Middleweight adventure bikes are perhaps the hottest segment in motorcycling – even if the definition of “middleweight” keeps creeping upward. It’s why Triumph has given its lauded Tiger 900 a revamp just four years after its introduction, gaining a 13% boost in power from its inline-Triple, plus new TFT instrumentation, sharper styling, and updated electronics. The pursuit of perfection at Triumph continues. 

The Tiger 900 slots into a market full of a highly diverse crop of ADVs, and Triumph is cleverly aiming for two types of customers with the Tiger 900s. The GT and GT Pro versions skew toward the sport-touring market – let’s call it the sport-adventure category. Bikes in this class typically use cast-aluminum wheels with 19-inch fronts. Unchanged for 2024 but still in the lineup is the road-biased Tiger 850 Sport. 

Related: Triumph Tiger 850 Sport Road Test

The Tiger 900 Rally Pro is intended for tackling off-road terrain, using a 21-inch front tire and riding on wire-spoke wheels. It will do battle with bikes like the Ducati Desert-X and the Austrian stablemates of KTMs and Husqvarnas in their various middleweight guises.

Related: 2020 Triumph Tiger 900 GT Pro and Rally Pro First Ride Review

All Tiger 900s come equipped with cruise control, heated grips, machined adventure footpegs cushioned by removable rubber inserts, and four ride modes: Rain, Road, Sport, and Off-Road, the latter switching off rear ABS. Pro models get a customizable Rider mode and enjoy clutchless up- and downshifts with a quickshifter, as well as a centerstand and tire-pressure monitoring. Triumph no longer offers the Rally in a non-Pro variant nor the GT Low.  

Related: Triumph Tiger 900 GT Low Tour Test Review

The existing Tiger 900s were already admirable machines that are capable, versatile, and stylish – more than 45,000 have been sold. At the new bikes’ presentation, Triumph boiled down the new Tigers’ key points: more performance, capability, comfort, and attitude.  

To give us a chance to put the Tigers through their paces, Triumph invited us to southern Spain for two days of riding. The first day would be entirely on asphalt in the hills north of Málaga, while the second day was spent almost entirely off-road on some amazingly twisty and scenic trails in El Torcal de Antequera nature preserve.  

Warm-Up | Triumph Tiger 900 

Triumph treats its 900 Pro buyers to heated seats and grips as standard equipment, both godsends when it’s chilly like it was when we set off shortly after dawn. Fingers were kept cozy on heating elements behind the standard handguards, while my buns got so toasty I shut down the seat heat after only an hour. Surely I would’ve survived without the extra heat, but a comfy rider is a happy rider.  

Another aspect that makes a happy rider is more power – I’ve never met an engine that wouldn’t be better with a bump in ponies, assuming low-end grunt isn’t marginalized. Kudos to Triumph for redesigning its 888cc engine just four years after it debuted, giving it 13 extra horsies for a peak of 107 hp – two higher than KTM’s venerable 890. This will surely please my friend Glenn, who bought a GT Pro on my recommendation a few years ago. His only complaint is that he wished it had more oomph when he was two-up with his wife. 

Engineers made several major tweaks to unleash more power, including a new cylinder head with larger inlet ports and optimized oval exhaust ports working in partnership with higher-lift camshafts. New pistons bump the compression ratio to 13:1. Harvesting additional low-end power are 15mm longer intake trumpets. Peak torque is up 2.2 lb-ft to 66.4 at 6,850 rpm.  

From behind the bars and if you’re not in much of a hurry, Triumph’s unique T-plane Triple doesn’t feel much different. A dyno chart reveals the old engine has an imperceptible edge in grunt until 4,500 rpm before the new engine boasts clear superiority the rest of the way to redline, especially around 7,500 rpm when the previous motor begins to peter out and the new one continues surging to its 9,500-rpm peak. There was nothing wrong with the previous powerplant, but this new one is clearly superior and adds a compelling upper-rev swell the old mill lacked. 

Adding to the impression of speed is the pleasantly authoritative bark from a lighter and freer-flowing exhaust system, which somehow gets by with the loss of its second catalyzer near the rider’s foot, helping to lighten the system. Incredibly, Triumph claims the more powerful motor has 9% better emissions and fuel economy, netting a 264-mile range from the 5.3-gallon fuel tank. 

More good engine news: Valve inspection intervals have been extended from 12,000 miles to 18,000, which will reduce long-term maintenance costs.  

Meanwhile, the cockpit has been upgraded to include the Tiger 1200’s 7-inch TFT with Bluetooth connectivity, along with its more user-friendly interface. The My Triumph Connectivity System enables liaising with navigation, phone calls, and music. Device charging is handled by a USB-C cockpit charger, a 12V socket next to the seat-release keyhole, and a USB-A charger under the seat.  

GT vs. Rally | Triumph Tiger 900 

Wind protection from the hand-adjustable windscreen was quite good despite its narrow profile. It has a 2-inch range over five settings. The lowest position allowed my short body to clearly look over the screen and provided smooth airflow over my helmet. When riding the GT Pro, I preferred the seat in its higher position, adding 0.8 inch extra legroom and placing the seat at a still-reasonable 33.1 inches.  

Both GT models use a fully adjustable Marzocchi 45mm fork with 7.1 inches of travel. The Marzocchi shock yields 6.7 inches and has adjustable preload and rebound damping, but the Pro model features an electronically adjustable shock that can be toggled to four load positions with their damping settings automatically adjusted as appropriate for the set preload.  

The dirt-ready Rally Pro goes up a level with 9.4 inches of travel from its fully adjustable Showa fork, while the Showa shock has 9.1 inches of travel and a full range of manual adjustability. The seat height of the Rally begins at 33.9 inches and can be extended to 34.6. Both the GT and Rally models can be fitted with an accessory seat that brings down heights by 0.8 inch. 

The seats are “enhanced” with thicker and flatter foam. Tellingly, I didn’t think about seat comfort even once during my days on the new 900s. Further comfort enhancement is provided by a new rubber-mounting system for the handlebar to quell vibration, said to be carefully tuned to avoid a rubbery steering feel. No complaints from me.  

When our cadre of test riders were faced with endless twisty sections of pavement, the GT Pro displayed a more direct connection with the road surfaces, especially at the front end where its 100/90-19 Metzeler Tourance Next tire provided clearer feedback when leaned over in corners.  

The Rally Pro feels more gangly when unwinding twisty roads, but it performs better than expected for a bike with an adventure-ready 90/90-21 front tire, a Bridgestone Battlax Adventure, backed up by a 150/70-17 rear. Happily, the wheel design allows the use of tubeless rubber that is easier to fix while on the road than tubes.  

All Tiger 900s continue to employ Brembo’s stellar Stylema brake calipers on the front end, and the radial-mount 4-piston monoblock pinchers are generally regarded as the best in the business. Allied with a radial-pump master cylinder and 320mm rotors, they are potent and faultless.  

Braking upgrades come in the form of Continental’s new MIB Evo controller, which sriumph says optimizes the cornering ABS function allied with the six-axis IMU.  

Also new is the “Emergency Declaration Warning,” which flashes the taillight and rear turnsignals when the bike decelerates at a rapid rate, alerting any following riders/drivers of potential danger. There were a few times during our rides when a rider in front of me overcooked their speed into a corner and had to jam on the brakes, and the warning lights that flashed before me were impossible to ignore. Rear-end collisions are on the rise and can be lethal to riders, so this is truly a safety advancement.  

Dipping too aggressively into the front brake lever causes the Tiger’s front end to dive, especially on the taller Rally. This reveals the one modern motorcycle feature not available on this bike: semi-active suspension. Such electronically controlled suspensions dramatically limit chassis pitching, particularly during braking. Triumph uses it on its Tiger 1200 but not here. The GT Pro’s electronic shock isn’t active – its settings are fixed. 

Related: 2023 Triumph Tiger 1200 GT Pro Road Test Review

Getting Dirty  

The GT is capable of mild off-roading on fire roads and the like, but it’s the Rally Pro that you’ll want for tackling rough terrain. Its long-travel suspension and higher ground clearance enable traversing topography you might not think possible on an adventure-tourer of this size.  

In addition to its longer legs, the Rally Pro adds compression adjustment to its shock and an Off-Road Pro ride mode that disables traction control and ABS at both ends for maximal rider control. The Rally also gets a handlebar positioned 0.6 inch closer to the rider to provide better ergonomics when riding in a standing position. The rear brake lever’s foot nub can be rotated to supply a lower position that works well when standing.  

More grip is always welcome in the dirt, so we were grateful to see Michelin Anakee Wild 50/50 on/off-road rubber spooned on for our off-road day. They have full-knobby tread blocks and provided excellent traction on the trails. Just as impressive, they also performed suprisingly well on the few bits of twisty tarmac on our route, exhibiting a neutral steering feel. They didn’t have as much grip on asphalt, of course, but that enabled some thrilling powerslides on the pavement!  

As some of us are painfully aware, riding on tenuous grip situations off-road can result in the dreaded fall-down-go-boom. One journo suffered a 35-mph lowside when the front end of his Tiger lost traction, but the bike was ridden away from the crash thanks to the Rally’s stainless-steel crash bars surrounding the engine. Protective bars for the fuel tank can be sourced from Triumph’s accessory catalog.  

My talents off-road are mediocre, but I felt mildly heroic blasting around some fairly technical terrain on this substantial but manageable 503-lb Triumph. The motor is amazingly flexible, causing me to reevaluate using 1st gear in most conditions, which resulted in excessive chassis pitching from too much engine braking. Instead, I plopped it into 2nd to let the willing engine tractor away from as low as just 2,000 rpm. Perhaps not notable from a 1,200cc Twin, but very impressive for an 888cc Triple.  

Our ride culminated at Spain’s Triumph Adventure Riding Experience site where we were able to play around on natural obstacles and hills. It was there that I first heard the ugly scraping sound of metal on rocks under the bike, and I was glad Triumph has fitted a more substantial aluminum sump guard to the Rally Pro. It looks to be a nicely engineered piece that will slide over rocks and protect vital engine parts.  

Perhaps the only caveat to lauding the Rally Pro is that it might not be as agile in technical terrain as the KTM 890 Adventure, Husqvarna Norden 901, or some smaller-displacement bikes like Yamaha’s Ténéré 700 or Suzuki’s V-Strom 800DE. But the Tiger has an edge as a streetbike, especially with its comfort and convenience features. 

Related: 2023 KTM 890 Adventure First Ride Review

We were also treated to a performance by Triumph’s factory racer Iván Cervantes. The Spaniard’s brilliance on a large ADV was mind-blowing, riding it around as if it was just a big dirtbike. This shouldn’t be a surprise, as Cervantes has ridden Tiger 900s to victories in the 2022 Baja Aragón Rally Trail Class, the Hard-Trail class in the 1000 Dunas Raid, and the Maxi-Trail class in the Bassella Enduro. His talent on a motorbike is exceptional and inspiring – and humbling.  

Dusting Off 

It’s a little anticlimatic to review a bike I already liked after it’s been improved, but that’s the case with the Tiger 900 family. It was previously a platform worth parking in your garage, and now it’s even better.  

The new TFT instrumentation pleases eyes and is easy to navigate, the ergonomic triangle with comfier seats allows for long days on the road, and heated touchpoints keep riders warm even if ambient temperatures would indicate otherwise.  

Most impressive is the invigorated character of the Tiger’s T-plane engine. It growls with a guttural bark rather than singing like its Triple-powered stablemates, and its newfound top-end lunge is delightful. A smoothly operating up/down quickshifter keeps the motor on the boil and ready for action.  

The only caveat to a full-throated endorsement of the Triumph Tiger 900 is the bounty of appealing competitors in the class. Along with the aforementioned KTMs and Huskys are Ducati’s Desert-X and Suzuki’s V-Strom 1050, plus Honda’s amiable Africa Twin and the new Transalp. In terms of value, it’s tough to beat Yamaha’s recently upgraded T7, and BMW will soon give us a ride on its overhauled F 900 GS. 
 

Riders looking for a soft-roader ADV can get the base GT for a reasonable $14,995 or take a jump to $16,895 for the fully featured GT Pro. The Rally Pro has an MSRP of $17,395. Shoppers for middleweight adventure bikes are truly spoiled for choice these days. 

2024 Triumph Tiger 900 GT Specs (Rally Pro) 

• Base Price: $14,995 ($17,395) 
• Warranty: 2 yrs., unltd. miles 
• Website: TriumphMotorcycles.com  

ENGINE 

• Type: Liquid-cooled, transverse in-line Triple, DOHC w/ 4 valves per cyl. 
• Displacement: 888cc 
• Bore x Stroke: 78.0 x 61.9mm 
• Compression Ratio: 13.0:1 
• Valve Insp. Interval: 18,000 miles 
• Fuel Delivery: EFI w/ throttle-by-wire, 44mm throttle bodies x 4 
• Lubrication System: Wet sump, 3.9 qt. cap. 
• Transmission: 6-speed, cable-actuated slip/assist wet clutch 
• Final Drive: Chain 

CHASSIS

• Frame: Tubular-steel trellis frame, aluminum subframe & swingarm 
• Wheelbase: 61.3 in. (61.1) 
• Rake/Trail: 24.6 degrees/4.0 in. (24.4/4.6) 
• Seat Height: 32.3-33.1 in. (33.9-34.6) 
• Suspension, Front: 45mm inverted fork, fully adj., 7.1 in. travel (9.4)  
• Rear: Single linkage shock, w/ spring preload and reb. adj., 6.7 in. travel (fully adj., 9.1)  
• Brakes, Front: Dual 320mm floating discs w/ 4-piston radial monoblock calipers & cornering ABS 
• Rear: Single 255mm disc w/ 1-piston caliper & cornering ABS 
• Wheels, Front: Cast, 2.5 x 19 in. (Spoked, 2.15 x 21) 
• Rear: Cast, 4.25 x 17 in. (Spoked, 4.25 x 17) 
• Tires, Front: 100/90-19 (90/90-21) 
• Rear: 150/70-17  
• Wet Weight: 483-489 lb (503) 

PERFORMANCE 

• Horsepower: 106.5 hp @ 9,500 rpm (factory claim) 
• Torque: 66.4 lb-ft @ 6,850 rpm (factory claim) 
• Fuel Capacity: 5.3 gals. 

The post 2024 Triumph Tiger 900 Review | First Ride  appeared first on Rider Magazine.

Engineering a motorcycle jacket seems easy, but it gets complicated to strike the optimal balance of protection, versatility, and style. It’s almost impossible to beat the abrasion resistance and visual appeal of a leather motorcycle jacket, although it’s often compromised by unsuitability for hot or wet weather.

The Gunner is Highway 21’s top-line jacket and is designed to eliminate the compromises inherent in leather apparel. It’s built from sturdy leather but is endowed with a 12-point ventilation system to keep you cool and a removable Hydraguard liner to keep you warm and dry. 

Naturally, the Gunner is available in black (seen above), but I opted for the Vintage Gunmetal version that isn’t so typical. It’s constructed of 1.0-1.1mm cowhide and features removable CE Level 1 armor for shoulders and elbows, with the latter reinforced by leather patches. A foam back pad is included and can be upgraded to CE levels of protection by swapping in optional Fly Racing Barricade armor.

The Gunner’s styling is a cross between cafe-racer panache and a biker aesthetic. It has a low-cut band collar topping a two-way YKK main zipper with a handy leather zip pull. Four snaps on each side help adjust for a non-baggy fit, augmented by a pair of accordion stretch panels at the waist. Shoulder gussets provide arms additional freedom of movement, and reflective piping across the shoulder-blade area aids nightime conspicuity. 

Inclement weather is countered by the removable liner, which is quilted on the inner side and backed by a Hydraguard layer claimed to be windproof and waterproof but also breathable. 

Hot temperatures are moderated by a healthy array of zippered venting, including intake vents on the chest and biceps, as well as massive armpit vents that stretch from the upper waist area all the way along the arms to the elbows. Zippered exhaust vents stretch 10 inches down the sides to encourage pass-through airflow. Additionally, it features two-way cuff zippers to reveal forearm vents. With all the vents open, the Gunner flows much more air than typical leather jackets.

The Gunner is blessed with pockets for almost everything. The exterior has zippered hand-warmer pockets, and the chest zippers for ventilation double as another pair of stash zones. Internal storage is provided by deep “Napoleon” pockets on each side of the main zipper, and an interior device pocket doubles as a concealed-carry receptacle. 

Miles on the road with the Gunner were almost completely satisfying. Cold temps were abated by closing up the vents and zipping in the liner, although the low collar required wearing a neck gaiter to keep that area protected. The jacket kept me dry in a mild rain, but I haven’t yet tested it in a downpour. 

Overall, the Gunner offers appealing versatility and cool style for a modest price. If I had a complaint, it’s that the material doesn’t have the suppleness of “top-grain” leather found in some pricier jackets. Its MSRP starts at $399.95 for sizes S-2XL and goes up to $439.95 for sizes 3XL and 4XL.

See all of Rider‘s apparel reviews here.

The post Highway 21 Gunner Leather Motorcycle Jacket | Gear Review appeared first on Rider Magazine.

Suzuki’s new GSX-S1000GX+ is further evidence of the evolution in the sport-touring class. Formerly, the class consisted of big, heavy machines and sportier but less luxurious ones. Then came the influx of adventure bikes, which offered roomier riding positions and have become dominant in the marketplace. 

The marketing materials for ADVs regularly show the bikes being ridden in desolate areas on unpaved terrain, inspiring our sense of adventure. However, ADVs are often used like crossover SUVs, with personas of rugged adventure but most often used on paved roads. So now we have crossovers that have spacious riding positions beyond what’s offered from traditional sport-tourers. Of note are BMW’s powerful S 1000 XR, Kawasaki’s capable Versys 1000 SE LT+, and our 2021 Motorcycle of the Year, Yamaha’s Tracer 9 GT, which was recently updated to the GT+.   

Related: 2024 Yamaha Tracer 9 GT+ Review 

Hot on the heels of Suzuki’s GSX-S1000GT+, our 2022 Motorcycle of the Year, is the new GX+ version that has a more open riding position, blending attributes of an ADV with a sport-tourer. Suzuki calls it the “supreme sport crossover.”  

Related: 2022 Suzuki GSX-S1000GT+ Review 

GT To GX | 2024 Suzuki GSX-S1000GX+ 

Suzuki didn’t have to start from scratch to create the GSX-S1000GX+. In a nutshell, the GX is a GT with a longer-travel suspension that automatically adjusts damping settings based on IMU-informed electronics. It has 1.2 inches more fork travel relative to the GT and 0.8 inches extra shock stroke – both just 0.4 inch less than the V-Strom 1050 adventure bike. Add in some new bodywork and a stronger subframe, and you’ve got the GX.  

The GT+ is the version of the GSX-S1000GT with hardshell saddlebags ideal for touring. Suzuki will offer a base GX in some markets, but only the GX+ version will be available on our shores. It includes saddlebags and a centerstand as standard equipment.  

The GX further sets itself apart from the GT by the addition of a 6-axis Inertial Measurement Unit, which informs all the electronic systems of the bike’s acceleration, braking, and lean angles. The IMU not only allows for cornering ABS and advanced traction control, it’s also the key ingredient in Suzuki Advanced Electronic Suspension, the company’s first semi-active suspension. 

SAES automatically adjusts damping rates depending on road conditions and how aggressively the bike is ridden, and riders can tailor it to their preferences by selecting Hard, Medium, and Soft modes or by customizing settings in a User mode. Moreover, the system also automatically adjusts rear preload via an electric motor to suit various loads of rider and luggage.  

“These technologies,” says Suzuki, “combine to make the GX comfortable and controllable on various road surfaces, ranging from urban asphalt and cobblestones to paved country and twisted winding mountain roads while also providing an engaging and sporty riding experience.”  

Sounds good, right? Not a lot of cobblestones on our shores, so Suzuki sent us off to Portugal for a riveting riding experience on its new GX.

Revved Up | 2024 Suzuki GSX-S1000GX+ 

The GX’s cockpit is familiar to anyone who has straddled the GT, with the same user-friendly switches that navigate the various electronic settings on the 6.5-inch color TFT instrument panel. Happily, the TFT screen is mounted much higher than it is on the GT, which makes it far easier to see and use. Smartphone connectivity is enabled with Suzuki’s mySPIN app and can display maps, phone calls, and music. 

The longer travel suspension of the GX bumps the seat height to 33.3 inches, 1.4 inches taller than the GT. However, the seat’s narrow front section gives legs a straight shot to the ground and wasn’t a problem for my 30-inch inseam.  

At the heart of the GX is the revered K5 GSX-R1000 engine that has a bottomless well of power and an arm-ripping 150 hp up top. The 999cc inline-Four originally powered the 2005-2008 Gixxers, and Suzuki says more than 180,000 of the bulletproof K5 mills have been produced in various guises over the years. Suzuki claims 70% of max torque is available from just 3,000 rpm, with peak twist of 78 lb-ft arriving at 9,250 rpm.   

While the K5 has old roots, it remains a stellar powerplant, firing up with a guttural rumble that can willingly shriek to 11,750 rpm when you’re in a hurry. Throttle response is perfectly smooth in the B ride mode but still acceptable in A mode, albeit sharper. Clutch actuation is exceedingly linear, and pulling away from stops is aided by Suzuki’s Low-RPM Assist System that automatically increases engine speed as the clutch lever is released.  

Kudos to Suzuki for producing one of the most seamless transmissions on the market, with a bi-directional quickshifter that fluidly swaps gears up and down without the rider needing to touch the clutch lever. A feint stab on the shifter automatically matches revs to the lower gear with a smoothness few riders can match manually. This updated system can also shift gears without interrupting the cruise-control speed setting.  

The riding position of the GX is quite agreeable, with the handlebar 1.7 inches closer to the rider and 1.5 inches taller than the GT’s sportier crouch. The seat-to-peg distance expands by 0.6 inch, but legroom remains more cramped than most ADVs.  

Gear Up 

• Helmet: Arai Signet X  
• Suit: Aerostich Roadcrafter  
• Gloves: Alpinestars GPX V2  
• Boots: Alpinestars Soho

The GX’s seat isn’t as comfortable as we’d expect from a touring bike. The forward section is too narrow for long-range support, so it’s best to sit as far rearward as arms will allow. The solution is the Premium seat from Suzuki’s accessory catalog, which proved to be much more supportive. The $399.95 saddle uses double-layer padding, and its upper section has heat-shedding material to avoid toasted buns after sitting in the sun. It’s not only far more comfortable, its red stitching and tuck-and-roll surface look sharp. And the included passenger section is highlighted by a snazzy GSX-S logo. If you have short legs, opt for the accessory low seat ($175) which is narrower and 0.6 inch closer to the ground.  

The GX exhibits neutral steering, tipping into corners gracefully if not quickly. It’s a lightweight sport-tourer relative to open-class bikes that typically exceed 600 lb, but it’s not light. It scales in at 511 lb with its 5-gallon tank full but without the saddlebags. A half-inch wider handlebar aids leverage, but the relatively flat profile of the 50-series rear tire inhibits the roll rate relative to more modern 55-series rubber.  

Grip from the Dunlop Roadsport 2 tires seemed only average on some of the tricky road conditions we encountered on our two-day ride. The IMU-based traction control saved my bacon more than once, mediating at different levels of intervention based on the selected ride mode or by manually adjusting TC via intuitive menus. A light on the TFT illuminates when TC is operating, and the system also controls wheelies to varying levels. 

Active Duty | 2024 Suzuki GSX-S1000GX+ 

The balance offered by semi-active suspension deserves high praise. The automatically adjusted damping keeps the GX’s suspension well-controlled at all times. On city streets and boring highways, I set it to Soft mode for a plush ride. When a twisty canyon road presented itself, I toggled to Hard mode for sportbike levels of tautness.  

The adaptability of the suspension is a boon to riders who travel on all types of roads. While we appreciate fully adjustable manual suspensions, their settings are always a compromise. More problematic is that most riders don’t (or don’t know how to) properly adjust them to suit their weights and riding styles. With the GX, rear preload is automatically set without tools, and it can be increased to a stiffer setting if you prefer. Damping settings can also be increased or decreased from the presets to suit preferences, and it can all be done by a few button pushes while riding. Magic!  

Less magical are a few aspects of the GX that come up a little short. The windscreen is adjustable to three positions but not without unbolting four screws, thwarting on-the-fly adaptability. Tool-less systems have been available on other bikes for more than a decade, so its absence here is annoying.  

In the windscreen’s low setting, airflow is smooth up to 70 mph, but higher speeds induce head buffeting. Wind protection improves with the screen in its highest setting, but then it’s stuck there until you bring out the tools again. Digits are sheltered by handguards, but they’re not warmed without ordering heated grips from the accessory catalog. And while I’m feeling disappointed, I’ll note the lack of self-canceling turnsignals.  

Ride On – And On | 2024 Suzuki GSX-S1000GX+ 

The idea of a sport crossover may seem odd, but it comes together nicely in the GSX-S1000GX+, which shines brightest by its capabilities to fulfill many roles. It’s docile and manageable in the city, and it’s reasonably comfortable and can carry a bunch of luggage on the highway. Open roads are quickly eaten up by superbike levels of power, and big speeds are shed by a competent set of Brembo front brakes and the security of cornering ABS. 

The GX+ might induce sticker shock. Priced at $18,499, it’s the most expensive Suzuki you can buy. Price creep has affected similar Japanese bikes with IMUs and semi-active suspensions: Kawaski’s 567-lb Versys 1000 SE LT+ retails for $18,899, while Yamaha’s less powerful but lighter 492-lb Tracer 9 GT+ has a $16,499 MSRP.  

Is the Suzuki $2,000 better than the Yamaha? We’ll report back to you in the springtime when the GX arrives in dealers and we can take them both on a tour for a comparison test. Both are likely contenders for our 2024 Motorcycle of the Year crown.   

Check out more new/updated bikes in Rider’s 2024 Motorcycle Buyers Guide   

2024 Suzuki GSX-S1000GX+ Specs 

• Base Price: $18,499 
• Warranty: 1 yr., unltd. miles 
• Website: SuzukiCycles.com 

ENGINE 

• Type: Liquid-cooled, transverse inline-Four, DOHC w/ 4 valves per cyl. 
• Displacement: 999cc 
• Bore x Stroke: 73.4 x 59.0mm 
• Compression Ratio: 12.2:1 
• Valve Insp. Interval: 15,000 miles 
• Fuel Delivery: EFI w/ throttle-by-wire, 40mm throttle bodies x 4 
• Lubrication System: Wet sump, 3.6 qt. cap. 
• Transmission: 6-speed, cable-actuated slip/assist wet clutch 
• Final Drive: Chain 

CHASSIS 

• Frame: Twin-spar cast-aluminum frame & swingarm 
• Wheelbase: 57.9 in. 
• Rake/Trail: 25.5 degrees/3.8 in. 
• Seat Height: 33.3 in. 
• Suspension, Front: 43mm inverted fork, electronically adj., 5.9 in. travel 
• Rear: Single linkage shock, electronically adj., 5.9 in. travel 
• Brakes, Front: Dual 310mm floating discs w/ 4-piston radial monoblock calipers & ABS 
• Rear: Single 240mm disc w/ 1-piston caliper & ABS 
• Wheels, Front: Cast, 3.5 x 17 in. 
• Rear: Cast, 6.0 x 17 in. 
• Tires, Front: 120/70-ZR17 
• Rear: 190/50-ZR17 
• Wet Weight: 511 lb (factory claim, without saddlebags) 

PERFORMANCE 

• Horsepower: 150 hp @ 11,000 rpm (factory claim) 
• Torque: 78.2 lb-ft @ 9,250 rpm (factory claim) 
• Fuel Capacity: 5.0 gal.

The post 2024 Suzuki GSX-S1000GX+ Review | First Ride  appeared first on Rider Magazine.

The 600cc sportbike category was the most hotly contested class in motorcycling during the 1990s and into the mid-2000s, with completely redesigned models every four years and significant updates every two.  

But markets have veered toward adventure bikes and street roadsters, causing the middleweight sportbike class to languish in recent years. Honda and Suzuki haven’t performed any mechanical upgrades to their CBR600RR and GSX-R600 in several years, and Yamaha sells its YZF-R6 only as a racebike. High-revving 4-cylinder engines have been largely supplanted by humble twin‐cylinder powerplants that are compact and cheaper to build – but a lot less exciting.  

The 2024 Kawasaki ZX-6R revives the appeal offered by middleweight sportbikes with slick new styling and other desirable updates. It breathes new life into the class and reminds us that middleweights are perhaps the most balanced sportbikes on the market.

Related: 2023 Kawasaki Ninja ZX-4RR Review | First Ride

The 6R gets a fresh face for the 2024 model year, with a beguiling new nose graced with LED lighting elements. Instrumentation is provided by a new 4.3‐inch TFT panel which provides access to integrated ride modes and smartphone connectivity.  

The 636cc engine receives updates to meet the latest emissions regulations, including revised camshaft profiles with mildly reduced lift and duration, a new intake funnel design intended to increase lower‐rpm power, and a fresh exhaust system. Most other mechanical components on the 6R are unchanged. 

The midsize Ninja retains the former model’s Kawasaki TRaction Control, a quickshifter, and ride modes, but the systems don’t receive the enhancement of an IMU that would inform traction control and braking – there’s no lean‐sensitive TC or cornering ABS.  

Ergonomics remain unchanged, described by Kawi as “naturally aggressive.” The clutch lever is adjustable over a five-position range, while the front brake lever has six. 

Ridge Romp on the Kawasaki Ninja ZX-6R 

Sportbikes are generally used for canyon strafing and other mundane street duties, but testing their ultimate capabilities deserves time on a racetrack. Kawasaki invited us to sample the 6R at the wonderfully hilly Ridge Motorsports Park near Olympia, Washington. The 2.47-mile circuit is quite technical with several blind hillcrests, offering a terrific playground for a middleweight sportbike.  

Heading out onto an entirely unfamiliar track creates anxiety, but the ZX-6R reminded me why middleweights are the Goldilocks of sportbikes. The aluminum‐framed chassis inspires confidence to accurately set and then reset lean angles as your pace increases. Steering response is lively but without any hints of instability, and the fully adjustable suspension was up to the task of controlling the chassis even at deep lean angles.  

GEAR UP 

• Helmet: Arai Contour-X 
• Gloves: Dainese Full Metal 6  
• Leathers: Dainese Laguna Seca 5 Perforated 
• Boots: Dainese Torque 3 Out 

Engines in new bikes almost always have more power than previous versions, but that’s not the case here. The 6R’s top‐end lunge has been somewhat muted by the emissions‐related mods, which is a bit disappointing. Regardless, plenty of power remains on tap to scream its way around a racetrack, and the improved midrange grunt should translate into a better powerband for street use.  

A slip/assist clutch mated to a cooperative gearbox eases gearshifts, but the quickshifter doesn’t swap gears with the expediency of some other systems and lacks an auto-blipping downshift function. Braking is similarly satisfactory, with a radial-pump master cylinder actuating monoblock 4-piston calipers on 310mm rotors up front that have lost their petal-shaped edges. The ABS system is updated to the latest Bosch 9.3MP unit, but it exacts a $1,000 premium over the base model and wasn’t tested at the track. 

The electronic systems include traction control and a choice of two power modes. Three-level traction control relies on wheel-speed sensors to adapt to available grip at varying speeds and throttle positions, and it can be switched off if you wish to ride unfettered.  

Checkered Flag 

While the ZX-6R doesn’t offer a great leap forward in performance, it is an incredibly well-balanced machine for unwinding twisty roads and racetracks. It has enough power to excite but not overwhelm, and it’s more attractive than ever.  

Priced at $11,299 (or $12,299 with ABS), the ZX‐6R makes a renewed case for the viability of the middleweight sportbike class. A fresh set of attractive clothes makes the deal even sweeter. 

Check out more new bikes in Rider‘s 2024 Motorcycle Buyers Guide

2024 Kawasaki Ninja ZX-6R Specifications 

• Base Price: $11,299 
• Price as Tested: $11,299 
• Website: Kawasaki.com 
• Warranty: 1 yr., unltd. miles 
• Engine Type: Liquid-cooled, transverse inline-Four, DOHC w/ 4 valves per cyl. 
• Displacement: 636cc 
• Bore x Stroke: 67.0 x 45.1mm 
• Horsepower: N/A 
• Torque: N/A 
• Transmission: 6-speed, cable-actuated slip/assist wet clutch, quickshifter (up only) 
• Final Drive: Chain 
• Wheelbase: 55.1 in. 
• Rake/Trail: 23.5 deg./4.0 in. 
• Seat Height: 32.7 in. 
• Wet Weight: 432 lb (439 lb w/ABS) 
• Fuel Capacity: 4.5 gal. 
• Fuel Consumption: N/A

The post 2024 Kawasaki Ninja ZX-6R Review | First Ride appeared first on Rider Magazine.

It’s a momentous event when Harley-Davidson reinvents iconic models like the Road Glide and the Street Glide, the most popular motorcycles on American roads. Aside from the shared frames and crankcases of these fraternal twins, pretty much everything else on the new Harley-Davidson CVO Glides has been reimagined. 

With a quick glance, you’ll recognize familiar batwing and sharknose fairings, but a closer look reveals entirely new bodywork. Dig a little deeper, and you’ll find a new motor: the 121-cubic inch Milwaukee-Eight VVT 121 featuring variable valve timing and liquid-cooled cylinder heads.   

Gaze a little longer, and you’ll notice a new inverted fork fitted with new radial-mount Brembo 4-piston calipers and larger brake rotors. You can’t see the shocks behind the restyled saddlebags, but they’re new too. 

It’s the dawn of a new era for the Glides, as this refreshed styling and high-tech motor surely will migrate to Harley’s non-CVO baggers in the next year or two. For now, all this newness will cost a cool $42,999.

Related: 2022 Harley-Davidson Road Glide ST and Street Glide ST | Review

Mo’ Mo From the MoCo   

The centerpiece of the new Harley-Davidson CVO Glides is a Milwaukee-Eight V-Twin, but the VVT 121 takes the M-8 to a higher level with variable valve timing. The system expands the powerband by electronically moving the camshaft through a 20-degree range based on factors like rpm, load, and gear selection, supplying more grunt at low revs while also enabling it to rev more freely up top.  

Harley’s internal code name for the new engine is “Helix,” and it features much more than just VVT. It uses the same bore size as the 117ci motor but gets additional stroke to add up to 121ci, or 1,977cc.  

(Fun fact: Remember when H-D’s old Big Twins displaced 61ci? Now we’ve got a Harley that has nearly as much displacement in just one cylinder!)  

The Helix gets its intake charge from a 4-liter airbox that’s 50% larger than H-D’s Heavy Breather and combines with a larger throttle body to feed the beast. The mixture is squeezed with a higher compression ratio (11.4:1) and dumps the spent charge into a freer-flowing exhaust that sounds deep and powerful for a stock system.  

Added up, H-D says its new V-Twin produces 9.5% more horsepower and 8% more torque than the Twin-Cooled 117 M-8, churning out 115 hp at 4,500 rpm and 139 lb-ft of torque at 3,000 rpm. Byproducts of this new architecture are increased fuel economy and improved durability thanks to cooler exhaust valves. Additionally, a new shift drum in the transmission makes selecting neutral when stopped easier.  

Harley-Davidson CVO Cockpit Renovation 

The view from behind the handlebars of the Harley-Davidson CVO Glides has been dramatically freshened and modernized. At center stage is a brilliant 12.3-inch TFT color touchscreen that can be set to display three view options: Cruise, Tour, and Sport. These can be further customized to include the displays of various widgets like tire-pressure monitoring, temperature, fuel range, and more.  

If you prefer pushing buttons to touching a screen, the CVOs are blessed with new backlit handlebar switches that have a nice tactile feel and are a welcome upgrade from the previous setup. Cruise control is standard, as are heated grips. Gone is the awkwardly bulky ignition switch behind the handlebar used previously, and an adjustable front brake lever is finally fitted. 

A Rockford Fosgate Stage II audio system provides 500 watts of power for bangin’ road tunes pounded out by two pairs of speakers, one in the fairings and the other in the saddlebags. The instrumentation is compatible with smartphones for wireless connections, and both models feature storage compartments with a USB-C outlet.  

The Harley-Davidson CVO Glides also offer selectable ride modes (Road, Sport, and Rain) that control power delivery, engine braking, cornering ABS, traction control, and hill-hold control. These parameters can be personalized to suit rider preferences by setting up a custom map.  

GEAR UP:  

• Helmet: Arai Signet-X  
• Jacket: Alpinestars Hoxton V2  
• Gloves: Highway 21 Jab Perf  
• Pants: Saint Unbreakable  
• Boots: H-D Hagerman  

Both models include fairings with a “floating” windscreen design that’s augmented by an adjustable air-control vane in the center vent to alter airflow to suit riders of various heights. Electric windscreen adjustment isn’t part of the package. Fine-tuning airflow is accomplished by adjustable wind deflectors. The Road Glide gets new versions of “Willie Wings” along the trailing edge of its fairing, while the Street Glide’s deflectors are located on the upper fork legs.  

Weight A Minute 

There’s no getting around the fact that big-inch baggers are heavy, so we’re happy to see Harley making steps to reduce the weight of their bikes. The biggest weight-loss investment is the triple clamp that’s made using a liquid aluminum forging process. It cuts 7 lb from this critical area.  

Also of note is a purported 4-5 lb of wiring stripped out thanks largely to the all-in-one TFT gauge panel. The fuel tank still holds a generous 6 gallons, but thanks to using thinner-gauge steel, it’s 2 lb lighter. The net result is a Street Glide that weighs 31 lb less, and the Road Glide’s mass is cut 35 lb. Total weight of the SG is 838 lb, while the RG scales in at 862 lb.  

Related: Harley-Davidson Announces 120th Anniversary Editions and Other 2023 Models

Milwaukee’s Finest 

H-D invited us to its home base to ride the new CVOs – the MoCo’s first global press launch since 2019. It was nicely timed, as I had just finished riding a Road Glide to Monterey for the KOTB races three days earlier, so I’d have recent comparative impressions. Side by side with an Indian Challenger, the OE Road Glide felt outclassed in terms of power, plushness, and technology.

We would’ve felt differently if we were aboard the new CVO model.

Harley-Davidson CVO Road Glide  

We prefer the cleaner shape of the old RG’s fairing, but we must say this new CVO version looks much better in 3-D than in pictures. The finish detailing is exceptional on both models.  

The buckhorn handlebar on previous RGs is replaced by a tall mini-ape bar that places fists to wind in a flatter arrangement. Full-lock turns required a big reach from my short arms, but the bar can be rotated in its nicely finished upper triple clamp to sit closer to the rider. A heel/toe shifter provides gear-shifting options above the comfy footboards. The rear brake pedal remains located awkwardly high.  

We’re big fans of the 117ci M-8, but that lovable lump gets demoted with this impressive 121 VVT. It has more of everything, pulling harder from down low and revving strongly until its 5,500-rpm redline. It cruises easily at speed, even in lower gears – the motor remained smooth even in 3rd gear at 55 mph with about 3,400 rpm showing on the tach.  

We’re not sure we need electronic engine controls, but we’re pleased when they operate as well as the ones here. For example, the adjustable engine braking is wonderful. I switched it to the lowest setting to yield less pitching when decelerating. Augmented by H-D’s cornering drag torque slip control, the bike felt almost like it has a slipper clutch and allowed me to control my speed with my choice of braking inputs.  

Kudos to the engineers who dialed up a better suspension on these Glides. The 47mm inverted Showa fork gets some credit, even if it has the same 4.6 inches of travel as previous. More effective – and more needed – are new emulsion shocks that offer a significant improvement in suspension plushness. Although they have just 3 inches of travel, it’s a 50% increase over the 2 inches on the harsh-riding RG Special. The CVO shocks have a threaded preload adjustment on the right side, while the left-side features a remote adjuster that fine-tunes preload hydraulically. Rebound damping is also adjustable but requires removing a saddlebag to accomplish.

Harley-Davidson CVO Street Glide  

To our eyes, the Street Glide’s new styling is a homerun, looking familiar but more contemporary. The integration of the turnsignal lamps into the fairing disposes of unsightly signal stalks, and the overall design looks modern without alienating fans of the beloved batwing. 

The handlebar is about a foot lower than on the Road Glide, which helps make the bike feel smaller than the RG. The wind deflector flap below the windscreen proves to be effective at reducing buffeting when it’s tilted upward. Mirrors provide a blurrier rear view than the nice stalk mounts on the RG. On the plus side is the ultra-convenient spring-loaded drawer cubby below the instrumental panel on the SG.  

The Glides feel – and literally are – at home on rural Wisconsin roads, ably swallowing miles as bucolic scenery rolls past. Our route took us past the fabulous Road America racetrack where the KOTB series raced six weeks earlier and then into a delightful little stretch of curvy road nestled in a forest. The bikes feel remarkably planted in the corners and provide the confidence to crank over the baggers until their footboards drag at 32 degrees. Responses from the new braking system improve upon the capable previous setup.

New seats keep riders comfortable, but we’re again perplexed why the passenger seats slope rearward. I sometimes want to leave my wife behind when I go for rides, but not if I start the ride with her behind me.

Glide Guide

These Glides are easily the best ones yet. Their motors have more power at all points on the tach, and their instrumentation is now among the best in the business. Combined with a dramatically smoother suspension, better brakes, and a pleasing new cockpit, these new models up the ante in the bagger segment.

The bagger bar has been raised. 

For more information, visit the Harley-Davidson website.

See all of Rider‘s Harley-Davidson coverage here.

The post 2023 Harley-Davidson CVO Street Glide and Road Glide Review | First Ride  appeared first on Rider Magazine.

The simple formula for going fast has been in play since the dawn of motor vehicles: Stuff the largest and most‑powerful engine into a sporty chassis that can handle it. When it comes to fully air-cooled motors made in America, none are bigger than those in the cruiser motorcycle comparo you see here. They’ve got a combined 233 cubic inches on tap for our visceral and aural pleasure – 117 cubes on the Harley-Davidson Low Rider S and 116 on the Indian Sport Chief.

Power has a charm all its own, but nothing puts butts in seats like attractive designs. Here we’ve got variations on West Coast club-style, with sporty windscreens leading their way to tall-but-forward club-style handlebars and mid-mount foot controls. These are elemental but imposing motorcycles, graced by subtle flash and plenty of dash.  

Low Rider Cruiser Motorcycle Legacy 

The Low Rider S follows a lineage of Low Riders that began in 1977 with Willie G.’s Shovelhead-powered FXS and then the belt-driven FXSB. The model transitioned to the Dyna platform in 1995 and remained in production until 2009.

The nameplate was too potent to lay dormant, so Harley delivered a new Low Rider for 2014-17, including the debut of the Low Rider S moniker in 2016. In 2018, it transitioned again – a bit controversially – to the Softail platform and the Milwaukee-Eight powertrain. Upon its debut, H-D referenced past models and inspirations from California.

Related: 2016 Harley-Davidson Low Rider S | First Ride Review

“We’ve applied that coastal style and performance-first attitude to the Softail chassis to create a Low Rider S that’s more powerful and agile than ever,” said Brad Richards, H-D vice president of design. And the formula has proven to be successful, also spawning the desirable FXRT-inspired Low Rider ST in 2022.

Indian: Me Too! 

Indian gave the Chief a thorough overhaul for the 2022 model year, introducing a steel-tube frame with twin-shock rear suspension. Ironically, its layout is closer to Harley’s former Dyna than the Softail-based Low Rider S.

And now we have the Sport Chief, which adds a bullet-nose fairing sized midway between the Low Rider S’s windscreen and the Low Rider ST’s more expansive fairing. Imitation is the sincerest form of flattery.  

Related: 2023 Indian Sport Chief | First Ride Review

Miss America

A cursory look at this duo reveals many similarities, all framed around narrow-angle V-Twins. Most surfaces are black, but polished cylinder finning adds a bit of brightwork. Harley’s M-8 is a little brighter with its chromed pushrod tubes. The Indian’s black wheels feature machined spoke edges for a flash of bling, while the Radiate wheels of the Low Rider are finished in dark bronze.

The most visually obvious distinction is in their snouts, with the Indian’s fairing much more prominent than the diminutive wind deflector on the H-D. Both bikes have dual-disc brakes on their inverted forks, and both have black shotgun-style mufflers. Neither accommodates a passenger in stock form, but accessories are available to ensure your significant other doesn’t have to stay home.

Both bikes feature cruise control and self-canceling turnsignals as standard equipment, but the cockpits differ in terms of technology. The Low Rider uses a familiar 4-inch analog tach with a small digital section that includes readouts for speed, gear selection, fuel level, clock, tripmeter, and fuel range. Its location is set higher than the Chief’s, making it easier to scan quickly.

That’s enough instrumentation for most, but Indian one-ups its Milwaukee rival with a color TFT touchscreen that adds Bluetooth connectivity, navigation, and audio inputs, as well as readouts for air temperature and altitude, a trip computer, and ride-mode selection. It also provides a USB charge port and a 12V outlet.

The Harley’s triple clamp, handlebar clamp, and tank console are finished in a Rhino Lining-like Wrinkle Black, which looks tuff if not pretty. On the other bar, the Sport Chief’s upper triple clamp features machined accents that add a high-end touch, along with a bar clamp capped by an attractive scripted Indian “I” in silver.  

West Coast Cruiser Motorcycle Cost Analysis 

Parking either of these bikes in your garage will set you back about $20K, but their prices add up differently.

The base Low Rider S retails for $18,199, while the Sport Chief starts at $18,999. Choosing a color other than black adds $525 to the Harley and $500 to the Indian. The Indian comes standard with ABS, but it’s a $950 option on the LR-S. Traction control is also standard on the Sport Chief, but H-D’s Rider Safety Enhancements package (with traction control) costs an extra $200. As tested, the Harley is priced at $19,874 and the Indian at $19,499. Both companies tack on additional surcharges and fees, some of which are at the dealer’s discretion. 

Fired Up 

Both bikes come to life via an electronic key fob, which is a huge convenience for many and a PITA for some old-school brothers. While many appreciate the tactile mechanicalness of an actual key, there’s no denying the handiness of a fob.

Harley’s Milwaukee-Eight engine convulses at idle, adding some drama to the experience, accompanied by ticking lifter noise. Indian’s Thunderstroke feels smoother, like it’s bathed in oil. Both rumble with pleasing baritone exhaust notes – loud enough to sound mean but not mean enough to be obnoxious. They’re a decent compromise within EPA requirements.

GEAR UP:

• Helmet: ScorpionEXO Covert FX
• Jacket: Joe Rocket Classic ’92
• Gloves: Joe Rocket Cafe Racer
• Pants: Joe Rocket Anthem Jeans
• Boots: Joe Rocket Outbreak

Our fondness for Harley’s M-8 powertrain is raised to a more supreme level with the 117ci versions we’ve tested. It spits out hearty low-end grunt beginning below 2,000 rpm and continues surging with a strong pull on the way to its 5,500-rpm redline.

Indian’s 116ci Thunderstroke is a nice match, just 1ci shy of H-D’s M-8. Can you really feel the extra inch? How about 33cc? A bit, but the bikes feel similarly powerful in general use. Indian says its mill cranks out 120 lb-ft of torque at 2,900 rpm, while Harley claims 125 lb-ft at 3,500 rpm.

It’s at the upper end of the rev ranges where the MoCo motor stretches its 4-valve-per-cylinder legs, making it feel almost like it has dual personalities – it’s torquey yet revvy – and cranks out about 95 hp at 4,700 rpm on a rear-wheel dyno. That’s more than 10 ponies up on the Indian motor, a significant advantage. However, when riding them on the street, we never would’ve guessed the gap was so large, as these engines are all about surfing their prodigious midrange torque.

The Harley’s motor also earns an edge in the direct responses from its twistgrip. No ride modes here, just an unbroken connection with the throttle. In comparison, the Thunderstroke feels like a computer is dictating its responses. 

GEAR UP:

• Helmet: Arai Ram-X
• Jacket: Highway 21 Gunner
• Gloves: Highway 21 Revolver
• Pants: Highway 21 Blockhouse Jeans
• Boots: Highway 21 Journeyman

Indian’s Sport mode delivers unnecessarily jumpy throttle responses, but switching to Standard mode calms things considerably and makes for a much smoother ride. But when you jump on the Harley and feel the immediate responses cued from its right grip, the Chief feels docile in comparison. I ended up preferring the liveliness of Sport mode and adjusted to its snatchiness.

The Sport Chief may lose ground in outright power, but it makes some of that back with a gearbox as good as a big-inch cruiser gets, even allowing seamless upshifts without using the clutch. The slip/assist clutch requires less lever effort and allows for sloppy downshifts, but its engagement zone isn’t as broad as the Harley’s. Six-speed transmissions feed belt drives on both.

Cruiser Motorcycle Battle Tale of the Tape 

Again, we have a close match in several areas, but there are a few key distinctions. Weights with full fuel tanks are nearly identical, with the Low Rider just 6 lb lighter than the 685-lb Sport Chief. The actual weights of the machines are likely 12 lb apart due to the 5-gallon Harley tank holding 1 gallon more than the Indian’s.

Ergonomically, there are few distinctions. Straight handlebars are mounted on risers for tall hand positions. The Low Rider’s 4-inch bar risers position the handlebar a little closer to the rider. Footpeg locations are pretty much identical, mid-mounted to deliver a position that places feet below knees. They yield a much tighter knee bend than with forward controls, so longer-legged riders might feel cramped.  

The Sport Chief enjoys a lower seat height, at 27 inches, but that’s certainly not a problem if you have an inseam of at least 28 inches, which is where the Low Rider’s seat is located. The Harley’s saddle is slightly more scooped out than the Indian’s, but both feel equally comfortable, with supportive bolsters holding riders securely in place.

In terms of chassis geometry, both bikes have the same rake angle (28 degrees), but the amount of trail diverges. More trail results in slightly slower steering responses, and it’s 4.4 inches on the Indian to the Harley’s 5.7 inches. However, the wheelbase of the Low Rider is 1 inch less than the Chief’s 64.6 inches, gaining back some agility, as does its slightly narrower front tire.

All those numbers add up to remarkably similar vehicle dynamics, with neither bike having a clear advantage. The narrow bars look cool but decrease leverage, yielding steering effort best described as deliberate, not flickable.

Both are quite sporty for bikes with more than 5 feet between contact patches, feeling secure up to and beyond the available cornering clearances. Burly frames keep the bikes from getting twisted up when levered hard into corners. Harley states a 31.3-degree lean angle for the Low Rider S, which is a slender cornering advantage over the Sport Chief’s 29.5 degrees.

Suspension performance is nearly a wash. Inverted forks with 5.1 inches of travel on both respond similarly well with nicely dialed damping. The Harley’s 4.4 inches of travel in its Softail rear suspension is slightly more (0.4 in.) than the Indian’s dual shocks offer – more than other Softails and Chiefs – but both do an effective job of smoothing out all but the biggest bumps.

With the power on tap to pile up speed on these muscle-bikes, it’s nice to know they have stout sets of brakes. Both use dual-disc setups up front with 4-piston calipers actuated via braided-steel lines. We’ll give the nod to the Indian’s radially mounted Brembo calipers and bigger discs, which provide a bit more power and feedback than the Harley’s binders.

The lighter clutch pull on the Chief makes it less fatiguing to ride in stop-and-go traffic, but the effort required from the Low Rider isn’t onerous. Heat radiating from the engines is attenuated by rear-cylinder deactivation programming, but there’s no escaping the warmth produced by immense air‑-cooled motors.

Hand controls are similarly effective, both with beefy, contoured levers that feel good on fingertips. Gripes are few. Harley’s dual-button turnsignals still feel like one button too many, while we wish Indian’s signal switch had a tactile cancel click. Self-canceling turnsignals mean you never look like an absent-minded old man, even if you are one. Kudos to H-D for its signals canceling quicker. But shade gets thrown on the Low Rider S for the mediocre low-beam illumination from its headlight.  

Same But Different 

The motorcycles in our last all-American shootout – H-D Sportster S and Indian’s Scout and FTR – couldn’t have been much more different for a trio of bikes with liquid-cooled V-Twin engines. But the bikes in this comparo are remarkably similar and priced that way too.

The Low Rider S stands out for the stellar responses and visceral feel of its 117ci M-8 powertrain. It feels more alive – and more powerful – than the cloudier feedback from Indian’s Thunderstroke. On the downside is a less attractive cockpit. The H-D’s instrument pod looks cheap in general – especially next to the Indian’s TFT – and its wrinkle-finish triple-clamps and bar risers aren’t as classy as the finishing on the Indian.

The Sport Chief struts an impressive profile with its prominent and visually appealing fairing and is augmented by classy finish detailing. Technology adopters will appreciate its vastly more robust suite of electronics. Purists might whinge about the dilution of feedback from the machine relative to unadulterated responses from the MoCo’s offering.

“In terms of engine character, overall performance, and handling, these bikes are pretty much neck and neck,” said EIC Greg Drevenstedt, co-rider in the comparison. “If one isn’t clearly head and shoulders above the other in terms of function, then it comes down to the details. The Wrinkle Black finishes on the Harley look utilitarian, like the bed of a pickup truck. The Indian exhibits more attention to detail and has nicer finishes, and the Sport Chief’s fairing gives the bike a more cohesive look than the Low Rider S’s flyscreen.”

Greg and I were on the same page when deciding which bike we preferred, judging them remarkably close.

“While I appreciate the more raw feel of the Harley’s 117, neither of these bikes will stay stock for long,” said Drevenstedt. “A few performance mods will make either bike even meaner. For me, it comes down to style and stance. I love the bronze wheels on the Low Rider S, but I’m not a fan of the White Sand Pearl paint, which looks beige. Those wheels look better on the Vivid Black version, which reminds me of a late ’70s ‘screamin’ chicken’ Trans-Am.

“But the one that draws me in is the Sport Chief. It’s longer, lower, and looks more aggressive. A muscle cruiser should scream ‘bad ass’ even when parked on the curb, and the Indian does that.”

With a comparison this competitive, choosing a winner might all come down to brand loyalty and how the forms of each bike hit subjective eyes. And whichever bike you pick, you won’t be wrong.

West Coast Cruiser Motorcycle Spec Chart Shootout

Base Price:

• 2023 Harley-Davidson Low Rider S: $18,199
• 2023 Indian Sport Chief: $18,999  

Price as Tested:

• H-D: $19,874 (White Sand Pearl paint, ABS, Rider Safety Enhancements)
• Indian: $19,499 (Ruby Smoke paint)     

Warranty:    

• H-D: 2 yrs., unltd. miles
• Indian: 2 yrs., unltd. miles

Website:   

• H-D: Harley‑Davidson.com
• Indian: IndianMotorcycle.com

ENGINE 

Engine Type:    

• H-D: Air‑cooled, transverse 45‑degree V‑Twin, OHV w/ 4 valves per cyl. 
• Indian: Air‑cooled, transverse 49‑degree V‑Twin, OHV w/ 2 valves per cyl.

Displacement:  

• H-D: 117 ci (1,923 cc)
• Indian:  116 ci (1,890 cc)

Bore x Stroke: 

• H-D: 4.075 x 4.5 in. (103.5 x 114.3mm)
• Indian: 4.063 x 4.449 in. (103.2 x 113.0mm)

Compression Ratio:

• H-D: 10.2:1
• Indian: 11.0:1

Valve Insp. Interval:

• H-D: N/A (self‑­adjusting)
• Indian: N/A (self‑­adjusting)

Fuel Delivery:

• H-D: Electronic Sequential Port Fuel Injection
• Indian: Closed loop EFI w/ 54mm throttle body

Lubrication System:

• H-D: Dry sump, 5.0 ­qt. cap.
• Indian: Semi‑­dry sump, 6.0 qt. cap.

Transmission:    

• H-D:  6‑speed, cable-­actuated wet assist clutch
• Indian:  6­-speed, cable‑actuated wet assist clutch

Final Drive:     

• H-D: Belt
• Indian: Belt

CHASSIS 

Frame:  

• H-D: Tubular steel w/ rectangular‑­section backbone & steel swingarm
• Indian: Tubular steel w/ steel swingarm

Wheelbase:

• H-D: 63.6 in.
• Indian: 64.6 in.

Rake/Trail:

• H-D:  28.0 degrees/5.7 in.
• Indian:  28 degrees/4.4 in.

Seat Height:

• H-D: 28.0 in.
• Indian:  27.0 in.

Suspension, Front:

• H-D: 43mm inverted fork, no adj., 5.0 in. travel
• Indian: 43mm inverted fork, no adj., 5.1 in. travel

Suspension, Rear:

• H-D: Single shock, adj. preload, 4.4 in. travel
• Indian: Dual piggyback shocks, adj. preload, 4.0 in. travel

Brakes, Front:

• H-D: Dual 300mm discs w/ 4­-piston calipers & ABS (as tested)
• Indian: Dual 320mm discs w/ 4‑piston calipers & ABS

Brakes, Rear:

• H-D: Single 292mm disc w/ 2‑piston caliper & ABS (as tested)
• Indian: Single 300mm disc w/ 2‑piston caliper & ABS

Wheels, Front:

• H-D: 19 x 2.5 in.
• Indian: 19 x 3.5 in.

Wheels, Rear:

• H-D: 16 x 5.0 in.
• Indian: 16 x 5.0 in.

Tires, Front:

• H-D: Tubeless, 110/90B‑19
• Indian: Tubeless, 130/60B­-19

Tires, Rear: 

• H-D: Tubeless, 180/70B‑16
• Indian: Tubeless, 180/65B­-16

Wet Weight:

• H-D:  679 lb
• Indian:  685 lb

Load Capacity:

• H-D: 481 lb
• Indian: 475 lb

GVWR:

• H-D: 1,160 lb
• Indian: 1,160 lb

PERFORMANCE

Horsepower:

• H-D: 103 @ 4,750 rpm (factory claim)
• Indian: 96 @ 4,200 rpm (estimated)

Torque:

• H-D:  125 lb­-ft @ 3,500 rpm (factory claim)
• Indian:  120 lb‑ft @ 2,900 rpm (factory claim)

Fuel Capacity:

• H-D: 5.0 gal.
• Indian: 4.0 gal.

Fuel Consumption:

• H-D: 47 mpg
• Indian: 48 mpg

Estimated Range:

• H-D: 235 miles
• Indian: 192 miles

See all of Rider‘s Harley-Davidson coverage here.

See all of Rider’s Indian coverage here.

The post West Coast Cruiser Motorcycle Battle: 2023 Harley-Davidson Low Rider S vs. Indian Sport Chief appeared first on Rider Magazine.

It’s a rare situation when a motorcycle debuts in a class of its own, but that’s what we have here in the 2023 Kawasaki Ninja ZX-4RR. Sure, the Ninja 400 has been a popular member of Team Green for several years and is an excellent streetbike, but its parallel-Twin engine is far more pedestrian than the shrieking 4-cylinder motor in this little screamer that revs to 16,000 rpm. 

Also important is how upscale this thing looks. It appears far more exotic than most other smaller-displacement sportbikes, resplendent in its Kawasaki Racing Team (KRT) color and graphics.

Adding to its upmarket presentation is TFT instrumentation, full LED lighting, an up/down quickshifter, traction control, and dual-disc front brakes with radial-mount monoblock calipers and standard ABS.  

The ZX-4RR has the potential to reinvigorate the sportbike market, providing a gateway to high-level performance in a package that is both tamable and attainable. Its power naturally pales in comparison to a fire-breathing ZX-10R or even a ZX-6R, but the 124 mph shown on its speedometer at the end of Thunderhill Raceway’s front straight demonstrates its potential for speed.  

Related: 2024 Kawasaki Ninja ZX-6R | First Look Review

Class Revamp 

The 400cc sportbike market raged in the 1990s, with high-end race replicas from every Japanese OEM available in their domestic markets. American importers were skeptical that these pricey little bikes would find much appeal to riders on our shores, but Yamaha took a chance and offered its FZR400, which earned a reputation as one of the best-handling bikes of its era.  

Production of the FZR400 began in 1987, and the bike was regularly updated until its demise in 1994. The Yamaha’s inline 4-cylinder used a 56.0 × 40.5mm bore and stroke said to produce 59 hp at 12,000 rpm, with an over-rev capability up to its 14K redline. Racy steering geometry ensured agility, aided by an aluminum frame that kept wet weight down to about 410 lb. 

Sadly, I missed out on my chance to ride any of the 400s from that golden era, so I was stoked for the opportunity to test a contemporary version of this forgotten class.  

A New Era 

The Kawasaki Ninja ZX-4RR was primarily developed for Asian markets that have licensing and insurance regulations to encourage the use of smaller-displacement motorcycles. Just as Yamaha took a chance in the U.S. market with the lovable FZR400, Kawasaki is doing the same with this latest Ninja.  

A common attitude about small-displacement sportbikes in bigger-is-better America has been that we’re not much interested in them, but the U.S. market is evolving. Kawasaki tells us that uptake on the 4RR has been strong at the dealer level thanks to the bike’s unique selling proposition.  

Part of the Kawi’s distinctiveness is its ability to rev up to a stratospheric 16,000-rpm redline, which is higher than any engine offered in the USA aside from the Ducati Panigale V4R’s 16,500-rpm rev ceiling. The 4RR uses a more oversquare bore and stroke (57.0 x 39.1mm) than the FZR400 to safely achieve those lofty revs, along with forged camshafts and triple-rate valve springs.  

Kawi’s USA arm doesn’t provide horsepower figures, but its Euro importer touts 76 crankshaft hp at 14,500 rpm. Torque peaks all the way up at 13,000 rpm with 28.8 lb-ft.  

Related: 2020 Kawasaki Ninja 650 | Road Test Review

EPA Killjoy 

Unfortunately, EPA noise regulations mean that the 4RRs coming to North America are restricted, most likely by way of the electronic throttle valves at high revs. Our 4RRs produce peak power around 11,500 rpm according to a dyno chart supplied by Graves Motorsports, just shy of 60 hp at the rear wheel. Upconverting that number to a rated-at-crankshaft figure translates to about 65 hp, at least 10 ponies down from its Euro spec.  

The 4RR proved to be thrilling to ride, but I’d feel a little gypped to own one and not have access to the bike’s full potential. Bikes like these are frequently fitted with aftermarket exhaust systems that drastically increase the sound from the tailpipe, so the EPA’s intentions will likely have limited real-world impact.  

If I owned one, the first thing I’d do is visit Graves Motorsports for an ECU reflash, even though that would be illegal in the eyes of the EPA. For trackday/racing use only, a reflash and a cat-back slip-on muffler from Graves results in a claimed 76 rear-wheel hp, a massive 37% 27% increase. Yee-haw!  

Racetrack Ready 

Kawasaki could’ve cheaped out and hosted the 4RR’s launch with a street ride but thankfully made a bolder move and rented Thunderhill Raceway for us to divine the bike’s maximum performance potential. And we’re glad it did – flogging the newest Ninja on the entertaining and hilly racetrack in Northern California elicited countless grins and zero moments of panic.  

The 4RR feels light and manageable upon first straddle of its 31.5-inch seat. It scales in at 415 lb with its 4-gallon tank full, which equates to about 390 lb of vehicle weight, despite a steel (rather than aluminum) frame. Ergonomics are sportier than the Ninja 400 but less punishing than Kawi’s ZX-6R or ZX-10R. The seat has a surprising amount of fore/aft room to accommodate riders of various sizes and changing body positions on the track. 

The effort required to use the bike’s slip/assist clutch feels impossibly light, and both hand levers are adjustable over five positions to suit hands of any size. The 4.3-inch TFT features a Circuit Mode for lap timing and to display track-related information in an easier-to-view layout. Kawasaki’s Rideology app can connect the bike to smartphones.  

The Kawasaki Ninja ZX-4RR includes two power modes – with a Low setting for less-experienced riders– and three ride modes (Sport, Road, and Rain) with preset Kawasaki TRaction Control (KTRC) and power modes. Also available is a Rider mode in which the systems can be set independently, including three levels of traction control with the ability to be switched off.  

For my first session, I used Sport mode and kept the traction control at its least-intrusive setting. The 4RR doesn’t have an IMU to inform TC or braking, relying instead on wheel-speed differentials, so there’s no lean-sensitive TC or cornering ABS.  

GEAR UP

• Helmet: Arai Corsair-X Vinales-5 Replica 
• Suit: Alpinestars Missile 
• Gloves: Alpinestars GP Pro 
• Boots: Sidi Mag-1  

It had been years since I had ridden Thunderhill, and the rider-friendly nature of the Ninja was an ideal accomplice to relearn the track. Pointing the bike at apexes required only modest effort. Gear changes were clicked off effortlessly thanks to clutchless upshifts and downshifts offered by the quickshifter, an easily visible gear-position indicator, and a tachometer that shows revs above 10,000 rpm at the top of the display. 

After only a few laps, I was dragging knees in corners and cutting seconds off my early lap times, smiling in my helmet as the Ninja complied with my inputs. The little 4-cylinder engine screams with a wonderful wail as it sings to its redline, but it’s smarter to shift around 12,000 rpm when the power levels off due to the cursed EPA restrictions. Intake snorkels with differential lengths (40mm and 60mm) do their best to offer a broader spread of power, but you’ll want to rev the snot out of the little Ninja for the optimum experience.   

Related: Kawasaki Announces More New and Updated 2023 Models

Star Power 

During the next session, I found myself behind a rider I didn’t recognize from the motojournalist ranks. He was cutting some nice lines, and it was fun to catch him in some places and lose time in others during our little cat-and-mouse game.  

At the end of our 30-minutes session, I walked over in the pits to say hello to this stranger and express the entertainment I got from dicing with him.  

“Oh, hi, I’m Dax,” he replied.  

Wait a minute…Dax? There can’t be many Daxs in the world, so I finally made the connection that I was ripping around with Dax Shepard: actor, podcaster, and husband of movie star Kristen Bell! It was delightful to see a celebrity with the ability to rip around a racetrack.  

“Being broke in Michigan, what I would’ve loved was a Corvette ZR-1. I got my Katana 600 for $1,800 used, and it was faster than a ZR-1,” Shepard told us about his love for speed, which began with a humble Honda Spree.  

“I’ve always been blown away by how inexpensive it is to have performance with a motorcycle,” said the co-host of Top Gear America. “I had a couple of different track bikes, and other than tires, I’d never done one thing to them. So the notion that you could have a vehicle that you could go to 20-plus trackdays and not be replacing rotors and pads and suspension components, it’s bang for the buck – the most fun anyone could have.” 

Please, Sir, Can I Have Another? 

Unlike a literbike, which can be exhausting to thrash around a racetrack, I remained raring to go even after full 30-minute sessions. What’s refreshing is time – time to ease your grip on the bars, time to breathe, time to analyze.  

Although I didn’t feel traction control intruding much during previous sessions, I did notice ABS kicking in at a couple of braking zones. I ended up disabling traction control and ABS so I could ride unencumbered by the electronic nannies. Power application became more direct with a stronger pull out of corners, so TC surely had been kicking in during earlier stints.  

I was initially worried about the grip from the stock Dunlop Sportmax GPR300 tires, which seemed to be a substandard choice for a trackday. Surprisingly, they stuck quite well, all the way up to and past footpeg-scuffing levels.  

The suspension performed quite well for my weight, although heavier riders were making adjustments to the inverted Showa fork and fully adjustable Showa BFRC Lite shock that’s similar to the one used on the ZX-10R. The 37mm fork uses SFF-BP internals, in which the large-diameter damping piston provides more surface area to interact with oil, which allows the fork to move more smoothly during the initial part of its stroke. Adjustable spring preload on a fork is a first for this class, but it’s the only setting that can be altered.  

The radially mounted 4-piston monoblock calipers and 290mm discs are plenty for bleeding speed from the 399cc engine and offer a decent amount of feedback. Switching off ABS offered a big improvement in confidence on the racetrack. The quickshifter was a huge benefit as well, with auto-blipping downshifts and the slipper clutch allowing hurried gear changes. 

Who Wants One? 

Being in a class of one, the 4-cylinder ZX-4RR stands apart from other small-displacement offerings. Its $9,699 MSRP enables the bike to have high-end features, but some will point out that a much more powerful ZX-6R costs only $2,600 more when equipped with ABS.  

Or you could get the twin-cylinder Ninja 400 for as little as $5,699 with ABS, but then you’d miss out on TFT instruments, dual-disc front brakes, traction control, and adjustable suspension, plus you’d give up a bunch of power and the siren song of a high-revving four-cylinder motor.  

It’s worth reiterating how much of a gigglefest it is to hammer a modestly powered but lightweight sportbike around a racetrack, even for riders with decades of experience on high-powered literbikes. And for those who might be taking to the track for the first time, a sporting motorcycle like the ZX-4RR is an ideal tool to learn how to do it properly.  Mr. Graves, please send a reflashed ECU ASAP. 

2023 Kawasaki Ninja ZX-4RR Specs

• Base Price: $9,699 
• Warranty: 1 yr., unltd. miles  
• Website: Kawasaki.com 
• Engine Type: Liquid-cooled, transverse inline-Four, DOHC w/ 4 valves per cyl.  
• Displacement: 399cc  
• Bore x Stroke: 57.0 x 39.1mm 
• Horsepower: N/A 
• Torque: N/A 
• Transmission: 6-speed, cable-actuated slip/assist wet clutch, up/down quickshifter 
• Final Drive: Chain  
• Wheelbase: 54.3 in.  
• Rake/Trail: 23.5 degrees/3.8 in. 
• Seat Height: 31.5 in. 
• Wet Weight: 415 lb  
• Fuel capacity: 4.0 gal.

See all of Rider‘s Kawasaki coverage here.

The post 2023 Kawasaki Ninja ZX-4RR | First Ride Review  appeared first on Rider Magazine.

Big news out of Harley-Davidson today with the release of two new Harley-Davidson CVO models that feature significant styling updates for the popular Street Glide and Road Glide models. Just as significant, if not more so, is the debut of a new 121ci Milwaukee-Eight motor that includes a new variable-valve-timing system.  

H-D’s premium CVO line regularly features new components that eventually make their way into the MoCo’s regular product portfolio. These mid-2023 models will have their public reveal at the Harley-Davidson Homecoming extravaganza in July.  

Related: Harley-Davidson Announces 120th Anniversary Editions and Other 2023 Models

“With the introduction of the all-new CVO Street Glide and CVO Road Glide, we’ve completely reimagined two of Harley-Davidson’s most iconic motorcycles and redefined the boundaries of CVO in the process,” said Jochen Zeitz, Chairman, President and CEO of Harley-Davidson. 

Full details of the new bikes won’t be released until their official premiere on June 7, but here’s what we know so far.  

The Street Glide’s iconic batwing fairing has been resculpted into an edgier design, with an undercut headlight panel that vaguely resembles the LiveWire One. The windscreen is laid back for a faster profile, and it’s likely that it now includes electric adjustability. Turnsignals are now integrated into the fairing rather than using unsightly external signals.  

The Road Glide’s sharknose fairing also receives a freshened treatment with added creases in its design to create a more modern look. The LED headlamp has been styled to emulate the twin headlights of earlier designs, and turnsignal lamps are integrated within the outer portions of the fairing. An electric adjustment for the windshield is also probable here. 

“These all-new designs bring a cohesive and dynamic flow from the front fenders to the saddlebags,” said Brad Richards, Harley-Davidson Vice President of Design and Creative Director. “Achieving a greater degree of visual change than any generation prior, the design of these CVO models are revolutionary takes on the historical art of evolution. Like all Harley-Davidson motorcycles, these new models are meant to instill a sense of timeless desire.” 

Story continues below video.

Both models feature a new inverted fork and Brembo radial-mount brake calipers, along with a new wire-spoke wheel design that will allow for tubeless tires. Two paint/finish options will be available, but we’ve only seen the gray colorway in these photos. New infotainment systems are also teased but not seen. We expect a large TFT screen, perhaps around 10 inches, to navigate the controls and settings. A 6-axis IMU will likely be included to inform electronic rider aids like cornering ABS and traction control.  

The most interesting item in these new CVOs is the new Milwaukee-Eight VVT 121 engine, a step up in displacement from the 117ci power units that were once the exclusive domain of CVOs but have now migrated to regular Harleys. H-D has thus far provided no details about the new V-Twin, but certification filings in Australia reveal that it displaces 1,923cc and has a peak output of 103 hp. Its variable valve timing is intended to broaden the motor’s range of power to pull strongly from down low and also rev out on top. It may also serve as a way to extend the life of the air-cooled V-Twins in the face of stricter emissions regulations. 

“By rethinking these two models from the ground up,” Zeitz added, “we are ushering in a new era of innovation, design, engineering, and technology, while expanding the definition of Harley-Davidson CVO and taking the Grand American Touring experience to another level. The new CVO Street Glide and CVO Road Glide break the mold and reset the bar for the pinnacle Harley-Davidson riding experience.”  

Pricing for the new CVOs has yet to be announced, but they’ll surely carry MSRPs higher than the $42,000 of last year’s CVO Street/Road Glides.  

Full details were announced on June 7, 2023. See story here: Harley-Davidson Announces Full Details on 2023 Harley-Davidson CVO Street Glide and CVO Road Glide

For more information, visit the Harley-Davidson website.  

See all of Rider‘s Harley-Davidson coverage here.

The post 2023 Harley-Davidson CVO Street Glide and CVO Road Glide | First Look Review appeared first on Rider Magazine.

The updated and upgraded Triumph Street Triple 765 hits a sweet spot in the sporty motorcycle market. It’s comfortable enough for commuting and light-duty touring, cool enough to hold its head high at bike nights, and fast enough for scorching trackdays. With prices starting at $9,995, it offers undeniable value for a sporting naked streetbike.  

The Street Triple has been one of our favorite sports roadsters since its 2007 inception as an offshoot of the 675cc Daytona. Surprisingly lively and always playful, it was like a more exotic and more stimulating Suzuki SV650, another longtime fave that punches above its weight.  

The Street Triple 765 arrived in 2017 with a power-to-weight ratio that would humble the original 885cc Speed Triple, the Street’s older brother and one of the godfathers of the naked sportbike genre.

The revised Street Triple was a bigger, more capable machine that came in three variants: S, R, and RS, with outputs ranging from 111 hp to 121 hp.  

Related: 2017 Triumph Street Triple RS | First Ride Review

Triumph launched its first Street Triple 765 in southern Spain, so it was fitting that we were invited back to Spain to sample the new version on Andalusian roads and the famous Jerez racetrack.  

Triumph Street Triple 765 Revamped 

Categorized in the U.S. as a 2024 model, the Street Triple gets an extensive overhaul this year. It enjoys many welcome upgrades and is available in three versions.  

Along with the R and RS we tested, Triumph is offering a special Moto2 Edition to celebrate its involvement as the engine supplier in MotoGP’s junior category since 2019. It’s basically an RS but with clip-on handlebars, carbon bodywork, and an Öhlins fork, and it’s limited to 765 units for each of its two colorways. Retailing for $15,395, as of press time it’s sold out in most global markets but is still available in America.  

Related: 2024 Triumph Street Triple 765 Range | First Look Review

Triumph reps boasted about how they took lessons learned in the Moto2 program and applied them to the streetbike. The bore and stroke of the inline-Triple remain unchanged, but most internals have been changed, including pistons, con-rods, camshafts, and valves. The piston crowns and combustion chamber are now fully machined for optimal flow and combustion, combining for a higher 13.25:1 compression ratio. The intake uses trumpets that are 20mm shorter for a stronger pull up top, and the exhaust now has just one catalyzer instead of two.  

The result, according to Triumph, is an increase in power from the midrange on up. The R version claims 118 hp that arrives at 11,500 rpm, 500 revs earlier than the previous motor’s 116 ponies. The higher-spec RS variant delivers 128 hp at 12,000 rpm, a jump of 7 hp from the previous model. Torque on all models is bumped by 4% to a creditable 59 lb-ft.  

New to the Street Triple is the addition of an IMU that enables precise traction-control modulation and cornering ABS. Also coming standard and cued to the IMU is one of the most seamless up/down quickshifters we’ve sampled, which uses a pressure-sensitive actuator rather than a basic switch.  

Styling remains similar but freshened, with a new, sharply creased fuel tank with integrated side panels and a stubby new stainless-steel muffler tucked in next to the gullwing aluminum swingarm. The distinctive dual headlights with LED eyebrows are topped with a mini wind deflector that’s more integrated than on previous models. Scrolling LED turnsignals are a nice upmarket touch.  

The chassis remains the same but tweaks to ride heights have modestly sharpened the steering geometry to aid agility. A shuffling of transmission and final-drive ratios has slightly shortened up the overall gearing for snappier engine responses. 

Related: Triumph Announces New Colors, Names for Select 2023 Models 

Is R Enough? 

The R version of the Street Triple makes a good case for saving money over its pricier RS brother. It very well could be the most appealing sub-$10,000 sporty bike on the market.  

It would be unfair to cast the R as a “budget bike,” as it includes a plethora of desirable features. An aluminum frame helps keep weight to a tidy 417 lb wet, fully adjustable Showa suspension can be dialed in to personal preferences, and a Brembo brake package with radial-mount monoblock calipers provides secure speed bleeding through braided steel lines. Tire valves directed to the sides are another pleasing accoutrement. 

Ergonomics are pleasantly familiar, placing a rider in a modestly leaned-over forward cant and now with a half-inch wider handlebar to aid agility. Long-legged riders may feel a bit cramped because of the high footpeg position that supplies a generous amount of lean angle before they begin dragging. The seat is reasonably comfortable and roomy, but short riders will whine about the 32.5-inch seat height. A lower accessory seat reduces height by 1 inch.  

GEAR UP

• Helmet: Arai Regent-X 
• Suit: Aerostich Roadcrafter  
• Gloves: Shift Torrent SS 
• Boots: Alpinestars Soho 

While the RS gets a vivid 5-inch TFT instrument panel, the R gets a more basic LCD screen augmented by a diminutive TFT panel. It’s perfectly adequate if not visually brilliant. Both can be connected to phones via Bluetooth.  

The star of the Street Triple show is its compact three-cylinder engine that emits some of the most pleasing sounds ever trumpeted by a motorcycle – a mix of inline-Four scream tempered by a hint of twin-cylinder thrum. In addition to being delightfully sonorous and pleasingly smooth, it’s blessed with a wide swell of power that can easily carry a higher gear than typically optimum yet lunges for horizons with a howling top-end climax. Torque peaks at 5,500 rpm, which is below the halfway point of its rev range.  

New throttle maps for the three ride modes (Rain, Road, and Sport) are finely tuned to deliver precise and user-friendly throttle responses. Traction and wheelie control settings are tied into each ride mode. The “Rider” mode can be tailored to personal preferences. A slip-assist clutch eases lever effort and sloppy downshifts.  

Related: 2023 Triumph Rocket 3 R | Road Test Review

Handling is another Street Triple strong point, now with minimally less rake and trail. It quickly bends into corners and provides confidence-inspiring feedback. The suspensions of the bikes on our street ride were set up to be compliant on the damp and occasionally bumpy Spanish backroads, but preload and damping (both compression and rebound) can be dialed up to suit rider weights and inclinations.  

The RS version has higher-end brake components, but there’s nothing wrong with the R’s for street usage. Brembo M4.32 calipers bite on 310mm rotors up front and provide strong power and the security of cornering ABS. The brake lever next to the Nissin axial master cylinder has a wide adjustment range to suit hands of all sizes. Application of the front brake subtly engages the rear brake to help settle the chassis during corner entries, but it’s entirely seamless and can be disabled in Rider mode settings.  

Story continues below 2024 Triumph Street Triple 765 R photo gallery

2024 Triumph Street Triple 765 RS On the Track 

The RS version of the Street Triple includes everything good about the R and dials it up to a more premium and slightly faster experience. Stylewise, you’ll notice the addition of a chin fairing, a cowl on the passenger seat, and a stitched seat. The RS also includes a deflector in front of the rear sprocket to prevent errant items or digits from entering, an item unappreciated until it’s needed. Ask me how I know.  

The RS’s cockpit is graced by TFT instrumentation that includes a lap-timer function, along with more comprehensive switch cubes. Unlike the R, the RS can be fitted with cruise control as an option. Heated grips are another option, which were gratefully fitted to the bikes on our chilly street ride. Bar-end mirrors replace the ones mounted atop the handlebar on the R. 

While engine internals are unchanged from the R, different ECU settings endow it with 10 extra ponies at its top end, to 128 hp at 12,000 rpm. A higher-end Showa fork damps bumps up front, while an Öhlins shock does duty out back. Sticky Pirelli SuperCorsas replace the R’s ContiRoad rubber.  

Riding a naked sportbike on a MotoGP racetrack seemed incongruous before I arrived at Circuito de Jerez, but that proved not to be the case. The Street Triple RS was fully capable of cutting quick laps, suffering only a lack of wind protection while traveling at speeds reaching 140 mph at the end of the back straightaway.  

The RS adds a Track setting to the R’s ride modes, which disables the linked brakes and cornering ABS for a purer riding experience. Track mode also ups the limits of traction control, wheelie control, and ABS interventions. Kudos to Triumph for enabling high limits for the electronic nannies on track. Unlike some systems that intervene too early when riding aggressively, I wasn’t tempted to disable any of the RS’s safety nets. The TC indicator lamp frequently flashed on the TFT, but intervention was so smooth that I mostly wouldn’t have otherwise noticed it.  

The bike’s handling prowess is enhanced by sharper steering geometry due to a slightly taller rear ride height, tightening the rake angle to 23.2 degrees from the R’s 23.7 with a marginal decrease in trail. The bike proves to be agile but without any hint of instability, even when the front tire is dancing just above the tarmac during acceleration events out of lower-speed corners. It’s notable that no steering damper is fitted and isn’t needed.  

GEAR UP

• Helmet: Arai Regent-X 
• Suit: Spidi Track Wind Pro  
• Gloves: Spidi CarboTrack 
• Boots: Sidi Mag-1  

Although I have no complaints about the R’s brakes for street use, I was happy to have the RS’s higher-spec units at the racetrack. The front brakes begin with a radial-style Brembo master cylinder that includes an adjustable lever ratio as well as an adjustable span feeding Brembo’s class-leading Stylema monoblock calipers. They are nothing short of stellar. Oddly, the lovely black Brembo MCS lever’s adjustment range doesn’t bring it as close to the grip as the plain-looking silver lever on the R.  

The RS proved to be far more worthy of racetrack exploration than I had imagined. Its versatile and punchy motor allowed a choice of gears in corners, so it could be tractored out smartly or revved out until it screamed. Throttle modulation is excellent, and its quickshifter is a wonderful aid on track. Cornering clearance is bountiful, so you’ll need to be a bit of a track hero to drag its pegs.

Story continues below 2024 Triumph Street Triple 765 R photo gallery

What’s Not to Like About the Triumph Street Triple 765? 

A sign of motorcycle excellence is when a reviewer must search for things to complain about, and that’s the case here. Really tall or really short riders might complain about the rider triangle layout, but it fit me well – I’d be comfortable enough to use it for light-duty touring and tolerate the wind blast or find a fashionable windscreen.  

We know it’s a superb bike when my biggest complaint is that I couldn’t clearly see the shift lights while revving the bike out at the track. Unless you’re cutting hot laps at a racetrack, this is a complete non-issue. A larger fuel tank would be nice, but a 150-mile range isn’t a deal-breaker.  

See all of Rider‘s Triumph Motorcycle coverage here.

The combination of a sonorous and thrilling motor, low weight, admirable electronics, and a playful character places the Street Triple near the top of my most desirable streetbikes. It’s more debonair than the 3-cylinder Yamahas (MT-09, XSR900) and will blow away a KTM 790 Duke. Just as thrilling and likely a bit more agile is the 890 Duke R, but the KTM retails up at $12,949 and lacks the Triumph’s soul-stirring soundtrack.  

Which brings me back to the Street Triple R. It’s astonishing that a semi-exotic and highly refined motorcycle with such outsized performance capabilities can be had for less than $10K. At a $2,600 saving over the admittedly cooler RS, I’d say it’s one of the best values in motorcycling.  

2024 Triumph Street Triple 765 R / RS Specs

• Base Price: $9,995 / $12,595 
• Website: TriumphMotorcycles.com 
• Warranty: 2 yrs., unltd. miles 
• Engine Type: Liquid-cooled inline-Triple, DOHC w/ 4 valves per cyl.  
• Displacement: 765cc 
• Bore x Stroke:  78.0 x 53.4mm 
• Horsepower: 118 hp @ 11,500 rpm / 128 hp @ 12,000 rpm (factory claim) 
• Torque: 59 lb-ft @ 5,500 rpm (factory claim) 
• Transmission: 6-speed, cable-actuated slip/assist wet clutch
• Final Drive: Chain 
• Wheelbase: 55.1 in. 
• Rake/Trail: 23.7 degrees/3.9 in. / 23.2 degrees/3.8 in. 
• Seat Height: 32.5 in. / 32.9 in. 
• Wet Weight: 417 lb / 414 lb 
• Fuel Capacity: 4.0 gal. 
• Fuel Consumption: 38.8 mpg (EPA) 

The post 2024 Triumph Street Triple 765 R/RS | First Ride Review  appeared first on Rider Magazine.

Pragmatic riders may scoff at a motorcycle like the new Arch Motorcycle 1s. After all, there are several sporty cruisers on the market that offer better value. A Ducati Diavel V4 is a worthy machine, as is Triumph’s massive Rocket 3 R. Harley-Davidson’s Sportster S is similarly enticing. 

Related: 2023 Triumph Rocket 3 R | Road Test Review

Related: 2021 Harley-Davidson Sportster S | First Ride Review

But none of these capable bikes holds a candle to the glowing 1s, an ultra-premium roadster from the company founded by superstar actor Keanu Reeves and longtime bike builder Gard Hollinger. 

Arch Motorcycle handcrafts limited-production bikes featuring exquisite detail elements like CNC-machined aluminum chassis sections and lightweight carbon fiber components wrapped around gigantic air-cooled V-Twins from S&S Cycle.

Arch’s first model, the KRGT-1, is a performance cruiser that debuted in 2015, and I was one of the lucky few who got to test ride it. More recently, I found myself in the hills of Malibu, California, aboard the “sport cruiser” 1s model. 

“Going into a turn,” Reeves told me before our ride, “the input is the thought. Turn your head, look where you’re going, and you don’t push the bike but let it kind of respond and you feel it move. You’re super confident as you lean in, lean in, lean in.”

And Reeves wasn’t just blowing smoke. The new 1s handily exceeds performance expectations for a bike with a 2-liter V-Twin thumping away between your legs and a steamroller-sized back tire. The entire machine is magnificent, and the 1s delivers on the promise demanded of its lofty price tag.

The Arch Motorcycle 1s is how much?!

“If you have to ask,” the old saying goes, “you can’t afford it.” 

Yep, you’re looking at a motorcycle with an eye-popping MSRP of $128,000 – that’s enough dough to buy a Diavel V4, a Rocket 3 R, and a Sportster S and still have nearly enough left over to buy one of each for a friend. A price tag that steep demands incredible attention to detail and premium components, and the 1s delivers. Giant blocks of aluminum have been whittled down with computer-controlled milling machines to create intricate frame elements, the single-sided swingarm, and the curvaceous tailsection. 

Indeed, every component is spectacular – from the insanely light BST carbon-fiber wheels to the high-end Öhlins suspension to the intricate carbon-fiber airbox that allows downdraft induction and doubles as the fuel tank. Each part on the 1s is worthy of second and third looks, so it’s easy to see how its build cost quickly adds up. 

Wick’s Wingman

Gear Up:

• Helmet: Arai Ram-X
• Jacket: Alpinestars Hoxton V2
• Gloves: Alpinestars GPX V2
• Pants: Alpinestars Copper V2
• Boots: Highway 21 Journeyman

I had previously ridden with Reeves during the KRGT-1 launch in 2015, and his personality is nearly the opposite of what one might expect from a big-time celebrity. He is humble and down-to-earth. Most importantly, he just loves to ride motorcycles. At a trackday a few years ago, I watched him participate in more sessions than any other rider at the event. His passion for motorcycles is undeniable.

“I think probably at the core of it is just loving to ride a motorcycle and loving the aesthetics of motorcycles,” Reeves told me. “I like how they look, how they feel, how they smell.”

Gearing up for our ride, the guy once known as Neo from The Matrix films straddled a KRGT-1. Gard took a seat on a red and black 1s, while I saddled up on a black and gold one. Customers can order up whatever livery their hearts desire. 

“I think it’s a really beautiful, unique-looking motorcycle,” Reeves stated. 

Related: 2020 Arch KRGT-1 | First Ride Review

Keanu and Kev’s Excellent Adventure

A trio of 124ci S&S motors fire up and broadcast air-cooled V-Twin thunder through carbon-fiber mufflers. As burly as the motors are, they’re also remarkably refined. Throttle response is predictable, and the hydraulic clutch offers a reasonably light pull. The transmission shifts nicer than most big-inch V-Twin gearboxes. 

As a sport cruiser, the rider is placed in a forward crouch with relatively high footpegs, but the position isn’t nearly as folded up as a proper sportbike. At 31.5 inches, the seat is 3.7 inches higher than the KRGT-1’s. The engine’s proprietary downdraft induction keeps the midsection narrow, unhindered by a sidedraft intake that eats up space for right legs. 

“It’s still really comfortable,” Reeves related, “but you’re not sitting in the bike, you’re on top of it. I think of it like almost equestrian, like the way your feet are underneath you on a horse – that kind of hip-ankle-shoulder relationship, with the torso angled a little more forward. So you’re feeling really balanced on the motorcycle.”

Impressive power is available at all times, with a torque curve so vast it feels like a mighty electric motor aside from the rumbling vibration emitted from a pair of giant 1,016cc cylinders. Ride quality from the fully adjustable Öhlins suspension is excellent, as is the response and power from the ISR brake system with Bosch ABS. 

Instrumentation is delivered via an AiM Sports TFT gauge pack, and the bike features an adaptive LED headlamp, bar-end LED front turnsignals, and a cove-reflective LED taillight. The only element that doesn’t scream premium is the generic switchgear on the bars. 

The 1s is surprisingly agile when carving corners for a 600-lb machine with a 65.4-inch wheelbase and a 9.4-inch-wide rear tire. The gold-accented 1s turned out to be considerably sharper in its responses than the red one due to customizable setups available with the platform. The red one also had a shorter seat with a bum stop perfectly placed for my small physique. 

The stout chassis of the 1s invites extra-deep lean angles, but cornering clearance proves to be plentiful. I managed to touch down the sidestand foot when exploring the bike’s capabilities, but other journalists reported no clearance problems during their rides. Reeves noted the 1s prefers to be guided rather than manhandled. 

“We’d been developing the KRGT-1,” he said, “taking this leap into the 1s and trying to maintain the ride – the feeling of confidence, the responsiveness, the planted-ness – mixed with extraordinary components and finishes. To me, these are the best motorcycles that have ever been ridden.”

Taking It Home

I can only show you the door. You’re the one that has to walk through it. – Morpheus, The Matrix

Properly evaluating a six-figure motorcycle is vexing. The price automatically removes practicality from the purchase equation, as there are plenty of attractive and capable motorcycles available at a fraction of the cost. It’s well beyond the reach of mere mortals, so it’s human nature to want to criticize it. 

But to see it through the eyes of a well-heeled moto enthusiast who already has a collection of motorized toys, the svelte and stylish 1s offers a unique riding experience that comes with a compelling backstory. 

What do all men with power want? More power. – The Oracle, The Matrix Reloaded

Riders who appreciate thumping air-cooled V-Twins and are fully flush with cash won’t think it’s as impractical as most of us. There is truly nothing else like it in production. It would look marvelous parked next to your Harley CVO Road Glide, Corvette Z06, and P-51 Mustang. 

“Sometimes I’ll close the garage door and I’ll just stand there after a ride and stare at the art,” Reeves rhapsodized. “It’s just like, ‘Oh god, that’s beautiful.’” 

You take the blue pill, the story ends, you wake up in your bed and believe whatever you want to believe. You take the red pill, you stay in Wonderland, and I show you how deep the rabbit hole goes. – Morpheus, The Matrix

Arch Motorcycle 1s Specs

• Base Price: $128,000
• Website: ArchMotorcycle.com
• Engine Type: Air-cooled, transverse 45-degree V-Twin, twin-cam pushrods w/ 2 valves per cyl.
• Displacement: 124ci (2,032cc)
• Bore x Stroke: 4.125 x 4.625 in. (104.8 x 117.5mm)
• Horsepower: 93.5 hp @ 5,200 rpm (claimed at the rear wheel) 
• Torque: 115.3 lb-ft @ 3,200 rpm (claimed at the rear wheel) 
• Transmission: 6-speed, hydraulically actuated wet clutch
• Final Drive: Chain 
• Wheelbase: 65.4 in. 
• Rake/Trail: 25.2 degrees/4.0 in.
• Seat Height: 31.5 in.
• Wet Weight: 600 lb (claimed)
• Fuel Capacity: 4.5 gals.

The post Arch Motorcycle 1s | First Ride Review appeared first on Rider Magazine.