. There’s even a USB-C plug on the side to charge your smartphone if you need navigation. A hard look at the hardware on the Speed 400 and Scrambler 400 X shows the quality of these models. (Triumph Motorcycles/)Which One Is Right for You? Being so similar, you might find it hard to choose between the Speed 400 and Scrambler 400 X, but it’s rather simple and comes down to one element: dirt. If you want to venture off asphalt, it’s the Scrambler 400 X. It’s got the same great engine of the Speed, it’s roomy, and looks cool as hell. But know this, it does give up points in on-road handling versus its stablemate. The Scrambler 400 X will get you down a dirt mountain road without any issue. (Triumph Motorcycles/)No dirt? It’s the Speed 400—without question. This is one of the greats in entry-level motorcycling; hell, it’s one of the great motorcycles of 2024. Handling is far better than it should be for a $4,995 motorcycle, the engine is punchy and fun, the ergos are comfortable, and you won’t get tired of looking at it. It’s a full package at a discount.. Triumph’s Speed 400 is one of the best motorcycles of 2024. (Triumph Motorcycles/)These motorcycles are Triumphs through and through and make good on the brand promise better than any other manufacturer’s entry-level motorcycles. You really can’t go wrong with either. What a time to enter motorcycling! 2024 Triumph Scrambler 400 X ($5,595). (Triumph Motorcycles/)2024 Triumph Scrambler 400 X Specs MSRP: $5,595 Engine: DOHC, liquid-cooled single-cylinder; 4 valves Displacement: 398cc Bore x Stroke: 89.0 x 64.0mm Compression Ratio: 12.0:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 39.5 hp @ 8,000 rpm Claimed Torque: 27.7 lb.-ft. @ 6,500 rpm Fuel System: Bosch electronic fuel injection w/ electronic throttle control Clutch: Wet, multiplate slipper/assist; cable actuated Frame: Hybrid spine/perimeter, tubular steel; bolt-on rear subframe Front Suspension: 43mm inverted Showa Big Piston Fork; 5.9 in. travel Rear Suspension: Gas monoshock w/ external reservoir, spring preload adjustable; 5.9 in. travel Front Brake: 4-piston radial caliper, 320mm fixed disc w/ ABS Rear Brake: 1-piston floating caliper, 230mm fixed disc w/ ABS Wheels, Front/Rear: Cast aluminum; 19 x 2.5 in. / 17 x 3.5 in. Tires, Front/Rear: Metzeler Karoo; 100/90-19 / 140/80R-17 Rake/Trail: 23.2°/4.25 in. Wheelbase: 55.8 in. Seat Height: 32.9 in. Fuel Capacity: 3.4 gal. Claimed Wet Weight: 395 lb. Contact: triumphmotorcycles.com 2024 Triumph Speed 400 Specs MSRP: $4,995 Engine: DOHC, liquid-cooled single-cylinder; 4 valves Displacement: 398cc Bore x Stroke: 89.0 x 64.0mm Compression Ratio: 12.0:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 39.5 hp @ 8,000 rpm Claimed Torque: 27.7 lb.-ft. @ 6,500 rpm Fuel System: Bosch electronic fuel injection w/ electronic throttle control Clutch: Wet, multiplate slipper/assist; cable actuated Frame: Hybrid spine/perimeter, tubular steel; bolt-on rear subframe Front Suspension: 43mm inverted Showa Big Piston Fork; 5.5 in. travel Rear Suspension: Gas monoshock w/ external reservoir, spring preload adjustable; 5.1 in. travel Front Brake: 4-piston radial caliper, 300mm fixed disc w/ ABS Rear Brake: Floating caliper, 230mm fixed disc w/ ABS Wheels, Front/Rear: Cast aluminum; 17 x 3 in. / 17 x 4 in. Tires, Front/Rear: Metzeler Sportec M9 RR; 110/70R-17 / 150/60R-17 Rake/Trail: 24.6°/4.0 in. Wheelbase: 54.2 in. Seat Height: 31.1 in. Fuel Capacity: 3.4 gal. Claimed Wet Weight: 375 lb. The Speed 400 is not too sporty to be comfortable on the city streets. (Triumph Motorcycles/)GEARBOX Helmet: Bell Custom 500 Six Day McQueen Jacket: Alpinestars Oscar C-10 Pant: Alpinestars Copper V2 Gloves: Alpinestars Techdura Boots: Alpinestars Tech-T Source

Triumph’s Tiger 1200 GT Explorer (accessorized shown) gets engine refinements, added features, and ergonomic tweaks for 2024, but otherwise retains the same spec as last year. (Triumph Motorcycles/)When Triumph introduced the latest-generation Tiger 1200 line in 2022, the brand called out BMW’s R 1250 GS as a benchmark and piled all the requisite adventure-class features it could onto the new bikes, with things like a lightweight frame, semi-active Showa suspension, IMU-enabled premium brake components, multiple ride modes, and of course, that rorty 147 hp T-plane triple engine. But at the intro, we called out a few nitpicks, like noticeable vibes through the bars, and low-speed handling and ground clearance issues, and now Triumph has decided it was time to address the warts with a series of updates across the range. It’s not a whole-hog redesign of the Tiger 1200 family, mind you, but rather a refinement of the existing package with a focus on the aforementioned rough spots and key revisions to ergonomics, comfort, and standard amenities. In the presentation, Triumph seemed to indicate that the so-called “enhancements” would affect all five Tiger 1200 models—the base 1200 GT, the 1200 GT Pro, the 1200 GT Explorer, the 1200 Rally Pro, and 1200 Rally Explore—though only the two 2024 Explorer versions were addressed in the release, so that’s what we’ll focus on here. As a reminder, the main differences are that the road-focused Tiger 1200 GT Explorer rolls on cast 19/18-inch wheels while the more dirtworthy Tiger 1200 Rally Explorer relative gets longer-travel suspension and a 21/18 tubeless spoked-wheel combo. Both feature the larger 7.9-gallon gas tank versus the standard 5.3-gallon unit. The 2024 Tiger 1200 GT Explorer still rolls on 19-inch front and 18-inch rear aluminum wheels, but now has the Active Preload Reduction feature as standard, along with an updated clutch design. (Triumph Motorcycles/)Engine The main focus for 2024 was the Tiger 1200′s triple-cylinder engine, which was in need of some smoothing. To remedy the vibes, the 1,160cc triple received changes to the crankshaft, alternator rotor, and balancer to increase engine inertia, with additional engine calibration changes that is claimed to result in smoother and more precise low-rev torque, while still retaining that T-plane character. The refinements will allegedly be felt while accelerating or decelerating, especially at low speeds, while an updated clutch design is meant to offer smoother engagement when shifting into first gear. Taken together, says Triumph, the changes should result in a smoother ride overall. With that said however, the engine’s underlying mechanics didn’t get a major overhaul as the spec sheet reveals the same 147 hp at 9,000 rpm and 95.8 lb.-ft. at 7,000 rpm, with the T-plane triple crank’s uneven firing order, six-speed gearbox with slip and assist, and a low-maintenance shaft drive. The 1,160cc triple engine carries over for both models unchanged, save for tweaks to the crank and alternator rotor balancer to increase engine inertia. Triumph says it also addressed the bike’s pitch, roll, and yaw characteristics to be less invasive. (Triumph Motorcycles/)Comfort and Ergonomics Next to be addressed were the Tiger 1200′s ergonomics, which got only slight refinements. The redesigned rider seat gets a flatter profile so pilots can freely move their positions on longer trips, with the corresponding accessory low seat option that reduces height to 32.7 inches on the GT Explorer and 33.7 inches on the Rally Explorer also redesigned to be more comfortable. Other ergo tweaks include a longer clutch lever to make more room for riders’ fingers. Otherwise the same electronic enhancements and rider aids carry over from 2023, with Blind Spot Radar System coming standard (though no adaptive cruise control) along with multiple riding modes, traction control, and Showa semi-active suspension. In the cockpit you’ll still see the 7-inch TFT display with integrated My Triumph Connectivity System, with other standard features including hill hold and heated grips and seats. The 2024 1200 Rally Explorer gets all of the same refinements to engine, suspension, seat, and ground clearance. The Rally Explorer gets 21/18 wheels and offers a longer travel (8.6 inches) from its 49mm USD Showa fork. (Triumph Motorcycles/)Suspension and Clearance Triumph’s also touting the new Active Preload Reduction feature for the 2024 Tiger 1200s, which is not really new—-we first saw it released last year as an available upgrade. The Active Preload Reduction is said to lower the seat heights of both the Rally Explorer and GT Explorer by up to 0.8 of an inch when the bike comes to a standstill (depending on the combined weight of rider, pillion, and luggage) by pressing the “Home” button on the right switch cube. For 2024 it will come standard on all new Tiger 1200 motorcycles. As for the pronounced peg-scraping on the outgoing model? Triumph addressed the issue on the 2024 bikes by positioning the footpeg higher and closer to the bike, giving it more ground clearance. Both Explorer models have the larger 7.9-gallon tank. New Matte Sandstone color shown. (Triumph Motorcycles/)Lastly, of course are the cosmetics, and both variants of the Tiger 1200 Explorer will get new colors for 2024. The Tiger 1200 GT Explorer adds Carnival Red to the existing Snowdonia White and Sapphire Black choices, while the 2024 Tiger 1200 Rally Explorer steps up with the new Matte Sandstorm paintwork to go with the Jet Black and Matte Khaki colors. All the current 50-plus accessory options are still on tap too, with everything from luggage systems to engine and tank protection to seat options available for both models. Redesigned rider seat gets a flatter profile, and standard Active Preload Reduction can lower height by up to 0.8 of an inch. The addition of an accessory low seat gets you even lower. (Triumph Motorcycles/)To reiterate: The new 2024 Tiger 1200 GT Explorer and Tiger 1200 Rally Explorer are expected in dealers by the beginning of May. The Tiger 1200 GT Explorer will list at an MSRP of $23,795, with the Tiger 1200 Rally Explorer costing $24,895; both come with a three-year unlimited-mileage warranty. Triumph also indicated it plans to bring the Rally Pro and GT Pro models in at some point, likely for model year 2025, which it will announce at a future date. There’s no word on the fate of the base Tiger 1200 GT. The 2024 Triumph Tiger GT Explorer in Cardinal Red. MSRP is $23,795. (Triumph Motorcycles/) Source

Triumph’s 2024 Tiger 900 models get more power. (Triumph Motorcycles/)Triumph’s Tiger 900s—as well as the 800 models before it—have been that “other” middleweight in the adventure-bike world. They do all things that an ADV should do: Covering distance with ease while handling off-road excursions without worry. Triumph says it has sold 45,000 Tiger 900s since its 2019 introduction. Yet, BMW and KTM have received the lion’s share of press, rider attention, and sales success in the US. After two days of testing the 2024 Tiger 900 GT Pro and Rally Pro, that may be about to change. The Tiger 900 has something going for it that no other middleweight ADV does: the sweet, sweet growl of a “T-plane” triple. For 2024, Triumph has cranked up that three-cylinder’s claimed horsepower output by 13 percent. This means the Tiger has gone from one of the least powerful in the class to the most powerful. Triumph also cut weight ever slightly, further improving the power-to-weight ratio. Other cuts include two models from the lineup—now just three: Tiger 900 GT, GT Pro, and Rally Pro. Triump’s Tiger 900 GT Pro ( $16,895). (Triumph Motorcycles/)Is this enough to push it to the front of mind? As I diced with six-time motocross/supercross champ and Triumph ambassador Jeff Stanton on the Tiger 900 Rally Pro on Spanish mountain fire roads, that newfound power mixed with the do-it-all chassis had all of my attention. Cut! Thrust! Slide! Wheelie! Repeat. No one should fall asleep on this ADV machine. Tiger 900 Engine and Electronics All three Tiger 900 models share features and architecture, most notably the engine. In 2019, Triumph came out with its T-plane crank that produces a more “V-twin” like torque delivery and sound with long rpm legs like an inline-four. Despite the character, it was down on power to its twin-powered competition. It isn’t anymore. A new cylinder head gets larger intake ports along with revised exhaust ports, higher-lift intake and exhaust cams, and 15mm-longer intake trumpets. While new pistons increase the compression ratio from 11.3:1 to 13.0:1, the key focus is letting the 888cc triple breathe. Triumph removed one catalyzer from the exhaust system, reducing heat and weight along with opening up the path for exhaust gases. Related: 2024 Triumph Tiger 900 Aragón Editions First Look The Tiger 900’s T-plane crank triple now has 106.5 hp—that’s 13 percent more than in 2023. (Triumph Motorcycles/)All of this gets Triumph to that 13 percent increase in horsepower. Triumph now claims a peak output of 106.5 hp—the outgoing model had 93.7. That’s top-of-class horsepower. Torque has increased by 2.2 lb.-ft. to 66.4. Horsepower closely follows the previous model until 7,000 rpm and then it just keeps building to its 9,500-rpm peak. Even with the added go, Hinckley says that emissions have been reduced by 9 percent while fuel economy gets a 9 percent bump. Valve inspection interval has now gone from 12,000 to 18,000 miles. A new 7.1-inch TFT display lifted from the Tiger 1200 is bright and beautiful. The interface for Bluetooth functions such as calls and audio as well as adjusting modes, traction control, and ABS through Triumph’s slick switch cube on the left side of the handlebar is intuitive and easy to use. Mode selection also has its own button, and there are four in total to choose from on the GT: Sport, Road, Rain, Off-Road. The GT Pro gets an additional User mode, and the Rally Pro goes one more with a Off-Road Pro mode. A 7.1-inch TFT dash is bright and easy to read in any lighting conditions. (Triumph Motorcycles/)Sport mode delivers the full force of the Tigers’ newfound horsepower with a quick and snappy throttle response. The lean-sensitive traction control kicks in only when you ask too much of the rear tire—though it does allow for a little bit of slip or squirm before it imperceptibly helps you out. Road mode is still stout in character without the aggression of Sport, with the traction control keeping everything in a line. Rain mutes everything for total control in slippery conditions. Off-Road lets the rear wheel loose for both sliding in the dirt as well as moving forward in softer terrain. The Rally Pro’s Off-Road Pro shuts the TC off completely—a handy feature in sand or mud. User mode lets you set up throttle response, TC, and ABS. When keyed off, the Tiger reverts from the User and Off-Road modes to a road mode unless you confirm those modes on start-up with a two-button push sequence. As you spend time with the Tiger off-road, those two presses become nearly automatic. A press of two buttons reinstates all settings from before the bike was shut off. (Triumph Motorcycles/)The ride modes are also tied to the ABS settings. In Sport and Road, the Continental MK MIB Evo brake control module links the front 320mm rotors squeezed by four-piston Brembo Stylema Monoblocks to the rear 255mm disc and single-piston Brembo caliper. An overzealous stab at the front lever or rear pedal results in a strong yet metered braking response that keeps the wheels in line and skid free. Off-Road unlinks the brakes and turns off the rear ABS, while in Off-Road Pro the ABS is shut off completely; this is the most important reason to memorize that two-button dance on start-up while riding off-road—you’ll only forget once after trying to slow down a 503-pound ADV on a high-speed dirt road with road ABS. Brembo four-piston Stylema calipers clamp 320mm dual front discs on the GT Pro and Rally Pro. (Triumph Motorcycles/)While Triumph says engine power is only slightly enhanced below 7,000 rpm, it is livelier with noticeably more low-end grunt. Then as you cross into the upper rev range, the engine continues to pull strongly to just before the 10,000-rpm redline. The previous model just flattened out on top. That top-end rush is so much more satisfying and useful, especially on tighter roads that used to require a shift up between the bends to maximize the drive. Now, just wring it out; there’s less dancing on the precise up-and-down quickshifter. Tiger 900 GT Pro and Rally Pro Chassis and Suspension While the engine is shared between all three Tiger 900 models, the GT and Rally models get different suspension, wheels, tires, and frames—all of which gives the GTs and Rally Pro very different handling and capability. Up front, the GT and GT Pro share a 45mm Marzocchi fork that moves through 7.1 inches (180mm) of travel and is adjustable for compression and rebound damping. At the back of the GT, a Marzocchi monoshock is manually adjustable for preload and rebound; the GT Pro gets electronic adjustment of preload and rebound with presets for passenger and load configurations but can be adjusted in the menu to your liking as well. Both GTs have 6.7 inches (170mm) of travel at the rear. Wheels are cast aluminum units in a 19-inch front and 17-inch rear wrapped with Metzeler Tourance Next tires that are meant for on-road performance. Rake is 24.6 degrees with 4 inches of trail. Front suspension on the Tiger 900 Rally Pro is adjustable for preload, compression, and rebound. (Triumph Motorcycles/)On the Rally Pro, rake is slightly steeper at 24.4 degrees with more trail at 4.6 inches. Wheels are tubeless spoked units with Bridgestone Battlax Adventure tires in 21/17-inch sizing. Suspension is by Showa with a 45mm fork that is adjustable for preload, compression, and rebound with 9.4 inches (240mm) of travel. At the back, a fully adjustable monoshock delivers 9.1 inches (230mm) of travel. All adjustments are manual. This raises the seat height to a minimum seat height of 33.9 inches (34.7 in the high position) over the 32.2/33.1 inches of the GT and GT Pro. Triumph Tiger 900 GT Pro on the Road The first day of our testing was on wonderfully twisting asphalt above the coastal Spanish city of Malaga on the GT Pro and Rally Pro, most of our time was on GT Pro as we were most interested in ascertaining the touring and sporting capabilities of this road-biased model. The day was cold (40–55 degrees Fahrenheit) and the roads were less than pristine with dust and dirt. Right out of the gate, the GT Pro did not supply the road-holding confidence I was expecting from a “GT” ADV model. Heavy handling with some resistance to tip-in followed by a lack of feedback on the side of the tire immediately raised questions. Was the preload set wrong at the rear, was the compression damping off on the front, was it the tires? Throughout the day, with setting change after setting change I struggled with connection to the pavement. Worse, the GT Pro pushed wide when finishing a corner with any sort of throttle. A switch to the Rally Pro proved that it turns in easily with excellent feedback and connection to the pavement, allowing for a quicker and more comfortable pace. Although handling improved greatly after adjustment, the Tiger 900 GT Pro has a heavy feel, especially when compared to the Rally Pro. (Triumph Motorcycles/)Relaying my feedback to Triumph’s mechanics and engineers resulted in a bike check over and test ride. They returned with a corrected setting that was just a tick off my final setting with less preload and less rebound damping. Turn-in was lighter with more composure, and feedback had improved greatly, but still not to the level of the Rally Pro. Let’s call it an eight out of 10. There is too much sensitivity to changes on the GT Pro. Just one step of adjustment in preload and rebound radically changes the GT Pro’s handling; big changes should only be realized after larger adjustments, not moves that would normally be seen as fine-tuning. On the throttle and leaving a corner, the GT Pro wants to push wide. (Triumph Motorcycles/)Suspension action itself is well damped for street duty without any harshness while providing excellent front-to-rear balance during acceleration and braking. Even big bumps won’t upset the GT Pro, both on straightaways and corners. Settings are well suited for sport-touring and crushing miles. Tiger 900 Rally On and Off-road While there is some disappointment in the GT Pro’s road manners, the Rally Pro absolutely shines on the street. Snappy reaction to inputs with excellent traction and feedback seems counterintuitive to a off-road-ready model with chunkier tires and a 21-inch front wheel, but it excels not only on cut-and-trust hairpins but is rock solid and composed in high-speed sweepers. Midcorner line changes are quick and drama free. This is what the GT Pro should be. Despite longer suspension travel and a 21-inch front tire, the Tiger 900 Rally Pro is excellent on the street. (Triumph Motorcycles/)Off-road, the Tiger 900 Rally Pro is just as connected and rock solid. Off-road mode is excellent for fire road shredding with its dirt-specific front ABS confidently slowing the bike without the front wheel completely locking; not once was there a need to completely remove ABS from the front tire for fire roads and two-track. During our very limited time at Triumph Adventure Experience Spain’s off-road training area, Off-Road Pro mode was the ticket, allowing for ultimate braking control on its single-track and small MX-style obstacles. Jumping the Tiger 900 Rally Pro will find the limits of the Showa fully adjustable suspension. (Triumph Motorcycles/)Right out of the box, suspension settings are dialed in for chunky fire road blasting, sucking up chop and holes without deflection or harshness. Both ends roll over all but the biggest rocks straight and true. Airing out the Rally Pro does find the limits of its 9-plus inches of travel, but even when the end of the travel is reached, the bike remains in control. It’s not the most aggressive ADV in the dirt, but its abilities are at a high level within the class. The Tiger 900 Rally Pro is a fire road slayer. (Triumph Motorcycles/)Comfort and Ergonomics Both the GT Pro and Rally Pro dish out plenty of comfort with comfortable seats with a slim profile in the front and more width and support at the rear. Seat-to-footpeg space is a little cramped in the seat’s low position for my 31-inseam and motocross boot combo; however, the extra three-quarters of an inch in the high position is just right. Reach to the bars on the GT is comfortable and relaxed. While the wider and farther set back (15mm) bars of the Rally Pro offer more leverage, when standing the 15mm setback is a bit cramped for aggressive dirt duty—a small complaint on an otherwise fantastic cockpit. Wind protection from the easy-to-adjust windscreen is quite good for my 5-foot-10 frame, adjusting through 2 inches in five positions. Wider bars on the Rally Pro give plenty of leverage to muscle it around off-road. (Triumph Motorcycles/)Conclusion Triumph’s Tiger 900 GT Pro and Rally Pro set a new standard for Hinckley’s middleweight adventure motorcycles. Powered by one of the most engaging engines in the class, both machines now stand toe-to-toe with the competition when the throttle is whacked wide open. The refinement, fit and finish, and overall solid feel are undeniable, and the updated bodywork is modern and clean. Triumph’s Tiger 900 Rally Pro is the clear winner in the brand’s middleweight ADV lineup. (Triumph Motorcycles/)While the GT Pro doesn’t fully live up to the promise of its updated chassis and engine, the Rally Pro is a stunner, nearly negating the need for the GT and GT Pro if you can deal with the taller seat height and no electronic shock adjustment. Triumph doesn’t want its Tiger 900 to be a “well-kept secret” but Tiger 900 Rally Pro owners will nod to the ADV world’s bandwagon chasers and give a sly smile, for they know how good it can get. You should look into joining the club, initiation is $17,395. 2024 Triumph Tiger 900 Rally Pro ($17,395). (Triumph Motorcycles/)2024 Triumph Tiger 900 GT Pro Specs MSRP: $16,895 Engine: DOHC, liquid-cooled, inline 3-cylinder; 12 valves Displacement: 888cc Bore x Stroke: 78.0 x 61.9mm Compression Ratio: 13.0:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 106.5 hp @ 9,500 rpm Claimed Torque: 66.4 lb.-ft. @ 6,850 rpm Fuel System: Multipoint sequential electronic fuel injection w/ electronic throttle control Clutch: Wet, multiplate slip/assist Frame: Tubular steel trellis; bolt-on aluminum rear subframe Front Suspension: Marzocchi 45mm USD fork, compression and rebound damping adjustable; 7.1 in travel Rear Suspension: Marzocchi RSU, electronic spring preload and rebound damping adjustable; 6.7 in. travel Front Brake: Brembo Stylema 4-piston Monoblock calipers, twin 320mm floating discs w/ Optimized Cornering ABS Rear Brake: 1-piston sliding caliper, 255mm disc w/ Optimized Cornering ABS Wheels, Front/Rear: Cast aluminum; 19 x 2.5 in./17 x 4.25 in. Tires, Front/Rear: Metzeler Tourance Next; 100/90-19 / 150/70R-17 Rake/Trail: 24.6°/4.0 in. Wheelbase: 61.3 in. Seat Height: 32.2/33.1 in. Fuel Capacity: 5.3 gal. Claimed Wet Weight: 489 lb. 2024 Triumph Tiger 900 Rally Pro Specs MSRP: $17,395 Engine: DOHC, liquid-cooled, inline 3-cylinder; 12 valves Displacement: 888cc Bore x Stroke: 78.0 x 61.9mm Compression Ratio: 13.0:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 106.5 hp @ 9,500 rpm Claimed Torque: 66.4 lb.-ft. @ 6,850 rpm Fuel System: Multipoint sequential electronic fuel injection w/ electronic throttle control Clutch: Wet, multiplate slip/assist Frame: Tubular steel trellis; bolt-on aluminum rear subframe Front Suspension: Showa 45mm USD fork, compression damping, rebound damping, and spring preload adjustable; 9.4 in. travel Rear Suspension: Showa RSU, spring preload and rebound damping adjustable; 9.1 in. travel Front Brake: Brembo Stylema 4-piston Monoblock calipers, twin 320mm floating discs w/ Optimized Cornering ABS Rear Brake: 1-piston sliding caliper, 255mm disc w/ Optimized Cornering ABS Wheels, Front/Rear: Spoked tubeless; 21 x 2.15 in./17 x 4.25 in. Tires, Front/Rear: Bridgestone Battlax Adventure; 90/90-21 / 150/70R-17 Rake/Trail: 24.4°/4.6 in. Wheelbase: 61.1 in Seat Height: 33.9/34.7 in. Fuel Capacity: 5.3 gal. Claimed Wet Weight: 503 lb. Contract: triumphmotorcycles.com Off-road ABS is well calibrated for fire road surfaces. (Triumph Motorcycles/)Gearbox Helmet: Arai VX-Pro4 Jacket: Alpinestars Techdura Pants: Alpinestars Techdura Gloves: Alpinestars Techdura Boots: Alpinestars Tech 11 Source

Welcome to the wonderful world of street-legal supermotos. The Hypermotard 698 Mono will fit in well. (Ducati/)Ducati’s Hypermotard 698 Mono is not an entry-level addition to the Hypermotard family. Yes, it’s the smaller-displacement, less-expensive alternative to the Hypermotard 950 V-twin, but it’s also a wicked, eye-opening extension of the family. It’s Ducati’s new approach to the street-legal supermoto category, made possible through an extreme emphasis on light weight, performance, and tech. Unique as that approach is to Ducati, it’s not a substantially different approach than what KTM, Husqvarna, and GasGas have taken with their similarly spec’d but uniquely styled 690 SMC R, 701 Supermoto, and SM 700, which have been the go-to-big-bore option in the supermoto class. Those bikes—and now the Hyper 698 Mono—are designed to offer vastly more performance than entry-level options like the Kawasaki KLX300SM and Suzuki DR-Z400SM, which round out this much-loved but relatively niche, low-volume category. The Hypermotard 698 Mono lineup consists of two bikes: a base model ($12,995) and quickshifter-equipped RVE ($14,495), which also gets a special Ducati graphic treatment. (Ducati/)If you’re wondering why Ducati decided to invest in a category with such limited competition, you’re not alone. Ducati says that the decision was born from the desire to create something fun and exciting (read: a passion project), which isn’t far from what you’d expect from the omni-passionate Italian firm. But that doesn’t tell the whole story. The other, more likely reason is that Ducati wants to highlight the insane performance of the all-new Superquadro Mono single-cylinder engine that was actually unveiled ahead of the Hyper 698. What better way to showcase a new, high-performance single than in a supermoto that exists almost purely for unadulterated fun? To love the new Hypermotard 698 Mono will be to love the engine that gives the bike its personality. Related: 2024 Ducati Hypermotard 698 Mono First Look The 698 Mono has a more svelte, off-road-inspired look than any Hypermotard model to come before it. (Ducati/)How much personality is there (spoiler alert: a ton), and how does that play into the riding experience (ditto)? We headed to a kart track just outside Valencia, Spain—a proving grounds and training area for the local racing elite—to find out. First, a look at what makes the new bike so hyper. About the Bike We should say bikes, or at least versions, as Ducati will sell a base-model Hypermotard 698 ($12,995) alongside a more stylish 698 Mono RVE, which has a “graffiti” livery and bidirectional quickshifter, but sets you back a little extra coin with its $14,495 msrp. The heart of the Hyper Mono 698 is Ducati’s all-new Superquadro Mono single-cylinder engine, which is now the most powerful single-cylinder engine on the market, edging out the Austrian competition by a few (claimed) horsepower. It does, however, make a few less pound-feet of torque. (Ducati/)The bike is powered by an engine that’s loosely referred to as half of a 1299 Panigale engine, since much of its design and hardware comes from that iconic V-twin. Bore and stroke are an eye-opening 116.0 x 62.4mm, the former making room for the same valve diameters as in the 1299: 46.8mm titanium intakes and 38.2mm steel exhausts. The piston and combustion chamber shape are exactly as they were on the Panigale. The desmodromic-equipped head uses a dedicated set of rocker arms and cam lobes to shift power into the midrange. Ducati claims 77.5 hp at 9,750 rpm and 46 lb.-ft. of torque at 8,000 rpm. More than 70 percent of the max torque is available at 3,000 rpm, and more than 80 percent between 4,500 and 10,250 rpm. A Termignoni exhaust drops 3.3 pounds and adds 7 hp. Related: Ducati’s New Superquadro Mono 660 Single Business in the front, party in the back. Stock exhaust noise is by necessity a bit muted, but stepping up to a Termignoni exhaust wakes the bike up, both in terms of sound and power. (Ducati/)Weight management was a key focus during design and therefore the Superquadro Mono uses magnesium engine covers and an aluminum cylinder sleeve, like what Ducati used on the 1299 Superleggera (the standard 1299 Panigale used steel). Total engine weight is 98.3 pounds, which is light, but, thanks most likely to the desmo valvetaine, still 2 pounds heavier than the claimed engine weight for the KTM, Husqvarna, and GasGas. Those engines also make more torque (a claimed 54 lb.-ft. at 6,500 rpm), but less peak power (74 hp @ 8,000 rpm). Two balance shafts are used to cancel vibration, as is the case with the KTM-based competition, the only difference being that the Ducati’s balance shafts are both located in the crankcase (versus one in the head), since the desmodromic system reduces available space up top. The single, 330mm front brake disc is 10mm bigger than the brake disc on KTM, GasGas, and Husqvarna models. That and an M4.32 caliper offer enough feel and power to drive the Hyper 698 deep into the corner. You won’t think of this as another “basic” single-disc setup. (Ducati/)We wouldn’t normally draw so many comparisons between competing models, but given the focused scope and nearly identical figures, it makes sense here. For example, the Hyper has 26.1 degrees of rake and 4.2 inches of trail, which is easily comparable to the 26.4 degrees of rake and 4.2 inches of trail on the GasGas SM 700. The only big difference is in the wheelbase; Ducati opted for a shorter, 56.8-inch wheelbase compared to the 57.9-inch gap between the GasGas’ axles. That shorter wheelbase comes from a short, 22.5-inch swingarm, which Ducati is using to keep the bike agile and “playful.” An all-new, steel trellis frame is designed with differentiated thicknesses and sections to optimize weight and stiffness. Total frame weight is 15.9 pounds. Related: Should You Buy Kawasaki’s KLX300 or KLX300SM? That stance! Not only does the swingarm pop, it’s also short front to back and contributes to a shorter wheelbase compared to the competition. (Ducati/)More weight-saving measures come in the form of cast aluminum wheels, which are 1.1 pounds lighter than equally sized spoked wheels, like what are found on the KTM and Husqvarna (the GasGas also rolls on cast wheels). Claimed wet weight (sans fuel) is 333 pounds, whereas most of the competition comes in at around 324 pounds dry. Weight differences will vary a bit more considering the Ducati has a smaller, 3.0-gallon gas tank, compared to 3.6 gallons on the GasGas. Small differences, but something to consider. Final judgment on weight will come on the Cycle World scale. Suspension consists of a fully adjustable Marzocchi fork and fully adjustable Sachs shock. Front and rear suspension travel are 8.5 and 9.4 inches, respectively (same as on the GasGas), while the seat height measures a staggering 35.6 inches—0.2 inch more than the GasGas but 0.2 less than the Husqvarna, which has a taller seat height than its cousins. A 3.8-inch LCD display outclasses the competition, but is difficult to reference at speed. Perhaps the move to large TFT displays across all of motorcycling has spoiled us. (Ducati/)More differences? The Ducati’s front brake disc is 10mm bigger than the competition’s, plus tied to a much more expansive electronics package that includes four ABS settings, for easier sliding. Or not, in case you’re still getting used to the whole supermoto thing and want to keep your wheels in line. The electronics package also consists of lean-angle-sensitive Ducati Wheelie Control (four levels, plus off), Ducati Traction Control (eight levels, plus off), and Engine Brake Control (three levels). Ride modes include Sport, Road, Urban, and Wet. Related: 2025 KTM 690 SMC R and Enduro R Spied Navigate through menus and available settings with the top right switch, then select with the Mode/Enter button. (Ducati/)Settings are adjusted via switches on the left-hand side of the handlebar and confirmed through a 3.8-inch LCD display that’s small but more stylish and modern than what you’ll find on the competition. The rest of the bike’s design hints at its performance-first build. Lines are sharp, and cowlings are minimal. Compared to the bigger V-twin Hypermotards, this has a much more dirt-bike-like presence. A closer look at the Hyper 698 Mono’s electronics package. That’s a lot of tech for a street-legal supermoto, and Ducati wouldn’t have it any other way. (Ducati/)Riding Impressions While we’ve ridden a handful of those V-twin-powered Hypermotards at the track, they always felt a bit out of place—too big for tight, technical kart tracks, but too pointed to accomplish anything at a proper racetrack. That’s fine considering that the plus-sized Hyper is intended to be more urban hooligan than track weapon, but also worth mentioning here, because the different design helps you better understand the Hyper 698 Mono’s intentions—and what you’re signing up for. No, the latter is not as sharp as a purpose-built, 450 motocrosser-turned-supermotard, but the gap between those two concepts feels smaller than was the case with any Hyper that came before it. Most of that sensation comes from the spicy (and absolutely gorgeous) single-cylinder engine, which has more off-bottom grunt than the numbers and talk of “high-revving performance” suggests. Revs build quickly though, and you’re into the 10,250 rpm rev limiter sooner than expected. It’s a more lively, on-edge package than what we’ve experienced from the competition, and at the racetrack especially, it keeps you on your toes. There’s very little of that lumpy, big-bore single sensation down low. Ducati says that ergonomics were designed to work for knee-down or foot-out riding. We preferred knee-down, as did most of the people we rode with. (Ducati/)A tall first gear means you’re not immediately into the rev limiter when leaving a stop, but with a light clutch pull, you have to be diligent with the throttle to make sure you don’t stall the bike as you motor out of the pits. Or probably more fittingly, as you pull away from a stoplight. Because let’s be honest, the vast majority of these bikes will spend most of their time on the street. We spent a handful of laps cruising around the track at an around-town pace to better understand low-speed mannerisms, but there was nothing to suggest this engine was too hard-edged for casual riding. Thanks to those counterbalancers, vibration is kept to a respectable level. That said, throttle response is pretty aggressive in Sport. Road offers a more manageable on/off transition and helps knock some of the edge off. Assuming you want to knock some of the edge off… A fully built 450 supermoto might get around the track a bit faster, but you can ride the 698 Mono to and from the track. (Ducati/)Steering is fast as you want with a short wheelbase and heavy front-end weight bias. It feels like you can flick the bike through tight right-left-right chicanes by just sneezing on the inside bar and peg, which, more importantly, means the bike should carve through city streets with ease. It’s usually on the right side of twitchy, with enough stability to feel comfortable in faster corners. The best part is front end feel at corner entry; it’s shocking how hard you can load the tire as you stab the brakes and pitch the bike into a turn. Handling is not perfect though. As is the case with the engine, you can feel the chassis flirting with that line between predictable and on-edge, and it occasionally veers over the wrong side of that line. Things happen quickly, which makes you feel alive, but also like you’ve had a few too many Monsters and should try to calm down a bit. Then again, were supermotos ever meant to be mellow? Front end feel at corner entry is great, especially when the rear suspension is stiffened up and preload is added. Otherwise, the bike can be a bit hard to get down to the apex in faster corners. (Ducati/)Tuning the suspension helps keep things in check. We tested stock settings in the morning and a setup with more preload and compression/rebound damping in the afternoon. The latter offered more stability and highlighted the suspension’s nice adjustment range, but given the long travel (good for weight transfer at the track), there’s always some movement through the fork and shock as you put inputs into the bike. A lighter and shorter rider (this test rider is 6-foot-3-inches and 210 pounds with gear) might have it a little easier. Electronic rider aids provide an admirable safety net, with a level of refinement that you wouldn’t have found on a bike like this 10 years ago—or maybe even a literbike. Gone are the days where safety meant having to deal with aggressive ignition cuts. Now you have subtle intervention that prioritizes forward momentum, whether you’re on this, or a Panigale. Mind you, those electronics limit how much of a hooligan you can be, so adjust accordingly. The stiffer the better. Bigger riders will notice that the rear moves quite a bit under acceleration. Front/rear weight bias is 48.5/51.5. (Ducati/)Speaking of, while we appreciate the dash’s added moderness over the competition, the display feels busy and leaves us wanting more. Supermotos are about simplicity, but if you’ve got ride modes and multiple electronic systems to adjust, bigger might just be better. The current, rather small display is difficult to read at a glance, and it takes time to get comfortable navigating the rider-aid settings. The system we liked playing with most was ABS, which has a slide-by-brake feature specific to this bike. Depending on the mode (1 through 4) and bike positioning, the system adjusts ABS pressure to enable the rear tire to step out as you slide into a corner. The hard part? Granting enough trust in the system and not trying to override it with choppy inputs once a slide begins. We’ll get there, just not on day 1. That’s important to mention, because it’s also one of Ducati’s goals; to have enough performance and technology that riders can hone their skills and grow with the bike. This electronics package allows for that. Ducati says that its biggest challenge was to make the Hyper 698 precise but still have some playfulness to it, as well as a willingness to wheelie. We’d say they’re closer to playful than stable, but still with a package that’s an absolute blast around a kart track. (Ducati/)Final Thoughts The idea of using a supermoto as a training tool is nothing new, but the reality is that Ducati’s bigger Hypermoto models were intended to evoke a feeling on the road more than fast laps around the local kart track. The Hypermotard 698 Mono is different in that it’s a legitimately good time at the track, and fully willing to be pushed to its limits. No plans to hit the track? No worries, that lighthearted personality will make it just as much fun to cruise around town on. That, of course, is about as much as you’ll probably want to subject yourself to. Fun as a supermoto might be, they aren’t winning any awards for long-range comfort or versatility, and that’s especially the case with this more pointed offering. Cramped? The handlebar can be moved 8mm (0.3 inch) forward by inverting the clamp. This will also put more weight over the front of the bike. (Ducati/)Rowdy is the name of the street-legal supermoto game though, and in the case of the Hypermotard 698 Mono, that’s exactly what you get. Now, where will that Superquadro Mono engine end up next? 2024 Ducati Hypermotard 698 Mono Specs MSRP: $12,995 / $14,495 (RVE) Engine: Liquid-cooled, desmodromic timing single; 4 valves/cyl. Displacement: 659cc Bore x Stroke: 116.0 x 62.4mm Compression Ratio: 13.1:1 Transmission/Final Drive: Six-speed/chain Claimed Horsepower: 77.5 hp @ 9,750 rpm Claimed Torque: 46.5 lb.-ft. @ 8,000 rpm Fuel System: EFI w/ 62mm throttle body; ride-by-wire Clutch: Wet, multiplate slipper and self-servo function; hydraulic actuation Frame: Tubular steel trellis Front Suspension: 45mm Marzocchi fork; fully adjustable; 8.5 in. travel Rear Suspension: Sachs monoshock; fully adjustable; 9.4 in. travel Front Brake: Brembo M4.32 caliper, 330mm disc w/ Bosch cornering ABS Rear Brake: 1-piston floating caliper, 245mm disc w/ Bosch cornering ABS Wheels, Front/Rear: Y-shaped 5-spoke alloy; 17 x 3.5 in. / 17 x 5.0 in. Tires, Front/Rear: Pirelli Diablo Rosso IV; 120/70ZR-17 / 160/60ZR-17 Rake/Trail: 26.1°/4.2 in. Wheelbase: 56.8 in. Seat Height: 35.6 in. Fuel Capacity: 3.0 gal. Claimed Wet Weight: 333 lb. Contact: ducati.com Ducati Hypermotard 698 Mono gear bag. (Ducati/)Gearbox Helmet: Arai Corsair-X Nicky Reset Racing Suit: Alpinestars Racing Absolute V2 Gloves: Alpinestars GP Tech V2 S Boots: Alpinestars Supertech R The first thing you realize as you throw a leg over Ducati’s Hypermotard 698 Mono is that, even though it’s a smaller-displacement, less-expensive alternative to the Hypermotard 950 V-twin, it’s in many ways the rowdier and more exciting option. It’s not an entry into the Hypermotard family, but a more aggressive approach to the street-legal supermoto category, made possible through an extreme emphasis on light weight, performance, and tech. Source

Kevin Cameron has been writing about motorcycles for nearly 50 years, first for <em>Cycle magazine</em> and, since 1992, for <em>Cycle World</em>. (Robert Martin/)The King of the Baggers class presented by MotoAmerica at roadrace events has been a big success, pitting highly modified Harley-Davidson Road Glides against Indian Challengers. Horsepower numbers somewhere in the 165 to 185 range are spoken of in low tones. And these bikes, built to a minimum weight of 620 pounds, have changed a lot of minds by their ability to lay down really fast lap times. It was high time that Harley riders remembered that, while it’s fun to be cool, it can be really big fun to be fast as well. The Motor Company now offers its CVO Road Glide ST with the 121 HO engine—121 HO translates to 121ci (1,977cc) High Output—influencing the rear wheel strongly with a claimed 127 hp at 4,900 rpm and 145 lb.-ft. of torque at 3,000. H-D’s 121 HO engine puts out 127 hp and 145 lb.-ft. of torque. (Brian J. Nelson/)This engine puts aside the variable valve timing of non-ST 121 engines in favor of a camshaft with longer, race-inspired valve timing, redlined at 5,900 rpm. To put these delicious changes in perspective, remember that for generations, Harleys have been known for their impressive bottom torque, which they needed to heave their not inconsiderable weight away from rest. Torque peaked low down, then sloped downward as the engine revved up. The reason for this was very short valve timings, rather like those of a classic VW Beetle—almost what we were taught in high school: Intakes open at TDC, intakes close at BDC. On the other hand, having the valves open for such a short time makes the engine more and more short of breath as it revs up, trying to fill the cylinders in shorter and shorter time. As the Interstate Highway System was built, riders could cruise at higher speeds and for longer. Keeping up with traffic has required more performance from time to time, and that has been provided by increases in engine displacement—without changing that feeling of strong bottom torque. The original Big Twin, the EL or “Knucklehead” of 1936, had 61ci of displacement, soon growing to 74 and continuing upward ever since. Harley’s traditional feel never changed. For on-ramp and passing acceleration, variable valve timing (VVT) has been useful. What it does is change the phase angle between cam and crankshaft as the engine accelerates, first providing the valve timing best for lower revs, then altering it as engine revs rise, shifting cam phase to what works best at higher revs. Cam phasers just advance or retard the camshaft; they cannot vary the valve duration (number of degrees during which the valves are open) or the valve lift. I suspect that the experience of the Harley KOTB racing team (Yes! Harley again has a factory race team for pavement racing, with permanent staff and “Harley Racing” T-shirts!) has shown ways to combine strong bottom performance with big horsepower on top. Such a cam surely opens the intakes before TDC, giving the intake process a head start, then closes the intakes significantly after BDC, giving more open time for cylinder filling. Related: 2024 Harley-Davidson CVO Road Glide ST First Look Tech from Harley-Davidson’s King of the Bagger racing efforts is beginning to trickle down to production models. (Brian J. Nelson/)Another element is the KOTB-derived intake Y-manifold, claimed to flow 26 percent more air from the 58mm throttle body. Another item mentioned is an updated cylinder head. Could it be that racing still improves the breed? Could it be that higher performance still brings excitement? Be sure also that a front pulley now with 30 teeth instead of the previous 32 increases torque at the rear wheel by 6.7 percent. More power means more heat, continuing to underline the usefulness of liquid-cooling around the exhaust valve seats. Many problems of heat engines are caused by high temperature “creep,” which is the slow yielding of metals under stress, even far below their melting point. When the material around the exhaust valve seats and port runs too hot, creep may become a problem, loosening seat inserts or distorting/displacing exhaust valve seats. This causes valve leakage that heats the parts even more. Liquid-cooling keeps the aluminum in critical locations at safe temperatures. Liquid-cooling is used in the heads to fend off damage to the valve seats by high temperature. (Brian J. Nelson/)Fun does not go out of style. Seeking it is part of being human. Source

The 2024 Suzuki GSX-8R sportbike was a natural choice for two of racing’s most heralded programs: Team Hammer and Vance & Hines Motorsports. (Suzuki/)Suzuki Press Release: Suzuki Motor USA LLC (Suzuki) named two MotoAmerica Twins Cup race teams today. In partnering with Team Hammer and Vance & Hines Motorsports, Suzuki takes another step toward its objective to race the new GSX-8R following the recent homologation of the latest Suzuki middleweight sportbike. Team Hammer will race the GSX-8R in the team’s new 2024 Twins Cup effort. Racing the GSX-8R is in addition to Team Hammer’s efforts racing Suzuki GSX-R sportbikes in Superbike and Supersport. As one of roadracing’s most successful programs, Team Hammer has earned over 130 pro race wins, 11 championships, and over 360 podium results. The team will race in the Twins Cup class as Vision Wheel M4 ECSTAR Suzuki. Also bringing the GSX-8R to the starting grid in 2024 is Vance & Hines Motorsports, which fields an all-new Twins Cup effort. Vance & Hines partnered with Suzuki to win the 2023 NHRA Pro Stock Motorcycle (PSM) World Championship drag racing Suzuki’s legendary Hayabusa. Vance & Hines Motorsports’ new twins class effort is a natural addition to this successful partnership. The team will race the GSX-8R as RevZilla/Mission/Vance & Hines Suzuki. Each team will name riders for the Team Hammer and Vance & Hines Motorsports efforts shortly. The 2024 Suzuki GSX-8R sportbike offers a new, powerful parallel-twin engine in a strong and compact chassis. The GSX-8R is ideal for middleweight sportbike enthusiasts seeking dynamic, real-world performance and is anticipated to be the motorcycle of choice in MotoAmerica Twins Cup racing. “The GSX-8R is engineered to satisfy Suzuki riders wanting a versatile, middleweight sportbike, to deliver on our dealers’ business needs, and to prevail in competition. The GSX-8R is an important motorcycle in today’s market,” said Kerry Graeber, Senior Vice President, Division Manager, Sales and Marketing at Suzuki, “The GSX-8R also represents an exciting new chapter in Suzuki racing and it is a perfect complement to the Suzuki racing efforts in MotoAmerica’s Superbike, Stock 1000, and Supersport classes. Partnering with these two well-respected teams, we anticipate the GSX-8R to be a natural extension of Suzuki’s existing roadracing programs,” added Graeber. The six-round 2024 Twins Cup series runs middleweight, twin-cylinder motorcycles enabling young, up-and-coming racers from around the world to compete at the national level. Twins Cup along with the entire 2024 MotoAmerica Championship kicks off at Daytona International Speedway on March 7 through March 9, 2024. Source

First revealed last summer, the Benelli 702X is leading the brand’s 2024 lineup for the US market. (Benelli/)Benelli’s model introductions at EICMA 2023 consisted of a pair of parallel-twin middleweights and an entry-level single, but for 2024, it’s launching a raft of bikes for the US market. The brand (owned by Chinese giant Qianjiang) brings an initial lineup consisting of no less than seven Benelli models, some of which are making their first appearance on these shores. The list includes the new TRK 702 and 702X we first saw last summer; the return of the massively successful TRK 502 street and 502X adventure bikes; the 302S streetbike; the all-new Imperiale 400; and the TNT135 mini model. The new 702X adventure bike features a liquid-cooled 698cc parallel-twin engine, 50mm USD fork, and fully adjustable rear shock. (Benelli/)2024 Benelli TRK 702X The biggest splash comes from the new TRK 702 and 702X models, which were designed at the brand’s Benelli R&D and Style Center in Pesaro, Italy. The two bikes share many of the same features and components, though the flagship TRK 702X adventure bike is a bit more dirt-biased. A liquid-cooled fuel-injected 698cc parallel-twin engine rated at 70 hp at 8,000 rpm and 51.6 lb.-ft. of torque at 6,000 rpm powers both, with a six-speed gearbox acting in conjunction with a wet slipper clutch and torque converter (the gearbox is actually removable on the clutch side) to smooth out shifts. (In our First Look, we noted that the 698 engine is homologated in accordance with Euro 5 emission standards as well.) The shared chassis consists of a steel trellis frame married to a 50mm USD fork with a not-very-adventurous 5.5 inches of travel, and an aluminum swingarm with a fully adjustable monoshock delivering 6.8 inches of rear axle travel. The braking arrangement offers dual 320mm discs up front with two-piston floating calipers, and a single 260mm diameter disc on the rear with a single-piston floating caliper, both with ABS. On the 702X, you get steel-spoked, aluminum alloy rims (19-inch front, 17-inch rear) both fitted with Pirelli Scorpion Rally STR 110/80-19 and 150/70-17 tires. On the cockpit side, the TRK 702X is outfitted with a 5-inch TFT color display with Bluetooth connectivity and handlebar controls for answering or ending calls, while perched above the requisite ADV beak are a pair of LED headlights with a brief windscreen up top. Fuel capacity is given at 5.3 gallons, and a centerstand is included; Benelli says options like heated grips and seats, windscreen, and luggage are also available. With an MSRP of $8,499, the TRK 702X will come in Anthracite Grey, Forest Green, white, and Moon Grey when it hits dealers. Related: New 2024 Benellis Shown at EICMA The more street-biased TRK 702 rolls on cast 17-inch wheels and has more robust front brakes than its 702X relative but is otherwise the same. (Benelli/)2024 Benelli TRK 702 The near-identical street version of the 702X, the TRK 702 simply deletes the grippier rubber and slips on a more road-biased set of 17-inch cast aluminum hoops and street tires front and rear, but otherwise has pretty much the same features of the X model (though the centerstand is an option). Front fork travel remains unchanged at 5.5 inches, while rear travel is reduced to 6 inches. The 702′s front brakes are also a bit beefier, with same 320mm semi-floating discs up front but mated to four-piston calipers. The same heated grips, accessory windscreen, protection bars, and luggage are available as add-ons, and the Benelli TRK 702 is available in Anthracite Grey, Forest Green, and Pearl White, with an MSRP of $7,899. The bestselling (in Italy, anyway) and nicely equipped TRK 502X adventure bike is back for 2024 with an MSRP of $6,699. (Benelli/)2024 Benelli TRK 502X Returning to the American market is the bestselling bike in Italy, the Benelli TRK 502X. Key features include a liquid-cooled parallel twin-cylinder DOHC engine said to produce 47.6 hp at 8,500 rpm and 34 lb.-ft. of torque at 6,000 rpm. An attractive trellis frame holds an upside-down 50mm fork with 5.5 inches of travel, and the central monoshock is adjustable for spring preload, rebound, and compression, with 6 inches of travel. Braking is handled via 320mm dual discs with two-piston floating calipers (though we should note the website indicates four-piston units) up front, and a 260mm disc at the rear. The wire-spoked, aluminum 19/17 wheelset carries a 110/80-19 tire up front, with the rear holding a 150/70-17 tire. Like the 702X, the TRK 502X’s front also features dual headlights above an ADV-style beak, though its windscreen looks a bit more robust and standard equipment includes handguards, adjustable handlebars, a centerstand, crashbars, and a luggage rack. To that you can pile on accessory items like aluminum side bags and a taller windscreen. The TRK 502X comes in Glossy Yellow and Charcoal Grey, with an MSRP of just $6,699. Related: 2024 Benelli TRK 702 and 702X First Look The streetwise 2024 TRK 502 swaps in street tires, changes up the colors, and skips the centerstand in favor of a lower MSRP. (Benelli/)2024 Benelli TRK 502 You can probably guess the difference between the TRK 502 and TRK 502X; it’s mainly the wheels. The 502 model gets more street-appropriate 17-inch wheels, but other than that, it’s nearly identical, with the 50mm USD fork and rear shock sporting the same travel numbers as the 502X, though the monoshock on the 502 only has adjustable spring preload and rebound damping, and the muffler is mounted low. The TRK 502 comes in Pearl White or Charcoal Grey, and is priced at $6,299. Although it’s been knocking around in Europe for years, the retrofied Benelli Imperiale 400 appears in the US lineup for the first time in 2024. (Benelli/)2024 Benelli Imperiale 400 The Imperiale 400 has been knocking around Benelli’s lineup for about five years now, but 2024 marks its first appearance on US shores. Benelli calls it “a spiritual successor to the Benelli-Motobi Imperiales of the 1950s,” and you can see why, with its 374cc air-cooled single, steel tube frame, five-speed gearbox, and exposed dual shocks. That’s probably also why it’s the only model listed in the Classic category on Benelli’s US website. Simple and no-drama is the name of the game here, with the single-overhead-cam single-cylinder engine good for 21 hp at 5,500 rpm (and is Euro 5 compliant), the conventional 41mm fork good for 4.8 inches of travel, and 19/18 tire sizes mounted onto wire wheels. Period stuff like a two-piece seat with rear grab rail, rubber knee pads on the fuel tank, a peashooter muffler, and large Cyclops headlight totally sell the Imperiale’s aesthetics, and with an MSRP of $4,899, it’s available in Glossy Black, Maroon, and Glossy Silver. The 302S naked returns unchanged for 2024, but it's still surprisingly well-equipped. (Benelli/)2024 Benelli 302S We might have expected to see the US debut of the new BKX 300 S (which first bowed at EICMA) in this category, but it appears Benelli is sticking with its trusty 302S naked for 2024 instead. Motivation still comes from a 300cc liquid-cooled DOHC parallel twin fed by EFI, with a compression ratio of 12:1. The peak power of 38 hp arrives at 11,500 rpm, with the claimed max torque reading of 18.9 lb.-ft.coming at 9,750 rpm; a six-speed transmission feeds that power to a 17-inch rear tire. You’ll see no changes on the 302S’ steel trellis chassis either, which is still mated to a healthy 41mm inverted fork providing 5.3 inches of travel; rear suspension consists of a single shock with preload and rebound damping adjustability. Dual floating 260mm discs are clamped by four-piston calipers up front, with a single rotor out back, though there’s no mention of ABS. A fully LCD digital display gives all the relevant info in the cockpit, and lighting is all LED. You can have the 302S in white, Flash Green, red, and Matte Black, with an MSRP of $4,799. Mini but mighty? The TNT rolls on 12-inch wheels and is powered by a 135cc air-cooled single, but throws down with a 41mm USD fork, ABS, and a weight of just 266 pounds. (Benelli/)2024 Benelli TNT135 Another returning favorite is the TNT 135, a mini that’s been said to punch above its weight class thanks to its peppy air-cooled 135cc single, which is now Euro 5 compliant. Power and torque are a claimed 13 hp at 9,000 rpm and 8 lb.-ft. at 7,000 rpm, respectively, which may not seem like much—until you realize the TNT weighs just 266 pounds (claimed). Also unexpected is the steel trellis chassis paired with a beefy 41mm upside-down fork giving you 4.7 inches of travel, and a single rear shock with spring preload adjustability. Braking is handled by 210mm front and 190mm rear single rotors, both with ABS, and the TNT 135 has an MSRP of $3,199. Available colors include white, red, Flash Green, and black. Source

The 2025 CFMoto 450CL-C. (CFMoto/)At last year’s Beijing Motor Show, we got our first glimpse at CFMoto’s 450CL-C cruiser. Now, the Hangzhou, China-based manufacturer is announcing that its twin-cylinder cruiser is headed stateside. The 450CL-C features classic cruiser styling, basic rider aids, a TFT dash, and an approachable MSRP of $5,699. CFMoto USA expects models to arrive in dealerships in fall 2024. Radiator. Cooling fins. The “1989” on the engine does not denote the size of the engine, but the year the company was founded. (CFMoto/)The 450CL-C’s 449cc twin-cylinder engine uses a 270-degree crank and dual counterbalancers—further evidence of the parallel-twin craze taking over motorcycling. In the 450CL-C, it’s tuned to accentuate low- and midrange torque, producing a claimed 40 hp at 8,000 rpm and 30 lb.-ft. at 6,250 rpm. Despite being liquid-cooled, the cylinder head has cooling fins: presumably more of a styling affectation than anything else. There’s also a belt final drive to further trod the classic cruiser styling path. A badge beneath the fins honors the year of CFMoto’s establishment: 1989. Round TFT dash. The 200 kph on the speedometer seems optimistic, right? (CFMoto/)The 450CL-C uses a 37mm inverted fork and a rear monoshock. Braking duties are handled by a four-piston J.Juan caliper and a single 320mm disc in the front, and a single-piston caliper and 240mm disc in the rear. With safety in mind, the 450CL-C is equipped with dual-channel ABS and traction control. Traction control, but not ABS, can be disabled through the dash. A low seat height of 27 inches means the 450CL-C should automatically make the list of “best bikes for inseam-challenged riders.” Its low-center of gravity will help riders command the claimed wet weight of 399 pounds at a standstill. A 27-inch seat height is low by most anyone’s standards. (CFMoto/)The 450CL-C’s dash maintains the full-moon visage of an analog unit, but ensconced within is a 3.6-inch full-color TFT screen that offers modern convenience and smartphone connectivity. No cut-rate LCD stuff here. LED lighting completes the modernized cruiser aesthetic. The 450CL-C has a classic cruiser stance. Nice details include a cool fender mount and bar-end mirrors. (CFMoto/)On the surface, a small-displacement cruiser isn’t the biggest news in the moto world. However, the 450CL-C provides an entry into motorcycling in a not-too-crowded category alongside the popular Kawasaki Eliminator and Honda Rebel 500. Whether it will be a viable alternative in consumers’ eyes remains to be seen, but we’re firmly of the belief that competition—in all its forms—improves the breed. For starters, at $5,699, the 450CL-C undercuts the prices of the Kawasaki Eliminator ($6,649 for the non-ABS model and $6,949 for the ABS model) and Honda Rebel 500 ($6,499) by a significant margin. By being competitively priced and providing features (like the TFT dash) absent on the competition’s motorcycles, CFMoto may have a clear road into riders’ garages. If the brand name can develop some cachet by proving the long-term reliability of its products and supporting its already-large dealer network, the establishment will take serious note. Not that it hasn’t been done before, but winning over the hearts of motorcyclists is going to take some doing. CFMoto’s latest entries could go a long way to that end. The 450CL-C is available in Nebula Black and Bordeaux Red. (CFMoto/)2024 CFMoto 450CL-C Specs MSRP: $5,699 Engine: DOHC, liquid-cooled, four-stroke parallel twin Displacement: 449cc Bore x Stroke: 72.0 x 55.2mm Compression Ratio: N/A Transmission/Drive: Manual 6-speed/belt Claimed Horsepower: 40 hp @ 8,000 rpm Claimed Torque: 30 lb.-ft. @ 6,250 rpm Fuel System: N/A Clutch: Wet, multiplate slipper Engine Management/Ignition: Bosch EFI Frame: Steel tube Front Suspension: 37mm USD fork Rear Suspension: Monoshock, spring preload adjustable Front Brake: 4-piston J.Juan caliper, 320mm disc w/ ABS Rear Brake: 1-piston J.Juan caliper, 240mm disc w/ ABS Wheels, Front/Rear: 16 x 3.0 in./16 x 3.5 in. Tires, Front/Rear: 130/90-16 / 150/80-16 Rake/Trail: 28.0°/4.25 in. Wheelbase: 58.5 in. Ground Clearance: 6.3 in. Seat Height: 27.2 in. (adjustable) Tank Capacity: 3.2 gal. Claimed Wet Weight: 399 lb. Availability: TBA Contact: cfmotousa.com Source