The Royal Enfield Shotgun 650 is a new model built on the brand’s 650 Twin platform that has a unique style and a focus on customization potential. This new bike began as a limited edition build at Motoverse 2023, and the production version Shotgun 650 will be launched across global markets in early 2024. 

The Shotgun 650 features a “neo-retro” design that combines Royal Enfield’s heritage with a modern appeal.

“It is a retro-futuristic interpretation of what a factory custom motorcycle with thoroughbred Royal Enfield DNA would look like,” said Siddhartha Lal, managing director and CEO of Royal Enfield’s parent company, Eicher Motors Ltd. “A shape-shifting machine that defies categorization, both in form and in spirit, the Shotgun 650 is something absolutely new and different.” 

The Shotgun 650 is powered by the 648cc parallel-Twin also found in the INT650, Continental GT, and Super Meteor 650. In the Shotgun, the engine produces a claimed 46.4 hp at 7,250 rpm and 38.6 lb-ft of torque at 5,650 rpm. The bike is said to weigh 529 lb wet, and its solo floating seat has a height of 31.3 inches. Wheelbase is 57.7 inches, rake is 25.3 degrees, and trail is 4 inches. 

Related:

• 2023 Royal Enfield Super Meteor 650 | First Ride Review 
• 2019 Royal Enfield INT650 and Continental GT | Road Test Review

Suspension on the Shotgun 650 is provided by a 41mm Showa Big Piston Fork with 4.7 inches of travel and a Showa twin shock rear suspension unit with 3.5 inches of travel and five-step preload adjustability. Braking comes in the form of single discs front (320mm) and rear (300mm) paired with twin-piston calipers, and ABS is standard. The bike rides on wide 18-inch front and 17-inch rear tubeless tires. 

Brightening the way is an LED headlight, and the Shotgun 650 includes two round displays and includes the Tripper navigation system. The bike also comes with the new Royal Enfield Wingman in-app feature that allows the user to access the motorcycle’s live location, fuel and engine oil levels, service reminders, and more. Also included is a USB charging port. 

Related: 2024 Royal Enfield Himalayan Review | First Ride 

Royal Enfield says the Shotgun 650 is designed to be a blank canvas on which the rider can inscribe their own personality and preferences. The bike features a modular design meant to encourage customization. A range of 31 Royal Enfield accessories are available from bar-end mirrors and a sculpted solo seat to contrast-cut billet rims. It can also be fitted with a passenger seat or luggage to fit the needs of the rider. 

About the design of the Shotgun 650, Mark Wells, chief of design, said, “The story of Royal Enfield is one of customization. Our customers have been taking our motorcycles and personalizing them for decades. Looking to that rich creative culture for inspiration, we unleashed our designers to ideate in that same spirit of unfettered imagination.” 

Additionally, Royal Enfield has partnered with American apparel manufacturer Icon Motorsports for a line of motorcycle apparel for the Shotgun 650, and more details about this partnership are to be announced later. 

See all of Rider‘s Royal Enfield coverage here.

The 2024 Royal Enfield Shotgun 650 will come in Stencil White, Plasma Blue, Green Drill, or Sheetmetal Grey. Pricing has not yet been announced. For more information, visit the Royal Enfield website. 

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

The post 2024 Royal Enfield Shotgun 650 Review | First Look appeared first on Rider Magazine.

You can drink a Tecate in Tecate, you can take a bath in Bath, and you can wear a fez in Fez. One of most intriguing eponymous pairings a moto-loving person can imagine is riding a Royal Enfield Himalayan in the Himalayas. The popular adventure bike has gotten a complete makeover for 2024. The question is: Can the new version bring the Himalayan into the technological present and still retain the character and charisma of the original?

Royal Enfield, the oldest global motorcycle brand in continuous production, launched the Himalayan in 2016, but we didn’t get our first ride on one until 2018.

Powered by an air-cooled 411cc Single, it has been a favorite of riders seeking a simple, versatile, and affordable motorcycle. Royal Enfield is a decidedly and intentionally retro manufacturer, so the company was meticulous, even plodding, in its development of an upgraded Himalayan. But the wait is over.

Related: BMW G 310 GS vs. Kawasaki Versys-X 300 vs. Royal Enfield Himalayan Comparison Review

Royal Enfield Himalayan: What’s New

It is not hyperbole to say that everything about the 2024 Himalayan is new. Starting at the heart, the air-cooled 411cc Single has been replaced with a liquid-cooled 452cc Single with DOHC and 4 valves. The claimed 39.5 hp (up from a barely adequate 24) is reached at 8,000 rpm, and 29.5 lb-ft of torque (up from 24) arrives at 5,500 rpm. The new Himalayan’s entire power curve surpasses that of its predecessor, and the engine revs out farther.

The forward-canted cylinder is a visual and technological departure from the previous model’s vertical air-cooled powerplant. The engine is now a stressed member of the frame, and a new gearbox has six speeds instead of five and is part of the unit-construction, semi-dry sump engine case. Located under the fuel tank is a new airbox that provides a pleasing intake growl. Exhaust gasses run through an under-frame catalytic converter that also muffles sound, which allows for an attractively short silencer.

Related: 2023 Royal Enfield Super Meteor 650 Review | First Ride

Suspension and braking changes are just as substantial as those to the engine. The previous conventional 41mm fork has been replaced with a Showa cartridge-type inverted fork with 43mm tubes, and the rear shock is now a linkage type with adjustable preload. Suspension travel is 7.9 inches front and rear, keeping front travel the same but bumping up from 7.1 inches of previous rear travel.

As before, the Himalayan rolls on spoked wheels with tube-type rims, 21-inch front (90/90-21) and 17-inch rear (140/80-17). Royal Enfield reps said certain up-spec models will be offered with tubeless spoked wheels, but details have not yet been finalized. There are still single disc brakes front and rear, but the 2-piston front caliper now squeezes a 320mm disc (up from 300) and the 1-piston rear caliper squeezes a 270mm disc (up from 240). ABS is standard and can be disabled at the rear wheel for off-road duty.

Front and center, the Himalayan has a new 4-inch TFT display that combines a multitude of innovative and modern features in a retro-style round gauge. It offers Bluetooth connectivity to a rider’s smartphone for music and navigation. The latter is powered by Google Maps and is the first of its kind for the display type and shape. On-the-fly toggling between screens is actuated by an easily accessible hand control. The Himalayan features LED lighting all around, and the tail lighting is innovatively integrated into both rear turnsignals. A USB-C port keeps a smartphone charged.

The overall aesthetic of the bike was crafted to retain core design elements of the original while projecting a more modern look. The midsection is narrower, and the bike has a lower center of gravity. There is an easily adjustable dual-height seat (32.5/33.3 inches; an optional low seat adjusts from 31.7 to 32.5 inches), and a beefier handlebar is adjustable fore and aft in two positions.

The new model’s wheelbase is just over 2 inches longer than the original at 59.5 inches, and ground clearance is right at 9 inches. The redesigned fuel tank holds 4.5 gallons (up from 4.0), and Royal Enfield claims a range of more than 280 miles, which translates to about 62 mpg. The Himalayan is available in five colors inspired by its namesake region: Hanle Black, Kamet White, Kaza Brown, Slate Poppy Blue, and Slate Himalayan Salt.

No adventure bike is complete without a few farkles, and the Himalayan accessory list includes handguards; a taller windscreen; touring mirrors; protectors for the engine, radiator, and headlight; aluminum panniers and top box; and a rally kit that includes a rally-style seat and tailsection and a higher aluminum exhaust can.

Related: 2023 Royal Enfield Hunter 350 Review | First Ride

Royal Enfield Himalayan: Riding Impressions

Before I get into the nitty gritty, you must understand that riding in northern India is like a schizophrenic dance. When traffic is light and the tarmac is intact, it is a sweeping and graceful waltz. The ballroom is stunning in the shadows of the towering Himalayas. At other times, the dance is a frenetic mosh pit of activity with the soundtrack of blaring horns. Colorfully adorned and bedazzled commercial trucks use the tarmac dance floor in any lane they choose. Small-displacement motorcycles and scooters weave and maneuver, carrying passengers and payloads in clear excess of their design limits. Cows wander and sometimes sleep in the road as if they are fully aware of their spiritual significance in Indian culture. The “dance floor” is a constantly changing platform that varies from intact to fractured to nonexistent with no warning at all. This is exactly the dance for which the new Himalayan is designed.

Related: An India Motorcycle Trip from Head to Toe

After a briefing on how to handle riding in the region, our test ride took us up into the mountains on a crisp late October morning. The Himalayan proved to be an easy bike to adjust to. The controls are user-friendly, the shifting is precise, and response from the new throttle-by-wire is smooth and controllable. Braking, while not exemplary, was predictable, and the ABS performed well. Predictability was particularly important as I negotiated the ever-changing conditions of the northern Indian roadways.

The work that Royal Enfield engineers put into the new model’s ergonomics is obvious. The seating position is natural and neutral with a comfortable reach to the bar, and there is ample leg room to the footpegs. What impressed me most about the new ergos is how comfortable the bike feels in a standing position. I’m 6-foot-3 with a 34-inch inseam, and some smaller bikes force me into a semi-crouch when standing. As the conditions constantly changed on our ride, it was easy to shift around on the bike and stand over its narrow midsection.

Climbing to more than 10,000 feet in elevation, it was crucial to keep the 40-hp Single in the appropriate gear. Exiting a corner in a rev range that was even slightly too low required quick downshifting to find acceleration. To that end, the new slip/assist clutch made gear changes nearly seamless. When in the right gear, the engine performed remarkably well. I wonder what kind of performance boost the engine would realize at sea level.

Gear Up

• Helmet: Alpinestars Supertech M10 Flood
• Jacket: Alpinestars Ardent 3-in-1
• Gloves: Alpinestars Bogota Drystar XF
• Pants: Rev’It!
• Boots: Alpinestars RT-7 Drystar Boot

The Himalayan is a very competent bike on pavement. The chassis is notably stiff in its new configuration with the engine as a stressed member. Cornering on the serpentine sections of Himalayan tarmac proved to be stable and confidence inspiring. I repeatedly dragged the pegs and felt comfortable doing so. Wind protection from the small screen was adequate, keeping some of the blast off my torso. However, I would opt for the accessory tall windscreen for touring.

On our way into the mountains, I got intermittent hints about how the bike would handle off-road. There were many sections where the ravages of the Himalayan environment had washed away the pavement, leaving dusty and rocky stretches. I often encountered these sections at high speeds, and the bike handled the changes in footing admirably. In the villages, the bike’s predictability was crucial as I negotiated that aforementioned dance – braking, weaving, and accelerating through the traffic frenzy.

After several hours of riding into the mountains, we were given the opportunity to hit the dirt. The conditions offered up sandy and rocky sections as well as some heavily rutted inclines. The updated suspension, stout frame, and 21-inch front wheel negotiated these conditions well. The front suspension felt more sorted than the rear, but I bottomed out the rear shock only once. Cranking up the rear preload a bit would have helped. The off-road capability of the bike is enhanced by the overall light feel and relaxed ergos. It felt stable and planted in the dirt even on the road-biased tires.

Later in the day, I had the chance to ride some icy declines and limited water sections. Again, the Himalayan was up to the task. I felt fully in control of the bike on the slick sections, and switching off rear ABS negated any unsettling freewheeling sensation from the rear brake. All in all, the new Himalayan handled everything admirably. The bike was stable at speed on the tarmac, predictable in the dirt, and controllable on dodgy surfaces. What else can you ask of a lightweight ADV?

If adventure bikes are the Swiss Army knives of the motorcycling world, then the light, versatile Himalayan resides comfortably in that pocket. The new model is a marked upgrade from its already popular predecessor. This is not a bike intended to wow your riding buddies with power numbers or cutting-edge technology. Rather, it’s a reliable, comfortable, competent all-around motorcycle available at a reasonable price (U.S. pricing is not yet available, but it shouldn’t be drastically higher than the $5,449 base price of the 2023 model). If the Himalayan can handle the extremity of the conditions in the region after which it is named, it should continue to be a popular choice worldwide.

The answer to the question posed earlier is a resounding “yes” – the new Himalayan brings the model into the present and still emits its fair share of character and charisma.

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

2024 Royal Enfield Himalayan Specifications

• Base Price: N/A
• Website: RoyalEnfield.com
• Warranty: 3 yrs., unltd. miles w/ roadside assistance
• Engine Type: Liquid-cooled Single, DOHC w/ 4 valves
• Displacement: 452cc
• Bore x Stroke: 84 × 81.5mm
• Horsepower: 39.5 @ 8,000 rpm (factory claim)
• Torque: 29.5 lb-ft @ 5,500 rpm (factory claim)
• Transmission: 6-speed, cable-actuated slip/assist wet clutch
• Final Drive: Chain
• Wheelbase: 59.4 in.
• Rake/Trail: 26.5 degrees/5.0 in.
• Seat Height: 32.5/33.3 in.
• Wet Weight: 432 lb (factory claim w/ 90% fuel)
• Fuel Capacity: 4.5 gal.
• Fuel Consumption: 62 mpg (estimate)
• Range: 280+ miles (factory claim)

The post 2024 Royal Enfield Himalayan Review | First Ride appeared first on Rider Magazine.

This 2024 motorcycle buyers guide highlights new or significantly updated street-legal models available in the U.S. As with previous buyers guides, we will also include 2025 teasers as soon as manufacturers let us know about them. We will continually update this guide as new models are available, so be sure to bookmark this page and check back often.

Related Story: 2023 Motorcycle Buyers Guide: New Street Models

Organized in alphabetical order by manufacturer, our guide includes photos, pricing, key update info, and links to first looks or – when available – Rider‘s first rides, road tests, and video reviews of the motorcycles.

2024 Aprilia RS 457

The all-new 2024 Aprilia RS 457 is inspired by the RS 660 and features a liquid-cooled parallel-Twin. The engine is presumably 457cc, but specifics have yet to be released by the company; however, Aprilia is claiming the DOHC, 4-valves-per-cylinder engine cranks out 47 hp and has a dry weight of 350 lb.

The Aprilia RS 457 is equipped with throttle-by-wire, three ride modes, and a 41mm fork with 4.7 inches of travel and a rear shock with 5.1 inches of travel. Stopping power comes from a single radial-mount 4-piston caliper pinching a 320mm disc up front and a 1-piston caliper pinching a 220mm disc out back and standard dual-mode ABS. An up/down quickshifter is available as an accessory.

MSRP for the 2024 Aprilia RS 457 is $6,799 and bikes are expected to arrive at dealerships in the spring.

Read our 2024 Aprilia RS 457 First Look Review  

2024 BMW CE 02

Aimed at a younger generation of city dwellers, the 2024 BMW CE 02 is somewhere in between an electric bike and an electric scooter. The BMW CE 02 comes in two variations: an 11 kW (15 hp) version and a 4kW (5 hp) version aimed to meet requirements for the AM driving license class open to younger riders in Germany and other European countries. The CE 02 comes standard with an external charger and a charging power of 0.9 kW, and it can be charged using standard household sockets. It has two ride modes, an inverted telescopic fork with 4.6 inches of travel up front, and a single-sided swingarm and an adjustable shock absorber with 2.2 inches of travel in the rear. 

The 2024 BMW CE 02 is available in Cosmic Black for $7,599. The Highline options package, which includes the Cosmic Black 2 colorway with teal and white accents and graphics, costs an additional $875. 

Read our 2024 BMW CE 02 First Look Review 

2024 BMW F 900 GS & GS Adventure

The 2024 BMW F 900 GS and GS Adventure bikes feature the parallel-Twin introduced in 2018 for the F 850 GS, but it has been bumped up from 853cc to 895cc, features a 270/450 degree firing interval, and makes a claimed 105 hp. The updated GS models offer Rain and Road ride modes as standard – along with Dynamic Traction Control DTC, cornering-optimized ABS Pro, and the dynamic brake light – and the optional “Pro” ride modes.

The bikes come with an adjustable gearshift lever as standard, and the F 900 GS features a new foot brake lever in a higher position than its F 850 GS predecessor, as well as lower footpegs and a higher handlebar. Through various redesigns, the F 900 GS is also nearly 19 lb lighter than its predecessor.

The BMW F 900 GS comes in Base Black Storm Metallic / Mineral Grey Matte Metallic, Style Passion, or Style GS Trophy starting at $13,495. The BMW F 900 GS Adventure comes in Black Storm Metallic or Style Ride Pro for $14,195.

Read our 2024 BMW F 900 GS / GS Adventure and F 800 GS First Look Review

2024 BMW F 800 GS

The 2024 BMW F 800 GS features the parallel-Twin introduced in 2018 for the F 850 GS, but it has been bumped up from 853cc to 895cc and features a 270/450 degree firing interval. The updated F 800 GS offers Rain and Road ride modes as standard – along with Dynamic Traction Control DTC, cornering-optimized ABS Pro, and the dynamic brake light – and the optional “Pro” ride modes.

The bike comes with an adjustable gearshift lever as standard, as well as full LED lighting. A 6.5-inch TFT display replaces the previous analog display.

The BMW F 800 GS comes in Light White, Style Sport, or Style Triple Black starting at $10,495.

Read our 2024 BMW F 900 GS / GS Adventure and F 800 GS First Look Review

2024 BMW M 1000 XR

The latest addition to BMW Motorrad’s “M” lineup is the 2024 BMW M 1000 XR. Powered by the 999cc inline-Four engine from the S 1000 RR with BMW ShiftCam technology for varying the timing and valve lift, the M 1000 XR makes a claimed 200 hp and a top speed of around 174 mph. It shares the M brakes of the M 1000 RR and M 1000 R, as well as the M winglets, which create downforce for greater stability and reduced front wheel lift. The 2024 BMW M 1000 XR comes in Light White or Blackstorm Metallic starting at $24,990.

Read our 2024 BMW M 1000 XR, S 1000 XR Review | First Look

2024 BMW R 12

The new cruiser-styled 2024 BMW R 12, one of two bikes replacing the outgoing R nineT (along with the R 12 nineT; see below), features the same air/oil-cooled 1,170cc flat-opposed Twin with DOHC found in the R nineT. Different from the R nineT, the R 12 gets a new airbox that is now integrated under the seat and new twin pipe exhaust system. It also has a new one-piece trellis steel main frame to replace the previous two-piece frame. The R 12 has two ride modes (Roll and Rock), dual front disc brakes, and a Paralever rear suspension setup. BMW Motorrad ABS Pro comes standard. 

The BMW R 12 will come in Blackstorm Metallic, Aventurine Red Metallic, and Option 719 colors. Pricing has not yet been announced.

Read our 2024 BMW R 12 nineT and R 12 First Look Review

2024 BMW R 12 nineT

The 2024 BMW R 12 nineT is the successor to the R nineT and shares many similarities with the R nineT platform but features updates and a more classic design. The bike has the same air/oil-cooled 2-cylinder 1,170cc boxer engine as the previous R nineT but with a more classic appearance than its predecessor, particularly with the tank shape, seat, and side covers. BMW claims the classic look and modular design also lends more freedom for individualization. The bike will also have a redesigned exhaust system, intake system, and front fender. More details about the BMW R 12 nineT, including price and specifications, are expected in the second half of 2023.

Read our 2024 BMW R 12 nineT First Look Review here.

2024 BMW R 1300 GS

The 2024 BMW R 1300 GS is the next generation of BMW Motorrad’s top-selling model. Displacement of its signature opposed boxer Twin has increased from 1,254cc to 1,300cc, and it now makes a claimed 145 hp and 110 lb-ft of torque, up from 136 hp and 105 lb-ft on the R 1250 GS. The R 1300 GS is also 26 lb lighter than its predecessor.

Other changes include the relocation of the 6-speed gearbox under the engine, as well as a revision of the entire chassis. The former tubular-steel bridge main frame has been replaced by a new steel sheet metal main frame, and in place of the tubular-steel subframe is a die-cast aluminum unit. Suspension consists of the new front Evo Telelever and rear Evo Paralever, and the optional Dynamic ESA (Electronic Suspension Adjustment) has been updated as well.

In terms of styling, the 2024 BMW R 1300 GS has replaced the signature asymmetrical headlight with a new centralized LED headlight surrounded by an X-shaped matrix of four LED running lights, and it has a sharper beak, a flatter tank, and a slimmer tailsection. The bike has three wheel options, all in 19×3.0-inch front and 17×4.5-inch rear sizes. In addition to the standard R 1300 GS model, several variants will be available starting at $18,895.

Read our 2024 BMW R 1300 GS Review | First Ride

2024 BMW R 18 Roctane

The 2024 BMW R 18 Roctane is the fifth member of the R 18 family. It features the same 1,802cc “Big Boxer” opposed Twin as its siblings as well as the same braking and suspension systems, with 4-piston calipers biting dual 300mm discs up front and a single 300mm disc in the rear and a 49mm telescopic fork and central rear shock with travel-dependent damping, adjustable spring preload, and 4.7/3.5 inches of travel front/rear.

The Roctane sets itself apart from the other R 18s with a blacked-out engine and drivetrain, a Dark Chrome exhaust, a black midrise handlebar, the instrument cluster incorporated into the top of the metal headlight nacelle, and a larger 21-inch front wheel, as well as other varying dimensions.

The 2024 BMW R 18 Roctane will come in Black Storm Metallic, Mineral Grey Metallic Matte, and Manhattan Metallic Matte starting at $18,695.

Read our 2024 BMW R 18 Roctane First Ride Review

2024 Can-Am Origin

At the annual Club BRP event in August 2022, Can-Am unveiled two all-new, all-electric motorcycles – the Origin dual-sport and the Pulse roadster (below). Detailed specs won’t be provided until mid-2023 (at Can-Am’s 50th anniversary celebration), but both will be powered by BRP’s all-new, proprietary Rotax E-Power technology, said to provide “highway-worthy speeds with plenty of horsepower and torque.”

The Can-Am Origin has rally-style bodywork, fork guards, and spoked wheels, in diameters that appear to be 21 inches in front and 18 inches out back, common sizes for off-road tires. The final drive is enclosed, and Can-Am reps would not reveal whether power is sent to the rear wheel via chain (used on nearly all dual-sports) or belt (used on many production electric bikes).

Read our Can-Am Origin and Pulse First Look Review

2024 Can-Am Pulse

The Can-Am Pulse has the muscular stance of a streetfighter, with racy-looking cast wheels shod with sportbike rubber and a sculpted “tank” that keeps the bike’s profile in line with conventional gas-powered motorcycles. The Origin dual-sport (above) and Pulse roadster share key design elements: distinctive LED headlights, large TFT displays, edgy white and gray bodywork, a bright yellow panel covering their battery packs, inverted forks, single-sided swingarms, single-disc brakes front and rear, and solo seats. Rear cowls may cover pillion seats; passenger footpegs are not visible on either machine, but production versions will likely have passenger accommodations.

Read our Can-Am Origin and Pulse First Look Review

2024 Can-Am Spyder F3 and RT

At the 2023 Club BRP event, the parent company of Can-Am announced that all new Can-Am Spyder F3 and RT models will be equipped with a new 10.25-inch color touchscreen with Apple CarPlay. All F3 models will also receive updated LED headlights, with specific F3 models receiving other styling and color updates. The Spyder RT Sea-to-Sky, Can-Am’s top-of-the-line luxury touring model, will also receive updates to its color scheme.

Read our 2024 Can-Am Spyder F3 and RT First Look Review

2024 CFMOTO 450NK

The 2024 CFMOTO 450NK naked sportbike joins the previously released 450SS and features the same liquid-cooled 449cc parallel-Twin with DOHC and 4 valves per cylinder and a 270 crank, all working together for a claimed 50 hp at 9,500 rpm and 28.8 lb-ft of torque at 7,600 rpm and mated to a 6-speed gearbox and slip/assist clutch. Both bikes also share the same suspension and braking specs (although the 450NK uses J.Juan components). Compared to its stablemate, the 450NK comes in with a slightly longer wheelbase (53.9 inches), a slightly higher seat height (31.3 inches), and at a trim 364 lb, it’s 6 pounds lighter than the SS.

The 2024 CFMOTO 450NK comes in Nebula White and Zephyr Blue starting at $5,399.

Related: 2024 CFMOTO 800NK, 450NK, and Papio CL/SS Announced

2024 CFMOTO 800NK

Another new naked sportbike in the CFMOTO lineup, the 2024 CFMOTO 800NK is built on the same platform as the CFMOTO Ibex 800 T and Ibex 800 S, with a liquid-cooled 799cc parallel-Twin with DOHC and 4 valves per cylinder that makes a claimed 100 hp at 9,500 rpm and 60 lb-ft of torque at 8,000 rpm. All three models have a 6-speed gearbox, throttle-by-wire, and a slip/assist clutch, but the 800NK adds a Street ride mode in addition to the Sport and Rain modes found on the Ibex 800 models.

The 800NK has fully adjustable KYB suspension and the same J.Juan components as its stablemates, with radial-mount 4-piston calipers biting dual 320mm discs up front and a 2-piston floating caliper pinching a single 260mm disc in the rear. ABS is standard. Seat height is 31.5 inches, and with a 4-gal. fuel tank, the bike comes in with a curb weight of 417 lb.

The 2024 CFMOTO 800NK will come in Nebula Black or Zircon White starting at $8,499.

Related: 2024 CFMOTO 800NK, 450NK, and Papio CL/SS Announced

2024 CFMOTO Papio CL and Papio SS

Formerly just the one model, the 2024 CFMOTO Papio CL and Papio SS are designed to appeal to different types of buyers. CFMOTO says the CL has “scrambler roots” and is more geared toward playing the dirt, while the SS has a retro racing look. Both bikes feature an air-cooled fuel-injected 126cc Single making 9.4 hp, but the peak comes a little sooner than the 2023 model (8,250 rpm vs. 8,500), and the torque is slightly higher at 6.8 lb-ft compared to 6.5 lb-ft on the 2023 model. The engine is mated to a 6-speed gearbox, which is a unique feature in this segment.

Both bikes ride on the same suspension and braking as their predecessor, and they both ride on 12-inch three-spoke aluminum alloy wheels, with the CL tires sporting a more chunky tread pattern than the SS. The CL also has a higher handlebar and lower footpegs to suit its purpose, while the SS has clip-on handlebars, a quarter fairing, and a lower belly pan.

The 2024 Papio CL comes in Nebula Black or Galaxy Grey starting at $3,299, and the Papio SS comes in Magma Red, Nebula White, or Moss Green, also at $3,299.

Related: 2024 CFMOTO 800NK, 450NK, and Papio CL/SS Announced

2024 Ducati Hypermotard 698 Mono

The 2024 Ducati Hypermotard 698 Mono is the first Ducati in nearly 30 years to feature a single-cylinder engine, called the Superquadro Mono, a 659cc Single with a claimed max power of 77.5 hp at 9,750 rpm. Derived from one cylinder of the Superquadro V-Twin found in the 1299 Panigale, the Superquardo Mono inherits the Superquadro V-Twin’s combustion chamber, titanium intake and steel exhaust valves, and Ducati’s Desmodromic valve timing.

The Hypermotard 698 Mono has a tall seat height of 35.6 inches for its flat seat covered in grip fabric. The bike has a fully adjustable inverted 45mm Marzocchi fork paired with a fully adjustable Sachs monoshock. Providing braking power is a Brembo M4.32 4-piston radial-mount caliper biting a 330mm front brake disc and a 240mm disc at the rear. The Hypermotard 698 Mono is equipped with several rider aides, including cornering ABS, traction control, wheelie control, engine brake control, and power launch. This model is also Ducati’s first to offer four levels of ABS, two of which integrate the Slide-by-Brake functionality to facilitate backing in during cornering.

The 2024 Ducati Hypermotard 698 Mono will be available in Ducati Red with an MSRP of $12,995. The up-spec RVE version with Graffiti graphics, a black frame, and a quickshifter will be available for $14,495. Both versions will begin arriving at dealerships in February 2024. 

Read our 2024 Ducati Hypermotard 698 Mono First Look Review

2024 Harley-Davidson CVO Pan America

The new Harley-Davidson 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.

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.

The 2024 Harley-Davidson CVO Pan America comes in a unique black, red, and white paint scheme with a Harley-Davidson “1” logo on the tank for $28,399.

Read our 2024 Harley-Davidson Motorcycles First Look Review

2024 Harley-Davidson CVO Road Glide ST

Harley-Davidson says the new Harley-Davidson 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.

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. Lightweights materials help keep weight down, and the CVO Road Glide ST weighs 25 lb less than the CVO Road Glide.

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. Available starting at $42,999.

Read our 2024 Harley-Davidson Motorcycles First Look Review

2024 Harley-Davidson Road Glide

The 2024 Harley-Davidson Road Glide now features more streamlined bodywork first seen on its 2023 CVO counterpart. It’s powered by a Milwaukee-Eight 117 V-Twin 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.

The 2024 Harley-Davidson Road Glide will be available in Billiard Gray, Vivid Black, White Onyx Pearl, Whiskey Fire, Blue Burst, Alpine Green, Atlas Silver Metallic, or Sharkskin Blue, and trim options are Chrome or Black. Pricing starts at $25,999.

Read our 2024 Harley-Davidson Motorcycles First Look Review

2024 Harley-Davidson Street Glide

The 2024 Harley-Davidson Street Glide now features more streamlined bodywork first seen on its 2023 CVO counterpart. It’s powered by a Milwaukee-Eight 117 V-Twin 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.

The 2024 Harley-Davidson Street Glide will be available in Billiard Gray, Vivid Black, White Onyx Pearl, Whiskey Fire, Blue Burst, Alpine Green, Atlas Silver Metallic, or Sharkskin Blue, and trim options are Chrome or Black. Pricing starts at $25,999.

Read our 2024 Harley-Davidson Motorcycles First Look Review

2024 Honda ADV160

The 2024 Honda ADV160 touts a new, larger-displacement liquid-cooled 157cc single-cylinder engine designed to improve performance and reduce emissions. It has Showa suspension front and back, a front disc brake with ABS, and a rear drum brake. Also incorporated are updates that Honda says are aimed at boosting comfort and convenience. The 2024 Honda ADV160 will be available in July and will come in Red Metallic or Pearl Smoky Gray starting at $4,499. 

 Related: Honda Announces All-New 2023 Honda SCL500, Updated 2024 Models

2024 Honda Shadow Phantom and Shadow Aero

The 2024 Honda Shadow Phantom still features the liquid-cooled 745cc 52-degree V-Twin, 5-speed transmission, and shaft final drive but sees several updates to styling, both in form and function. A rear disc brake replaces the previous drum brake, front travel has increased from 4.6 inches to 5.1 inches, the seat height dropped slightly, and Honda shaved 6 pounds off the curb weight for a total of 543 lb. There is also a new ABS version of the bike.

The 2024 Honda Shadow Phantom comes in Deep Pearl Gray Metallic or Orange Metallic starting at $8,399 for the non-ABS version (not available in California) or the $8,699 for the ABS version.

Read our 2024 Honda Shadow Phantom First Ride Review

The 2024 Honda Shadow Aero shares the same engine, drive train, braking, and rear suspension and travel, with front travel stretched out another four-tenths of an inch, which is also the bump in seat height, as well as a slightly smaller tank and an overall curb weight of 560 lb.

On the 2024 Honda Shadow Aero, Black has replaced the Ultra Blue Metallic colorway, starting at $7,949 for the non-ABS version (not available in California) or $8,249 for the ABS version.  

Related: Honda Announces All-New 2023 Honda SCL500, Updated 2024 Models

2024 Honda XL750 Transalp

After a brief two-year run in the U.S. in the late ’80s, the middleweight adventure bike that has remained popular in Europe for nearly 40 years has returned to the U.S. market. The 2024 Honda XL750 Transalp features a new liquid-cooled 745cc 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 comes with five ride modes – Sport, Standard, Rain, Gravel, and rider-customizable – as well as Honda Selectable Torque Control (HSTC). Suspension is largely the same as the original model, but for stopping power, the rear drum has been replaced by a disc, and there are now two discs up front instead of just one. ABS is standard and can be turned off at the rear wheel.

The 2024 Honda XL750 Transalp will be available in October in Matte Black Metallic starting at $9,999.

Read our 2024 Honda XL750 Transalp First Ride Review

2024 Indian Challenger Elite

The 2024 Indian Challenger Elite is Indian’s newest addition to its Elite line. Like other bikes in the Elite lineup, the Challenger Elite will be limited in production – only 325 units available worldwide – and feature premium options. The Challenger Elite is still powered by the liquid-cooled PowerPlus 108ci V-Twin making a claimed 122 hp and 128 ft-lb of torque and has Brembo brakes, a 43mm inverted telescopic fork that offers 5.1 inches of travel, and a Fox monoshock with 4.5 inches of travel and electronically adjustable preload.

Other premium features include Smart Lean Technology, an adaptive LED headlight, an adjustable flare windscreen, heated grips, saddlebag lights, an all-new, custom-stitched seat for all-day riding comfort, and more. The bike also comes standard with the all-new, completely redesigned PowerBand Audio system. The 2024 Challenger Elite will feature a custom-inspired Charcoal Candy paint scheme starting at $38,499. 

Related: 2024 Indian Lineup and Brand Collaboration Announced 

2024 Indian FTR x 100% R Carbon

The result of a collaboration with the American motocross brand 100%, the limited edition 2024 Indian FTR x 100% R Carbon is built on Indian’s top-of-the-line FTR model, the R Carbon, and is powered by a liquid-cooled 73ci V-Twin making a claimed 120 hp and 87 ft-lb of torque and radially mounted dual-disc Brembo monoblock brakes. The fully adjustable Öhlins fork and rear shock get custom blacked-out treatment for “100% more attitude” and a black-finished titanium Akrapovič exhaust has been added. Styling was inspired by 100%’s roots in action sports, with a Blue Candy carbon fiber tank, headlight nacelle, seat cowl, and front fender. It has a bright white powdercoated frame, with gloss paint finishes and red accents throughout, along with other details that set the bike apart.

The 2024 Indian FTR x 100% R Carbon starts at $18,999, with only 400 units available around the world. 

Related: 2024 Indian Lineup and Brand Collaboration Announced 

2024 Kawasaki Eliminator and Eliminator SE

Harkening back to the ZL900 Eliminator introduced in 1985, the 2024 Kawasaki Eliminator returns to its sportbike-powered roots, with a liquid-cooled 451cc parallel-Twin engine adapted from the Ninja 400. A 6.8mm longer stroke helps create strong low-end torque. The engine is mated to a 6-speed gearbox and a slip/assist clutch. The bike has a 41mm telescopic front fork and dual rear shocks, providing 4.7/3.5 inches of travel front/rear, and stopping power comes from a 2-piston caliper clamping on a 310mm semi-floating petal front brake disc and 220mm petal disc in the rear.

Several aspects of the Eliminator’s styling pay homage to its namesake, including the taillight, a tail cowl with its own added design twist, and a round headlight, now with a modern LED lamp with dual high/low beam chambers and position lamps. 

Kawasaki is also offering the 2024 Kawasaki Eliminator SE, which adds several features to the standard model, including ABS, a headlight cowl reminiscent of those found on the original Eliminator SE models, a USB-C outlet, and a seat featuring dual-pattern seat leather and stitching along the top edge. 

The Eliminator comes in Pearl Robotic White or Pearl Storm Gray for $6,649, and the Eliminator SE ABS comes in Candy Steel Furnace Orange/Ebony for $7,249.

Read our 2024 Kawasaki Eliminator First Ride Review

2024 Kawasaki KLX230 S and KLX230SM

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

Powering the KLX230 S and KLX230SM is an air-cooled 233cc Single with a bore and stroke of 67.0mm x 66.0mm. The intake port is 4mm narrower for 2024 (now measuring 33mm) to help contribute to low-to-mid-range performance. 

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. The KLX230 S rides on aluminum wheels, measuring 21 inches in the front and 18 inches in the rear compared to the KLX230SM’s 17-inch front and rear wheels that are wider than the KLX230 S wheels.

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. The new chassis design has allowed for a lower seat height of 33.3 inches. The KLX230 SM 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. The SM’s seat height is 33.1 inches.

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. Both bikes feature a new compact LED headlight and a redesigned two-toned seat with a flatter silhouette that allows more freedom of movement. Also new for 2024 is smartphone connectivity through Rideology the App. 

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.

Read our 2024 Kawasaki KLX230 S and KLX300SM First Look Review

2024 Kawasaki KLX300 and KLX300SM

Both the 2024 Kawasaki KLX300 dual-sport and the 2024 Kawasaki KLX300SM supermoto are powered by a 292cc DOHC liquid-cooled four-valve fuel-injected Single borrowed from the KLX300R off-road bike.

The KLX300 is the more off-road capable of the two models and features a 21-inch front wheel and 18-inch rear wheel with Dunlop dual-purpose tires. The bike has 10 inches of travel up front and 9.1 inches in the rear. From a style perspective, the KLX300 gets a newly designed front cowl and front fender, a new LED headlight, and an LED taillight tucked into the rear fender. Kawasaki also gave the KLX300 a two-toned seat cover for 2024. 

The road-oriented KLX300SM differs from its stablemate in 17-inch front and rear wheels, a 300mm front brake disc, and a shorter seat height of 33.9 inches, among other features. Updates to the Kawasaki KLX300SM are similar to those of the KLX300, included updated fenders, the compact LED headlight, and a new taillight. The KLX300SM also receives the two-toned seat.

The 2024 Kawasaki KLX300 will be available in Lime Green and Battle Gray for $6,199, and the Cypher Camo Gray colorway will cost $6,399. The 2024 Kawasaki KLX300SM will be available in Battle Gray and Phantom Blue for $6,599. 

Read our 2024 Kawasaki KLX300 and KLX300SM First Look Review

2024 Kawasaki Ninja 500

The new 2024 Kawasaki Ninja 500 is 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.

This new Ninja rides on 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, seat height is 30.9 inches, and weight is 377 lb. Fuel capacity is 3.7 gallons. The Ninja features a nonadjustable 41mm telescopic front fork. In the rear is a bottom-link Uni-Trak suspension unit with five-step preload adjustability. 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. 

Also new for the Ninja 500 is a high-contrast LCD instrument panel with smartphone connectivity and the economical riding indicator feature, which appears on the LCD screen to signal favorable fuel consumption conditions so that riders can optimize fuel efficiency.

The SE version of the Ninja 500 features a full color TFT display, a USB-C outlet, a radiator screen, frame sliders, a pillion seat cover, a tank pad, knee-grip pads, 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 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.

Read our 2024 Kawasaki Ninja 500 First Look Review

2024 Kawasaki Z500

The new 2024 Kawasaki Z500 is 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.

This new Z500 rides on 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, seat height is 30.9 inches, and weight is 368 lb. Fuel capacity is 3.7 gallons. The Z500 features a nonadjustable 41mm telescopic front fork. In the rear is a bottom-link Uni-Trak suspension unit with five-step preload adjustability. 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 handlebar is tall and wide for an upright riding position.

Also new for the Z500 is a high-contrast LCD instrument panel with smartphone connectivity and the economical riding indicator feature, which appears on the LCD screen to signal favorable fuel consumption conditions so that riders can optimize fuel efficiency.

The SE version of the Z500 features a full color TFT display, a USB-C outlet, a radiator screen, frame sliders, a pillion seat cover, a tank pad, knee-grip pads, and a smoke-colored meter cover.

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. 

Read our 2024 Kawasaki Z500 First Look Review

2024 Kawasaki Ninja 40th Anniversary Editions

In recognition of the introduction of the Ninja four decades ago, Kawasaki is releasing the 2024 Kawasaki Ninja 40th Anniversary Edition motorcycles. A special Ninja ZX-7-inspired colorway with a large Kawasaki logo on the fairings will be available on the Ninja ZX-4RR ABS, Ninja ZX-6R ABS, Ninja ZX-10R ABS, and Ninja ZX-14R ABS. A special 40th Anniversary emblem designed to resemble a championship sticker can be found on the top of the fuel tank, and the displacement numbers featured on the tail cowl are based on the fonts used in the ’80s and ’90s. Completing the iconic throwback look are specially painted lime green wheels on all models; a silver-painted frame and swingarm on the Ninja ZX-10R, Ninja ZX-6R, and Ninja ZX-4RR; and gold-painted front fork outer tubes on the Ninja ZX-10R and Ninja ZX-6R.

2024 Kawasaki Ninja 40th Anniversary Editions | First Look

2024 Kawasaki Ninja e-1 ABS and Z e-1 ABS

The 2024 Kawasaki Ninja e-1 ABS and Z e-1 ABS are powered by a 5.0kW electric motor, which generates a claimed 29.7 lb-ft of torque and a top speed of 55 mph. They come with two lithium-ion battery packs with a range of 41 miles and a 0-100% charge time of 3.7 hours. Both bikes have a 41mm fork, a Uni-Trak shock with adjustable spring preload, and single 290mm discs with dual-piston calipers front and rear. The Ninja e-1 weighs in at 308.7 lb, and the Z e-1 weighs 297.7 lb.

Both bikes come in a Metallic Bright Silver / Metallic Matte Lime Green / Ebony colorway. The 2024 Kawasaki Ninja e-1 ABS has an MSRP of $7,599, while the 2024 Kawasaki Z e-1 ABS is priced at $7,299.

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

2024 Kawasaki Ninja 7 Hybrid and Z7 Hybrid

The 2024 Kawasaki Ninja 7 Hybrid and Z7 Hybrid are, according to Kawasaki, the first “strong” hybrid motorcycles, meaning they can run on ICE power, electric power, or both depending on the ride mode selected. 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. 

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. 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). 

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 Sport-Hybrid mode, the e-boost function elevates the overall output for a brief 5-second period. 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. 

These hybrid bikes also come with Automatic Launch Position Finder, which automatically drops the transmission down to 1st gear when the bike comes to a stop, and a Walk mode with reverse function. Also included is a 4.3-inch TFT full-color display with Bluetooth connectivity to a smartphone via Rideology the App.

The Kawasaki Ninja 7 Hybrid and Z7 Hybrid come in a silver with lime-green color scheme. Pricing has not yet been announced. 

Read our 2024 Kawasaki Ninja 7 Hybrid and Z7 Hybrid First Look Review here.

2024 Kawasaki Ninja ZX-6R

The 2024 Kawasaki Ninja ZX-6R supersport has a 636cc liquid-cooled inline 4-cylinder with DOHC with revised cam profiles for better low-rpm performance and cleaner emissions and a reshaped intake funnel for a claimed increase in low-to-mid rpm performance. 

Kawasaki also upgraded the dual 310mm front discs and single 220mm rear disc, replacing the previous petal-style rotors with round discs. Also new are the Pirelli Diablo Rosso IV tires. The ABS unit has been updated for better control, and new ride modes have been added, including Sport, Road, and Rain, along with a customizable Rider mode in which each system can be set independently. 

The bike also has a new 4.3-inch full-color TFT display with smartphone connectivity, as well as new styling inspired by the Ninja ZX-10R. The Ninja ZX-6R is available in three color schemes – Metallic Flat Spark Black/Ebony, Pearl Robotic White/Metallic Graphite Gray, and the KRT Edition in Lime Green/Ebony – for $11,299 ($12,299 with ABS). 

Read our 2024 Kawasaki Ninja ZX-6R First Ride Review

2024 Kawasaki Z650RS ABS

The 2024 Kawasaki Z650RS ABS returns with a 649cc parallel-Twin, a slip/assist clutch, a trellis frame, a telescopic front fork, a horizontal back-link rear shock, and standard ABS; however, the 2024 model has been updated with the addition of three-mode Kawasaki TRaction Control (KTRC).

The 2024 Kawasaki Z650RS ABS is available in Ebony / Metallic Matte Carbon Grey for $9,599.

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

2024 KTM 250 Duke and 390 Duke

Both the 2024 KTM 250 Duke and 390 Duke feature an entirely new generation of single-cylinder engines dubbed the “LC4c” – including displacements of 250cc and 399cc – that have been completely redesigned with newly optimized cylinder heads and gearboxes, as well as meeting the latest emissions standards. They also feature throttle-by-wire, a new Power Assist Slipper Clutch (PASC), and optional Quickshifter+.

Both bikes feature WP APEX suspension with varying degrees of adjustability and offering 5.9 inches travel front and back. Stopping power comes from a radially-mounted 4-piston caliper grabbing a 320mm disc in front – a 20mm increase over the previous 200 Duke. Rear braking power has been increased on both bikes to a 2-piston caliper and 240mm disc, and both feature the latest version of cornering Supermoto ABS and cornering traction control. 

Both Dukes also have a new two-piece frame design, updated chassis, and a new swingarm. Visually, the 390 has longer tank spoilers featuring prominent air intakes, larger radiator covers, and external LED positioning lights. The 250 casts a slim and compact shadow thanks to smaller tank spoilers compared to the 390 Duke and aligned with painted headlight surrounds. 

The 2024 KTM 390 Duke will come in KTM’s Electronic Orange or Atlantic Blue, arriving in dealerships in December, while the 2024 KTM 250 Duke will come in Electronic Orange and Ceramic White, slated for arrival in early 2024. Pricing has not yet been announced. 

Read our 2024 KTM 390 Duke and 250 Duke First Look Review

2024 KTM 790 Adventure

The 2024 KTM 790 Adventure still has the 799cc parallel-Twin LC8c with DOHC, but KTM says the bike is now more stable at constant speed and has gained more cornering poise thanks to a 20% increase in crankshaft mass. The bike also has reworked Dell’Orto throttle bodies, a knock control sensor, a new airbox, a reconfigured optional Quickshifter+, and the latest 6-axis IMU that can be found on larger KTM siblings like the KTM 890 Adventure R and KTM 1290 Super Adventure models. ABS modes now automatically switch between the three standard ride modes, removing the need for more configuration.

The 2024 KTM 790 Adventure will arrive in December 2023 in two new colorways: white with orange graphics or a black option. Pricing has not yet been announced.

Read our 2024 KTM 790 Adventure First Look Review

2024 KTM 890 Adventure R Rally

Based on the 890 Adventure R, the 2024 KTM 890 Adventure R Rally has the same 889cc LC8c parallel-Twin that made 90 hp at 8,200 rpm and 62 lb-ft of torque at 6,200 rpm at the rear wheel when we last tested it in 2021. Suspension is the biggest upgrade on the bike. It’s equipped with a fully adjustable WP Xplor Pro components offering 10.6 inches of travel front and rear, which is 1.2 inches more than the standard 890 Adventure R. The Rally has Motorcycle Traction Control, ABS with Road and Offroad modes, and three standard ride modes – Street, Offroad, and Rain – and the Tech Pack adds even more bells and whistles.

Graphics on the 2024 KTM 890 Adventure R Rally are inspired by KTM’s Factory Racing team, and it comes with a dedicated rally seat and rally footpegs, as well as extra protection. Only 700 bikes will be available worldwide at a starting price of $21,499. KTM will begin taking preorders on Sept. 20, 2023.

Read our 2024 KTM 890 Adventure R Rally First Look Review

2024 KTM 890 SMT

The 2024 KTM 890 SMT features an 889cc LC8c parallel-Twin with DOHC and dual balancer shafts, the same platform behind the KTM 890 Adventure R with a 20% increase in rotating mass over the KTM 790 platform. The bike also has 46 mm dual Dell’Orto throttle bodies, throttle-by-wire, a 6-speed gearbox, and a PASC slip/assist clutch. The three standard ride modes – Sport, Street, and Rain – can be expanded by an optional Track setting that offers 10 levels of varying throttle modes and traction control. Cornering ABS with Supermoto mode is standard. 

The SMT has six different handlebar positions within a 1.2-inch range, the chromoly trellis frame has a tighter geometry, and WP Apex suspension provides 7.1 inches of travel. Pricing has not yet been announced.

Read our 2024 KTM 890 SMT First Look Review

2024 KTM 990 Duke

The 2024 KTM 990 Duke replaces the 890 Duke R as KTM’s middleweight naked bike. Nicknamed the Sniper, the 990 Duke features a new liquid-cooled 947cc LC8c parallel-Twin that makes a claimed 123 hp and 76 lb-ft of torque. The model also gets a new steel tube frame and gravity die-cast swingarm and new WP suspension components. The seat has been angled up by 2 degrees to keep riders from sliding forward. New 17-inch wheels are wrapped in Bridgestone S22 tires, and new brake disc mounts are 1.1 lb lighter. The model also receives updated styling that heads in the direction of the 1290 Super Duke. Technology includes Supermoto ABS, launch control, wheelie control, traction control, three standard ride modes, a Demo ride mode to test out optional software, all-LED lighting, and a 5-inch TFT display.

The 2024 KTM 990 Duke will be available in orange or black color options with an MSRP of $12,500.

Read our 2024 KTM 990 Duke First Look Review

2023 KTM 1390 Super Duke R Evo

The 2024 KTM 1390 Super Duke R Evo features the LC8 V-Twin of the 1290 Super Duke bored out an additional 49cc for a displacement of 1,350cc, a new camshaft, a redesigned airbox, and new throttle bodies. Additionally, 5th and 6th gears have been revised for better use of the rpm range. The new model also receives the latest generation of WP’s Semi-Active Technology, which adjusts damping rates in real time based on information from the IMU, as well as offering five preset damping modes. The bike’s ergonomics also received an upgrade, including a redesigned tank and lower handlebar.

The KTM 1390 Super Duke R Evo will be available in orange with red highlights or black with orange highlights. 

Read our 2024 KTM 1390 Super Duke R Evo First Look Review

2024 Moto Guzzi Stelvio

The 2024 Moto Guzzi Stelvio adventure bike is powered by a variation of the liquid-cooled 1,042cc longitudinal V-Twin that debuted last year in the V100 Mandello, making a claimed 115 hp and 77.4 lb-ft of torque. Equipped with throttle-by-wire and a 6-axis IMU, the Stelvio has five customizable ride modes (Tourism, Rain, Street, Sport, and Off-Road) that adjust throttle response, engine braking, cornering ABS, and lean-sensitive traction control. 

The Stelvio is the first Moto Guzzi available with the optional PFF Rider Assistance Solution. Using 4D radar imaging technology, the system employs two radar sensors to enable Following Cruise Control, Forward Collision Warning, Blind Spot Information System, and Lane Change Assist. Chassis features include a tubular-steel frame, adjustable suspension with 6.7 inches of travel, Brembo brakes, and tubeless spoked wheels.

The Stelvio comes in two matte color variants (yellow/gray Giallo Savana or gray/black Nero Vulcano) with a base price of $16,390. Pricing for the optional PFF system has not yet been announced. 

Read our 2024 Moto Guzzi Stelvio First Look Review

2024 Moto Guzzi V7 Stone Corsa

The 2024 Moto Guzzi V7 Stone Corsa marks a return to the V7’s classic sportiness with modern amenities. It features an air-cooled 853cc 90-degree “flying” V-Twin with 2 valves per cylinder that makes a claimed 65 hp at 6,800 rpm and 54 lb-ft of torque at 5,000 rpm. It has a nonadjustable 40mm fork, dual preload-adjustable shocks, and has Brembo brakes, with a 4-piston caliper squeezing a 320mm disc in front and a 2-piston caliper squeezing a 260mm disc out back.

In addition to the flowing lines of the two-tone livery, the equipment package further elevates the V7 Stone Corsa’s aesthetics and performance, with bar-end mirrors, a black anodized billet aluminum fuel cap, and a distinctive plate on the handlebar clamp denoting the Corsa’s special status. The fork gaiters found on the standard V7 Stone have been removed to give the V7 Stone Corsa a sleeker appearance.

The 2024 Moto Guzzi V7 Stone Corsa will retail for $9,690.

Read our 2024 Moto Guzzi V7 Stone Corsa First Look Review

2024 Moto Guzzi V85 Range

The 2024 Moto Guzzi V85 range includes a new model – the V85 Strada – and the returning V85 TT and V85 TT Travel. All models are powered by an air-cooled, 90-degree 853cc transverse V-Twin with 2 valves per cylinder. However, thanks to the adoption of variable valve timing, Moto Guzzi says the new engine offers an increase in power from 76 hp in the previous generation to 80 hp at 7,750 rpm.

All bikes in the V85 range have a 6-speed gearbox, a single 52mm throttle body, and multimap throttle-by-wire. Suspension is provided by an 41mm inverted fork and rear monoshock, both adjustable for rebound and preload, with the preload on the V85 TT and V85 TT Travel monoshock now being adjustable via a convenient handwheel. Travel is 6.7 inches front and back. Braking comes from Brembo dual 4-piston calipers, metal-braided brake lines, and 320mm discs up front and a 2-piston floating caliper and 260mm disc in the back. 

All bikes have three ride modes – Road, Sport, and Rain – that manage MGCT traction control, ABS, and throttle response, with a specialized Off-Road mode designed exclusively for the V85 TT and V85 TT Travel models. The V85 TT Travel also features a Custom ride mode (available as an accessory on the V85 Strada and V85 TT). All three bikes have a newly designed, manually adjustable windscreen and a completely redesigned instrument panel with a new, larger 5-inch TFT color display and new handlebar switches, along with other standard features specific to each model (and offered as accessories for the others).

The 2024 Moto Guzzi V85 Strada comes in Nero Isola and Grigio Brera colors, the Moto Guzzi V85 TT has a red painted frame combined with the two-tone Rosso Fuji and Grigio Tambora livery, and the Moto Guzzi V85 TT Travel is available in Bronzo Deserto. Pricing and availability have not been released.

Read our 2024 Moto Guzzi V85 Range First Look Review

2024 Royal Enfield Himalayan

The Royal Enfield Himalayan has been updated for 2024. Starting at the heart, the air-cooled 411cc Single has been replaced with a liquid-cooled 452cc Single with DOHC and 4 valves. The claimed 39.5 hp (up from a barely adequate 24) is reached at 8,000 rpm, and 29.5 lb-ft of torque (up from 24) arrives at 5,500 rpm. The new Himalayan’s entire power curve surpasses that of its predecessor, and the engine revs out farther. The engine is now a stressed member of the frame, and a new gearbox has six speeds instead of five and is part of the unit-construction, semi-dry sump engine case. Located under the fuel tank is a new airbox that provides a pleasing intake growl. Exhaust gasses run through an under-frame catalytic converter that also muffles sound, which allows for a short silencer.

Suspension and braking changes are just as substantial as those to the engine. The previous conventional 41mm fork has been replaced with a Showa cartridge-type inverted fork with 43mm tubes, and the rear shock is now a linkage type with adjustable preload. Suspension travel is 7.9 inches front and rear, keeping front travel the same but bumping up from 7.1 inches of previous rear travel.

As before, the Himalayan rolls on spoked wheels with tube-type rims, 21-inch front (90/90-21) and 17-inch rear (140/80-17). There are still single disc brakes front and rear, but the 2-piston front caliper now squeezes a 320mm disc (up from 300) and the 1-piston rear caliper squeezes a 270mm disc (up from 240). ABS is standard and can be disabled at the rear wheel for off-road duty.

The Himalayan has a new 4-inch TFT display that combines a multitude of innovative and modern features in a retro-style round gauge. It offers Bluetooth connectivity to a rider’s smartphone for music and navigation. The latter is powered by Google Maps and is the first of its kind for the display type and shape. The Himalayan features LED lighting all around, and the tail lighting is innovatively integrated into both rear turnsignals. A USB-C port keeps a smartphone charged.

The new model’s wheelbase is just over 2 inches longer than the original at 59.5 inches, and ground clearance is right at 9 inches. The redesigned fuel tank holds 4.5 gallons (up from 4.0), and Royal Enfield claims a range of more than 280 miles, which translates to about 62 mpg.

The 2024 Royal Enfield Himalayan is available in Hanle Black, Kamet White, Kaza Brown, Slate Poppy Blue, and Slate Himalayan Salt. Pricing is not yet available.

Read our 2024 Royal Enfield Himalayan First Ride Review.

2024 Royal Enfield Shotgun 650

The 2024 Royal Enfield Shotgun 650 is a new model built on the brand’s 650 Twin platform that has a unique style and a focus on customization potential. The bike is powered by the 648cc parallel-Twin also found in the INT650, Continental GT, and Super Meteor 650. The Shotgun 650 features Showa suspension, 2-piston calipers biting single discs, and standard ABS. The bike rides on wide 18-inch front and 17-inch rear tubeless tires. The bike features a modular design meant to encourage customization. A range of 31 Royal Enfield accessories are available from bar-end mirrors and a sculpted solo seat to contrast-cut billet rims.

The 2024 Royal Enfield Shotgun 650 will come in Stencil White, Plasma Blue, Green Drill, or Sheetmetal Grey. Pricing has not yet been announced.

Read our 2024 Royal Enfield Shotgun 650 First Look Review

2024 Suzuki GSX-8R

Complementing the GSX-8S naked sportbike, the new fully-faired 2024 Suzuki GSX-8R has the same 776cc parallel-Twin that Suzuki debuted last year, as well as the same slim chassis geometry, braking system, and Suzuki Intelligent Ride System rider aids, including three ride modes, four-mode traction control, and a quickshifter. However, the GSX-8R gets a different suspension setup than the GSX-8S to better suit sport riding, with a 41mm Showa SFF-BIP fork, a Showa rear shock with a spring preload adjuster, and 5.1 inches of front/rear travel. The GSX-8R will be available in Metallic Triton Blue, Metallic Matte Sword Silver, or Pearl Ignite Yellow for $9,439. 

Read our 2024 Suzuki GSX-8R First Look Review

2024 Suzuki GSX-S1000GX+

The 2024 Suzuki GSX-S1000GX+ is a new “crossover” motorcycle that combines the engine performance and chassis of a sport-tourer with the upright stance and long-travel suspension of an adventure bike. Think of it as the love child of a GSX-S1000GT+ and a V-Strom 1050. It’s also a direct competitor for the BWM S 1000 XR, Yamaha Tracer 9 GT+ and Kawasaki Versys 1000 SE LT+.

The GSX-S1000GX+ features Suzuki’s first electronic suspension system, which is integrated into the Suzuki Intelligent Ride System (S.I.R.S.) electronics suite. With 5.9 inches of suspension travel front and rear, it has more travel than a GSX-S1000GT+ but less than a V-Strom 1050. It’s powered by a GSX-R-derived 999cc in-line Four that makes a claimed 151 hp and 78.2 lb-ft of torque, and standard equipment includes 25.7-liter side cases. It will be available in the spring of 2024 in Pearl Matte Shadow Green starting at $18,499.

Read our 2024 Suzuki GSX-S1000GX+ First Ride Review

2024 Suzuki Hayabusa 25th Anniversary Model

The 2024 Suzuki Hayabusa returns with the liquid-cooled 1,340cc transverse inline-Four with DOHC and four valves per cylinder mated to a 6-speed gearbox, ride-by-wire, the Suzuki Intelligent Ride System with electronic rider aids, including cruise control and the three-mode bidirectional quickshifter system, and three preset and three customizable ride modes, among a host of other features. It has KYB suspension and Brembo Stylema and Nissin brake components, and ABS is standard.

Specific to the 25th Anniversary Model are 25th-anniversary emblems and logos and raised Suzuki logos, as well as other styling and design choices specific to this model. The 25th Anniversary Model Hayabusa comes in the Glass Blaze Orange & Glass Sparkle Black color combination reminiscent of one of the most popular Gen II model’s color palettes, also set off with special V-shaped red graphic. The 25th Anniversary Hayabusa will be arriving at dealerships late summer. Pricing has not yet been announced.

Read our 2024 Suzuki Hayabusa 25th Anniversary Model First Look Review

2024 Suzuki V-Strom 800, 800 Touring

The 2024 Suzuki V-Strom 800 and 800 Touring models are based on the engine and chassis of the V-Strom 800DE, which was just introduced last year; however, the new models have a more street-oriented focus. Both news bikes feature the new-generation 776cc parallel-Twin with DOHC and a a 270-degree crankshaft, throttle-by-wire, a bi-directional quickshifter, and the Suzuki Clutch Assist System (SCAS). Suspension is provided by a new 43mm Showa SFF-BP (Separate Function Fork – Big Piston) inverted front fork and a gas-charged Showa rear shock with a remote, hand-operated hydraulic spring preload adjuster.

Stopping power has been upped over the 2023 V-Strom 800DE, still with dual 310mm front discs but with 4-piston calipers instead of 2-piston. ABS is standard, with two levels of interventions, as is Drive Mode Selector and Traction Control System – both of which have three modes – and the Easy Start and Low RPM Assist systems. Both new models have a lower seat height and handlebar position than the 800DE. The V-Strom 800 Touring includes a 35-liter top case and standard hand guards.

The 2024 Suzuki V-Strom 800 comes in Metallic Matte Steel Green starting at $9,899, and the V-Strom 800 Touring, which will be available in Spring 2024, will come in Glass Sparkle Black starting at $10,499.

Read our 2024 Suzuki V-Strom 800, 800 Touring First Look Review

2024 Triumph Daytona 660

The 2024 Triumph Daytona 660 is a new middleweight sportbike featuring a liquid-cooled 660cc inline-Triple, 6-speed gearbox, throttle-by-wire, slip/assist clutch, and new 3-into-1 exhaust with a low stainless-steel silencer. It makes a claimed 94 hp at 11,250 rpm (17% higher than the Trident 660) and 51 lb-ft of torque at 8,250 rpm (9% more than the Trident). The bike has three ride modes – Sport, Road and Rain – as well as switchable traction control, Showa suspension, and standard ABS.

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. 

Read our 2024 Triumph Daytona 660 First Look Review

2024 Triumph Scrambler 400 X

The all-new 2024 Triumph Scrambler 400 X will feature Triumph’s new single-cylinder, 4-valve, liquid-cooled engine making a claimed 39.5 hp at 8,000 rpm and 27.7 lb-ft of torque at 6,500 rpm and mated to a 6-speed gearbox, a slip/assist clutch, and chain final drive. The Scrambler 400 X also has throttle-by-wire, switchable traction control, and switchable Bosch dual-channel ABS.

The Scrambler 400 X features a 55.8-inch wheelbase, 5.9 inches of travel suspension front and rear, a 19-inch front wheel, and a wide handlebar to provide greater stability and control when riding on loose surfaces, as well as scrambler-style protection for both the bike and the rider.

The Scrambler 400 X is available in three two-tone color schemes, each featuring Triumph’s distinctive Scrambler tank stripe and triangle badge: Matte Khaki Green and Fusion White, Carnival Red and Phantom Black, and Phantom Black and Silver Ice options. Pricing has not yet been announced.

Read our 2024 Triumph Speed 400 and Scrambler 400 X First Look Review

2024 Triumph Scrambler 1200 X and XE

The 2024 Triumph Scrambler 1200 X and XE feature the same liquid-cooled 1,200cc parallel-Twin with SOHC and a 270-degree crankshaft as the previous 1200 XC and XE; however, the X is replacing the outgoing XC as a more accessible model than its predecessor, and the XE has been updated to be more off-road ready.

Triumph says the peak power and torque now arrive slightly earlier in the rev range than previous models, and a new single 50mm throttle body and revised exhaust headers deliver improved flow and a broader spread of torque through the upper rev range. For suspension, Triumph has moved away from the Showa and Öhlins suspension and is now using Marzocchi components on both bikes, which offers 6.7 inches of travel front and back on the X and 9.8 inches on the XE. Reduced travel on the X has allowed for a lower seat height, which Triumph says was a common request from customers and is now 32.3 inches – or 31.3 inches with the accessory low seat.

Both bikes have side-laced stainless steel wire-spoked wheels (21 inches in front, 17 in the rear) with aluminum rims shod with tubeless Metzeler tires – road-focused, dual-purpose Karoo Street on the X and Metzeler Tourance on the XE – and other chassis differences on the SE make it more suitable for off-road use.

Both bikes are expected to arrive at dealers in February 2024. The 2024 Triumph Scrambler 1200 X will be available in Carnival Red, Ash Grey, or Sapphire Black starting at $13,595. The Scrambler 1200 XE will be available in Phantom Black & Storm Grey, which features red accents, the new Baja Orange & Phantom Black, or the popular Sapphire Black starting at $15,295.

Read our 2024 Triumph Scrambler 1200 X and XE First Look Review

2024 Triumph Speed 400

Similar to its Scrambler 400 X stablemate (above), the 2024 Triumph Speed 400 features the new single-cylinder, 4-valve, liquid-cooled engine making a claimed 39.5 hp at 8,000 rpm and 27.7 lb-ft of torque at 6,500 rpm and mated to a 6-speed gearbox, a slip/assist clutch, and chain final drive. The Speed 400 also has throttle-by-wire, switchable traction control, and Bosch dual-channel ABS (which can be switched off on the Scrambler 400 X).

The Speed 400 has an accessible seat height of 31 inches, a 43mm inverted fork offering 5.5 inches of travel, a monoshock rear suspension unit giving 5.1 inches of travel, and lightweight 17-inch wheels. Stopping power comes from a 4-piston radial front brake caliper with a 300mm front disc and braided lines and a floating caliper and 230mm disc in the rear.  

The 2024 Triumph Speed 400 will be offered with three two-tone paint schemes – Carnival Red, Caspian Blue, and Phantom Black – each featuring a prominent Triumph tank graphic. Pricing has not yet been announced.

Read our 2024 Triumph Speed 400 and Scrambler 400 X First Look Review

2024 Triumph Stealth Edition Lineup

Following the success of previous limited-edition Triumph paint or chrome lines, the company has released the 2024 Triumph Stealth Edition lineup, returning the spotlight to the paint shop. The new custom-style paint finish will be available for one year only on eight of Triumph’s Modern Classics: the Bonneville Speedmaster, Bonneville Bobber, Bonneville T100, Bonneville T120 and T120 Black, Speed Twin 900 and 1200, and Scrambler 900. Each model features its own unique tank design that showcases a dramatic hand-painted finish that intensifies in the light to reveal vivid color.

The process starts with a base layer of mirror-finish metallic Silver Ice applied to each tank, followed by a precisely placed dark-to-light Sapphire Black graphite vignette. Finally, a translucent tinted lacquer is applied in multiple layers to create the topcoat. The transition from dark tinted graphite to vibrant color springs to life when exposed to light, varying in hue and tone under different conditions and appearing different from every angle.

2024 Triumph Stealth Edition Lineup First Look Review

2024 Triumph Street Triple 765 Range

The 2024 Triumph Street Triple 765 range includes the Street Triple 765 R, Street Triple 765 RS, and limited-run Moto2 Edition, which Triumph says is “the closest you can get to a Moto2 race bike for the road.”

All three models will still feature a liquid-cooled 765cc inline-Triple, which was bumped up from 675cc with the 2017 Street Triple lineup, but Triumph says engine upgrades derived directly from the Moto2 race engine program have resulted in a significant step up in performance in the range. The engine on the Street Triple R now makes a claimed 118 hp and 59 lb-ft of torque at 9,500 rpm. The Street Triple RS and Moto2 take it up another notch, making 128 hp. Other updates include new technology, high specification components, an updated chassis, and more.

The Street Triple 765 R will start at $9,995 and be available in two colorways: Silver Ice with Storm Grey and Yellow graphics or Crystal White with Storm Grey and Lithium Flame graphics. The Street Triple 765 RS will start at $12,595 and have three schemes: Silver Ice with Baja Orange and Storm Grey graphics, Carnival Red with Carbon Black and Aluminum Silver graphics, or Cosmic Yellow with Carbon Black and Aluminum Silver graphics. Finally, the Moto2 Edition will start at $15,395 and comes in two race-derived liveries: Triumph Racing Yellow with an Aluminum Silver rear sub-frame or Crystal White with Triumph Racing Yellow rear subframe. The official Moto2 branding will appear on the tank, wheel, tail unit, and silencer.

Read our 2024 Triumph Street Triple 765 R/RS First Ride Review

2024 Triumph TF 250-X

The new 4-stroke 2024 Triumph TF 250-X motocross bike has been designed from the ground up, featuring a competition Single with DOHC, a forged aluminum piston, and titanium valves and mated to a 5-speed gearbox and an Exedy Belleville clutch.  For suspension, the bike has fully adjustable KYB components, offering 12.2 inches of travel in the front and 12.0 inches in the rear. Stopping power comes from Brembo calipers clamping down on Galfer rotors. DirtStar 7000 Series aluminum rims and machined aluminum hubs are fitted with Pirelli Scorpion MX32 mid-soft tires (21-inch front, 19-inch rear).  

 The TF 250-X will start at $9,995 in the Triumph Racing Yellow and Black graphics scheme. 

Read our 2024 Triumph TF 250-X First Look Review

2024 Triumph Tiger 900 Range

Triumph has announced the 2024 Triumph Tiger 900 range, which includes the Tiger 900 GT, Tiger 900 GT Pro, and Tiger 900 Rally Pro. James Wood, Triumph’s global product marketing manager, said the new Triumph Tiger 900 range will deliver “more performance, more capability, more all-day comfort, and more attitude.”

Revisions to the liquid-cooled 888cc inline-Triple with DOHC and 4 valves per cylinder have resulted in a claimed power increase of 13%, taking the Tiger 900 from 93.7 hp to 106.5 hp. Each new Tiger 900 model also benefits from a specific suspension setup, designed to meet the needs of the rider for each model. The GT and GT Pro are fitted with Marzocchi suspension components, and the Rally Pro uses Showa suspension. For stopping power, Brembo Stylema brake calipers are fitted to all three new Triumph Tiger 900 models. In addition to ABS, optimized cornering traction control comes as standard across all three Tiger 900 models.

The bikes also include new safety features and redesigned ergonomic features for enhanced long-distance comfort. The Tiger’s styling and adventure-focused stance has also been revised and sharpened.

Three new paint schemes and graphics are available for each model. The GT and GT Pro are available in Snowdonia White as standard, with two premium paint options: Graphite and Sapphire Black and Carnival Red and Sapphire Black. The 2024 Triumph Tiger 900 GT starts at $14,995, and the Tiger 900 GT Pro starts at $16,895. The Rally Pro is available in Carbon Black and Sapphire Black, with the option to upgrade to Ash Grey and Intense Orange or Matte Khaki Green and Matte Phantom Black. The 2024 Triumph Tiger 900 Rally Pro starts at $17,395.

Read our 2024 Triumph Tiger 900 Review First Ride Review

2024 Vespa Primavera and Sprint S

Both the 2024 Vespa Primavera and the Vespa Sprint S are available with either a combustion engine or an electric motor. The combustion engine versions are available in either a 50cc or 150cc displacement with an air-cooled 4-stroke engine with three valves and electronic fuel injection. Vespa hasn’t yet released full specifications on the electric powertrain.

Both scooters are built on a full steel body and share many components, with the major differences between the two coming in the form of styling touches and color options. Updates for 2024 include new switchgear, new hand grips, and a new front shield. Most of the upgrades to the Vespa Primavera and Sprint S come from the electronics department. A new instrument panel combines an analog speedometer with a 3-inch LCD screen, which shows a tripmeter, fuel consumption, and average and max speed. The LCD instrumentation also permits the rider to connect to a smartphone.

The Primavera comes with chrome finishings and is available in Bianco Innocente, Nero Convinto, Verde Amabile, Arancio Impulsivo, or Blu Enérgico. The Vespa Sprint S is available in Bianco Innocente, Nero Convinto Opaco, Verde Ambizioso, Rosso Coraggioso, or Blu Eclettico. Pricing for the U.S. has not yet been announced.

Read our 2024 Vespa Primavera and Sprint S First Look Review

2024 Yamaha MT-09 and MT-09 SP

Marking the 10th anniversary of the MT-09, Yamaha has added a long list of new features to both the 2024 Yamaha MT-09 and the up-spec MT-09 SP. Both bikes retain the liquid-cooled 890cc inline-Triple with a crossplane crankshaft, a light but robust frame, and 6-axis IMU with a full suite of lean-sensitive rider aids. 

Adding to the electronics suite is the new Back Slip Regulator and Yamaha’s third-generation Quick Shift System. Both bikes feature three integrated ride modes (Sport, Street, and Rain). Riders can also create two custom modes with tailored settings, and the SP adds four exclusive Track modes. 

Braking is now provided by Brembo components, with a new radial master cylinder. The SP takes it up a notch with Brembo Stylema monoblock calipers. For suspension, both bikes still have a 41mm fully adjustable inverted fork, but the MT-09’s adjustable KYB rear shock features revised linkage settings, and both bikes have higher spring rates and updated damping characteristics. On the SP, fully adjustable suspension includes a DLC-coated 41mm KYB fork and an Öhlins rear shock. 

The MT-09 will be available in Team Yamaha Blue, Midnight Cyan, or Matte Raven Black for $10,599. The MT-09 SP comes in an R1M-inspired Liquid Metal/Raven color scheme for $12,299. 

Read our 2024 Yamaha MT-09 and MT-09 SP First Look Review

2024 Yamaha Ténéré 700

The 2024 Yamaha Ténéré 700 returns with a liquid-cooled 689cc inline-Twin derived from the MT-07 naked sportbike that features Yamaha’s “Crossplane Crankshaft Concept” 270-degree crank. It rides on fully-adjustable suspension with 8.3 inches of travel up front and 7.9 inches in the rear. It has a 34.4-inch seat height, 9.4 inches of ground clearance, and a wet weight of 452 lb.

For stopping power, the Ténéré 700 still has dual 282mm discs up front and a single 245mm disc in the rear, but a new feature for 2024 is the addition of a new ABS mode. Instead of the previous model’s on/off ABS selection, the new model now features three-mode selectable ABS allowing riders to choose their preferred level of braking intervention. Other updates include a new 5-inch color TFT display, new front and rear LED turnsignals, and prewiring for the installation of Yamaha’s accessory Quick Shifter.

The 2024 Yamaha Ténéré 700 will be available in either Team Yamaha Blue arriving to dealers in September 2023 or Shadow Gray arriving to dealers in October 2023 for $10,799 MSRP.

Read our 2024 Yamaha Ténéré 700 Rider Test

2024 Yamaha Tracer 9 GT+

The 2024 Yamaha Tracer 9 GT+ features a liquid-cooled, crossplane-crankshaft 890cc CP3 inline-Triple. When we tested the 2021 Yamaha Tracer 9 GT, it produced 108 hp at 10,000 rpm and 63 lb-ft of torque at the rear wheel on Jett Tuning’s dyno. Four integrated ride modes – Sport, Street, Rain, and Custom – have unique throttle-response maps and level presets for TCS, SCS, LIF, and semi-active suspension.

Topping the list of updates on the 2024 Yamaha Tracer 9 GT+ are innovative electronic rider aids, including Adaptive Cruise Control and a radar-linked Unified Brake System, which are enabled by a new Millimeter Wave Radar unit that constantly measures distance to vehicles ahead. The bike also features the next generation of the KYB Actimatic Damper System (KADS) electronically controlled suspension, an updated quickshifter, and a new 7-inch TFT display, which replaces the pair of 3.5-inch displays on the previous model.

Available in a Storm Gray two-tone colorway, the 2024 Yamaha Tracer 9 GT+ will be in dealerships in August with an MSRP of $16,499.

Read our 2024 Yamaha Tracer 9 GT+ Road Test Review

The post 2024 Motorcycle Buyers Guide: New Street Models appeared first on Rider Magazine.

Choices for smaller, affordable motorcycles are growing, and that’s good news for riders looking for a fun bike that won’t break the bank. Whether you’re new to riding and want something easy to handle or an experienced rider looking for a lighter or shorter bike, you have more options now than ever when it comes to finding the best motorcycles for smaller riders!  

Below is Rider’s 2023 list of best motorcycles for smaller riders, an update of the popular post from 2019. This list includes motorcycles with seat heights between 31.0 and 31.9 inches with an MSRP of $17,000 or less.  

We’ve also curated lists of the best motorcycles with seat heights between 30.0 and 30.9 inches, as well as a list of the best motorcycles with seat heights below 30 inches. 

When possible, we’ve included a link to our test ride reviews so you can get a sense of how each bike performs in action. We’ve also included the 2022-2023 model year’s U.S. base MSRP (as of publication), seat height, and claimed wet or dry weight. On models with options to lower the seat height or suspension, we’ve listed the standard and lowered seat heights. You can also click on a model’s name to go to the manufacturer’s webpage for a full list of specifications and details.   

The models in this list are arranged by seat height, with the first model having the shortest seat height and the last model having the tallest seat height in the list. 

CFMOTO 450SS 

CFMOTO 450SS 

$5,499 

31-inch seat 

370 lb 

Read our 2023 CFMOTO 450SS First Look Review 

Honda CBR500R 

Honda CBR500R 

$7,299 

31.1-inch seat 

423 lb 

Read our 2013 Honda CBR500R First Ride Review 

Honda CB500F 

Honda CB500F 

$6,799 

31.1-inch seat 

416 lb 

Read our 2017 Honda CB500F First Ride Review 

Kawasaki Ninja 650 

Kawasaki Ninja 650 

$7,999 

31.1-inch seat 

419 lb 

Read our 2020 Kawasaki Ninja 650 Road Test Review 

Kawasaki Z650 

Kawasaki Z650 

$7,749 

31.1-inch seat 

410 lb 

Read our 2017 Kawasaki Z650 First Ride Review 

Kawasaki W800 

Kawasaki W800 

$9,199 

31.1-inch seat 

496 lb 

Read our 2020 Kawasaki W800 First Look Review 

Royal Enfield Hunter 350 

Royal Enfield Hunter 350 

$3,999 

31.1-inch seat 

400 lb 

Read our 2023 Royal Enfield Hunter 350 First Ride Review 

Suzuki GSX250R 

Suzuki GSX250R 

$4,999 

31.1-inch seat 

399 lb 

Read our 2023 Suzuki GSX250R First Look Review 

Triumph Bonneville T100 

Triumph Bonneville T100 

$10,995 

31.1-inch seat 

503 lb 

Read our 2017 Triumph Bonneville T100 First Look Review 

Triumph Bonneville T120 

Triumph Bonneville T120 

$12,695 

31.1-inch seat 

520 lb 

Read our 2022 Triumph Bonneville T120 First Look Review 

Triumph Scrambler 900 

Triumph Scrambler 900 

$11,495 

31.1-inch seat 

492 lb 

Read our 2022 Triumph Scrambler 900 First Look Review 

Yamaha TW200 

Yamaha TW200 

$4,899 

31.1-inch seat 

278 lb 

Read our 2017 Yamaha TW200 First Ride Review 

CFMOTO 300NK 

CFMOTO 300NK 

$4,199 

31.2-inch seat 

333 lb 

Read our 2022 CFMOTO 300NK First Ride Review 

Royal Enfield Scram 411 

Royal Enfield Scram 411 

$5,099 

31.3-inch seat 

408 lb 

Read our 2023 Royal Enfield Scram 411 First Ride Review 

CFMOTO 700CL-X 

CFMOTO 700CL-X 

$6,799 

31.5-inch seat 

432 lb 

Read our 2022 CFMOTO 700CL-X Road Test Review 

CFMOTO 700CL-X Sport 

CFMOTO 700CL-X Sport 

$7,199 

31.5-inch seat 

432 lb 

Read our 2022 CFMOTO 700CL-X Sport First Ride Review 

Kawasaki Ninja ZX-4RR KRT Edition 

Kawasaki Ninja ZX-4RR KRT Edition 

$9,699 

31.5-inch seat 

415 lb 

Read our 2023 Kawasaki Ninja ZX-4RR KRT Edition First Look Review 

Kawasaki Z900 

Kawasaki Z900 

$9,399 

31.5-inch seat 

468 lb 

Read our 2017 Kawasaki Ninja Z900 ABS First Ride Review 

Kawasaki Z650RS 

Kawasaki Z650RS 

$9,099 

31.5-inch seat 

412 lb 

Read our 2022 Kawasaki Z650RS First Ride Review 

Royal Enfield Himalayan 

Royal Enfield Himalayan 

$5,449 

31.5-inch seat 

439 lb 

Read our 2022 Royal Enfield Himalayan First Ride Review 

Honda CB300R 

Honda CB300R 

$5,049 

31.6-inch seat 

316 lb 

Read our 2019 Honda CB300R First Ride Review 

Honda NC750X DCT 

Honda NC750X DCT 

$9,399 

31.6-inch seat 

493 lb 

Read our 2018 Honda NC750X Road Test Review 

BMW R nineT 

BMW R nineT 

$15,945 

31.7-inch seat 

487 lb 

Read our 2021 BMW R nineT First Look Review 

BMW R nineT Pure 

BMW R nineT Pure 

$10,995 

31.7-inch seat 

483 lb 

Read our 2017 BMW R nineT Pure Road Test Review 

Kawasaki Z125 PRO 

Kawasaki Z125 PRO 

$3,399 

31.7-inch seat 

225 lb 

Read our 2017 Kawasaki Z125 PRO First Ride Review 

Royal Enfield Classic 350 

Royal Enfield Classic 350 

$4,699 

31.7-inch seat 

430 lb 

Read our 2022 Royal Enfield Classic 350 First Ride Review 

Royal Enfield INT650 

Royal Enfield INT650 

$6,149 

31.7-inch seat 

445 lb 

Read our 2019 Royal Enfield INT650 Road Test Review 

Royal Enfield Continental GT 

Royal Enfield Continental GT 

$6,349 

31.7-inch seat 

445 lb 

Read our 2019 Royal Enfield Continental GT Road Test Review 

Triumph Trident 660 

Triumph Trident 660 

$8,595 

31.7-inch seat 

417 lb 

Read our 2021 Triumph Trident 660 First Look Review 

Yamaha MT-07 

Yamaha MT-07 

$8,199 

31.7-inch seat 

406 lb 

Read our 2021 Yamaha MT-07 Road Test Review 

Zero S 

Zero S 

$12,995 

31.8-inch seat 

313 lb 

Read our 2022 Zero S First Look Review 

Ducati SuperSport 950 

Ducati SuperSport 950 

$14,595 

31.9-inch seat 

405 lb (dry) 

Honda CBR650R 

Honda CBR650R 

$9,899 

31.9-inch seat 

445 lb 

Read our 2023 Honda CBR650R First Look Review 

Honda CB650R 

Honda CB650R 

$9,399 

31.9-inch seat 

445 lb 

Read our 2023 Honda CB650R First Look Review 

Suzuki GSX-R750 

Suzuki GSX-R750 

$12,849 

31.9-inch seat 

419 lb 

Read our 2023 Suzuki GSX-R750 First Look Review 

Suzuki GSX-R600 

Suzuki GSX-R600 

$11,699 

31.9-inch seat 

412 lb 

Read our 2023 Suzuki GSX-R600 First Look Review 

Suzuki GSX-S1000 

Suzuki GSX-S1000 

$11,499 

31.9-inch seat 

472 lb 

Read our 2022 Suzuki GSX-S1000 Road Test Review 

Suzuki GSX-S1000GT 

Suzuki GSX-S1000GT 

$13,349 

31.9-inch seat 

498 lb 

Read our 2022 Suzuki GSX-S1000GT Road Test Review 

Suzuki GSX-S1000GT+ 

Suzuki GSX-S1000GT+ 

$14,099 

31.9-inch seat 

498 lb 

Read our 2023 Suzuki GSX-S1000GT+ First Look Review 

Suzuki GSX-8S 

Suzuki GSX-8S 

$8,849 

31.9-inch seat 

445 lb 

Read our 2023 Suzuki GSX-8S First Ride Review 

Triumph Speed Twin 1200 

Triumph Speed Twin 1200 

$12,895 

31.9-inch seat 

476 lb 

Read our 2023 Triumph Speed Twin 1200 First Look Review 

Yamaha XSR900 

Yamaha XSR900 

$10,199 

31.9-inch seat 

425 lb 

Read our 2022 Yamaha XSR900 First Ride Review 

Yamaha Tracer 9 GT 

Yamaha Tracer 9 GT 

$14,999 

32.5-inch seat (optional low seat of 31.9 inches) 

485 lb 

Read our 2021 Yamaha Tracer 9 GT Long-Term Review 

The post Best Motorcycles for Smaller Riders: Seat Height 31-31.9 Inches appeared first on Rider Magazine.

The Royal Enfield Hunter 350 is an urban prowler, designed to explore the concrete jungle with grace and agility. We tested this new roadster in and around San Diego to see if it truly excels in the city as intended and if it has enough mojo to keep pace out of town as well. 

Royal Enfield has been in continuous production since 1901, and the brand excels in the small- to mid-sized motorcycle segment. It also excels in honoring its British heritage with a classic-meets-modern aesthetic, making for motorcycles that catch your eye and take you back to simpler times.  

While Royal Enfields are plentiful in India, where the bikes are produced and smaller-displacement bikes are the norm rather than the exception, the brand has been making strong headway in North America the past few years as well. Ron Luttrell, VP of sales and dealer development, reported that Royal Enfield has seen a 317% growth in U.S. sales since 2019 and that they’ve recently reached their goal of 10,000 units sold in North America. Not too shabby. With the introduction of the Hunter 350, it’s clear Royal Enfield is looking to hold onto that forward momentum. 

Next-Gen Geometry 

Royal Enfield’s Hunter 350 shares the same 349cc J-series Single as the Classic 350 and Meteor 350. When we tested the 2021 Meteor 350, the engine put out 18 hp and 18 lb-ft of torque at the rear wheel on Jett Tuning’s dyno. While the engine has been tuned for relaxed urban riding, what truly makes the Hunter 350 stand apart from its stablemates is its chassis geometry. With a shorter wheelbase and a steeper rake, as well as a lower curb weight, the Hunter provides a more accessible, nimble riding experience than what you might find on the Classic or the Meteor. That, coupled with an attractive and youthful styling, will allow the Hunter 350 to attract and fill the needs of a different rider demographic. 

Related: 2022 Royal Enfield Classic 350 | First Ride Review

Related: 2021 Royal Enfield Meteor 350 | Road Test Review

At the U.S. press launch in San Diego, the Hunter’s MSRP, which had been kept hush-hush until that moment, was revealed. The bike will start at $3,999, with some color options adding $200. When the price went up on the big screen, the journalists expressed their surprise, followed by applause. This low price, coupled with the bike’s youthful style and smaller size, is sure to bring in new and young riders. 

The number of color options is also sure to please riders on the hunt for a motorcycle that fits their style. The Dapper White, Dapper Ash, and Dapper Grey will be priced at the lower $3,999, while the two-toned Rebel Black, Rebel Blue, and Rebel Red colorways retail for $4,199. All six color options were available for our test ride, and I immediately claimed the Rebel Red before anyone else could take it. 

Swinging a leg over the bike in the hotel parking lot, I immediately felt at ease. The upright seating position was comfy, and the contoured seat was plush but supportive. With a 31.1-inch seat height, the Hunter 350 had me tip-toeing, but I was the only journalist at the launch who couldn’t flat-foot on it (I’m 5-foot-1). Even with my short legs, I had no trouble reaching everything I needed to reach. 

Related: 2023 Royal Enfield Super Meteor 650 | First Ride Review

The uncluttered and simple design added to the at-ease feel of the motorcycle. A single round digital and analog instrument display was easy to read and didn’t offer too many options or information to distract me from the simple joy of riding. There’s something to be said for having a customizable display with all the bells and whistles, but sometimes those things get in the way of a pure motorcycling experience.  

After getting acquainted with our mounts, we rolled out onto the street, and that’s when the real fun began. 

Good Times 

We started the first half of the day riding through San Diego, from neighborhoods to downtown, including shop-lined streets and beach-side roads. I have never ridden a motorcycle that feels so at home in the city. This motorcycle made me feel like I was much better at slow-speed turns than I am. It’s small enough to squeeze into tight spaces and wheel around without trouble.  

The maneuverability of this bike is mostly due to its chassis geometry, something Royal Enfield said it put a lot of effort into getting just right for this type of riding environment. The Hunter has a 25-degree rake and a wheelbase of just 53.9 inches using 17-inch front and rear wheels. It’s lighter than the other Royal Enfield models with the 350 engine, with a claimed curb weight of 400 lb (the Meteor 350 and Classic 350 have curb weights of 421 lb and 430 lb, respectively). All of these characteristics give the Hunter an agility that took stress out of riding through busy city streets. 

The Hunter’s styling certainly belongs in the retro-inspired Royal Enfield family, but it looks like the cool teenage cousin who just flew in from the city for a family holiday, the one all the other kids are jealous of. The bike has a youthful character, in both riding experience and personality, that will make anyone feel young again. 

Related: 2023 Royal Enfield Scram 411 | First Ride Review

For braking, the Hunter 350 comes with a 300mm disc with a twin piston ByBre caliper up front, a 270mm disc with a single piston ByBre caliper in the rear, and ABS. I found braking power to be dialed in well for the sudden and frequent stopping of city riding. The suspension consists of a nonadjustable 41mm fork with 5.1 inches of travel and dual rear shocks with six-step adjustable preload and 4.8 inches of travel. The suspension also felt well-suited for its intended purpose. None of these components are state-of-the-art, but they did their job well for a bike with a price tag of about $4K, which is all I could ask of them. 

Far and Wide 

After experiencing how well-suited the Hunter 350 is to an urban environment, I was curious to find out if it could hold its own outside of town. Would that slow-speed agility affect the bike’s stability at higher speeds? To my delight, there was no compromise to be found. On the twisty roads up Otay Mountain, we pushed the Hunter 350 to its limit.  

There’s something exciting about experiencing the full range of a motorcycle’s capabilities, from a slow roll around traffic to a full-out dash through the hills. Royal Enfield hit the sweet spot between granting the Hunter enough power to keep up with highway speeds while maintaining the bike’s tight stance and agility. 

GEAR UP

• Helmet: Scorpion EXO Covert FX
• Jacket: Joe Rocket Wicked
• Gloves: Joe Rocket Ballistic Ultra
• Pants: Alpinestars Daisy V2 Women’s Riding Denim
• Boots: Joe Rocket Trixie

That being said, if you’re commuting on the interstate every day, this might not be the ideal ride for you. With a top speed of about 75 mph, we were riding full-out on the freeway to get back to the hotel. The Hunter 350 held that speed smoothly and comfortably, but it would be preferable to have a little power on reserve in case I need to dart away from a dangerous situation, and the Hunter 350 didn’t have that. But I appreciated how steadily it could hold its top speed without feeling too stressed or overworked. 

All Good Things… 

All too soon, our riding day had come to an end. A testament to the Hunter 350 is that, after a full day of riding on a variety of roads, I was ready to keep going. Taller riders might feel fatigued more quickly by the Hunter’s smaller stature, but this model fit me so well and was so stress-free to ride that I saw no reason to get off it. If it weren’t for my rumbling stomach calling for the taco bar and the fact that I’d be completely lost in San Diego without a guide, I’d have been tempted to roll right on past the hotel’s parking lot and keep going. 

This proabably isn’t the motorcycle that your Harley-or-nothing leather-clad uncle is going to buy, but for riders looking for a fun, agile, and affordable option, the Hunter 350 hits the nail on the head. I love to see more affordable motorcycles entering the market, and I believe this is an option that will make owning a motorcycle and experiencing the rides we all love a little more attainable for a new generation of motorcyclists. 

2023 Royal Enfield Hunter 350 Specs 

Base Price: $3,999 

Website: RoyalEnfield.com 

Warranty: 3 yrs., unltd. miles w/ roadside assistance 

Engine Type: Air/oil-cooled Single, SOHC w/ 2 valves 

Displacement: 349cc 

Bore x Stroke: 72.0 x 85.8mm 

Horsepower: 18.0 @ 6,200 rpm (rear-wheel dyno, 2021 Meteor 350) 

Torque: 18.2 lb-ft @ 3,500 rpm (rear-wheel dyno, 2021 Meteor 350) 

Transmission: 5-speed, cable-actuated wet clutch 

Final Drive: Chain 

Wheelbase: 53.9 inches 

Rake/Trail: 25 degrees/3.7 in. 

Seat Height: 31.1 in. 

Wet Weight: 400 lb (factory claim w/ 90% fuel) 

Fuel Capacity: 3.4 gal. 

The post 2023 Royal Enfield Hunter 350 | First Ride Review  appeared first on Rider Magazine.

Walking into a dealership as a shorter rider, or as someone who just wants a smaller ride, can feel a little limiting. You stroll by impressive and imposing machines that you might admire but don’t want to fight with as your main bike. You might find one or two models off in the back that are a comfortable fit, but you’re disappointed that there aren’t any more options to choose from. Luckily, options for smaller motorcycles are growing, and we’ve compiled those options into two Best Motorcycles for Smaller Riders list.  

In our first Best Motorcycles for Smaller Riders post, we focused on bikes with seat heights under 30 inches. That seat height limit meant almost all the models on that list were cruisers, and while we certainly enjoy cruisin’, we like a little variety too. With this second Best Motorcycles for Smaller Riders post, we’re excited to include some sportbikes, minimotos, and an ADV. And while the seat heights may be taller than on the first list, many of the models on this list weigh and cost less than the shorter-seated cruisers. 

This list consists of motorcycles with a seat height between 30.0 and 30.9 inches. When possible, we’ve included a link to our test ride review, so you can get a sense of how each bike performs in action. We’ve also included the 2022/23 model year’s U.S. base MSRP (as of publication), claimed wet weight, and seat height. On models with options to lower the seat height or suspension, we’ve listed the standard and lowered seat heights. You can also click on a model’s name to go to the manufacturer’s webpage for a full list of specifications and details.   

The models in this list are arranged by seat height, with the first model having the shortest seat height and the last model having the tallest seat height in the list. 

Honda Grom 

Honda Grom 

$3,499  

30.0-inch seat  

223 lb 

Read our 2022 Honda Grom First Ride Review 

Honda Navi 

Honda Navi 

$1,807  

30.0-inch seat  

234 lb 

Read our 2022 Honda Navi First Ride Review 

Royal Enfield Meteor 350 

Royal Enfield Meteor 350 

$4,899 

30.1-inch seat  

421 lb 

Read our 2021 Royal Enfield Meteor 350 Road Test Review 

Triumph Speed Twin 900 

Triumph Speed Twin 900 

$9,895 

30.1-inch seat  

476 lb

Read our 2019 Triumph Street Twin (former name) First Ride Review

BMW G 310 R 

BMW G 310 R 

$4,995 

30.9-inch seat (optional lower seat to 30.3 inches) 

362 lb  

Read our 2018 BMW G 310 R First Ride Review 

BMW F 900 R 

BMW F 900 R 

$8,995 

32-inch seat (optional lower seat to 31.1 inches and lower suspension to 30.3 inches) 

465 lb  

Read our 2020 BMW F 900 R and F 900 XR Road Test Review 

BMW F 750 GS 

BMW F 750 GS 

$9,995 

32.1-inch seat (optional lower seat to 31.1 inches and lower suspension to 30.3 inches) 

493 lb  

Read our 2019 BMW F 850 GS and F 750 GS Road Test Review 

CFMOTO Papio

CFMOTO Papio

$2,999

30.5-inch seat

251 lb

Read our 2022 CFMOTO Lineup First Ride Review

Ducati Monster Plus 

Ducati Monster Plus 

$12,995 

32.3-inch seat (optional lower seat to 31.5 inches and lower suspension to 30.5 inches) 

366 lb dry  

Read our 2021 Ducati Monster First Ride Review

Honda Monkey 

Honda Monkey 

$4,249 

30.5-inch seat 

231 lb 

Read our 2019 Honda Monkey First Ride Review 

Benelli TNT 135

Benelli TNT 135

$2,699

30.7-inch seat height

266 lb

CFMOTO 300SS

CFMOTO 300SS

$4,499

30.7-inch seat

364 lb

Read our 2022 CFMOTO Lineup First Ride Review

CFMOTO 650NK

CFMOTO 650NK

$6,499

30.7-inch seat

454 lb

Read our 2022 CFMOTO Lineup First Ride Review

Ducati Scrambler Icon 

Ducati Scrambler Icon 

$10,995 

31.3-inch seat (optional lower seat to 30.7 inches) 

408 lb 

Read our 2023 Ducati Scrambler Range First Look Review

Ducati Scrambler Full Throttle 

Ducati Scrambler Full Throttle 

$12,195 

31.3-inch seat (optional lower seat to 30.7 inches) 

408 lb 

Read our 2023 Ducati Scrambler Range First Look Review

Ducati Scrambler Nightshift 

Ducati Scrambler Nightshift 

$12,195 

31.3-inch seat (optional lower seat to 30.7 inches) 

421 lb 

Read our 2023 Ducati Scrambler Range First Look Review

Honda CBR300R 

Honda CBR300R 

$4,899 

30.7-inch seat 

354 lb

Read our 2023 Honda Returning Models First Look Review 

Honda Super Cub C125 

Honda Super Cub C125 

$3,849 

30.7-inch seat 

238 lb 

Read our 2019 Honda Super Cub 125 ABS First Ride Review 

Indian FTR 

Indian FTR 

$13,499 

30.7-inch seat 

514 lb 

Read our 2022 Indian FTR S First Ride Review

Indian FTR Sport 

Indian FTR Sport 

$15,749 

30.7-inch seat 

522 lb 

Read our 2023 FTR Sport First Look Review 

Moto Guzzi V7 Stone 

Moto Guzzi V7 Stone 

$9,190 

30.7-inch seat 

492 lb 

Read our 2021 Moto Guzzi V7 Stone First Ride Review 

Moto Guzzi V7 Special 

Moto Guzzi V7 Special 

$9,590 

30.7-inch seat 

492 lb 

Read our 2021 Moto Guzzi V7 Special First look Review

Moto Guzzi V7 Special Edition 

Moto Guzzi V7 Special Edition 

$9,990 

30.7-inch seat 

480 lb

Read our New and Updated 2023 Moto Guzzi First Look Review 

Yamaha YZF-R3 

Yamaha YZF-R3 

$5,499 

30.7-inch seat 

375 lb 

Read our 2019 Yamaha YZF-R3 First Ride Review 

Yamaha MT-03 

Yamaha MT-03 

$4,999 

30.7-inch seat 

373 lb 

Read our 2020 Yamaha MT-03 First Ride Review 

Kawasaki Ninja 400 

Kawasaki Ninja 400 

$5,299 

30.9-inch seat 

362 lb 

Read our 2018 Kawasaki Ninja 400 ABS First Ride Review 

Kawasaki Ninja 400 KRT Edition 

Kawasaki Ninja 400 KRT Edition 

$5,499 

30.9-inch seat 

362 lb 

Read our 2023 Kawasaki Returning Models First Look Review

Kawasaki Z400 ABS 

Kawasaki Z400 ABS 

$5,399 

30.9-inch seat 

364 lb 

Read our 2019 Kawasaki Z400 ABS First Ride Review 

Moto Guzzi V9 Bobber 

Moto Guzzi V9 Bobber 

$10,490 

30.9-inch seat 

463 lb 

Read our 2017 Moto Guzzi V9 Bobber First Ride Review 

Suzuki SV650 

Suzuki SV650 

$7,399 

30.9-inch seat 

432 lb 

Watch our 2017 Suzuki SV50 Video Review 

The post Best Motorcycles for Smaller Riders: Seat Heights 30-30.9 Inches  appeared first on Rider Magazine.

Built on the 650 Twin platform, the new Royal Enfield Super Meteor 650 cruiser joins the INT650 roadster and Continental GT cafe racer in the company’s 2023 lineup. We traveled to India for the global press launch to get a first ride on Royal Enfield’s latest model.

The 2023 Royal Enfield Super Meteor 650 is powered by an air/oil-cooled 648cc parallel-Twin that makes a claimed 48 hp and 39 lb-ft of torque. It has styling that leans more British classic than American traditional. Chrome is found only on the dual exhausts and mirrors, while most other finishes are black or satin silver. It’s available in standard trim as well as with Solo Tourer and Grand Tourer accessory packages.

Check out our video review below and read our 2023 Royal Enfield Super Meteor 650 first ride review.

2023 Royal Enfield Super Meteor 650 Specs

• Base Price: $7,269 (estimated)
• Website: RoyalEnfield.com
• Warranty: 3 yrs., unltd. miles w/ roadside assistance
• Engine Type: Air/oil-cooled, transverse parallel-Twin, SOHC w/ 4 valves per cyl.
• Displacement: 648cc
• Bore x Stroke: 78.0 x 67.8mm
• Horsepower: 46.4 @ 7,250 rpm (factory claim)
• Torque: 38.6 lb-ft @ 5,650 rpm (factory claim)
• Transmission: 6-speed, cable actuated slip/assist wet clutch
• Final Drive: Chain
• Wheelbase: 59.1 in.
• Rake/Trail: 27.6 degrees/4.7 in.
• Seat Height: 29.1 in.
• Wet Weight: 531.3 lb (90% fuel, factory claim)
• Fuel Capacity: 4.1 gal.

The post 2023 Royal Enfield Super Meteor 650 | Video Review appeared first on Rider Magazine.

There are many definitions for the word “cruise,” but one of them is to travel “without a precise destination, especially for pleasure.” Another is to “travel smoothly at a moderate or economical speed.” Those definitions apply well to riding a cruiser like the 2023 Royal Enfield Super Meteor 650.

In America, “cruiser” brings to mind motorcycles that are long, low, and heavy, typically with a big air-cooled V-Twin and a logo from a heritage brand like Harley-Davidson or Indian on the tank. Royal Enfields have been in continuous production since 1901 – beating Harley-Davidson by two years and matching Indian’s year of birth – so it’s got the heritage part covered. But Royal Enfield takes a different approach to building a cruiser.

Inspired by the 1956-62 Royal Enfield Super Meteor 700 – U.K.’s largest-displacement Twin at the time and available with factory-fitted touring panniers – the new Super Meteor 650 is powered by an air/oil-cooled 648cc parallel-Twin and has styling that leans more British classic than American traditional. Chrome is found only on the dual exhausts and mirrors, while most other finishes are black or satin silver. It’s available in standard trim as well as with Solo Tourer and Grand Tourer accessory packages.

The Super Meteor’s wheels are cast aluminum, with a 19-incher up front carried by an inverted fork and a 16-incher out back flanked by exposed dual shocks. With reasonably generous rear suspension travel, a 29.1-inch seat height, and a 59.1-inch wheelbase, it is both taller and shorter than most cruisers. (The Indian Scout Sixty, for example, has a 25.6-inch seat height and a 62-inch wheelbase.)

Riding Through Rajasthan

Based in Chennai, India, Royal Enfield invited motojournalists from around the world to its home country for a first ride on the Super Meteor 650. Over the course of two days, we logged nearly 300 miles on rough-and-tumble roads in the western state of Rajasthan, a mostly desert region that borders Pakistan. Curves were few, but road hazards were many, including crumbling (or missing) pavement, teeth-rattling cobblestones, unexpected dips and drops, ubiquitous speed bumps of all shapes and sizes, and even a long, deep patch of sand.

The real-world handling course was made spicier by chaotic swarms of pint-sized motorcycles, smoke-belching tuk-tuks, trailer-towing farm tractors, clapped-out busses, and overloaded trucks. Since India is a former British colony, everyone drove on the left side of the road, but otherwise traffic laws were all but ignored. Oh, and let’s not forget the wandering (and sacred) cows, herds of goats and sheep, unpredictable dogs, even more unpredictable pedestrians, and a few camels.

“In India, horns are wear items,” said Mark Hoyer, Cycle World’s editor-in-chief, and using them is its own artful language. Trucks in India are often colorfully painted, and many have “BLOW HORN” written in large letters on the back.

So we didn’t exactly ride the Super Meteor 650 for pleasure, nor did we ride it smoothly or at a moderate speed. But the ride certainly was memorable.

Soul of a Royal Enfield Super Meteor

The Super Meteor 650 is the third model built on Royal Enfield’s 650 Twin platform. The first two were the Continental GT and INT650, both of which debuted for 2019. All three share an air/oil-cooled 648cc parallel-Twin with large cooling fins, SOHC with four valves per cylinder, and a single-piece forged, counterbalanced crankshaft with a 270-degree firing interval. The engine has a 9.5:1 compression ratio and runs on regular fuel, with injection and engine management supplied by Bosch. For the Super Meteor, the Twin gets new engine covers and darker finishes.

Related: 2019 Royal Enfield INT650 and Continental GT | Road Test Review

All modern Royal Enfields are jointly designed by teams at the company’s design centers in the U.K. and India. The Super Meteor 650 was extensively tested and validated with state-of-the-art rigs and lab equipment as well as a purported 1 million kilometers on a variety of roads. The engine endured 1,500 hours on the dyno under various duty cycles, and bikes were subjected to rain, deep water, mud, altitude, and harsh environmental conditions.

Although a 650 is considered a big bike in India – most motorcycles are 100-125cc – it’s considered a middleweight by American standards. The 650 Twins are global models designed to be accessible for as many riders as possible. The engine fires up eagerly, idles quietly, and chugs along at a relaxed cadence with smooth throttle response, minimal vibration (just a touch of that Twin tingle), and easy-to-manage power. Like the Continental GT and INT650, claimed output is 46.4 hp at 7,250 rpm and 38.6 lb-ft of torque at 5,250 rpm. Modest figures, yes, but the Super Meteor 650 felt peppy pulling away from a stop and ran at 80 mph without complaint for long stretches of our test ride.

Gear Up

• Helmet: Arai Contour-X
• Jacket: Scorpion Stealthpack
• Gloves: Scorpion SGS MK II
• Pants: Scorpion Covert Ultra Jeans
• Boots: Sidi Gavia Gore-Tex

Royal Enfield endeavored to create what it considers a “proper” cruiser – one with a relaxed riding position where the rider’s body line is slightly reclined. Unlike the stretched-out, arched-back rider triangle of long and low cruisers, riders sit more upright on the Super Meteor, and the ergonomics are compatible with spending long hours in the saddle. I’m 6 feet tall with long arms and a 34-inch inseam, and I found the seat to be supportive (it’s wide at the back for comfort and narrow in front for easy stand-over), the angle and position of the pullback handlebar to be natural, and the forward foot controls to be sensibly placed.

Royal Road Warrior

Like the other 650 Twins, the Super Meteor 650 is solidly built. Its tubular-steel spine frame was jointly designed with Harris Performance (now owned by parent company Eicher Motors Ltd.), and it’s made from a combination of investment casting, pressing, extrusion, and forging. Below the seat is a V-shaped rear frame loop that mimics those found on other Royal Enfields like the Bullet and the Meteor 350.

Related: Living with an ‘Iron Barrel’ Royal Enfield Bullet 500

Related: 2021 Royal Enfield Meteor 350 | Road Test Review

Up front, a nonadjustable 43mm Showa Separate Function Big Piston fork – the first inverted fork offered on a Royal Enfield – has 4.7 inches of travel. Out back, dual shocks have five-position preload adjustment and 4 inches of travel. Damping was compliant with minimal harshness even under the adverse road conditions we encountered – especially those infernal speed bumps – and the rear springs were robust enough to support my husky bodyweight. Single discs – 320mm in front, 300mm at rear – are pinched by 2-piston floating calipers that provide decent stopping power, with standard anti-skid insurance (ABS).

With a wide handlebar, a tidy wheelbase, and narrow tires (100/90-19 and 150/80-16), the 531-lb Super Meteor wound around curves and dodged obstacles with ease. The agility test we perform repeatedly at press launches and photoshoots is U-turns, and during those tight maneuvers the bike’s steering felt neutral and its weight balanced.

Ensconced within a satin-finished bezel, the Super Meteor 650’s LED headlight is another first for Royal Enfield. The bright-white light is eye-catching during the day, and as we found out while riding back to our hotel after late-light photography, it projects a wide, distant beam at night. Mounted on the rear fender is an LED tail/brake light. The Super Meteor comes standard with a centerstand, which simplifies chain maintenance.

Fit and Finish

Building on the impressive foundation of the Continental GT and INT650, the Super Meteor 650 is Royal Enfield’s most premium motorcycle to date. There are thoughtful, attractive details from stem to stern, such as a crossbar bearing an embossed Royal Enfield logo inside the headlight. The headlight holder, upper and lower yoke, and handlebar risers and clamps are all made of forged aluminum with an anodized finish. Both hand levers are adjustable for reach, and the switch cubes are made of aluminum with a satin finish. The dual round gauges include a large meter with analog speedometer and an inset multifunction digital display. A smaller meter houses the Tripper navigation system, which provides turn-by-turn routing.

On the 4.1-gal teardrop tank is a beautiful meteor-shaped Royal Enfield badge that follows the shape of the tank and echoes winged Royal Enfield logos of the past. The brushed aluminum fuel filler cap is lovely to behold. Several colorways include gold pinstriping on the tank that’s done by hand – by the same two brothers who have worked at the Chennai factory for years.

The Celestial Red Tourer version I rode at the launch had a two-tone tank as well as several accessories – a windshield, a deluxe two-up seat, and a passenger backrest. The windshield provided good protection from oncoming airflow, and its center vent equalizes pressure to reduce buffeting. Others rode a solo version of the standard model with the small pillion pad replaced by a fender-hugging rear rack. Grouped under Grand Tourer and Solo Tourer themes, there are 50 Genuine Motorcycle Accessories for the Super Meteor 650, including hard-shell saddlebags, a top box, machined alloy wheels, and a long list of bolt-on bits for both style and function.

At the global launch in January, Royal Enfield announced pricing and availability for Europe and India, but that information has not yet been released for the U.S. By way of comparison, the U.K. price for the Super Meteor 650 is £6,799, and the Continental GT with a chrome tank is priced at £6,899. In the U.S., the same Continental GT model starts at $7,149, so if pricing is roughly equivalent, then expect to pay about $7,269 for the Super Meteor 650 here.

Its nearest competitor in the U.S. is the Kawasaki Vulcan S, which also has a 650cc parallel-Twin and is priced at $7,899. But it lacks passenger accommodations and isn’t nearly as attractive as the Royal Enfield.

Keep On Cruisin’

On several occasions during my first year as a Rider staffer, my enthusiasm exceeded my skills, resulting in me dumping a few bikes. While crying the blues to my friend Maeve about putting my dream job at risk, she reassured me and said, “You’ve got to find your inner cruiser.”

As much as I like to live the old CityBike motto – ride fast and take chances – I’ve also learned to slow down and enjoy a more relaxed riding style. Cruisers are meant to cruise and to look good doing it. The Super Meteor 650 does both – impressively so for such a reasonable price.

2023 Royal Enfield Super Meteor 650 Specs

• Base Price: $7,269 (estimated)
• Website: RoyalEnfield.com
• Warranty: 3 yrs., unltd. miles w/ roadside assistance
• Engine Type: Air/oil-cooled, transverse parallel-Twin, SOHC w/ 4 valves per cyl.
• Displacement: 648cc
• Bore x Stroke: 78.0 x 67.8mm
• Horsepower: 46.4 @ 7,250 rpm (factory claim)
• Torque: 38.6 lb-ft @ 5,650 rpm (factory claim)
• Transmission: 6-speed, cable actuated slip/assist wet clutch
• Final Drive: Chain
• Wheelbase: 59.1 in.
• Rake/Trail: 27.6 degrees/4.7 in.
• Seat Height: 29.1 in.
• Wet Weight: 531.3 lb (90% fuel, factory claim)
• Fuel Capacity: 4.1 gal.

The post 2023 Royal Enfield Super Meteor 650 | First Ride Review appeared first on Rider Magazine.

MILWAUKEE – Royal Enfield began a new chapter Dec. 9 on its journey in the Americas region, specifically in Brazil, with the commencement of operations of its new CKD (complete knock down) assembly facility. This is a significant step forward in Royal Enfield’s plans in LatAm and reiterates the brand’s commitment to the region, as Brazil is a strong market for Royal Enfield. Located in Manaus, capital of Amazonas state, the new facility is the fourth Royal Enfield CKD assembly unit across the world – following Thailand, Colombia, and Argentina – in addition to its state-of-the-art manufacturing and ancillary facilities located in India.

Read all of Rider’s Royal Enfield coverage here.

With an assembly capacity of more than 15,000 units per year, the local assembly unit in Manaus is a modern facility that will cater to growing demand in the country. The facility will engage in local assembly of the entire lineup of Royal Enfield motorcycles, including the Classic 350, the Meteor 350, the Himalayan, and the 650 twin motorcycles, Continental GT and the INT. With this setup, Royal Enfield can now ensure seamless and quicker delivery timelines for motorcycles in Brazil.

Related: 2022 Royal Enfield Classic 350 | First Ride Review

Speaking at the inauguration of the new facility, Royal Enfield CEO B Govindarajan said Royal Enfield has been working extensively to grow the middleweight motorcycling segment globally.

“With markets like the Americas region, Europe, and the Asia-Pacific growing significantly, it has been our strategic intent to be closer to these markets and grow the business,” Govindarajan said. “We commenced on this journey a couple of years ago and have set up strategic assembly facilities in Thailand, and in Argentina and Colombia in LatAm. Brazil has been a very strong market for Royal Enfield, and is soon poised to be the single largest market for us outside of India.”

Govindarajan said Royal Enfield has seen growth of more than 100% since 2019 in Brazil.

“We are very happy to launch our fourth CKD facility globally here in Brazil,” he said. “This is testament to our commitment to the region and the market potential, and to our growing community of riding enthusiasts in the market. We are confident that this facility will help us grow the mid-segment market here in Brazil while enabling us to efficiently cater to the growing demand.”

Related: 2022 Royal Enfield Scram 411 | First Look Review

Brazil has been a critical market for Royal Enfield since the brand’s market foray in 2017. Having made significant strides in the country and across the entire Americas Region, Royal Enfield is now among the top five players in the midsize motorcycle segment in markets such as Brazil, Argentina, Colombia, Mexico and North America. With a burgeoning consumer base and a significant retail network in the region, the new local assembly unit will be a critical boost for business growth in the LatAm Region.

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Why on earth did I recently pick up a 2006 “iron barrel” Royal Enfield Bullet 500? In a word, nostalgia.

The last bike I had to kickstart was a used 1970s Honda Trail 70 that I got on my 10th birthday. It was loud and burned oil, and I terrorized the neighborhood’s backroads at a blistering 30 mph. That bike was life, and it made me feel like Evel Knievel. Some of my friends’ parents thought I was a bad seed as a result, but I was just having fun and caught the adrenaline bug early (and some of the suit-wearing dads were probably jealous).

My first streetbike was a used 1989 Honda NT650 Hawk, which was fast in its day and a real performer, and I’ve craved that rush ever since. Fast forward to today, and I’m riding a supercharged Kawasaki Z H2 that doesn’t disappoint.

I guess I’m about to age myself, but it’s been 33 years since I last kickstarted a bike (at 15) and here I am kickstarting a streetbike in 2022 – a new-to-me 2006 Royal Enfield Bullet 500. That sounds fairly new, but these bikes are anomalies as they’re basically 1955 designs. India had strict tariffs for decades that kept foreign competition out, so there wasn’t an urgency to update what became a timeless design. It’s like a Volkswagen Beetle on two wheels.

The first Royal Enfield motorcycle was built in 1901 by the Enfield Cycle Company of Redditch, England. In 1931, Royal Enfield introduced the Bullet, a single-cylinder motorcycle available in 350cc or 500cc displacements. The iteration of the Bullet introduced in 1948 was produced nearly unchanged in the UK until 1966. Like many other British manufacturers at the time, Royal Enfield suffered a slow, ignominious decline and finally went belly up in 1970.

Related: The Royal Enfield Story

In 1955, India’s Madras Motors was granted a license to build Bullets, and Royal Enfield India was established as an independent company. It thrived, outlasting its English cousin and growing into one of the world’s largest motorcycle manufacturers, headquartered on India’s southeastern coast in Chennai. Bullets were produced essentially unchanged for more than five decades until they were upgraded in 2008 to an all-aluminum unit construction engine (UCE) with fuel injection. Bullets continued to be produced until 2020. In 2022, the iconic Bullet styling was reborn in the Classic 350.

Related: 2022 Royal Enfield Classic 350 Review

Why Subject Myself to This?

The pre-UCE Bullet’s reputation is interesting; it’s a quirky, no-frills, underpowered bike with quality control issues and bizarre maintenance needs, but it’s also one of the most iconic models in history. In fact, it holds the claim as the longest-running motorcycle model in continuous production: 90 years, from 1931 to 2020. It beats the venerable Harley Sportster, which was produced for 66 years (1957-2022).

Related: Evo Sportster | End of an Era

Technicalities aside, no other bike from the 21st century provides such an “old world” experience as an Royal Enfield Bullet with cast iron cylinder barrels in an aluminum head. Even Harley changed to all aluminum engines in the mid-1980s to keep up with foreign competitors. I just had to know why a traditional Bullet is such an icon. Or to think about it another way: What was it like riding in my grandfather’s day? (Hint: horrible.)

This particular bike is a solid runner, but it has multiple issues and took many nights in the garage to get it where it is today. There’s some piston slap (likely an issue with bearings), the timing gears are a bit worn, and the transmission is so sloppy that every gear change is a potential false neutral. Finding actual neutral is challenging enough that it could qualify as an Olympic event. Since operating this bike is more art than science, I wear old sneakers so I can really feel the shifter.

Kickstarting a bike that’s loud, obnoxious, and problematic takes me back to the Honda that my dad rolled into the kitchen when I thought a pair of shoes and jeans were my only 10th birthday gifts. 

I’m Not Embarrassed

When I’m on my Kawi Z H2, I feel kinda cool. It looks futuristic, sounds amazing, and is almost always the fastest bike on the road. Only a handful of other naked bikes can compete – Ducati V4 Streetfighter, Aprilia Tuono V4, Triumph Speed Triple 1200 RS, you get the idea. It’s never about image and always about having fun, though on rare occasions I do pretend to be Batman (minus the cape). What can I say? When stopped at lights, people sometimes stare and even ask questions. It’s just one of those bikes.

My Royal Enfield Bullet, however, elicits different kinds of stare. Some people think I’m broke and desperately trying to get somewhere on an old, loud, crappy bike. Others give me a nod of admiration. Some recognize it for what it is, while others simply appreciate vintage bikes – or a motorcycle built in 2006 that looks like it was built in 1955.

Related: 2010 Royal Enfield Bullet C5 Classic Review

Let’s back up for a second. Like I said, it’s not about image, but this bike just screams for attention. The exhaust is already loud, and there are rattles and knocks that would scare an antique chainsaw. When I can tune out the clatter and hear the distinctive thumping of the 500cc Single, however, it starts to make sense. There’s a legit icon underneath the proverbial rust (although there’s some real rust too). The noise tends to quiet down in 4th and 5th gears, and having a sense of what bikes were like in the mid-20th century is kind of cool. When parked, I’m amazed that so much ruckus can come from such a small bike. It’s like a rabid chihuahua.

Riding the Mean Streets of L.A.

Los Angeles is an interesting place to ride. Some of the best motorcycling roads are located within reach – the Pacific Coast Highway, all the legendary Malibu roads (Mulholland, Latigo, Piuma, Stunt, Decker, etc.), and the Angeles Crest Highway, to name drop just a few. But cruising through the city is a different experience entirely. Traffic is notoriously bad, as are the drivers, but a bike like the Bullet 500 is designed for this. Have you ever seen the chaotic car, motorcycle, bicycle, pedestrian, and animal traffic in India? It’s pure mayhem.

That said, I’ve never ridden a streetbike like I do the Bullet. I’m more focused on engine noise and when to shift and am hesitant to exceed 50 mph as the engine complains in no uncertain terms. I already feel like a hospice caregiver forcing my patient to jog, so pushing it to a sprint is probably ill-advised.

Let’s start on a typical cold November morning. The kickstand is missing, so it’s a centerstand-only affair, although that’s ideal for kickstarters. The bike originally came with a points ignition system, but somewhere along the line it was upgraded to an electronic ignition. That’s a more reliable system but negates a traditional way to kickstart the bike. You want the piston at top dead center, and with points, the ammeter (next to the speedometer) can signal this position. It doesn’t work with an electronic ignition, so I just go by feel and when it seems close enough. I’ve reached a point where it starts within three kicks when cold. That sounds positively archaic, but prior to getting my Bullet truly road worthy, it could take 10 or even 15 minutes to start. I don’t care what kind of shape you’re in, that’s exhausting.

After a few minutes of questionable rattles and knocks, it’s warmed up and ready to roll. I maybe use 50% of the throttle as I again don’t want to push it, and that makes an already slow bike even slower. We’re talking about 23 hp (when new). There are drum brakes front and rear, so I plan stops accordingly as it’s like slowing a freight train.

Lane splitting is easy as the bike is loud and narrow, but overtaking cars just isn’t a thing, and those ubiquitous pay-as-you-go electric Lime scooters can easily pass me. It’ll comfortably cruise at 50 mph and blend in as a bona fide motorcycle, though. Honestly, I’d be miserable if this was my only bike (see supercharged Kawasaki Z H2 above), but as a second or third bike, it’s entertaining, and I’m no longer concerned it’ll leave me stranded. It even handled a recent 25-mile ride like a champion asthmatic senior Great Dane with hip dysplasia.

Night Riding is a Lesson in Improvising

Everything works during the day (relatively), but things change after dark. The headlight turns on (you can also turn it off), but it draws too much power and tries to stall the bike. It’s an aftermarket unit and the battery charges fine, so I’m not sure if it’s an alternator thing or just the wrong third-party light. The speedometer doesn’t light up at all, although that’s likely just a blown bulb. Thankfully the motorcycle gods have left the neutral light intact because if that didn’t provide its faint green glow, the already difficult transmission would be nigh impossible to deal with. It’s important to ride this bike often to keep it healthy, as even parking it for a week can cause issues, including oil settling (called wet sumping). Therefore, I’m forced to ride at night on occasion. 

My current solution is to (allegedly) use a very powerful handlebar light for mountain bikes. It’s brighter with a wider spread than the stock headlight and designed for rough terrain, so the heavy engine vibrations aren’t problematic. I’m not sure about the exact legalities, which is why I allegedly do it. And it allegedly works very well. The beam even lights the speedometer on its way to the street. The permanent solution is either a stock headlight or new alternator, and I’m hoping the former is the answer.

Is It Worth It?

Back when my bike was new, Rider tested a 2006 Royal Enfield Bullet 500 ES Electra X, which is an upgraded, premium edition. Things were a little problematic even then, so you can imagine what the years, multiple owners, and almost 20,000 miles can do to a very old Indian design. It amazes me that this Bullet was sold new in 2006, but I also appreciate it. It’s not for everyone – and I’d only recommend it as a second bike – but the overall experience is unlike anything built after the early 1970s. Build quality is questionable, regardless of mileage or abuse, and as mentioned earlier, it’s quirky by even the most charitable standards of today. I also have a 2022 Royal Enfield Continental GT 650, which is basically a 1960s cafe racer without the headaches, and it might as well be from a different manufacturer. Royal Enfield has come a very long way, and the Continental can (kind of) rival a modern Triumph.

So, is it worth it? Yeah, but only for the right person. This is all about riding a historic model, understanding its shortcomings, and appreciating how far motorcycles have come. It’s a snapshot of the 1950s, not the 21st century, which is an important distinction. Don’t let “2006” fool you. If I didn’t have my other bikes, I’d likely hate the Bullet, but as a niche ride that doesn’t have responsibilities (as in, actually getting me somewhere fast), this iconic piece of British-Indian engineering will always have a home in my garage.

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