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

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

Related: 2024 Honda Transalp Review | Video 

Related: 2024 Honda Shadow Phantom Review | First Ride 

CBR1000RR | 2024 Honda Motorcycles 

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

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

CBR600RR | 2024 Honda Motorcycles  

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

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

CB1000R | 2024 Honda Motorcycles 

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

Related: Honda CB1000R | Road Test Review 

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

SCL500 | 2024 Honda Motorcycles 

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

Related: 2023 Honda SCL500 Review | First Ride 

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

PCX | 2024 Honda Motorcycles 

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

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

CRF300L | 2024 Honda Motorcycles 

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

Related: Honda CRF300L and CRF300L Rally | First Ride Review 

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

CRF300L Rally | 2024 Honda Motorcycles 

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

Related: Honda CRF300L and CRF300L Rally | First Ride Review 

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

XR650L | 2024 Honda Motorcycles 

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

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

XR150L | 2024 Honda Motorcycles 

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

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

Trail125 | 2024 Honda Motorcycles 

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

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

Montesa | 2024 Honda Motorcycles 

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

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

For more information, visit the Honda website. 

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

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

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

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

Street Glide and Road Glide | 2024 Harley-Davidson

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

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

CVO Road Glide ST | 2024 Harley-Davidson

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

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

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

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

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

CVO Pan America | 2024 Harley-Davidson

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

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

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

Find more details at the Harley-Davidson website.

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

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

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

Related: 2024 Kawasaki Eliminator Review | First Ride 

2024 Kawasaki Ninja 500 and Z500 

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

Engine | 2024 Kawasaki Ninja 500 and Z500 

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

Chassis | 2024 Kawasaki Ninja 500 and Z500 

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

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

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

Technology | 2024 Kawasaki Ninja 500 and Z500 

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

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

Styling | 2024 Kawasaki Ninja 500 and Z500 

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

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

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

Pricing | 2024 Kawasaki Ninja 500 and Z500 

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

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

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

2024 Kawasaki KLX230 S and KLX230SM 

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

Related: 2024 Kawasaki KLX300 and KLX300SM | First Look Review 

Engine | 2024 Kawasaki KLX230 S and KLX230SM 

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

Chassis | 2024 Kawasaki KLX230 S and KLX230SM 

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

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

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

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

Technology | 2024 Kawasaki KLX230 S and KLX230SM 

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

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

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

Pricing | 2024 Kawasaki KLX230 S and KLX230SM 

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

Visit the Kawasaki website for more information. 

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

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

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

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

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

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

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

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

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

Let’s Go Riding! | Triumph Scrambler 1200

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

RELATED: 2019 Triumph Scrambler 1200 XE Ride | First Ride

GEAR UP

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

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

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

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

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

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

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

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

Let’s Scramble! | Triumph Scrambler 1200

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

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

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

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

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

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

Which is Better? | Triumph Scrambler 1200

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

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

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

2024 Scrambler 1200 X (Scrambler 1200 XE) Specs

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

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

The 2024 Triumph Tiger 900 adventure bike has been revamped just four years after its introduction, gaining a 13% boost in power from its inline-Triple, plus new TFT instrumentation, sharper styling, and updated electronics. The GT and GT Pro versions skew toward the sport-touring market, and the Tiger 900 Rally Pro is intended for tackling off-road terrain using a 21-inch front tire and riding on wire-spoke wheels.

To give us a chance to put the Tigers through their paces, Triumph invited us to southern Spain for two days of riding. The first day would be entirely on asphalt in the hills north of Málaga, while the second day was spent almost entirely off-road on some amazingly twisty and scenic trails in El Torcal de Antequera nature preserve. Watch the video to see the 2024 Triumph Tiger 900 in action and read our full review.

2024 Triumph Tiger 900 GT Specs (Rally Pro) 

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

ENGINE 

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

CHASSIS

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

PERFORMANCE 

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

GEAR UP

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

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

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

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

Related: Triumph Tiger 850 Sport Road Test

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

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

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

Related: Triumph Tiger 900 GT Low Tour Test Review

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

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

Warm-Up | Triumph Tiger 900 

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

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

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

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

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

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

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

GT vs. Rally | Triumph Tiger 900 

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

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

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

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

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

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

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

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

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

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

Related: 2023 Triumph Tiger 1200 GT Pro Road Test Review

Getting Dirty  

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

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

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

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

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

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

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

Related: 2023 KTM 890 Adventure First Ride Review

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

Dusting Off 

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

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

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

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

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

2024 Triumph Tiger 900 GT Specs (Rally Pro) 

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

ENGINE 

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

CHASSIS

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

PERFORMANCE 

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

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

When the Yamaha Ténéré 700 was introduced in the summer of 2020, it was a rare bright spot during the dark time of lockdowns, masks, and toilet paper shortages. It was a new entry in the middleweight adventure bike class, slotting between Yamaha’s WR250R and 1,200cc Super Ténéré. Unlike midsized ADV models from BMW, KTM, and Triumph, Yamaha took a “less is more” approach with the Ténéré 700 – aka the T7 – eschewing electronic rider aids and other costly features and pricing it well below the competition at $9,999.

Contributing photographer Kevin Wing attended the T7’s debut in Tennessee, and he took a shine to it. “As someone who spends most of his time on lightweight dirtbikes without any electronic interventions, I felt immediately comfortable on the Ténéré 700 with its light clutch, smooth shifting, and excellent fueling,” he wrote in his test for the August 2020 issue (see Wing’s 2021 Yamaha Ténéré 700 review here).

When long-time contributor and dual-sport aficionado Arden Kysely got his hands on our Ténéré 700 test bike in California that same year, he added some factory luggage and other accessories and hit the road for 3,000 miles. “In my local mountains or out in the desert, the T7 has been an excellent partner for exploration, corner carving, and flat-out movin’ down the road,” he wrote in his 2021 tour test review. Kysely liked the T7 so much, he sold his 2009 BMW F 800 GS – which had 65,000 adventure-heavy miles on its odometer – and bought our test bike from Yamaha.

Consistent with the no-frills theme of the original, when Yamaha updated the Ténéré 700 for 2024, it didn’t go overboard. The monochrome LCD screen, which Wing and Kysely said required too much scrolling to access key info and was rendered useless when powdered with trail dust, has been replaced with a 5-inch color TFT display with smartphone connectivity. Like the old screen, the new one has a rally-style vertical orientation, and it now has two display modes: Explorer and Street.

Related: Backcountry Discovery Routes: Two Buddies on Yamaha Ténéré 700s in Utah and Arizona

GEAR UP

• Helmet: Arai XD-4
• Jacket: Alpinestars Bogota Pro
• Gloves: Alpinestars Halo
• Pants: Alpinestars Bogota Pro
• Boots: SIDI Trail Zero.2

Other updates include an additional ABS mode. Whereas the previous model’s ABS was only switchable between On and Off, the 2024 model also has an Off-Road mode that deactivates ABS at the rear only. To better access settings and menus on the TFT display and change ABS mode, there’s a new scroll wheel on the right switchgear. There are also sleek new LED turnsignals with clear lenses that replace homely amber “pumpkin” indicators, and the T7’s wiring harness has been updated to accept Yamaha’s plug-and-play accessory QSS quickshifter ($199.99), which allows for clutchless upshifts.

We had been testing a 2023 T7 for several months – that’s the bike you see on the cover and in the action shots, ridden by our capable contributor Thad Wolff – when Yamaha hosted a one-day launch for the 2024 model in December. I rode our 2023 test bike down to Yamaha’s SoCal headquarters, swapped it for a 2024 fitted with a quickshifter, and racked up a few hundred more on- and off-road miles.

Modular Motor

Sending power via chain to the T7’s rear wheel is Yamaha’s CP2 689cc parallel-Twin, the same compact engine also found in the MT-07 naked bike, YZF-R7 sportbike, and – in highly modified form – MT-07 DT racebike that’s used in American Flat Track. For T7 duty, the engine gets a dedicated airbox, cooling system, ECU settings, and exhaust system.

The Twin’s 270-degree crankshaft provides more evenly spaced power pulses than a 180-degree crank. It also produces a torquey feel and a lively exhaust note yet runs smoothly throughout the rev range. Fueling is spot-on, and power delivery is linear, reaching a peak of 63 hp at 9,000 rpm and 43 lb-ft of torque at 6,500 rpm at the rear wheel, as measured on Jett Tuning’s dyno. There are no ride modes, selectable engine maps, or traction control; just calibrate the twist of your wrist for direct results.

Holding the T7 together is a durable steel perimeter frame with a double-braced steering head and removable lower frame rails for engine maintenance, and the steel trellis subframe is welded to the main frame. The long cast-aluminum swingarm enhances rear-wheel traction, and the distance between the axles is a lengthy 62.8 inches.

Sitting or standing on the Ténéré 700, it feels very narrow between the knees. The two-piece seat is long and slender, with a flat section that slopes down from the pillion to its lowest point directly above the footpegs and then continues up onto the tank. If the 34.4-inch seat height is too intimidating, Yamaha offers some relief with a low seat ($129.99) that reduces height by 0.8 inch and a lowering kit ($114.99) that drops seat height by another 0.7 inch, bringing the seat down to 32.9 inches.

For our test on the 2024 model, we opted for the accessory one-piece rally seat ($219.99), which has cover material that’s less grippy than the stock seat and a flatter surface that makes it easier to slide fore and aft when riding over uneven terrain. By eliminating the lower dished section, the rally seat has thicker foam and sits at a lofty 36 inches.

Yamaha Ténéré 700: Perfect for Roads Less Traveled

The popularity of adventure bikes is largely due to their versatility. The Ténéré 700 can go just about anywhere and do just about anything, and it’s aimed at riders who place a high importance on off-road capability. Its 21-inch front and 18-inch rear wheels are better for rolling over technical terrain and accommodate a wider variety of knobby tires than the 19-inch/17-inch wheels found on many adventure bikes.

The T7’s Pirelli Scorpion Rally STR tires have a 70/30 on/off-road bias, and they work quite well in the dirt yet also provide decent grip on pavement without being noisy at highway speeds. The T7 also has tube-type spoked rims, which are light and will take a beating, but they make flat repairs a more involved process than with tubeless tires.

Furthering the Ténéré 700’s off-road prowess is fully adjustable long-travel KYB suspension, which has good damping and soaks up big hits and dips like a champ. During the off-road portion of our photoshoot, Thad Wolff said he felt comfortable right away, allowing him to slide, jump, and wheelie the T7 like a big dirtbike. During my off-road ride through the mountains of Cleveland National Forest, I had fun jumping the T7 off water bars and lofting the front wheel over small gullies on the trail, maneuvers that were made easier by the bike’s 48% front/52% rear weight bias and 9.4-inch ground clearance. I appreciate the new Off-Road ABS mode because it provides more confidence in the front on sketchy, loose terrain while allowing rear-wheel skids or slides. The T7’s 452-lb curb weight is comparable to other bikes in its class. Though it’s light for a streetbike, its weight needs to be respected when riding off-road.

But when the trail ride is done, and you’ve got miles of slab ahead of you – like the 100 miles of pavement on my route home after the press launch – the Ténéré 700 adapts like a chameleon to the new environment. Its rally-style windscreen is small but does a good job of managing airflow. The engine runs smoothly at highway speeds, and the 4.2-gallon tank was good for more than 200 miles at the 49-mpg average we recorded during our test, which included some aggressive throttle twisting. On the downside, there is no cruise control, and the stock seat leaves much to be desired for the long haul. If the taller (and thicker) rally seat isn’t a viable option, there are aftermarket saddles from companies like Seat Concepts.

On twisty pavement, the Ténéré 700 handles with confidence without any untoward turning resistance from the 21-inch front wheel. Its torquey Twin, moderate weight, wide handlebar, and narrow tires help the T7 rail through curves like an overgrown supermoto, and its brakes shed speed competently if not impressively.

Related: A Yamaha Ténéré 700 Adventure from Biarritz, France, to the Bardenas Badlands

Yamaha Ténéré 700: My Next Bike?

When it comes to test bikes, I’m promiscuous. As a Rider staffer, I’ve tested hundreds of motorcycles over the past 16 years. But when it comes to personal bikes, I’m a serial monogamist. Soon after getting hired, I started borrowing former EIC Mark Tuttle’s Kawasaki KLR650, which is the bike I cut my off-road teeth on. After lots of cajoling, Mark finally sold me the KLR, and the bike and I enjoyed several faithful, adventurous years together. Eventually, having grown tired of the KLR’s finicky carburetor and lack of power, I got the seven-year itch. I sold it and bought our lighter, more powerful 2017 KTM 690 Enduro R test bike. It’s fantastic off-road, but its vibration and lack of comfort on the road get old quick.

Related: White Rim Trail on KTM 690 Enduros | Favorite Ride

So here I am, at a crossroads, wondering what to do next and seriously considering the new Ténéré 700 for my own garage. Thad Wolff also really likes the Ténéré 700, especially its price, simplicity, and capability, and he could see himself owning one, though he’d like to make a few modifications to improve its comfort and touring ability. I agree on all counts, and Arden Kysely’s 2021 tour test and his long-term reviews of the T7 cover some useful upgrades. Arden now has nearly 17,000 trouble-free miles on his T7, and he’s a satisfied owner – an endorsement that further stokes my desire for the T7. To help me decide, I’ll keep our test bike for as long as possible, tailor it to my needs, and report on the experience. Stay tuned.

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

2024 Yamaha Ténéré 700 Specs

• Base Price: $10,799
• Price as Tested: $11,219 (quickshifter, rally seat)
• Warranty: 1 yr., unltd. miles
• Website: YamahaMotorsports.com 

ENGINE

• Type: Liquid-cooled, transverse parallel-Twin, DOHC w/ 4 valves per cyl.
• Displacement: 689cc 
• Bore x Stroke: 80.0mm x 68.6mm 
• Compression Ratio: 11.5:1
• Valve Adj. Interval: 26,600 miles
• Fuel Delivery: DFI w/ 38mm throttle bodies x 2
• Lubrication System: Wet sump, 2.75 qt. cap.
• Transmission: 6-speed, cable-actuated wet clutch 
• Final Drive: Chain 

CHASSIS

• Frame: Steel perimeter frame w/ removable lower rails, steel trellis subframe & cast-aluminum swingarm
• Wheelbase: 62.8 in.
• Rake/Trail: 27.0 degrees/4.1 in.
• Seat Height: 34.4 in.
• Suspension, Front: 43mm inverted fork, fully adj., 8.3 in. travel
• Rear: Single shock, fully adj. w/ remote preload adjuster, 7.9 in. travel
• Brakes, Front: Dual 282mm discs w/ 2-piston floating calipers & ABS
• Rear: Single 245mm disc w/ 1-piston floating caliper & ABS
• Wheels, Front: Spoked, 1.85 x 21 in.
• Rear: Spoked, 4.0 x 18 in.
• Tires, Front: Tube-type, 90/90-21
• Rear: Tube-type, 150/70-R18
• Wet Weight: 452 lb
• Load Capacity: 417 lb
• GVWR: 869 lb

PERFORMANCE

• Horsepower: 63.1 hp @ 9,000 rpm (rear-wheel dyno)
• Torque: 43.4 lb-ft @ 6,500 rpm (rear-wheel dyno)
• Fuel Capacity: 4.2 gal. 
• Fuel Consumption: 49 mpg
• Estimated Range: 206 miles

The post 2024 Yamaha Ténéré 700 Review | Rider Test appeared first on Rider Magazine.

Following Suzuki’s announcements earlier this month of the all-new 2024 Suzuki GSX-S1000GX+ crossover sport-tourer and the 2024 Suzuki GSX-8R, the fully-faired and just slightly younger sibling of the GSX-8S, the company has announced more returning 2024 Suzuki motorcycles. Included in the announcement are the returning V-Strom 800DE and 800DE Adventure, SV650 ABS naked bike, GSX-250R ABS sportbike, and Boulevard C50 and M109R cruisers.  

See all of Rider’s Suzuki coverage here. 

2024 Suzuki Motorcycles: Adventure 

2024 Suzuki V-Strom 800DE and 800DE Adventure 

At the beginning of October, Suzuki announced two new V-Strom 800 models with a more street-oriented focus: the V-Strom 800 and 800 Touring. Returning for 2024, the off-road-ready V-Strom 800DE and 800DE Adventure are powered by the same 776cc parallel-Twin with a 270-degree firing order and Suzuki’s exclusive Cross Balancer system for smooth operation. 

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

The V-Strom 800DE has a chassis with the most ground clearance and longest suspension travel of any V-Strom, and its suspension is fully adjustable. The 21-inch front and 18-inch rear spoked wheels are shod with the latest Dunlop ADV tires (tubes required). The V-Strom 800DE Adventure comes equipped with quick-release black-anodized aluminum 37-liter side cases, a sturdy accessory bar, and a skid pan to further extend riding adventures. 

The Suzuki Intelligent Ride System (S.I.R.S.) includes traction control with a trail-oriented Gravel mode plus rider-adjustable ABS with two levels of sensitivity and the ability to switch off the rear wheel ABS when riding off-road. 

Other features include a bidirectional quickshifter, a full-color TFT instrument panel, and mono-focus LED headlights vertically stacked with a position light below a height-adjustable windscreen. 

The 2024 Suzuki V-Strom 800DE is available in either Champion Yellow #2 or new Pearl Tech White starting at $11,599. The V-Strom 800DE Adventure comes in new Metallic Matte Steel Green starting at $13,049. 

2024 Suzuki Motorcycles: Street 

2024 Suzuki SV650 ABS 

The middleweight Suzuki SV650 has a liquid-cooled 645cc 90-degree V-Twin with DOHC. Suzuki’s Low RPM Assist feature adjusts engine speed during takeoff and low-speed operation for smoother power delivery and to help reduce the chance of a rider stalling the motorcycle on difficult starts. 

Related: Suzuki SV650 | First Ride Review 

The trellis-style frame is constructed of high-strength steel tubes, contributing to the motorcycle’s low weight and trim chassis, and braking is provided by a pair of Tokico 4-piston front calipers grasping 290mm stainless-steel discs. ABS is standard.   

The 2024 Suzuki SV650 ABS has Glass Sparkle Black bodywork, a gold frame, and matching gold cast-aluminum wheels, and pricing starts at $7,949. 

2024 Suzuki Motorcycles: Sportbike 

2024 Suzuki GSX250R ABS 

The fully-faired GSX250R ABS returns with a liquid-cooled 248cc parallel-Twin and offers stellar gas mileage, with a claimed fuel economy of 73.6 mpg. The GSX250R ABS’s slim fuel tank helps riders easily plant their feet on the ground when stopped. It features Nissin petal-style brake rotors with ABS, KYB suspension components, and 10-spoke cast aluminum wheels. The bike has a reverse-lit LCD instrument panel and a bright halogen headlight. The position lamps and taillight use surface-emitting LEDs. 

The 2024 Suzuki GSX250R ABS comes in the two-tone Metallic Diamond Red and Pearl Nebular Black paint scheme starting at $5,099. 

Related: Small Bikes Rule! Honda CRF250L Rally, Suzuki GSX250R and Yamaha TW200 Reviews 

2024 Suzuki Motorcycles: Cruisers 

2024 Suzuki Boulevard C50 

The 2024 Suzuki Boulevard C50 gives its own style to traditional cruisers, featuring a kicked-out front fork, valance-style fenders hovering over 16-inch front and 15-inch rear tires, each mounted on spoke-style chrome wheels, and staggered, chromed dual exhausts. The C50’s liquid-cooled 50ci (805cc) 45-degree V-Twin is mated to a 5-speed gearbox. A hidden, link-style rear shock smooths the ride while giving the bike an old-school, hardtail look, and the bike has wide, buckhorn-style handlebars, forward-mount floorboards, a 27.6-inch seat height. 

The 2024 Suzuki Boulevard C50 comes in Candy Daring Red starting at $9,199. 

2024 Suzuki Boulevard M109R 

The Boulevard M109R’s liquid-cooled 109ci (1,783cc) 45-degree V-Twin is mated to a 5-speed gearbox and shaft final drive, all wrapped with aggressive styling cues like slash-cut mufflers, drag-style handlebars, a supplied solo seat cowl, a 240mm wide rear tire, and a distinctively shaped headlight nacelle that is uniquely Suzuki.  

Like the brakes from a GSX-R1000R, the M109R’s radial-mounted, dual-front brake calipers deliver ample stopping performance, and suspension comes from a large-diameter inverted fork and a link-style rear shock. 

The 2024 Suzuki Boulevard M109R comes in Glass Sparkle Black starting at $15,699. 

For more information, visit the Suzuki website. 

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

The post Returning 2024 Suzuki Motorcycles Announced appeared first on Rider Magazine.

Triumph Motorcycles has launched the new 2024 Triumph TF 250-X motocross bike. Recognizing that the 250cc motocross market is highly competitive, Triumph said it worked in close collaboration with racing champions Ricky Carmichael and Iván Cervantes to develop the 4-stroke competition model from the ground up, including a new engine, chassis, and electronics. 

A network of Triumph dealers will offer sales, service, parts, and a new dedicated range of apparel, and the network will be backed by a mobile-optimized 24/7 online parts supply system, so owners can order for express delivery, straight from the track. Additionally, Triumph says that with the development of the bike, it is well-placed to begin its motocross racing program in 2024.  

“The launch of the TF 250-X is the culmination of a significant commitment and investment from Triumph, to not just bring a totally new bike to the motocross world, but to deliver a winning performance,” said Steve Sargent, Triumph’s chief product manager.

“To achieve this,” he continued, “we are focused on delivering the most complete package for any riding level, from champion to amateur.” 

As part of the Triumph TF 250-X development, the company developed an all-new performance racing powertrain. The new competition Single with DOHC is compact and lightweight, with a forged aluminum piston and titanium valves, and is mated to a 5-speed gearbox. The engine also has DLC low-friction coatings, lightweight magnesium covers, and an Exedy Belleville clutch.  

Advanced engine management and tunability is complemented by the optional accessory MX Tune Pro app, enabling riders to use real-time user-selectable mapping, a real-time engine sensor dashboard, and live diagnostic functionality through a controlled and programmable engine management system.   

The aluminum chassis has a lightweight, high-strength spine frame with twin cradles, designed for a balance of performance, mass, and flexibility. Triumph says the total weight of the bike, with a claimed curb weight of 229 lb, will see the TF 250-X set a new benchmark for the best ‘power-to-weight’ ratio in the category. It also delivers a high level of tunability to suit different riders and styles.  

For suspension, the bike has KYB components, with a 48mm AOS coil fork adjustable for compression and rebound, forged and machined 7075-T6 aluminum triple clamps, and a three-way piggyback coil rear shock adjustable for rebound and both high- and low-speed compression. Travel is 12.2 inches in the front and 12.0 inches in the rear. 

For stopping power, the bike features a Brembo 2-piston front caliper with a Galfer 260mm disc and a 1-piston rear caliper with a 220mm disc. DirtStar 7000 Series aluminum rims and machined aluminum hubs are fitted with Pirelli Scorpion MX32 mid-soft tires (21-inch front, 19-inch rear). Finally, Pro-Taper ACF carbon core bars and ODI half-waffle lock on grips complete the set up.  

In addition to the specifications already included as standard, Triumph has worked with premium brands to create a dedicated range of competition accessories to further enhance performance and capability, including the following:  

• Akrapovič full titanium exhaust system 
• XTrig hole shot device 
• Athena LC-GPA launch control module with rider-selectable enhanced traction control and launch control settings and LED engine speed indicator 
• MX Tune Pro wi-fi module 
• Performance gripper seat and seat cover 
• Bodywork replacement kit 

Starting in spring 2024, specialist Triumph Off-Road/Dual Sport dealers will begin carrying the new TF 250-X. These dealers will be fully trained to provide a comprehensive sales, service, parts, clothing, and race support experience that meets the needs and expectations of off-road riders. 

This network will be backed up with a unique 24/7 parts and accessories supply system. Riders can select what they need, check availability and price, and place an order for express delivery, standard delivery, or click and collect from their local Triumph off-road dealer.   

The 2024 Triumph TF 250-X will start at $9,995 in the Triumph Racing Yellow and Black graphics scheme, and orders can be placed now at Triumph’s new motocross dealers. For more information or to find your local dealer visit the Triumph Motorcycles website.  

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

Racing Pedigree Behind Triumph TF 250-X 

Some of Triumph’s racing achievements include the Moto2 championship where Triumph engines have helped to transform the class, setting new Moto2 lap and speed records at tracks around the world. From factory World Supersport racing to multiple Supersport wins at the Isle of Man TT and the Daytona 200, the Triumph teams are focused on success.  

Ricky Carmichael, one the greatest MX rider of all time, worked with the Triumph chassis and engine teams across the journey of scoping, prototyping, testing, and development.  

“This is the bike that we set out to build,” Carmichael said of the TF 250-X. “When you talk about the chassis, the powertrain, the components – it’s the best of everything you could ever want. And whether you’re a professional rider or an amateur rider, you will not be disappointed.”  

Iván Cervantes, five-time enduro world champion, five-time Spanish MX champion, and Dakar Rally finisher has also worked across the project with Triumph’s in-house teams to bring his experience to the Triumph bike development and prototyping. 

Triumph Racing will be entering the prestigious FIM Motocross World Championship for 2024, competing with a factory supported program set-up in partnership with Thierry Chizat-Suzzoni, one of the sport’s most experienced and successful team owners. Thierry will start his campaign with two of Triumph’s TF 250-X bikes in the MX2 class, supported by Monster Energy. The team will be managed by Vincent Bereni. Chizat-Suzzoni’s and Bereni’s past racing records include over 80 MXGP World Championship victories.  

Clément Desalle, who joined the TF 250-X team as test rider, is a very experienced racer, competing at the highest level in the MXGP World Championship for 15 years. As one of the most consistent racers in the series, he claimed three Vice Champion finishes, was third in the World Championship three times and twice finished fourth. Finishing on the top step of the podium 23 times in his career, he was also crowned the Pro Open Belgian champion.  

Triumph Racing’s U.S. SuperMotocross World Championship Team is headed up by Bobby Hewitt and team manager Steve ‘Scuba’ Westfall. They brought in a team that includes Dave Arnold, an industry AMA Hall of Fame legend for chassis development, and Dudley Cramond, who has over 25 years of experience building race-winning engines. The team will field the all-new TF 250-X motorcycles in the 2024 World Championship. 

See all of Rider’s Triumph coverage here. 

The post 2024 Triumph TF 250-X Review | First Look  appeared first on Rider Magazine.

Adding to KTM’s list of recent announcements, including the reintroduction of the SMT line with the 2024 KTM 890 SMT and a new generation of single-cylinder engines dubbed the “LC4c” found in the KTM 390 Duke and 250 Duke, the company has released details on the 2024 KTM 790 Adventure, redesigned in Mattighofen, Austria.

KTM calls the bike an ideal “first taste” for riders who are looking to try out the adventure segment. Rider would agree, having awarded the 2019 Motorcycle of the Year honor to the KTM 790 Adventure. In our Tour Test of the bike, our reviewer called it “an eminently capable lightweight ADV tourer that was designed for excursions into some pretty gnarly territory.”

Related: 2019 KTM 790 Adventure | Tour Test Review

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. Reworked Dell’Orto throttle bodies bring a cleaner and more efficient connection due to the enhanced combustion, and the knock control sensor results in a higher state of ignition and better capacity for low octane fuel, which is a reassuring characteristic for the different qualities of gasoline found while traveling and addresses one of the minor gripes from our reviewer regarding the 2019 model.

The 790 Adventure also has a 6-speed gearbox, throttle-by-wire, a PASC slip/assist clutch, a new airbox, and a reconfigured optional Quickshifter+. The bike also benefits from 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 and which informs the Cornering Motorcycle Traction Control and other aspects such as ABS, Motor Slip Regulation (optional), and three standard ride modes – Street, Offroad, and Rain – as well as the optional Rally mode. ABS modes now automatically switch between the ride modes, removing the need for more configuration. Demo mode allows sampling of the full electronic rider aids suite for the first 1,500 km. 

See all of Rider’s KTM coverage here.  

WP Apex suspension includes a 43mm inverted fork and a preload-adjustable shock with 7.9 inches of front/rear travel. Braking comes from dual 4-piston calipers clamping down on 320mm discs up front and a 260mm disc in the back. The bike still rides on 21/18-inch front/rear tires, but they’re wrapped in new Pirelli Scorpion STR tires with large tread blocks for more of an off-road focus.

The 790 Adventure has 9.1 inches of ground clearance, an adjustable seat height (33/33.8 in.), and a 5.3-gallon fuel tank, which follows the flow and lines of the bike to where a new front mask gives way to an integrated fairing. A new higher windscreen provides more wind protection, a larger aluminum engine guard is fitted as standard, and the plastics (injected molded with graphics for more resistance) have also been reshaped to guard the tank and seat against unwanted knocks.

The lights are full LED, and the bike has a new 5-inch TFT that reacts to ambient lighting and utilizes a redesigned menu system of new infographics for faster and easier customization.

In addition to Rally mode and MSR, other optional features include KTMconnect with Bluetooth connectivity, Quickshifter+, heated grips, a heated seat, and cruise control.

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.

For more information, visit the KTM website.  

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

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