Joining an already growing list of 2024 Honda motorcycles are 11 returning models. Included in Honda’s latest announcement are color options, pricing, and availability. 

This announcement adds to the list of new, updated, and returning models for 2024, including the new 2024 Honda Transalp middleweight adventure bike, which we tested in November, and the updated 2024 Shadow Phantom bobber-style cruiser, which we tested in September. See the previous Honda announcement for news on other returning models, including the Gold Wing family, the Rebel family, the NC750X, the Fury, and others. 

Related: 2024 Honda Transalp Review | Video 

Related: 2024 Honda Shadow Phantom Review | First Ride 

CBR1000RR | 2024 Honda Motorcycles 

The 2024 Honda CBR1000RR sportbike is powered by a 998cc inline 4-cylinder engine with dual-stage fuel injection. The RR also boasts a TFT display, full LED lighting, and your choice of ABS or conventional brakes. 

The 2024 Honda CBR1000RR will be available in Grand Prix Red for $16,699 without ABS and $16,999 with ABS, and it’ll arrive in dealerships in March. 

CBR600RR | 2024 Honda Motorcycles  

With eight World Supersport titles under its belt, the Honda CBR600RR returns for 2024, ready to take on the racetrack or your favorite canyon roads with its high-revving inline four-cylinder engine and high-performance Showa suspension. 

The 2024 Honda CBR600RR will be available in Grand Prix Red for $12,199 without ABS and $13,199 with ABS, and it’ll arrive in dealerships in March. 

CB1000R | 2024 Honda Motorcycles 

The CB1000R naked streetfighter is a versatile machine with the power and torque of a liter bike and an open, upright riding position. It’s powered by a 998cc inline four-cylinder engine and has a blacked-out design. 

Related: Honda CB1000R | Road Test Review 

The 2024 CB1000R will be available in Black for $12,999, and it’ll arrive in dealerships in March. 

SCL500 | 2024 Honda Motorcycles 

Released last year, the scrambler-style SCL500 is built for fun and features the same 500cc parallel-Twin from the Rebel 500, an upright riding position, a flat seat, and a high-mounted exhaust. The SCL500 also lends itself to personalization through Honda’s range of SCL500-tailored accessories. 

Related: 2023 Honda SCL500 Review | First Ride 

The 2024 Honda SCL500 will be available in Candy Orange, Matte Laurel Green Metallic, or Matte Black Metallic (new color for 2024) for $6,799, and it’ll arrive in dealerships in April. 

PCX | 2024 Honda Motorcycles 

Designed for urban environments, the Honda PCX scooter features a liquid-cooled 157cc Single, convenient underseat storage, and standard front-wheel ABS. 

The 2024 Honda PCX will be available in Matte Brown Metallic with an MSRP of $4,249, and it’ll arrive in dealerships in April. 

CRF300L | 2024 Honda Motorcycles 

The Honda CRF300L is an approachable dual-sport that provides an entry point for riders new to off-road riding. It’s powered by a liquid-cooled 286cc Single, and it’s available with or without ABS, as well as a low-seat ABS version. 

Related: Honda CRF300L and CRF300L Rally | First Ride Review 

The 2024 Honda CRF300L will be available in Red with an MSRP of $5,749 with ABS and $5,449 without ABS. The CRF300LS low-seat version will be available in Swift Gray with an MSRP of $5,749. These models will arrive at dealerships in April. 

CRF300L Rally | 2024 Honda Motorcycles 

The Rally version of the CRF300L dual-sport features comfort-focused enhancements like a windscreen, handguards, and larger fuel tank. Like the CRF300L, the Rally also comes with the option of ABS. 

Related: Honda CRF300L and CRF300L Rally | First Ride Review 

The 2024 Honda CRF300L Rally will be available in Red with an MSRP of $6,499 with ABS or $6,199 without ABS, and it’ll arrive in dealerships in April. 

XR650L | 2024 Honda Motorcycles 

Introduced in 1993, the Honda XR650L dual-sport features a simple design with a focus on reliability. It’s powered by an air-cooled 644cc Single and features a rugged steel frame and long-travel suspension, built to perform in the dirt while being street-legal for around-town transportation. 

The 2024 Honda XR650L will be available in White with an MSRP of $6,999, and it’ll arrive in dealerships in March. 

XR150L | 2024 Honda Motorcycles 

For a more affordable dual-sport option, the XR150L features an air-cooled 149cc Single, an approachable and accessible design, and a convenient rear cargo rack, ideal for around-town commuting or transportation around the campground. 

The 2024 Honda XR150L will be available in Black or White with an MSRP of $3,099, and it’ll arrive in dealerships in February. 

Trail125 | 2024 Honda Motorcycles 

The Trail125 minimoto nods to Trail models of the 1960s with a classic design, but its current version includes convenient modern features like fuel injection, an electric starter, and front-wheel ABS. 

The 2024 Trail125 will be available in Turmeric Yellow with an MSRP of $4,099, and it’ll arrive in dealerships in March. 

Montesa | 2024 Honda Motorcycles 

The Montesa Cota 4RT trials bike has been tested and proven to perform, capturing an FIM World Trials Championship Crown in the hands of Toni Bou. It features top-shelf Showa suspension, programmed fuel injection, and a dual-map ECU. The Montesa comes in the competition-ready 4RT301RR version and the standard 4RT260R. 

The 2024 Honda Montesa Cota 4RT301RR will be available in White or Red with an MSRP of $11,899, and the Montesa Cota 4RT260R will be available in Red with an MSRP of $9,299. These two models will arrive in dealerships in February. 

For more information, visit the Honda website. 

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

The post Returning 2024 Honda Motorcycles | First Look  appeared first on Rider Magazine.

Under the banner “Dawn of a New Era,” the Motor Company made a global announcement today about new models added to the 2024 Harley-Davidson lineup. This year marks the 25th anniversary of H-D’s Custom Vehicle Operations division, and in addition to the CVO Street Glide and CVO Road Glide announced last June, the Motor Company will offer a CVO Road Glide ST and a CVO Pan America adventure bike. Harley-Davidson’s popular Street Glide and Road Glide baggers have also been updated.

Related: 2023 Harley-Davidson CVO Street Glide and Road Glide Review | First Ride

Street Glide and Road Glide | 2024 Harley-Davidson

Two of Harley-Davidson’s best-selling bagger models – the Street Glide and the Road Glide – now feature more streamlined bodywork first seen on their CVO counterparts. Both are powered by a Milwaukee-Eight 117 V-Twins with a revised cooling system, and new for 2024 are selectable ride modes: Road, Sport, Rain, and Custom.

Convenience and comfort have also been improved with an upgraded infotainment available through a new 12.3-inch TFT color display, additional rear suspension travel, and a revised seat.

CVO Road Glide ST | 2024 Harley-Davidson

Harley-Davidson says the new CVO Road Glide ST is the company’s “quickest, fastest, and most sophisticated performance bagger.” The West Coast-style bagger is powered by the Milwaukee-Eight 121 High Output V-Twin, an engine exclusive to this model that churns out 127 hp and 145 lb-ft of asphalt-buckling torque. Selectable ride modes include Road, Sport, Track, Track Plus, Rain, and multiple Custom modes.

Lightweight materials, including mufflers with titanium shells, an oil pan made of composite, and forged carbon fiber used in the muffler end caps, front fender, seat cowl, and tank console, along with revised wheels and wave-style front brake rotors, help keep dry weight to 800 lb, 25 lb less than the CVO Road Glide.

The CVO Road Glide ST is equipped with fully adjustable Showa suspension, with an inverted 47mm 1×1 fork and dual rear shocks with remote reservoirs, and Brembo braking components.

A full suite of infotainment is powered by Skyline OS, and a large color touchscreen replaces all analog instrumentation and most switches. Premium audio includes a 500-watt amplifier and Rockford Fosgate Stage II 6.5-inch fairing speakers.

The CVO Road Glide ST will be available in two paint schemes: Golden White Pearl or Raven Metallic. In addition to CVO 25th Anniversary graphics, a Screamin’ Eagle graphic on the fairing sides and fuel tank is inspired by the Screamin’ Eagle Harley-Davidson Factory motorcycles raced in the MotoAmerica King Of The Baggers series.

CVO Pan America | 2024 Harley-Davidson

Harley-Davidson’s Pan America has been one of the best-selling adventure bikes in the U.S. since its debut in 2021. The new CVO Pan America retains all the features of the Pan America 1250 Special, including the Revolution Max 1250 engine with multiple ride modes, semi-active suspension, and more.

Related: Harley-Davidson Pan America 1250 Special Review | First Ride

The CVO Pan America model is outfitted with adventure-ready accessories including Adaptive Ride Height suspension, aluminum top and side cases, a Screamin’ Eagle quickshifter, tubeless laced wheels, auxiliary LED forward lighting, and an aluminum skid plate. It also comes in a unique black, red, and white paint scheme with a Harley-Davidson “1” logo on the tank.

Find more details at the Harley-Davidson website.

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

The post 2024 Harley-Davidson Motorcycle Lineup Review | First Look appeared first on Rider Magazine.

Kawasaki updates its 2024 lineup with a new Ninja 500 sportbike and Z500 naked bike using the 451cc parallel-Twin found in the sport-cruiser Kawasaki Eliminator. It has also updated the Kawasaki KLX230 S dual-sport and KLX230SM supermoto. 

Related: 2024 Kawasaki Eliminator Review | First Ride 

2024 Kawasaki Ninja 500 and Z500 

Kawasaki adds to its Ninja family of motorcycles with the 2024 Kawasaki Ninja 500 and the Z500 naked version. These two new motorcycles come in standard as well as SE versions with special features, and they both include a 451cc parallel-Twin, new styling, a new LCD instrument panel, and a new seat shape. 

Engine | 2024 Kawasaki Ninja 500 and Z500 

The Ninja 500 and Z500 are powered by the liquid-cooled 451cc parallel-Twin found in the Kawasaki Eliminator sport-cruiser introduced last year. Adapted from the same engine found in the Ninja 400, this engine adds 52cc of displacement for better acceleration and performance at high rpm due to a lengthened stroke of 6.8mm. Also new to the 500s are a new crankshaft, connecting rods, and pistons suitable for the larger displacement. Additionally, the top ring land of the aluminum pistons now features a hard alumite treatment suitable for higher pressure. 

Chassis | 2024 Kawasaki Ninja 500 and Z500 

The Ninja 500 and Z500 feature a trellis frame with the engine as a stressed member and with a supersport-style short-wheelbase/long-swingarm configuration. The wheelbase is 54.1 inches, and seat heigh is 30.9 inches. The Ninja 500 weighs 377 lb, while the Z500 with less bodywork comes in at 368 lb. Fuel capacity is 3.7 gallons. 

Both bikes feature a nonadjustable 41mm telescopic front fork. In the rear is a bottom-link Uni-Trak suspension unit with five-step preload adjustability using an included tool kit. Braking power comes in the form of a single 310mm front disc gripped by a 2-piston caliper and a single 220mm rear disc with a 2-piston caliper. The star-pattern 5-spoke wheels help keep weight low. 

The Ninja 500 features an elevated position of its clip-on handlebars along with a slightly foot-forward footpeg placement for a relaxed rider triangle. The handlebar on the Z500 is taller and wider for a more upright riding position. Kawasaki claims the ergonomics on both bikes is intended to provide a balance between comfort and a sporty attitude to satisfy a wide range of rider needs. 

Technology | 2024 Kawasaki Ninja 500 and Z500 

Also new for the 500s is a high-contrast LCD instrument panel that displays odometer, gear position indicator, fuel gauge, dual trip meters, remaining range, current and average fuel consumption, coolant temperature, clock, connected device notification, service indicator, and the economical riding indicator. This last feature appears on the LCD screen to signal favorable fuel consumption conditions so that riders can optimize fuel efficiency. 

Through Rideology the App, riders can access vehicle info, a riding log, smartphone notifications, a maintenance log, and the ability to share location and riding logs with other app users. 

Styling | 2024 Kawasaki Ninja 500 and Z500 

Styling is where the Ninja 500 and the Z500 diverge. The Ninja 500 features a redesigned front end and large-volume bodywork inherited from larger-displacement Ninjas, along with compact LED headlights, built-in front turnsignals, and an LED taillight with a new design. 

The Z500 features less bodywork, as well as a triple LED headlight configuration that acts as a styling focal point. The two upper headlights serve as low beams while the lower headlight acts as the high beam. The Z500 also features a new LED taillight. 

The SE versions of the Ninja 500 and Z500 add a variety of upgrades. The SE versions of both bikes feature a full color TFT display, a USB-C outlet, a radiator screen, frame sliders, a pillion seat cover, a tank pad, and knee-grip pads. Also included on the Ninja 500 SE is a large clear windscreen and Kawasaki’s Intelligent Proximity Activation Start System, which uses a key fob to allow riders to remotely release the bike’s steering lock and main switch. The Z500 SE comes with a smoke-colored meter cover. 

Pricing | 2024 Kawasaki Ninja 500 and Z500 

The 2024 Kawasaki Ninja 500 comes standard in Metallic Spark Black / Metallic Flat Raw Graystone for $5,299. The KRT Edition adds $200. The ABS version is available in Metallic Spark Black / Metallic Flat Raw Graystone, White Silver / Metallic Moondust Gray, or Passion Red / Metallic Flat Spark Black / Metallic Matte Dark Gray from $5,699-5,899. The SE ABS and KRT SE ABS versions come in Passion Red / Metallic Flat Spark Black / Metallic Matte Dark Gray for $6,399. The SE 40th Anniversary Edition ABS comes in Lime Green / Pearl Crystal White / Blue for $6,599. 

The 2024 Kawasaki Z500 ABS comes in Candy Lime Green / Metallic Flat Spark Black / Metallic Graphite Gray for $5,599, and the SE ABS version comes in Candy Persimmon Red / Metallic Flat Spark Black / Metallic Matte Graphenesteel Gray for $6,299. 

All Kawasaki Ninja 500 and Z500 variations are available now. Visit the Kawasaki website for more information. 

2024 Kawasaki KLX230 S and KLX230SM 

The Kawasaki KLX230 S dual-sport and KLX230SM supermoto models, first introduced in 2020, also receive updates for 2024. The most notable updates for these two models are found in the chassis and the revised rear subframe, along with some other updates to the ABS system, styling, seat, and added smartphone connectivity. 

Related: 2024 Kawasaki KLX300 and KLX300SM | First Look Review 

Engine | 2024 Kawasaki KLX230 S and KLX230SM 

Powering the KLX230 S and KLX230SM is an air-cooled 233cc Single with a bore and stroke of 67.0mm x 66.0mm. The long stroke offers good low-to-mid-range torque. The intake port is 4mm narrower for 2024 (now measuring 33mm) to help contribute to low-to-mid-range performance. These bikes use a 6-speed transmission with a 45/14 final gear ratio selected for a balance of road and trail riding. 

Chassis | 2024 Kawasaki KLX230 S and KLX230SM 

Both models ride on a high-tensile steel perimeter frame, and for 2024, the rear subframe has been redesigned to trace a lower line on the machine, allowing for longer wheel travel while maintaining good ground reach. Both bikes have a 53.7-inch wheelbase. Ground clearance on the KLX230 S is 9.5 inches, while on the KLX230SM it’s 8.7 inches. 

On the KLX230 S, a 37mm telescopic fork provides 7.9 inches of travel. A new Uni-Trak rear linkage shock allows 8.9 inches of travel and is preload adjustable. Additionally, a new aluminum swingarm is 2.6 lb lighter than the previous swingarm. The new chassis design has allowed for a lower seat height of 33.3 inches, and the sidestand has also been shortened to match the lower seat height. 

The KLX230 SM, designed more for on-road use than its KLX230 S brethren, uses a 37mm inverted fork up front with 7.4 inches of front wheel travel. Like the KLX230 S, the SM adds the Uni-Trak rear linkage shock with preload adjustability. For 2024, suspension settings were revised to create a more forward-leaning posture and increase rear wheel travel to 8.8 inches. To accommodate on-road riding, the SM comes with stiffer spring settings, and the off-road footpegs from the 230S are replaced with standard footpegs with rubber pads on the SM. The SM’s seat height is 33.1 inches. 

The 2024 Kawaski KLX230 S rides on aluminum wheels, measuring 21 inches in the front and 18 inches in the rear compared to the Kawasaki KLX230SM’s 17-inch front and rear wheels that are wider than the KLX230 S wheels. The dual-sport KLX230 S comes with a 240mm front petal disc gripped by a 2-piston caliper, while the supermoto KLX230SM uses a 300mm front petal disc and 2-piston caliper. Both bikes feature the same 220mm rear disc with single-piston caliper. 

Technology | 2024 Kawasaki KLX230 S and KLX230SM 

The KLX230 S dual-sport comes standard without ABS, and an ABS version is available, while the KLX230SM supermoto comes standard with ABS. The ABS unit has been updated for 2024 with a switch on the left side of the handlebar that can be used to disable both front and rear ABS. When the bike is turned off and back on, ABS returns to default. 

Both bikes feature a new compact LED headlight and a redesigned two-toned seat with a flatter silhouette that allows more freedom of movement. Additionally, the bodywork has been smoothed over to eliminate some protruding parts. The 2-gallon fuel tank has also been redesigned.  

Also new for 2024 is smartphone connectivity through Rideology the App. The app gives riders access to vehicle information, a GPS-informed riding log, smartphone notifications on the LCD display screen, a maintenance log, and communication sharing with other app users. 

Pricing | 2024 Kawasaki KLX230 S and KLX230SM 

The 2024 Kawasaki KLX230 S comes in Lime Green / Battle Gray for $4,999 without ABS or $5,299 with ABS. The 2024 Kawasaki KLX230SM supermoto variant comes in Battle Gray for $5,599. Both bikes are available now. 

Visit the Kawasaki website for more information. 

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

The post 2024 Kawasaki Ninja 500, Z500, KLX230 S, and KLX230SM Review | First Look  appeared first on Rider Magazine.

No one can stop the wheel of time from turning, and that wheel is turning away from internal combustion engines (ICE) and toward alternative power sources. As the world investigates cleaner fuel options, motorcycle brands are following suit. Kawasaki released the Ninja e-1 and Z e-1 fully electric bikes last year, and adding to the range of power options are the new Kawasaki Ninja 7 Hybrid ABS and Z7 Hybrid ABS models, both of which employ an ICE and an electric motor to produce power. 

Related: Kawasaki Announces Ninja e-1 ABS and Z e-1 ABS Electric Motorcycles, Other Updated Models 

Kawasaki says these bikes as the first “strong” hybrid motorcycles, meaning they can run on ICE power, electric power, or both depending on the ride mode selected. Being able to select which power source is used at any given time allows riders to choose if they want a full-power experience or a fuel-efficient and zero-emission ride. Providing both in one motorcycle takes some ingenuity, and while the styling of these bikes will remind one of recognizable Ninja and Z-series motorcycles, the inner workings are different than what you’re used to. 

This First Look Review covers both the Ninja 7 and the Z7 Hybrid bikes, as these two motorcycles are essentially the same with some cosmetic differences. Like other Kawasaki models in the Ninja and Z-series families, the Ninja variant has full bodywork while the Z7 has less. One other difference is that the Z7 has a higher handlebar for a more upright riding position, although the handlebar on the Ninja 7 Hybrid is also raised higher than on other Ninjas. The rest of the details below will be the same for both hybrid motorcycles. 

Engine & Motor | Kawasaki Ninja 7 Hybrid ABS and Z7 Hybrid ABS 

The ICE unit in these bikes is the liquid-cooled 451cc parallel-Twin taken from the Kawasaki Eliminator. The engine prioritizes high-rpm performance, and the Integrated Starter Generator is a first for Kawasaki and combines starter and generator functions. The electric power source is a liquid-cooled traction motor paired with a 48V lithium-ion battery pack and rated at 7.0 kW (9.0 kW max). Unlike fully electric vehicles, the battery on these bikes charges while riding, so there’s no need to plug in to a power source before your ride. 

Related: 2024 Kawasaki Eliminator Review | Video 

The battery pack is located beneath the seat. The Integrated Starter Generator is on the left side of the ICE, and the ECU is in the tail section. All of this is placed within a lightweight trellis frame. 

Chassis | Kawasaki Ninja 7 Hybrid ABS and Z7 Hybrid ABS 

Suspension on both bikes is provided by a nonadjustable 41mm telescopic fork and a new Uni-Trak suspension with linkage positioned below the swingarm in the rear. The rear suspension also offers adjustable ride height (seat height is 31.3 inches). Both bikes use dual 300mm front disc brakes with 2-piston calipers and a single 220mm rear disc with a 1-piston caliper, and both come with ABS. Kawasaki claims that the ergonomics of these bikes optimize low- and medium-speed maneuvers. The fuel tank holds 3.7 gallons of fuel, and curb weight for the Ninja 7 is claimed at 502.7 lb (weight for the Z7 is not available). 

Ride Modes | Kawasaki Ninja 7 Hybrid ABS and Z7 Hybrid ABS 

The versatility of these two hybrid bikes is accessed through the three ride modes: Sport-Hybrid, Eco-Hybrid, and EV modes. As the name suggests, Sport-Hybrid mode is designed for sporty riding, and gives the rider access to the bike’s full power potential. In Eco-Hybrid mode, the electric motor kicks in during startup and transitions from electric to hybrid power once the engine gets up to around 2,000 rpm, optimizing fuel efficiency. For all-electric power, EV mode is designed for low-speed and short-distance rides and can only be engaged when the bike is in 4th gear or lower and with a speed of less than 15 mph. 

Unlike most ICE-powered motorcycles, the Ninja 7 Hybrid and Z7 Hybrid feature an electronically controlled 6-speed transmission – no clutch lever or left-foot shift lever is included. In Sport-Hybrid and Eco-Hybrid ride modes, riders have the option to operate the transmission manually with shift buttons on the left switchgear. The hydraulic clutch is controlled by the ECU to operate automatically. 

Rider Aids and Other Technologies | Kawasaki Ninja 7 Hybrid ABS and Z7 Hybrid ABS 

Since the ride modes put power to the ground in different ways, they each have distinct functions and rider aids available that contribute to the riding experience. In Sport-Hybrid mode, the e-boost function elevates the overall output for a brief 5-second period, providing a burst of power that Kawasaki claims matches that of a 650cc-class motorcycle. This function can be activated while riding or when stopped for a more thrilling acceleration off a standing start. 

These two bikes are also equipped with an Automatic Launch Position Finder. This feature automatically drops the transmission down to 1st gear when the bike comes to a stop, and the system can be deactivated for riders who prefer more manual control. 

Adding to this growing list of technologies is Walk Mode with a reverse function. This mode allows for easy maneuvering in a parking lot or garage and propels the bike at a speed of 2 mph. Closing the throttle beyond the “zero” position kicks the bike into reverse, again no faster than 2 mph. 

The Kawasaki Ninja 7 Hybrid and Z7 Hybrid come with a 4.3-inch TFT full-color display with Bluetooth connectivity to a smartphone via Rideology the App. The screen’s background transitions from white to black depending on ambient lighting, or it can be set to white or black for personal preference. The brightness also adjusts automatically. 

Through smartphone connectivity, riders can access a list of data and options through Kawasaki’s app, including vehicle information, a GPS-informed riding log, call or mail notifications on the display, a maintenance log, and the ability to share riding logs and location with other Rideology the App users. 

Styling and Pricing | Kawasaki Ninja 7 Hybrid ABS and Z7 Hybrid ABS 

The styling of these bikes merges recognizable Ninja and Z-series styling with a futuristic hybrid aesthetic. They both come equipped with a windshield to help deflect wind from the rider and passenger. All lighting is LED. 

Both bikes come in a silver with lime-green color scheme. Pricing has not yet been announced. 

Find more information at the Kawasaki website. 

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

The post 2024 Kawasaki Ninja 7 Hybrid ABS and Z7 Hybrid ABS Review | First Look  appeared first on Rider Magazine.

Triumph has mastered the art of efficient motorcycle design. One engine – a liquid-cooled 1,200cc parallel-Twin with SOHC, 4 valves per cylinder, and a 270-degree crankshaft – powers a diverse range of retro-styled models in the company’s lineup, including the Bonneville T120 retro standard, Speed Twin 1200 roadster, Bonneville Bobber, Bonneville Speedmaster cruiser, Thruxton RS cafe racer, and Triumph Scrambler 1200 X and XE. Different engine tuning and unique styling, chassis, exhausts, and features give each model a distinctive sound, character, and feel.

We’ve reviewed all of them over the years (most recently the Bonneville Bobber), and Triumph kicked off the first week of 2024 by hosting a launch for the updated Scrambler 1200 XE and new Scrambler 1200 X in Borrego Springs, California, a small town surrounded by the 1,000-square-mile Anza-Borrego Desert State Park.

Triumph introduced the Scrambler 1200 platform for 2019, and it offered something few production scramblers did: genuine off-road capability. Whereas many scramblers are often styling exercises, the two Scrambler 1200 models – the base XC and the up-spec XE – were equipped with an Off-Road riding mode, tubeless spoked wheels with a 21-inch front, and ample suspension travel: 7.9 inches on the XC and 9.8 inches on the XE. Such tall suspension resulted in tall seat heights: 33.1 inches on the XC and 34.25 inches on the XE. While the XE had more bells and whistles than the XC, both models were more alike than different in terms of specification and price.

For 2024, Triumph has broadened the appeal of the platform by replacing the XC with the Scrambler 1200 X, which has a more accessible seat and a different specification that allowed Triumph to hit a lower price point: $13,595, which is $1,150 less than the 2023 XC. Although the XE has been updated and retains a high level of specification, its $15,295 MSRP is $900 cheaper than last year’s model.

On the X, a lower 32.3-inch seat height was achieved by reducing suspension travel from 7.9 to 6.7 inches, and an accessory low seat can drop it to 31.3 inches. The X’s lower price point is mostly the result of changes in suspension and brakes. Whereas the previous XC and XE both had fully adjustable suspension front and rear, with a Showa fork and Öhlins dual rear shocks, the 2024 models are equipped with Marzocchi suspension that offers full adjustability on the XE but only rear preload adjustability on the X. The former XC and XE both had Brembo M50 radial monoblock front calipers, while the new X has Nissin axial calipers and the XE now has Brembo Stylema calipers.

Previously, the XC and XE were both equipped with ABS and traction control, but only on the XE were both riding aids lean-angle-sensitive. For 2024, both the X and XE have cornering-optimized ABS and traction control, with a dedicated Off-Road ABS mode that turns anti-lock braking off at the rear and adds the ability to switch traction control off.

As before, both models have throttle-by-wire and multiple ride modes – Sport, Road, Rain, Off-Road, and Rider (customizable) – that adjust throttle response, ABS, and traction control settings. The XE also has an Off-Road Pro mode that disables ABS and TC completely. All modes are selectable on the fly except Off-Road and Off-Road Pro, which require the bike to be stationary.

Let’s Go Riding! | Triumph Scrambler 1200

In late 2018, I flew to Portugal for the press launch of the first-gen Scrambler 1200, which included two days of on- and off-road riding. I spent most of my time on the XE, and I was impressed with how capable and versatile the bike was. Triumph loves to host press launches on the Iberian Peninsula because Portugal and Spain have fantastic riding and generally mild weather during the late fall and winter months. Contributing editor Kevin Duke flew to Spain last December for the Tiger 900 launch, and other Rider staffers and contributors will be heading to Spain in the coming weeks for other Triumph launches.

RELATED: 2019 Triumph Scrambler 1200 XE Ride | First Ride

GEAR UP

• Helmet: Arai XD-4
• Jacket: Rev’It Component 2 H2O
• Gloves: Fly Racing Ignitor Pro Heated / Tourmaster Overlander
• Pants: Rev’it Component H2O
• Knee Guards: Rev’it Scram
• Boots: Sidi Adventure 2 Gore-Tex

Because North America got the Scrambler 1200 X and XE later than Europe (bikes are arriving in dealerships now), Triumph America hosted a launch on domestic soil, and it couldn’t have picked a better location than Borrego Springs. The town sits in a desert valley that’s surrounded by high mountains on three sides, and just a few miles to the west is the Ocotillo Wells off-highway riding area (and beyond it is the Salton Sea, California’s largest lake).

On the third day of 2024, still fat and happy from the holidaze, I saddled on up a Scrambler 1200 X for the street ride. The long, flat bench seat accepted my bulk without complaint, and the handlebar, which is 2.6 inches narrower than the one on the XE, was at an agreeable height. Perched atop the bar is a single round instrument that combines a monochrome digital display at the top and a color TFT at the bottom. It was a cool morning, in the upper 50s, and the X was equipped with accessory handguards but not accessory heated grips. Luckily, I was wearing Fly Racing Ignitor Pro battery-powered heated gloves.

Firing up the bike, the parallel-Twin’s 270-degree crank produced a lively, rumbling exhaust note. The 1,200cc mill has a unique “high power” scrambler tune that makes a claimed 89 hp at 7,000 rpm and 81 lb-ft of torque at 4,250 rpm. For 2024, Triumph switched from dual 45mm throttle bodies to a single 50mm throttle body and revised the exhaust header for improved flow, which broadens the spread of torque in the upper rev range.

We hustled our way up San Diego County Road S22, a dramatic, winding byway that climbs from 600 feet to more than 4,000 feet in 10 miles. Because we’d be riding off-road during the launch, all the test bikes were fitted with Michelin Anakee Wild 50/50 adventure tires, which are OE-approved for both the X and XE (standard fitment are Michelin Karoo Street tires on the X and Metzeler Tourance on the XE). Riding at a spirited pace, the Scrambler 1200 X comported itself with reassuring stability and reasonable agility, but in tight corners I found myself dragging the footpegs sooner than expected.

Reaching the mountain pass, we were greeted by dark clouds and steady winds, and soon we were riding in cold rain. Damn. The same thing happened during the Scrambler 1200 street ride in Portugal, but at least this time I was wearing waterproof apparel. Our planned ride to the top of Mount Palomar was scrubbed because it was socked in with fog and getting covered in snow. After an extended coffee break to dry out and warm up, we retreated to Borrego Springs for a hot shower and lunch.

In the afternoon, we charged back up S22 for photos, which gave me an opportunity to ride the XE. Its wider handlebar opens the cockpit, a configuration that better suits my simian arms, and the taller suspension adds valuable cornering clearance. The additional suspension stroke results in more squat under acceleration and more dive under hard braking, but the chassis pitch is smooth and predictable. The Brembo Stylema calipers – some of the best binders in the biz – ratcheted up power and feedback at the front lever.

Dry, warmer roads allowed us to push the Scramblers harder in the afternoon than we did in the morning. The pleasantly lumpy Twin provided reliable grunt at nearly any rpm, and gear changes felt as light and smooth as buttercream thanks to the slip/assist clutch.

Let’s Scramble! | Triumph Scrambler 1200

After dinner at Carlee’s, an old-school dive bar and grill in the heart of Borrego Springs, we awoke the next morning to bluebird skies. The ride leader for my group on both days was none other than Jeff “Six Time” Stanton, who won six AMA 250cc motocross and supercross championships between 1989-1992. He now runs Jeff Stanton Adventures, a Michigan-based ADV training and touring company that uses Triumph Tigers and Scramblers. During the pre-ride briefing before our off-road ride on Day 2, he assured us that the route would be a walk in the park, which for a middling off-road rider like me meant it would be challenging. We were in the desert, which meant sand. Lots and lots of sand.

Within a few minutes of leaving the hotel, we turned off the pavement and onto a sandy track. We paused briefly to switch over to off-road riding modes. I was on the XE and selected Off-Road, which turns off rear ABS and reduces traction control intervention. In the soft stuff, the TC light kept flashing and killing my drive. After struggling for about a mile, I stopped and realized I was still in Road mode. On the Scrambler 1200s, the mode button must be cycled to select the desired mode, and then the menu joystick must be pressed to confirm the change. I had overlooked that second step. Frustrated as I was by the TC intervention, I selected (and confirmed) Off-Road Pro mode (all nannies off, game on) and pinned it.

In no time, I was up on the pegs, elbows out, gassing my way down sandy two-track and wide-open washes doing my best impression of Malcolm Smith, and having the time of my life. Sand is one of those surfaces that, if you can accept it rather than fight it and embrace the “gas on, brain off” riding style, brings special rewards. Keeping a light grip on the handlebar and bodyweight to the rear, letting the front tire float and find its way, and steering by weighting the pegs allows the bike to glide over the sand. At just over 500 lb wet, the Scrambler 1200 XE is more than twice the weight of dirtbikes that typically ply sandy trails, but with enough speed, it becomes a true desert sled.

After the sandy washes of Anza-Borrego Desert State Park, we entered the Ocotillo Wells OHV area and chased each other across sandy plains through Devil’s Slide, up and down steep hills and ridges near Shell Reef, and north through a rocky, hilly landscape to the Badlands. After working our way through the Arroyo Salado sand wash, we entered the tight, narrow, winding Tierra Del Sol canyon, which wasn’t much wider than the deeply rutted two-track trail at the bottom. We carved our way along the ruts like following a narrow bobsled chute, keeping our speed up to avoid getting bogged down in the sand.

By that time, we’d been riding for a few hours, and I was getting fatigued. A last-second twitch of the bars to dodge a big, embedded stone put me on a collision course with another one. I took a low-speed digger into the sand, which was a relief because it gave me a chance to catch my breath. Right behind me was Fred Britton, lead instructor at Jeff Stanton Adventures, who had been on my six riding a 650-lb Triumph Tiger 1200 Rally Explorer, making it look easy. He helped me pick up the fallen XE and encouraged me by saying “You’re doing great!”

After climbing back on the XE and climbing out of the canyon, we did photo passes on a jeep hill with sandy approaches. During all photo stops, we did passes on both the X and the XE, which provided an opportunity for quick back-to-back comparisons. Launching them off a jump gave me more appreciation for the additional suspension on the XE to absorb big hits and landings, but I also liked the extra steering leverage of its wider handlebar.

Which is Better? | Triumph Scrambler 1200

After the morning’s off-road ride, our big group crowded around a long table in a dark, dingy back room at Alamo Mexican Restaurant in Salton City for lunch. Over stale chips and watery salsa, everyone talked loudly and excitedly about the ride, the route, the challenges, the fun, and how well the Scrambler 1200s performed. While most preferred the XE for the off-road portion of the ride, some appreciated its more compact feel and lower center of gravity.

Based purely on the riding experience, I’d pick the XE over the X. Its larger size better suits my large frame, and its additional cornering clearance on the street and extra suspension stroke in the dirt are big bonuses. Its top-shelf brakes, Off-Road Pro mode, and up-spec full TFT display also make it more desirable. But for those who spend most of their time on pavement and wants or needs the lower seat height, then the X will better fit their needs – and they’ll save $1,700.

Regardless of model, what I’ve loved about the Scrambler 1200 platform since it was first unveiled in 2018 is its drop-dead gorgeous styling. With its high pipes, round headlight, sculpted tank, bench seat, and spoked wheels, it has the undeniable magnetism of a classic. But hidden beneath the surface is a full-on adventure bike equipped with the latest tech. Without the physical and visual bulk of the bodywork that most Transformer-like ADVs have, the Scrambler 1200 looks and feels lighter while also conveying a carefree spirit.

2024 Scrambler 1200 X (Scrambler 1200 XE) Specs

• Base Price: $13,595 ($15,295)
• Website: TriumphMotorcycles.com
• Warranty: 2 yrs., unltd. miles
• Engine Type: Liquid-cooled, transverse parallel-Twin, SOHC w/ 4 valves per cyl.
• Displacement: 1,200cc
• Bore x Stroke: 97.6 x 80mm
• Horsepower: 89 hp @ 7,000 rpm (factory claim)
• Torque: 81 lb-ft @ 4,250 rpm (factory claim)
• Transmission: 6-speed, cable-actuated slip/assist wet clutch
• Final Drive: Chain
• Wheelbase: 60.0 in. (61.8 in.)
• Rake/Trail: 26.2 degrees/4.9 in. (26.9 degrees/5.1 in.)
• Seat Height: 32.3 in. (34.25 in.)
• Wet Weight: 503 lb (507 lb)
• Fuel Capacity: 4.0 gal.

The post 2024 Triumph Scrambler 1200 X/XE Review | First Ride appeared first on Rider Magazine.

Paul Yaffe of Bagger Nation has recently revealed his latest creation: the BMW R 18 One Eight “C” built on a BMW R 18 Transcontinental. This custom incorporates hot-rod appeal while remaining as authentically BMW as possible and joins Yaffe’s extensive list of customized bikes. 

Yaffe is well-known to the custom motorcycle world. His bikes show up across the globe at various bike shows, rallies, and events, and he’s been awarded recognitions such as three “World’s Most Beautiful Motorcycle” awards from the Oakland Roadster Show and two “Builder of Year” and three “Trendsetter of the Year” awards from Easyriders Magazine. He was also inducted into the Sturgis Hall of Fame in 2015. 

To get accustomed with the BMW R 18 Transcontinental, Yaffe rode more than 6,000 miles on one before getting started with the project. The BMW R 18 Transcontinental was introduced for 2022 as a luxury touring version of the company’s R 18 cruiser platform. It features the same 1,802cc “Big Boxer” opposed Twin as other R 18 iterations. The Transcontinental comes with a handlebar-mounted fairing, a passenger seat, locking hard saddlebags, and a top trunk with integrated passenger backrest – everything needed for racking up miles on cross-country trips.  

Related: 2022 BMW R 18 Transcontinental | Road Test Review 

Yaffe’s goal with this custom was to create a big-wheel bagger that retained as many original BMW parts as possible. The eye-catching 26 x 5.5-inch front wheel was commissioned and cut from solid aluminum, and the 180mm front tire is handmade. To accommodate the large front wheel, the frame was stretched and raked. 

The R 18’s batwing-style fairing was cut into several pieces and restructured, and the steel front fender was made from scratch. The bike also features a chin spoiler that conceals the radiator and closes the gap between the fairing and the fuel tank. Also included is a set of Yaffe Monkey Bars. 

In keeping with Yaffe’s goal to keep as many BMW components on the bike as possible, his team retained the saddlebag lids, latches, and speakers but included a new set of “skins” that create a stretched look. The team also extended the original rear fender by crafting a second R 18 fender. 

Yaffe kept the original R 18 taillights and fitted them into handmade filler panels. He also included a spot for a license plate in the fender and stretched the side covers to cover more area and flow toward the saddlebags. 

The R 18 One Eight “C” features air suspension with a Yaffe-designed air tank and distribution system. A frame under the saddlebags accommodates components of the air suspension. The team’s goal with the side pipes was to “preserve the distinct BMW feel” of the build. They kept the classic Boxer head pipes, removed the catalytic converters from the head pipes, and installed a perforated high-flow baffle system. They also included a three-step muffler system and a wide-open megaphone for a classic hot-rod sound. 

The focus on the bike’s cosmetics was centered on elegance and simplicity. “We went to work perfecting all the fabricated body panels and smoothing everything to a glass-like finish,” said the Bagger Nation team. Painter Hector Martinez applied the gloss black paint for a timeless look, and Guys Upholstery created the oxblood red saddle and the dash console. Martinez matched the front calipers’ color to the saddle. 

The BMW R 18 One Eight “C” will debut at the Motor Bike Expo in Verona, Italy, the weekend of January 19-21, 2024. 

The post Paul Yaffe Creates Custom BMW R 18 One Eight “C”  appeared first on Rider Magazine.

I haven’t been on a vehicle with three wheels since I was a kid tearing around my family’s back patio on my Big Wheel. And I’ve never been on one powered by something other than my legs, so I was definitely curious about the experience of riding a 2023 Can-Am Spyder RT Sea-to-Sky.   

If I were a betting man, I’d guess BRP, Can-Am’s parent company, gets tired of hearing, “It’s not a motorcycle.” Well, after 1,100-plus miles on the top-of-the-line touring model, which included about 900 miles roundtrip from Southern California to the high desert of southern Utah and back, as well as taking it for a spin with several passengers, including my 11-year-old son, my “gradually coming around to anything less than four wheels” wife, and my 77-year-old father with Parkinson’s, I believe the Spyder defies a lot of categories.  

Down by the Seaside | Can-Am Spyder RT 

Before taking the Sea-To-Sky home from Torrance, California, I rode it to meet up with Kevin Duke, the EIC of our sibling publication American Rider, in Seal Beach for dinner. This is where the STS felt right at home: by the sea. I could envision myself regularly hopping on and cruising around any number of beach communities with some tunes cranking from the very capable six-speaker BRP Audio Premium sound system. And with the Luxurious Green Shadow paint, the color-matched top case, Sea-To-Sky badging and stitched seats, and 16-spoke prosecco wheels and prosecco-colored trims, you’ll look good doing it. Whether going up the coast or just to the market, the 47 gallons (178 liters) of storage is ample for whatever you need to carry along. And if not, it’s calibrated to pull a Can-Am trailer.    

After dinner, I hopped back on the freeway for a nighttime ride to my hotel. That’s when I discovered that only certain switches are backlit. The turn indicator switch is not one of them. Nor is the horn. As a result, I inadvertently honked at a few people when I was trying to let them know I was changing lanes. And while the signals are self-canceling, the switch is difficult to turn off when changing lanes, often just turning on the other signal. 

With rush-hour traffic cleared, I got my first taste of what the STS could do with a little breathing room. All Spyder RT models are powered by a liquid-cooled, 1,330cc Rotax ACE (Advanced Combustion Efficiency) inline-Triple making a claimed 115 hp at 7,250 rpm and 96 lb-ft at 5,000 rpm. Given its 1,021-lb dry weight, the power-to-weight ratio is fairly low. With a smooth throttle-by-wire, it doesn’t have any problem launching off the line, but if you need to quickly overtake at higher speeds, you’ll need to drop it down a gear or two. I would’ve welcomed a ride mode besides just standard or Eco that offered quicker power delivery. 

Related: 2024 Can-Am Spyder F3 and RT Review | First Look

Speaking of quick shifts, the RTs have a 6-speed semi-automatic transmission with shifting handled manually with thumb and index-finger paddles on the left grip. However, the left grip felt a little small for this arrangement. I don’t have big hands, but the space felt a little tight, especially with bulkier heated gloves, and I worried that I would accidentally trigger one of the paddles. The RTs will downshift automatically, but I had a couple issues with this, including responsiveness. When I would coast to slow from 6th, unless I applied the brakes, I could get down to around 1,800 rpm before it downshifted, which meant that if I needed to accelerate again in a hurry, I’d either be trying to do it in a too-high gear or have to quickly downshift manually. Also, when I was cruising around town (where the automatic downshifter works better), I sometimes forgot I had to manually upshift.  

However, the inline-Triple holds its own at speed, and for my early introduction to a Can-Am Spyder RT, it was a blast bombing down the California freeways and through the evening mist caught in the yellow halogen cones of light while Led Zeppelin wailed from the speakers. I was definitely grinning, so maybe the people I honked at thought it was out of exuberance.  

Spirit in the Sky | Can-Am Spyder RT 

The next morning, I started the 450-mile journey from sea level to my home at 6,000 feet, providing an idea of how this luxury tourer handles long hours in the saddle. However, I pushed it a little more than just a casual tour – strictly for research purposes, of course. 

GEAR UP 

• Helmet: Arai Quantum-X 
• Jacket: Fly Racing Off Grid 
• Gloves: Highway 21 Hook Glove  
• Pants: ScorpionEXO Covert Ultra Jeans 
• Boots: Joe Rocket Sonic X 

The first thing I noticed was how three wheels affects the suspension experience. The RT Sea-to-Sky has Sachs suspension components, nonadjustable in the front with 6.9 inches of travel and with self-leveling (as well as manual) air preload adjustment in the rear with 6.0 inches of travel. On two wheels, you only dip or rebound, but each side of the RT’s front suspension system works independently of the other, which creates a different plane of movement than two wheels. For example, if the road conditions are different on one side of the lane or you ride over a change in road surface at an angle, there is not just the front/back suspension travel but also a side-to-side change, which takes some getting used to. However, on a consistent road surface, I was able to get the Spyder just south of triple digits on a couple straightaways, and it was surprisingly smooth.   

Cornering is probably the biggest difference in the ride. The owner’s manual is very clear on this point: “Do not countersteer as you do with a motorcycle. Unlike a motorcycle, this 3-wheel vehicle cannot lean while turning. You must relearn how to turn. … You will feel sideways forces pushing you to the outside of the turn. … In tight turns, it may help to lean your upper body forward and toward the inside of the turn.” 

I couldn’t have said it much better. When cornering on a motorcycle, the rider and vehicle lean together. When cornering on a Spyder, the vehicle pivots and the rider leans to compensate for centrifugal forces. I went into several corners pretty hot, and it took some muscling to hold my line. All Can-Am Spyders are equipped with  a Bosch-engineered Vehicle Stability System (VSS), which integrates ABS, electronic brake-force distribution, traction control, and stability control, along with Dynamic Power Steering. Being new to the three-wheeled experience, I had to calm my nerves a bit until I got more comfortable with the dynamics. Only having a foot brake – albeit a substantially sized pedal – to control both front and back braking also required some adaptation.  

If you’re not in a hurry, these things won’t be as much of an issue. But if you’re wanting to push it a little more, it’s an engaging experience, in some ways more immersive and intense than riding a motorcycle. To maneuver at speed, I had to pay attention and work a little more.  

Given these experiences – which reminded me of riding ATVs in my younger, wilder years – even though people talk about how great Can-Ams are for those who don’t want – or are unable – to wrangle a bigger touring bike anymore, the RT is also a good match for those who are looking to transition out of the four-wheeler world into something they can pack up and take on the road while enjoying an open-air, full-body experience. 

However, when you do take it on a roadtrip, don’t expect stellar mileage. On my trip from California to Utah, I averaged 28.7 mpg. With a 7-gallon tank, this adds up to just over 200 miles of range. But with a roomy and plush seat composed of adaptive foam, wide and long footboards, an electrically adjustable windscreen, and adjustable side wind deflectors, it’s easy to do these miles in one sitting. Keep an eye on that range, though, as the countdown of remaining miles to fill-up disappears when you drop below 20 miles.  

You may also lose a little oomph in mountain passes. On the Black Ridge just south of my home, the interstate climbs about 2,000 feet over the span of a dozen miles, and when I hit a 15-mph headwind coming up the ridge, the RT couldn’t hold its speed. However, thanks to the three wheels, I never had any clench moments when I got blasted by crosswinds over the span of nearly 500 miles, and in hindsight regarding the climb in elevation, given the power-to-weight ratio, downshifting would’ve likely remedied the issue.  

Related: 2023 Can-Am Ryker Rally Review | Road Test

It’s a Family Affair 

With all those solo touring miles, once I returned home, I was excited to take the Spyder out with some pretty tough critics riding pillion.  

My 11-year-old son, who has ridden with me on most test bikes I’ve reviewed, said he loved it more than any of the others. In the October 2023 Exhaust Note, I talked about how he gets a little nervous leaning over on curvy roads, so I think he liked the stability on the Spyder. I also talked about his “flying” arms when we’re on straightaways. I caught a glimpse of those spread arms in the mirrors of the Can-Am, as well as hearing shouts of jubilation as we cruised the rural valley outside of town blasting Imagine Dragons, one of his favorite bands. (Did I mention that the sound system is one of the best I’ve heard?) 

My wife and I are on mostly common ground when it comes to music, and I often put our mellow Ray LaMontagne library on shuffle when we’re on two-wheel tourers, but the Can-Am felt better suited to the rowdier Nathaniel Rateliff. This is maybe why I ended up pushing it a little more when she was on the back. She had a similar difficulty getting used to the sensations of the three-wheeled suspension and cornering at higher speeds. However, she liked the wide seat and backrest and thought the grips were better situated than some other bikes, which were more of a reach for her and ended up causing back discomfort.  

My dad is an outlaw country guy. I’m also a Waylon, Willie, and Johnny fan, so I could’ve played that when we went for a ride, but I wanted him to experience the pure ride for what it was: his first time climbing aboard something with less than four wheels (or hooves) in decades, a moment especially poignant given his Parkinson’s diagnosis. We clunked helmets a few times, but about 20 minutes in, when I thought he might be getting tired, he gave me the thumbs up, and we kept going. 

I had prepped him with a few things to think about during the ride, and when we got back, I could tell he really enjoyed it, and I asked him to put together a couple paragraphs about his experience. He sent me about 2,300 words. And to think I used to get in trouble for not following directions.  

Because he has a way with words and makes some interesting observations about the nature of being a motorcycle journalist, I have included the (mostly) unabridged version after the spec chart below, but to summarize based on his “essay” and my conversation with him, riding the Spyder was a good experience. As with my wife, he appreciated the comfort of the ride, the generous room for a passenger, the cushy seat, large passenger footboards, and foam hand grips. 

“If my Can-Am ride antedated our (recent) final decision on new dining room chairs,” he wrote, “so comfortable was the seat on the Can-Am that there would now be four of them, each one parked on the four sides of our dining room table.”    

He also agreed with how smooth the ride was at speed, with no helmet buffeting – or anxiety – as we got up near 80 mph. Most important to him, however, was the sense of stability. Many injuries suffered by people with Parkinson’s are the result of falling, which starts with a lack of balance. 

“When we start to take a fall, we do not react appropriately. … The positioning of the handgrips and the legs of an individual riding pillion on the Can-Am, combined with the lack of leaning required from a passenger, contraindicate getting into a fall trajectory posture.” 

I was just glad he had fun. 

In “Everyday People,” Sly and the Family Stone sings about “different strokes for different folks.” The 2023 Can-Am Spyder RT Sea-To-Sky may be the perfect vehicle for those looking to transition from two wheels to something easier to handle or from a four-wheeler to something that opens up a new world of possibilities. Or just someone looking for a new experience.  

It’s a hard vehicle to define, but once you get over the fact that it’s not exactly what you’re used to, you can learn to enjoy it on its own terms. It gave me a chance to do something with my father that I may not ever get to do again, and for that, I will always be grateful.  

2023 Can-Am Spyder RT Sea-To-Sky Specs 

• Base Price: $32,999 
• Website: Can-Am.BRP.com 
• Warranty: 2 yrs., unltd. miles w/ roadside assistance 
• Engine Type: Liquid-cooled, transverse in-line Triple, DOHC w/ 4 valves per cyl. 
• Displacement: 1,330cc 
• Bore x Stroke: 84.0 x 80.0mm 
• Horsepower: 115 hp @ 7,250 rpm (claimed) 
• Torque: 96 lb-ft @ 5,000 rpm (claimed) 
• Transmission: 6-speed, semi-automatic w/ reverse 
• Final Drive: Belt 
• Wheelbase: 67.5 in. 
• Rake/Trail: n/a 
• Seat Height: 29.7 in. 
• Dry Weight: 1,021 lb  
• Fuel Capacity: 7 gal. 
• Fuel Consumption: 28.1 mph 
• Estimated Range: 197 miles 

See all of Rider‘s Can-Am coverage here.

Thoughts on the Can-Am Spyder RT Sea-to-Sky and other topics by Daniel R. Dail: 

My son Paul tests and reviews motorcycles for a living for two upscale magazines. I am moved to wonder how many men envy him in this, one of the more unusual, if not bizarre, mixtures of the arts and sciences that one can conjure up. 

In thinking about it, it may not be as strange as it seemed at first glance. Someone has to do it. I never gave it much thought until now, but machines can have a legacy that’s truly their own. Think not? Think again. The Ford Mustang. The 1932 Ford Coupe. The Harley Davidson 1948 Panhead, 1964 Chevy Camaro, 1964 Ford Edsel, and hundreds, perhaps thousands more. In each case, someone has to tell its story, set in motion those things that would become part of what that machine represents. Even in the case of classic failure (Edsel), someone has to start the record. 

Welcome to the intersection, the place where the impossible happens, the lamb lays down with the lion, a place where the sword ever so gently embraces the pen, and the covenant they share creates the story of a particular machine through the gauntlet, through fire and ice. That story may very well turn out to be that machine’s legacy. A motorcycle journalist position requires excellent judgment, a solid business acumen, and astute instincts for diplomacy when writing up the assessment report on a particular make or model of motorcycle. 

There are spectacular true accounts, especially in automotive history, whereupon the future of an entire company, its stakeholders, and employees were riding on the acceptance of a new model or concept, only to be driven askew by a negative review. Occasionally, a sword can be withdrawn in time to stem the hemorrhaging; rarely, if ever, can this happen with the pen. 

I can give no assurances that Paul himself is fully cognizant of the enormous power he wields in carrying out of his duties in what his older brother has labeled a dream job. Whether a novelist or essayist, while holding a reader’s interest is important, holding their trust is the Holy Grail. History is replete with accounts of multitudes of humanity who have given over the gift of their trust to a charismatic leader only to be richly rewarded; others have paid the ultimate price for the misplacement of their gift of trust. They didn’t drink poison from the cup because they were thirsty; they drank it because they trusted the person serving it to them. I am of the opinion that trust has been undervalued – not given its due. 

Paul’s typical first ride on a particular motorcycle to which he has been assigned originates in traffic-choked Los Angeles County, population density over 2,400 people per square mile and 89 feet in elevation, and it draws to a conclusion about 450 miles away in Iron County, Utah, density 15 people per square mile and elevation just under 6,000 feet. 

Much of the ride is on the high desert (aka cold desert) biome of the Mojave, a moody, ever-changing landscape with a beauty all its own that can suddenly be interrupted by a hostile paint-stripping sandstorm or a 30-degree temperature plummet that can only be a prelude to a marble-sized summer hailstorm. Then there’s the much feared and much maligned gully washer. Torrents of water seemingly appearing out of nowhere, laying to waste everything in its path. 

Much of this rather fragile land has not taken kindly to the scars carved into its surface by marauding throngs of dirtbikes, dynamite blasts which would become manmade gorges, and incessant assaults from a developer’s bulldozer. They tear out the sage and uproot the juniper trees and then name the streets after them.  

There is a rich history of native people inhabiting parts of Mojave, but for the most part it is rather hostile to human habitation. There, a lone motorcyclist has to develop good instincts for changing conditions. 

Compared to Paul, I am an imposter, a poor replica of the real thing. But here I am, neither a writer nor motorcycle afficionado, preparing for a small taste of what my son does professionally. But I am a creature of my own design. I am what I call a “word stylist,” an inferior subspecies of writer who writes from a place of raw emotion and who has but a fleeting acknowledgement of the rules of punctuation and sentence structure. 

I am schooled in the sciences, so it doesn’t make sense that I am so attracted to “paragraphical” sentences and the use of ten words when five will do nicely. I like to push the limits of language. I think that there is a certain elegance in the use – but not overuse – of archaic words and phrases. Elaboration knows no better friend than I. 

So how do I earn the reader’s trust? The first thing that I must do is remember is to stay in my own lane, figuratively speaking. I have been invited to be a guest on board the Can-Am Spyder RT Sea-To-Sky (hereafter, the “Can-Am”). Nothing more. I will not handle any controls, bells, or whistles unrelated to my role as an uninformed passenger with a paucity of technical acumen aboard a behemoth of a machine that bears no resemblance to the arachnid for which it is named. Looking down from aloft, there is an unmistakable likeness to a scorpion, however. Somebody really missed the mark naming this machine. And “Sea to Sky”? Out of fairness, there is no ocean front nearby to Cedar City, but the whole time I was on board the Can-Am, not once did it leave solid ground to become airborne. 

After I have become thoroughly saturated by the experience aboard the Can-Am, like Paul, I will be asked to write about it, but unlike Paul, my testimony will be stripped of technical jargon or inference made from previous experiences because I haven’t had any, unless you count a Cushman Highlander and a Triumph 250cc bike in the early 1960s. 

My contribution will be largely sensory: What does it feel like? So it would seem that my value to this story is that I don’t know very much, and if I can own up to it (stay in my lane) and not try to convince the readers otherwise, I will have served my purpose. 

Particularly pertinent to this venture into the unknown are my age – I am 77 – and that I have a neurodegenerative disorder, Parkinson’s disease. This makes me susceptible to a myriad of symptoms that, without some accommodation, might make the ride on the Can-Am something less than a good idea. 

Seventy-seven years requires little in the way of an explanation. I didn’t do anything wrong, and I didn’t do it on purpose; it just turned out that way on my last birthday. 

Parkinson’s disease is another set of circumstances and plays heavily into what I can say about the view perched in the “not aloft” of the passenger seat of the Can-Am (there is no awkward towering over the driver). 

Were I asked to give a one-word description of the Can-Am, it would be “generous.” There is more than ample room for driver or passenger to mount first, assisted by the three points of contact with the ground. For someone with Parkinson’s, this could be the difference between going or having to stay home.  

On this particular day, I sauntered up, stepped on the main footboard with a confidence bolstered by the size of it, hoisted my right leg over the seat back, and eased slowly down the backrest gently kneading my lower back, waist, and rib cage as I settled down onto the seat with its rather complex combination of tucks, rolls, and rises. The seat pad yielded in places, and I redirected my legs to the large, stirrup-like 4×6-inch passenger footboards and tested the soft, ample 12-inch foam handgrips. 

This may be as good a place as any to mention that my wife and I had been searching for some new dining room chairs about the same time as I took my ride on the Can-Am. For the dining room chairs, comfort needed to be the most important feature. We longed for those seemingly irretrievable days when family and good friends could sit around the dining room table for hours after a meal and just talk. Everything from Russia’s war in Ukraine to the possibility of a particular horse winning the Triple Crown might be discussed. No TV, and cellphones turned off. Just good conversation with people you care about. 

We finally found chairs that looked like they would serve our needs nicely on Amazon, but if my Can-Am ride antedated our final decision on new dining room chairs, so comfortable was the seat on the Can-Am that there would now be four of them, each one parked on the four sides of our dining room table. 

The basic platform of all Can-Am cycles is the same three-wheeled configuration of two up front and one behind. My assignment is very specific on this point. I’m bound to the notion of being someone who knows very little – or nothing – about the technical specifications of this machine and therefore have nothing of substance to say about this configuration without running the risk of not staying in my own lane as I promised I would do. I will leave the merits and drawbacks to others. I am confident, however, in saying the Can-Am gives an amazing sense of stability because of its three-wheel configuration. 

Those of us with Parkinson’s disease don’t do well in crowded places, so riding pillion on a 4-inch-wide seat pushed up over the back of the driver would not be my idea of an ideal cycling experience. Neither would the reciprocal – nothing to give stability, or a sense of reckoning with the natural forces in the world within which we exist. Take gravity, for example. Taking any statistic on falling and adding Parkinson’s disease and adjusting for age, and it is worse.  

Everything about falls, including occurrence, injury, hospitalizations, and deaths due to falls is worse with Parkison’s. Over time, the disease erodes one’s ability to react, reaching a point where, when we start to take a fall, we do not react appropriately. An example of appropriate reaction would be to raise your arms to cover your head or your face to lessen the damage done on impact or put your hands out in front of you to lessen the impact itself, to “break the fall.” 

Falling is a surprisingly complicated action involving a large number of soft tissues and organs laid upon or protected by a rigid framework and a nervous system firing at blinding speed in an effort mitigate the damage. However, there is little in the way of mid-fall recovery when someone has Parkinson’s. Once you are in a fall trajectory, you are most likely to be consumed by a kind of helplessness so overwhelming that it is somewhat akin to being pulled into the fall. The trajectory is like a vacuum tube: You are literally sucked into it.  

I have no first-hand experience to draw upon since my Parkinson’s diagnosis, so I must speculate that the leaning that is part of negotiating turns on a two-wheel motorcycle would not bode well with the balance problems of the kind that often accompany Parkinson’s. Leaning is also one of the ways we end up in a fall trajectory. 

However, the positioning of the handgrips and the legs of an individual riding pillion on the Can-Am, combined with the lack of leaning required from a passenger, contraindicate getting into a fall trajectory posture. Additionally, the adjustable windscreen cuts a wide swath, leaving both passenger and driver well-protected from windblast, even at speeds in excess of 75 mph, which gave me an added sense of security. 

So now we come to the elephant in the room. What is someone with Parkinson’s disease doing on a motor-driven cycle anyway? Well, PD is progressive disease: In early stage, it may not even be noticeable; at end stage, you’re more worried about where your next breath is coming from than going on a motorcycle ride (suffocation is responsible for a lot of deaths in people with PD). It’s what comes between early and end stage that really matters. And isn’t that pretty much the way it is for everyone, PD or not? Michael J. Fox made a couple of movies and filmed several episodes of the TV show Spin City in early-stage PD. Who knew? Now in the middle stages of PD, the disabling effects are considerably more evident. Perhaps he might have second thoughts about jumping on a Can-Am and taking an afternoon ride. Me? I wouldn’t give it a moment’s hesitation – at least not today. Just watch me. 

This machine, the Can-Am Spyder RT Sea-To-Sky literally shouts the words “Riding Two Up,” given its generous dimensions, stability, and passenger accommodations aplenty. 

Fifteen years after my diagnosis. I awaken almost every morning knowing that as soon as I wipe the sleep from my eyes, the fight for who will rule this day will already be under way. It’s going to be one helluva battle, and I am going to be right in the thick of it. My opponent is Parkinson’s disease. Some days I do pretty well – other days, not so much. But every day, every single day that I show up, PD will know it has been in a fight. 

That is how I have earned Parkinson’s creds. It’s the same way Paul has earned motorcycle and writing creds…it’s the hard way. And because I have stayed in my own lane, shown the readers that I trust them, and because Paul Dail is my son, it has hopefully earned me at least a glimpse of the coveted treasure, the Holy Grail: the reader’s trust. 

The post 2023 Can-Am Spyder RT Sea-To-Sky Review | Ridden and Rated appeared first on Rider Magazine.

Suzuki’s new GSX-S1000GX+ is further evidence of the evolution in the sport-touring class. 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. 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.”

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. Watch the video to see the 2024 Suzuki GSX-S1000GX+ in action and read our full review here.

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

GEAR UP

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

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

Following up on the success of Triumph’s other middleweights, including the Trident 660 roadster and the Tiger Sport 660 adventure sport-tourer, Triumph has revealed a new Triple-powered middleweight sportbike for 2024, the Triumph Daytona 660.  

Related: 2022 Triumph Tiger Sport 660 | First Ride Review 

At the unveiling of the Daytona 660, Alastair Fairgrieve, Triumph’s global product marketing manager, said the name was originally chosen to honor Buddy Elmore’s victory on a Triumph in the 1966 Daytona 200, where Elmore came from the 46th on the grid to win the race. 

The name has appeared in various iterations of Triumph motorcycles over the subsequent years and returns in 2024 with the Daytona 660, which features a liquid-cooled 660cc inline-Triple with DOHC, 4 valves per cylinder, and a 240-degree firing order. It makes a claimed 94 hp at 11,250 rpm (17% higher than the Trident 660), with redline at 12,650 rpm, and 51 lb-ft of torque at 8,250 rpm (9% more than the Trident), with more than 80% of the torque available from 3,125 rpm.

The bike has a 6-speed gearbox, throttle-by-wire, a slip/assist clutch, and 3-into-1 exhaust with a low stainless-steel silencer. Triumph’s Shift Assist is available as an accessory fit for clutchless up- and downshifts. 

Stuart Wood, chief engineer of concept and electrical at Triumph, said the Dayton 660 is focused for “real-world use.” 

“Everything we do inspires us,” Wood said. “(With) everything we do at the highest level … we’re learning, and we’re getting more into the engine. We’re looking for better economy, cleaner, and more performance all the time. And I think we’ve delivered fairly well on this one.” 

See all of Rider‘s Triumph coverage here.

The Triumph Daytona 660 has three ride modes – Sport, Road and Rain – each offering a different throttle response and level of traction control intervention, with Sport mode geared toward more aggressive road riding or track sessions. The traction control system can be turned off for riders who prefer complete freedom from electronic intervention, and a new Emergency Deceleration Warning system activates the hazard lights to alert other drivers during heavy braking. 

Stopping power comes from twin 4-piston radial calipers biting 310mm floating discs up front and a single-piston sliding caliper and 220 fixed disc in the rear. ABS is standard. An inverted nonadjustable Showa SFF-BP (Separate Function Fork-Big Piston) fork provides 4.3 inches of travel, and a Showa rear monoshock offers 5.1 inches of travel and preload adjustability. When asked about the lack of adjustment on the front fork, Triumph Chief Product Officer Steve Sargent said that when supersport bikes evolved to become more track-focused, they became more tech- and spec-laden.  

“The price point moved up to a point where the (middleweight) class really kind of disappeared because they got to a price point where they were not that far away from the cost of going to a larger capacity machine,” he said. “But they weren’t delivering the same kind of performance.” 

Sargent said it became a question of delivering the balance between the specification and the price that a customer really wants. 

“So that’s the way we’ve ended up with this bike,” he said. “We think this really hits the mark.”      

Ergonomics also reflect the idea of “real-world use.” Clip-on bars are positioned above the top yoke, and footpegs have been moved slightly up and back for a balance of comfort and cornering clearance. Separate rider and passenger seats, with a rider seat height of 31.9 inches and a narrow stand-over make the Daytona 660 manageable for riders of all sizes, and an accessory low seat is also available, lowering the seat height almost an inch to 30.9 inches. The bike rides on five-spoke cast aluminum wheels wrapped in Michelin’s new Power 6 tires. 

The Daytona 660 has twin LED headlights that incorporate a central air intake, as well as a contoured LED taillight. The bike has a color TFT screen integrated into a white-on-black LCD display that is compatible with the accessory fit My Triumph Connectivity System, which enables turn-by-turn navigation plus phone and music interaction. 

The 2024 Triumph Daytona 660 will come in Carnival Red, Satin Granite, and Snowdonia White starting at $9,195, available in dealers in March 2024. 

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

The post 2024 Triumph Daytona 660 Review | First Look  appeared first on Rider Magazine.

The 2024 Triumph Tiger 900 adventure bike has been revamped 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 GT and GT Pro versions skew toward the sport-touring market, and the Tiger 900 Rally Pro is intended for tackling off-road terrain using a 21-inch front tire and riding on wire-spoke wheels.

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. Watch the video to see the 2024 Triumph Tiger 900 in action and read our full review.

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. 

GEAR UP

• Helmet: HJC DS-X1
• Jacket: Rev’It Neptune 2 GTX
• Pants: Klim Latitude
• Gloves: Rev’It Dirt 3
• Boots: Alpinestars Toucan GTX

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