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.

When it comes to stock motorcycles, the two items that owners are most likely to change – especially those who like to pile on the miles – are the windscreen and the seat. Folks typically want windscreens that offer more protection and seats that offer more comfort. The Yamaha Ténéré 700 is no exception.

We recently published our review of the Yamaha T7, an off-road-focused adventure bike with a long, narrow dirtbike-style seat. The stock seat has two parts: a long rider portion that slopes down from the tank to a low point and then up toward the separate passenger seat. The rider and passenger seats form a uniform surface, but it’s sloped rather than flat and is narrow and firm.

The rider portion height is 34.4 inches. Yamaha makes an accessory low seat ($129.99) that reduces seat height by 0.8 inch, but the lower height is achieved by eliminating much of what is already minimal padding. Yamaha’s accessory rally seat ($219.99) is 1.6 inches taller than stock, and it has a flatter surface and thicker padding. However, both of Yamaha’s accessory seats are just as narrow as the stock seat.

Seeking more comfort, we turned to Seat Concepts, a company based in Idaho that makes replacement seats for adventure and dual-sport bikes. I’ve had a Seat Concepts saddle on my KTM 690 Enduro R for the past five years, and thanks to its extra width under my bum and more supportive foam, I can do 300-mile days without ever thinking about the seat.

For the Yamaha Ténéré 700, Seat Concepts offers 12 different saddles, including Comfort, Comfort Sport Touring, Rally, and Rally Hard Adventure models, most in Standard, Low, and Tall heights with prices ranging from $264.99 to $389.99. Like the saddle on my KTM, the Comfort models are narrow in front where the rider stands over the seat during stops but wider in the back where they sit during normal seated riding.

We opted for the Tall Comfort One-Piece model ($369.99), which is 11 inches wide (1 inch wider than stock) and 35.7 inches tall (1.25 inches taller than stock). There are three cover options, all with faux carbon-fiber sides: Sand Paper Grip Top (our choice), Semi-Grip Top, or Diamante Vinyl Top.

After using the key release to unlock and remove the stock seat, the Seat Concepts saddle clicked perfectly into place, and it has a high-quality look and feel. Even with the grippy top, moving fore and aft is easy to do when wearing riding gear or jeans. The wider seating area spreads the rider’s weight over a larger area, providing a much more comfortable place to sit, yet it isn’t so wide that it interferes with moving back and forth during stand-up riding. The foam is firm yet supportive and holds up well even after long hours in the saddle.

The Seat Concepts saddle is a great addition to the Yamaha Ténéré 700 and will serve as a comfortable perch during our long-term test.

See all of Rider‘s Parts & Accessories reviews here.

The post Yamaha Ténéré 700 Saddle from Seat Concepts Review | Gear 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.

Since the first issue of Rider’s 50th anniversary year, which includes this Tourmaster Ridgecrest Mesh Adventure jacket and pants review in Gear Lab, is making its way to reader mailboxes, I decided to look up the issue in which we published our first Tourmaster product review. In the January 1993 issue – 31 years ago! – former editorial director Bill Stermer reviewed a pair of Tourmaster Grand Tour Elite Gloves.

Tourmaster is one of the in-house apparel brands sold by Helmet House, a distributor founded in 1969 by Bob Miller and Phil Bellomy, who started out selling helmets on weekends at swap meets in Southern California. As our long-time readers know from our many Tourmaster reviews over the years, the brand has a full line of jackets, pants, boots, gloves, heated gear, raingear, luggage, and motorcycle covers designed for touring riders.

The Tourmaster Ridgecrest Mesh Adventure jacket and pants combo is part of the apparel brand’s Horizon Line aimed at ADV riders, but it’s suitable for anyone looking for a versatile set of three-season gear at a reasonable price – MSRP is $239.95 for the jacket and $189.99 for the pants. The outer shell of both garments is made of abrasion-resistant 600-denier polyester and high-flow mesh with 1000-denier honeycomb nylon ripstop reinforcements in high-impact areas. Additional protection comes from removable CE Level 2 armor at the shoulders, elbows, and knees and EVA foam padding at the back and hips, while stretch panels in key locations enhance freedom of movement. 

To keep out wind and rain, both garments have lightweight, removable, breathable Reissa liners, and the jacket also has a removable thermal vest liner. Fit adjusters and reflective accents abound, and an 8-inch zipper at the lower back connects the jacket to the pants. ADV and touring riders love pockets, and the Ridgecrest set doesn’t disappoint. On the jacket, there are six on the front, two inside, and two on the back, one of which is a huge cargo pocket that’s a great place to store liners when not in use. The pants have four pockets, and the two jacket liners have a total of three pockets.

The Tourmaster Ridgecrest performed well during the two-day press launch for the new BMW R 1300 GS. On cold mornings and high-elevation mountain rides, the liners blocked the wind and kept me warm. During the exertion of off-road riding, the mesh gear allowed plenty of airflow to shed excess body heat. The jacket and pants were comfortable (the stretch panels were much appreciated) and fit was quite good, though the jacket sleeves were a tad short for my long monkey arms. Check the sizing chart to ensure you order the correct size – the best fit for me was a large jacket and medium pants.

The Tourmaster Ridgecrest Mesh Adventure jacket is available in Black, Hi-Viz, Navy, or Sand, and the pants are available in Black or Sand/Grey. Both items come in a wide variety of sizes, including Short, Tall, and Plus options.

See all of Rider‘s Apparel Reviews here.

The post Tourmaster Ridgecrest Mesh Adventure Jacket and Pants Review | Gear appeared first on Rider Magazine.

On Sept. 28, 2023, BMW Motorrad celebrated the 100th anniversary of its first production motorcycle (the R 32) by unveiling the latest version of its bestselling motorcycle, the 2024 BMW R 1300 GS. With a pedigree that goes back 43 years to the original R 80 G/S, which introduced the Gelände/Straße (“off-road/road”) concept and started the adventure bike revolution, the R 1300 GS is new from the ground up. Only the butterfly valves and a few bolts and connectors carry over from the R 1250 GS.

Development of the R 1300 GS started six years ago – two years before the R 1250 GS was introduced. Having squeezed as much as they could out of the existing platform, which started with the R 1200 GS introduced in 2004, BMW’s designers and engineers knew that taking the R-series GS into the future and maintaining its position in the market required a clean-sheet design.

Related: 2021 BMW R 1250 GS 40 Years Edition | Road Test Review

BMW R 1300 GS: New from Stem to Stern

The design objectives were to make the R 1300 GS lighter, more compact, more powerful, and more capable than its predecessor. The only thing that couldn’t change was the engine configuration; the new GS had to have a flat-Twin boxer, but nearly everything else about the engine is new. Displacement increased from 1,254cc to 1,300cc, achieved by a larger 106.5mm bore (up from 102.5) and a new crankshaft that shortened the stroke to 73mm (from 76). Peak horsepower increased from 136 to 145, peak torque increased from 105 to 110 lb-ft, and there’s more torque throughout the rev range, with more than 96 lb-ft available from 3,600 to 7,800 rpm (redline is 9,000 rpm).

GEAR UP

• Helmet: Shoei Hornet X2
• Jacket: Tourmaster Ridgecrest
• Gloves: Tourmaster Overlander
• Pants: Tourmaster Ridgecrest
• Boots: Sidi Adventure 2 Gore-Tex

Like its predecessor, the new boxer has air/liquid-cooled cylinders, ShiftCam variable valve timing, and DOHC with four valves per cylinder. The cams are driven by a new timing chain arrangement, with the right cylinder’s timing chain in front of the cylinder and the left cylinder’s timing chain behind the cylinder. Helping achieve the increased power and torque result are revised cam timing, larger valves (44mm intake, up from 40; 35.6mm exhaust, up from 34), and a higher compression ratio (13.3:1, up from 12.5:1).

The R 1300 GS has four standard ride modes: Road, Rain, Eco, and Enduro. Optional Ride Modes Pro adds three additional modes – Dynamic, Dynamic Pro, and Enduro Pro – and the two Pro modes can be customized. Each mode has presets for various standard electronic functions, including throttle response, Dynamic Traction Control, cornering ABS Pro, Dynamic Brake Control, MSR (engine braking torque), and Hill Start Control Pro, as well as optional Dynamic Suspension Adjustment.

Claimed wet weight for the R 1300 GS is 523 lb – 26 lb less than the R 1250 GS. Despite the increase in displacement and power, the engine is nearly 9 lb lighter, while the entire powertrain is more than 14 lb lighter. A new lithium battery shed another 5.5 lb, and reducing fuel capacity from 5.3 to 5.0 gallons saved 1.8 lb. The gearbox was moved under the engine, which was made possible by reducing the number of transmission shafts from three to two. The more compact engine allowed BMW to package everything more tightly and better centralize mass. Even though the engine was moved up to accommodate the gearbox, the bike’s overall center of gravity and weight distribution have not changed.

As part of the GS’s tighter packaging, the previous tubular-steel space frame has been replaced with a precisely formed and laser-welded sheet-metal main frame that uses the engine as a structural component. The tubular-steel subframe has been replaced with a cast-aluminum subframe that is said to be lighter, stiffer, narrower, and more tightly bonded to the main frame. Since the weight of the rider, passenger, and luggage is carried by the subframe, the new design improves stability and riding dynamics.

For three decades, the R-series GS platform has used BMW’s proprietary Telelever front suspension system, which separates suspension forces from steering inputs. The Telelever uses a swingarm that connects the frame to the lower triple clamp through a ball joint. The fork’s stanchions slide within the tubes like on a telescopic fork, but the fork doesn’t control damping; that’s handled by a single central shock between the Telelever’s swingarm and the frame. The tops of the fork stanchions are connected to the handlebar plate via ball joints. As the suspension moves through its stroke, the swingarm moves through an arc, and the upper and lower ball joints compensate for the Telelever’s torsional movement.

The R 1300 GS is equipped with the next-gen EVO Telelever system, which eliminates the ball joints atop the fork tubes and instead uses a metal flex plate between the handlebar plate and the upper triple clamp. The flex plate accommodates the Telelever’s torsional movement but does so with less friction and more stiffness than the ball joints. To further reduce friction, a radial spherical plain bearing connects the upper triple clamp to the steering stem, which is guided within the frame via a cylindrical roller bearing at the top and a deep-groove ball bearing at the bottom. There’s also an extra roller bearing for the ball joint that connects the Telelever swingarm to the lower fork bridge. Increasing the front wheel axle’s diameter by 0.2 inch to 1.0 inch contributes additional stiffness to the front end, and the new axle is 1.7 oz. lighter.

There’s also a new EVO Paralever rear suspension. Moving the gearbox under the engine allowed the single-sided swingarm to be made longer for better traction (wheelbase has increased by only 0.2 inch). The EVO system has a stiffer connection between the rear shock and the frame, and the swingarm bearing is arranged off-axis to the rotation of the cardan shaft joint. The driveshaft has larger universal joints, and a longer rear-axle wheel stub makes it easier to remove and mount the rear wheel.

The optional Dynamic Suspension Adjustment not only electronically adjusts damping depending on suspension mode and conditions, it also automatically adjusts preload to compensate for varying loads. Within the front and rear shocks’ remote reservoirs are secondary springs that allows DSA to use different spring rates for on-road and off-road ride modes.

Two new suspension options are also available. One is adaptive vehicle height control, which lowers seat height from 33.5 to 32.3 inches and can be set to automatically adjust seat height or to stay at the low or high heights. In the other direction, sports suspension, which is designed for aggressive off-road riding, adds 0.8 inch of front/rear travel and firmer damping.

With its sharper beak, more integrated bodywork, and new frame and subframe, the styling of the R 1300 GS is a radical departure from the R 1250 GS, so much so that initial reactions were mixed when we posted an announcement online. While styling is highly subjective, the new GS is best appreciated in person; photos don’t do it justice, and I count myself as a fan of the new look.

The R 1300 GS has a more aggressive and aerodynamic profile, with a flatter tank and a slimmer tailsection. Perhaps most controversial of all is the centralized X-shaped headlight that replaces the asymmetrical headlight that’s been a signature GS styling element for many years. The new design was guided in part by new homologation requirements but also by a desire to create a distinctive new look that will be instantly recognizable.

Riding the BMW R 1300 GS

We spent two days riding the R 1300 GS on- and off-road for nearly 300 miles at the global press launch in southern Spain. Over the past 15 years, with thousands of miles ridden on intros, road tests, and nearly a dozen overseas tours, I’ve logged more miles on BMW R 1200/1250 GS models than any other motorcycle. Hands down, the R 1300 GS is the best GS yet. The traits that the boxer-powered GS are known for – engine character, balance, comfort, and versatility – are better than ever. It looks and feels much slimmer than before, and the increased power and torque are impressive.

Thanks to the stiffer chassis and new EVO Telelever/Paralever suspension, the R 1300 GS feels more stable both on-road and off-road, yet its steering is lighter and sharper. Whereas the previous Telelever setup offered responsive handling but muted feedback, the EVO Telelever sends clearer signals to the rider through the handlebar.

During our off-road test, we rode the Trophy variant of the R 1300 GS with cross-spoke wheels and Metzeler Karoo 4 tires. Balanced and predictable low-speed handling has long been a hallmark of boxer-powered GS models, and the R 1300 GS chugged along happily on singletrack gravel trails and wooded paths. At higher speeds up and down an unpaved road covered in fist-sized rocks, the GS improved upon what it’s known for: handling better off-road than a bike of its size should. Standing on the pegs felt very natural thanks to the slimmer tank and midsection and 1.2-inch-taller handlebar.

Our off-road test was no more than 10 miles total, primarily just a photo opportunity at an enduro park in a former rock quarry. We made fast runs on gravel, slow runs on rocky singletrack, and chugged up a rocky road to a vista high above the Mediterranean coast – enough for a taste test but certainly well short of a full meal. We’ll have to wait until we get a test bike to do a more thorough assessment of the bike’s off-road prowess.

On-road is where we logged most of our miles, everything from freeways to traffic-choked city roads with slippery roundabouts to a 10-course meal of backroads that snaked from the coast up into the mountains and back down again. The GS was responsive and easy to handle in all conditions, but it really came alive on tight, twisty roads in the Sierra de las Nieves range. I was able to push harder with more confidence, especially with the firmer suspension damping in Dynamic Pro mode.

The added power and torque allow the R 1300 GS to launch forward quickly with a flick of the wrist in almost any gear or rpm, yet the bike doesn’t feel edgy or aggressive. The revamped boxer runs more smoothly, which long-distance touring riders will appreciate. Whether light pulls on the lever or hard squeezes, the GS slows down with precision and power, enhanced by the electronic wizardry of cornering ABS and semi-active suspension.

Not only does the new GS handle, accelerate, and stop better than the R 1250 GS, it’s also more comfortable. At 33.5 inches, its nonadjustable seat height is the same as the low position on the 1250. I’m 6-feet tall with long arms and a 34-inch inseam, and the ergonomics of R-series GS models have always suited me. The 1300’s taller handlebar opens up the rider triangle, which I found agreeable whether seated or standing. We tried two different windscreens, the short Sport windscreen and the electrically adjustable windscreen with side deflectors, and both managed airflow well, the latter providing more protection at any height.

BMW R 1300 GS: The Every Bike

State-of-the-art technology has always been an important aspect of the GS. The R 1300 GS has more standard features than before, including the electronic rider aids listed above along with a 6.5-inch TFT with connectivity, tire-pressure monitoring, heated grips, cruise control, handguards with integrated turnsignals, Keyless Ride, a 12V socket, and a smartphone charging compartment with a USB port.

Since the R 1300 GS is the continuation of its bestselling model line, BMW Motorrad tried to ensure that almost any customer preference will be satisfied. Four model variants are available:

• The base model R 1300 GS has a Sport windscreen and a 33.5-inch seat height, and it comes in Light White with a two-tone black/gray two-piece rider and passenger seat.
• The Triple Black variant has a black-on-black color scheme, an electric high windscreen with side wind deflectors, comfort seats, comfort passenger footpegs, and a centerstand.
• The Trophy variant has a red/white/blue Racing Blue Metallic colorway as well as a high rider’s seat (34.2 inches) and a Sport passenger seat that give the appearance of a one-piece rally seat.
• The Option 719 Tramuntana variant has an Aurelius Green Metallic paint scheme and special finishes, a gold anodized handlebar, cross-spoke wheels with gold rims, and a rear luggage rack.

There are three options packages:

• The Premium Package adds lean-sensitive Headlight Pro, Dynamic Suspension Adjustment, Shift Assistant Pro, Riding Modes Pro, Sport Brakes, Central Locking, preparation for navigation, a chrome-plated exhaust manifold, Vario side and top case mounts, handguard extensions, and the new radar-enabled Riding Assistant, which includes Front Collision Warning, Active Cruise Control, and Lane Change Warning.
• The Comfort Package adds an electric high windscreen, a centerstand, a Comfort passenger seat and footpegs, and a luggage rack.
• The Enduro Pro Package adds handlebar risers, engine protection bars, an enduro aluminum engine guard, short enduro handlebar levers, GS adjustable rider footpegs, an exhaust mount for single seat, adjustable foot brake and gearshift levers, large frame guards, and narrower turnsignal stalks.

And there are more than 60 individual options and accessories. Depending on how the R 1300 GS is configured, there are seven seat heights to choose from ranging from 31.5 inches to 35 inches. There are four different suspension options to choose from: Series (manual adjustment), DSA (Dynamic Suspension Adjustment), DSA + Sport Suspension, and DSA + Adaptive Vehicle Height Control. There are different windscreens, footpegs, levers, protection bars and guards, wheels, and a dizzying array of luggage options.

By completely overhauling the R-series GS platform, BMW Motorrad risked alienating some of its core customers and possibly jeopardizing sales of its flagship motorcycle. But it’s also no surprise that the most powerful, capable, and sophisticated R-series GS made its debut during BMW Motorrad’s 100th anniversary. It’s the perfect motorcycle to carry the marque into its next century.

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

2024 BMW R 1300 GS Specs

• Base Price: $18,895
• Warranty: 3 yrs., 36,000 miles
• Website: BMWMotorcycles.com

ENGINE

• Type: Air/oil-cooled, longitudinal opposed flat Twin, DOHC w/ 4 valves per cyl.
• Displacement: 1,300cc
• Bore x Stroke: 106.5 x 73.0mm
• Compression Ratio: 13.3:1
• Valve Insp. Interval: 6,000 miles
• Fuel Delivery: Fully sequential EFI, 52mm throttle bodies x 2
• Lubrication System: Wet sump, 4.2 qt. cap.
• Transmission: 6-speed, hydraulically actuated slip/assist wet clutch
• Final Drive: Shaft

CHASSIS

• Frame: Two-section sheet metal main frame w/ engine as stressed member, cast-aluminum subframe, single-sided cast-aluminum swingarm
• Wheelbase: 59.8 in.
• Rake/Trail: 26.2 degrees/4.4 in.
• Seat Height: 33.5 in.
• Suspension, Front: EVO Telelever w/ single shock, fully adj., 7.5 in. travel
• Rear: EVO Paralever w/ single shock, fully adj., 7.9 in. travel
• Brakes, Front: Dual 310mm floating discs w/ radial-mount opposed 4-piston calipers & ABS
• Rear: Single 285mm disc w/ floating 2-piston caliper & ABS
• Wheels, Front: Cast, 3.00 x 19 in.
• Rear: Cast, 4.50 x 17 in.
• Tires, Front: Tubeless, 120/70-ZR19
• Rear: Tubeless, 170/60-ZR17
• Wet Weight: 523 lb (factory claim)
• Load Capacity: 502 lb
• GVWR: 1,025 lb

PERFORMANCE

• Horsepower: 145 @ 7,750 rpm (factory claim)
• Torque: 105 lb-ft @ 6,500 rpm (factory claim)
• Fuel Capacity: 5.0 gal.

The post 2024 BMW R 1300 GS Review | First Ride appeared first on Rider Magazine.

The BMW R nineT (“ninety”) was introduced in 2013 to celebrate BMW Motorrad’s 90th anniversary. That’s the same year the “water boxer” R 1200 GS debuted, marking a shift from air/oil cooling to air/liquid cooling. The same engine in various states of tune made its way to other R-series models, but as the first model in BMW’s new Heritage line, the R nineT retained the air/oil-cooled version of the boxer.

Designed as a modular platform that would not only allow multiple model variants but also customization by owners, the R nineT’s chassis consisted of BMW’s Paralever single-sided swingarm with shaft drive and a conventional inverted telescopic fork instead of the Telelever setup used on other R-series models. The R nineT was stylish in a classic sense, with gloss black paint that honored BMW’s long history of building black bikes, brushed aluminum tank sides and tail cowl, and spoked wheels.

The first BMW R nineT was followed by a succession of cool retro-inspired models: the stripped-down Pure, the cafe-styled Racer, the high-piped Scrambler, and the ’80s throwback Urban G/S. Each one was a sweet piece of German eye candy, fun to ogle and fun to ride, though the stretched-out riding position of the Racer brought to mind a medieval torture rack (Ja, you vill tell us vhat ve vant to know!).

Rider received an R nineT Pure test bike in 2017, and its simplicity appealed to me. I threw a bag on the tank and another on the passenger seat, bungee-corded a tent on top, and hit the road for a couple of days. As I wrote in my review, “From the first time I started it until the last mile I rode it, the R nineT Pure reminded me of why I fell in love with motorcycling. It’s not about what brand you ride or a bike’s horsepower or specs. It’s about the freedom to get away, to be out in the world.”

Related: 2017 BMW R nineT Pure | Road Test Review

In 2019, BMW unveiled the R nineT /5, with its tank and front fender finished in Lupine Blue with white double pinstripes, to commemorate the 50th anniversary of the “slash five” series. Two years later, to celebrate 40 years of the GS line, BMW revealed a stunning yellow-and-black version of the Urban G/S that was inspired by the R 100 GS.

GEAR UP

• Helmet: Scorpion EXO-R1 Air Juice
• Jacket: Highway 21 Primer
• Gloves: Highway 21 Jab Full Leather
• Pants: Highway 21 Stronghold
• Boots: Fly Racing Tradesman

It’s fitting, then, that for its centennial this year, BMW Motorrad created a 100 Years Edition of the R nineT, along with a similar commemorative edition of the R 18 cruiser. Production of both models is limited to 1,923 units worldwide to honor the year BMW started manufacturing motorcycles.

Related: 2023 BMW R nineT and R 18 100 Years Heritage Editions

As with other R nineT models, the 100 Years Edition is powered by the classic air/oil-cooled 1,170cc opposed flat-Twin with a longitudinal crankshaft, a 6-speed transmission with a hydraulically actuated single-plate dry clutch, and shaft final drive. Claimed output for the engine is 109 hp and 85.5 lb-ft of torque – enough to push the 487-lb motorcycle down the road with gusto.

To appropriately honor such a signficant milestone, the R nineT 100 Years Edition is dripping with factory-custom details. Since BMW Motorrad’s earliest days, code number 719 has represented special customer requests that were fulfilled at the factory using top craftsmanship. Today, Option 719 parts are upgrades over stock items and are made of high-end materials or created using small-batch processes. The 100 Years Edition features the Option 719 Shadow and Shadow II Billet packs, a set of black anodized parts with milled surfaces, including the cylinder head covers, front engine cover, oil filler plug, seat holders, hand levers, rider and passenger footpegs, bar-end mirrors, and hydraulic reservoir covers.

There was no doubt that a motorcycle commemorating BMW Motorrad’s 100th anniversary would be painted black with white double pinstripes, and the front fender, tank, and rear seat cover are finished in a special Avus Black. BMW motorcycles are not known for lots of chrome, but one of the company’s most iconic models – the R 75/5 with the “Toaster” tank – had chrome-plated tank panels and side covers.

The R nineT’s tank and rear seat cover feature Classic Chrome, a “paint on chrome” process that uses Chromium III, which is REACH compliant (an EU health standard). The parts are polished to a high gloss, immersed in a series of electoplating baths (copper, nickel, and chromium), painted in multiple layers, and finished in a clear coat. The result is a stunning mirror finish that fades into the black paint that surrounds it. The exhaust manifolds are also chrome plated, while the twin silencers have a brushed aluminum finish.

Continuing the black aesthetic are Option 719 Classic spoked tubeless wheels with black anodized rims that pair well with the black on the tank knee pads, tubular steel frame, swingarm, fork tubes, and air intake snorkels. There’s a splash of color, albeit a dark one, on the two-tone black/oxblood red seat.

All those details add up to a head-turner of a motorcycle whose beauty is more than the sum of its parts. Frankly, the R nineT 100 Years Edition made me a little nervous. I was afraid of scratching it or, heaven forbid, tipping it over. But this motorcycle isn’t a showpiece – it’s meant to be ridden, and I’m happy to report that I got my jollies scraping down the peg feelers and narrowing the chicken strips without incident.

Those familiar – or in some cases obsessed – with the R-series air/oil-cooled boxer Twin already know its sound and feel are unmistakable: the raspy burble upon start-up, the deep bass chug-a-lug at idle, the crankshaft twist when revving it at a stop, the steady lope at cruising speeds, and the authoritative bark under acceleration. The one-two, one-two cadence of the boxer, with both pistons pushing outward and pulling inward simultaneously, each 360 degrees from the other on the suck-squeeze-bang-blow cycle, is like a heartbeat: lup-dup, lup-dup, lup-dup. No wonder rolling on the throttle feels so invigorating!

As a roadster, the R nineT has an agreeable seating position, with a modest reach to a wide, upright handlebar, a reasonable amount of bend in the knee, and a flat saddle. The thinly padded seat will encourage most riders to take a break well before the 4.5-gallon tank’s low-fuel light comes on. In standard trim, the 100 Years lacks a passenger seat, though it does have passenger footpegs, and a pillion seat is available as an accessory.

With a wet weight well below 500 lb and roughly 100 hp reaching the rear wheel, the R nineT scoots along briskly when asked to do so. Its compact dimensions, taut suspension, and strong brakes are perfect for a sporting pace, allowing it to bend into corners eagerly and rewarding the rider with a satisfying rush upon exit.

Despite its classic styling, the R nineT 100 Years Edition is thoroughly modern. It doesn’t have BMW’s latest air/liquid-cooled 1,254cc boxer with ShiftCam variable-valve technology because the radiator and attendant plumbing would detract from the styling, but it’s equipped with Ride Modes Pro (Dynamic, Road, and Rain), ABS Pro, Automatic Stability Control, Dynamic Brake Control, Dynamic Traction Control, Dynamic Engine Brake Control, and LED lighting with an Adaptive turning headlight. As with most contemporary motorcycles, these electronic aids operate behind the scenes and don’t interfere with the riding experience.

Instrumentation is appropriately subdued, with a pair of round analog gauges – speedometer on the left, tachometer on the right – with white type on a black background. Inset at the bottom of each gauge is a digital display for various settings and information. The bike is also equipped with cruise control, heated grips, and a USB charging port.

Atop the R nineT 100 Years Edition’s tank is a chrome badge engraved with “1 of 1,923” and the “100 Years BMW Motorrad / Make Life a Ride” logo. The badge marks this as a special bike, not just because it’s built in limited numbers and adorned with custom parts and finishes but also because of what it stands for. It represents a century of hard work and innovation, highs and lows, successes and failures. It connects the past to the present, and it is a symbol of BMW’s values, capabilities, and ambitions. And for that, it’s worthy of respect and admiration.

2023 BMW R nineT 100 Years Edition Specs

• Base Price: $19,995
• Warranty: 3 yrs., 36,000 miles
• Website: BMWMotorcycles.com

ENGINE

• Type: Air/oil‑­cooled, longitudinal opposed flat‑­Twin, DOHC w/ 4 valves per cyl.
• Displacement: 1,170cc
• Bore x Stroke: 101.0 x 73.0mm
• Compression Ratio: 12.0:1
• Valve Insp. Interval: 6,000 miles
• Fuel Delivery: Fully sequential EFI, 50mm throttle bodies x 2
• Lubrication System: Wet sump, 4.2 qt. cap.
• Transmission: 6‑­speed, hydraulically actuated dry clutch
• Final Drive: Shaft

CHASSIS

• Frame: Tubular‑­steel bridge frame w/ engine as stressed member, Paralever single‑­sided cast-aluminum swingarm
• Wheelbase: 58.5 in.
• Rake/Trail: 26.8 degrees/4.3 in.
• Seat Height: 31.7 in.
• Suspension, Front: 43mm inverted fork, fully adj., 4.7 in. travel
• Rear: Single shock, adj. for spring preload (remote) & rebound damping, 4.7 in. travel
• Brakes, Front: Dual 320mm floating discs w/ radial‑­mount opposed 4‑­piston calipers & ABS
• Rear: Single 265mm disc w/ floating 2‑­piston caliper & ABS
• Wheels, Front: Spoked, 3.50 x 17 in.
• Rear: Spoked, 5.50 x 17 in.
• Tires, Front: Tubeless, 120/70‑­ZR17
• Rear: Tubeless, 180/55‑­ZR17
• Wet Weight: 487 lb
• Load Capacity: 461 lb
• GVWR: 948 lb

PERFORMANCE

• Horsepower: 109 @ 7,250 rpm (factory claim, at the crank)
• Torque: 85.5 lb‑­ft @ 6,000 rpm (factory claim, at the crank)
• Fuel Capacity: 4.5 gal.
• Fuel Consumption: 38 mpg
• Estimated Range: 171 miles

The post 2023 BMW R nineT 100 Years Edition Review | Road Test appeared first on Rider Magazine.

America should designate a national park dedicated to motorcycles, and I nominate the Barber Vintage Motorsports Park. Set on 880 acres in the lush, rolling hills east of Birmingham, Alabama, it’s a motorcycle dreamland. A 16‑­turn, 2.4‑­mile racetrack designed with input from John Surtees and Dan Gurney winds through the campus. There are no grandstands, just well‑­manicured grassy hillsides where spectators can spread out chairs, blankets, and umbrellas.

The crown jewel, of course, is the Barber Vintage Motorsports Museum, which holds the Guinness World Record for the world’s largest collection of motorcycles: more than 1,800 of them representing 200 manufacturers from 22 countries.

More than 1,000 motorcycles are on display at any given time, and they are spread out over five floors in a spacious, well‑­lit cathedral of speed and engineering. The top floor of the museum houses the Barber Advanced Design Center, an industrial design lab.

Barber has hosted rounds of AMA/MotoAmerica Superbike racing since 2003. I attended the Superbike races in 2004, where I watched the dominant Mat Mladin battle it out against Jake Zemke and Miguel Duhamel. It also hosts American Historic Racing Motorcycle Association (AHRMA) racing.

Barber hosts two annual motorcycling events: Barber Small Bore, which celebrates the wild and wacky world of minibikes, and Barber Vintage Festival, which brings together vintage bike fans for a three‑­day festival packed with AHRMA races, demo rides, bike shows, seminars, museum tours, vendor areas, and a huge swap meet.

This past October, the 18th annual Barber Vintage Festival hosted the inaugural BMW Motorrad Days Americas – a spin‑­off of the event that takes place every summer in Germany – to celebrate the 100th anniversary of BMW Motorrad.

See all of Rider‘s BMW coverage here.

BMW invited members of the motorcycle media and friends of the brand to be part of the event, which gave me the opportunity for a long-overdue visit to the festival and museum. I’ve been told that you can’t do justice to the museum in less than a full day, and truer words have never been spoken. The scale, depth, and breadth of the collection is mind‑­boggling.

On Friday, our chummy group of motojournalists saddled up on a fleet of BMW R 18 Roctanes to ride from our hotel to Barber. We were joined by Peter Nettesheim and his daughter, Kate. Nettesheim’s New York home showcases the world’s largest collection of BMW motorcycles. He owns at least one of every BMW model built between 1923 and 1970, including the oldest known example of the first motorcycle BMW built, the 1923 R 32, as well as various newer models and an extensive collection of BMW paraphernalia.

Upon arriving at Barber, I hopped on one of the shuttles that carries visitors along the park’s ring road surrounding the racetrack and ferries them to the museum, the Fan Zone, the swap meet, the Proving Grounds, the paddock, and the spectating areas. Motorcycles were parked on nearly every available patch of grass, and the age range and diversity of bikes were impressive. The blue smoke and ring‑­a‑­ding sounds of 2‑­strokes filled the air, and old‑­school minibikes piloted by hipsters and overgrown boys zipped around everywhere. Harleys, Hondas, and Hodakas of various vintages and conditions sat proudly on makeshift kickstand pads, some with “For Sale” signs tucked into the handlebars. Name any motorcycle brand, and it was represented somewhere by someone.

My first stop was the sprawling Proving Grounds, which was the staging area for demo rides offered by BMW, CFMOTO, Indian, KTM, Royal Enfield, Triumph, Yamaha, and electric bike maker Ryvid. BMW had an enormous fleet of bikes on hand and was offering both on‑­road and off‑­road demos. Next to BMW’s demo area, our very own Quinn Redeker gave hourly police‑­style riding demonstrations on a BMW R 1250 RT‑­P, and his humor and skills weaving through tight cone patterns kept folks thoroughly entertained.

Related: Motor School with Quinn Redeker: Hi, My Name is Quinn

Near the Proving Grounds was the Isle of Triumph, an immersive fan experience located inside the racetrack with live music, a bike show, art installations, and vendors selling food, drinks, and merch.

Next, I made my way over to the Henderson Auctions Fan Zone, which overlooks the racetrack and had a bouncy‑­house kids zone, American Motor Drome Company’s Wall of Death, the Urias Family Globe of Death, and a vendor area, where I visited our friends at Royal Enfield, SW‑­Motech, and Wunderlich America.

Taking up most of the real estate in the Fan Zone was the BMW Motorrad Days Americas area, which included displays of current and historical models, a beer garden, a stage with live music, a merchandise store, and partner displays, including Edelweiss Bike Travel, RawHyde Adventures, and the BMW Performance Center.

On the stage at noon, GS Brand Ambassador Shawn “Rock On” Thomas and BMW Motorrad VP Region Americas Trudy Hardy gave a few introductory remarks before pulling a cover off the 2024 BMW R 1300 GS – the bike’s first public showing since being announced on Sept. 28 (see page 7 for details). After Stefan Reiff, BMW Motorrad’s VP of Customer, Brand and Sales, gave an overview of the new GS, Thomas rolled it off the stage, and I captured a short video of him starting up the bike, which is available on the Rider YouTube channel. The R 1300 GS was on display the rest of the weekend, giving folks a chance to check out the bike up close.

Related: BMW Motorrad Unveils 2024 BMW R 1300 GS at Barber Vintage Festival | Videos

At dinner on Friday night, I had the privilege of sitting with Udo Giestl, who worked as an engineer for Butler & Smith, the former U.S. importer for BMW motorcycles. He built the R 90 S racebikes that Reg Pridmore, Gary Fisher, and Steve McLaughlin campaigned in the inaugural 1976 season of AMA Superbike racing. McLaughlin and Pridmore finished 1‑­2 in the Daytona 200 that year, and Pridmore won the championship.

On Saturday, Giestl’s son, Eric, led the BMW parade laps on a restored version of Pridmore’s R 90 S racebike, and he was flanked by Peter and Kate Nettesheim on two vintage BMWs from Peter’s collection.

That same day, Revival Cycles hosted a BMW‑­only ride‑­in bike show, which included well‑­maintained bikes of new and old vintages as well as various customs, like an R 75/5 chopper with a raked‑­out springer front end. I joined several other journalists for an in‑­depth tour of the BMWs in the Barber Museum given by BMW archivist Fred Jakobs, who had traveled from Germany to attend the event.

It was a full, fun weekend with more to do than there was time to do it. No word yet whether BMW Motorrad Days Americas will become an annual event, but no matter what, put the Barber Vintage Festival on your calendar (Oct. 11‑­13, 2024), and make sure you allow plenty of time to explore the museum.

For more information, visit the Barber Vintage Motorsports Museum website.

The post Inaugural BMW Motorrad Days Americas at Barber Vintage Festival a Success appeared first on Rider Magazine.

Having recently celebrated my 50th birthday, I’ve already slipped into the old guy pastime of nostalgia, feeling wistful about days gone by. Seems like just yesterday that I was the know-nothing FNG on Rider’s staff, having just crawled out of the post-Hurricane Katrina, post-divorce wilderness, desperate to turn my life around. Within my first two months, still just a clueless oaf who won the dream-job lottery, I had not only reveled in the glory of being featured on the cover of the magazine but also suffered the humiliation of crashing two test bikes.

Perhaps to get me out of his hair while he decided if I was worth the trouble, former EIC Mark Tuttle handed me the key to a 2008 Can-Am Spyder and told me to get lost. Rather than being in the doghouse, my leash was unclipped. I packed my gear, hit the road, and returned one week and 2,600 miles later.

I’d like to think I’ve grown not only older but a little wiser since then. While that last part is debatable, the Spyder has certainly come a long way since my first ride. What started out as a single model introduced in 2007 – the Spyder RS roadster – has evolved into three model families: the playful Can-Am Ryker, the cruiser-like Spyder F3, and the touring-ready Spyder RT, with a total of 10 models between them. All share what parent company BRP calls “Y-architecture,” with two wheels in front and one in the back.

As three-wheeled vehicles (3WVs), Can-Am Rykers and Spyders don’t lean like two-wheelers do. Many motorcyclists dismiss them outright because of that, but their inherent stability is what the buyers of over 282,000 Can-Am 3WVs sold over the past 16 years love most about them.

I like anything on which I can go fast and have fun. Two wheels, three wheels, no wheels – doesn’t matter. Over Labor Day weekend, my brother-in-law and I bombed around on a pair of Sea-Doo watercraft (also made by BRP) at speeds up to 55 mph on the Intercoastal Waterway in Jacksonville, Florida, roosting spray and jumping waves with huge grins on our sunburned faces. So it felt perfectly natural to come home to California and hoon around on backroads and dirt byways on a Ryker Rally.

Can-Am Ryker Rally Redux

Introduced in 2019, the Can-Am Ryker is the youngest member of the company’s 3WV tribe, and it was designed to attract new riders. All Spyder F3 and Spyder RT models are powered by a 115-hp, 1,330cc Rotax ACE (Advanced Combustion Efficiency) inline-Triple, and their model-year 2023 prices range from $18,499 to $30,999. The Ryker provides a more accessible entry point in terms of power and price. The base model is available with a 50-hp 600cc Rotax ACE parallel-Twin for $8,999 or an 82-hp 900cc Rotax ACE inline-Triple for $10,699.

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

Like their Spyder brethren, Rykers are equipped with a Bosch-engineered Vehicle Stability System, which includes stability control, traction control, hill-hold control, and ABS. Spyders have Dynamic Power Steering, but Rykers do not, which gives them a more direct and natural handling feel. Rykers also have a driveshaft (Spyders are belt-driven), fully automatic CVT transmissions with reverse, and the UFit system, enabling handlebar and footpeg position to be adjusted without tools. Accessory body panels available in a wide range of colors allow Ryker owners to personalize their machines.

The Can-Am Ryker 900 has a standard ride mode, as well as Eco, which softens throttle response for better fuel economy, and Sport, which has more aggressive throttle response, turns off traction control at the rear wheel, and reduces VSS intervention to allow greater slip angles (slides).

Can-Am also offers two up-spec 900cc models: the Ryker Sport ($11,899) and the Ryker Rally ($13,899), both of which add cruise control and a MAX mount behind the rider’s seat for an accessory top trunk or passenger seat. The Sport adds a sport comfort seat, a full rear fender, and sport-style trim and finishes.

The Rally, which is designed to be ridden off-road, has reinforced wheels with rally tires, front grille protection, a rally handlebar with handguards, large cleated footpegs, an aluminum skid plate, a pre-filter for the air intake, mud flaps, auxiliary LED lights, and an Akrapovič exhaust. Instead of Sport mode, it has a Rally mode calibrated for low-traction surfaces.

Our Ryker Rally test machine was clad in all-black bodywork with a white handlebar and white wheels. (For 2024, Rally models will come with Hyper Silver wheels.) Since most of the Ryker is covered in matte-black plastic, we brightened it up by replacing the standard Intense Black front and side accent panels with the racier Heritage White IV set ($399.99), which has yellow and red stripes on a white background. The body panel kit, however, doesn’t extend to the accessory Mono Seat Cowl ($114.99) fitted on our test unit’s MAX mount, which would have rounded out the go-fast aesthetic.

Hoon Dog

With its twist-and-go CVT, peppy engine, Rally mode, wide handlebar, low seat, and feet-forward riding position, the 2023 Can-Am Ryker Rally is what Dr. Frankenstein would get if he stitched together a scooter, a cruiser, a go-kart, and an ATV. That may sound a little weird, but the result is a riding experience like no other.

GEAR UP

• Helmet: Arai XD4
• Jacket: Scorpion Yosemite
• Gloves: Scorpion SGS MK II
• Pants: Scorpion Covert Pro Jeans
• Boots: TCX Infinity 3 Gore-Tex

At a stop light, take your foot off the brake pedal and pin the throttle, and the Ryker will light up the rear tire for a moment before the electro-nanny, er, VSS kicks in and the rubber hooks up. According to the owner’s manual, Rally mode is only intended for unpaved roads, but in the interest of thorough evaluation, I tested it on pavement and had a fair amount of fun. But with an 82-hp engine powering a 668-lb (dry) machine, we’re not talking Dodge Hellcat-like smoky burnouts or drifts.

Get the Rally on dirt or gravel, however, and it parties like it’s 1999. A quick flick of the wrist gets the rear wheel spinning, and if you keep giving the Ryker throttle, it will slide around until your arm gets tired. The tricky bit is correct steering input. Kick the tail out and steer to match the rear, and you’re treated to a sweet crossed-up powerslide. But kick the tail out with the handlebar turned in the other direction, and the front end will push sideways. Or you can go totally gonzo and pin the throttle, crank the bar, and whip the Ryker around in a donut while kicking up a giant cloud of dust.

Since I’m not an expert off-road rider or rally car driver, it took me a while to get the hang of things. But, like sex and pizza, even when it was bad it was still pretty good, and I can’t remember the last time I had so much fun raising hell on wheels.

The Ryker was very forgiving of my mistakes, and even a few close calls were handled with minimal drama thanks to the stability of the two front wheels and the VSS, even with intervention reduced. Had I tried half the antics I did on the Ryker on an adventure bike, I would have been on my butt many times over.

Related: Can-Am Motorcycle Videos Celebrate Brand’s 50-year History and Its Electric Future

Street Wise

As with adventure bikes, most Rykers will spend the majority of their time on pavement. Of the hundreds of miles I logged on the Ryker Rally, only a few dozen were off-road. On the street, the Ryker is engaging and responsive. Between the continuously variable transmission and shaft drive, there’s a bit of driveline lash when first rolling on the throttle from a stop and at low speeds, but I quickly got used to it.

Response from the throttle-by-wire is direct with no delays or snatchiness, and power builds steadily with no apparent dips. The ACE inline-Triple, however, lacks character. Smoothness is a virtue on a touring machine such as a Spyder RT, but for a vehicle Can-Am says is “designed for fun,” I wanted more liveliness, more audible rumble. Even though the Rally has a racy-looking carbon-tipped Akrapovič exhaust, it emits only the mellowest of burbles.

Riding a Ryker at a sporting pace can be quite a workout. What a 3WV gives in terms of stability, it takes away in terms of graceful agility. Whereas a motorcycle rolls into and out of turns, the Ryker must fight against body roll, with weight pushing against the outside front wheel and lightening the inside wheel. As a motorcycle leans into a corner, centrifugal force pushes the rider down into the seat. Because the Ryker doesn’t lean into turns, the rider must brace themselves against the outside peg and actively lean their body to the inside. Keeping the Ryker on a steady line through a corner while keeping its 5-foot width between the mustard and the mayo also requires muscle at the handlebar. With no hand brake lever, all braking force goes through the foot pedal, which engages the calipers on all three wheels simultaneously. It took a while to adapt, but there’s plenty of stopping power at the ready. 

A low center of gravity, double A-arms with an anti-roll bar, and adjustable KYB high-pressure gas shocks keep the Ryker stable, and the VSS applies braking to the outside wheel as needed to maintain control, but if you go into a corner too hot, it will understeer and push sideways. The front suspension does a good job of isolating and damping hard hits, and overall, the chassis provides a smooth, steady ride. With three separate wheel tracks, though, it can be difficult to dodge potholes or debris in the road. The situation was even more challenging off-road when trying to avoid big, sharp rocks. With only 4.8 inches of ground clearance, care must be taken to avoid high-centering the Ryker on rises, ridges, and ruts.

Dial it back, however, and the Ryker settles into comfortable docility. Thanks to its 26.6-inch seat height and adjustable ergonomics, it fits a wide range of riders. The wide, soft seat is comfortable but lacks the support needed for a full day in the saddle. (Can-Am’s accessories list includes comfort seats for the rider and passenger, along with windscreens, luggage, audio, heated grips, and much more.) The steady thrum of the engine becomes an asset on the freeway, with the three automobile-sized contact patches and two front wheels keeping the Ryker steady in crosswinds.

Amenities on the Ryker Rally include cruise control, dual USB ports, LED lights on the front fenders, and a 7-liter lockable glovebox that will hold an extra pair of gloves and a couple of water bottles but not much else. When the ignition is turned off, the Ryker beeps until you engage the parking brake (at a stop the CVT is always in neutral). Instrumentation consists of a small orange-backlit LCD display that, by today’s standards, looks outdated. Information is limited to speedometer, tachometer, odometer, A/B tripmeters, clock, ride mode, fuel level, and distance to empty. Like other Can-Am 3WVs we’ve tested, a heavy throttle hand combined with a low power-to-weight ratio on the Ryker Rally returned poor fuel mileage – just 30.3 mpg, or about 160 miles per tank.

The Kids Are Alright

When I tested the original Spyder in 2008, it was a novelty, something futuristic and intriguing to everyone from teenagers and their soccer moms to members of the Peacemakers MC when I rode it to their bikini bike wash fundraiser in Utah. A decade and a half later, the Spyder is all grown up, having become an established, tax-paying member of the powersports community. The Can-Am Ryker, on the other hand, is young and brash, more interested in fun than respectability. And the Rally is the most mischievous one of the bunch.

2023 Can-Am Ryker Rally Specs

• Base Price: $13,899 ($14,599 in 2024)
• Price as Tested: $14,413 (Exclusive Panel Kit, Mono Seat Cowl)
• Warranty: 1 yr., unltd. miles w/ roadside assistance
• Website: Can-Am.BRP.com

ENGINE

• Type: Liquid-cooled, transverse inline-Triple, DOHC w/ 4 valves per cyl.
• Displacement: 899.3cc
• Bore x Stroke: 74.0 x 69.7mm
• Compression Ratio: 11:1
• Valve Insp. Interval: N/A (self-adjusting)
• Fuel Delivery: EFI w/ 46mm throttle body & throttle-by-wire
• Lubrication System: Dry sump, 3.0 qt. cap.
• Transmission: Fully automatic CVT w/ reverse 
• Final Drive: Shaft

CHASSIS

• Frame: Tubular-steel space frame w/ cast aluminum single-sided swingarm
• Wheelbase: 67.3 in.
• Rake/Trail: N/A
• Seat Height: 26.6 in.
• Suspension, Front: Double A-arm, dual high-pressure gas remote-reservoir shocks w/ 4-postion compression & preload adj., 7.3 in. travel
• Rear: Single, multi-link high-pressure gas remote-reservoir shock w/ 4-position compression & preload adj., 7.1 in. travel
• Brakes, Front: Dual 270mm discs w/ 2-piston calipers & ABS
• Rear: Single 220mm w/ 1-piston caliper & ABS
• Wheels, Front: Cast, 16 x 4.5 in.
• Rear: Cast, 15 x 6.5 in.
• Tires, Front: 145/60-R16
• Rear: 205/55-R15
• Dry Weight: 668 lb
• Load Capacity: 412 lb
• GVWR: 1,080 lb

PERFORMANCE

• Horsepower: 82 @ 8,000 rpm (factory claim)
• Torque: 58.3 lb-ft @ 6,500 rpm (factory claim)
• Fuel Capacity: 5.3 gal.
• Fuel Consumption: 30.3 mpg
• Estimated Range: 160 miles

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

The post 2023 Can-Am Ryker Rally Review | Road Test appeared first on Rider Magazine.

Knowing I’d be riding more than 1,000 miles during the dog days of summer – when Sirius, the “Dog Star,” rises with the sun, which ancient Greeks believed brought heat, drought, bad storms, bad luck, and mad dogs – I opted to wear my Schuberth E2 modular helmet for the Yamaha Tracer 9 GT+ press launch in Idaho and my two-day ride home to California. I wanted comfort, ventilation, minimal wind noise, and the convenience of a flip-up chinbar. The E2 delivered.

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

We wrote a Schuberth C5 modular helmet and SC2 Communicator review for our September 2022 issue, and the E2 is largely the same helmet but with more ventilation and an ADV-style peak visor. The C5/E2 have an intermediate-oval head shape with more interior space than their C4/E1 predecessors. To improve comfort, the chinstrap, which fastens with a quick-release micro-lock ratcheting mechanism, was moved forward, and the chinbar’s new pinless locking mechanism prevents the helmet from becoming tighter when the chinbar is closed.

The E2’s shell is made using Schuberth’s Direct Fiber Processing method, where glass fiber is combined with a special resin and compressed in a vacuum at high pressure, and the shell is reinforced with a basalt layer for added strength. The size medium tested here weighs 4 lb, 6 oz.

Inside the E2 is a dual-density EPS liner, a drop-down sunshield, and a removable/washable Comfort Fit interior with CoolMax antibacterial fabric and customizable pads. The helmet is prewired for the SC2 communication system ($349, sold separately), with HD speakers and antennas for FM, Bluetooth, and Mesh already installed.

See all of Rider‘s helmet reviews here.

Comfort for the E2 was good right out of the box, and it improved as the helmet molded to my noggin. Ventilation is excellent, with two intake vents on the chinbar, a large central intake on the crown, exhaust vents on the rear spoiler, and air-flow channels built into the EPS liner. One gripe is that the chinbar intake vent just below the faceshield pushes open and closed, and I often bumped it closed accidentally when opening the faceshield.

As the faceshield snaps shut, two small tabs near the shield’s base plate lock it closed. When closing the shield from one side or the other, occasionally one or both tabs would not engage to fully close the faceshield. However, it locks closed easily if I spread my hand apart and push the shield closed from both sides with my thumb and forefinger. Schuberth’s patented memory function keeps the faceshield open at a desired level after opening and closing the chinbar, and a Pinlock anti-fog insert is included.  Motorcycle windscreens can introduce turbulence, but the E2 slices through the air cleanly, and the adjustable peak visor provides shade without getting caught in the wind. When I stood up on the Tracer’s pegs to stretch my legs, I was enveloped in smooth, quiet air, allowing me to simply enjoy the thrum of the engine.

The Schuberth E2 sells for $799 in one of three solid colors and $899 for the E2 Defender graphic or one of four Explorer graphics.

The post Schuberth E2 Modular Helmet | Gear Review appeared first on Rider Magazine.

What do Evian spring water, Gruyère cheese, and St. Bernard dogs have in common? Prior to going on the Western Alps Adventure with Adriatic Moto Tours, I didn’t have a clue. But on the seven-day motorcycle tour through Italy, Switzerland, and France this past July, we got to visit the places where these things originated.

No one goes to the Alps – especially not motorcyclists – for overpriced bottled water, strong cheese, or big slobbering dogs. We go for the roads, particularly the winding sort that rise and fall as they crest passes where the air is ethereal and the sky is so blue it looks like a backdoor to heaven.

We go to lose ourselves in wonder, to have our heads in the clouds – literally and figuratively – as we take in heart-achingly beautiful vistas and admire peaks and valleys worth fighting wars over.

But, ugh, planning a motorcycle trip through the Alps is such a pain. How will you rent a bike? What route should you take? Where should you stay? Where should you eat? And what’s French for “I’ll have another large beer, please”?

Instead, I rely on the experts, the folks who have scouted the routes, the hotels, and the restaurants. It’s all new to me anyway, so I’ll take a curated, stress-free experience over being my own bumbling tour guide any day.

Related: Endless Curves | Adriatic Moto Tours Sardinia and Corsica Tour Review

I flew into Milan, Italy, a day early to get acclimated. Coincidentally, I arrived on the same flight as Jim, an attorney from Seattle who’s a veteran of more than a dozen tours with Adriatic Moto Tours.

After checking into our hotel, a former royal villa built in the early 1900s that now has modern air-conditioned rooms, a restaurant, and a lovely pool, Jim and I took the train into Milan to visit the Duomo, one of the largest cathedrals in the world.

The next day, we met our guides and fellow riders. In addition to Jim and me, we met a third American, David, a tanned retiree from Florida. Hailing from Canada were Ben from Toronto and Simon and Marie-Claude from Quebec City, and there was Linda from Australia and Malcolm from New Zealand. Matej, our tour leader, and Jure, our van driver, are both experienced guides from AMT’s home country of Slovenia, and they kept the tour running like a well-oiled machine. Everyone was easy to get along with, and we quickly gelled as a group and shared inside jokes and friendly comments on WhatsApp.

AMT’s rental fleet includes mostly BMWs plus a few Ducati, Harley-Davidson, Honda, Suzuki, and Yamaha models. Bikes come equipped with a top box and a GPS unit pre-programmed with daily routes, which allows riders to venture off on their own without worrying about getting lost or finding the hotel. Accommodations on this tour were comfortable and charming, our luggage was always delivered to our room before check-in, and meals were delicious and unique to local areas.

Some tours start off gradually, but the Western Alps Adventure kicked off like a cowabunga cannonball into the deep end of the pool. After a short stint on the freeway to get out of Milan, we crossed into Switzerland, and it was game on.

First, we summited Nufenen Pass. Next, we stopped at the Hotel Belvedere, which is situated inside a hairpin overlooking the Rhône Glacier and was featured in a car chase scene in the 1964 James Bond film Goldfinger. Then we climbed a little higher to Furka Pass, all before having lunch in the ski resort town of Andermatt.

While trying to digest quattro stagioni pizza, we rocked and rolled our way to Susten Pass. Down, down, down we went into the valley before making our fourth and final climb of the day to Grimsel Pass, where our hotel was located on the shore of a postcard-perfect alpine lake. Before dinner, a few of us took a bonus ride on a narrow panoramic road that goes to a glacier.

We ended our first day with beers on the patio overlooking the lake and a comfort food dinner of potato soup, veal piccata with pasta, and panna cotta. Sleep was well-earned, deep, and enhanced by clean, cool alpine air drifting in through the windows.

Day 2 started with sunrise over Grimsel Lake and a hearty Swiss breakfast, fortifying us for another full day of riding. Bombing back down the winding road from Grimsel Pass with zero traffic was like being on a private track.

After that early burst of adrenaline, the rest of the day was mellow. We rode into a valley of high cliffs with glacier-fed waterfalls and had coffee near Lauterbrunnen. We had lunch in Gruyères, a medieval walled hilltop village where we had the eponymous cheese mixed in a shredded potato dish called rösti. In the afternoon, we summited Jaun Pass and crossed into France for an overnight stop in Évian-les-Bains, a city on Lake Geneva that sends its bottled mineral water around the world.

Riding in the Alps is like a yo-yo: up and down, mountain to valley, valley to mountain, again and again, with hairpins, sweepers, and every conceivable type of curve. Day 3 was scenic, pleasant, and exotic enough to remind us that we were far from home, experiencing another part of the world. We had coffee in Annecy, known as the “Venice of France” because of the canals that run through the old town, and then lunch at an outdoor cafe at Col de Granier, a notch carved in the Massif de Chartreuse. At our hotel in the ski area of Villard-de-Lans, we had a gourmet dinner on a patio with mountains rising all around us.

On Day 4, we rode through the damp, dark, narrow Gorge de la Bourne, where the road cuts into the limestone walls as it runs along a mountain stream. We climbed high and rode Combe Laval, one of France’s “balcony” roads chiseled into and through limestone cliffs. Then we summited several passes – Col de la Machine, Col de Rosset, and Col de Grimone – and cruised through fertile valleys full of sunflowers and lavender.

Make no mistake, this is a rider’s tour, with days full of twisties, climbs, and descents and minimal sightseeing. On Day 5, our rest day, we forfeited the “rest” part and rode over Col de Vars and into the thin air of Mercantour National Park. Just below Col de la Bonette, we relaxed in Adirondack chairs and sipped coffee in the pure alpine air on a bluebird day and then looped around the treeless Cime de la Bonette. What goes up must come down, and we retraced our route for a totally different experience. Every right became a left, every foot of climbing became a descent.

Day 6, July 14, was Bastille Day, France’s national holiday, and we celebrated by bagging four alpine passes, including Col de Montgenèvre and Col du Mont-Cenis, where we rode along the shore of a turquoise lake. After having oven-fired pizzas on a patio for lunch, the high point of the day was climbing more than 3,000 feet in 8 miles through green mountains covered with wildflowers and cut deeply by snowmelt waterfalls and creeks to Col de l’Iseran (9,068 feet), the highest paved pass in the Alps.

After our fourth pass of the day, Col du Petit St-Bernard, where we crossed back into Italy, we rode through the 7.2-mile Mont Blanc Tunnel. We emerged back in France near our hotel in Chamonix, a bustling alpine city full of hikers, mountain climbers, and tourists.

We began our last day with a gondola ride to the top of Aiguille du Midi to see Mont Blanc (15,778 feet), the highest mountain in Western Europe, and the surrounding peaks and glaciers. After summiting Col de la Forclaz, we began the long climb to our last pass, Col du Grand St-Bernard, where a hospice founded in 1049 used St. Bernard dogs in mountain rescues.

Upon arriving back in Milan, Matej and Jure popped corks on bottles of prosecco, and we all toasted to a fantastic tour. Grazie mille, Adriatic Moto Tours!

The next Western Alps Adventure runs July 13-21, 2024. Visit the Adriatic Moto Tours website for more information.

See all of Rider‘s international touring stories here.

The post Adriatic Moto Tours Western Alps Adventure Review appeared first on Rider Magazine.