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.

Slotting between the CB500X and Africa Twin, the 2024 Honda Transalp is a new adventure bike powered by a 755cc parallel-Twin. The original Transalp was sold in the U.S. for only two years (1989-1990), but the model continued to evolve in Europe. The iconic bike returns to America to compete in the red-hot middleweight ADV segment.

We put the Transalp through its on-road and off-road paces during a two-day, 250-mile test amidst the vibrant autumn foliage of central Pennsylvania. Our route included the rugged Section 4 of the BDR-X PA Wilds and challenging twists near State College.

Read our full Honda Transalp review and see it in action in this video.

2024 Honda Transalp Specs 

• Base Price: $9,999 
• Warranty: 1 yr., unltd. miles 
• Website: Powersports.Honda.com 

ENGINE 

• Type: Liquid-cooled, parallel-Twin, Unicam SOHC w/ 4 valves per cyl. 
• Displacement: 755cc 
• Bore x Stroke: 87.0 x 63.5mm 
• Compression Ratio: 11.0:1 
• Valve Insp. Interval: 16,000 miles 
• Fuel Delivery: Programmed Fuel Injection, 46mm throttle bodies 
• Lubrication System: Wet sump, 4.1 qt. cap. 
• Transmission: 6-speed, cable-actuated slip/assist wet clutch 
• Final Drive: Chain 

CHASSIS

• Frame: Steel diamond truss 
• Wheelbase: 61.5 in. 
• Rake/Trail: 27 degrees/4.4 in. 
• Seat Height: 33.7 in. 
• Suspension, Front: 43mm Showa SFF-CATM telescopic inverted fork w/ spring-preload adjustment, 7.9 in. travel 
• Rear: Pro-Link system w/ single Showa remote-reservoir shock, 7.5 in. travel 
• Brakes, Front: Dual 310mm “wave” discs w/ 2-piston calipers & ABS 
• Rear: Single 256mm “wave” disc w/ single-piston caliper & ABS 
• Wheels, Front: Stainless steel spoke, aluminum rim, 21 in. 
• Rear: Stainless steel spoke, aluminum rim, 18 in. 
• Tires, Front: 90/90-21 
• Rear: 150/70R-18 
• Curb Weight: 459 lb 
• Fuel Capacity: 4.5 gal 

The post 2024 Honda Transalp Review | Video appeared first on Rider Magazine.

Making its much-anticipated debut in the American market for 2024 is the Honda XL750 Transalp, a middleweight adventure bike equipped with 21-inch front and 18-inch rear spoked wheels and ample suspension travel. Nestled between the entry-level CB500X and the liter-class Africa Twin in Honda’s current lineup, how does the Transalp fare?  

To find out, we took it for a two-day, 250-mile test run amidst the vibrant autumn foliage of central Pennsylvania. Our route included the rugged Section 4 of the Backcountry Discovery Routes BDR-X PA Wilds and winding backroads around State College. 

Related: Backcountry Discovery Routes | Ep. 58 Rider Magazine Insider Podcast 

To give the Transalp an off-road credibility check, American Honda swapped the OEM-fitment Metzeler Karoo Street or Dunlop Mixtour 90/10 on/off-road tires for more aggressive Bridgestone Adventurecross AX41 40/60 tires. It’s also worth noting that the Transalp’s spoked rims require tubes. 

Related: Bridgestone Adventurecross AX41 Adventure Tires | Gear Review 

A Storied History and Design 

After debuting in Europe in 1986, the original Transalp had a short two-year run (1989-1990) in the U.S. It had a liquid-cooled 600cc 52-degree V-Twin engine, 3 valves per cylinder, a full-cradle frame, and a box-section swingarm. Its 41mm fork offered nearly 8 inches of travel, while the rear featured Honda’s Pro-Link suspension with 7.5 inches of travel.

Dropped from Honda’s U.S. lineup in part because it was priced too high to compete with the popular Kawasaki KLR650, the Transalp sold well in Europe and continued to evolve, morphing into the XL650V in 2000 and later the XL700V in 2008. The fourth-generation XL750 Transalp is a modern adventure bike. It inherits its 755cc parallel-Twin engine from the CB750 Hornet, a naked bike that has yet to make it to our shores.

Honda Transalp: Engine, Clutch, and Transmission 

Upon starting the engine, which has a Unicam valve train and 270-degree crank like the larger Africa Twin, the Transalp makes its presence known. The short-stroke crank generates a pulsating effect that optimizes torque distribution across the rev range, particularly in the mid-to-upper range. Honda’s new Vortex Airflow Ducting induction system accelerates the intake-charge airspeed between 3,000 and 8,000 rpm for better throttle response. 

Making a claimed 83 hp at 8,500 rpm, the engine offers a well-balanced power output suitable for both on-road and off-road riding, and it operates efficiently throughout the rev range. During our two-day test, I preferred keeping the revs high, switching between 3rd and 4th gears in faster BDR sections and dropping to 2nd gear for more technical challenges. 

On Pine Flat Road, an optional rocky and muddy trail, I kept the bike in 2nd gear throughout. During slower sections, I manipulated the clutch for better traction before revving the engine up to 8,000 rpm to accelerate. The bike wheelied best in 2nd gear, either when navigating large obstacles or simply splashing through puddles. 

Honda’s slip/assist clutch, featuring F.C.C. Leaning Segment discs, reduces clutch drag torque by 30%. The system is especially noticeable in technical terrain, requiring only one finger to operate the clutch. Equally impressive is the quickshifter for clutchless up and downshifts. It operates smoothly, even between 1st and 2nd gears. 

Honda also optimized the bike’s 459-lb curb weight with a 16/45 final drive ratio and a 520 chain. This configuration minimizes high revs while cruising at 75-plus mph and contributes to fuel efficiency. Even after rigorous use, the bike averaged around 46 mpg. With a 4.5-gallon tank, expect over 200 miles between fill-ups. 

The engine counterbalancer ensures a smooth ride. It is driven off the crank’s primary gear, reducing weight and complexity while maintaining engine compactness. 

Honda Transalp: Electronics 

The Transalp has throttle-by-wire with 46mm throttle bodies and offers five ride modes: Sport, Standard, Rain, Gravel, and a customizable User mode, which allows riders to select preferred settings for throttle response, engine braking, traction control, and ABS. Adjustments to most of these parameters are only permissible when the bike is stationary, but buttons on the switchgear allows for quick mode and TC changes on the fly.

GEAR UP 

• Helmet: Arai XD-4 
• Jacket: Klim Latitude 
• Gloves: Klim Baja S4 Gloves 
• Pants: Klim Latitude 
• Boots: Spidi XPD X-Trail Outdry 

During my test ride, I found each mode to be highly effective in its designated setting. On dirt sections, I primarily used my customized User mode, configured for maximum power, minimal engine braking, and with both TC and rear ABS deactivated. This setup offered optimal traction and stopping capabilities, aligning perfectly with my riding preferences. 

One issue to note is that turning off the ignition automatically reactivates the default TC and ABS settings. To counter this, I left the ignition on during short stops, which had the added benefit of keeping my grips heated during the cold morning hours. The heated grips have four intensity levels, and they’re among the warmest OEM grip warmers I’ve encountered. 

Information about the modes and various settings is prominently displayed on a 5-inch full-color TFT display with four different layouts. The TFT provides data on speed, rpm, fuel level, engine mode, trip distance, gear position, TC, ABS, throttle map, and engine braking. The sole missing element is an ambient temperature readout – a surprising omission given the significant temperature fluctuations often encountered during backcountry rides. 

Honda Transalp: Suspension and Brakes 

For such a capable middleweight ADV bike, the Transalp’s suspension adjustability is limited to spring preload. The Showa system includes a 43mm SFF-CA fork and a Pro-Link rear shock. On paved roads, the bike demonstrated admirable stability, even under aggressive throttle and braking inputs. While the suspension felt slightly softer when navigating off-road terrain, it proved capable of handling the most demanding and intricate BDR gravel sections I encountered. 

Suspension travel is 7.9 inches at the front and 7.1 inches at the rear, and ground clearance is 8.3 inches. I weigh 185 lb, and I bottomed out the fork only twice during harsh landings, experiencing no issues with the rear shock. Fortunately, my test bike was equipped with an optional skid plate, adding an extra layer of engine protection. Without a skid plate, the bike’s exhaust system would be highly vulnerable, making off-road travel ill-advised. 

As for the braking, the 2024 Honda Transalp performed flawlessly throughout my test. It employs 2-piston front calipers working in conjunction with dual 310mm “wave” discs and a single-piston rear caliper squeezing a 256mm wave disc. Off-road, with rear ABS disengaged, these offered a well-balanced braking experience; a single finger sufficed to engage the front brake, and applying ample pressure to the rear brake facilitated effective slowing. 

On-road and with full ABS activated, the system exhibited minimal pulsation during planned emergency braking exercises. It’s important to note that to maintain a competitive price point, the Transalp lacks some preferable on-road amenities, such as cornering ABS and cruise control. However, it does come with the convenience of self-canceling turnsignals! 

Honda Transalp: Ergonomics, Seat Height, and Fairing Protection 

The Transalp’s ergonomics perform well in real-world conditions. At 33.7 inches, the seat height is on par with other adventure bikes (an optional lower seat is 32.6 inches). I’ve owned and ridden many adventure bikes, so even with my 30-inch inseam, I was able to make confident stops on uneven, rocky off-road terrain. 

The seat’s design offers ample room for positional adjustments, even letting me sit close to the gas tank during fast off-road sections to roll my back forward, sit upright, and maintain front tire traction. The handlebar is sufficiently wide, offering good steering leverage. The rider triangle felt just right, and my 5-foot-11 frame never felt cramped.  

The stock footpegs are roomy enough for my size 11.5 boots and provide good grip once the rubber padding is removed. Whether standing or seated during high-speed sections, my feet enjoyed unrestricted movement, avoiding any uncomfortable contact with passenger pegs or engine components. 

Designed by Honda’s Italian R&D team, the Transalp sports an unmistakable Italian flair in its fairing design. Although budgetary considerations led to a nonadjustable windscreen, the aerodynamics are still effective. Throughout my ride, even at speeds exceeding 80 mph, I experienced no head buffeting. 

The Final Tally 

At $9,999, the 2024 Honda XL750 Transalp is competitively priced, undercutting key rivals like the Yamaha Ténéré 700 by $800 and the Suzuki V-Strom 800DE by $1,350, though both the Yamaha and Suzuki offer more suspension adjustability. When compared to European models such as the KTM 890 Adventure, the price difference climbs to nearly $4,000, though we’re not necessarily comparing apples to apples anymore. 

The Transalp is a motorcycle that doesn’t ask you to choose between worlds. Instead, it encourages you to explore them all.  

See all of Rider‘s Honda coverage here.

2024 Honda XL750 Transalp Specs 

• Base Price: $9,999 
• Warranty: 1 yr., unltd. miles 
• Website: Powersports.Honda.com 

Engine 

• Type: Liquid-cooled, parallel-Twin, Unicam SOHC w/ 4 valves per cyl. 
• Displacement: 755cc 
• Bore x Stroke: 87.0 x 63.5mm 
• Compression Ratio: 11.0:1 
• Valve Insp. Interval: 16,000 miles 
• Fuel Delivery: Programmed Fuel Injection, 46mm throttle bodies 
• Lubrication System: Wet sump, 4.1 qt. cap. 
• Transmission: 6-speed, cable-actuated slip/assist wet clutch 
• Final Drive: Chain 

Chassis 

• Frame: Steel diamond truss 
• Wheelbase: 61.5 in. 
• Rake/Trail: 27 degrees/4.4 in. 
• Seat Height: 33.7 in. 
• Suspension, Front: 43mm Showa SFF-CATM telescopic inverted fork w/ spring-preload adjustment, 7.9 in. travel 
• Rear: Pro-Link system w/ single Showa remote-reservoir shock, 7.5 in. travel 
• Brakes, Front: Dual 310mm “wave” discs w/ 2-piston calipers & ABS 
• Rear: Single 256mm “wave” disc w/ single-piston caliper & ABS 
• Wheels, Front: Stainless steel spoke, aluminum rim, 21 in. 
• Rear: Stainless steel spoke, aluminum rim, 18 in. 
• Tires, Front: 90/90-21 
• Rear: 150/70R-18 
• Curb Weight: 459 lb 
• Fuel Capacity: 4.5 gal 

The post 2024 Honda XL750 Transalp Review | First Ride appeared first on Rider Magazine.

Honda has announced six models returning for 2024, including the Gold Wing family, the Fury, the Rebel family, and the adventure NC750X. These returning models join previously announced 2024 models, including the Ruckus and Metropolitan, the Monkey and Super Cub, the Shadow Phantom, the Shadow Aero, the ADV160, and the XL750 Transalp. 

The models in this announcement, except for the NC750X, receive new colors for 2024, and the bagger-styled Rebel 1100T will now come in a 6-speed manual transmission version to join last year’s Dual Clutch Transmission (DCT) version. 

2024 Honda Gold Wing 

The ultimate touring motorcycle returns for 2024. Powered by a liquid-cooled 1,833cc opposed 6-cylinder engine with a 7-speed manual transmission or DCT, the Gold Wing family includes touring accommodations and conveniences for the most comfortable long-distance ride available. Technologies include throttle-by-wire, four ride modes, Honda Selectable Torque Control (Tour models only), Hill Start Assist, optimized cruise control, and electronically controlled combined braking system with ABS. Android Auto and Apple CarPlay allow riders to take advantage of the 55-watt speakers, and 121 total liters of storage provide plenty of space for long-haul travel needs. 

Related: 2021 Honda Gold Wing Tour DCT | Road Test Review 

The 2024 Honda Gold Wing will arrive in November 2023, and the base model will have an MSRP of $24,700 and come in Matte Armored Green Metallic. The Gold Wing DCT in the same color will be priced at $25,700. The Gold Wing Tour will be $28,700 in Gray Metallic/Black or Pearl White, and the Tour DCT will be $29,700 in the same color. The top-line Gold Wing Tour Airbag DCT will have an MSRP of $33,000 and come in Pearl White. 

2024 Honda Fury 

The Honda Fury is a chopper-styled cruiser powered by a liquid-cooled 1,312cc V-Twin. The front is raked out to 32 degrees, and the hard-tail styling and low seat height complete the look. It has adjustable front and rear suspension, a 336mm front disc with a twin-piston caliper, and a 296mm disc with single-piston caliper in the rear. ABS comes standard. 

The 2024 Honda Fury will be available in December 2023 in a new Adventure Green color with an MSRP of $11,499. 

2024 Honda Rebel 1100 

Introduced for 2021, the Rebel 1100 cruiser is the next step up from the popular Rebel 500. It’s powered by a liquid-cooled 1,083cc parallel-Twin with a 6-speed transmission available in either manual or DCT. Last year, the bagger-styled 1100T DCT joined the family with hard saddlebags with a combined 35 liters of storage and a fairing with a short windscreen. For 2024, Honda has added a 1100T with a manual transmission. 

Related: 2021 Honda Rebel 1100 | First Ride Review 

The 2024 Honda Rebel 1100 will arrive in January 2024. The base model with a manual transmission will come in Gray Metallic or Metallic Blue with an MSRP of $9,549. The 1100 DCT will come in the same colors with an MSRP of $10,149. The bagger-styled 1100T with a manual transmission will come in Metallic Black or Matte Armored Green Metallic for $10,699, and the DCT version will come in the same colors for $11,349. 

2024 Honda Rebel 500 

The Rebel 500 is Honda’s highly popular modern cruiser and is powered by a liquid-cooled 471cc parallel-Twin. It features a peanut fuel tank, LED lighting, and blacked-out engine components. It’s available in standard and ABS versions, as well as the ABS SE version, which includes add-ons like a diamond-stitched seat and a headlight cowl.  

Related: 2020 Honda Rebel 500 ABS | Road Test Review 

The 2024 Honda Rebel 500 will be available in January 2024 in Matte Laurel Green or Pearl Black. The standard model will have an MSRP of $6,499, and the ABS will be priced at $6,799. The Rebel 500 ABS SE will come in Pearl Smoky Gray with an MSRP of $6,999. 

2024 Honda Rebel 300 

The Rebel 300 is Honda’s most approachable and affordable cruiser. With a low seat height, comfortable ergonomics, and predictable power delivery, the Rebel 300 is designed to provide new riders with confidence and fun without breaking the bank. It’s powered by a liquid-cooled 286cc Single and, like the Rebel 500 and 1100, includes a peanut fuel tank, blacked-out components, and LED lighting. 

The 2024 Honda Rebel 300 will be available in January 2024 in Pearl Black or Nitric Orange. The standard model will have an MSRP of $4,849, and the ABS version will be priced at $5,149. 

2024 Honda NC750X 

The do-it-all Honda NC750X commuter bike is powered by a liquid-cooled 745cc parallel-Twin and comes standard with DCT. It features an upright riding position and a large front storage compartment. Also included is the Honda Selectable Torque Control, which allows riders to choose between some rear-wheel spin for gravel and dirt or reduced spin. 

Related: 2019 Honda NC750X | Long-Term Report 

The 2024 Honda NC750X will be available in January 2024 in Matte Nightshade Blue with an MSRP of $9,499. 

For more information, visit the American Honda website. 

See all of Rider’s Honda coverage here. 

The post 2024 Honda Gold Wing, Rebel, and NC750X Returning Models  appeared first on Rider Magazine.

When something has been around for four decades, it’s usually because of a combination of inherent quality and general likability. Take a look at Rider magazine, for example. Next year, we celebrate our 50th birthday. There’s a reason for that. But quality doesn’t live in a vacuum. To survive – and even better, to thrive – there has to be change. Honda has succeeded in finding the next step in the evolution of the Honda Shadow Phantom, and the company hopes the changes, combined with a 40-year history, will help the bobber-style bike succeed in the middleweight cruiser market.

The Spirit of 750

The Honda Shadow was introduced in 1983 with two options. The larger of the two cruisers featured a liquid-cooled 745cc 45-degree V-Twin with SOHC and 3 valves per cylinder. It had a 6-speed gearbox, a slipper clutch, and shaft final drive. More than 19,000 Shadow 750s were sold that year.

Related: Retrospective – 1988 Honda VT800C Shadow

There were several other chapters in the Shadow story, but if we’re following the lineage to the Phantom, significant mileposts included the shift to a 52-degree V-Twin in 1988 with the 583cc Shadow VLX. The 52-degree V found its way to the larger displacement 750cc Shadow ACE in 1998, which dropped down to a 5-speed gearbox, chain final drive, and no slipper clutch. The Shadow Phantom was introduced in 2010 with blacked-out styling (the exhaust was still chrome), the introduction of fuel injection, and a return to shaft drive.

The 2024 Honda Shadow Phantom sees the blacked-out styling now carried through the exhaust – a good look that represents a more modern appeal. It still features a liquid-cooled 745cc 52-degree V-Twin, but machine-cut cylinder head fins add a nice visual contrast that makes the engine pop. There’s also a new two-tone paint scheme on the tank (Deep Pearl Gray or Orange Metallic), LED turnsignals, fork boots, shortened fenders, and a new single seat (a passenger seat and footpegs are available as accessories).

Colin Miller, American Honda assistant manager of public relations, said members of Generations Y and Z are more attracted to Honda’s Rebel platform, partially because of its more aggressive styling, and Honda is leveraging some of that style with the Shadow Phantom. Whereas the Shadow Aero still has the more laid-back appearance of a traditional cruiser with a swept-back handlebar and more relaxed seating, the revamped Phantom takes a more contemporary approach, with a new handlebar and clamp that puts the rider in more aggressive forward position. A graphic during the presentation showed the handlebar position close to that of the Harley-Davidson Forty-Eight.

And from a customization standpoint, while the previous model’s rear fender and license plate holder was one piece that had to be cut if a customer wanted to make changes, the holder on the new model can be unbolted to aid customization.

Another significant update to the Phantom is its stopping power. Braking in the front is still provided by a 2-piston caliper gripping a 296mm disc, but the previous rear brake drum has been replaced by a 276mm disc and 2-piston caliper, and a new ABS version is available for an extra $300.

Front suspension travel has been increased by half an inch (to 5.1 inches) but remains the same 3.5 inches in the rear courtesy of dual shocks with five-position spring-preload adjustability. Otherwise, seat height is essentially the same at a very cruiser-like 25.6 inches. Even though fuel capacity has been bumped 0.2 gallon to 3.9, curb weight of the 2024 model is 6 lb lighter at 543 lb.

Unlocking the Phantom Zone

The middleweight cruiser market exploded during the Covid pandemic. The wave crested in 2021, but Miller said Honda is hoping the Shadow Phantom will bring in both new riders and existing cruiser fans looking for something new. I don’t know about the younger generation – in more ways than just their riding preferences – but I can say this Gen X cruiser guy sure enjoyed the ride.

The first thing I noticed when firing up the bike was the rumble, which was surprisingly satisfying for a Japanese bike with the stock exhaust. The Phantom continued to impress as we rolled through the streets of San Dimas, California. When we tested the 2013 Shadow Aero, it made 44.7 lb-ft of peak torque at the rear wheel, with more than 40 lb-ft available between 2,200 and 5,000 rpm. I appreciated that level of low-end grunt when pulling away from intersections in town, and it held its own as we climbed 6,000 feet on State Route 39 to Crystal Lake.

Related: 2013 Honda Shadow Aero Review

The rear suspension was a little squishy in some of the bumpier parts, but that was likely a result of the preload being set for someone a little lighter than my two-plus bills. Fortunately, the new saddle is nice and cushy and didn’t give me any grief during the four hours I was on it.   

GEAR UP

• Helmet: HJC RPHA 91 Modular
• Jacket: Fly Racing Coolpro Mesh
• Gloves: Fly Racing Street Surveyor
• Pants: Highway 21 Blockhouse Jeans
• Boots: Highway 21 Low Primary Engineer  

The pull on the clutch lever was a little heavy, and I would rate it “medium.” Since I own an older cruiser, it’s not anything new to me, but many bikes today are equipped with slip/assist clutches, and once you get used to this feature, you notice when it’s not there. I was okay with the lever pull – although a slip/assist clutch would’ve lightened it – but there was a moment going up the twisty, narrow one-way route to Crystal Lake where a quick downshift, combined with some debris in the road, gave a hop of the rear wheel on a curve that was a little bracing.

At just $8,399 ($8,699 for the ABS version), the 2024 Honda Shadow Phantom may not have all the bells and whistles, but it is a very attractive proposition for either a new rider or someone looking to add another steed to their stable from a segment without a lot of competition.

Only Breath and Shadow

I had only one other issue with the Phantom. The bike has a decent 27.4-degree lean angle. However, when I put the arch of my boot on the forward-mount footpegs, if I didn’t want my toe resting on the brake pedal, the heel of my boot found the road surface before the pegs did. This required a shifting of my right boot to various positions, none of which were as comfortable or confidence-inspiring as having the peg positioned directly under my arch.

This is not to say that I was high-speed slaloming up the canyon. In fact, I was the most conservative of the riders that day on the winding SR-39. As to those peg scrapes, I was once advised by my colleague and editor-in-chief of our sibling publication American Rider, Kevin Duke: “Ride your own ride, but challenge your limits when your confidence grows.”

So I did. Most riders won’t treat the Honda Shadow like a sportbike, but it certainly responded to my prodding enough to make it a spirited ride up the winding SR-39. When it comes to riding my own ride, I like to cruise, take in the scenery, breathe the air, and get my heart pumping enough to remember I’m alive.

If you are of a like mind, you’ll be very happy with the Phantom. And for those of you wondering if it’ll haul a little ass, the Phantom has something for you as well, as I can attest based on the taillights winking in the distance ahead of me from some of the other riders in my group.

The new Phantom has brought the Shadow into the light, and it looks to be a bright future indeed.

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

2024 Honda Shadow Phantom Specs

• Base Price: $8,399
• Website: Powersports.Honda.com
• Warranty: 1 yr., unltd. miles
• Engine Type: Liquid-cooled, transverse 52-degree V-Twin, SOHC w/ 3 valves per cyl.
• Displacement: 745cc
• Bore x Stroke: 79.0 x 76.0mm
• Transmission: 5-speed, cable-actuated clutch
• Final Drive: Shaft
• Wheelbase: 64.6 in.
• Rake/Trail: 34 degrees/6.4 in.
• Seat Height: 25.6 in.
• Wet Weight: 543 lb
• Fuel Capacity: 3.9 gal.
• Fuel Consumption: 56 mpg (claimed)

See all of Rider‘s Honda coverage here.

The post 2024 Honda Shadow Phantom Review | First Ride appeared first on Rider Magazine.

American Honda has announced that the highly anticipated Honda XL750 Transalp is coming to the U.S. market for the 2024 model year.

The Transalp was originally introduced in Europe in 1986, first showing up in the U.S. for the 1989 model year with a liquid-cooled, 600cc 52-degree V-Twin with 3 valves per cylinder bolted into a full-cradle frame with a box section swingarm. A 41mm fork provided almost 8 inches of travel up front, and Pro-Link suspension offered 7.5 inches of rear-wheel travel.

Unfortunately, timing and American attitudes about motorcycles, combined with the on-road/off-road orientation of the bike, meant the Transalp only lasted two years in U.S. market.

Related: Retrospective: Honda XL600V Transalp: 1989 – 1990

However, fast forward three decades, and not only have times changed, but so has the Transalp, and after seeing considerable success in the European market, U.S. buyers are clamoring to give this new-generation middleweight adventure bike another spin.

“As the adventure category continues to thrive and evolve, customers are more eager than ever to get out and explore,” said Brandon Wilson, American Honda manager of Racing & Experiential Marketing. “The all-new, midsize XL750 Transalp joins Honda’s iconic Africa Twin and pocket-adventurer CB500X to complete our popular True Adventure lineup, ready to deliver unforgettable outdoor experiences to U.S. ADV enthusiasts from coast to coast.”

In the company’s announcement, Honda called the XL750 Transalp, “friendly but tough—perfect for extended touring trips, as well as the urban cut and thrust, and all points in between.”

See all of Rider‘s Honda coverage here.

The 2024 Honda XL750 Transalp features a liquid-cooled 755cc parallel-Twin with Honda’s Unicam design, 4 valves per cylinder, and 270-degree crank. It has a 6-speed gearbox, throttle-by-wire, a slip/assist clutch, and a standard quickshifter. The bike now comes with five ride modes – Sport, Standard, Rain, Gravel, and rider-customizable – that regulate power delivery, engine braking, and ABS intervention. It also has Honda Selectable Torque Control (HSTC) for increased or decreased rear-wheel spin.

Speaking of wheels, the 2024 Honda XL750 Transalp rides on 21/18-inch front/rear spoked wheels. For stopping power, gone is the rear drum brake, replaced by a 256mm disc, and the front now has dual discs (310mm) instead of the previous single. ABS is standard and can be turned off for the rear wheel. Suspension travel is still comparable, with a 43mm Showa SFF-CA inverted fork offering 7.9 inches of travel and Showa Pro-Link rear shock providing 7.5 inches.

The seat height is 33.7 inches, and Honda offers an available 32.6-inch accessory seat. It has 8.3 inches of clearance, a 4.5-gallon fuel tank, and a curb weight of 459 lb.

The Transalp has a 5.0-inch full-color LCD display with four display options, self-canceling turnsignals, and a USB-C port under the passenger seat. The 2024 Honda XL750 Transalp will be available in October in Matte Black Metallic starting at $9,999.

For more information, visit the Honda Powersports website.

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

The post 2024 Honda XL750 Transalp Review | First Look appeared first on Rider Magazine.

It’s been a few weeks since our test ride on the 2023 Honda SCL500, and we still have a smile on our face. The SCL500 doesn’t make much power (about 46 hp at the rear wheel) and it doesn’t have any fancy features, and that’s what we love about it. Like the ’60s-era Honda scramblers that inspired the SCL500, it’s a basic, cool-looking runabout that is ideal for cruising around town or taking short jaunts on backroads. Its simplicity is its virtue. Just pure, uncomplicated fun.

Watch the video to see the 2023 Honda SCL500 in action and read our full review.

2023 Honda SCL500 Specifications 

• Base Price: $6,799 
• Website: Powersports.Honda.com 
• Warranty: 1 yr., unltd. miles 
• Engine Type: Liquid-cooled, transverse parallel-Twin, DOHC w/ 4 valves per cyl. 
• Displacement: 471cc 
• Bore x Stroke: 67.0 x 66.8mm 
• Transmission: 6-speed, cable-actuated slip/assist wet clutch 
• Final Drive: Chain 
• Wheelbase: 58.4 in. 
• Rake/Trail: 27 degrees/4.3 in. 
• Seat Height: 31.1 in. 
• Wet Weight: 419 lb 
• Fuel Capacity: 3.2 gal. 
• Fuel Consumption: 60.6 mpg (per bike’s instruments) 

GEAR UP

• Helmet: SMK Retro Adventure 
• Jacket: Highway 21 Winchester 
• Gloves: Highway 21 Jab Full Perforated 
• Pants: Fly Racing Resistance Jeans 
• Boots: Fly Racing Tradesman 

The post 2023 Honda SCL500 Review | Video appeared first on Rider Magazine.

We were honored to attend the grand opening of the American Honda Collection Hall, a 20,000-square-foot museum dedicated to Honda’s rich history in the United States. It is serves as an extension of the massive, multistory Honda Collection Hall located on the grounds of the Twin Ring Motegi racetrack in Tochigi, Japan. American Honda’s press release below provides more details, including how the public can visit the museum. Scroll down to see photos of all 20 iconic motorcycles currently on display in the hall. –Ed.

The new American Honda Collection Hall officially opened its doors on Sept. 12, 2023, in Southern California. The hall offers visitors a glimpse of more than 60 historic and significant Honda and Acura automobiles, motorcycles, power equipment, race machines, engines, and concept models, as well as images, graphics, and video presentations. The products on display represent the more than six decades since American Honda Motor Co., Inc. was established in 1959 as the first Honda company outside of Japan.

Related: Honda Celebrates 60 Years in America

Community leaders joined Honda officials, associates, and retirees for the grand opening, celebrating the new 20,000-square-foot display connected to the main lobby of American Honda headquarters in Torrance, California.

“Our new American Honda Collection Hall reflects the important connection between the dreams and passion of Honda associates and the joy experienced by customers who love their Honda products and racing fans thrilled by our checkered flag successes,” said Noriya Kaihara, President & CEO and director of American Honda Motor Co., Inc., and chief officer of Regional Operations (North America). “Everyone at Honda is honored to share the expressions of our history in America that are on display in the form of products and technology that have helped move people and society forward.”

Open to the public free of charge during scheduled public “Cars, Bikes & Coffee” events, the American Honda Collection Hall pays tribute to Honda’s unique contributions to American’s lives and highlights significant milestones in the history of Honda in the U.S.

Some examples of products currently on display:

Motorcycles at American Honda Collection Hall:

• 1962 Honda 50/Super Cub – One of the first three models Honda sold in the U.S. The Super Cub is now the overall bestselling vehicle globally with over 100 million sold to date.

Related: 2019 Honda Super Cub C125 ABS | First Ride Review

• 1970 Honda CB750 – Widely considered the first superbike and called “the Motorcycle of the Century” by Motorcyclist magazine.
• 1973 Honda CR250 Elsinore – Honda’s first production motocross motorcycle and the first product Honda manufactured in the U.S., named after the famous Elsinore Grand Prix.
• 1975 Honda GL1000 Gold Wing – Redefined long distance touring motorcycles with a revolutionary horizontally opposed 4-cylinder engine.

Related: 2021 Honda Gold Wing Tour DCT | Road Test Review

• 1981 Honda CBX1000 Super Sport – Honda’s first motorcycle with over 100 hp, powered by a 1000cc 6-cylinder engine.
• 1983 Honda VF750F – The revolutionary VF750F used a liquid-cooled DOHC V4 engine and a stiff square-tube frame that also helped it dominate superbike racing in the mid ‘80s.
• 1990 Honda VFR750R/RC30 – A homologation special created for competition in the World Superbike Championship.
• 1992 Honda NR750 – The most technically advanced motorcycle at the time, iconic for its oval-piston engine design and other innovations. 
• 2004 Honda RVT1000R/RC51 – A street version of Honda’s championship winning V-twin superbike.

(Scroll down to see more motorcycles in the American Honda Collection Hall.)

Cars:

• 1965 Honda N600 Coupe – The first Honda automobile sold in the U.S. used an air-cooled 600cc 2-cylinder engine and retailed for just $1,395.

• 1975 Honda Civic CVCC Hatchback – The first car to meet the emissions standards of the 1970 U.S. Clean Air Act without the need for a catalytic converter.
• 1979 Honda Accord CVCC Hatchback – The first Accord debuted in 1976 as a three-door hatchback powered by Honda’s revolutionary Compound Vortex Controlled Combustion (CVCC) 4-cylinder engine.
• 1985 Honda CRX Si – The first performance Honda Si model sold in America, a sporty 2-seat coupe with Honda’s advanced PGM-FI fuel injection.
• 1986 Acura Legend – The performance luxury touring sedan that launched the Acura brand alongside the Integra.
• 1991 Acura NSX supercar – The revolutionary hand-built, exotic mid-engine sports car that showcased Honda’s technical prowess.
• 1997 Honda CR-V – Honda’s first in-house SUV helped establish a new breed of compact sport utility vehicle with car-like ride and handling.
• 2006 Honda Insight – Introduced in 2000, Insight was the first mass-produced gasoline-electric hybrid passenger vehicle sold in the U.S.

Power Equipment:

• 1964 Honda CB30 Marine Outboard Engine – Honda’s first outboard marine engine featured a revolutionary four-stroke design.
• 1965 Honda E300 Generator – The first generator to combine 300-watt output with quiet and easy-to-use operation in a compact enclosure that could be carried with one hand.
• 2023 Honda GF5 Marine Outboard Engine – Compact and lightweight portable outboard engine provides a complete performance package for small boats and dinghies.

Racecars:

• 1992 Acura Spice GTP-Lights – Powered by a modified Acura NSX V6 engine, carried veteran driver Parker Johnstone to the Drivers’ championship in the IMSA Camel GT Lights series.
• 1996 Reynard 961-031 Indy Car – Honda/Reynard driven by Indy Car Drivers’ Champion Jimmy Vasser and Rookie of the Year Alex Zanardi.
• 1997 Acura Integra Realtime – RealTime Racing and the Acura Integra Type R forged a race-winning record that remained unbroken after nearly two decades.

Related: 2023 Honda SCL500 Review | First Ride

The display at the American Honda Collection Hall will be updated several times a year to showcase different products and themes.

The Collection will serve as an educational and cultural hub for the Southern California community. Honda will begin hosting regular “Cars, Bikes & Coffee” events at its Torrance campus on the third Saturday of every other month, with attendees welcome to tour the American Honda Collection Hall.

The inaugural event will take place Saturday, October 21, and will include special activities, such as giveaways, special displays, vendors, food trucks, music and more. All interesting automobiles and motorcycles from all manufacturers and eras are welcome for attendees to display. To learn more about the Collection Hall and event information, visit HondaCollectionHall.com.

Public “Cars, Bikes & Coffee” Event Schedule

• Saturday, Oct. 21, 2023, 9:00 a.m.-12:00 p.m.
• Saturday, Dec. 16, 2023, 9:00 a.m.-12:00 p.m.
• Saturday, Feb. 17, 2024, 9:00 a.m.-12:00 p.m.
• Saturday, April 20, 2024, 9:00 a.m.-12:00 p.m.
• Saturday, June 15, 2024, 9:00 a.m.-12:00 p.m.
• Saturday, Aug. 17, 2024, 9:00 a.m.-12:00 p.m.

More Motorcycles on Display at American Honda Collection Hall

The post 20 Iconic Motorcycles at the New American Honda Collection Hall appeared first on Rider Magazine.

If Rider’s Motorcycle of the Year, now in its 34th year, were a person, it would have graduated from college or completed military service, launched a career, got married, bought a house, and started a family. It would have a couple motorcycles in the garage, perhaps a cruiser or sport-tourer for the open road and a dual-sport or adventure bike for exploring the backcountry.

In other words, it would be like the rest of us: a dedicated motorcycle enthusiast.

Rider has been bringing you “Motorcycling at Its Best” for almost 50 years. We’ve tested nearly every street-legal motorcycle on the market, with an emphasis on real-world bikes that are within reach for most of us. For every $100,000 Arch 1s we review, we test dozens if not hundreds of motorcycles you’ll find in dealerships and garages across America, from sea to shining sea.

Related: 2022 Motorcycle of the Year

Unlike car dealers, most motorcycle dealers don’t offer test rides. Demo rides are great, but they are few and far between and often involve parade-pace conga lines that don’t allow riders to experience a motorcycle’s true capabilities. We know you count on us to provide honest, in-depth reviews to help you make informed purchase decisions – or to just keep you up to date on the latest and greatest bikes on the market.

Every year, we ride as many new or significantly updated motorcycles as we can and evaluate them within the context of their intended use. Then we put our collective heads together and identify those that best fulfill their intended purpose and advance the state of motorcycle design, performance, and function.

For 2023, there were more than 80 eligible contenders. We narrowed them down to 10 finalists and one winner.

Without further ado…

2023 Motorcycle of the Year Finalists:

1. BMW R 18 Roctane

The fifth member of the R 18 family is a unique alternative to the ubiquitous American V-Twin. It’s powered by the BMW 1,802cc “Big Boxer” Twin and features blacked-out styling, a midrise handlebar, a 21-inch front wheel, and hard saddlebags. The Roctane has admirable curb appeal, good comfort and handling, and high-tech features including Rock, Roll, and Rain ride modes.

Related: 2024 BMW R 18 Roctane | First Ride Review  

2. CFMOTO Ibex 800 T

CFMOTO has been on the gas lately, expanding its motorcycle lineup from seven to 10 models, including two versions of the Ibex 800 adventure-tourer powered by a 790cc parallel-Twin adapted from the KTM 790 Adventure. The top-of-the-line Ibex 800 T is comfortable, capable, and packed with useful features yet retails for an accessible $10,499.

Related: 2023 CFMOTO Ibex 800 T | Road Test Review 

3. Harley-Davidson CVO Street Glide/Road Glide

For a company steeped in tradition, Harley-Davidson has taken two of its most iconic models in a decidedly modern direction. The new styling, 12.3-inch TFT color touchscreen, and liquid-cooled 121ci Milwaukee-Eight V-Twin with variable valve timing are only on the limited-production, high-priced CVO versions for now, but the significant updates have catapulted these baggers into the future.

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

4. Honda SCL500

In a nod to its iconic ’60s-era CL72 and CL77 scramblers, the new Honda SCL500 is powered by a 471cc parallel-Twin and has an upright riding position, a high-routed exhaust, block-tread tires, good suspension travel, and retro styling elements like fork gaiters and gas tank knee pads. Priced at $6,799 with standard ABS, the SCL500 brings back affordable cool.

Related: 2023 Honda SCL500 Review | First Ride

5. Husqvarna Norden 901 Expedition

After introducing the highly capable Norden 901 adventure bike for 2022, Husqvarna launched the Expedition variant for 2023 with an Explorer ride mode, upgraded suspension, a beefier skid plate, and several touring-ready features, including waterproof soft saddlebags. With a 105-hp 889cc parallel-Twin and serious off-road chops, the Expedition loves to get dirty.

Related: 2023 Husqvarna Norden 901 Expedition | First Ride Review 

6. Indian Sport Chief

Built on the new Chief platform launched by Indian two years ago (Indian’s Super Chief Limited was a 2021 MOTY finalist), the Sport Chief is a West Coast club-style cruiser with a bullet fairing, a tall-but-forward handlebar, and mid-mount foot controls. With a lean-and-mean stance and a rumbling 116ci Thunderstroke V-Twin, the Sport Chief won our recent comparison with Harley’s Low Rider S.

Related: 2023 Indian Sport Chief | First Ride Review

7. Royal Enfield Super Meteor 650

Since 2019, the Royal Enfield 648cc parallel-Twin lineup has included the Continental GT cafe racer and the INT650 roadster. For 2023, they were joined by the Super Meteor 650, a cruiser that draws from Royal Enfield’s 121-year heritage. After testing it on India’s rough-and-tumble streets, we were impressed by the Super Meteor’s style, build quality, capability, and value.

Related: 2023 Royal Enfield Super Meteor 650 | Video Review

8. Suzuki V-Strom 800DE

The new Suzuki 776cc parallel-Twin, which makes a claimed 83 hp and 57.5 lb-ft of torque, powers two new-for-2023 models: the GSX-8S naked sportbike (see review on page 32) and the V-Strom 800DE adventure bike. With a 21-inch front wheel, 8.7 inches of suspension travel, 8.75 inches of ground clearance, and a gravel TC mode, the 800DE is the most off-road-capable V-Strom yet.

Related: 2023 Suzuki V-Strom 800DE | First Ride Review

9. Triumph Street Triple 765 R

We tested the updated Triumph Street Triple 765 R and RS naked sportbikes in Spain, and as impressive as the higher-spec RS is, our reviewer favored the bang for the buck offered by the R. “It’s astonishing that a semi-exotic and highly refined motorcycle with such outsized performance capabilities can be had for less than $10K,” he said, adding that it is “one of the best values in motorcycling.”  

Related: 2024 Triumph Street Triple 765 R/RS | First Ride Review 

10. Yamaha Tracer 9 GT+ 

Winner of Rider’s 2021 MOTY award, the fourth generation of the Yamaha FJ/Tracer platform gets a new millimeter-wave radar that enables adaptive cruise control and a world-first radar-linked Unified Brake System as well as other useful updates. Powered by an exciting 890cc crossplane Triple, the Tracer 9 GT+ is one of the best sport-tourers available.

Related: 2024 Yamaha Tracer 9 GT+ Review | Road Test

And the 2023 Motorcycle of the Year winner is…

KTM 1290 SUPER DUKE GT

KTM has built bikes with “Duke” monikers for nearly 30 years, starting with the 620 Duke introduced in 1994, a lightweight, single-cylinder supermoto that was a bare-knuckled street brawler. The Duke family has grown and evolved over the years, and KTM’s U.S. lineup now includes the 200 Duke, 390 Duke, 790 Duke, 890 Duke R, 1290 Super Duke R Evo, and 1290 Super Duke GT.

We’ve tested them all, but the one that has become deeply embedded under our skin like a tattoo is the 1290 Super Duke GT sport-tourer.

Following his first ride on the then-new 2017 Super Duke GT, former EIC Mark Tuttle – not a man known to gush – described it as “nearly flawless, the perfect sport-touring bike for a rider who doesn’t want to give up sportbike levels of engine performance and handling. It’s comfortable for all-day riding, offers decent wind protection, makes enormous power, and does indeed handle and stop like a sportbike.”

After logging 3,500 miles for our first full test, we said “the GT is designed to excite you more than pamper you. … Few bikes feel so eager, so ready to take your breath away.”

It also earned a spot as a 2017 MOTY finalist: “We loved to dirty dance with KTM’s ‘Beast,’ the 1290 Super Duke R, but the GT is the version we could take home to mama. Higher, wider handlebars, wider cushier seats, lower footpegs, a bigger tank, and a nicely sized adjustable windscreen and hard bags ready the GT for long days at warp speed, all powered by that 173-hp V-Twin, which is retuned for better touring manners.”

In the years since, the 1290 Super Duke GT has only gotten better.

An update for 2019 included refinements for the liquid-cooled 1,301cc LC8 V-Twin, revised WP semi-active suspension, and improvements in lighting, wind protection, and instrumentation. It gained a few pounds, but our review stated that “the GT’s on-road performance is every bit as thrilling as it was before; it goes fast, turns fast, and stops fast with a level of precision and control that’s hard to beat.” On Jett Tuning’s dyno, it cranked out 157 hp at 10,100 rpm and 92 lb-ft of torque at 7,400 rpm at the rear wheel.

We were bereft when the GT disappeared from KTM’s lineup during the Covid years, but we were excited to see it return for 2023. Updates were few, mostly styling and instrumentation, but what we loved about the 1290 Super Duke GT remained undiluted. As we wrote in our review in the May issue: “While the 1290 Super Duke GT is pretty incredible, it’s no Hulk ready to explode in a rage with one mistimed input. Rather, the GT is a well-behaved beast, one with finely tuned throttle response and easily controllable power.”

Related: 2023 KTM 1290 Super Duke GT | Road Test Review

We also praised the GT’s high-spec components, top-notch electronic rider aids, confident handling, ride-all-day comfort, and generous 6.1-gal. fuel capacity. Although the 30-liter hard bags are no longer standard, they are available as accessories.

“This bike is the pointy end of the sport-touring spear, and it’s sharper than ever.”

’Nuff said.

Congratulations to KTM for the 1290 Super Duke GT, Rider’s 2023 Motorcycle of the Year!

To find a KTM dealer near you, visit the KTM website.

The post 2023 Motorcycle of the Year appeared first on Rider Magazine.

Scramblers had their heyday during the ’60s, which was before my time, but I’m a big fan of their spirit and style. They embody a carefree attitude and the freedom to go wherever, as well as a simplicity not offered by many modern, hyper-focused bikes. The best word to describe the new 2023 Honda SCL500 is “playful.” It blends cool retro style, a user-friendly engine and chassis, and a budget-friendly price. 

Scramblers are perfect for Ventura, California, the coastal surf town that I call home, and that’s exactly where Honda hosted its press launch for the SCL500. A lightweight, no-frills motorcycle is great for bopping around city streets, cruising up the coast, exploring backroads, and even getting a little frisky in the dirt, though the only time we left the pavement during our test ride was to turn around in dirt pull-outs during photo stops. 

Inspiration for the SCL500 comes from Honda’s own back catalog, namely the 250cc CL72 from 1962-65 and the 305cc CL77 from 1965-67. Like the SCL500, these early scramblers were based on streetbikes, and all three models share common styling elements: fork gaiters, knee pads on the gas tank, bench seats, high-routed exhausts, and twin rear shocks. 

Another thing the SCL500 has in common with those early CLs is a parallel-Twin engine, though the older versions were air-cooled while the modern one has a radiator. The SCL’s 471cc Twin is a versatile mill that’s also found in the CBR500R sportbike, CB500F naked bike, CB500X adventure bike, and Rebel 500 cruiser. (The last time we put any of these bikes on the dyno was 2017. The CB500F made 46 hp and 31 lb-ft of torque at the rear wheel, and the Rebel 500 made 41 hp and 30 lb-ft.) 

Related: 2020 Honda Rebel 500 ABS | Road Test Review 

As much as I appreciate high-tech features on many of today’s motorcycles, there’s something to be said for a bike with nothing to figure out. Swing a leg over the SCL500, thumb the starter button, drop it into gear, and then just ride. Throttle response is user-friendly, power delivery is linear, and the slip-assist clutch makes gear changes effortless. The engine is smooth and doesn’t vibrate much, nor does it radiate excess heat. But it doesn’t exude much character either. 

A sturdy tubular-steel trellis frame holds everything together, and the bike, which has a narrow 3.2-gal. tank, is slender between the knees. The SCL500’s suspension, a nonadjustable 41mm fork and dual shocks with two-step preload adjustment, has 5.3/5.7 inches of front/rear travel, which is more generous than its adventure-ish CB500X stablemate (4.7/5.5 inches).

For a sub-$7,000 bike, the ride is surprisingly plush, though the suspension’s softness leads to some fork dive during braking and seesawing over big bumps. More rebound damping would be nice, at least for a 200-lb galoot like me. 

Related: 2019 Honda CB500X | First Ride Review 

The SCL500 rolls on 19-inch front and 17-inch rear cast wheels shared with the CB500X, and the SCL is shod with Dunlop Mixtour block-tread tires that provide reasonably good grip and handling. ABS is standard, and there are single-disc Nissin brakes front and rear, with a 2-pot caliper pinching a 310mm disc in front and a 1-pot caliper slowing a 240mm disc out back. The brakes don’t offer much power or feel, but they’re perfectly fine for riders who are newer, lighter, or less aggressive than I am. 

The SCL500’s chassis geometry favors stability over agility, which further adds to the bike’s approachability. But its lightness (just 419 lb ready to ride), the width of its handlebar, and the narrowness of its tires (110/80-19 front, 150/70-17 rear) mean that the SCL can be tossed around like a ragdoll. 

With my 34-inch inseam, I was a little folded up on the SCL500 with its low 31.1-inch seat height and high footpegs. The cleated footpegs have vibration-damping rubber inserts that can be removed to add a skosh more legroom, but the better option for me was the accessory tall seat, which adds another inch of foam for more height and support. At $64.95, it’s reasonably priced, though it only comes in brown. 

GEAR UP

• Helmet: SMK Retro Adventure 
• Jacket: Highway 21 Winchester 
• Gloves: Highway 21 Jab Full Perforated 
• Pants: Fly Racing Resistance Jeans 
• Boots: Fly Racing Tradesman 

The SCL500 is the kind of bike that lends itself to customization. In addition to the tall seat, other factory accessories include a headlight visor, a high front fender, handguards, a number plate-style rear side cover, rally footpegs, a center tank pad, a 14-liter left-side soft saddlebag, a rear carrier, a 38-liter top case, heated grips, and a 12V socket. Vance & Hines also offers a high-output slip-on exhaust that is compliant in all 50 states. 

Other than limited legroom for my frame, my only real complaint about the SCL500 is its instrumentation. It has a single round instrument panel that’s light-on-black LCD. Available features includes a clock, a gear position indicator, a speedometer, a fuel gauge, and multifunction display that can be scrolled through for different info (odometer, tripmeter A/B, average mpg A/B, instant mpg, and reserve fuel tripmeter). The instrument panel lacks a tachometer, it’s difficult read in bright sunlight, and it’s all but useless when wearing polarized sunglasses. For a retro bike like this, an analog speedometer with an inset multifunction display would be sweet. 

After logging just over 100 miles in and around Ventura, mostly on backroads where I did my best to wring the SCL’s neck, the bike’s fuel economy reading was 60.6 mpg. That translates to 194 miles of range, which would be even higher for a typical owner who cruises around or commutes in a less caffeinated, type-A state of mind.  

All in all, the Honda SCL500 is a helluva lot of fun, and in Candy Orange, it turns a lot of heads (a more subdued Matte Laurel Green Metallic color option is also available). 

2023 Honda SCL500 Specifications 

• Base Price: $6,799 
• Website: Powersports.Honda.com 
• Warranty: 1 yr., unltd. miles 
• Engine Type: Liquid-cooled, transverse parallel-Twin, DOHC w/ 4 valves per cyl. 
• Displacement: 471cc 
• Bore x Stroke: 67.0 x 66.8mm 
• Transmission: 6-speed, cable-actuated slip/assist wet clutch 
• Final Drive: Chain 
• Wheelbase: 58.4 in. 
• Rake/Trail: 27 degrees/4.3 in. 
• Seat Height: 31.1 in. 
• Wet Weight: 419 lb 
• Fuel Capacity: 3.2 gal. 
• Fuel Consumption: 60.6 mpg (per bike’s instruments) 

See all of Rider‘s Honda coverage here.

The post 2023 Honda SCL500 Review | First Ride appeared first on Rider Magazine.