Hugh Janus

Harley’s returning models for 2024 include the Heritage Classic 114 (left) and the Road King Special (right), both with the Milwaukee-Eight 114 engine. (Harley-Davidson/)With the new year usually comes new model announcements, though in Harley-Davidson’s case, the company is revealing only its carryover bikes in the latest release. In fact, The Motor Company is practically playing down the news of its 2024 lineup this time around, which pulls from its cruiser, sport, touring, trike, and adventure categories. Perhaps it’s because the 2024 list is more spare this year, or maybe it’s the fact that there are no changes to the bikes in question. But it’s probably due to the fact that H-D is already set to have a big(ger) reveal of its new models—including the latest CVO machines—on January 24, when a special launch film called American Dreamin’ will air on H-D.com at 10 a.m. CST. We figure the headline stuff will drop then. Meanwhile, let’s get into the just-announced 2024 bikes. As we said, they have no mechanical changes to speak of, carrying over the same powertrains and engine displacements intact from last year. The only tweaks are to the color options and the fact that some models have been dropped; we’ll cover those that remain, which are already available at most local dealers. Related: Harley-Davidson Teases All-New 2023 CVO Street Glide H-D’s Adventure Touring series contains just one model this year: the Pan American 1250 Special. There are no changes; the new Red Rock color shown adds $650 to the $19,999 base price. (Harley-Davidson/)2024 Harley-Davidson Adventure Touring Remember when we said some models got cut? The glaring omission in Harley’s 2024 Adventure Touring series is the base-model Pan America, which is notable mainly because there were just two bikes in this new-to-H-D category last year. Some have speculated that cutting the base PA makes way for a 975cc version powered by the Revolution Max 975T mill, which currently appears only on the Nightster Special. We won’t know for sure until January, but Harley-Davidson has always implied that the engine was expected to appear in more than one model. Bronx 975, anyone? The return of the Pan America 1250 Special, on the other hand, makes sense, as it’s been a popular and versatile model for Harley in the adventure space, with its semi-active suspension, Off-Road modes, and Adaptive Ride Height option. It carries on with the same liquid-cooled 150-hp Revolution Max 1250 engine, frame-mounted fairing, and H-D’s electronic rider safety suite too so nothing new there, though this year you can get it in four color options for an MSRP of $19,999 (which, for the record, is less than last year’s price). Related: 2023 Harley-Davidson CVO Street Glide 121 Revealed There’s no Street Glide for 2024 (yet), but the batwing-fairinged 2024 Ultra Limited is available in gray, black, White Onyx Pearl (shown), Sharkskin Blue, and a two-tone red/black color scheme. Reflex Linked Brembo brakes with ABS and Tour-Pak luggage comes standard. (Harley-Davidson/)2024 Harley-Davidson Grand American Touring What, no Street Glide? OK, so we’re obsessing on what’s missing, but both the base Street Glide and Road Glide models have been core to Harley’s Touring line DNA for so many years, we have to believe they’ll be part of the new model announcement on January 2024 (hopefully packing similar updates seen on the CVO iterations last year). Whether they’ll sport the same new Milwaukee-Eight VVT 121 engine and upgraded suspension as the CVO bikes remains to be seen, but we suspect the new bodywork and front fairing treatments will make the cut. Other than the aforementioned Glide models (which last year accounted for six bikes if you include the Special and ST variants) the 2024 Grand American Touring line consists of just three models, each with the same chassis, engine sizes, suspension, and other elements identical to their 2023 predecessors. For 2024 we get the Road King Special, the Road Glide Special, and the Ultra Limited, all packing the same Milwaukee-Eight 114 powertrain; it appears there are no more Milwaukee-Eight 107-powered bikes in the series. Related: Harley-Davidson’s Pan America 1250, Two Options The Road King Special is back for 2024 as well, with its M-8 114 engine, stretched saddlebags, mini-ape handlebars, and floorboards. It retails for $24,999 and comes in four color options. (Harley-Davidson/) The Breakout returned to the lineup last year sporting the Milwaukee-Eight 117 engine, and carries over into 2024 unchanged. MSRP is $22,499. (Harley-Davidson/)2024 Harley-Davidson Cruisers In H-D’s always-robust cruiser line, we’ll see seven models returning this year in three engine displacements. At the lower end of the price spectrum is still the stripped-down 2024 Softail Standard, which lists for $14,999, comes in gray or black, and packs a Milwaukee-Eight 107 engine. By the way the Softail Standard is (for now) the only model still packing that mill. Not making the cut this year is the Fat Bob 114, but you’ll still see the Street Bob 114 bobber, Fat Boy 114 cruiser, and Heritage Classic 114 light tourer all returning, and all powered by the M-8 114 engine. The Street Bob goes for $16,999, while the Fat Boy will ask for $21,999 from your wallet. You’ll hand over $22,499 for the Heritage Classic. The most powerful bikes in the range are still sticking with the air/oil-cooled M-8 117 engine, with the chopped Breakout ($22,499), Low Rider S ($19,999), and Low Rider ST ($23,399) all sporting the 101-hp mill. You’ll have new color options for all three, but no other changes this year. The 2024 Low Rider ST pushes a performance vibe with a jacked-up rear suspension, high handlebars, and beefy M-8 117 engine. MSRP is $23,399. (Harley-Davidson/)2024 Harley-Davidson Sport The 2024 Sportster S is back unchanged this year, with the same liquid-cooled Revolution Max 1250T powertrain. (Harley-Davidson/)H-D’s Sport lineup features the same three models we saw last year, all powered by some version of the Revolution Max engine. At the top of the chain is the burly Sportster S, which rolls with the liquid-cooled RevMax 1250T mill and retails for $16,999, followed by the less intimidating 975cc Nightster Special at $13,499, and finally, the entry-level Nightster (also with the Revolution Max 975T engine), which has an MSRP of $11,999. New colors make the cut here, but otherwise its status quo for the lot. The 2024 Nightster Special rolls with the smaller 975T Revolution Max engine and retails for $13,499. (Harley-Davidson/) The 2024 Road Glide 3 trike is one of three returning H-D trikes for the new year. There are no changes, just new colors. (Harley-Davidson/)2024 Harley-Davidson Trikes Harley-Davidson’s three trikes also return in 2024 mechanically unchanged, with all still powered by the Milwaukee-Eight 114 engine. From top to bottom, there’s the loaded Tri Glide Ultra, the Road Glide 3, and the minimal Freewheeler all back for the new model year, with the decked-out Tri Glide priced at $37,999, the Road Glide 3 at $34,999, and the Freewheeler at $31,999. As for the limited-production models from Harley’s Custom Vehicle Operations (CVO) series, we’ll see those (and other new H-D models) getting highlighted on January 24. See you then. Source

The 2024 Road Glide 3 trike is one of three returning H-D trikes for the new year. There are no changes, just new colors. (Harley-Davidson/) The 2024 Nightster Special rolls with the smaller 975T Revolution Max engine and retails for $13,499. (Harley-Davidson/) The 2024 Low Rider ST pushes a performance vibe with a jacked-up rear suspension, high handlebars, and beefy M-8 117 engine. MSRP is $23,399. (Harley-Davidson/) The Breakout returned to the lineup last year sporting the Milwaukee-Eight 117 engine, and carries over into 2024 unchanged. MSRP is $22,499. (Harley-Davidson/)Source

The KLX300’s playful chassis allows the rider to hop and bop down the trail. (Kevin Wing/)Dual sports are some of the most versatile bikes around. Equal parts off-road and on-road, machines like the Kawasaki KLX300 are at home kicking up dust on a local trail, carving a twisty backroad, traveling down the freeway, or cruising into town for a coffee. But arguably, the Kawasaki KLX300SM can do nearly the same thing. So what makes a supermoto different from a dual sport and how does that translate into a different experience in motion? The 2024 Kawasaki KLX300 in Lime Green ($6,199). (Kevin Wing/)A true dual sport such as the 2024 Kawasaki KLX300 is equipped with a 21-inch front wheel, 18-inch rear wheel, long-travel suspension, and dirt bike geometry. A supermoto has similar geometry, but with less suspension travel, stiffer spring rates, smaller wheels, and typically a more powerful front brake. On paper they are very comparable, but spiritually, they are quite different. For 2024, both models receive updated styling including a full LED headlight and taillight. (Kevin Wing/)Supermotos emerged in the late ‘70s when Gavin Trippe in conjunction with Wide World of Sports coordinated a TV event called “Superbikers,” which intended to find the world’s best all-around motorcycle racers by placing professional riders from different backgrounds into a single race with a variety of different racing surfaces. This new discipline that would later be labeled “supermoto” gained popularity in Europe following the annual race held at Carlsbad Raceway until its conclusion in 1985. It wouldn’t be until the early 2000s that supermoto saw a huge resurgence in the United States attracting some of America’s most talented two-wheel racers. The 2024 Kawasaki KLX300SM in Phantom Blue ($6,599). (Kevin Wing/)Professionals such as seven-time supercross champion Jeremy McGrath and 17-time X Games medalist Travis Pastrana started converting their motocross bikes into cut-slick-shod racers by swapping their larger off-road wheels for smaller 17-inch wheels, lowering their suspension, and adding an oversized front brake. As the sport gained popularity, manufacturers started producing street-legal variants based off their already existing dirt bike platforms for consumer purchase. And although supermoto is no longer as popular as it once was, the fun and rambunctious spirit has never faded. Both models utilize the same 292cc engine that has tractable low-end power and a connective throttle response. (Kevin Wing/)Both the Kawasaki KLX300 and KLX300SM utilize the same 292cc DOHC liquid-cooled four-valves-per-cylinder four-stroke engine, semi-double cradle frame, and suspension components, but each variant receives different spring rates and suspension travel more suitable to their respective discipline. The KLX300 features a 43mm inverted cartridge fork offering 10 inches of travel with adjustable compression damping and a Uni-Track gas-charged shock with rebound and preload adjustment offering 9.1 inches of travel. The dual sport variant is fitted with a 250mm front rotor and dual-piston caliper, along with a 21-inch front wheel and 18-inch rear wheel. The 2024 Kawasaki KLX300’s braking system utilizes a 250mm disc and dual-piston caliper. (Kevin Wing/)Kawasaki’s 2024 KLX300SM also utilizes the same 43mm inverted fork, but with 9.1 inches of travel and the Uni-Track shock provides 8.1 inches of travel. Kawasaki equipped the SM version with stiffer spring rates for road use along with 17-inch wheels fitted with IRC RX-01 Road Winner tires, a 300mm front rotor, a slightly narrower one-piece handlebar, and a taller final gearing ratio. The 2024 Kawasaki KLX300SM utilizes a large 300mm front disc and dual-piston caliper. (Kevin Wing/)We started the day at Blackmore Ranch in Murrieta, California, on the KLX300, beginning with a warmup session on the motocross track. As the kickstand goes up, the feeling of being able to ride on any terrain is very apparent. Fitted with Dunlop D605 tires, hopping from pavement to a loamy motocross track presents no reservations. Kawasaki’s KLX300 feels exactly like a dirt bike with a license plate when hitting jumps and throwing roosts. The KLX300’s OE-fitted Dunlop D605 tires hook up on nearly every riding surface. (Kevin Wing/)On moderate jump landings the suspension never bottomed out. Entering and exiting corners the bike maintained a neutral ride height with minimal weight transfer. The engine has a lot of tractable power that is easy to meter. It doesn’t spin up very quickly, but offers broad, usable power throughout the entire rev range. The slim lines of the KLX300 allow the rider to move freely throughout the cockpit and its agile chassis delivers responsive handling. Changing lines off-road felt as easy as spotting where you want to go. The 2024 Kawasaki KLX300 is capable of circulating a motocross track. (Kevin Wing/)As we exited the facility and headed up into the hills, the road became twisty and the KLX300 continued to provide direct steering that allowed the bike to be flicked from one corner to the next. Quickly the dirt reemerged and, without hesitation, the roost began to fly off the rear tire. On a dual sport, every surface is a playground. Wheelies, skids, and stoppies are all on the menu. In fast sections the KLX300’s suspension components provide plenty of comfort and holdup. (Kevin Wing/)Now back at Blackmore Ranch, we had lunch before mounting the Kawasaki KLX300SM for the remainder of our ride. Our first miles were spent carving up the on-site go-kart track to shake down the on-road performance of the supermoto. Just like its dual sport counterpart, the KLX300SM has no problem lofting the front wheel, backing it into turn 1, and riding the front wheel in a nose stoppie. Testing the available grip on a dusty kart track. (Kevin Wing/)The SM’s taller gearing is noticeable when exciting corners, but its ability to carry a gear longer from one corner to the next is well suited to road work in the real world. When bobbing around town and dicing up back allies, the increased grip and quicker steering provided by the smaller front wheel and grippier street rubber encourages larger lean angles and sharper maneuvers. Rollin’ on 17s. (Kevin Wing/)On stretches of straight roads, both bikes remain comfortable without any unwanted buzzing thanks to a gear-driven counterbalancer in the motor. Upright and neutral ergonomics place the rider in a position that is comfortable and familiar. Despite the differences between the KLX300 and KLX300SM, both machines offer similar riding experiences, but each one provided more traction in their respective disciplines. We did travel down a dirt road on the SM, and despite its street-focused rubber setup, the supermoto provided plenty of grip on the rear tire. The front end required more management, but nonetheless this supermoto does not shy away from a little dirt. Wide open on a twisty backroad. (Kevin Wing/)So which one is better? Really both bikes were highly impressive in their element. And thanks to their updated styling for 2024, street cred is guaranteed in either of their circles. For those with an off-road background, the Kawasaki KLX300 will be more flexible than the SM. The direct steering of the KLX300SM makes it easy to tighten or open a corning arch. (Kevin Wing/)Due to their manageable power figures (CW measured 23.9 hp and 15.6 lb.-ft. of torque on the 2022 KLX300SM) the dual sport was never hindered by its knobby rear tire. And having the ability to confidently tackle any terrain the ride may present is invaluable. Of course the additional grip generated by the street tire on the SM allows for faster cornering and harder braking, but for anyone planning on riding a fair amount of dirt, the larger 21-inch front wheel and knobby tire on the dual sport is a compromise worth considering. Despite the dual sport’s larger wheels and knobby tires, it is still capable of carving up chunky backroads. (Kevin Wing/)If there is one thing to take away from this test, it should be that both the 2024 Kawasaki KLX300 and KLX300SM will generate an endless amount of smiles per mile. And because both models are so accessible, newer riders will be able to confidently ride either bike without a heavy burden on the wallet. The cost to get onto a KLX300 or KLX300SM is very reasonable, and cost of ownership is even less. Tip over in a parking lot? Replacing a radiator shroud on a KLX300 is significantly less money than a replacement cowling on a Ninja 400. And whether you ride a dual sport or a supermoto, this platform is a great building block to further develop one’s skill set. Supple suspension settings and tractable power make it easy to manipulate the motorcycle when conquering obstacles. (Kevin Wing/)Dual sports and supermotos encourage riders to spend time in empty parking lots practicing cornering, braking, skids, and wheelies. These motorcycles are just more resistant to the inevitable tip-over owners will face when perfecting their craft. There’s no fairing to destroy, scratches add character, and dirt bikes just simply crash better. If you want to become a more talented rider, there is no better platform to transcend your skill set than a dual sport or supermoto. Even on steep jump faces the KLX300 maintains a neutral jump trajectory. (Kevin Wing/) Kawasaki's KLX300 and KLX300SM retain their simplistic digital dash for 2024. Both models would benefit from a proper fuel gauge and gear position indicator, like the unit found on the Honda CRF300L. (Kevin Wing/)2024 Kawasaki KLX300 Specs MSRP: $6,199–$6,399 Engine: DOHC, liquid-cooled, 4-stroke single; 4 valves/cyl. Displacement: 292cc Bore x Stroke: 78.0 x 61.2mm Compression Ratio: 11.1:1 Transmission/Final Drive: 6-speed/chain Fuel System: DFI w/ 34mm Keihin throttle body Clutch: Wet, multiplate; manual actuation Engine Management/Ignition: CDI Frame: Tubular, semi-double cradle Front Suspension: 43mm inverted cartridge fork, compression damping adjustable; 10.0 in. travel Rear Suspension: Uni-Trak gas-charged shock w/ piggyback reservoir, compression, rebound damping, and spring preload adjustable; 9.1 in. travel Front Brake: 2-piston caliper, 250mm petal disc Rear Brake: 1-piston caliper, 240mm petal disc Wheels, Front/Rear: 21 in./18 in. Tires, Front/Rear: 21 x 3.00 in./18 x 4.6 in. Rake/Trail: 26.7°/4.2 in. Wheelbase: 56.7 in. Ground Clearance: 10.8 in. Seat Height: 35.2 in. Fuel Capacity: 2.0 gal. Claimed Wet Weight: 302 lb Contact: kawasaki.com 2024 Kawasaki KLX300SM Specs MSRP: $6,599 Engine: DOHC, liquid-cooled, 4-stroke single; 4 valves/cyl. Displacement: 292cc Bore x Stroke: 78.0 x 61.2mm Compression Ratio: 11.1:1 Transmission/Final Drive: 6-speed/chain Fuel System: DFI w/ 34mm Keihin throttle body Clutch: Wet, multiplate; manual actuation Engine Management/Ignition: CDI Frame: Semi-double cradle Front Suspension: 43mm inverted cartridge fork, compression damping adjustable; 9.1 in. travel Rear Suspension: Uni-Trak gas-charged shock w/ piggyback reservoir, rebound damping and spring preload adjustable; 8.1 in. travel Front Brake: 2-piston caliper, 300mm petal disc Rear Brake: 1-piston caliper, 240mm petal disc Wheels, Front/Rear: 17 in./17 in. Tires, Front/Rear: 110/70-17/ 130/70-17 Rake/Trail: 25.0°/2.8 in. Wheelbase: 56.5 in. Ground Clearance: 9.3 in. Seat Height: 33.9 in. Fuel Capacity: 2.0 gal. Claimed Wet Weight: 304 lb. 2024 Kawasaki KLX300 Gearbox Helmet: Alpinestars Supertech M10 Goggles: Scott Prospect Jacket: Alpinestars Session Race Pants: Alpinestars Techstar Acumen Gloves: Alpinestars Techstar Boots: Alpinestars Tech 7 Boots 2024 Kawasaki KLX300SM Gearbox Helmet: Alpinestars Supertech M10 Fame Goggles: Scott Prospect Jacket: Alpinestars Chrome Ignition Hoodie Pants: Alpinestars Radon Relaxed Fit Denim Gloves: Alpinestars Chrome Boots: Alpinestars Primer Riding Shoes Source

Adventure comes in all shapes, sizes, and environments, but Yamaha’s narrow and agile Ténéré 700 is most at home in the dirt. (Yamaha/)Scrolling through the Yamaha Ténéré 700′s dash tells you everything you need to know about the bike. There aren’t layers of submenus, power modes, or customizable rider modes to navigate. This is about as uncomplicated a motorcycle as you can get in 2024, and Yamaha wouldn’t have it any other way. Yamaha would, however, like to keep wandering eyes away from the plethora of new models that’ve rolled onto the middleweight adventure bike scene and threatened the T7′s title as sales leader in the 651–900cc adventure category. The solution? A short list of updates, including a 5-inch TFT display, LED turn signals, and revamped ABS settings. That, folks, is called keeping it simple. About the Bike Referred to as a “lightweight, go-anywhere adventure motorcycle,” the Ténéré 700 is powered by the versatile, 689cc parallel-twin engine that debuted in the 2014 FZ-07 and is now used across MT-07, R7, and Ténéré 700 platforms, but with model-specific tunes. Our 2021 Ténéré 700 testbike made 64 hp and 44 lb.-ft. of torque when strapped to the Cycle World dyno, and given there are no performance-oriented changes for 2024, you can expect similar numbers here. For comparison sake, Aprilia’s Tuareg 660 made 70 hp and 44 lb.-ft. of torque when strapped to the same dyno, whereas the larger-displacement Suzuki V-Strom 800DE made 72 hp and 50 lb.-ft. of torque. Honda’s all-new Transalp made a very similar 71 hp and 47 lb.-ft. of torque. Related: How Much Power Does the 2023 Yamaha Ténéré 700 Make? The 2024 Ténéré 700 is available in Team Yamaha Blue and Shadow Gray. MSRP is $10,799. (Yamaha/)A steel frame is used, and is unique in that its lower rails can be removed in the case that you need to drop the engine or have damaged them off-road. Fully adjustable KYB suspension is tuned to keep things under control and make sure the latter doesn’t happen, but also with a recognition that adventure bikes spend a decent amount of time on the street. Consider it a happy middle ground. Yamaha says weight bias and geometry are intended to make the T7 feel more like a large enduro bike than a streetbike that occasionally goes off-road. The only place you really see this is in the smaller trail number (4.1 inches), as many of the other measurements are quite close to what’s used on the Tuareg 660, V-Strom 800DE, and Transalp. Interestingly, the T7 has a longer wheelbase (62.8 inches) and taller seat height (34.4 inches) than the competition. The OE wire harness is updated to accept Yamaha’s accessory quickshifter ($199.99). Notice the low seat profile. Seat height is still a rather tall 34.4 inches. (Yamaha/)The 4.2-gallon fuel tank is 0.3 to 1.1 gallons smaller than anything else in the class, but the bike does have a small weight advantage, with only the Tuareg 660 coming close to the Yamaha’s sub-460-pound figure. The Ténéré's brake package consists of Brembo calipers biting on dual 282mm front discs and a single 245mm rear disc. Pirelli Scorpion Rally STR tires come standard and are mounted with tubes for easier trailside repairs. Pirelli Scorpion Rally STR tires offer impressive amounts of grip in the dirt, but still with great feel on the pavement. They are, however, a bit loud at highway speeds. The front fender is height-adjustable, for when you change tires or are riding in muddy conditions and mud starts to pack around the tire. (Yamaha/)ABS has always been there but now has three settings: ABS On, ABS Off, and Rear ABS Off (front ABS stays on). The system, and other important information, is managed through a vertical, rally-inspired TFT dash that’s immensely more attractive than the outgoing LCD display. Two readout types are available: Street and Explorer. Yamaha’s Y-Connect app allows you to connect your smartphone to the bike for phone notifications and to check things like fuel consumption history. There’s no map feature, unfortunately. In other electronic news, the wire harness has been updated to easily accept Yamaha’s accessory quickshifter ($199.99). Conveniently, Yamaha mounted one up ahead of our first outing on the T7. A tall, narrow front cowl gives the Ténéré 700 a rally-inspired look. There’s not a lot of wind protection from the fixed windscreen, but it’s nicely positioned out of your way when riding off-road. (Yamaha/)Hitting the Road Throw a leg over the Ténéré 700 and you’ll notice a substantial dip at the front of the stock, two-piece seat, which helps shorter riders find the ground when coming to a stop on uneven terrain but also closes up the footpeg-to-seat gap for taller riders. Yamaha’s optional, one-piece rally seat ($219.99) sits 1.6 inches taller for added comfort and was also installed on our bike. Worth it? Absolutely, especially if you’re over 6 feet tall and have longer legs. The flat structure and supportive foam offer more long-range comfort too. Don’t confuse the T7 for a long-range touring bike though. The narrow, rally-inspired front fairing and relatively short, nonadjustable windscreen are purposely minimal so that they don’t interfere in out-of-the-seat off-road riding. That equates to less wind protection while cruising down the highway, and some helmet buffeting. That buffeting is especially noticeable for taller riders (this rider is 6-foot-3), and when wearing an adventure helmet. Related: Yamaha Europe Unveils Two New Ténéré 700 Variants The Ténéré 700’s lightweight, nimble handling helps with carving up backroads just as much as it does in hunting for a preferred line in technical off-road riding. (Yamaha/)Backroads and city streets are a different story thanks to the bike’s narrow, lightweight dimensions, which help when cutting through traffic or carving up winding sections of asphalt. Hard to argue with the tractable CP2 engine in these situations. The powerplant feels right at home on the street thanks to torquey but quick-revving character that helps with leaving stoplights or jumping off tight corners. The only real fly in the ointment is a stiff clutch pull that lacks feel at the engagement point. This is where Yamaha’s simple, straightforward build is still readily apparent. Yamaha’s 689cc parallel-twin engine might not make as much power as the middleweight ADV competition, but low-end torque means it’s tons of fun and plenty practical in tight, technical riding. (Yamaha/)The 5-inch TFT display offsets some of that perceived rawness and offers a crystal clear, but modern look for pertinent information. Given the limited rider-aid options to navigate, you’ll never get lost in submenus. We do wish that your selected ABS settings remained when the bike was turned off; regardless of how easy it is to navigate the new dash, it’s a pain going in and selecting your preferred setting every time you shut the bike off. All of this is to say that the T7 works well on the paved backroads that connect your favorite dirt roads, or in quick stints around town where bigger adventure bikes might feel out of place. But also that it’s not the best option for the long-haul rider whose adventure will include multiple days on the open highway. Yamaha has the Super Ténéré ES for that. A 5-inch TFT dash is vertical to drive home the rally-inspired design theme. Street (left) and Explorer (right) themes change how the information is displayed. Yamaha Y-Connect app enables smartphone connectivity. (Yamaha/)Onto the Dirt Dipping the Ténéré 700′s Scorpion Rally STR tires into dirt tells a much different story. Whereas larger adventure bikes like to dance around underneath you and remind you that slow is fast, the T7 is totally fine with more aggressive inputs. You’re not suggesting where you want the bike to go, but actually steering it within a few inches of the intended line—with a legitimate sense of control no less. This is helpful in technical terrain as it allows you to pick and choose your line, avoiding rocks, deep crevices, or any other hazards you might come across on an adventure ride. Yamaha says it avoided adding traction control to the Ténéré 700 because that’s one less thing that could fail when in remote locations, and because power delivery is so smooth that it’s not needed. The first claim seems questionable given the engineering prowess on display in the advanced (and reliable) electronic systems featured elsewhere in Yamaha’s lineup, namely on the new Tracer 9 GT+. The engine’s tractable nature does, however, make traction control seem more like a nicety than a requirement. Smooth power delivery allows the tire to bite into the dirt, and without any big jumps in power the tire never steps out without warning. Ergonomics are great for up-out-of-the-saddle off-road riding. (Yamaha/)There’s an argument for keeping cost and complexity down, but Honda’s less-expensive Transalp ($9,999) is proof that it’s possible to find a happy middle ground. The extra safety net would offer newer adventure riders a better sense of security, while also lending a helping hand in tricky conditions. We’ll also say that, while the more expansive ABS settings offer better adjustability, the system isn’t refined enough for aggressive off-road use. Front ABS activates early and often in the dirt, which causes the front brake lever to go stiff and initiates pucker moments. We turned the system off completely for best results, and again, the problem is having to reselect the preferred setting once the bike has been turned off. The right handlebar switch is new for 2024, as is the ABS software. There are now three settings: ABS On, Rear ABS Off, and ABS Off. Tap the switch once to highlight the preferred mode, then hold to confirm the setting. Unfortunately, ABS reverts to on whenever the bike shuts off. (Yamaha/)Speaking of systems off and aggressive off-road riding, we were lucky enough to ride alongside Damon Bradshaw and Ryan Villopoto for part of our day on the Ténéré 700. And while their skill level far exceeds the norm, it was incredible to see the T7′s true potential in the dirt. Bare bones as it might be, this is one of the most off-road-capable bikes in the middleweight adventure bike category. Final Thoughts In a lot of ways, the Ténéré 700 feels a lot like the bike Kawasaki and Honda fans asked about for years: a modern version of the venerable KLR650 or XR650L. It’s a simple, no-nonsense adventure bike that’s more big enduro than anything else. Whether or not it’s the right bike for you boils down to a few key questions. Is off-road performance a priority, and how important is a full-featured rider-aid suite? If the answers are “yes” and “not very,” then the T7 is definitely worth looking at. It’s low cost, rally-inspired looks, and off-road potential are nothing to scoff at. That new TFT display is easy on the eyes too. It really does tell you everything you need to know about this bike. The ABS switch on the dash can only be used to turn ABS on. The USB outlet comes standard. (Yamaha/) Yamaha’s flat, one-piece accessory rally seat ($219.99) is 1.6 inches taller. It offers more support and opens the rider triangle up for taller riders, while also allowing the rider to move around easier. (Yamaha/)2024 Yamaha Ténéré 700 Specs MSRP: $10,799 ($11,219 as tested) Engine: DOHC, liquid-cooled parallel twin; 8 valves Displacement: 689cc Bore x Stroke: 80.0 x 68.6mm Compression Ratio: 11.5:1 Transmission/Final Drive: 6-speed/chain Fuel System: Electronic fuel injection Clutch: Wet, multiple disc; cable actuation Engine Management/Ignition: Digital Frame: Double cradle steel tube Front Suspension: 43mm KYB telescopic fork, fully adjustable; 8.3 in. travel Rear Suspension: Single KYB shock, preload and rebound adjustment; 7.9 in. travel Front Brake: 4-piston calipers, dual 282mm discs (w/ ABS) Rear Brake: 1-piston caliper, 245mm disc (w/ ABS) Wheels, Front/Rear: D.I.D spoked wheels w/ aluminum rims; 21 x 2.50 in. / 18 x 4.50 in. Tires, Front/Rear: Pirelli Scorpion Rally STR; 90/90-21 / 150/70-18 Rake/Trail: 27.0°/4.1 in. Wheelbase: 62.8 in. Ground Clearance: 9.4 in. Seat Height: 34.4 in. Fuel Capacity: 4.2 gal. Claimed Wet Weight: 452 lb. Contact: yamahamotorsports.com 2024 Yamaha Ténéré 700 gear bag. (Yamaha/)Gearbox Helmet: Arai XD4 Jacket: Spidi 4 Season Evo H2Out Jacket Pants: Spidi 4 Season Evo H2Out Pants Gloves: Spidi X-Force Boots: Alpinestars Tech 7 Enduro Drystar Source

Taller suspension, a fresh design, and modern electronics package transform Suzuki’s GSX-S1000GT+ into the GSX-S1000GX+ ($18,499). (Ula Serra/Amylee Photography/)Suzuki’s GSX-S1000G lineup is a one-two punch combo. The 1000GT was the first jab and got the competition’s attention, but the longer-travel, GT-based 1000GX+ is the stunner. The problem? While the GX+ better positions Suzuki in the fight for sport-touring supremacy, the bike is competing in one of today’s most hotly contested categories, and it’ll take significant muscle to knock the competition out. Yamaha’s very entertaining—but smaller-displacement—Tracer 9 GT+ comes to mind, even if most comparisons are to Kawasaki’s similarly spec’d Versys 1000 SE LT+. Suzuki is creative in how it defines the all-new GX+ and what it refers to as the “Crossover” category, often referencing the rugged-looking but very on-road-focused sport-utility vehicles that overwhelm suburban neighborhoods. This is a bike for riders drawn to the taller stance and increased comfort of an adventure bike, but who have little desire to venture off the beaten path. While other markets will get GX and GX+ in varying colors, Suzuki Motor USA will only import GX+ models in the Pearl Matte Shadow Green shown here. Notice the aggressive gear and lean angle, which is Suzuki highlighting the GX+’s sporty performance. (Suzuki/)The GX+ is also a bike for riders who appreciate modern tech. Suzuki finally embraced the electronic evolution and jumped all in with a rider-aid package that includes a multifaceted electronic suspension system, cornering traction control, cornering ABS, and “smart” cruise control. That technology comes alongside more traditional systems, like power modes, Suzuki’s Easy Start System, Low RPM Assist, and a bidirectional quickshifter. Engine New as the direction might be for Suzuki, the GSX-S1000GX+ is not an all-new machine, as numerous parts are pulled from elsewhere in the lineup. That includes the long-stroke, 999cc inline-four engine that powered the iconic K5 GSX-R1000 but was later “retuned for midrange” and adapted to work in a long list of street-oriented products. More recently, valve lift and overlap were reduced for reduced emissions and enhanced rideability. While the engine’s carryover status might be disheartening, especially when you consider the engineering prowess Suzuki showcased with the character-rich, mid-displacement parallel twin that powers the V-Strom 800 and GSX-8 models, it’s hard to fault this powerplant for touring or more spirited riding. What the engine lacks in newness, it makes up for in proven durability and a broad power curve that’s been beautifully tuned through years of model-specific refinement. Related: 2024 Suzuki GSX-S1000GX First Look Angles? Yeah, the GX+ has those. Tucked behind the new fairings is one of the most recognized engines in modern motorcycling: the 999cc inline-four that powered the almighty K5 GSX-R1000. Retuned for its role in a variety of models, this has become an equally potent engine for street riding and touring. (Suzuki/)Suzuki claims 150 hp at the crankshaft, though the last GSX-S1000GT+ we strapped to the Cycle World dyno produced 136 hp at 10,400 rpm and 73 lb.-ft. of torque at 9,200 rpm, and we expect the GX will produce similar numbers. Most important is that the torque curve is quite flat, evidence of the work Suzuki put into making this engine as street friendly as possible. It jumps off tight corners but has plenty of midrange and top-end, with the biggest step in power coming at around 6,000 rpm, at which point the GX really starts eating up asphalt. This is a hearty, well-rounded powerplant. Throttle connection is sharp in A mode but softer in B, which enables you to tailor your experience to the type of riding you’re doing. While metered throttle response is nothing new, the performance and high level of refinement support Suzuki’s goal of broadening the GX’s use case. It’s also a reminder of how good Suzuki is at integrating electronic rider-aid systems; the company hasn’t always been at the forefront of the electronic conversation or pushed the limits like other manufacturers, but the systems it does introduce are well executed. Suzuki’s goal with the GSX-S1000GX+ was versatility. The bike is just as comfortable in the canyons as it is on the highway. (Ula Serra/Amylee Photography/)Even more kudos go to the faultless bidirectional quickshifter, which works with the GSX-R1000-sourced transmission to provide seamless shifts whether you’re hustling down a backroad or cruising through the city. Another thing you can’t help but notice is the meaty, superbike-like exhaust note that adds to the bike’s presence. Close your eyes as a GX+ warms up and you can almost picture yourself in the roadrace paddock circa 2005, when GSX-R1000s were the superbike of choice. New is nice, but for some, so too is the spiritual connection to one of the all-time great motorcycles of our time. You get that here. Related: 2022 Suzuki GSX-S1000GT+ First Ride Review More angles! Just out of frame is the modestly sized 5-gallon fuel tank. (Suzuki/)Chassis More carryover items come in the form of a GT+-sourced twin-spar aluminum main frame and GSX-R1000-based swingarm, which are paired to a longer, model-specific subframe that provides structural support and opens the door to a thicker rear seat. Suzuki Advanced Electronic Suspension (SAES) is supplied by Showa (and very similar to what’s used on Kawasaki’s Versys 1000 SE LT+) but modified to Suzuki’s liking. New to Suzuki, but not to the category, the suspension uses the now common “skyhook” approach, meaning stroke sensors and IMU data help monitor the motion of the motorcycle’s sprung weight in relation to an imaginary reference point directly above it. On rough roads, front and rear damping settings are adjusted in real time to keep the seat and handlebars stable, while the wheels and tires absorb bumps. Hard, Medium, and Soft settings are available, enabling the rider to tailor the damping based on the type of riding they’re doing. A customizable User mode further enables fine-tuning of Hard, Medium, and Soft base settings in single-level increments. Electronic suspension—the first on a Suzuki—is supplied by Showa. The package consists of an SFF-CATM fork and BFRC-Lite shock. Notice the Suspension Control Unit (SCU) and motor unit that’s used to automatically adjust spring preload at the rear. (Suzuki/)Suzuki says the system doesn’t completely eliminate pitch, “because the rider perceives changes in the bike’s posture and intuitively uses those movements to control it.” That said, the GX does have a system for adjusting damping force under deceleration, which helps control rear wheel lift during extreme braking. Suzuki has also equipped the GX with an electronic rear spring preload system that detects load and automatically adjusts to maintain ideal chassis posture—think passenger getting on/off, or luggage being added/removed. One automatic and three manual preload settings are available: Auto, Single Rider, Single Rider + Gear, and Tandem. Base settings for each of the manual rear preload levels can be fine-tuned in single-level increments when building out the User suspension mode. Related: Top Sport-Touring Motorcycles To Buy in 2023 Front brakes lack initial bite and power through the pull, which leaves something to be desired on a bike that’s as capable as the GSX-S1000GX+. (Suzuki/)The goal with electronic suspension is to help the bike adapt to varying conditions or riding styles, and for the most part Suzuki has managed to do a good job of that with its model-specific tuning for the Showa bits. There’s a distinct difference between Soft, Medium, and Hard settings, with Soft offering plenty of plushness in around-town riding, and Medium enough support as the pace picks up. For added context, many of those we rode alongside were happy with Medium suspension settings even as the pace picked up on faster mountain roads; Hard really is for spirited riding. One drawback for us—riding solo and with no luggage—was how much movement there was in the suspension as the pace picked up, especially with the electronic preload set to Auto. Toggling over to the fixed, Tandem rear preload and Hard suspension setting kept the GX from feeling as heavy at tip-in and provided the holdup we were looking for, but we never gained utmost trust in the front end. Expect to spend time customizing the User mode if you’re looking for the perfect settings for faster riding. The GX+ is better described as stable than agile, but don’t fully discredit this bike on a winding backroad. Notice the vent holes on the multilayered body panels, which are claimed to enhance straight-line stability. (Ula Serra/Amylee Photography/)Don’t expect GX+ to be overly agile either. Despite being competitively positioned at a claimed 511 pounds without side bags, the bike is relatively heavy steering and takes some effort to muscle through a series of tight corners. Stability, on the other hand, is excellent. Electronics Electronic suspension might be the headline feature, but it’s more icing on the cake than anything, as the GX comes with no less than eight other electronic rider-aid systems. That includes seven-mode traction control with what Suzuki refers to as Roll Torque Control, a predictive traction management program that adjusts power output based on speed and lean-angle data in an attempt to keep the rear tire from stepping out at all. Integrated wheelie control and a traditional traction control system are layered on top of this, the latter stepping in when the tire does start to slide. More new-to-Suzuki tech comes in the form of lean-angle-sensitive ABS that’s referred to as the Motion Track Brake System, and Smart Cruise Control, which allows the rider to shift without disrupting the cruise control. Unfortunately, no radar-based systems come on the GX+. The 6.5-inch TFT display is easy to read at a glance and information is well organized. Riding modes (A, B, and C) are preset for power output, traction control, and suspension adjustments, but can be customized. There are seven levels of traction control (plus off), four suspension modes (Soft, Medium, Hard, User), and four rear preload settings (Auto, Single Rider, Single Rider + Gear, and Tandem). (Suzuki/)All adjustable systems are managed via a crystal clear, 6.5-inch TFT display that you’d be hard-pressed to fault. Information is well organized, visibility is great at all angles, and the (limited) submenus are easy to navigate. In a world where dashes are becoming more and more cumbersome, this is a standout feature and something GX+ owners will appreciate. Suzuki says it didn’t just cut the GSX-S1000GT’s five traction control levels into seven smaller pieces, but widened the operating range so that level 1 is more performance oriented, while levels 6 through 7 are more controlling. That’s great, but also not something we generally aim to test on public roads winding through foreign countries. What’s important to know is that the six-axis IMU provides more data and thus opens the door to an even more refined system. Should you feel the need to push the sporty limits of the GX+ or find yourself on wet roads mid-tour, then there’s a nice safety advantage over its GT counterpart. Suzuki is not one to overengineer the simple stuff. Switch gear isn’t large or intricate, but works exactly as you need it to. (Suzuki/)Ergonomics and Convenience The GX further distinguishes itself from the GT with an upright, adventure-bike-esque rider triangle, made possible by a taller and wider handlebar that’s positioned 2 inches closer to the rider. A 0.6-inch-taller seat helps ease the bend in the knees even further. That’s great for tall riders but something vertically challenged riders should keep in mind as it bumps seat height to 33.3 inches. Mind you, much of that seat height comes courtesy of the longer-stroke suspension. A stock GT+ seat is available as a low option and cuts that 0.6-inch thickness back down to zero. More touring-focused features come in the form of an adjustable windscreen, hand guards, a centerstand, and saddlebags. A model-specific front fairing goes a step further by not only giving the bike a modern look, but also improving wind protection. Unfortunately, the aforementioned windscreen is only adjustable with tools, which will frustrate riders on longer days in the saddle, where it might make sense to have the screen down for the backroads, then up again as you roll onto the highway. A model-specific windscreen is adjustable to three positions, enabling the rider to raise the screen by 1.7 inches. Tools are required, however, which feels like a big miss when you consider the intended use and that much of the GX+’s competition comes with screens that can be adjusted by hand, on the fly. (Suzuki/)The differences between the GT+ and GX+ rider triangle are immediately noticeable, the GX+ feeling much more spacious and accommodating, assuming you don’t have any issues with the tall seat height. It’s not perfect, though, as the seat cushion is quite soft and easily creates pressure points in areas where you don’t want pressure points. Stepping up to Suzuki’s optional, dual-density premium seat almost feels like a must, thanks to the added support that makes longer stints feel manageable. As a bonus, the premium seat is made from a material that keeps surface temperatures down by as much as 14 percent. This is the seat that should come standard on a “luxury” motorcycle. Other features that should come standard? A windscreen that’s adjustable without tools, and heated grips. Hard to not always want slightly larger side bags as well. We recently tested the MV Agusta Turismo Veloce and loved the large, 34-liter side bags on that bike; the 25.7-liter side bags here work, but feel just big enough. The GX+’s seat is 0.6 inch taller than the GT’s seat, for added legroom. The pegs remain in a relatively sporty position, but the riding position is more upright and relaxed than the GT’s. Credit a taller bar that also comes closer to the rider. (Ula Serra/Amylee Photography/)Final Thoughts Some of our favorite things about the GSX-S1000GX+ are the ones that have been carried over from the GT+ and other Suzuki models before it. Outdated as its original design drawings might be, the inline-four engine is an absolute gem that’s hard to fault. It’s smooth and well mannered for street riding but doesn’t feel neutered or hide its sportbike roots. Steering isn’t the lightest and it takes time to adapt the electronic suspension in really sporty riding, but overall chassis feel is nice, with a high level of stability that makes this an excellent bike for comfortable, long-distance touring. The riding position adds to the overall experience, making the GX+ a much more accommodating bike than the GT and GT+ it will share showroom floors with. Hard to argue with the added safety net that comes courtesy of a more expansive electronics package too. While the LED headlights and turn signals are quite sleek, the taillight and plastic casing are less stunning. It’s nothing major, but does stand out on an $18,500 bike. (Suzuki/)Unfortunately, that electronics package comes at a cost; while the GX+ undercuts the $18,899 Versys 1000 SE LT+ that Suzuki clearly expects to compete with, it’s also $2,000 more expensive than the Yamaha Tracer 9 GT+, which is arguably one of the best options in the class, despite its smaller displacement. It’s also important to consider the more touring-focused features that are missing from the package, like heated grips, an easily adjustable windscreen, and more color options. These are things you’d expect to find on an $18,500 luxury crossover, and what would help Suzuki deliver the knockout punch needed to truly upset the category. Side cases have 25.7 liters (0.9 cubic feet) of storage space and an 11-pound weight capacity. Our size medium helmet fit, even if just barely. Notice the Pearl Matte Shadow Green color. (Suzuki/) An optional premium seat is available alongside other accessories, and worth the money based on the increased comfort it provides. Additional support is owed mostly to double-layer structure, with soft foam on the outside and harder foam on the inside. The stock seat is too soft and creates pressure points. An added benefit of the premium seat is that it’s designed to stay cooler when exposed to UV rays.e inside. The stock seat is too soft and creates pressure points. An added benefit of the premium seat is that it’s designed to stay cooler when exposed to UV rays. (Suzuki/)2024 Suzuki GSX-S1000GX+ Specs MSRP: $18,499 Engine: DOHC, liquid-cooled inline-four; 16 valves Displacement: 999cc Bore x Stroke: 73.4 x 59.0mm Compression Ratio: 12.2:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 150 hp @ 11,000 rpm Claimed Torque: 78.2 lb.-ft. @ 9,250 rpm Fuel System: Fuel injection w/ ride-by-wire Clutch: Wet, multiplate SCAS type; cable actuated Engine Management/Ignition: Electronic (transistorized) Frame: Twin-spar aluminum Front Suspension: Showa inverted fork, electronically controlled damping; 5.9 in. travel Rear Suspension: Showa monoshock, electronically controlled damping; 5.9 in. travel Front Brake: Brembo 4-piston Monoblock calipers, dual 310mm discs w/ ABS Rear Brake: Nissin 1-piston caliper, 240mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 17 in./17 in. Tires, Front/Rear: Dunlop Sportmax Roadsport 2; 120/70-17 / 190/50-17 Rake/Trail: 25.0°/3.8 in. Wheelbase: 57.9 in. Ground Clearance: 6.1 in. Seat Height: 33.3. in. Fuel Capacity: 5.0 gal. Claimed Wet Weight: 511 lb. (without bags) Contact: suzukicycles.com 2024 Suzuki GSX-S1000GX+ gear bag. (Ula Serra/Amylee Photography/)Gearbox Helmet: Arai Quantum-X Jacket: Spidi 4 Season Evo H2Out Jacket Pants: Spidi 4 Season Evo H2Out Pants Gloves: Spidi X-Force Boots: Alpinestars Supertech R Source

Pierer Mobility Group, owner of KTM, Husqvarna, and GasGas, has decided to cut 300 jobs from its Austrian assembly lines and move additional production and some R&D jobs to China. (KTM/)After acquiring the original Austrian KTM brand, the Pierer Mobility Group has grown to be the No. 1 European powered two-wheel manufacturer with 190,293 bikes sold in the first half of 2023, with a sales volume increase of 16.5 percent over the same period of 2022. Pierer Mobility Group is determined to further increment its position and its sales volume for 2024, and consequently the top management decided to sell the R Raymon and Felt bicycle makes, while promoting the Husqvarna and GasGas e-bicycle production. This decision was taken to further focus the activity on the four motorcycle brands that constitute the Group: KTM, GasGas, Husqvarna, and MV Agusta. In addition, Pierer Mobility Group will cut 300 jobs at its production plants in Austria and will transfer production to its partnerships in India, with Bajaj, and in China, with CFMoto. The relocation will also include some R&D activities. This move is based on a sharp analysis of the economic and financial situation in Europe, with 2024 looking at a contraction over 2023, especially since the European Central Bank confirmed it will keep the interest rates at the present level. This situation already forced the Group to trim the dealer network to make it more efficient. Thanks to its solid liquidity condition, the Group assisted a number of dealers in reducing the burden of high banking rates while also assisting some suppliers that were facing financial problems. This was possible thanks to the solid liquidity condition of the Group. Thus the board of directors took the decision of strengthening the core business, making 2024 a year of consolidation. On the other hand, the decision of relocating part of the production activity in Austria appeared logical given the fact that the cooperation with CFMoto appears very positive to the point that production of the mid-displacement models 790 Duke and 790 Adventure has already been relocated in China. This not only takes advantage of the lower production costs, but also strengthens the KTM image on the Far East markets that are still growing faster than any other. Pierer Mobility Group plans to cut costs for 2024 significantly. (KTM/)Pierer Mobility Group and CFMoto have planned to increase the joint production activity from 50,000 to 100,000 units. The board of directors is fairly optimistic that next year’s sales should remain at 2023 levels, with EBIT margin in the region of 5 to 7 percent. In order to secure the Group’s profitability, the management will implement cost-cutting measures in the double-digit million range in the 2024 financial year. As for MV Agusta, Pierer Mobility reassured the manpower in Schiranna that the Group is very confident in one of the most legendary makes in the history of motorcycling. The new MV Agusta LXP Orioli adventure model powered by the new 900cc three-cylinder engine promises to be a big success on the market as much as it was at EICMA last month. To further support the projection of MV Agusta on the worldwide market, its models are going to be distributed through the Pierer Mobility Group dealer network. MV Agusta’s LXP Orioli has potential for success. (MV Agusta/)Finally, the call option granted to KTM AG on the basis of the annual financial statements as of December 31, 2025, to acquire a majority stake in MV Agusta will be exercised in spring 2026, and that will be a big turning point for the Italian legend that will finally exit the years of financial uncertainty. Source

Trackhouse Racing is a major player in NASCAR and now has jumped into MotoGP with a two-rider team on Aprilia’s RS-GP. (Trackhouse Racing/)When the MotoGP bikes are shipped to Sepang this January for the first 2024 MotoGP winter session, there will be two Aprilias wrapped in stars and stripes. These are Miguel Oliveira’s and Raúl Fernández’s bikes of the newest team on the grid: American Trackhouse Racing. Presented in December in Milan, the arrival of a team founded and run by Justin Marks is big news for the coming MotoGP season. Trackhouse Racing was formed just three years ago to compete at the top level of NASCAR; in just a short time, the team distinguished itself on and off track with a new approach: winning with style and transforming the sport into an experience. Inspired by the great sportsmen who were able to make a shift in their career, think out of the box, and constantly evolve, Marks takes us behind the scenes of this new adventure, from four to two wheels. Driven, passionate, and hard worker, Marks grew up in Northern California where he had the chance to fall in love with motorsports at Laguna Seca. Trackhouse Racing team owner Justin Marks says he has plans to bring global brands into MotoGP. (Trackhouse Racing/)How special is it to be in MotoGP? When we founded Trackhouse, we wanted to create something special in motorsports, able to go beyond a NASCAR team—something globally relevant with an American vibe. What is the most appealing thing about MotoGP? This sport is so raw and authentic. It is so exciting to watch because you can actually see the riders playing the game. There is a component of risk, and the riders are so brave and this adds an aspirational quality. In addition, the MotoGP format of 20-minute race on Saturday and 45 on Sunday is able to keep the attention of the spectators high. How do you see MotoGP on a global scale? Formula 1 has raised the bar and grown enormously all over the world. I see MotoGP in a growth phase and potentially MotoGP is the next one. We can be part of the MotoGP strategy in North America and make it known to millions of people. How can your expertise in NASCAR translate to MotoGP? One of the things we are good at on the NASCAR side is that we have big global brands that are investing in Trackhouse. I think that through the way we market, we entertain our customers and show them value; we can bring this model into MotoGP as well. It may take some time for us to come and get established, but I think that the big global brands can find a lot of value in the sport. And what about your experience as a racing driver before being an entrepreneur? Being one of them and knowing how to communicate with the drivers and the team members has helped me a lot in the NASCAR team. I know what the drivers go through and the competitive side of the sport. Being in a garage for so many years, I think I can also contribute to the MotoGP team. It’s a unique perspective. I also met Oliveira and Fernández. Miguel is the veteran, who has already won in MotoGP, and Raúl is young, hungry, and passionate to show his talent to the world. Trackhouse Racing has had success in NASCAR and expects that with some time the same can be achieved in MotoGP. (Trackhouse Racing/)Is there something new that you can bring to MotoGP? We are having great conversations with content companies to produce original content and to tell the stories of the teams, the fans. This will help to promote the sport and help it grow. I also would love some cross activation to bring the NASCAR and the MotoGP racers together—bring the riders to North Carolina and show them what we do and capture that. What will be your main challenge? I understand the business side, the marketing and promotion, but I would love to know more about the sport from within—the key players and the technology. The challenge is really learning, absorbing, and building a strategy for our team. How was your first taste of a MotoGP race weekend? I was at Spielberg this summer and I spent three days learning and absorbing the maximum. I also did the two-seat (ride) and it was an incredible experience. It provides a very unique perspective. As a racer I paid a lot of attention to the bike, to the weight transfer and how the rider was moving, but there were one or two moments down the straight that were pure thrill. On a bike you feel so exposed, contrary to being in a car that makes you feel protected. Can you tell us the timeline of the deal? I went to the Austrian GP to see how things are done and learn for the NASCAR side. Starting to understand the business model more, I saw a great business opportunity. When I started talking with Carlos and Carmelo Ezpeleta, and Dan Rossomondo, my plan was for 2025, but they told me about a potential spot for 2024. They saw value in an American team and they want to grow in North America; so we started to work right away. We did a tremendous amount of work in the last six to eight weeks working with Aprilia and building the team. Aprilia too saw the advantage of working with an American team as an asset to their program, so together we were able to get on the grid in such a short time. Marks and Massimo Rivola have worked together on getting the Trackhouse Racing team on the same level as the Aprilia Factory team. (Trackhouse Racing/)Aprilia opened the door giving you a status that goes beyond a satellite team, a kind of “Aprilia USA factory” team. What is unique is that we feel part of the Aprilia family. We worked closely with Massimo Rivola and the whole team to be on the same level of the factory team and elevate together the entire Aprilia competition. We can bring our expertise as well, and Aprilia and the whole Piaggio Group were very motivated to make this happen. What about the bikes? We are pushing hard to have the 2024 spec, but it’s a matter of how quickly they can produce the bike, so I think we could have one factory bike in Qatar for the start of the season and one later. How do you see your future in MotoGP? We made a multiple-year contract, so we are very motivated to do well without rush. Now it’s about getting established, having results on track, attracting partners on board, and building a strong independent team able to compete at the top with the other independent teams and manufacturers. What does Aprilia represent for you? There is something special about Italian car and bike manufacturers like Ferrari or Lamborghini on four wheels, Aprilia and Ducati for the bikes. Aprilia represents passion, engineering, history, and commitment to motorsports. Being with the factory team gives us immediate credibility. And specifically Aprilia is a small group, and they are racers—as we are. We have a direct link with a small group of people who trust each other, work together, and this will bring us success. For the launch, the team unveiled a symbolic American flag-liveried bike, paying tribute to Nicky Hayden. How important is it to be the first fully American team in MotoGP? America has a great history in the sport with so many champions, but it has been a while that we’ve had one, so we are honored and humble to be part of the American history in the sport. Over the next months we will start communicating with several American legends of the sports. Do you have an inspirational hero in the sport? Not one in particular, but I have a lot of respect for people who have transcended the sport—that have constantly reinvented themselves. I like to read biographies of athletes and also people who have been successful in life being able to evolve, constantly reinvent themselves. What is the last biography you read? The one on Elon Musk: somebody that broke barriers, started a new industry, and was able to see the world in a very different and creative way. What would you like to find under your Christmas tree? Fast 2024 Aprilia motorcycles. 2024 will be a busy year… For sure, we have the NASCAR races and then MotoGP. I won’t be able to attend all the races, but I want to know more about the spectators and the most iconic circuits like Mugello Circuit for example, and the night race in Qatar… Source

Among models potentially coming to the US is the LFR700, a sportbike powered by a 680cc inline-four. (Benda/)China is packed with little-known motorcycle brands and the harsh truth is that most of them are unlikely to raise even the slightest interest from buyers in the West. But some of them are genuinely intriguing, and near the top of that list comes Hangzhou Saturn Power Technology, which sells bikes under the Benda name. Recent documentation indicates that Benda is bringing its range to the US market, having filed documents with the National Highway Traffic Safety Administration (NHTSA), as required by law to explain how to decode the brand’s VIN information. The document appears to be erroneously dated “December 9, 2022″ (having actually been published on December 9, 2023) but it clearly lists Hangzhou Saturn Power Technology as the owner and Benda as the brand to be used on the bikes. Benda’s LFC700 power cruiser. (Benda/)Benda’s Chinese offerings are interesting enough to have been featured on these pages a few times in the past. It first piqued our interest with the four-cylinder LFC700 and LFS700 models launched in 2021, both of which used 93 hp, 680cc inline-four developed by Benda, albeit by reverse-engineering Honda’s CB650R engine and increasing its stroke. The LFC is a crazy-looking muscle cruiser with a vast, 67.7-inch wheelbase, a 310-section rear tire, and an engine air intake that’s designed around its small, LED headlight to look like a jet inlet, while the LFS uses the same motor in a more conventional roadster-style package. But that was just the start, as the company has recently unveiled the LFR700 sportbike using the same engine. Benda’s supercharged 300cc engine. (Benda/)Elsewhere, Benda’s plans include the “VTR300 Turbo,” a sportbike with a turbo or supercharged 300cc V-twin engine, which has been seen in design illustrations but not officially launched yet. There is also a range of V-4-powered cruisers from 500cc to 1,200cc. In its existing lineup, Benda’s range is largely focused on cruisers, with a modern range of small to midsize models including the recently launched Napoleon 450 bobber, the similarly powered Chinchilla 450, and the Dark Flag 500, which is the first of the company’s homegrown V-4-engined model. The Benda Napoleon. (Benda/)The VIN decoding document filed with the NHTSA doesn’t specify which bikes Benda plans to sell in the US, and the codes listed include two-strokes and four-strokes, liquid- and air-cooled, and a vast array of styles of bikes, and engines from sub-50cc to more than 1,200cc. However, the Napoleon, Chinchilla, and Dark Flag are the company’s main focus at the moment. Benda’s V-4-powered Dark Flag. (Benda/)The Dark Flag 500 is particularly intriguing, including a surprising level of technology. Not only does it use China’s first homegrown V-4 motorcycle engine (producing 54 hp at 9,000 rpm and 31 lb.-ft. at 6,500 rpm), but it also features a cylinder-deactivation system that cuts out the two rear cylinders at idle, just like some of Ducati’s latest V-4s, to reduce heat and fuel consumption. The Dark Flag Ultra version also has electronically controlled air suspension at the back. The Chinchilla 450, meanwhile, is a rival to the likes of Kawasaki’s Eliminator and Honda’s SCL500, with 50 hp from a liquid-cooled eight-valve 448cc V-twin, also developed in-house by Benda. The newest addition, the Napoleon 450, uses the same engine but in a different chassis with a hidden monoshock at the rear, a single seat, and unusual cowls over the fork that give the look of an old-fashioned girder front end without any of the drawbacks. Source

Aprilia has filed patents for the rear spoiler that was first seen back in 2022. (Aprilia/)Aprilia’s RS-GP MotoGP bike was the first to bring a racecar-style rear wing to the track back in 2022 and if the prototype 2024 racers seen at the end-of-season test in Valencia are to be believed, we’re going to be seeing the same on virtually every rival bike next year. And just as front winglets rapidly became a must-have styling addition on road-going sportbikes once they emerged in MotoGP the rear spoilers are likely to migrate to production models in the future. That’s come a step closer with the publication of a patent application from Aprilia, describing the design and purpose of its racebike’s rear end but also making a clear indication that the same idea could be applied on the road, saying the idea “relates to ‘road’ or ‘street’ motorcycles” before going on to explain that the practical benefits really apply in racing. The patent illustrates the same rear winglet and spoiler combination that was first seen in 2022, and while it’s only just been published, the document was filed with patent authorities at around the same time. Back in 2022, Aprilia made waves when it tested its rear spoiler for the first time. (Aprilia/)Ideas purely intended for racing are rarely the subject of patents. Partly because it means illustrating exactly how ideas work and explaining their benefits—not ideal in a highly competitive environment. After all, there’s no guarantee the patent will be granted, so filing an application could be simply giving your secrets away. Even if a patent is granted, it would be seen as unsporting to try to use patent law to prevent rivals from using the same idea in competition, and the proliferation of rear spoilers appearing on rival racers shows Aprilia isn’t trying to do anything like that. With that in mind, logically Aprilia’s patent application is intended to protect its idea in case the company decides to implement the same thinking on a production machine. While rear spoilers are never likely to be game-changers for road bikes (even in MotoGP their benefits are still marginal, so the rear wings are often added or removed depending on specific circuits), carrying over the look of racers to the showroom is an essential part of the “win on Sunday, sell on Monday” idea that’s the whole reason companies plough money into their competition machines. With that in mind, it’s hard to imagine that we won’t see road-going superbikes with rear wings in the near future. Will Aprilia’s spoiler make its way onto a production bike in the near future? (Aprilia/)What Aprilia’s patent does do is give a clear explanation of exactly what the rear wing arrangement achieves. Aprilia’s system is a little more complex than a simple wing, instead combining a pair of upswept winglets on the sides of the bike’s tail with a high-mounted spoiler on top. While the result looks a lot like the rear wings used on race cars to help plant them on the ground and corner at unimaginable speed, the motorcycle version’s benefits come on the straights. The downforce generated helps keep the back wheel on the ground, particularly during hard braking at the end of the straight, just as the rider tips into corners, when the rear wheel would normally be unloaded. The document says: “…the spoiler allows an aerodynamic force to be created on the rear wheel. This force is effective above all during trail-braking, i.e., sudden braking, and is such as to reduce bouncing of the rear wheel, improving the grip of the bike and thus facilitating entering the corner. Moreover, the greater load that is created on the rear end of the motorcycle is useful in undulating straight stretches, such as a downhill stretch, in which the motorcycle reaches a speed of around 350 km/h [217 mph] and would tend to lose grip.” Honda’s latest CBR1000RR-R SP production bike comes with updated aero, otherwise they wouldn’t be allowed in Superbike racing. (Honda/)Although Aprilia doesn’t currently compete in WSBK—its 1,099cc V-4 engine is too large for the current regulations and the company hasn’t yet followed Ducati’s lead and created a homologation-special, 999cc version to duck under the 1,000cc limit—it’s clear that a patented rear wing design, used on a streetbike, could give an edge in production-based racing. WSBK allows winglets provided they’re the same as those on the showroom versions of bikes, and we’re already seeing companies tweak their road bikes to improve those winglets. Honda’s 2024 updates to the CBR1000RR-R SP, for instance, include winglet changes that can only really be a benefit at the highest level of racing. Aprilia’s patent application covers itself in the event that it wants to put the aero thinking into production, and follows on from a patent in 2022 that described other aero tricks of the RS-GP. With the RSV4 superbike well overdue for a significant revamp, don’t bet against some of the concepts from Aprilia’s most successful MotoGP bike yet trickling down to the showroom. Source

Aprilia Racing and Trackhouse Together in MotoGP (Aprilia Racing/)Aprilia Racing Press Release: Aprilia Racing has signed a three-year agreement with US outfit Trackhouse, already a major player in the NASCAR motorsport championship. Captained by former racer Justin Marks, the American team will bring the RS-GPs to the track as an Independent Team. Confirmed are riders Miguel Oliveira and Raùl Fernandez, in their second season riding the Italian prototypes. A partnership that will see Aprilia Racing take charge of all technical aspects, collaborating closely with Trackhouse Racing on track and taking care of development during the season, through a dedicated structure that represents an important step forward in Aprilia’s MotoGP project. MASSIMO RIVOLA - CEO Aprilia Racing ”We are happy and proud to welcome Trackhouse into the Aprilia Racing family. What they have been able to build in a very short time in NASCAR is an extraordinary presentation card, which anticipates the potential of this partnership. This is thanks to Justin Marks and his team, whom I got to know through my long-time friend PJ Rashidi, and with whom we were immediately in sync both in terms of technical ambitions and marketing and communication developments in such an important market as the US. Our commitment will increase significantly, a responsibility we gladly take on because, I am sure, it will allow us to grow even more”. Source

The $995 Motocompacto is proof that fun (and practicality) comes in all sizes. (Bert Beltran/)The most refreshing thing about Honda’s Motocompacto is that it wasn’t born within the dreary walls of a corporate conference room. Honda management didn’t sit their design team down and ask for “the next big thing.” The Motocompacto started life as a passion project, led by employees who wanted to create something innovative and fun—a folding e-scooter that paid homage to the original Motocompo but made sense from a modern urban mobility standpoint. Carrying case turned urban explorer. Or beach cruiser, in this case. There’s no rule on how or where to use the Motocompacto. (Honda/)That’s not to say there weren’t benefits to mass-producing the Motocompacto, which Honda describes as “an unexpected facet of [its] larger electrification strategy.” The concept was pitched at a time when significant focus was going into Honda’s electric vehicles and as the company was looking to bring more eyeballs to its efforts in that space. Consider this a fun way to get people talking about Honda: “Maybe I’ll get a Prologue SUV and throw my Motocompacto in the back.” In some ways, the Motocompacto might even be the thing that gets them into a Honda auto dealership. A closer look at the Motocompacto in folded and unfolded form. Notice the strap on the handlebar post, which is how you carry around the 41-pound scooter. Notice also how the rear wheel slides into the body to keep the scooter as compact as possible when folded. (Honda/)History buffs will draw a stronger connection to the beloved Motocompo folding scooter sold between 1981 and 1983. Honda’s Powersports division has been immensely successful in bringing equally iconic legends back to life, and the sales success of bikes like the Super Cub, Trail 125, and Monkey likely encouraged the company to take a chance here. Nostalgia sells. Mind you, the Motocompacto is nothing like Honda’s “full size” minimotos. It’s a first- and last-mile mobility solution—something that doesn’t require an M1 endorsement but can be used for getting around the city or college campuses. It weighs 41.3 pounds and has a 12-mile range. Max speed is 15 mph, and it charges in 3.5 hours via a 110V outlet. A peek behind the “curtain.” The Motocompacto has an aluminum frame that takes up little space. The remaining void can be used for storing personal items like a jacket, (covered!) laptop, or anything else that might need to go with you, in addition to the charger. (Honda/)The scooter is 29.2 inches long, 3.7 inches wide, and 21.1 inches tall when folded, meaning you can store it just about anywhere. Think closet, trunk of the car, or in the corner of your cubicle at work. It can be folded or unfolded in under a minute, has on-board storage (when unfolded), and two ride modes with varying max speeds. More important to Honda—and where this scooter will stand out against other first- and last-mile solutions—are the durability standards set in place. Honda build quality extends all the way down to the Motocompacto, so don’t expect to find rickety latches or flimsy footpegs on this pint-sized electric. Sensors ensure power is not delivered to the motor until the scooter is fully unfolded. An LED display shows battery charge, speed, selected ride mode, and more. (Honda/)The remaining features list includes things like an LED headlight and taillight, stylish synthetic leather cover for seat and grips, plus bicycle-esque lock loop for when storing the scooter in public. Worth mentioning is that the design is purposefully minimal; think of the white panels like the shell of a laptop, which most people will slap stickers on or buy “graphic kits” for. The point? Honda wants the Motocompacto to be unique and fun, just as much as it wants the scooter to be safe and practical. The Motocompacto is small enough that it won’t take up all the trunk space in your car. (Honda/)Unfold and Go! The Motocompacto ($995) is being sold at motocompacto.honda.com, and at Honda and Acura automobile dealers, but as part of the prelaunch buildup, we were able to throw a leg over one and bounce around American Honda’s campus in Torrance, California. Unfortunately, “bounce” is used literally here. Notice there’s no mention of “suspension,” which means the scooter can be a rough ride if you don’t miss every pothole or lip between street and sidewalk. This is more about convenience than comfort. It takes less than a minute to fold or unfold the Motocompacto, and all hinge points are quite sturdy. Honda says it was important for the scooter to be well-built and not be flimsy. (Bert Beltran/)Unfolding and folding the Motocompacto is a simple process that’s easy to commit to memory and only really takes about 50 seconds. The biggest surprise once it’s unfolded? How narrow the scooter is, but at the same time, how surprisingly comfortable it is for all body types (this test rider is 6-foot-3). No, the seat is not overwhelmingly large, but the dimensions work, and there’s no need for taller riders to worry about their knees hanging up on the handlebar. One of the more surprising things about the Motocompacto is how skinny it is. Despite this, taller riders will still feel plenty comfortable. (Bert Beltran/)As mentioned, the Motocompacto was developed with Honda ingenuity (and its legal experiences) in mind. You notice this first in the build quality, but also in things like Mode 1, which doesn’t deliver any power to the front wheel at 0 mph. This means you’ll need to push off with your feet, but also that someone won’t accidentally hit the thumb throttle when you’re sitting on the scooter and send you flying off the back. OK, maybe “send you flying” is a stretch, but you get the point. Top speed in Mode 1 is reduced to 10 mph. Top speed increases to 15 mph in Mode 2 and can be reached in around seven seconds, depending on rider size. It’s fast enough to be fun, as evidenced by the constant laughs and grins on the face of every person who threw a leg over the Motocompacto. Honda engineering and build quality mean the scooter feels stable and rugged. Throttle application is direct and overall easy to get used to, even if you’ve never thumbed a scooter to life before. (Bert Beltran/)Stability isn’t an issue, a clear sign of how far manufacturing has come since the first (very wobbly) minibike was introduced decades ago. The rear brake is strong enough to skid the tire and is easy enough to actuate with the bar-mounted lever. Again, it’s these well-built, quality pieces that will help the Motocompacto stand out from some of the more inexpensive options out there. And for some people, that sense of quality and ruggedness will be worth any added cost. A few other things for those people to consider: While the storage area is great, you might want to find an “organizer” for the compartment, as your laptop or other goods will bounce around if not secured by some type of divider or cargo net. Also, while the Motocompacto folds up neatly into its own compact and stackable carrying case, it does weigh 41 pounds and isn’t something you want to carry for more than a few flights of stairs. That’s probably OK for the person who’s carrying it through the subway station, or you college students who only need to walk it from the parking lot to class. The Motocompacto charger is, well, compact, and takes up very little space. Charge time is 3.5 hours. Notice the LED headlight. (Bert Beltran/)Final Thoughts For people who don’t live in the city or work on a large corporate campus, the Motocompacto would be more like something to leave in the trunk of the car for random adventures when ending up somewhere fun. For instance, we might keep it in the car and pull it out when we’re by the beach and want to cruise the boardwalk. And that’s fine—there’s no rule for how or when to use any of the many urban mobility solutions that are popping up. What we like most is that as more of these solutions become mainstream, the more people will begin to recognize the freedom and flexibility that anything with two wheels and a motor can bring you. Even if the Motocompacto converts a handful of people into motorcyclists, that’s a win. Hell, even if it doesn’t, that’s OK. It’s cute, it’s fun, and was never meant to turn the world on its head. Only to offer a unique solution to those in need. If it accomplishes anything more than that, or gets people into Honda dealerships, all the better for those who helped bring it to life. Think of the Motocompacto’s side panels as a blank canvas. Graphic kits are already available, or you might make the scooter uniquely yours by slapping your favorite stickers on there. Side benefit for companies who might add these to their fleet: free-ish advertising. (Honda/) Honda’s Motocompacto phone app allows you to see the current state of battery charge, view information on overall battery health, and use the trip calculator to estimate battery remaining at your intended destination. (Honda/) The Motocompacto’s control center. Clean! (Bert Beltran/) The compact theme extends to the seat. Then again, you’re not spending hours in this saddle. (Bert Beltran/) A cable-operated rear brake works brings the Motocompacto to a quick stop. (Bert Beltran/)2024 Honda Motocompacto Specs MSRP: $995 Motor Type: Permanent magnet, direct drive Peak Output: 490W Claimed Torque: 11.8 lb.-ft. Drive: Front-wheel drive Max Speed: 15 mph Battery Capacity: 6.8aH Charge Time: 3.5 hours (110V) Range: Up to 12 miles Frame: Heat-treated aluminum Wheelbase: 29.2 in. Length (ready-to-ride/folded): 38.1 in. / 29.2 in. Height (ready-to-ride/folded): 35.0 in. / 21.1 in. Width (ready-to-ride/folded): 17.2 in. / 3.7 in. Seat Height: 24.5 in. Claimed Weight: 41.3 lb. Weight Capacity: 265 lb. Contact: motocompacto.honda.com Source

Vespa & (RED) together at World AIDS Day 2023 (Vespa/)Vespa Press Release: On December 1st, World AIDS Day, Vespa will host a very special event at their Milan Motoplex. Founded by Bono & Bobby Shriver in 2006, (RED) has developed partnerships with the world’s most iconic brands, to create unique products to raise funds to fight and end AIDS and global pandemics. On World AIDS Day, Vespa and (RED) consolidate their multi-year partnership with the signing of a new two-year agreement. The collaboration between Vespa and (RED), started in 2016, has given rise to iconic products that are dressed in red to support the cause: from the first (VESPA 946) RED to the (VESPA PRIMAVERA) RED, up to the most recent (VESPA ELETTRICA) RED, as well as a collection of merchandising. During the partnership with (RED), Vespa customers from all over the world have played a fundamental role in the fight against AIDS and all pandemics, raising over 1.5 million USD for the Global Fund, a global fund for the fight against AIDS. AIDS, tuberculosis, and malaria. On the occasion of December 1st, World Aids Day, Vespa will organize an open talk at its Motoplex Milano City Lounge space at 5pm, in Via Broletto 13 in Milan. The event will feature Elena Di Cioccio and Lavinia Farnese in a personal and irreverent exchange on the topic of sexual education, aimed at raising awareness on a topic that is too often neglected, especially by younger people. Furthermore, starting from 2024, a capsule of Vespa clothing and accessories (RED) will be launched at the Group’s flagship stores and online channels. Characterized by the unmistakable style of Vespa, the new apparel collection will be available in stores starting from May 2024 and will include a loose-fit cotton hoodie, a waterproof jacket in technical fabric and a t-shirt, all in the iconic (RED) hue.A collection of accessories ranging from cups to water bottles and a restyling of the iconic helmet complete the offer.Vespa will donate part of the proceeds from the sales of this special collection to (RED). Source

Covers are finally off Triumph’s 2024 TF 250-X motocross bike. (Triumph/)After several teases and pre-release looks Triumph has taken the covers off the final, consumer version of its new TF 250-X: the first out-and-out competition off-roader to wear the company’s badge in the modern era. It’s a case of diving in at the deep end for Triumph, as the motocross market—like the competition itself—is fierce, with big-name rivals from Japan and Europe. To meet those bikes head-on, Triumph claims the TF 250-X has “a class-leading power-to-weight ratio and the most complete specification package ever to launch into the ultracompetitive 250cc motocross market.” Bold words indeed, but the TF 250-X might just live up to them. Related: Triumph Motocross Bike Engine First Look Triumph claims the TF 250-X has the best power-to-weight ratio in its class. (Triumph/)Under development for several years (the plan was officially announced back in 2021) the TF 250-X draws on the knowledge of two big-name hires by Triumph, Ricky Carmichael and Iván Cervantes, who should certainly know whether a bike is competitive or not as well as offering priceless advice. Triumph Chief Product Officer Steve Sargent said: “This bike is 100 percent Triumph, conceived, designed, developed, and manufactured by our world-leading chassis and engine teams, with expert support from our racing champions. We started with a blank sheet of paper and began an all-new ground-up design, including a new engine, new chassis, and new electronics.” Ricky Carmichael adds: “The TF 250-X is an incredible bike. This is the bike that we set out to build. When you talk about the chassis, the powertrain, the components—it’s the best of everything you could ever want. And whether you’re a professional rider or an amateur rider, you will not be disappointed. I love this bike, it’s been such an honor to be part of a project with such an iconic brand.” A 250cc DOHC single powers the TF 250-X. (Triumph/)The engine is a DOHC liquid-cooled 250cc single, of course, with a 78mm bore and 52.3mm stroke. That’s a little longer of stroke and smaller of bore than some rivals, notably KTM’s 250 SX-F which stretches the bore to 81mm and pairs it to an ultrashort 48.5mm stroke (matching the bore/stroke ratio of most MotoGP bikes), though it’s a close match to Kawasaki’s KX250F. Triumph, however, uses a sky-high 14.4:1 compression ratio that’s more extreme than most of its competitors. The pistons are forged aluminum, the valves are titanium, and there are DLC low-friction coatings throughout. Dell’Orto fuel injection feeds the engine, and Triumph claims it has the best power-to-weight ratio in the class—yet it has not shared actual power numbers. Half of that equation comes down to weight, of course, and in pursuit of keeping the TF 250-X light, Triumph uses magnesium engine covers and an aluminum spine frame, keeping the bike’s total mass down to a mere 229 pounds wet. For comparison, a Yamaha YZ250F comes in at 234 pounds in the same state. That chassis is fitted with KYB suspension at either end, with 48mm fork and piggyback shock. Both the fork and shock are fully adjustable for compression and rebound, including separate high- and low-speed compression adjustment at the rear. Related: Watch Triumph’s 250cc Motocross Bike in Action Suspension front and rear is by KYB on Triumph’s TF 250-X. (Triumph/)Calipers come from Brembo, with a single two-pot front on a Galfer 260mm disc, combined with a 220mm rear. DirtStar makes the aluminum rims, matched to machined alloy hubs. Braking is handled by Brembo units front and rear. (Triumph/)Since the initial bike, with an MSRP of $9,995, is essentially a bare canvas for competition tuning, there’s also a wide range of parts to improve it. These include a titanium Akrapovič exhaust that’s claimed to improve power and throttle response as well as weighing a pound less than the standard system while still meeting FIM noise requirements. It doesn’t require an engine remap, either, though another option, the MX Tuner Pro and its associated phone app, allows you to pick between a variety of engine maps and view diagnostics and sensor outputs on your phone. You can also add a launch control module and an Xtrig holeshot device that preloads the fork to reduce the bike’s tendency to wheelie off the line. Pricing for the accessories will be revealed nearer the bike’s projected delivery date of spring 2024. Triumph will enter the TF 250-X in the FIM Motocross World Championship’s MX2 class as well as the US SuperMotocross World Championship for 2024. (Triumph/)To match the bike, Triumph is launching a range of Alpinestars clothing and boots, and plans to open specialist Motocross and Enduro Centers in Europe, the USA and Australia—as many as 300 due by the end of 2024. By then, the range is expected to have grown to include a 250cc enduro machine and Triumph’s planned 450cc enduro and motocross bikes. It won’t be the only newcomer to the scene, either, as Ducati is on the verge of launching its own single-cylinder motocross machine, though unlike Triumph the Italian company is expected to unveil its 450cc offering first, and is competing only in the Italian national championship in 2024, while Triumph is making an immediate entry to the 2024 FIM Motocross World Championship’s MX2 class, with sponsorship from Monster Energy and a two-bike, factory-supported team, as well as entering the US SuperMotocross World Championship in 2024. 2024 Triumph TF 250-X Specs MSRP: $9,995 Engine: DOHC, liquid-cooled, 4-stroke single; 4 valves/cyl Displacement: 250cc Bore x Stroke: 78.0 x 52.3mm Compression Ratio: 14.4:1 Transmission/Final Drive: 5-speed/chain Fuel System: Dell’Orto EFI Clutch: Wet, multiplate; hydraulically actuated Frame: Aluminum spine Front Suspension: KYB 48mm fork, compression and rebound adjustable; 12.2 in. travel Rear Suspension: KYB monoshock, fully adjustable; 12.0 in. travel Front Brake: 2-piston Brembo caliper, 260mm disc Rear Brake: 1-piston Brembo caliper, 220 mm disc Wheels, Front/Rear: Aluminum spoked; 21 x 1.6 in. / 19 x 1.85 in. Tires, Front/Rear: 80/100-21 / 100/90-19 Rake/Trail: 27.4º/4.6 in. Wheelbase: 58.7 in. Seat Height: 37.8 in. Fuel Capacity: 1.9 gal. Claimed Wet Weight: 229 lb. Contact: triumphmotorcycles.com Source

Francesco Bagnaia did what he needed to lock up the championship, leaving the pressure on Jorge Martín. (MotoGP/)The complexities of a long season came down to strong odds favoring Ducati factory rider Francesco Bagnaia, yet offering a slight chance for second-in-points Jorge Martín, who had in the last third of the season made a brilliant run on Bagnaia’s 61-point advantage. Martín could be champion if he won and Bagnaia finished worse than fifth. Bagnaia has shown two opposed tendencies. First, and greatly to his credit, he has confidence that he and his crew can and will find solutions to setbacks that occur Fridays and Saturdays. And so it has often turned out. Yes, he has made important mistakes, such as choosing to run a medium rear tire in this Saturday’s sprint, because it had worked well in the morning. But it’s cooler at the end of the day, making Martín’s choice of the soft rear correct. Martín won the sprint and Bagnaia was uncompetitive. Bagnaia’s response was correct: “For tomorrow I will have no doubts. I will make the same choice as Jorge.” On the other hand, Bagnaia can seem just a bit too cheerful and unengaged, as though his racing was happening to someone else, possibly in a galaxy far from here. People who thought Valentino Rossi in his years of greatness was a somewhat goofy “nice guy” found out differently if they had the skill to get close to him. There are not many happy-go-lucky great champions. Martín had shown one-lap brilliance, then sprint brilliance, but in the last third of 2023 he was able to move that to Sunday as his great talent became broader. This makes me remember Marc Márquez’s description of his first MotoGP season, in which he became champion for the first time: “Every lap was like qualifying.” I emphasize that this is not the same as “just goin’ fer it.” We know this because although Márquez often crashed in practice, he seldom crashed in races. This indicates that he was always intent upon finishing. Denis Jenkinson, in his little book about motor racing, describes a few racers who tend to speed up until they crash. I am remembering a wet race in which Rossi held to his own estimate of how much reliable grip there was, letting a rival pass him and pull away. Rossi had the discipline to wait for the leader to crash, and he did, leaving Rossi on the center box because he knew when to exercise restraint. Martín had to go for broke in Valencia and did. (MotoGP/)In Valencia Martín’s race was spoiled by an error that may have turned him into “a young man in a hurry”: On lap 3 he came too close to Bagnaia and was pushed into his draft, then ran wide, falling back to P8. Three laps later, in turn 4, he ran under Marc Márquez, they touched, and Marc high-sided while Martín was on the ground. Martín actually made contact with Bagnaia on lap 3 before running wide, setting the stage for his second, bigger mistake. (MotoGP/)Each time chance seems to turn against us, there is a temptation to double our bets. Or perhaps this was just a second ordinary mistake by Martín? The rest of the race consisted of the semi-drama of first Brad Binder (Red Bull factory KTM), then his teammate Jack Miller leading only to tip over—Binder wide at turn 11 on lap 14, dropping to sixth, then Miller leading laps 14 to 18, crashing out on lap 19. This left Bagnaia leading ahead of Johann Zarco (Prima Pramac Duc) with Binder and the recently-risen-to-excellence Fabio Di Giannantonio (Gresini Duc). Despite flashes of strength from others, the two principals of this season were Bagnaia and Martín. The others, in terms of the championship, were for the last third of the season just annoyances, buzzing flies bothering someone trying to mow the lawn. Yes, this one or that one might have, could have, should have, but the fact is that the others lacked the consistency and level temper necessary to amass the points to win. Or they were riding motorcycles lacking in consistency, or whose state-of-setup gives them strength only on certain circuits but not on others. I think of Eddie Lawson—a person who watched the odds. If in the first few laps he decided his bike and state of setup excluded finishing first, he did not then try to stretch himself beyond sense to make up the difference. Brad Binder ran wide on turn 11, falling back to sixth place. At the end, however, he finished on the podium in third. (MotoGP/)Spectators love the Big Gamble but championship winners generally control events better than that. Really interesting will be the postrace test on Tuesday, when we’ll see the prototype 2024 bikes at their present level of development. More about that later. Returning to the front tire pressure problem, I’ve done more reading about Central Tire Inflation Systems. Seems that in 1942 the amphibious DUKW used by US forces in World War II was given a CTIS. For the slog up sandy or soft beaches, tire pressure was reduced to increase footprint. Then once on firm ground or even on pavement, tire pressure could be dialed higher to save the tires from the flex-generated heat of higher speeds. Specialized military trucks continue with such systems today and many highway trucks use them as well. You can identify them by the air lines looping across the outer face of the tire to the hub. Bagnaia now has three world championships: two in MotoGP and one in Moto2 (2018). (MotoGP/)Dunlop and no doubt other tire makers have variable pressure systems to enable rapid data gathering on indoor drum testing. This caused one Dunlop engineer to propose there could be value in separate front and rear CTIS on racebikes, providing the enlarged footprint riders want and need in corners, then for straights, pressure rising to reduce heat generation by excessive tire flex. Michelin is well familiar with heavy truck CTIS. Do I hear objections that it would be difficult to engineer sending air pressure to wheels that present no rotating end (as trucks do)? Google “very small air pumps” and see the wide variety of electric pumps which might even fit inside wheel hubs. Tires already contain battery-powered inflation pressure reporting units, so adding a controllable bleed valve to prevent tires from (as Marc Márquez once put it) “…getting hot and bouncy” wouldn’t be too tall an order. Sorry, folks—just thinking out loud. We look forward eagerly to Tuesday’s revelations, and after that will come the official Sepang, Malaysia, test on February 6 through 8. And the final preseason test at Qatar on February 19 and 20. It all begins again. Source

The 2024 BMW R 12 nineT. (BMW/)BMW officially announced the 2024 R 12 nineT roadster and R 12 cruiser. Both are a classic take on modern motorcycling utilizing a 1,170cc air-cooled twin-cylinder boxer engine connected to a six-speed transmission with shaft drive. BMW claims the R 12 nineT roadster produces 109 hp at 7,000 rpm and 85 lb.-ft. of torque at 6,500 rpm. The R 12 cruiser produces less peak power and torque at a lower rpm through software programming. BMW claims the R 12 makes 95 hp at 6,500 rpm and 81 lb.-ft. of torque at 6,000 rpm. The 2024 BMW R 12. (BMW/)The BMW R 12 nineT and R 12 also share an all-new one-piece trellis bridge steel frame with a bolt-on subframe. Where the models differ is in their suspension geometry. BMW aimed to make the R 12 nineT’s handling precise for winding roads by giving it a 4.4-inch trail and a 27.7-degree rake with a pair of 17-inch alloy wheels. To achieve more relaxed steering for the cruiser, the R 12 receives a 5.2-inch trail and 29.3-degree rake with a 19-inch front wheel and 16-inch rear. Their wheelbase is close but the R 12′s is slightly longer at 59.8 inches whereas the sportier R 12 nineT has a 59.5-inch wheelbase. BMW’s R 12 is designed to cruise. (BMW/)Both models use a 45mm upside-down telescopic fork but the nineT roadster offers more travel (4.7 inches) than the R 12 cruiser (3.5 inches) as well as full adjustability. At the rear, the R 12 nineT features a paralever swingarm with a direct mount shock with preload and rebound adjustment offering 4.7 inches of travel; the R 12 cruiser provides 3.5 inches of travel. Both models utilize the same braking equipment. At the front is a pair of 310mm discs with radially mounted four-piston Monoblock calipers. The rear uses a 265mm disc with a two-piston floating caliper. Both models receive lean-sensitive BMW Motorrad ABS Pro standard. Both models’ standard safety equipment includes Dynamic Traction Control, Drag Torque Control, and ABS Pro. (BMW/)The R 12 nineT has three standard ride modes: Rain, Road, and Dynamic, while the R 12 offers two ride modes: Rock and Roll. Just as on the BMW’s R 18 big-bore cruiser, Rock mode is more aggressive than Roll. Dynamic Traction Control (DTC) is standard equipment on both models, and ride modes can be selected via newly designed analog displays. BMW also offers a Digital Display option that replaces the round instrumentation with a 3.5-inch micro TFT display on both the R 12 and R 12 nineT. The Digital Display option replaces the round instrumentation with a 3.5-inch micro TFT display. (BMW/) Pricing and availability are expected to be announced in 2024. BMW offers a large range of accessories for the R 12 nineT roadster and R 12 cruiser. (BMW/) Source

The Transalp’s agile chassis allows it to change lines off-road with minimal input. (Honda/)After 34 years, Honda’s original middleweight adventure bike returns to the US. Unveiled at EICMA in 2022, the all-new Honda Transalp features a 755cc parallel twin with a 270-degree crank. The original Honda Transalp utilized a 583cc V-twin and was only imported to the US for two years (1989–1990), but saw much more success through multiple iterations in Europe from 1986 to 2008. Cycle World described the 1989 bike as “a superb do-it-all motorcycle, a perfect choice for the rider who likes diversity in his riding.” Cycle labeled it as “comfortable, versatile, utilitarian, and stylish.” So why was the Honda Transalp unsuccessful in the US? Was it too far ahead of its time? The 2024 Honda Transalp ($9,999) with aftermarket Bridgestone Battlax Adventure Trail AT41 tires. (Honda/)Today, adventure bikes are some of the most popular motorcycles in America. The middleweight ADV segment (700cc to 1,000cc) has quadrupled since 2018. These bikes are desirable because of their utility, performance, and all-road capabilities. Recognizing a gap in its ADV lineup between the CB500X and Africa Twin, Honda has reintroduced the Transalp as an all-new model for the US in 2024. But this time, the US market fully embraces adventure bikes. Now, the time is ripe for the Transalp to be successful. Honda is planning for the Transalp to make a big splash in the US market. (Honda/)Honda has positioned the Transalp as a 50/50 adventure bike. So its off-road capabilities are not designed to keep up with more extreme ADVs such as the KTM 890 Adventure R. Instead, the $9,999 2024 Honda Transalp is intended to serve as an all-arounder, a bike equally capable on and off pavement. Big Red stresses the importance of the Transalp’s touring performance, but also fitted it with essential off-road features such as spoked wheels (21-inch front, 18-inch rear), long-travel suspension, and switchable traction control. On paper, the Transalp is intended to be a jack of all trades whether it’s traveling down a gravel road, carving up a twisty backroad, or commuting to work. 2024 Honda Transalp Engine Like nearly every other bike in the class, the Honda Transalp utilizes a parallel-twin engine. The 755cc Unicam motor features four valves per cylinder, utilizes a 270-degree crank, has 87.0 x 63.5mm bore and stroke dimensions, a 11.0:1 compression ratio, and uses Honda’s patented Vortex flow intake ducts designed to create a more uniform distribution of air through the airbox and into the 46mm throttle bodies. A slipper/assist clutch provides a good feel with minimal effort, limiting finger fatigue when modulating the lever off-road. Honda’s 755cc parallel twin with a 270-degree crank and an up-and-down quickshifter. (Honda/)Honda claims the US model produces 83 hp at 8,500 rpm, making it competitive in the class against Suzuki’s V-Strom 800DE (CW measured 72.2 rear-wheel horsepower), Yamaha’s Ténéré 700 (CW measured 61.7 rwhp), and Aprilia’s Tuareg 660 (CW measured 69.9 rwhp). Honda gave the Transalp a short stroke for top-end performance, but the midrange is still plenty strong. The parallel-twin engine really comes to life after 4,000 rpm, and as the engine pushes past 6,000 rpm the delivery ramps up with a surge of power all the way up to its 10,000-rpm redline. Power curve chart for each ride mode. (Honda/)On the trail, a soft bottom-end allows the rear tire to maintain traction in slippery conditions. Crack the throttle open more and the Transalp drives hard out of corners while still maintaining predictable traction. Its linear power delivery allows the rider to initiate a slide and confidently carry it through gravel corners before wringing the motor out and grabbing the next gear. A set of aftermarket Bridgestone Battlax Adventure Trail AT41 tires (Metzeler Karoo Street tires come stock) assisted in the Transalp’s exceptional grip in the dirt. On the pavement, the engine’s performance was just as good. The soft roll-on power is smooth and predictable midcorner and the strong midrange and top-end pulls quickly as the tach climbs through the rev range. At highway speeds, the parallel twin smoothly cruises north of 70 mph without any buzzing or vibration. The Transalp is a gravel road weapon. (Honda/)2024 Honda Transalp Chassis and Suspension Honda’s aim was to make the Transalp feel light and agile while still maintaining strong chassis rigidity. A steel diamond frame with 2.6mm downtubes and plated engine hangers are designed to improve stability and feel while reducing weight. The Pro-Link rear suspension has a low-mounted and beefy preload-adjustable Showa shock with 7.5 inches of travel. The 43mm preload-adjustable Showa SFF-CA inverted fork provides 7.9 inches of travel, with compression damping housed in the left stanchion and the rebound circuit in the right. Even on knobby ADV tires it is possible to drag footpegs on backroads. (Honda/)Off-road, the suspension is soft and supple in the initial part of the stroke, absorbing bumps and gravel comfortably while managing to keep both wheels in contact with the ground. On twisty pavement, the components worked equally as well. Entering corners, the front end compresses just enough to apply extra pressure into the front tire without sacrificing ride height or diving too far into the stroke under braking. Under hard acceleration, the bike will squat just a little, allowing the rear tire to hook up. On the chunky ADV tires, the additional grip generated from the suspension eliminated the need for traction control on all dirt surfaces. Our ride on the PA Wilds BDR-X offered amazing views in late October. (Honda/)Conquering chunky rock sections is possible, but in technical terrain the Transalp is not particularly comfortable. This Honda will certainly get you through just about anything any other adventure bike will, but the suspension damping is harsh and jarring when tackling the terrain too fast. Unlike its competitors, the Transalp does not offer damping adjustments. Dual 310mm discs with dual-piston calipers have a strong initial bite. (Honda/)A pair of 310mm disc brakes with dual-piston calipers slows the front wheel. A 256mm disc and single-piston caliper handles the rear. Both offer a strong initial bite with progressive stopping power. Feel at the front lever is direct and the ABS system is not intrusive. Through the 5-inch color TFT display, riders can activate off-road ABS which will account for limited traction conditions and prevent the system from kicking in too easily. Rear ABS can be fully deactivated allowing the rear wheel to completely lock up. Front-wheel ABS cannot be turned off. In most off-road situations, the ABS intervention is completely unnoticeable at the front wheel. Only when dragging the front brake as you go down slippery rock ledges does the ABS activate with a small kick to the lever. The rear brake utilizes a single 256mm disc with a single-piston caliper. (Honda/)Falling in between the Yamaha Ténéré 700 (62.8-inch wheelbase) and the Aprilia Tuareg 660 (60.0-inch wheelbase), the Honda Transalp’s 61.5-inch wheelbase is not out of the ordinary in the class. For reference, the Suzuki V-Strom 800DE has a 61.8-inch wheelbase. These dimensions are only slightly longer than a CRF450R dual-sport (58.3-inch wheelbase), giving the Honda Transalp agile steering off-road while still maintaining high-speed stability on road. The Transalp’s 27-degree rake and 4.4-inch trail are nearly identical to its 450 motocross sibling, producing familiar off-road handling characteristics. The tall handlebar and slim midsection put riders in an aggressive position when standing up. (Honda/)With a claimed curb weight of 459 pounds, the Honda Transalp aligns with its most logical competitors. For reference, on the Cycle World scales, the 2022 Aprilia Tuareg 660 weighed 459 pounds, the 2023 Yamaha Ténéré 457 pounds, and the 2023 Suzuki V-Strom 800DE 507 pounds. Considering the Honda has the second largest engine of the bunch (Suzuki has the largest at 776cc) its claimed wet weight is impressive. It also has the lowest seat height in its class along with the V-Strom 800DE at 33.7 inches. Honda also offers a lower accessory seat dropping the seat height to 32.6 inches. 2024 Honda Transalp Electronics As with any modern adventure bike, the electronics package is a huge point of emphasis. But not all middleweight ADVs come with a tunable electronics suite. Yamaha’s Ténéré 700 has been a popular mount in the class since its introduction despite offering no electronics aids besides switchable ABS. As the segment has evolved, the appetite for selectable ride modes, adjustable traction control, switchable ABS, tunable engine-braking, and the addition of a quickshifter has increased. The 2024 Honda Transalp has all of these features. The 5-inch TFT display is refined and easy to read. Riders have the choice of four layout options. (Honda/)Riders have the option of four preset ride modes (Standard, Sport, Gravel, Rain) and a fully customizable User mode. The preset ride modes are nonadjustable, but in User mode, the rider can dial in four levels of power delivery; five levels of HSTC (traction control) as well as completely disable traction control; three levels of engine-braking; and choose between three different ABS settings (On Road, Off Road, and Off Road with rear ABS completely disabled). A majority of my time was spent in User mode with full power, HSTC turned off, and the lowest level of engine-braking. It’s an easy engine to meter, but it’s also nice to have options when needed. With the ability to change the parameters, the Honda Transalp can be tamed down or spruced up depending on the rider’s preference. The 2024 Honda Transalp’s electronics are easy to navigate and adjust. (Honda/)Traction control disabled with full power allows the Transalp to break loose, slide, and lift the front wheel. Gravel mode has the HSTC level at 4 (one less than the most restrictive) and was too intrusive. Sliding through corners or driving up a loose uphill will quickly activate traction control and cut power to the rear wheel. Less experienced riders will appreciate the additional safety of Gravel mode, but anyone wanting to ride aggressively in the dirt will opt for a custom setting in User mode. On the pavement, Sport mode provides full power for quick get-up-and-go, but with HSTC on (level 1) wheelies are not possible due to the integrated wheelie control. If lifting the front wheel from one corner to the next is in your playbook, opt back to User mode. Standard and Rain mode have noticeably mellower power delivery than Sport mode, but every mode provides the same top-end power. In full GP mode with the quickshifter turned on. (Honda/)An up-and-down quickshifter comes standard on the 2024 Transalp. Grabbing the next gear at full throttle happens seamlessly and adds to the bike’s ease of use. Whether you’re fully pinned exiting a corner or shedding speed for an obstacle, selecting the correct gear is as easy as kicking the shifter. The only thing missing from this middleweight adventure bike is factory-fitted cruise control. And unlike the Africa Twin, switching modes or adjusting settings in User mode is easy and intuitive. But note, if you cycle the key, HSTC and ABS will automatically come back on in User mode, meanwhile every other adjustment stays the same. 2024 Honda Transalp Ergonomics A view from the cockpit. (Honda/)Honda’s Transalp offers a very neutral riding position with a tall, wide handlebar and plenty of wind protection. From the cockpit, the Transalp has a “sit in the bike” feel. The seat height (33.7) is low enough for most riders to reach the ground comfortably and the tall handlebar is positioned perfectly for standing up. At 5-foot-8, I never found my legs to be cramped, the reach to the handlebar put my arms in a 90-degree bend, and I did not experience any buffeting from the windscreen. Neutral ergonomics and well-designed wind protection make the Transalp comfortable all day. (Honda/)The Honda Transalp’s neutral riding position and excellent wind protection make for a great touring package. Our test unit was fitted with the Honda Accessories heated grips, further increasing comfort levels on long stretches of pavement. To make the 2024 Transalp a serious long-distance tourer, cruise control is a must. Unfortunately, Honda does not offer any solutions in its accessories catalog. The 2024 Honda Transalp fitted with factory accessories. (Honda/)2024 Honda Transalp Accessories The 2024 Honda Transalp is available in four variants: Adventure, Touring, Comfort, and City, as well as the base model. This allows customers and dealers to choose the Transalp with the features that fit their needs. All of Honda’s accessories are compatible with the standard Transalp including, heated grips, pannier cases, radiator grille, upper fairing guard, engine guard, skid plate, hand guards, enduro footpegs, tank bag, 12-volt accessory socket, windscreen and fairing deflectors, passenger footpegs, tall windscreen, centerstand, top case, and a low seat. The 2024 Honda Transalp is available in four accessory packages. (Honda/)Conclusion Bringing back a name that became a cult classic long after its removal from sales floors, Honda designed the Transalp to be a jack of all trades. Striking a balance between off-road performance and on-road comfort, the 2024 Honda Transalp is an accessible, well-rounded middleweight ADV. A smooth, yet exciting engine, comfortable ergonomics, balanced suspension, and adjustable electronics make it capable in almost any condition. It may not be the best at one particular thing, but the all-new machine will do everything well. For $9,999, the Transalp offers premium fit and finish, the promise of Ride Red reliability, all-road performance, and adjustable electronics. But are these features enough to keep the Transalp in the US for good? Absolutely; the 2024 Honda Transalp offers nearly everything an adventure rider needs at an accessible price. When the roads get twisty, the Transalp is a great sport-tourer. (Honda/)2024 Honda Transalp Specs MSRP: $9,999 Engine: SOHC Unicam, liquid-cooled, four-stroke parallel-twin; 4 valves/cyl. Displacement: 755cc Bore x Stroke: 87.0 x 63.5mm Compression Ratio: 11.0:1 Transmission/Drive: Manual 6-speed/chain Claimed Horsepower: 83 hp @ 8,500 rpm Claimed Torque: 55 lb.-ft. @ 9,500 rpm Fuel System: PGM-FI w/ 46mm throttle bodies Clutch: Wet, multiplate Engine Management/Ignition: Full transistorized Frame: Lightweight steel diamond Front Suspension: 43mm Showa SFF-CA telescopic inverted fork, spring-preload adjustable; 7.9 in. travel Rear Suspension: Pro-Link system w/ single Showa remote-reservoir shock, preload adjustable; 7.5 in. travel Front Brake: Hydraulic 2-piston calipers, dual 310mm wave discs w/ ABS Rear Brake: Hydraulic 1-piston caliper, 256mm wave disc w/ ABS Wheels, Front/Rear: 21 in./18 in. Tires, Front/Rear: Bridgestone Battlax Adventure Trail ATT41 (as tested); 90/90-21 / 150/70-18 Rake/Trail: 27.0°/4.4 in. Wheelbase: 61.5 in. Ground Clearance: 8.3 in. Seat Height: 33.7 in. Tank Capacity: 4.5 gal. Claimed Curb Weight: 459 lb. Availability: Now Contact: powersports.honda.com Gearbox Helmet: Arai XD4 Jacket: Klim Badlands Pro Pants: Klim Badlands Pro Gloves: Klim Badlands GTX Long Glove Boots: Alpinestars Corozal Adventure Drystar Oiled Leather Backpack: Klim Arsenal 15 Source

The brand-new 2024 Royal Enfield Himalayan is a fully modern and fully capable adventure motorcycle. (Royal Enfield/)Change hasn’t been the highest of priorities for Royal Enfield over its 124 years of making motorcycles. But then again, since 1956, when the company started manufacturing bikes in the Chennai plant in India, there really hasn’t been a big need for much revolution; RE’s models have served its primary Indian market well, and proved novel in Europe and the US. However, in the past few decades there has been significant growth, starting with 2008′s Unit Construction Engine (UCE) produced until 2020, then followed by the current 350cc J-platform, 411cc L-platform, and 650cc P-platform engines. Even with the massive progress in virtually every regard, these air-cooled singles and parallel twins still have more in common with their past than the future. But the brand-new for 2024 Himalayan is the most radically different motorcycle that the company has ever made, offering a totally modern engine and electronics package mated to a chassis that is more capable than anything before it. In fact, there isn’t a single part on the new Himalayan that is common with the model that first went on sale in 2016. Everything new, nothing old. The 2024 Himalayan is a clean-sheet design and fully modern in every way. (Royal Himalayan/)It’s no surprise that the Himalayan is the first model to get this new engine, as this motorcycle has been a smashing success globally. And how could it not be? When first released in the US in late 2016, it cost an amazingly inexpensive $4,499, and has only crept up to $5,449 since. We can’t think of many motorcycles that look this cool and offer so much satisfaction at a price that is often half the price of even the least expensive machines in the ADV segment. But the time was ripe for Royal Enfield to step up its game and create a fully modern motorcycle that has all the underpinnings of current design, while not abandoning the character and charm that has made its current lineup so attractive. We recently had the opportunity to attend the global press launch for the Himalayan in Manali, India, on the doorstep of the Himalayas, and experience for ourselves this significant new model, riding in the exact territory that the bike was conceived and developed. We’d also got the opportunity to pick the brains of the entire development staff that was on hand to support the event. We set out to answer two questions: Is this the best value in adventure motorcycling? And is this actually a legitimate ADV-capable machine? 2024 Royal Enfield Himalayan Engine There is no question that the brand-new Sherpa 450 engine in the Himalayan is the star of the show. This engine represents perhaps the single largest leap that the company has made in more than half a century. There are so many reasons to attempt such a radical jump forward, some surely tied to modern emissions standards, but others simply to better align the bike with its competition as the company continues to expand outside of the Indian market. The brand-new 452cc single has four valves and a pair of overhead cams and, most importantly, liquid-cooling. (Royal Enfield/)The engine is now liquid-cooled—a first for RE—and allows it to achieve the highest possible performance for its intended application. Bore and stroke measure 84.0 x 81.5mm, giving the single 452cc of displacement. A forged piston slides in an aluminum cylinder that has a low-friction Nikasil coating, while the compression ratio is set at 11.5:1. A four-valve head features a pair of overhead cams, and efficient, steep downdraft intake tracts are used to feed the mixture to the combustion chamber. The electronic fuel-injection system utilizes a 42mm throttle body with ride-by-wire control. Lubrication is provided by a semi-dry sump design. Power is transferred through a wet, multiplate clutch with slip and assist functionality to a six-speed transmission and chain final drive. A peek inside the new Sherpa engine. (Blake Conner/)The goals were to improve the engine’s performance for highway riding and overtaking, which clearly meant that power had to be improved. Peak power has been increased by 65 percent compared to the 411cc air-cooled engine in the previous model, while torque is up 25 percent. Claimed power is now 39.6 hp at 8,000 rpm with 29.5 lb.-ft. of peak torque arriving at 5,500 rpm. Unlike a 450cc motocross engine that is designed for maximum top-end performance, the Sherpa was designed to deliver broad torque across the rev range for everyday usability on road and off. The new engine delivers a ton more power in a bike that is a full 10 pounds lighter, making for a a huge improvement in riding experience. The Sherpa is Royal Enfield’s first-ever liquid-cooled engine, which allowed a 65 percent bump in horsepower compared to the 411cc air-cooled engine. (Royal Enfield/)2024 Royal Enfield Himalayan Chassis Not only has the engine taken a big step forward, but the chassis is a real complement to the powertrain. This should come as no surprise considering that back in 2015 Royal Enfield acquired chassis specialists Harris Performance, a company that has designed and built racing machines that competed in the 500cc Grand Prix and World Superbike classes in days gone by, and was key in the development of RE’s sporty Continental GT. An all-new Harris Performance–designed steel frame is stiff and responsive. (Royal Enfield/)The new Himalayan uses a twin-spar, tubular-steel frame and aluminum swingarm. Up front is a 43mm inverted Showa SFF fork with 7.9 inches of travel, while the previous model used a 41mm right-side-up unit. In the back is a Showa monoshock that has preload adjustability and an identical 7.9 inches of travel, whereas the original Himlayan had about an inch less rear wheel travel at 7.1. Wheel sizes measure 21 inches front and 17 inches rear with 90/90-21 front and 140/80-17 rear tires. Our testbikes were using traditional tubed aluminum-spoked rims, but tubeless cross-spoke wheels will be available as an option. Other important dimensions are 9 inches of ground clearance (up almost 1/2 inch) and 59.4 inches for the wheelbase (a 1.4-inch increase), which is about an inch shorter than a Kawasaki KLR650 and about 2.5 inches longer than Honda’s CB500X. Front-end geometry numbers measure 26.5 degrees of rake with 5.0 inches of trail. Read: stable. A Showa SFF fork with 7.9 inches of travel, a 21-inch front rim/tire combo, and ByBre brake caliper with 320mm rotor are front-end highlights. (Royal Enfield/)Braking is provided by ByBre (a lower-spec Indian-market brand owned by Brembo) with a 320mm disc in the front with a twin-piston traditionally mounted caliper with braided-steel lines. In the rear is a single-piston caliper and 270mm disc. The Himalayan comes with standard dual-channel ABS that can be turned off at the rear. A linkage-equipped shock with provision for preload adjustability is also a Showa unit. (Royal Enfield/)Very important to prospective buyers of the Himalayan (and any adventure bike, really) is seat height. There are two available seats, including the standard and an optional low. Each seat has two easy-to-adjust height options, with the standard offering 32.5 and 33.3 inches, and low at 31.7 and 32.5 inches. The bike’s available payload capacity is 436 pounds, which should give you an idea of how much junk you can strap on the Himalayan. The standard seat can be adjusted to two heights, 32.5 and 33.3 inches, while a low option offers 31.7 and 32.5. The accessory Rally seat is a one-piece unit. (Royal Enfield/)2024 Royal Enfield Himalayan Electronics Diving into the Himalayan’s electronics shows just how much more modern this bike is than its predecessor. The bike now comes with ride-by-wire throttle control, which has opened the door to multiple ride modes including four possible combinations: Performance/ABS On, Performance/ABS Off, Eco/ABS On, and Eco/ABS Off. The modes alter the power delivery not the output. The modes can’t be switched on the fly, so you’ll have to choose your option when you start the bike, and then come to a stop to change it if you are transitioning from asphalt to dirt and want the rear ABS disabled. The Tripper TFT display offers smartphone connectivity, navigation powered by a Google Maps engine, and joystick-controlled dash navigation for modes and settings. (Royal Enfield/)The portal to access the modes and all of the bike’s other electronic gizmos is through the brand-new Tripper dash, which is a round 4-inch, full-color TFT display that offers smartphone connectivity, media controls, and full-map navigation with a Google-based navigation engine. The dash gives the rider the option for multiple views, allowing the most important info to be displayed as desired. The navigation also allows you to choose between a full-map view or simple directional arrows. Additionally, there is a USB-C charging point, and full LED lighting, including turn indicators—the rear of which serve double duty as the brake lights. Full LED lighting includes the headlight, turn indicators, and rear brake lights that are integrated with the rear turn signals. (Royal Enfield/)Riding Impression India is about as far away from Colorado as anywhere in the world, but the Himalayas in the Himachal Pradesh region of northern India are so similar to this author’s home state that it felt very familiar. OK, take away the complete and total on-road anarchy of tuk-tuks, trucks, cows, horses, goats, dogs, and what seems like zero rules of the road, and it was sort of familiar. Prior to our pair of days riding the new Himalayan, we were able to get acquainted with the bike through a series of workshops at an amazing site that RE set up adjacent to our hotel in Manali. To say that it went all out to introduce the Himalayan to journalists is an understatement. We can confidently state that if a person worked on any aspect of the bike, they were on site to answer our questions. Engineers, designers, accessory specialists, test riders, you name it they were there. Royal Enfield built a small village related to all things Himalayan at our hotel in Manali, India. (Blake Conner/)One thing that is abundantly clear is that Royal Enfield is passionate about its motorcycles. And it is particularly proud of this new model. And it should be; this bike represents the biggest leap forward the company has ever made. Everything about this bike is new, with nothing shared with anything it’s done in the past. For some, who can’t get over the nostalgia of Royal Enfield’s air-cooled models, this may come as a shock, but RE has done a great job of stepping into the future without abandoning the charm of its past. The three Himalayans that were the final test mules proved to Royal Enfield that the project was ready to be greenlighted. (Blake Conner/)Like so many owners of the current-gen Himalayan will tell you, the bike isn’t about the high-performance and high-tech bling that comes with high price tags. This bike is more about functionality. And while the new 2024 model is actually full of modern technology and refinement, the purpose remains the same, to offer simplicity and function in the same way Kawasaki’s KLR650 or Honda’s XR650L have for decades. Although the Himalayan trumps those bikes in many ways. This is where this bike was born. Not a bad place to be conceived. (Royal Enfield/)Saddled up for a 150-mile day of mixed riding on both asphalt and dirt, the Himalayan feels fully modern as the 452cc engine sparks to life without a nanosecond of hesitation. Even on our 40ish-degree morning, the bike instantly settles into a smooth idle. In the meantime, while it warms up, we tether our smartphone to the latest-generation Tripper dash and load the day’s route into the system via Bluetooth. According to American Matt Cardenas, product strategy head of advanced concepts, who is in charge of the Tripper system, RE is the first motorcycle company to use Google Maps as its native navigation engine. Chalk that up as another leap for the company. Our route would start off with a really fun climb up a series switchbacks toward the 9-kilometer-long Atal Tunnel, which is the highest single-tube tunnel in the world at 10,171 feet of elevation. Right away—at least at elevations exceeding 10,000 feet—you learn that the engine needs revs and some dancing on the shift lever if a spirited pace is desired. Of course that isn’t necessarily the Himalayan’s jam, but it is something it doesn’t mind at all. The engine is flexible and offers a broad spread of power, and we have to cut it some slack during our day that topped out at more than 11,000 feet of horsepower-draining elevation. As a streetbike the Himalayan will never keep up with the open-class crowd, but that wasn’t the intention. (Royal Enfield/)While attacking Passo del Stelvio–like hairpins requires shifting all the way down to first at times, and working the gearbox like a tap dancer clacks the stage, the gearbox performs very well. The slip and assist cable-actuated clutch provides light pull, smooth engagement, and accurate gear changes, while the transmission ratios offer a range capable of everything from slow off-road crawling to highway cruising speeds. Later in the morning when the roads opened up into big sweepers along the Chenab River, the Himalayan proved happy clipping along between second and fourth gears, with fifth and sixth rarely engaged. A really pleasant surprise on the asphalt is the competence of the chassis. The frame is rigid and the front-end geometry provides good stability, while still allowing the bike to easily be flicked into those hairpins without a ton of effort at the bars. We weren’t sure how the Indian-made Ceat tires would perform on the road, but they provided good grip, with the 90/90-21 front surely giving the bike some agility flicking from side to side. The Himalayan’s on-road performance exceeded expectation with a really good chassis. (Royal Enfield/)Another really welcome improvement is the Showa suspension. The fork in particular is very well damped considering it has zero provisions for adjustment. The shock doesn’t live up to the same level of the fork, but is still good considering the price point this bike will likely carry. The shock does have preload adjustability, which we took advantage of, dialing in a bit more to keep the bike from wallowing on the rear suspension. If we had one thing we would ask for from the chassis, it would be some rebound damping to keep the bike from pogoing after a harsh G-out or sharp bump. On road, the bike allows a lot more lean angle than we anticipated, and even when riding like a fool at a pace not necessarily in the Himalayan’s design parameters, it rarely drags the footpegs or runs out of cornering clearance. The Himalayan is most happy on gravel roads and off the highway. (Royal Enfield/)But let’s be honest here, a 452cc, single-powered adventure bike is a bit out of its element on the highway. That’s not to say this new version isn’t capable, but this is not its happy place. It will cruise at highway speeds without issue thanks to the new six-speed gearbox, but if you need to make a quick pass, a shift or two are usually in order to do it with authority. And don’t expect KTM 1290–like acceleration. Gravel roads, double-track, and rougher terrain are where it feels at home. Luckily, over the course of the two days riding we got to spend quite a bit of time in that environment. For those skeptical about a sub-500cc ADV machine in harsh environments, it’s here that the Himalayan raises its hand and says “I’ve got this.” Despite the very-much not knobby tires fitted to the Himalayan, once the route turns to gravel embedded with rocks, crossed with washouts, and water crossings, the chassis proves to provide really good stability and traction. There are a few things going on here: The Showa fork really helps provide a lot of confidence in the front end, while the bike carries its weight very well, never feeling top-heavy, especially when standing on the pegs. The front never wants to knife in and tuck—it is supported and predictable. Even when sand is encountered, the front end is easy to manage, so we can only imagine how nice it will track once you throw on some good knobbies. Make no mistake, the new Himalayan is ADV worthy, with a really competent chassis and good suspension. (Royal Enfield/)The suspension that performs quite well on road, continues to excel off of it too. The only complaint is once again a lack of rebound damping from the shock. We were able to get the rear end into an acceptable zone in terms of how it reacted compressing, but harsh hits to the rear definitely make the rear end kick back when pushing the pace off-road. The reality here is that you can’t expect this bike to handle nasty off-road sections like a pure enduro machine; it performs beyond expectation and is quite predictable and capable. Whereas the engine feels taxed on the highway, in the dirt it’s another story. Considering the elevation we were testing at, we left the bike’s mode in the Performance setting. Traction is easy to manage despite no TC to intervene, with the tractable nature of the engine and excellent throttle response from the ride-by-wire throttle making it very predictable. We rode over and around rocks, through ruts, streams, sand, and washouts, and nothing seemed to bother the Himalayan. (Royal Enfield/)Although the brakes ultimately do the job, they are nothing to write home about. Off highway, the combination makes much more sense, never feeling grabby at the front, but the rear (with the ABS turned off) locks quite easily. On the road, it took quite a bit of effort at the lever to get the performance we wanted; we wish they had a bit more bite and power. A very important aspect of the Himalayan is how easily it caters to a wide variety of rider heights and inseams. The standard seat (32.5 to 33.3 inches), allows me at 5-foot-11 and a 30-inch inseam, firm footing at stops, but more importantly when making U-turns or when stopped on uneven surfaces off-road. The bike is very narrow between the legs which further helps control when chugging along at slow speeds off-road or when you have to dab. The seating position itself is very comfortable with a gentle bend at the knee and an easy reach to the handlebar. When standing off-road, the layout allows an easy reach down to the bar. We’d ditch the rubber footpeg inserts right away if this was our bike as they instantly become slick as ice when wet, but otherwise we really like the bike’s ergos. We’d remove the rubber footpeg inserts right away, as they turn to ice when wet. (Royal Enfield/)Conclusion There are a few ways to wrap up what this bike is all about and who it’s for. And unfortunately as we go to press there is one big unanswered question that greatly influences those points: price. Of course Royal Enfield has a long reputation for offering its models at ridiculously low prices, but will that remain the case with this all-new, fully modern machine? For now, we’re going to assume that RE is going to target low cost in a manner consistent with its past. We love the Hanle Black and gold version. (Royal Enfield/)When looking at it through those glasses, the Himalayan could be one of the best values in all of adventure motorcycling. What you get is a fully modern engine, with up-to-date features and performance, a predictable and good performing chassis with high-quality suspension, navigation that is class leading, and a list of accessories that should make the bike appeal to a wide range of buyers. And the bike welcomes riders of all shapes, sizes, and skill levels. Make no mistake, this is a legitimate ADV bike. It may be scaled down and relatively simple compared to the bulk of the market’s offerings, but that in and of itself gives it a foot up in certain situations, especially off-road, where low weight and good agility count a lot more than raw power. Royal Enfield’s Himalayan is truly dual-purpose; though not stunning in either of the dirt or street categories, it proves pleasingly competent just about everywhere. So while we give the new Himalayan a big thumbs-up, price will ultimately dictate if this bike is truly the best value in adventure motorcycling. A slim, catalyst-equipped exhaust tucks in nicely and is never in the way. (Royal Enfield/) A view of the cockpit. (Royal Enfield/) The left handlebar pod provides a joystick to navigate the navigation-equipped Tripper dash. (Royal Enfield/) A standard rear rack is included while a variety of luggage options will be available. The rear turn indicators serve double duty as brake lights. (Royal Enfield/) No quickshift here. But the six-speed transmission proved to be slick shifting, aided by a slip and assist clutch. (Royal Enfield/) Two bolts allow the rubber footpeg inserts to be removed. (Royal Enfield/) The 2024 Himalayan in Kaza Brown. (Royal Enfield/) The 2024 Himalayan in Kamet White. (Royal Enfield/) The 2024 Himalayan in Slate Himalayan Salt. (Royal Enfield/) The 2024 Himalayan in Slate Poppy Blue. (Royal Enfield/)2024 Royal Enfield Himalayan Specs MSRP: TBA Engine: DOHC, liquid-cooled, four-stroke single; 4 valves Displacement: 452cc Bore x Stroke: 84.0 x 81.5mm Compression Ratio: 11.5:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 40 hp @ 8,000 rpm Claimed Torque: 29.5 lb.-ft. @ 5,500 rpm Fuel System: Fuel injection w/ 42mm throttle body Clutch: Wet, multiplate slipper/assist Engine Management/Ignition: Ride-by-wire/electronic Frame: Steel twin-spar tubular Front Suspension: 43mm Showa SFF inverted fork; 7.9 in. travel Rear Suspension: Showa monoshock, preload adjustable; 7.9 in. travel Front Brake: ByBre 2-piston caliper, 320mm disc w/ switchable ABS Rear Brake: ByBre 1-piston caliper, 270mm disc w/ switchable ABS Wheels, Front/Rear: 21 in./17 in. Tires, Front/Rear: 90/90-21 / 140/80-17 Rake/Trail: 26.5°/5.0 in. Wheelbase: 59.4 in. Ground Clearance: 9.0 in. Seat Height: 32.5 to 33.3 in. Fuel Capacity: 4.5 gal. Claimed Wet Weight: 432 lb. Contact: royalenfield.com Source

The 2024 CFMoto 450MT utilizes a 449.5cc parallel twin with a claimed 43.6 hp at 8,500 rpm. (CFMoto/)CFMoto has been on a roll recently and chose EICMA in Milan to reveal the latest addition to its lineup in the form of the 450MT adventure bike. Packing a variant of the modern 449.5cc DOHC liquid-cooled parallel twin that made its debut in the 450SS and 450NK, the 450MT puts an adventure spin on the idea, retuning the motor to prioritize torque at lower rpm over peak power and wedging it into a lightweight, steel-tube chassis with long-travel suspension and a genuine adventure bike look. The 2024 CFMoto 450MT features spoked wheels (21-inch front, 18-inch rear) with a single 320mm disc and four-piston J.Juan caliper up front and a 240mm disc with a single-piston caliper at the rear. (CFMoto/)In the 450MT the engine puts out a claimed 43.6 bhp at 8,500 rpm, a fraction down on the 50 hp that the 450NK and 450SS manage, but also peaking 1,000 rpm lower in the rev range. Torque maxes out at 32.5 lb.-ft. and 6,250 rpm, which is around 4 lb.-ft. more than the sportier 450 twins manage, and arrives 1,350 rpm lower down in the curve. For an adventure bike, whether it’s being used off-road or for day-to-day use, those changes make a lot of sense. The engine’s 72mm bore and 55.2mm stroke are unchanged, as is the 11.5:1 compression ratio, suggesting the alterations come down to tweaks to the electronics and the camshafts. CFMoto’s 450MT features a steel tube frame with an adjustable USD 41mm KYB fork and KYB monoshock both providing 7.9 inches of travel. (CFMoto/)The engine slots into a steel-tube frame with adjustable KYB suspension at either end: a 41mm upside-down fork at the front and a rising-rate monoshock at the back with a remote adjuster, mounted on an aluminum swingarm. There are 7.9 inches of travel at each end and 8.7 inches of ground clearance. As you’d expect from a bike with off-road ideas, the wheels are wires with a 21-inch front and 18-inch rear. Braking duties are by a single 320mm front disc with a four-piston J.Juan caliper and a 240mm rear rotor with a single-pot caliper. Bosch ABS is standard, but can be switched off, and traction control is supplied by the same German brand. The CFMoto 450MT has a 5-inch curved TFT display with smartphone connectivity and full LED lighting. (CFMoto/)Once aboard you’re faced with a 5-inch curved TFT screen that includes all the usual connectivity for smartphones and a USB-C charging port, and all the lighting is LED—again in line with expectations in 2024. Unusually, CFMoto only quotes a dry weight for the bike, coming in at 386 pounds without fluids. Once the 4.6-gallon fuel tank is full and there’s oil and water in the engine, that will equate to somewhere in the region of 420 pounds ready to ride. On the 2024 CFMoto 450MT, switchable Bosch supplied ABS comes standard. (CFMoto/)CFMoto expects to get the 450MT into production in the first quarter of 2024, but there’s no definitive news on when the bike will reach US dealers or its price. CFMoto’s 450MT features Bosch supplied traction control. (CFMoto/)2024 CFMoto 450MT Specs MSRP: TBA Engine: DOHC, liquid-cooled, four-stroke parallel-twin; 4 valves/cyl. Displacement: 449.5cc Bore x Stroke: 72.0 x 55.2mm Compression Ratio: 11.5:1 Transmission/Drive: Manual 6-speed/chain Claimed Horsepower: 43.6 hp @ 8,500 rpm Claimed Torque: 32.5 lb.-ft. @ 6,250 rpm Fuel System: N/A Clutch: Wet, multiplate Engine Management/Ignition: N/A Frame: Steel tube Front Suspension: 41mm USD KYB fork, adjustable Rear Suspension: Multi-link, KYB monoshock, adjustable Front Brake: 4-piston J.Juan caliper, 320mm disc w/ Bosch ABS Rear Brake: 1-piston J.Juan caliper, 240mm disc w/ Bosch ABS (switchable) Wheels, Front/Rear: 21 in./18 in. Tires, Front/Rear: 90/90-21 / 140/70-18 Rake/Trail: 26.0°/4.2 in. Wheelbase: TBA Ground Clearance: 8.7 in. Seat Height: 32.3 in. (standard); 31.5 in. (low) Tank Capacity: 4.6 gal. Claimed Dry Weight: 386 lb. Availability: TBA Contact: cfmotousa.com Source

Moto Morini’s X-Cape 1200 acts as a reentry into the large-displacement category. (Moto Morini/)Moto Morini has gone through some very hard times over the past 20 years, and every attempt to get the legendary name back on its feet failed. Things didn’t appear to be getting any better when, in 2018, Chinese mega group Zhongneng Vehicle Group Co. stepped in, but new models slowly began to catch public attention—particularly the X-Cape, which was powered by a 650cc twin and gradually conquered a modest slice of the market. The 2023 EICMA show marks a further acceleration of the Moto Morini revival with a return to the larger-displacement category and, even more meaningful, the introduction of locally designed engines. There is even a resurrection of the 1,200cc V-twin designed by Chief Project Engineer Franco Lambertini. Performance levels? How about a claimed 125 hp in Euro 5+ trim. No shortage of tech or high-end hardware on the new X-Cape 1200. (Moto Morini/)That engine will power the all-new X-Cape 1200 adventure bike, which also gets an updated electronics package using a six-axis IMU. The engine-management system includes four riding modes, cruise control, traction control, and a quickshifter. A 7-inch display is the central control system for infotainment functions and navigation. Safety assistance systems include a blind spot radar sensor. Braking is left to the capable hands at Brembo, the front setup headlined by 320mm rotors and four-piston Stylema calipers, with cornering ABS coming standard. The X-Cape 1200 frame is composed of aluminum and steel-tube structures, with a wheelbase measuring 61 inches. Suspension is fully adjustable, with the X-Cape 1200 rolling on 19-inch front and 17-inch rear cross-spoke aluminum wheels shod with Pirelli Scorpion Trail tires. Moto Morini describes the Corsaro Sport as a “powerful, fun, and versatile sportbike that offers an unforgettable riding experience.” (Moto Morini/)More news from Moto Morini comes in the form of a completely new, 750cc 90-degree V-twin that’ll power the Moto Morini Corsaro 750 and Corsaro Sport. Output is a claimed 96 hp, with claimed wet weight coming in at around 440 pounds. The chassis is once again a mix of aluminum twin-spar structure and steel tubing, with a wheelbase measuring 57.5 inches. Suspension is fully adjustable. Not much was revealed about the electronics suite for either Corsaro model, but cornering ABS is assured, and you can expect Brembo brakes. Both models will roll on 17-inch cast-aluminum wheels with 120/70-17 front and 190/55-17 rear rubber. Will the Moto Morini Corsaro 750 be a legitimate contender in the increasingly popular naked bike category? Only time will tell. (Moto Morini/)Source

Benelli took the wraps off the new Tornado 500, powered by a 500cc parallel twin. (Benelli/)Benelli appears to be proceeding very cautiously with the expansion of its model range. It recently unveiled the very promising TRK 702 that has an evolution of the 502 parallel-twin engine in it. In this application it has 698cc displacement, more power, and torque, without gaining much, if any, weight or physical size. Yet at this year’s EICMA show, the new 702 engine appears to be only available in the same existing TRK 702, while Benelli seems to be focusing on the 500cc twin that helped contribute to making the TRK 502 the bestselling bike in Italy. This same unit is now offered in two new middleweight models, with a fully faired sportbike version called the Tornado 500, and a stripped-down roadster version called the Tornado Naked Twin 500. The Tornado 500 is a sportbike featuring a full fairing and clip-on bars that will compete against bikes like Honda’s new CBR500R, and Kawasaki’s new Ninja 500. Power comes from the aforementioned 500cc parallel twin that has been updated to meet Euro 5+ emissions. Claimed output is 48 hp at 8,500 rpm, with 34 lb.-ft. of peak torque at 6,000 rpm. It has a reputation as a flexible engine with good reliability. The Tornado 500 is compact, with a wheelbase spanning 56 inches (just a half an inch more than the new Honda CBR500R). The seat is set at a moderate 31 inches above the ground, while curb weight is a claimed 410 pounds. The frame is a steel-tube unit with a 41mm inverted fork up front and cantilevered monoshock out back. There are a pair of radial-mount, four-piston Brembos up front with 320mm discs and Bosch ABS as standard. The electronics suite is relatively limited, but the display is a 5-inch TFT unit that will offer Bluetooth connectivity and navigation. There will also be a naked version of the bike called the Tornado Naked Twin 500. (Benelli/)With almost identical specifications, the Tornado Naked Twin 500 is simply an undressed variation of the Tornado 500. Engine and chassis specs remain the same except for the curb weight, which has increased to 429 pounds. Both bikes have sharp and modern styling with the faired bike looking a bit more refined and sharp compared to the Naked. Benelli’s all-new BKX 300 S has a brand-new 300cc single. (Benelli/)A third new model also shown at EICMA is the BKX 300 S. This all-new model comes with a brand-new 300cc single-cylinder engine, which replaces the old 300cc twin that has since grown into the 502 outlined above. The single has 78 x 61.2mm bore and stroke dimensions and makes a claimed 29 hp at 9,000 rpm and 18 lb.-ft. of peak torque at 7,000 rpm, which is very similar to the old twin. Claimed curb weight is not particularly light at 364 pounds, but that can be attributed to its very stout build. The fork is a 42mm inverted unit, while a link-actuated shock sits out back. Braking is handled by a single four-piston caliper up front with a 280mm rotor, with ABS included as standard. That’s it for electronic sophistication, but that is to be expected on a bike that is expected to be priced very low. Source

Sharing an engine with KTM’s 790 Adventure, which CFMoto manufactures, the MT-X concept is designed to be a hardcore ADV machine to compete in the middleweight category. (CFMoto/)China’s CFMoto chose EICMA in Milan to preview an array of upcoming 2024 developments including a new hardcore adventure model that’s currently going under the code name “MT-X” and appears to be a new 800cc off-road twin. CFMoto hasn’t revealed many details of the MT-X, only confirming it’s the company’s new “ultimate explorer” model, with the “X representing the infinite possibilities” that it offers. But digging into the details of the bike we can see that behind that marketing spin is a serious rival to the likes of KTM’s 790 Adventure here. Rear three-quarter view of the CFMoto MT-X concept. (CFMoto/)The engine is the same parallel twin, developed by KTM, that’s used in the existing Ibex (known as the 800MT outside the US market). CFMoto already has a joint venture with KTM and builds these engines, as well as complete bikes including the 790 Adventure, on behalf of the Austrian firm, so it’s not some cheap Chinese knockoff. It’s also clear that, like the KTM 790 and 890 Adventure models, the MT-X has its fuel tank split into two and mounted low down on either side of the engine, lowering the center of gravity. The engine in the CFMoto MT-X is the same unit that it makes for KTM and the 790 Adventure. (CFMoto/)Although the chassis is largely hidden by bodywork, the elements that can be seen again show a similarity to KTM’s Adventure models, with a near-identical layout of the steel main tubes, the subframe attachments, and the rear suspension and linkage. The same is true of the existing Ibex, though, so it’s possible the chassis is a carryover from that bike, which shares the same swingarm design seen on the MT-X concept. Above it, the bodywork has the sort of serious off-road look we’d associate with the KTM Adventure R Rally models, with a high, flat, motocross-style seat instead of the deeply stepped design seen on the road-oriented Ibex. The front end and headlight, however, have a clear family resemblance to the Ibex and other CFMoto machines. The CFMoto MT-X even shares twin saddle fuel tanks like KTM’s middleweight ADV models. (CFMoto/) A view of the CFMoto MT-X dash. (CFMoto/)CFMoto claims the bike is particularly light, and that it will arrive “very soon” in production form, so we don’t have to wait too long before finding out more about the company’s plans. CFMoto’s 125NK concept was shown at EICMA. (CFMoto/)At EICMA, CFMoto also displayed the 125NK concept, looking very much like a near-production machine, with styling aligned with the 450NK and the latest 300NK models, although the single-sided swingarm, carbon fiber wheels, SC-Project exhaust, and Alcantara seat aren’t likely to make it to the production version that’s expected to debut in the coming months. Looking like a near-production-ready machine, the 125NK could be on the market soon. (CFMoto/)Perhaps most intriguingly of all, CFMoto opted to use EICMA to update the progress of its 657cc three-cylinder engine project, which is set to debut in a sportbike that was teased back in September. Teased a few months ago, CFMoto’s sportbike 675cc triple will make in excess of 100 hp and features some trick internal parts. (CFMoto/)The company has confirmed the engine will make in excess of 100 hp, with revs peaking at over 12,300 rpm, and adds that it’s the lightest triple in its class. Not that there are many 675cc three-cylinder machines currently out there to compete with. The latest information includes the tidbits that there are cobalt alloy valves and forged aluminum pistons, and that the whole engine weighs less than 121 pounds. The engine is said to have cobalt alloy valves and forged aluminum pistons. (CFMoto/)There’s also a “low inertia crankshaft” that gives 12 percent improved response—although it’s not clear what that is being compared to—and perhaps most importantly the engine has completed 200-hour continuous-running dyno tests with no failures. Reliability might well prove to be more important than outright performance in proving CFMoto’s credentials when entering this new segment of the market. The CFMoto 125NK’s front nose. (CFMoto/) The cockpit looks very similar to KTM’s 790 Adventure. (CFMoto/)Source

Honda’s CB500X gets an updated name, now called the NX500, in addition to some minor updates. (Honda/)Honda has revamped its long-lived CB500 range to bring it into line with the company’s latest naming and styling themes—replacing the CB500F with the CB500 Hornet, the CB500X with the NX500, and restyling the CBR500R to match the latest superbike models. Honda’s 2024 NX500. (Honda/)The most notable change is the NX500, a completely new title for the model previously known as the CB500X, which is also revised and restyled to suit. The “NX” title is, of course, a throwback to the old NX650 Dominator, sold from 1988 to 2003 as a lower-range adventure alternative to the Africa Twin and Transalp models. With both those names now back in Honda’s lineup, it makes sense to bring back the NX, although—in Europe at least—the Dominator branding hasn’t been revived. The 2024 NX500 gets an updated look with a flatter upper fairing and without the former bike’s beak. (Honda/)Technical changes to the NX500 are minor. The existing 47 hp, 471cc parallel twin is carried over to the new model, along with an unchanged frame, although there are tweaks to the engine’s ECU to improve response and to add HSTC traction control. Visually, Honda has swapped the wheels for a new, lighter design, saving 3.3 pounds, as part of an update that cuts a total of 6.6 pounds from the bike’s mass. The 41mm Showa fork and shock are essentially the same as before, but with revised settings. On board there’s a new 5-inch TFT dash that offers smartphone connectivity via Honda’s RoadSync app, plus updated bar controls to operate it. A new 5-inch TFT display offers smartphone connectivity via the RoadSync app. (Honda/)The styling changes include a new front end with an LED headlight and a more flat-faced look that ditches the vestigial beak of the CB500X, in keeping with Dakar-style trends in the adventure-bike market and giving a family link to the Transalp and Africa Twin models. The CB500F is now called the CB500 Hornet. (Honda/)The new CB500 Hornet is a direct replacement for the CB500F and shares most of its main parts—the name change brings it into line with the CB750 Hornet and the new CB1000 Hornet that was also unveiled at EICMA. Like the NX500, the updates include the same new TFT display, bar controls and phone connectivity, as well as similar ECU updates to the 47 hp, 471cc twin to add HSTC, which can be switched off if you prefer. The 2024 CB500 Hornet gets a new LED headlight and updated styling. (Honda/)The styling updates include a new LED headlight design and revisions to the ducts on either side of the tank, but the rear section remains unchanged. The CB500 Hornet’s new 5-inch TFT display. (Honda/)It’s a similar story for the CBR500R, the only model in the range that doesn’t get a name change. Its engine has the same electronic updates but remains mechanically the same as the previous version, and having gained suspension updates including Showa SFF-BP forks in 2022 there’s been no further improvement to the 2024 model. The CBR500R keeps its name but gets some minor updates in line with the rest of the model range. (Honda/)That leaves the styling as the biggest revision for the new version, with an updated fairing that takes its cues from the CBR1000RR-R, including new headlights. Like the rest of the CB500 range it also gains the new 5-inch TFT dash and matching bar controls to navigate the phone connectivity it brings. 2024 Honda NX500 Specs MSRP: TBA Engine: DOHC, liquid-cooled, four-stroke parallel twin; 4 valves/cyl. Displacement: 471cc Bore x Stroke: 67.0 x 66.8mm Compression Ratio: 10.7:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 47 hp @ 8,600 rpm Claimed Torque: 31.7 lb.-ft. @ 6,500 rpm Fuel System: PGM FI electronic fuel injection Clutch: Wet, multiplate slipper/assist Engine Management/Ignition: Full transistorized Frame: Steel diamond Front Suspension: Showa 41mm SFF-BP USD fork Rear Suspension: Pro-Link monoshock, preload adjustable Front Brake: Nissin 2-piston caliper, 296mm discs w/ ABS Rear Brake: Nissin 1-piston caliper, 240mm disc w/ ABS Wheels, Front/Rear: 19 x 2.5 in. / 17 x 4.5 in. Tires, Front/Rear: 110/80-19 / 160/60-17 Rake/Trail: 27.5°/4.25 in. Wheelbase: 56.9 in. Ground Clearance: 7.1 in. Seat Height: 32.7 in. Fuel Capacity: 4.6 gal. Claimed Wet Weight: 432 lb. Contact: powersports.honda.com 2024 Honda CB500 Hornet Specs MSRP: TBA Engine: DOHC, liquid-cooled, four-stroke parallel twin; 4 valves/cyl. Displacement: 471cc Bore x Stroke: 67.0 x 66.8mm Compression Ratio: 10.7:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 47 hp @ 8,600 rpm Claimed Torque: 31.7 lb.-ft. @ 6,500 rpm Fuel System: PGM FI electronic fuel injection Clutch: Wet, multiplate slipper/assist Engine Management/Ignition: Full transistorized Frame: Steel diamond Front Suspension: Showa 41mm SFF-BP USD fork Rear Suspension: Pro-Link monoshock, preload adjustable Front Brake: Nissin 4-piston caliper, 296mm discs w/ ABS Rear Brake: Nissin 1-piston caliper, 240mm disc w/ ABS Wheels, Front/Rear: 17 x 3.5 in. / 17 x 4.5 in. Tires, Front/Rear: 120/70-17 / 160/60-17 Rake/Trail: 25.5°/4.0 in. Wheelbase: 55.5 in. Ground Clearance: 5.7 in. Seat Height: 30.9 in. Fuel Capacity: 4.5 gal. Claimed Wet Weight: 414 lb. 2024 Honda CBR500R Specs MSRP: TBA Engine: DOHC, liquid-cooled, four-stroke parallel twin; 4 valves/cyl. Displacement: 471cc Bore x Stroke: 67.0 x 66.8mm Compression Ratio: 10.7:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 47 hp @ 8,600 rpm Claimed Torque: 31.7 lb.-ft. @ 6,500 rpm Fuel System: PGM FI electronic fuel injection Clutch: Wet, multiplate slipper/assist Engine Management/Ignition: Full transistorized Frame: Steel diamond Front Suspension: Showa 41mm SFF-BP USD fork Rear Suspension: Pro-Link monoshock, preload adjustable Front Brake: Nissin 4-piston caliper, 296mm discs w/ ABS Rear Brake: Nissin 1-piston caliper, 240mm disc w/ ABS Wheels, Front/Rear: 17 x 3.5 in. / 17 x 4.5 in. Tires, Front/Rear: 120/70-17 / 160/60-17 Rake/Trail: 25.5°/4.0 in. Wheelbase: 55.5 in. Ground Clearance: 5.1 in. Seat Height: 30.9 in. Fuel Capacity: 4.5 gal. Claimed Wet Weight: 421 lb. Source

The Panigale V4 SP2 30th Anniversario 916 pays homage to the Ducati 916 and is produced in a numbered and limited series of 500 units. (Ducati/)Every legend deserves to be celebrated, and Ducati is doing that in the only way it knows how—by introducing the 2024 Panigale V4 SP2 30th Anniversario 916, which pays homage to the iconic Ducati 916 drawn up by Massimo Tamburini. Like your bikes in limited trim? Lucky for you, this bike will be produced in a numbered, limited series of 500 units. The rest of us will simply have to drool over the special livery and long list of carbon fiber sprinkled throughout. That livery is, of course, from the bike that Carl Fogerty won the 1999 Superbike World Championship aboard. Sweet, sweet history! Not that anyone was complaining about the Panigale V4’s looks before, but it’s especially hard to argue with the styling on the 30th Anniversario 916 model. (Ducati/)In terms of hardware, the Anniversario 916 separates itself through the use of a billet aluminum fuel cap, front brake air ducts, an exhaust heat shield, plus carbon fiber mudguard and wings. Five-spoked carbon fiber wheels are 3 pounds lighter than the forged Marchesinis on the V4 S and 7.5 pounds lighter than the Panigale V4 wheels, reducing inertial momentum by 26 percent at the front and 46 percent at the rear, for added agility. Each Panigale V4 SP2 30th Anniversario 916 is numbered, with production number engraved on the steering plate. The bike will also come with a certificate of authenticity and a dedicated motorcycle cover. (Ducati/)Braking package is equally as impressive, the Anniversario 916 coming standard with Brembo Stylema R calipers and the aforementioned cooling ducts, as well as a Brembo MCS master cylinder with remote adjuster. An STM EVO dry clutch offers classic Ducati sounds. Below is a closer look at the Panigale V4 SP2 30th Anniversario 916 equipment list. “30th Anniversario” commemorative liveryHeadstock machined from billet with model name and bike number (XXX/500)Brushed aluminum tankDedicated seat with “30th” logoCarbon fiber wingsCarbon fiber front mudguardCarbon fiber brake caliper scoopsCarbon fiber exhaust heat shieldFive-spoke split carbon fiber wheelsSTM EVO-SBK dry clutchFinal drive with 520mm chain, specific sprocket, and pinionBrembo Stylema R front brake calipersBrembo MCS 19.21 (Multiple Click System) front brake master cylinder with remote adjusterFront brake and clutch levers milled at the endsBillet aluminum adjustable rider footpegs with carbon heel guardsSingle-seat configurationDucati Data Analyzer+ (DDA+) kit with GPS module (included)Carbon fiber open clutch cover (supplied)License plate removal cover (supplied)Billet aluminum mirror hole cover (supplied)Billet aluminum fuel filler cap (included)Certificate of authenticity and dedicated motorbike coverThe Panigale V4 SP2 30th Anniversario 916 will be available starting from March 2024, with an MSRP of $45,995. 2024 Ducati Panigale V4 SP2 30th Anniversario 916 Claimed Specs MSRP: $45,995 Engine: Desmosedici Stradale 90-degree, liquid-cooled desmodromic V-4; 16 valves Displacement: 1,103cc Bore x Stroke: 81.0 x 53.5mm Compression Ratio: 14.0:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 210 hp @ 12,500 rpm Claimed Torque: 90.6 lb.-ft. @ 11,000 rpm Fuel System: Electronic fuel injection, 52MM elliptical throttle bodies Clutch: STM EVO dry, multiplate slipper; hydraulic actuation Engine Management/Ignition: Ride-by-wire Frame: Aluminum Front Suspension: 43mm Öhlins NPX 25/30 semi-active fork; fully adjustable; 4.9 in. travel Rear Suspension: Öhlins TTX 36 semi-active shock; fully adjustable; 5.1 in. travel Front Brake: 4-piston Brembo Stylema R calipers, dual 330mm semi-floating discs (w/ Cornering ABS Evo) Rear Brake: 2-piston caliper, 245mm disc (w/ Cornering ABS Evo) Wheels, Front/Rear: 5-spoke carbon fiber; 17 x 3.50 in. / 17 x 6.00 in. Tires, Front/Rear: Pirelli Diablo Supercorsa SP; 120/70-17 / 200/60-17 Rake/Trail: 24.5º/3.9 in. Wheelbase: 57.8 in. Ground Clearance: N/A Seat Height: 33.5 in. Fuel Capacity: 4.5 gal. Claimed Dry Weight: 381 lb. Contact: ducati.com The 2024 Ducati Panigale V4 SP2 30th Anniversario 916 alongside the 916 and Foggy’s race bike. (Ducati/) 2024 Ducati Panigale V4 SP2 30th Anniversario 916 STM EVO-SBK Dry Clutch. (Ducati/) The 2024 Ducati Panigale V4 SP2 30th Anniversario 916 has a Brembo MCS master cylinder. (Ducati/) The 2024 Ducati Panigale V4 SP2 30th Anniversario 916 builds on the already impressive SP2. (Ducati/) 2024 Ducati Panigale V4 SP2 30th Anniversario 916’s embroidered seat. (Ducati/) 2024 Ducati Panigale V4 SP2 30th Anniversario 916’s billet gas cap. (Ducati/)Source

KTM’s 2024 990 Duke gets an all-new, more aggressive look. (KTM/)Bigger is better, at least according to KTM, who announced a larger-displacement 990 Duke for 2024. Built on the same prerequisites as the 790 Duke and 890 Dukes that came before it, the 990 promises lightweight, scalpel-like performance through numerous changes, including a new chassis, swingarm, and electronic technology. The bike also gets a new look and what KTM describes as “larger proportions.” “Sharper” has always been a keyword in the launch of new Duke models and that continues here, KTM saying this latest model is the “lightest, sharpest, most performance-focused middleweight naked ever produced at KTM’s main plant.” That’s saying a lot considering the performance of the 890 Duke GP that came before it. But how do you get to this point? It wouldn’t be a KTM Duke photoshoot without smoke. The aim for the 990 Duke was more performance. (KTM/)Engine and Electronics Progress starts at the 947cc parallel-twin engine that KTM claims is still the most compact twin in the middleweight naked class. Little information is available beyond that, though a spec sheet comparison between the 990 Duke and earlier-generation 890 Duke R suggests that bore and stroke are both new, with the bore measuring 92.5mm (versus 90.7mm) and stroke 70.4mm (versus 68.8mm). KTM claims 123 hp at 9,500 rpm and 76 lb.-ft. of torque at 6,750 rpm. Compare that with the 121 hp and 73 lb.-ft. of torque it claimed for the 890 Duke R. More aggressive camshaft profiles and longer valve openings are used, KTM adding that “rideability is improved due to increased rotating mass.” The stainless steel exhaust is all-new as well. Suggested fuel mileage is right around 50 mpg. Wheelies? Yeah, the 990 Duke can do that too. There’s a catch though, as you’ll need to upgrade to the Performance or Track riding modes to fine-tune traction control settings. Those are available for the first 1,500 kilometers (932 miles), but need to be purchased once that demo period is over. (KTM/)Power is managed via a very traditional suite of electronics package that includes three standard ride modes: Sport, Street, and Rain. Those modes perform as follows: Sport: Made for spirited riding. Full power, more direct throttle control, and less traction control, allowing slight wheelspin and maximum wheelie.Street: The go-to mode for everyday riding. Full power, default throttle control, and traction control settings suitable for street riding. Limited wheelie allowed.Rain: Designed for slippery road conditions. Power output is reduced to 105 hp, throttle response is smoothed dramatically, and traction control is set to maximum. The 990 Duke retains KTM’s Supermoto ABS mode. (KTM/)Riders are limited by how much they can adjust rider-aid settings in standard ride modes, but KTM offers a solution in the form of 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. The modes are described as follows: Performance: Allows a certain level of customization, with a selection of traction control intervention and throttle control. Wheelie control can also be switched off and launch control can be used. Cruise control is also available.Track: Same level of customization as Performance but race focused, with additional lap time and bike data displayed via the dash. Cruise control is disabled.The aforementioned dash consists of a 5-inch TFT display that includes a USB-C connection for device charging. More importantly, KTM has redesigned the menu structure for faster access to various features. A 5-inch TFT display uses new graphics and an updated menu structure for improved usability. (KTM/)Chassis Handling has always been a strong point for Duke models, but KTM looks to take another step with the 990 Duke by redesigning the steel tube frame, which is stiffer than in years past, for more feedback. More specifically, there’s an 8 percent increase in longitudinal stiffness and 5 percent increase in torsional stiffness. For even more torsional stiffness and, in turn, increased stability, the swingarm is mounted inside the swingarm pivot area. A forged pivot bolt is said to offer similar benefits, on a smaller scale. While increased stiffness is a big talking point when it comes to the frame, swingarm stiffness is actually reduced by 35 percent, for improved bump absorption and traction. Said swingarm is 3.3 pounds lighter too, thanks in part to a new gravity die-cast production method. The 990 Duke’s frame is revised for increased rigidity. (KTM/)Forged-aluminum triple clamps hold a 43mm WP Apex fork with compression and rebound damping in separate legs; range of adjustment is designed to be easier with just five clicks for both. A gas-assisted WP Apex shock uses a lighter linear spring, which together with all-new settings is claimed to improve comfort and responsiveness. Adjustment is limited to spring preload and rebound (five clicks). The 1290 Super Duke R–culled wheels wear 120/70-17 and 180/55-17 sized rubber front and rear, but are modestly revised to work in the double-sided swingarm. Meanwhile, a pair of 300mm discs are used, which happens to be the same size rotor as is used on the 790 Duke, but smaller than the rotor on the more stout 890 Duke R. Is a 990 Duke R coming in the future? Past practices suggest that’s likely the case, and here’s where KTM might be leaving a little room for added performance. A new swingarm is gravity die-cast (versus pressure die-cast), resulting in a 3.3-pound weight savings. Stiffness is reduced for increased bump absorption. (KTM/)Styling and Ergonomics While KTM says the 990 Duke has “larger proportions,” it doesn’t clarify exactly how the dimensions vary compared to the 790 Duke or 890 Duke R. What we do know is the 990 Duke has a minutely larger 3.8-gallon fuel tank with new lines that are sharp as ever. Those lines are carried through the rest of the bike, KTM very clearly sticking to its philosophy that “the sharper the lines, the better.” That design concept extends to the new and polarizing LED headlight. The upright riding position is retained, though KTM has changed the seat shape to keep the rider from sliding forward. It has also raised the passenger seat 20mm (0.8 inch), for an unimpeded view. Adjustability is limited to handlebar position; the one-piece bar can be moved to one of four positions by adjusting the position and rotation of the bar risers on the triple clamp. KTM doesn’t shy away from sharp lines, and that continues to be the case with the new 990 Duke. (KTM/)More Details The launch of the 990 Duke coincides with “30 years of Duke,” and KTM is celebrating that milestone with two colors: Electronic Orange and Black Metallic. Exact pricing is not available, though sources suggest MSRP will come in at around $12,500. Bikes will be available in December. 2024 KTM 990 Duke. (KTM/) 2024 KTM 990 Duke. (KTM/)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: N/A 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 Clutch: PASC (Power Assisted Slipper Clutch); cable actuation Engine Management/Ignition: Ride-by-wire/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, 220mm 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: N/A Wheelbase: N/A Ground Clearance: 7.7 in. Seat Height: 32.5 in. Fuel Capacity: 3.8 gal. Claimed Wet Weight: 395 lb. Contact: ktm.com Source

Honda’s 2024 CBR650R and CB650R get the recently announced E-Clutch in addition to updates to styling and electronics. (Honda/)Honda’s upgraded 2024 CB650R and its fully faired CBR650R sibling have been revealed at the EICMA show in Milan—including not only updated styling but a new TFT dash. More importantly they’re the first two Hondas to be offered with the company’s new E-Clutch option that promises to provide an unmatched level of versatility by allowing completely clutchless operation or letting you ride the bike using the conventional clutch lever. The 2024 Honda CBR650R and CB650R will be available with Honda’s new E-Clutch as an option. (Honda/)As in the past, the CB650R and CBR650R are mechanically identical, sharing the same 649cc inline four-cylinder engine and the same steel-tube chassis of last year’s models. There’s no change to peak power, remaining at 94 bhp at 12,000 rpm, with max torque of 46.5 lb.-ft. at 9,500 rpm, tamed by Honda’s HSTC traction-control system. The bikes’ suspension is also unaltered, with 41mm Showa SFF-BP forks and matching shocks, plus Tokico four-pot radial-mount front brakes and 310mm rotors with ABS as standard. The 2024 Honda CB650R sticks with the Neo Sports Café styling. (Honda/)What is new is the styling. The CB650R keeps the signature Neo Sports Café style that was first previewed with the 2015 CB4 Concept, but for 2024 it gets revamped with the drooping LED headlight design from the CB1000R, a shorter, sharpened tail, and redesigned radiator cowls. On the CBR650R, the rear-end changes are the same, but a new front fairing takes its inspiration from the latest-generation CBR1000RR. Both models get full-color TFT displays and backlit handlebar controls. (Honda/)On board, both bikes finally join the 2020s with a full-color TFT dash, plus new backlit bar controls to operate it, which gives phone connectivity and turn-by-turn navigation via Honda’s RoadSync app. Under the seat is a USB-C socket to charge modern phones (under the latest EU laws, phones have all adopted USB-C, even forcing Apple to ditch its proprietary Lightning connector on the latest iPhone). From the outside, the E-Clutch is visible as an external bulge on the engine case cover. (Honda/)The big news, however, is the E-Clutch, which Honda previewed a few weeks ago and has now been confirmed to be debuting on the CB650R and CBR650R. Available as an option, it’s a servo-operated clutch that retains the conventional, cable-operated manual lever allowing it to be overridden by the rider at any time. In operation, the E-Clutch uses two electric motors, controlled by its own ECU, to engage and disengage the clutch. The servo is mounted in a modified clutch cover and the whole package is compatible with exactly the same assist-and-slipper clutch unit and bar controls used on the normal, manual models. It adds just 4.4 pounds to the weight of the bikes. This cutaway image shows the mechanical internals of the E-Clutch. (Honda/)In operation, the E-Clutch uses a load sensor mounted in the gearshift linkage—essentially the same sort of electronics used in quickshifters—to tell the clutch when you want to change ratios. There are three presets to alter the sensitivity of the system (hard, medium, and soft), and the E-Clutch ECU combines with the engine’s ignition and injection system to ensure the smoothest shifts possible, both up and down through the ratios, without the need to use the bar-mounted lever. The E-Clutch uses a load sensor similar to a quickshifter to tell the clutch what action to take. (Honda/)Although some quickshifters perform a similar role once on the move, the E-Clutch also means you can start and stop without having to touch the lever on the bars. From a standstill, you simply select first gear and open the throttle—the E-Clutch will balance the clutch with the throttle input to make it impossible to stall and allow a smooth getaway. Come to a halt, and the E-Clutch disengages drive before the engine can stall, even without your pulling the lever in. Prefer to take control yourself? Simply select the manual mode on the dash and the bikes are completely conventional, and even when the E-Clutch is active you can override it at any time using the lever on the bars. 2024 Honda CB650R in red. (Honda/) 2024 Honda CB650R in gray. (Honda/) 2024 Honda CB650R front styling. (Honda/) 2024 Honda CB650R’s engine. (Honda/) 2024 Honda CBR650R gets the optional E-Clutch, new electronics, and updated styling. (Honda/) 2024 Honda CBR650R in black. (Honda/) Honda CBR650R wheelies into 2024. (Honda/) 2024 Honda CBR650R action. (Honda/) 2024 Honda CBR650R’s new tailsection. (Honda/) 2024 Honda CBR650R’s front fairing now resembles the CBR1000RR. (Honda/)2024 Honda CB650R/CBR650R Specs MSRP: TBA Engine: DOHC, liquid-cooled, four-stroke inline-four; 4 valves/cyl. Displacement: 649cc Bore x Stroke: 67.0 x 46.0mm Compression Ratio: 11.6:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 94.0 hp @ 12,000 rpm Claimed Torque: 46.5 lb.-ft. @ 9,500 rpm Fuel System: PGM-FI electronic fuel injection Clutch: Wet, multiplate; cable actuation; optional E-Clutch Engine Management/Ignition: Full transistorized Frame: Twin-spar, steel diamond Front Suspension: 41mm inverted Showa SFF-BP fork Rear Suspension: Showa shock, preload adjustable Front Brake: Dual radial-mounted 4-piston Tokico hydraulic calipers, floating 310mm discs w/ ABS Rear Brake: 1-piston caliper, 240mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 17 in./17 in. Tires, Front/Rear: 120/70-17 / 180/55-17 Rake/Trail: 25.5°/3.9 in. Wheelbase: 57.1 in. Ground Clearance: 5.9 in. / 5.1 in. (CBR650R) Seat Height: 31.9 in. Fuel Capacity: 4.1 gal. Claimed Wet Weight: 452 lb.; 456 lb. E-Clutch / 461 lb.; 465 lb. E-Clutch (CBR650R) Contact: powersports.honda.com Source