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2024 KTM 690 SMC R. (KTM/) Overview Based on the same platform as its stablemate 690 Enduro R, the 690 SMC was originally released all the way back in 2008. Flash forward to today and the latest incarnation, the 690 SMC R, is a great motorcycle for tackling the urban jungle, commuting, twisty mountain roads, or even trackdays. Its LC4 693cc SOHC single is shared with no less than five other models including its Enduro R sibling under the KTM banner. It is liquid-cooled, has electric starting and fuel injection, and features ride-by-wire throttle, which allows multiple ride modes (Street or Supermoto). It also has lean-sensitive ABS and traction control, and buyers can add the optional Supermoto ABS mode. A steel-trellis frame and composite subframe with integrated fuel tank anchor the chassis. Suspension consists of a WP 48mm Apex fork with 8.5 inches of travel in the front and a linked WP Apex shock with 9.4 inches of travel. Tubeless spoked wheels measure 17 inches front and rear with 120/70-17 and 160/60-17 Bridgestone S21 rubber. A Brembo radial-mount four-piston caliper and 320mm disc are used up front for stout high-speed braking, while a single-piston Brembo and 240mm disc are used out back. Pricing and Variants The 2024 KTM 690 SMC R starts at $12,999 in the single orange and black color. Competition <a href="https://www.cycleworld.com/ducati/hypermotard-698-mono/"><b>Ducati Hypermotard 698 Mono, $12,995</b></a> <a href="https://www.cycleworld.com/motorcycle-reviews/ducati-hypermotard-698-mono-first-ride-review/"><b>Ducati Hypermotard 698 Mono RVE, $14,495</b></a> <a href="https://www.cycleworld.com/story/buyers-guide/2020-husqvarna-701-supermoto/"><b>Husqvarna 701 Supermoto, $12,999</b></a> <a href="https://www.cycleworld.com/motorcycle-reviews/gasgas-sm-700-review/"><b>GasGas SM 700, $12,699</b></a> <a href="https://www.cycleworld.com/story/buyers-guide/2021-suzuki-dr-z400sm/"><b>Suzuki DR-Z400SM, $7,899</b></a> News and Reviews <a href="https://www.cycleworld.com/2019-ktm-690-smc-r-first-ride/"><b>KTM 690 SMC R First Ride</b></a> 2024 KTM 690 SMC R Claimed Specs MSRP: $12,999 Engine: SOHC, liquid-cooled single-cylinder; 4 valves Displacement: 693cc Bore x Stroke: 105.0 x 80.0mm Compression Ratio: 12.7:1 Transmission/Final Drive: 6-speed/chain Fuel System: Keihin EFI w/ 50mm throttle body; ride-by-wire Clutch: APTC slipper/assist; hydraulic actuation Frame: Chromoly steel tubular space Front Suspension: WP Apex 48mm inverted fork, fully adjustable; 8.5 in. travel Rear Suspension: WP Apex shock, Pro-Lever linkage, fully adjustable; 9.4 in. travel Front Brake: 4-piston CNC-machined Brembo caliper, floating 320mm disc w/ Bosch cornering ABS Rear Brake: 1-piston Brembo caliper, 240mm disc w/ Bosch cornering ABS Wheels, Front/Rear: Spoked; 17 in. Tires, Front/Rear: Bridgestone S21; 120/70-17 / 160/60-17 Rake/Trail: 27.0°/4.3 in. Wheelbase: 58.1 in. Ground Clearance: 9.3 in. Seat Height: 35.1 in. Fuel Capacity: 3.5 gal. We Weight (w/o fuel): 328 lb. Contact: ktm.com View the full article

2024 KTM 1290 Super Adventure R. (KTM/) Overview The word “super” in the KTM 1290 Super Adventure R, should give you some indication that this motorcycle strives to blow the doors off of everything that came before it. KTM has even gone so far as to coin the phrase “large-capacity extreme adventure” as the bike’s market segment. There isn’t just a single culprit that makes this bike “extreme,” but if you’re looking for the most likely suspect it has to be the 1,301cc 75-degree LC8 V-twin that powers it. Cranking out a claimed 160 hp and 102 lb.-ft. of torque at the crankshaft, the 1290 Super Adventure R is like an off-road-capable MotoGP bike. So how did KTM get there? A crankshaft with low reciprocating weight gives it a free-revving nature, while huge, lightweight 108mm forged-aluminum pistons (with 71mm of stroke) were designed to rev. The cylinder heads feature double overhead cams with four valves per jug, and DLC-coated cam followers for max efficacy and reduced friction. To optimize combustion, the heads have twin plugs to ensure maximum burn. Feeding the cylinders is electronic fuel injection with a pair of 52mm throttle bodies, while an exhaust system with a pair of catalyzers not only maximizes flow, but meets the latest emissions limits. There are few riders out there capable of managing all of that power, especially in off-road situations, which is why the Super Adventure R has a complex suite of rider aids. There are modes for every type of riding, lean-sensitive ABS and Motorcycle Traction Control, and an Offroad ride mode, Off-road traction-control, and Off-road ABS. Or splurge and get the Rally Pack (which also adds Motor Slip Regulation, Quickshifter+, and Hill Hold Control). Cruise control, a tire pressure monitoring system, keyless operation, and a large 7-inch TFT interface are other electronic highlights. That engine may be what gives the 1290 its get-up-and-go, but the chassis is what makes this bike so capable just about everywhere. The frame is chromoly-steel trellis design mated to a die-cast aluminum swingarm. Wheels are tubeless spoked aluminum rims in 21-inch front and 18-inch rear sizes. The suspension has a serious job to do, but the WP Xplor units are up to the task. A fully adjustable 48mm inverted fork with 8.7 inches of travel is used up front, while a PDS shock with remote preload, high- and low-speed compression damping, and high- and low-speed rebound damping (with the same 8.7 inches of travel) is used at the rear. High-end Brembo brakes front and rear are mated to the advanced ABS and will get the 1290 slowed down from triple-digit speeds without fanfare on any surface. 2024 KTM 1290 Super Adventure R. (KTM/) Pricing and Variants The 2024 KTM 1290 Super Adventure R starts at $20,999, while there are various tiers of electronic rider-aid upgrades available. 2024 KTM 1290 Super Adventure R. (KTM/) Competition <a href="https://www.cycleworld.com/motorcycle-news/new-bmw-r-1300-gs-adventure-bike-announced/"><b>BMW R 1300 GS, $18,895</b></a> <a href="https://www.cycleworld.com/motorcycle-reviews/ducati-multistrada-v4-rally-review/"><b>Ducati Multistrada V4 Rally, $29,995</b></a> <a href="https://www.cycleworld.com/bikes/triumph-tiger-1200-rally-and-gt-explorer-first-look/"><b>Triumph 1200 Rally Pro, starting at $22,995</b></a> <a href="https://www.cycleworld.com/harley-davidson/pan-america-1250-special/"><b>Harley-Davidson Pan America 1250 Special, $19,999</b></a> <a href="https://www.cycleworld.com/honda/africa-twin-adventure-sport-es/"><b>Honda Africa Twin, $14,799</b></a> <a href="https://www.cycleworld.com/story/bikes/suzuki-v-strom-1050de-first-look-2023/"><b>Suzuki V-Strom 1050DE, $16,199</b></a> News and Reviews <a href="https://www.cycleworld.com/story/motorcycle-reviews/2022-ktm-1290-super-adventure-r/"><b>KTM 1290 Super Adventure R First Ride</b></a> 2024 KTM 1290 Super Adventure R Claimed Specs MSRP: $20,999 Engine: DOHC, liquid-cooled LC8 V-twin; 4-valve Displacement: 1,301cc Bore x Stroke: 108.0 x 71.0mm Compression Ratio: 13.1:1 Transmission/Final Drive: 6-speed/chain Fuel System: Electronic fuel injection w/ 52mm throttle bodies; ride-by-wire Clutch: Wet, multiplate PASC slipper function; hydraulic actuation Frame: Chromoly steel trellis Front Suspension: WP Xplor 48mm inverted fork; fully adjustable; 8.7 in. travel Rear Suspension: WP Xplor PDS monoshock; fully adjustable, 8.7 in. travel Front Brake: 4-piston radial-mount Brembo calipers, dual 320mm discs w/ ABS Rear Brake: 2-piston Brembo caliper, 267mm disc w/ ABS Wheels, Front/Rear: Aluminum; 21 x 2.5 in. / 18 x 4.25 in. Tires, Front/Rear: Bridgestone Battlax Adventurecross AX41; 90/90-21 / 150/70-18 Rake/Trail: 25.3°/4.4 in. Wheelbase: 62.1 in. Ground Clearance: 9.5 in. Seat Height: 34.6 in. Fuel Capacity: 6.1 gal. Wet Weight (w/o fuel): 503 lb. Contact: ktm.com View the full article

Kevin Cameron has been writing about motorcycles for nearly 50 years, first for <em>Cycle magazine</em> and, since 1992, for <em>Cycle World</em>. (Robert Martin/) Hydrogen power for bikes seems like a great idea. The only product of reacting hydrogen with oxygen is water, so regulated emissions are zero. If you like the sound of internal combustion engines, they make the same sound on hydrogen as on gasoline. If you prefer the hum of electric motors, run high-purity hydrogen through a fuel cell to produce electricity and go that way. First problem is, there’s no hydrogen on Earth in a free, chemically uncombined state. If, as many assume, there will soon be gobs of extra electric power from wind and solar, we can use some to electrolyze hydrogen from water. Trouble is, to liberate hydrogen this way, we have to put in more energy than we can later realize from either burning the hydrogen or using it to make electricity in a fuel cell. What this tells us is that hydrogen is not a fuel. It is an energy carrier. Carrying liquid hydrocarbon fuel—gasoline—on a bike is straightforward: We go to the gas pump and fill our 7–10 pound steel gas tank with it. NASA engineers used to say, “Hydrogen is huge.” If we compress the hydrogen that we’ve electrolyzed from water to 10,000 psi, it takes six times the volume of the pressurized gas to equal the energy in one volume of gasoline or other liquid hydrocarbon fuel. That means to functionally replace 4 gallons of gasoline with hydrogen at 10,000 psi, we must carry 24 gallons of hydrogen. That is why images of hydrogen-powered bikes of the future look like tourers with what appear to be side bags and top trunk but are actually packed with long slender pressure tanks. Related: Hydrogen Suzuki Evolves Tanks for storing hydrogen need to hold six times the volume to be equal to gasoline. (Kawasaki/) When I Googled the weights of such pressure tanks I found that volume-for-volume they weigh about nine times what gasoline tanks weigh. OK, but didn’t NASA reduce the volume of hydrogen required on the space shuttle a lot by liquefying it and carrying it at atmospheric pressure? It did, but to compress and refrigerate hydrogen to the liquid state at minus 410 degrees Fahrenheit uses energy equal to about 40 percent of what’s in the hydrogen to begin with. Yeah, but isn’t there some kind of catalyst that can separate oxygen and hydrogen from water at next to no energy cost? Catalysts can speed up or slow down chemical reactions but they are not a substitute for energy. If such a cat existed, we could just put it in the exhaust from our hydrogen-burning piston engine or fuel cell, it would separate the hydrogen and oxygen, and we could run that back to the intake and ride forever. Perpetual motion. Hydrogen differs considerably from gasoline vapor. Accidentally released hydrogen in an enclosed space rises, accumulating at the ceiling. Gasoline vapor, being heavier than air, settles to the floor. The ignition energy threshold for hydrogen is much lower than that of gasoline vapor, and hydrogen’s ignitable mixture limits are wider. We don’t give much thought to the safety hazards presented by gasoline, but where possible, above-ground parking structures have no walls, allowing vapor from any gasoline leakage to be carried away. The same applies to hydrogen. A general rule for storage and handling of compressed gases is to locate it outdoors (like gas stations). Related: Kawasaki Demonstrates Hydrogen Prototype Kawasaki has demonstrated its hydrogen-powered sport-tourer recently. (Kawasaki/) Equipment for transferring high-pressure hydrogen to vehicles will be more expensive than present-day gas pumps because assuring adequate and highly reliable sealing of the refueling coupler will not be trivial. The word “aerospace” comes to mind. The trucking industry has shown interest in hydrogen, probably because refueling is expected to be much quicker than battery charging, and because hydrogen and its tankage are much lighter than battery energy storage. Trucking is highly competitive, so every pound carried that is not payload is revenue lost. Advocates of battery trucking are not generous with numbers, but estimates run from 6,000 to 15,000 pounds of battery to be carried. Hence hydrogen’s appeal. Before the present focus on electrification, there was much interest in a future “hydrogen economy” (Google “Rocky Mountain Institute, hydrogen economy”). Reviving that concept will require the confidence of large investors in its profitability. Cross your fingers on that one. The bottom line? Remember the cheerful GI phrase: “If we had some ham, we could have ham and eggs. If we had some eggs.” Hydrogen as an energy carrier for transportation faces similar problems: There is no free hydrogen. There is no hydrogen infrastructure to supply it to consumers. View the full article

The 2024 Yamaha Ténéré 700 ($10,799). (Yamaha/) Overview It’s human nature to want more, but if Yamaha’s Ténéré 700 has proven anything, it’s that more is not always the answer when it comes to adventure bikes. Compared to the larger, more tech-laden machines that dominate the ADV space, the T7 is intended to be a simple, no-frills weapon for spirited off-road adventuring. This is an enduro bike with some touring capabilities more than it is a touring bike with modest off-road potential. The Ténéré 700 also highlights the versatility of Yamaha’s 689cc parallel twin, which made 64 hp and 44 lb.-ft. of torque when last strapped to the Cycle World dyno. That engine feels slightly outclassed when used in Yamaha’s road-going MT-07 and YZF-R7 sportbikes, but solid low-end grunt and loads of character make it a perfect platform for off-road use. A direct throttle response and tractable power delivery enable tires to bite firmly into terra firma, plus there’s still plenty of power to lift the front wheel over obstacles. All this renders electronic rider aids more of a nicety than a necessity—a good thing considering the T7 isn’t equipped with traction control, wheelie control, slide control, or any of the other electronic systems you might find on the competition. The Ténéré 700 is also available in the more rugged-looking Shadow Gray color. Notice the rally-bike inspirations in the small front fairing. (Yamaha/) For 2024, the ABS system was updated with three settings: ABS On, ABS Off, and Rear ABS Off (front ABS stays on). The system—and other important information—is managed through a rally-inspired 5-inch TFT dash that’s immensely more attractive than the previous generation’s LCD display. Two readout types are available: Street and Explorer. Yamaha’s Y-Connect app allows you to connect your smartphone to the bike for phone notifications and to check things like fuel consumption history. The 2024 model’s wire harness was also updated to easily accept Yamaha’s accessory quickshifter ($199.99). Other notable hardware includes KYB suspension with 8.3 inches of travel up front and 7.9 inches of travel out back. Brembo front brake calipers are clamped to 282mm brake discs, while Pirelli Scorpion Rally STR tires are mounted with tubes for easier trailside repairs. The tank measures 4.2 gallons, which is sufficient, but 0.3 to 1.1 gallons smaller than anything else in the class. A benefit here is the bike’s relatively low, 452-pound wet weight. A vertical 5-inch TFT was added for 2024. The screen is easy to read at a glance and easy to navigate, especially considering there aren’t multiple submenus. (Yamaha/) The bike’s narrow, rally-inspired front fairing and relatively short, nonadjustable windscreen are purposely minimal so that they don’t interfere in out-of-the-seat off-road riding. That equates to less wind protection while cruising down the highway and some helmet buffeting, but Yamaha didn’t really design the T7 for long days on the interstate. That’s even more apparent when you get the bike into the dirt; the combination of solid chassis and lightweight handling allow you to easily pick your way through technical terrain and carry more speed than a larger adventure bike might. One of the only issues is that ABS settings aren’t sticky, meaning you have to reselect your preferred setting every time you shut the bike off. This is made more frustrating by the fact that front ABS activates early and often in the dirt. Then again, electronics aren’t the talking point when it comes to the Ténéré 700. This is very much an adventure bike for those who want less—not more. The stock Ténéré 700 seat dips low for a manageable seat height. Yamaha’s optional one-piece rally seat ($219.99) sits 1.6 inches taller for added comfort, for taller riders. (Yamaha/) Pricing and Variants The 2024 Ténéré 700 is available in Team Yamaha Blue or Shadow Gray color options. There’s no difference in price and no optional upgrades, with both colors coming in at a reasonable $10,799. Competition <a href="https://www.cycleworld.com/story/motorcycle-reviews/2022-aprilia-tuareg-660-first-ride/"><b>Aprilia Tuareg 660, $12,299</b></a> <a href="https://www.cycleworld.com/motorcycle-reviews/bmw-f-900-gs-ride-review/"><b>BMW F 900 GS, starting at $13,495</b></a> <a href="https://www.cycleworld.com/motorcycle-reviews/cfmoto-ibex-450-first-ride-review/"><b>CFMoto Ibex 450, $6,500</b></a> <a href="https://www.cycleworld.com/honda/transalp/"><b>Honda Transalp, $9,999</b></a> <a href="https://www.cycleworld.com/motorcycle-reviews/husqvarna-norden-901-expedition-first-ride-2023/"><b>Husqvarna Norden 901, $14,899</b></a> <a href="https://www.cycleworld.com/story/buyers-guide/2020-ktm-790-adventureadventure-r/"><b>KTM 790 Adventure, $10,990</b></a> <a href="https://www.cycleworld.com/motorcycle-reviews/ktm-890-adventure-r-review/"><b>KTM 890 Adventure R, $15,799</b></a> <a href="https://www.cycleworld.com/bikes/suzuki-v-strom-800de-mexican-1000-rally-race-project/"><b>Suzuki V-Strom 800DE, $11,599</b></a> <a href="https://www.cycleworld.com/motorcycle-reviews/triumph-tiger-gt-pro-and-rally-pro-first-ride-review/"><b>Triumph Tiger 900, starting at $14,995</b></a> News and Reviews <a href="https://www.cycleworld.com/motorcycle-reviews/yamaha-tenere-700-first-ride-review/"><b>2024 Yamaha Ténéré 700 First Ride Review</b></a> <a href="https://www.cycleworld.com/bikes/yamaha-tenere-700-dyno-test-2023/"><b>2023 Yamaha Ténéré 700 Dyno Test</b></a> The Ténéré 700 is a capable adventure bike for off-road riding. (Yamaha/) 2024 Yamaha Ténéré 700 Claimed Specs MSRP: $10,799 Engine: DOHC, liquid-cooled parallel twin; 8 valves Displacement: 689cc Bore x Stroke: 80.0 x 68.6mm Compression Ratio: 11.5:1 Transmission/Final Drive: 6-speed/chain Fuel System: Electronic fuel injection Clutch: Wet, multiplate; cable actuation Frame: Double-cradle steel tube Front Suspension: 43mm KYB telescopic fork, fully adjustable; 8.3 in. travel Rear Suspension: Single KYB shock, preload and rebound adjustable; 7.9 in. travel Front Brake: 4-piston calipers, dual 282mm discs (w/ ABS) Rear Brake: 1-piston caliper, 245mm disc (w/ ABS) Wheels, Front/Rear: D.I.D spoked wheels w/ aluminum rims; 21 x 2.50 in. / 18 x 4.50 in. Tires, Front/Rear: Pirelli Scorpion Rally STR; 90/90-21 / 150/70-18 Rake/Trail: 27.0°/4.1 in. Wheelbase: 62.8 in. Ground Clearance: 9.4 in. Seat Height: 34.4 in. Fuel Capacity: 4.2 gal. Claimed Wet Weight: 452 lb. Contact: yamahamotorsports.com View the full article

Yamaha’s YZF-R7 stands alone in the Blu Cru middleweight sportbike lineup. Originally released as a 2022 model, the R7 is based on the MT-07 platform with the same basic chassis and CP2 engine. This is the same 689cc parallel twin featured in the Ténéré 700 and XSR700. Utilizing one engine platform across a range of different models is something Yamaha has been successful with for years. Now, manufacturers such as Suzuki and Triumph have followed the same path, as we explored in our recent Supersport Comparison. The 2024 Yamaha YZF-R7 features a 689cc DOHC liquid-cooled parallel twin with a 270-degree crank, a six-speed transmission, and a slipper/assist clutch. An upshift-only quickshifter is available as an accessory for $200. Separating the YZF from the MT-07, Yamaha fitted the R7 with a fully adjustable 41mm KYB fork offering 5.1 inches of travel and a KYB shock with spring preload and rebound adjustment providing 5.1 inches of travel. The R7′s tubular steel chassis is derived from the MT-07, but with modifications to sharpen the steering geometry and increase rigidity. In another effort to increase the performance of the R7, Yamaha fitted the supersport with a Brembo front brake master cylinder with dual 298mm disc and four-piston radial-mount calipers. And just like the MT-07, XSR700, and Ténéré 700, the R7′s electronics package is limited to ABS. 2024 Yamaha YZF-R7 Dyno Chart. (Robert Martin/) Before hitting our Dynojet 250i dynamometer, the R7 tipped our automotive scales at 418 pounds. On the Cycle World dyno, the 2024 Yamaha YZF-R7 produced 64.8 hp at 8,490 rpm and 44.5 lb.-ft. of torque at 6,520 rpm. For reference, the 2023 Yamaha Ténéré 700 produced 61.7 hp at 9,040 rpm and 42.5 lb-ft of torque at 6,470 rpm. Although Yamaha’s CP2 engine has grown a little long in the tooth, it is still one of the most fun, playful, and charismatic engines in motorcycling. It’s a Cycle World favorite in R7, as well as the Ténéré 700, MT-07, and XSR700. The bottom-end’s torquey and tractable power delivery makes it great for popping wheelies, pulling off an apex, or squirting away from a stoplight. The Yamaha R7 may not be the fastest, most powerful bike in the class, but it’s one of the sharpest parallel-twin sportbikes. View the full article

The 2024 Yamaha YZF-R3 ($5,499). (Yamaha/) Overview The small-displacement sportbike category is split between manufacturers that believe bigger is better and those that think entry-level bikes don’t need to be any more potent. Yamaha sits on the less-is-more side of the argument with its YZF-R3, which wears its sportbike lines proudly but is powered by a mild-mannered 321cc parallel twin. The result is a bike that looks the part while still being exceptionally user-friendly and plenty accommodating for newer riders. Key to Yamaha’s approach is the aforementioned 321cc twin, which made 36 hp and roughly 20 lb.-ft. of torque when last strapped to Cycle World’s in-house dyno. And while that’s not going to help you chase down Kawasaki’s newer, larger-displacement Ninja 500, power delivery is smooth and the high-revving engine is still plenty entertaining as comfort levels—and pace—start to come up. This is like bringing nunchucks to a gunfight—you’re better prepared than with a knife, but still a bit outclassed. The YZF-R3 is also available in Vivid White, which takes a step away from Yamaha’s race-inspired color scheme. (Yamaha/) The R3′s sportbike lineage shows through in its nimble, confidence-inspiring handling that’s well suited for city streets or the occasional trip down your favorite canyon road. Suspension is relatively firm considering the bike’s intentions while the single 298mm front brake disc reminds you of Yamaha’s racing roots, with great feedback and plenty of stopping power. This might not be the fastest small-displacement sportbike on the market, but there are sporty bones under those fairings. The YZF-R3 lacks the aggression and power of its more performance-oriented competition, but is still a great option for new riders looking to get their feet wet at the track. (Yamaha/) Speaking of fairings, Yamaha has done a great job of keeping the R3′s design in-line with what you’ll see on its larger-displacement sportbikes, like the YZF-R7 and YZF-R1. Unfortunately, there are no rider aids or other electronic niceties outside of LED lighting and a digital dash, whereas some of the competition has already made the electronic leap. Yes, even on their small-displacement sportbikes. The result is a no-frills sportbike that looks the part while offering a nice steppingstone within Yamaha’s proven sportbike lineup. While the R3’s digital display is not the latest TFT technology, it’s well organized and gives the bike a modern look. Same for the R1-inspired top triple clamp. (Yamaha/) Pricing and Variants The 2024 YZF-R3 is available in Team Yamaha Blue or Vivid White color options for $5,499. Competition <a href="https://www.cycleworld.com/motorcycle-reviews/aprilia-rs-457-first-ride/"><b>Aprilia RS 457, $6,799</b></a> <b>Honda CBR300R, $4,899</b> <a href="https://www.cycleworld.com/motorcycle-reviews/kawasaki-ninja-500-first-ride-review/"><b>Kawasaki Ninja 500, $5,299 to $6,599</b></a> <a href="https://www.cycleworld.com/story/motorcycle-reviews/2022-ktm-rc-390-track-test/"><b>KTM RC 390, $5,899</b></a> <b>Suzuki GSX250R, $5,099</b> It’s easy to see the YZF-R7 and YZF-R1 inspirations. (Yamaha/) News and Reviews <a href="https://www.cycleworld.com/2019-yamaha-yzf-r3-first-ride-review/"><b>2019 Yamaha YZF-R3 First Ride Review</b></a> <a href="https://www.cycleworld.com/2019-yamaha-yzf-r3-vs-kawasaki-ninja-400/"><b>2019 Yamaha YZF-R3 vs. Kawasaki Ninja 400</b></a> 2024 Yamaha YZF-R3 Claimed Specs MSRP: $5,499 Engine: DOHC, liquid-cooled inline-twin; 4 valves/cyl. Displacement: 321cc Bore x Stroke: 68.0 x 44.1mm Compression Ratio: 11.2:1 Transmission/Final Drive: 6-speed/chain Fuel System: Electronic fuel Injection w/ 32mm throttle bodies Clutch: Wet, multiplate; cable operation Frame: Diamond-type steel-tube Front Suspension: 37mm Kayaba USD fork, nonadjustable; 5.1 in. travel Rear Suspension: Kayaba shock, preload adjustable; 4.9 in. travel Front Brake: 2-piston slide-pin caliper, 298mm disc w/ ABS Rear Brake: 1-piston slide-pin caliper, 220mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 2.75 x 17 in. / 4.5 x 17 in. Tires, Front/Rear: Dunlop Sportmax GPR-300; 110/70-17 / 140/70-17 Rake/Trail: 25.0°/3.7 in. Wheelbase: 54.3 in. Ground Clearance: 6.3 in. Seat Height: 30.7 in. Fuel Capacity: 3.7 gal. Wet Weight: 375 lb. Contact: yamahamotorsports.com View the full article

Yamaha is working on a forward-facing camera, which we believe is to aid auto-dimming headlights. (Yamaha/) Yamaha is on the verge of adding a forward-facing camera to upcoming touring models, potentially including a revised Tracer 9 GT+ and Ténéré 700. New patent applications from the company show details of the camera unit and its mounting hardware, with a focus on mundane details of the camera’s attachment points and a system that allows the protective transparent cover in front of its lens to be removed for cleaning. These patents suggest that the system is approaching production, with the focus being on integration of the camera with specific bikes rather than on the innovations within the camera unit itself. Although there’s a possibility that the camera—referred to in the patents as a “detection device”—is part of a rider-assist system for lane monitoring or frontal impact warnings, its purpose may actually be simply to operate an auto-dimming system for the bike’s headlights. Kawasaki has already implemented just such a system using a forward-facing camera behind the screen of the H2 SX SE, enabling its AHB (Auto High Beam) control that works above 12.4 mph after dark to automatically switch between high and low beam headlights depending on whether there’s an approaching vehicle. The Kawasaki H2 SX SE has Auto High Beam control that is enabled by a forward-facing camera. (Kawasaki/) It’s a technology that’s been available in cars for half a century (Oldsmobile and Cadillac offered the first such system as the Autronic Eye as long ago as 1952), using a photoelectric sensor to “see” oncoming headlights and switch to the low beam. Today, the ready availability of cheap digital camera sensors means it’s an idea that’s easier than ever to implement, so it’s standard on many cars, with some even going a step further and selectively dimming specific parts of their lights to avoid blinding oncoming drivers while keeping the rest of the road illuminated. On bikes it’s still unusual, but it’s the most likely explanation for the addition of a camera to the front of an upcoming Yamaha model. The new patents show the front of a twin-headlight machine with an electrically adjustable windshield above. Both are key elements of specific patents. The twin lights allow the camera to be mounted between them, ensuring it’s stable and solidly attached to the front of the bike without requiring its own bracket, thus minimizing the number of new components needed. The electric windscreen covers the screws that secure the camera, thus providing security for the unit when parked. (Yamaha/) The electric screen is key to solving a less obvious problem, that of security. To make sure that the camera is protected from damage it has its own transparent screen in front of the lens, blending in with the front end of the bike and making sure that dirt, insects, or debris can’t get to the camera itself. But that screen needs to be able to be cleaned, both inside and out, to get the best performance from the camera so it’s attached via two quick-release screws. That introduces the problem of security (the cover is easy to remove, so it’s also easy to steal), which is where the electric screen comes into play. The camera cover’s screws can only be accessed when the screen is raised to its highest position. When the bike is parked and turned off, the screen lowers to cover the camera cover’s screws, solving the security problem. Perhaps surprisingly, it’s an existing idea. BMW uses the movement of the screen on the R 1250 RT as an anti-theft measure when bikes are fitted with the optional navigation system. In its low position, the screen stops the nav from being removed. Further patents from Yamaha showing the same upcoming new model also reveal that it has a storage cubby on the right-hand side of the fairing, just below the bars, where the nose blends into the fuel tank, but so far none of the illustrations give an accurate look at the complete bike, leaving a question as to whether it will be a development of the Tracer range or a new Ténéré model. An updated Ténéré 700 is expected for 2025, and the new model has been spotted on test with revised bodywork, a new headlight, and adjustable screen that match the patents for the camera system, and extensive disguising covers over its side fairings in the area where the storage box is expected to be fitted. View the full article

2024 Husqvarna Svartpilen 401. (Husqvarna/) Overview Husqvarna’s Svartpilen is a scrambler-style motorcycle that is packed with panache. At a glance you would never know that it’s an über-affordable entry-level machine. There isn’t anything else like it—outside of its stablemate the Vitpilen 401—in the entry-level world of motorcycles. The bike’s styling, fit, finish, and features make it a bike that you won’t soon grow out of. Built to excel around urban environments, yet fully capable of exploring outside of it with its knobby tires and scramble features, the Svartpilen 401 is a truly versatile bike. It’s powered by a 399cc liquid-cooled single-cylinder engine with fuel injection, ride-by-wire throttle control, and multiple ride modes. It even comes with an up/down quickshifter standard. The chassis features a steel-trellis frame, WP Apex suspension with 5.9 inches of travel at each end, a pair of ByBre brakes with a radial-mount four-piston caliper and 320mm disc at the front and a twin-piston 240mm disc setup at the rear. Bosch cornering-sensitive ABS is standard. Other features that are rarely seen at this price include the 5-inch full-color TFT display, Bluetooth connectivity, and LED lighting. Pricing and Variants The 2024 Svartpilen 401 has a $5,899 MSRP. Competition <a href="https://www.cycleworld.com/bikes/husqvarna-vitpilen-401-and-svartpilen-401-first-look/"><b>Husqvarna Vitpilen 401, $5,899</b></a> <a href="https://www.cycleworld.com/2018-bmw-g310r-naked-motorcycle-first-ride-review/"><b>BMW G 310 R, $4,995</b></a> <a href="https://www.cycleworld.com/motorcycle-reviews/triumph-speed-400-and-scrambler-400-x-review/"><b>Triumph Scrambler 400 X, $5,595</b></a> <a href="https://www.cycleworld.com/story/motorcycle-reviews/royal-enfield-scram-411-first-ride-2023/"><b>Royal Enfield Scram 411, $5,099</b></a> <a href="https://www.cycleworld.com/honda/scl500/"><b>Honda SCL500, $6,799</b></a> News and Reviews <a href="https://www.cycleworld.com/bikes/husqvarna-vitpilen-401-and-svartpilen-401-first-look/"><b>Svartpilen 401 First Look</b></a> 2024 Svartpilen 401 Claimed Specs MSRP: $5,899 Engine: DOHC, liquid-cooled single; 4 valve/cyl. Displacement: 399cc Bore x Stroke: 89.0 x 64.0mm Compression Ratio: 12.6:1 Transmission/Final Drive: 6-speed/chain Fuel System: DKK Dell’Orto w/ 46mm throttle body; ride-by-wire Clutch: PASC slipper clutch; mechanically operated Frame: Steel trellis w/ bolt-on cast-aluminum subframe Front Suspension: 43mm WP Apex, compression and rebound damping adjustable; 5.9 in. travel Rear Suspension: WP Apex monoshock, spring preload and rebound damping adjustable; 5.9 in. travel Front Brake: 4-piston radial-mount caliper, 320mm disc w/ ABS Rear Brake: 2-piston caliper, 240mm disc w/ ABS Wheels, Front/Rear: Spoked; 17 in./17 in. Tires, Front/Rear: 110/70-17 / 150/60-17 Rake/Trail: 24.0°/NA Wheelbase: 53.9 in. Ground Clearance: 7.1 in. Seat Height: 32.3 in. Fuel Capacity: 3.4 gal. Wet Weight: 351 lb. Contact: husqvarna-motorcycles.com View the full article

2024 Husqvarna Vitpilen 401. (Husqvarna/) Overview Husqvarna’s Vitpilen is a more asphalt-oriented variation of its close sibling, the Svartpilen 401. Like that scrambler motorcycle, the Vitpilen is über stylish and packs a ton of features for an entry-level machine. Where its stablemate features spoked rims and knobby tires, the Vitpilen wears road-oriented rubber on its cast-aluminum wheels. And while this machine is much happier keeping the rubber on the tarmac, it’s otherwise equally as versatile. It’s powered by a 399cc liquid-cooled single-cylinder engine with fuel injection, ride-by-wire throttle control, and multiple ride modes. It even comes with an up/down quickshifter and anti-theft device as standard. The chassis features a steel-trellis frame, WP Apex suspension with 5.9 inches of travel at each end, a pair of ByBre brakes with a radial-mount four-piston caliper and 320mm disc at the front and a twin-piston 240mm disc setup at the rear. Bosch cornering-sensitive ABS is standard. Other features that are rarely seen at this price include the 5-inch full-color TFT display, Bluetooth connectivity, and LED lighting. Pricing and Variants The 2024 Vitpilen 401 has a $5,899 MSRP. Competition <a href="https://www.cycleworld.com/bikes/husqvarna-vitpilen-401-and-svartpilen-401-first-look/"><b>Husqvarna Svartpilen 401, $5,899</b></a> <a href="https://www.cycleworld.com/2018-bmw-g310r-naked-motorcycle-first-ride-review/"><b>BMW G 310 R, $4,995</b></a> <a href="https://www.cycleworld.com/motorcycle-reviews/triumph-speed-400-and-scrambler-400-x-review/"><b>Triumph Scrambler 400 X, $5,595</b></a> <a href="https://www.cycleworld.com/motorcycle-reviews/royal-enfield-guerilla-450-first-ride/"><b>2025 Royal Enfield Guerrilla 450, $TBA</b></a> <a href="https://www.cycleworld.com/honda/scl500/"><b>Honda SCL500, $6,799</b></a> News and Reviews <a href="https://www.cycleworld.com/bikes/husqvarna-vitpilen-401-and-svartpilen-401-first-look/"><b>Vitpilen 401 First Look</b></a> 2024 Vitpilen 401 Claimed Specs MSRP: $5,899 Engine: DOHC, liquid-cooled single; 4 valve/cyl. Displacement: 399cc Bore x Stroke: 89.0 x 64.0mm Compression Ratio: 12.6:1 Transmission/Final Drive: 6-speed/chain Fuel System: DKK Dell’Orto w/ 46mm throttle body; ride-by-wire Clutch: PASC slipper clutch; mechanically operated Frame: Steel trellis w/ bolt-on cast-aluminum subframe Front Suspension: 43mm WP Apex, compression and rebound damping adjustable; 5.9 in. travel Rear Suspension: WP Apex monoshock, spring preload and rebound damping adjustable; 5.9 in. travel Front Brake: 4-piston radial-mount caliper, 320mm disc w/ ABS Rear Brake: 2-piston caliper, 240mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 17 in./17 in. Tires, Front/Rear: 110/70-17 / 150/60-17 Rake/Trail: 24.0°/ N/A Wheelbase: 53.9 in. Ground Clearance: 7.1 in. Seat Height: 32.3 in. Fuel Capacity: 3.4 gal. Wet Weight: 341 lb. Contact: husqvarna-motorcycles.com View the full article

The 2024 Yamaha Bolt R-Spec ($8,899). (Yamaha/) Overview The search for a classically styled middleweight cruiser has traditionally started and ended at Harley-Davidson’s Sportster, but with Harley-Davidson taking a more modern approach with its latest-generation Nightster and Sportster S, bikes like the Bolt R-Spec are creeping back into the cruiser spotlight. Hardware is not the main talking point here, but a quick pass through the Bolt’s features highlight’s Yamaha’s less-is-more approach. Power comes courtesy of an air-cooled 60-degree V-twin. And while that engine may lack the bark of Harley’s finely tuned Sportsters of yesteryear, it offers near seamless fueling and plenty of low-end grunt for casual around-town cruising. Yes, there are some vibrations as you near 80 mph on the highway, but those settle down to something best described as “character” when cruising around town. Just what you want on a mid-displacement cruiser. Hopefully you’re a fan of the Bolt R-Spec’s blacked-out look. The bike is only available in this Raven color. The keyword to this design is “simple.” (Yamaha/) There’s not an abundance of room in the Bolt R-Spec’s compact saddle, but the bike’s modest dimensions mean it’s an easy motorcycle for newer riders to get comfortable on. Well-positioned mid-control footpegs make it a comfortable mount for the type of riding it was intended for too. That includes short jaunts around town with the occasional stretch down the open highway. Relatively light handling and sporty shocks offer just enough performance for when the pace picks up. While that hardware is important and Yamaha is quite good at building seamless machines, the focus for a bike like the Bolt R-Spec is styling, and Yamaha has done a great job of incorporating the classic lines you’d expect from a V-twin cruiser. A 3.4-gallon teardrop tank, dual piggyback shocks, 12-spoke cast-aluminum wheels, and blacked-out finishes fit the bill. Plus, there’s very little badging. While the Bolt R-Spec’s classic lines are appreciated, there’s a decent number of aftermarket options for the bike. (Yamaha/) More benefits come in the form of a low, 27.2-inch seat height and modern LED lighting. And while Yamaha hasn’t tweaked the formula much in recent years, the Bolt R-Spec’s straightforward design is what makes it so appealing. Pricing and Variants The Bolt R-Spec is available in any color you’d like so long as it’s black (with a small red accent on the tank). MSRP is $8,899. Intimidating dimensions and a V-twin engine with good low-end grunt make the Bolt R-Spec a great bike for newer riders. (Yamaha/) Competition <a href="https://www.cycleworld.com/story/buyers-guide/2020-kawasaki-vulcan-s/"><b>Kawasaki Vulcan S, $7,349 to $8,499</b></a> <a href="https://www.cycleworld.com/story/buyers-guide/2020-suzuki-boulevard-c50t/"><b>Suzuki Boulevard C50, $9,299</b></a> <a href="https://www.cycleworld.com/story/bikes/royal-enfield-super-meteor-650-first-look-2023/"><b>Royal Enfield Super Meteor 650, $6,999 to $7,499</b></a> <a href="https://www.cycleworld.com/harley-davidson/nightster/"><b>Harley-Davidson Nightster, $11,999 to $12,299</b></a> <a href="https://www.cycleworld.com/2015/12/02/2016-indian-scout-sixty-cruiser-motorcycle-review-first-ride-photos/"><b>Indian Scout Sixty, starting at $11,749</b></a> 2024 Yamaha Bolt R-Spec Claimed Specs MSRP: $8,899 Engine: SOHC, air-cooled, 60º V-twin; 4 valves/cyl. Displacement: 942cc Bore x Stroke: 85.0 x 83.0mm Compression Ratio: 9.0:1 Transmission/Final Drive: 5-speed/belt Fuel System: Fuel injection Clutch: Wet, multiplate; cable operation Frame: Steel tube Front Suspension: 41mm telescopic fork; 4.7 in. travel Rear Suspension: Dual piggyback shocks; 2.8 in. travel Front Brake: 298mm disc Rear Brake: 298mm disc Wheels, Front/Rear: 12-spoke cast aluminum; 19 in./16 in. Tires, Front/Rear: Bridgestone Exedra; 100/90-19 / 150/80-16 Rake/Trail: 29.0°/5.1 in. Wheelbase: 61.8 in. Ground Clearance: 5.1 in. Seat Height: 27.2 in. Fuel Capacity: 3.4 gal. Wet Weight: 542 lb. Contact: yamahamotorsports.com View the full article

Around 25,000 units are affected worldwide. View the full article

Enea Bastianini took the win on Saturday and Sunday. (MotoGP/) In winning the Silverstone round Enea Bastianini (factory Ducati) shattered conventional expectations (it’s gotta be Bagnaia, Martín, or Márquez!) and focused attention on how this weekend began for him, and on his “weird” (Marc Márquez’s word) riding style. I have previously held forth, perhaps tediously, on the plight of several gifted riders whose sporadic success reveals their talent. The usual bushel under which they conceal their candles is that of being mysteriously faster in the race than in the practices and qualifying. This is often based upon being somehow slow on the new/soft tires that are run on Fridays and Saturdays, and remarkably faster on used tires. This, by resulting in undistinguished qualifying positions, forces them to start with the disadvantage of having to pass many riders on Sunday. Speaking Friday, Bastianini said, “It was a positive day, as I felt comfortable straight away with the base setup.” Words like these are more often heard from the top men, who are fast from FP1, advance easily to Q2, and qualify up front. The fundamental reason for being somehow slow, and therefore unable to get a front-two-rows start position? To be fast for one lap requires a quite different setup from that run in the race. The race is long, which requires being fast as the tires age and hit tire drop (it was lap 11 for many this weekend), yet must retain enough grip to fight off attacks in the final laps. Francesco Bagnaia lost valuable championship points with a crash in Saturday’s Tissot Sprint. (MotoGP/) A qualifying bike is not carrying the full load of 30 pounds of gas, but it has the extra grip usually resulting from softer-than-Sunday tire choices. Nearly all riders note that this year’s new Michelin rear tends to overcome front grip to produce push (running wide). Experienced crew chiefs see to it that effective measures are taken early in the weekend to deal with the extra push of a softer rear. Bastianini and Used Tires Riders have commented that Bastianini is usually the fastest rider in the second half of Sunday’s race. That is, he is the fastest man on used tires. What if some day his crew puts the Friday and Saturday terms into the equation? That day was August 5 at Silverstone. Francesco Bagnaia took the lead and held it for 11 laps, when Jorge Martín took it for the next seven. Bastianini had fallen back to fourth three laps after the start, but moved forward only gradually, becoming third on lap 11, then second on lap 14. On lap 17 he closed to half a second behind Martín, and made the pass on lap 19, winning by nearly two seconds. He had something extra—quite a big something—at the end. The difference that turns such late-race speed into a win? Being fast from FP1, qualifying first, and starting first. Otherwise, starting well down, his fast late laps in the past only got him to so-so finish positions, so cameras focused on others. Bastianini was nearly two seconds ahead of Jorge Martín at the finish. (MotoGP/) Bastianini also won the Saturday sprint, saying, “I’m happy because the feeling with the bike has been excellent since yesterday. Bagnaia (third, factory Ducati) described his race: “I got into the lead and tried to manage the race as best I could… I couldn’t push as hard as I wanted with the front tire. I had to use the rear tire more in order [to make the bike turn]. This led to some struggles at the end of the race. “When Martín overtook me I tried to stay with him but I almost tucked the front at turn 7. Bagnaia has issues with front grip at Silverstone. (MotoGP/) “I turn the bike with the front, and you can only do that when you have support from the tire, which I didn’t have today. With the medium, in several corners the front would lock up, I couldn’t stop, and always came a little wide. So I had to use the gas to [finish] the corner and I wore out the rear. “It’s clear that Enea, when he’s strong already from Friday, is really hard to beat, as he’s known for being very strong in the final part of the race. “Enea was good at being able to be softer on the tires in certain situations.” Fabio Di Giannantonio (fifth, VR46 Ducati) had the same problem as Bagnaia: “This bike has a push at the end of corners which makes it difficult to cut the line in a right way. “With the new tire it is even worse for us… Every time I’m not fully happy with the front tire—like today, we chose the medium—then I finish more the rear tire because I can’t force the front to turn more.” Márquez Needs to Find Several Seconds Marc Márquez (Gresini Ducati, fourth on Sunday) said of Bastianini, “His riding style is weird but at the same time he is very effective. At the beginning he struggles a bit more than Pecco and Martín with new tires, but he is always extremely fast with used tires. He can turn the bike by leaning it very little. “He was efficient and fast without too much movement. In every race he has been the fastest rider in the last 10 laps.” Less lean angle means conservation of edge grip, a handy asset to have in the last five laps. Aleix Espargaró (sixth, factory Aprilia) said of Bastianini, “He’s really smooth…slowing and accelerating really, really smoothly and taking care of the rear tire. “…this weekend the feeling—looking from outside—is that it was very easy for him.” Martín (second, Gresini Ducati) said of his race, “Behind Pecco I actually felt good, but when I was in front I struggled to stop the bike. “I tried to stay with [Bastinanini] but it was impossible to beat him. He was on another level today.” Jorge Martín said it was impossible to beat Bastianini this weekend. (MotoGP/) Inevitably, Bastianini was besieged by journalists wanting to know his strategy for winning the championship. He said, “I don’t think I’m in contention for the title. Pecco and Jorge have shown more consistency in every race and are always at the top of their form. Often, I don’t find the right feeling right away or I find myself starting behind. To be able to fight for a title you need to improve in this sense. “[My] first goal is to find more consistency in qualifying.” For those who urgently expect Márquez (fourth, Gresini Ducati) to shine with his former intensity, he said, “This was my worst Friday, and I was far away. But little by little I managed to recover. On Saturday I worked until the evening with the team and today I managed to stay close to Pecco, who suffered in turn. “At the moment we are on average four to five seconds slower in the race (than the Pecco-Martín duo) so we have to improve more than two- or three-tenths a lap if we want to fight with them, but it’s a lot.” Sports broadcaster and former rider Neil Hodgson said, “It’s the worst weekend that we’ve seen him on the Ducati: inconsistent through practice, mistakes, crashes. Crashed out of the sprint race. “We saw a few aerial views… He’d gain on entry, gain two bike lengths on the way in, but lose five on the way out.” Márquez had spoken of a shortfall in acceleration. Hodgson continued, “You know when Marc is having a bad weekend because he rides it (the Ducati) like a Honda, and it doesn’t work.” Aprilia’s New Aero Espargaró (sixth, factory Aprilia) had won Silverstone from Bagnaia last year, so eyes were on him to repeat. “We did a great job during this weekend. Yesterday we set a new lap record in qualifying and also today in the race.” Aprilia deployed its single in-season aero update at Silverstone. It features a rounded front, radical venturi sides, angled to parallel the pavement at full lean. A two-element slotted airfoil attaches to the “chin,” its tips terminating in upswept winglets as seen on airliners. The underseat area is sheeted in, presumably in hope of ducting away hot air with minimum rider contact. On Friday, Espargaró said, “The new aerodynamics seem to be working well—the bike is more agile. Aleix Espargaró said the Aprilia is more agile after the new aero, but despite setting a new lap record, he couldn’t break the top five on Sunday. (Aprilia/) “…it’s not a step forward in terms of temperature.” (A 280–300 hp engine is an air fryer.) “The ground effect downforce has been improved when the bike is at lean angle…and sensitivity to side winds has decreased.” 1950s GP rider Bill Lomax spoke of Guzzi’s work in its own wind tunnel to decrease gust response. High tech! The designers made the sides of the fairing rounded rather than flat! Espargaró fended off expectations of higher placing by saying, “…in terms of management of the rear tire, there was nothing I could do.” Maverick Viñales (13th, factory Aprilia), said, “We need to understand…what we’re missing to get back to being competitive…since we’ve gone from winning races to suffering. Here…after the fifth lap I had no more rear tire.” When asked if the problem was Ducati’s growing strength, he said, “They’re not the ones who have progressed. We’ve taken a step back.” KTM’s Continued Struggle Pedro Acosta was KTM’s top finisher (ninth). In calling for increased corner apex speed capability, he echoed Andrea Dovizioso’s years of similar urgings ignored at Ducati. Acosta said, “From the beginning of our (KTM’s) history in MotoGP…we were strong in braking and tight corners (the classic point-and-shoot strengths). It’s nothing new.” He noted that point-and-shoot fails on fast and flowing circuits like Silverstone; “To ride the V-line, it’s not the way [here]. To brake hard is not the way. Because if you brake hard here, you break [your] speed. And if you break your speed, you are done.” Remember that not so long ago, Ducati planners were sure that they could beat Honda by hammering point-and-shoot even harder. Only once it was realized that a multi-capable motorcycle could excel over bikes built for a single style were they able to ascend to their present height—all eight Ducatis in the top 10 this past weekend. Without Bastianini’s breakthrough in being fast from FP1 onward, Silverstone would have been another Martín-versus-Bagnaia weekend. Can Bastianini and his crew now repeat this at will, or was it happenstance? Austria will tell us. Can Bastianini repeat his front-row start to set him up for a win going forward? (MotoGP/) There is still no good news from either Yamaha or Honda. New parts arrive and tests reveal nothing of note. Martín has narrowly regained the point lead, at 241 versus 238 for Bagnaia. Bastianini now has 192, Márquez 179, and Viñales 130. Austria is next, August 16–18. View the full article

2024 Husqvarna 701 Enduro. (Husqvarna/) Overview Strong platforms stand the test of time, and the one that the 701 Enduro is based on has done just that. This single-cylinder dual sport can serve many purposes from lightweight ADV to heavyweight enduro, which gives it a ton of versatility. Its 693cc SOHC single is shared with no less than five other models including its Supermoto sibling under the Husqvarna banner. It is liquid-cooled, has electric starting, fuel injection, and features ride-by-wire throttle, which allows multiple ride modes. It also has lean-sensitive ABS and traction control. A steel-trellis frame and composite subframe with integrated fuel tank anchor the chassis. Suspension consists of a WP 48mm Xplor fork with 9.8 inches of travel in the front and a linked WP shock with identical travel. Wheels measure 21 inches in front and 18 inches at the rear with 90/90-21 and 140/80-18 rubber, respectively. Brembo brakes with Bosch ABS handle braking duty. Pricing and Variants The 2024 Husqvarna 701 Enduro is $12,999 in the single white color. Competition <a href="https://www.cycleworld.com/honda/xr650l/"><b>Honda XR650L, $6,999</b></a> <a href="https://www.cycleworld.com/kawasaki/klr650/"><b>Kawasaki KLR650, starting at $6,899</b></a> <b>2025 </b><a href="https://www.cycleworld.com/story/buyers-guide/2020-suzuki-dr650s/"><b>Suzuki DR650S, $7,199</b></a> <a href="https://www.cycleworld.com/story/buyers-guide/2020-ktm-690-enduro-r/"><b>KTM 690 Enduro R, $12,999</b></a> <a href="https://www.cycleworld.com/story/motorcycle-news/gasgas-es-700-first-look-2023/"><b>GasGas ES 700, $12,699</b></a> News and Reviews <a href="https://www.cycleworld.com/story/bikes/2021-husqvarna-701-enduro-lr-dyno-test/"><b>Husqvarna 701 Enduro Dyno Test</b></a> 2024 Husqvarna 701 Enduro Claimed Specs MSRP: $12,999 Engine: SOHC, liquid-cooled single; 4 valves Displacement: 693cc Bore x Stroke: 105.0 x 80.0mm Compression Ratio: N/A Transmission/Final Drive: 6-speed/chain Fuel System: Keihin EFI w/ 50mm throttle body; ride-by-wire Clutch: Wet, multiplate slipper; cable operation Frame: Chromoly steel trellis Front Suspension: WP 48mm Xplor fork, compression and rebound adjustable; 9.8 in. travel Rear Suspension: WP linked monoshock, fully adjustable; 9.8 in. travel Front Brake: 2-piston Brembo caliper, 300mm disc w/ ABS Rear Brake: 1-piston Brembo caliper, 240mm disc w/ ABS Wheels, Front/Rear: Spoked; 21 in./18 in. Tires, Front/Rear: 90/90-21 / 140/80-18 Rake/Trail: 27.7°/NA Wheelbase: 59.25 in. Ground Clearance: 10.6 in. Seat Height: 36.4 in. Fuel Capacity: 3.4 gal. Wet Weight: 322 lb. Contact: husqvarna-motorcycles.com View the full article

2024 Kawasaki Ninja 500 in Metallic Spark Black/Metallic Flat Raw Graystone. (Kawasaki/) Overview Kawasaki’s Ninja 500 sportbike offers the same accessibility as the Ninja 400 but with a larger engine. For 2024, Kawasaki bumped up the engine displacement of its tried-and-true 399cc mill to 451cc by increasing the stroke by 8.6mm. Along with the larger engine, the Ninja 500 also receives updated styling and a new dash—other than that, the Ninja 500 is extremely similar to the Ninja 400. The 2024 Kawasaki Ninja 500 features a 451cc DOHC liquid-cooled parallel twin making a claimed 51 hp at 10,000 rpm and 31.7 lb.-ft. of torque at 7,500 rpm. Bore measurement remains the same as the 400 at 70.0mm, but this larger engine (utilized in the Ninja 500, Z500, and Eliminator) now features a 58.6mm stroke. At its core, the Ninja 500 chassis is the Ninja 400 chassis. The 500 utilizes the same steel-trellis frame, 41mm telescopic fork, horizontal back-link shock, and braking system with a dual-piston caliper and 310mm rotor up front and a single 220mm rotor and single-piston caliper at the rear. The 2024 Kawasaki Ninja 500 receives an updated LCD display. But for those who want even more premium features, check out the 2024 Kawasaki Ninja 500 SE ABS which features a full-color TFT display with a range of Kawasaki Genuine Accessories including special-edition graphics, Intelligent Proximity Activation Start System, LED turn signals, large windshield, pillion seat cover, frame sliders, USB-C outlet, tank pad, knee pads, radiator screen. 2024 Kawasaki Ninja 500 KRT Edition SE ABS. (Kawasaki/) Pricing and Variants The 2024 Kawasaki Ninja 500 is available in five variants: Ninja 500 non-ABS ($5,299) and Ninja 500 ABS ($5,699–$5,899); Ninja 500 KRT Edition ($5,499); Ninja 500 SE ABS ($6,399); Ninja 500 KRT Edition SE ABS ($6,399); Ninja 500 SE 40th Anniversary Edition ABS ($6,599). 2024 Kawasaki Ninja 500 SE 40th Anniversary Edition ABS. (Kawasaki/) Competition <a href="https://www.cycleworld.com/story/motorcycle-reviews/honda-cbr500r-abs-cb500f-abs-review-2022/"><b>Honda CBR500R, $7,399</b></a> <a href="https://www.cycleworld.com/story/motorcycle-reviews/2022-ktm-rc-390-track-test/"><b>KTM RC 390, $5,899</b></a> News and Reviews <a href="https://www.cycleworld.com/motorcycle-reviews/kawasaki-ninja-500-first-ride-review/"><b>2024 Kawasaki Ninja 500 First Ride Review&nbsp;</b></a> <a href="https://www.cycleworld.com/bikes/kawasaki-ninja-500-first-look/"><b>2024 Kawasaki Ninja 500 First Look</b></a> <a href="https://www.cycleworld.com/bikes/kawasaki-eliminator-se-dyno-test-2024/"><b>How Much Power Does the 2024 Kawasaki Eliminator SE Make?</b></a> 2024 Kawasaki Ninja 500 Claimed Specs MSRP: $5,299 / $5,699–$5,899 (ABS) Engine: DOHC, liquid-cooled, 4-stroke parallel twin Displacement: 451cc Bore x Stroke: 70.0 x 58.6mm Compression Ratio: 11.3:1 Transmission/Final Drive: 6-speed/chain Fuel System: DFI w/ dual 32mm throttle bodies Clutch: Wet, multiplate; cable operation Frame: Trellis, high-tensile steel Front Suspension: 41mm hydraulic telescopic fork; 4.7 in. travel Rear Suspension: Horizontal back-link shock, preload adjustable; 5.1 in. travel Front Brake: 2-piston calipers, 310mm disc (w/ ABS) Rear Brake: 1-piston caliper, 220mm disc (w/ ABS) Wheels, Front/Rear: Cast spoked; 17 in./17 in. Tires, Front/Rear: 110/70-17 / 150/60-17 Rake/Trail: 24.5°/3.6 in. Wheelbase: 54.1 in. Ground Clearance: 5.7 in. Seat Height: 30.9 in. Fuel Capacity: 3.7 gal. Wet Weight: 370 lb. / 375 lb. (ABS) Contact: kawasaki.com View the full article

Husqvarna’s travel-oriented Norden 901 Expedition sees a modest price bump compared to the Norden 901. MSRP is $15,799 versus $14,499 (Husqvarna/) Ups Upgraded with higher-spec Xplor suspension A whole catalog of accessories included as standard Minimal price increase for all of the significant upgrades Downs Included bags not very durable Windscreen fixed and not adjustable Have to buy different bag mounts if you want hard cases Verdict There are so many options in the adventure-bike class that it can be overwhelming. However, middleweight, multicylinder models offer an ideal balance between power and weight that makes them very appealing. Husqvarna’s newest member of the Norden family, the 901 Expedition, is an upscale-trim version of the base model that’s more travel oriented and worth a look for those riders who enjoy longer adventures. Similar to the Norden 901, the 901 Expedition shares much of its hardware with KTM’s 890 Adventure models, but all of that hardware is wrapped in bodywork that’s less aggressive than what you’d find on the KTM. (Husqvarna/) Overview Husqvarna hit the road running with its original Norden 901 thanks in large part to its ties to sister brand KTM and the 890 Adventure models that serve as the bones for the Norden. But while the Norden 901 shares an engine and chassis with the KTMs, Husqvarna took a different direction with the styling, replacing the knife-edge angles of the KTM with smooth, modern lines that spark memories of classic Paris-Dakar bikes of the ‘80s and ‘90s. The look is entirely Husqvarna; a round LED headlight sits high above the front wheel, flanked by integrated fog lights and a steeply angled windscreen. The Norden’s personality was intended to be equally as refined, Husqvarna deciding that the bike should be less aggressive and better suited to the everyday adventurer. By introducing the Expedition model right after, Husqvarna expanded on that concept by retaining much of what made the Norden 901 so great, but increasing its appeal with more travel-oriented hardware. Where the Expedition truly distinguishes itself from the Norden 901 is in componentry. It shares the more stout Xplor suspension with KTM’s 890 R, gets a burly skid plate, as well as touring amenities like a more protective windscreen, centerstand, and luggage as standard. While the Norden 901 Expedition is great off road, it’s equally as capable on pavement. (Husqvarna/) Updates for 2023 While the Norden 901 Expedition was an all-new model for 2023, it’s based heavily on the standard Norden 901, which was introduced as a 2022 model and has yet to see any updates. The big news here is the move to WP Xplor suspension. Comfort and convenience upgrades include heated grips and rider seat, a taller windshield, centerstand, soft luggage, and Connectivity Unit (optional on the base Norden), which allows you to connect your smartphone via Bluetooth to the motorcycle. Added protection comes in the form of a heavy-duty aluminum skid plate. Pricing and Variants The Norden 901 Expedition starts at $15,799—a modest price increase over the $14,499 Norden 901. The bike is available in just one color. Upgraded suspension and added protection mean the Norden 901 Expedition is up for serious adventure. (Husqvarna/) Competition The middleweight ADV category continues to grow in terms of popularity, and manufacturers have found different solutions to the same problem, meaning there are multiple options with a range of features. Entries into this space include the Yamaha Ténéré 700 ($10,499), KTM 890 Adventure ($13,949), BMW F 850 GS ($12,595), and even the standard Husqvarna Norden 901 ($14,499). Ducati’s DesertX ($17,695) is a legitimate contender with some serious off-road chops, while Triumph has a range of Tiger 900 options available ($14,995 to $17,395). More aggressive adventure models include the KTM 890 Adventure R ($15,199) and BMW F 850 GS Adventure ($13,595). Note: Listed MSRP are the starting price, and costs will vary depending on features. The 889cc LC8c engine borrowed from KTM’s 890 Adventure models delivers a broad spread of torque that allows the rider to choose a couple of different gear options. (Husqvarna/) Powertrain: Engine, Transmission, and Performance The power unit in the Expedition is identical in every regard to the base Norden. It’s the same 889cc LC8c parallel twin that also powers KTM’s 890 Adventure and 890 Adventure R. The liquid-cooled DOHC eight-valve engine produces a claimed 105 hp at 8,000 rpm and 74 lb.-ft. of peak torque at 6,500 rpm. The last KTM 890 Adventure R we ran on the Cycle World dyno cranked out 86.5 hp at 8,320 rpm and 58.1 lb.-ft. of torque at 6,870 rpm at the rear wheel. Service intervals are set at around 9,500 miles. “The LC8c engine that the Norden shares with the orange bikes is, straight up, an awesome adventure-bike powerplant,” Editor-at-Large Blake Conner said in his Norden 901 Expedition review. “It comes down to the balance between on-road and off. What do you intend to ride and where? On the road, the Norden feels sporty and quick, easily lofting the front wheel in second gear and acting like a hooligan. When making a quick pass, a downshift from sixth to fifth (or maybe fourth) wakes it up nicely and allows you to blast past. “Off-road, there is no denying that the LC8c is stout, not to the degree of the latest 1,200cc-plus monsters, but it doesn’t leave you wanting much more. In this era of awesome electronics, getting the most out of the engine is simply a matter of dialing in the intervention you’re comfortable with. That right there makes this bike a great choice for a huge range of riders. Expert riders will be totally happy letting it eat with big throttle openings and very little interference from the electronics, while others can find confidence through mellower delivery and more traction control.” The Expedition gets WP’s high-spec Xplor suspension front and rear. (Husqvarna/) Chassis/Handling The Norden 901 Expedition has a chromoly-steel frame that utilizes the engine as a stressed member. Rake is set at 25.8 degrees, with 4.2 inches of trail. Out back is a die-cast aluminum swingarm that utilizes a linkless PDS shock. A spoked 21-by-2.5-inch front and 18-by-4.5-inch rear wheel with tubeless design are mounted with Pirelli Scorpion Rally STR tires in 90/90-21 and 150/70-18 front and rear sizes. What separates the Expedition from the standard model are the more off-road-friendly WP Xplor suspension units front and rear. At the front, the base model’s WP Apex 43 (43mm stanchion) fork is swapped for the Xplor 48 fork with much larger 48mm stanchions. While the Apex fork has provisions for compression and rebound, the Xplor adds preload to the mix. Similarly, at the rear, the Apex shock is swapped for an Xplor shock. The Apex unit on the standard model has preload and rebound damping, while the Xplor unit is fully adjustable with preload, compression, and high- and low-speed rebound damping. Travel increases from the Apex’s 8.7 inches at the front and 8.5 inches at the rear to 9.4 inches at each end of the Expedition. This in turn increases the Expedition’s ground clearance 0.7 inch to 10.6, while also increasing the wheelbase slightly from 59.5 to 60.1 inches. “For such a large machine, weighing more than 500 pounds fully fueled, the Expedition carries the weight well,” Conner said. “Like its cousin, the 890 Adventure, the Norden’s saddle fuel tanks put the mass down low. This really pays off when snaking through the sand and makes the bike feel a lot lighter than the numbers would lead you to believe. “On the roughest terrain, soft and plush is the ticket. A few sections on our South Africa test included beat, ledgy, rock-strewn climbs, where momentum is key. Getting bounced off line by too-stiff suspension would have consequences, so the stock suspension setup on the bikes for the event proved to be really good. Picking a line through the biggest rocks isn’t a big deal as the Expedition tracks well as it sucks up the hits, and if you need to plow straight into some others to keep from losing that flow, so be it. After all, there’s no use in having that extra travel if you don’t utilize it, right?” Consider also that, as good as the Pirelli tires are for most conditions, a more aggressive knobby front tire is worth considering for those who plan on riding a lot of sand. A comfy but still fully supportive seat makes it easy to rack up miles on the Norden 901 Expedition. An added benefit is that the seat can be adjusted to two heights, either 34.4 inches in the low position or 35.2 inches in the high setting. (Husqvarna/) Brakes The mechanical details of the braking system include J.Juan (a Brembo sub-brand) radial-mount four-piston calipers up front with 320mm discs, while a twin-piston caliper and 260mm disc reside out back. Bosch’s 9.1 MP Cornering ABS utilizes an IMU to determine the bike’s lean angle and intervene accordingly when switched to the standard mode. In Offroad mode, ABS is turned off at the rear wheel so it can be completely locked, while the lean-sensitive function is turned off and ABS intervention reduced. Fuel Economy and Real-World MPG Fuel mileage numbers are not currently available for the Norden 901 Expedition. While soft bags are a nice standard feature it doesn’t take much for them to show signs of wear and tear, and the rigid part of the bag that holds the attachment hardware isn’t stiff enough to keep them from deforming. There are other options in Husqvarna’s accessory catalog, but they don’t utilize the same mounting hardware, so you would have to invest in that as well. (Husqvarna/) Ergonomics: Comfort and Utility “An area that Husky has done a great job finding balance is the riding position and ergonomics,” Conner said. “With a bunch of time spent off the asphalt, there is a lot of standing on the pegs. Placement of the bars is really good (they can be adjusted to six different positions with 30mm of fore and aft adjustment). While standing, getting a good view over the extra tall touring windscreen is not an issue, but in some other sections, when seated, seeing through that towering muddy screen is really difficult. We’d likely shop the accessory catalog for a lower screen if riding off-road on a regular basis was the plan. On the road, the windscreen provides excellent protection from the wind and the small air vent three-quarters of the way up does its job of reducing buffeting, even with an off-road helmet on. “Husky really delivered the touring comfort that the Expedition name promises. When seated, the reach to the bars is quite comfortable, and the seat is not only very supportive but quite comfy, and can be adjusted to two heights, either 34.4 inches in the low position or 35.2 inches in the high setting. The Expedition comes standard with a heated rider seat (sorry, no passenger) and grips. With the seat in the lower position, knees are bent just a bit past 90 degrees, which basically means that long hours in the saddle are totally doable.” The layout for the TFT display is well thought out, making the display easy to navigate even while riding. (Husqvarna/) Electronics The Husky’s brain is a Bosch engine management system with ride-by-wire throttle control. The system allows the rider to choose between four distinct modes including Street, Rain, Offroad, and Explorer. The latter is a user-customizable mode in which the rider can individually tailor traction control, throttle response, peak-power output, and ABS preferences to their liking. The Cornering MTC traction-control system is lean-angle sensitive and has nine levels of intervention for rear-wheel slip. The MTC also provides wheelie control depending on the chosen mode. Motor Slip Regulation manages engine-braking electronically to work in concert with the slipper clutch. Another nice feature that is possible with the ride-by-wire system is cruise control, which comes standard on the Expedition. All lighting is LED including the headlight, a pair of fog lights, and slim turn signals. A 5-inch TFT display is the rider’s portal to the bike’s menus and information screens. Warranty and Maintenance Coverage Husqvarna’s street models come with a 24-month limited warranty. Quality Fit and finish appear excellent, but it’s worth tracking any issues with the Norden 901′s stablemates from KTM to understand any mechanical issues that might arise in aggressive or long-distance riding. 2023 Husqvarna Norden 901 Expedition Specs MSRP: $15,799 Engine: DOHC, liquid-cooled parallel twin; 4 valves/cyl Displacement: 889cc Bore x Stroke: 90.7 x 68.8mm Compression Ratio: 13.5:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 105.0 hp @ 8,000 rpm Claimed Torque: 74.0 lb.-ft. @ 6,500 rpm Fuel System: EFI w/ twin 46mm Dell’Orto throttle bodies Clutch: PASC slipper clutch; cable actuation Engine Management/Ignition: Bosch EMS w/ ride-by-wire Frame: Chromoly-steel Front Suspension: WP Xplor 48mm inverted fork, fully adjustable; 9.4 in. travel Rear Suspension: WP Xplor PDS shock, fully adjustable; 9.4 in. travel Front Brake: Radial-mount 4-piston calipers, 320mm disc w/ Bosch ABS Rear Brake: 2-piston floating caliper, 260mm disc w/ Bosch ABS Wheels, Front/Rear: Tubeless aluminum spoked wheels; 21 x 2.5 in. / 18 x 4.5 in. Tires, Front/Rear: Pirelli Scorpion Rally STR; 90/90-21 / 150/70-18 Rake/Trail: 25.8°/4.2 in. Wheelbase: 60.1 in. Ground Clearance: 10.6 in. Seat Height: 34.4–35.3 in. Fuel Capacity: 5.0 gal. Claimed Dry Weight: 473 lb. Contact: husqvarna-motorcycles.com View the full article

2024 Honda SCL500 in Candy Orange. (Honda/) Overview Honda had the ideal platform for a scrambler-style motorcycle already in its lineup in the Rebel 500. A few styling and chassis changes and the SCL500 was born. A high-mount muffler, neutral and relaxed riding position, lots of suspension travel with gaiter-protected fork tubes, and 19-inch front and 17-inch rear tires provide the look of classic ‘60s scramblers. Power comes from Honda’s 471cc liquid-cooled parallel twin, which features double-overhead cams and four valves per cylinder. It is fed by programmed fuel injection. A six-speed gearbox and assist/slipper clutch send power to the rear wheel via a chain final drive. A 41mm fork with 5.9 inches of travel, and a pair of preload-adjustable shocks with 5.7 inches of travel make up the suspension package. Braking comes from a twin-piston front caliper biting a 310mm disc and a single-piston and 240mm disc at the rear. Both are ABS equipped. 2024 Honda SCL500 in Matte Black Metallic. (Honda/) Pricing and Variants The 2024 Honda SCL500 is available in Matte Black Metallic, Candy Orange, or Matte Laurel Green Metallic for $6,799. 2024 Honda SCL500 in Matte Laurel Green Metallic. (Honda/) Competition <a href="https://www.cycleworld.com/kawasaki/eliminator/"><b>Kawasaki Eliminator, $6,649 to $6,949</b></a> <a href="https://www.cycleworld.com/story/buyers-guide/2020-yamaha-xsr700/"><b>Yamaha XSR700, $8,899</b></a> <a href="https://www.cycleworld.com/story/buyers-guide/2021-ducati-scrambler-icon/"><b>Ducati Scrambler Icon, $10,995</b></a> <a href="https://www.cycleworld.com/motorcycle-reviews/triumph-speed-400-and-scrambler-400-x-review/"><b>Triumph Scrambler 400 X, $5,595</b></a> <a href="https://www.cycleworld.com/bikes/husqvarna-vitpilen-401-and-svartpilen-401-first-look/"><b>Husqvarna Svartpilen 401, $5,899</b></a> <a href="https://www.cycleworld.com/story/motorcycle-reviews/royal-enfield-scram-411-first-ride-2023/"><b>Royal Enfield Scram 401, $5,099</b></a> News and Reviews <a href="https://www.cycleworld.com/motorcycle-reviews/honda-scl500-first-ride-review/"><b>Honda SCL500 First Ride</b></a> <a href="https://www.cycleworld.com/bikes/honda-scl500-dyno-test-2023/"><b>Honda SCL500 Dyno Test</b></a> 2024 Honda SCL500 Claimed Specs MSRP: $6,799 Engine: DOHC, liquid-cooled parallel twin; 4 valves/cyl. Displacement: 471cc Bore x Stroke: 67.0 x 66.8mm Compression Ratio: 10.7:1 Transmission/Final Drive: 6-speed/chain Fuel System: PGM-FI w/ 34mm throttle bodies Clutch: Wet, multiplate; cable operation Frame: Steel diamond Front Suspension: 41mm telescopic fork; 5.9 in. travel Rear Suspension: Twin shocks, preload adjustable; 5.7 in. travel Front Brake: 2-piston caliper, 310mm disc w/ ABS Rear Brake: 1-piston caliper, 240mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 19 in./17 in. Tires, Front/Rear: 110/80-19 / 150/70-17 Rake/Trail: 27.0°/4.3 in. Wheelbase: 58.4 in. Ground Clearance: 6.1 in. Seat Height: 31.1 in. Fuel Capacity: 3.2 gal. Wet Weight: 423 lb. Contact: powersports.honda.com View the full article

The 2023 Honda XR150L is a fuel-sipping, beginner-friendly dual sport powered by a bulletproof 149cc air-cooled single-cylinder engine. For shorter and inexperienced riders who want to ride from home to trail, the XR is an open door to adventure. At $2,971, it’s a door that’s wide open. (Honda/) Ups MSRP of $2,971 makes it nearly $2,000 less expensive than a Yamaha TW200 As friendly of a motorcycle as you’ll find: beginner-friendly, budget-friendly, fuel-friendly, and short-of-inseam-friendly On- and off-road versatility Downs Modest performance limits ultimate usability No fuel injection Verdict The Honda XR150L is a staple in Asian markets, and in Australia and New Zealand it’s known as a farm bike. Introduced to the US market for the first time in 2023, the little XR’s hard-working character will surely be up for the playbike tasks most riders will use it for: cruises to the beach, quick runs to the store, and exploratory jaunts on your local fire roads. Overview Honda is all-in on affordable, small-displacement, beginner-friendly motorcycles. Just consider: its current minimoto lineup is more complete than its once-expansive sportbike line. The Grom, Monkey, Super Cub C125, Trail125, and Navi are all street-legal and priced below $4,300 (the Navi is only $1,807). Extending the same approachable qualities to its dual sport line, which already includes the CRF300L, Honda opens the door to all riders with its XR150L. While the little dual sport is a new addition to the US market, it’s been a staple in Asian markets for some time. According to EPA data, the XR150L is produced in Mexico by Sundiro Honda, Honda’s Chinese joint venture. Well suited to around-town jaunts, scenic backroads, and casual off-road riding, the XR150L is powered by a carbureted 149cc air-cooled single-cylinder four-stroke engine, intended to offer the same reliability and toughness XRs are known for but with excellent fuel efficiency and smooth, predictable performance. Honda claims a tested 346 miles of fuel range from the 2.8-gallon fuel tank. That’s 124 mpg, or 124 reasons to reconsider that ebike you’ve been looking at. OK, call us internal combustion zealots. The XR150L has a low 32.8-inch seat height and weighs a claimed 282 pounds, which makes it ideal for beginners or riders lacking confidence off-road. Best of all, with an MSRP of $2,971, you’ll have plenty of gas money leftover—not that you’ll need much. If the diminutive XR looks like the kind of bike you’d rent on a vacation in Vietnam, that’s because it is. Produced in Mexico by Sundiro Honda, the 150L wasn’t originally designed for the North American market, but you’ll be glad it’s here. This will be a great bike for around-town commuting, casual off-road riding, and everything in between. (Honda/) Updates for 2023 The XR150L is new for 2023. Pricing and Variants The XR150L retails for $2,971 and is available in black or white. Competition Small-displacement dual sports are popular because they’re inexpensive, fun, reliable, and versatile. As such, the XR has plenty of competition. In terms of seriousness—if that word can even apply to these unpretentious, fun-loving cycles—the XR150L sits somewhere between the Kawasaki KLX230 ($4,999) and the Yamaha TW200 ($4,899). The former has an off-road-oriented 21-inch/18-inch wheel combination for better capability in “rugged” terrain, while the latter uses balloonlike 130/80-18 front and 180/80-14 rear wheel sizes that make it a fun-loving, endearing run-around. Honda’s own Trail125 ($3,999) and CRF300L ($5,399) are also viable alternatives. The XR150L is significantly more affordable than the lot. Generations of riders learned to ride on motorcycles with engines that looked a lot like this. As such, that 149cc single-cylinder engine comes with a certain amount of nostalgia. Honda is equally known for these bullet proof singles, of which it’s built millions and millions, as it is high-performance twins, fours, and sixes. (Honda/) Powertrain: Engine, Transmission, and Performance The XR150L is powered by a carbureted 149cc air-cooled single-cylinder four-stroke engine with a five-speed gearbox. According to data from the EPA, it produces 12.5 hp. In other words, if you’re asking how much power it has, this bike may not be for you. While the engine is technically capable of highway speeds, the bike is very clearly built for around-town riding and dirt roads, so keep the distance between trails or stopping points within reason. Chassis/Handling Honda knows a thing or two about building tough, durable frames for its Baja-winning XR models, and that continues to be the case with the steel frame used on the XR150L. Suspension consists of a 31mm right-side-up telescopic fork with 7.1 inches of travel and a Pro-Link monoshock (adjustable for preload) with 5.9 inches of travel. Honda notes that travel is carefully balanced to ensure there’s enough bump absorption, but that the seat height doesn’t become too tall for newer or shorter riders. With Honda’s Pro-Link rear suspension, initial rates are soft for smooth action over small bumps, while increasingly stiffer rates resist bottoming and maintain rear-wheel control over rougher terrain. The XR runs on 90/90-19 and 110/90-17 spoked wheels. The 9.6-inch ground clearance is enough to provide some light off-road fun. Honda claims a 282-pound curb weight. The XR150L uses a basic steel cradle frame and nonadjustable suspension (save preload in the rear). (Honda/) Brakes The XR150L has a 240mm single disc with a dual-piston caliper in the front and a 110mm drum brake in the rear. Fuel Economy and Real-World MPG The XR150L has a 2.8-gallon fuel tank that Honda claims is enough to provide an impressive 346-mile range. That’s 124 mpg. Your mileage may vary. Between the standard rear rack and Honda’s accessory throw-over saddlebags, the XR150L is ready for adventure. (Honda/) Ergonomics: Comfort and Utility The XR150L checks all the right boxes for the casual rider, with its relaxed, upright riding position and well-padded but low seat that will enable most riders to get a stable footing when they come to a stop. For added utility, there’s a rear cargo rack that riders can load up with everything from a gym bag to tools or whatever else they might need to transport around town. Honda also offers a long line of accessories that includes saddlebags, hand guards, a skid plate, and more. In Australia and New Zealand, the XR is marketed as a farm bike. In fact, Honda’s Australian website calls it “an essential piece of equipment for any farm.” Calling a motorcycle a piece of farm equipment should provide a bit of a chuckle for US riders (and farmers), but it does allude to the bike’s ruggedness and utility. The dash has a speedometer, odometer, tripmeter, and an array of dummy lights—everything you need and nothing you don’t. Electric-start eliminates the most frustrating thing about XRs of old—getting them to kick over on a cold day. (Honda/) Electronics The XR150L is as simple as they come, meaning there are no electronics across the package. Warranty and Maintenance Coverage The XR150L has a one-year limited warranty. Quality Honda’s XR150L is a no-frills little motorcycle that’s as bulletproof as they come. Give it fresh gas and routine oil changes and it’ll practically go forever. The XR150L is one of the most approachable dual sports on the market, making it a great option for riders looking to explore the outskirts of town. (Honda/) 2023 Honda XR150L Claimed Specs MSRP: $2,971 Engine: 149cc air-cooled single-cylinder four-stroke Bore x Stroke: 57.3 x 57.8mm Transmission/Final Drive: 5-speed/chain Fuel Delivery: 22mm piston-valve carburetor Clutch: Wet, multiple disc; cable operation Engine Management/Ignition: Cable-operated/CDI Frame: Steel-tube chassis Front Suspension: 31mm telescopic fork; 7.1 in. travel Rear Suspension: Pro-Link single shock, spring preload adjustable; 5.9 in. travel Front Brake: 2-piston caliper, 240mm disc Rear Brake: 110mm drum Tires, Front/Rear: 90/90-19 / 110/90-17 Rake/Trail: 27.0°/4.0 in. Wheelbase: 53.5 in. Ground Clearance: 9.6 in. Seat Height: 32.8 in. Fuel Capacity: 2.8 gal. Wet Weight: 282 lb. Contact: powersports.honda.com View the full article

2024 Honda Super Cub C125 ABS. (Honda/) Overview Honda’s Super Cub (or Honda 50 as it was originally called in the US) has been on our shores as long as Honda has itself. The 1962 CA100 was the bike in the “You Meet the Nicest People on a Honda” advertisements of the era. The Super Cub C125 ABS joined Honda’s lineup in its current form in 2019. As unique as its Trail125 counterpart, the Super Cub stands out as a hybrid between a motorcycle and a scooter. These days, it’s powered by an air-cooled 124cc four-stroke engine with programmed fuel injection. Like the Trail125, the transmission is a semi-automatic unit with a centrifugal clutch, which means the rider doesn’t have to deal with a clutch to row through the four-speed gearbox. Modern touches include LED lighting, Honda’s Smart Key (keyless ignition and storage locking), and LCD info screen. Large 17-inch wheels, tubeless tires, and a disc front brake are chassis highlights. ABS is standard. Pricing and Variants The 2024 Honda Super Cub C125 ABS is available in either Pearl Niltava Blue or Pearl Gray for $3,899. Competition <a href="https://www.cycleworld.com/honda/trail125/"><b>Honda Trail125, $4,099</b></a> <a href="https://www.cycleworld.com/story/buyers-guide/2020-yamaha-tw200/"><b>Yamaha TW200, $4,999</b></a> News and Reviews <a href="https://www.cycleworld.com/riding-worlds-friendliest-motorcycle-honda-super-cub/"><b>Honda Super Cub C125 ABS First Ride</b></a> <a href="https://www.youtube.com/watch?v=TEEMlIHn1bg"><b>How Much Power Does The 2019 Honda Super Cub C125 ABS Make?</b></a> 2024 Honda Super Cub C125 ABS Claimed Specs MSRP: $3,899 Engine: SOHC, air-cooled single; 2 valve/cyl. Displacement: 124cc Bore x Stroke: 50.0mm x 63.1mm Compression Ratio: 10.0:1 Fuel Delivery: PGM-FI w/ 24mm throttle body Transmission/Final Drive: 4-speed/chain Front Suspension: 26mm telescopic inverted fork; 3.5 in. travel Rear Suspension: Twin shocks; 3.3 in. travel Front brake: 2-piston hydraulic caliper w/ 220mm disc w/ ABS Rear brake: Mechanical leading trailing; 110mm drum Wheels, Front/Rear: Spoked; 17 in./17 in. Front tires: 70/90-17 Rear tires: 80/90-17 Rake/Trail: 26.0°/2.8 in. Ground Clearance: 5.4 in. Wheelbase: 48.9 in. Seat Height: 30.7 in. Fuel Capacity: 1.0 gal. Claimed Curb Weight: 238 lb. Contact: powersports.honda.com View the full article

You could spot this thing a mile away. View the full article

New patents show that Yamaha is working on an electric sportbike and trying to maximize how it utilizes space inside the frame, while also managing weight. (Yamaha/) New designs revealed in Yamaha patent applications show that the company is working on ideas for a relatively high-performance electric motorcycle with a focus on maximizing the space for batteries and minimizing weight. There have been plenty of false dawns when it comes to the idea of electric sportbikes from major ICE motorcycle manufacturers. There was a flurry of exciting electric concepts more than a decade ago, including Honda’s RC-E that was unveiled back in 2011, and Yamaha’s PES1 and PES2 from 2013 and 2015, respectively, but so far such machines have remained conspicuously absent from showrooms. That’s despite genuine intentions to accelerate electric-motorcycle plans. As far back as 2013, Yamaha’s official plan (published in its annual report at the end of that year) was to launch “EV sports motorcycles” inspired by the PES1 concept within two years. That document was later edited to change the two-year time frame to “in the near future” when it was clear the two-year schedule wasn’t viable, but it’s been more than a decade now and there’s still no electric sportbike in Yamaha’s range. Related: Honda, KTM, Piaggio, and Yamaha Form Electric Battery Consortium Yamaha showed its PES2 electric concept all the way back in 2013. <i>Yamaha</i> Does that mean the idea has been dropped altogether? It appears not, as a new Yamaha patent application reveals that work is underway on an electric bike that’s clearly much more focused on performance than any of the company’s existing battery-powered models. The patent shows a sportbike with a conventional-looking chassis combining a trellis-style front frame with a swingarm pivot that appears to be aluminum, but it wraps around a huge, finned case that contains batteries and electronics rather than a combustion engine. The design is clearly intended to maximize battery space, as the electric motor is mounted as far back as possible, driving the front sprocket via a reduction gearbox. The motor position means the rear suspension needs an unusually high shock unit to clear it. This illustration shows a fully faired sportbike-style machine in the patent applications. (Yamaha/) However, the focus of the patent is the battery case. While some high-performance electric motorcycles use liquid-cooled batteries, the Yamaha design opts for air-cooling in the pursuit of simplicity and reduced weight. Just as there are arguments for and against liquid- or air-cooling in combustion engines, the same applies to EV batteries. EV batteries are sensitive to temperature, operating best within a narrow range—often requiring heating when they’re cold or cooling when they’re hot to maximize their potential. Liquid-cooling helps keep them in that sweet spot, but at the expense of requiring arrays of radiators, pipework, pumps, and sensors. Air-cooling, meanwhile, has the benefit of reducing weight, cost, and complexity, and with future generations of batteries expected to be able to cope with a broader spread of temperature, it could make more sense—particularly on motorcycles where space and weight are at a premium. The focus of the new patent is the battery case and batteries and how they are laid out. (Yamaha/) Yamaha’s design simplifies the battery case, using a large central casting and tub-shaped upper and lower sections. It’s a design that’s intended to minimize the number of seams, reducing the opportunities for water ingress. Inside, there are four platforms, each carrying two battery modules. The sides and bottom of the battery case are finned for cooling, as are the undersides of each of the internal platforms. Those fins increase the surface area for cooling but also add more rigidity without increasing the weight. Inside the top section, the bike’s control electronics and battery management system sit on top of the upper battery modules, while the inverter that changes the battery’s DC output to AC to feed the electric motor hangs underneath in the bike’s belly. The on-board charger sits under the seat. How powerful would a bike like this be? That’s unknown, but Yamaha already has its own in-house EV powertrain business, supplying motors from 35kW (47 hp) to 350kW (470 hp) to external customers. With well over a decade of largely unseen development on electric bikes under its belt, it seems likely that Yamaha—like several of its rivals—is now simply waiting for the right market conditions to enter the arena for large, high-performance EVs. View the full article

2024 Honda Shadow Aero. (Honda/) Overview Honda’s Shadow Aero is a classically styled metric cruiser with a fully modern powertrain. For 2024 it received a disc brake at the rear, which was previously only available on the ABS version. Buyers will still have to choose between the non-ABS or ABS model (California buyers can only buy the ABS version). The two-tone paint is also new for 2024. Power comes from a liquid-cooled 745cc V-twin that produces good low-down torque. Programmed Fuel Injection ensures excellent response and efficacy. The Aero uses a five-speed transmission and sends power to a low-maintenance shaft final drive. An ultralow 26-inch seat means a wide range of riders can get their feet firmly down at stops or maneuvering in parking lots. Pricing and Variants The 2024 Honda Shadow Aero is available in one color, which Honda calls black but is really a two-tone fade on the tank and side covers. The non-ABS version is set at $7,949, while the ABS model is $8,249. Competition <a href="https://www.cycleworld.com/story/buyers-guide/2020-yamaha-bolt-r-spec/"><b>Yamaha Bolt R Spec, $8,899</b></a> <b>2025 </b><a href="https://www.cycleworld.com/story/buyers-guide/2020-suzuki-boulevard-c50t/"><b>Suzuki Boulevard C50, $9,299</b></a> <a href="https://www.cycleworld.com/story/buyers-guide/2020-kawasaki-vulcan-900-classic-lt/"><b>Kawasaki Vulcan 900 Classic, starting at $9,399</b></a> 2024 Honda Shadow Aero / Shadow Aero ABS Claimed Specs MSRP: $7,949 / $8,249 (ABS) Engine: SOHC, liquid-cooled V-twin; 3 valves/cyl. Displacement: 745cc Bore x Stroke: 79.0 x 76.0mm Compression Ratio: 9.6:1 Transmission/Final Drive: 5-speed/shaft Fuel System: PGM-FI w/ 34mm throttle body Clutch: Wet, multiplate Frame: Steel Front Suspension: 41mm telescopic fork; 5.5 in. travel Rear Suspension: Dual shocks, preload adjustable; 3.6 in. travel Front Brake: 2-piston caliper, 296mm disc (w/ ABS) Rear Brake: 1-piston caliper, 276mm disc (w/ ABS) Wheels, Front/Rear: Spoked; 17 in./15 in. Tires, Front/Rear: 120/90-17 / 160/80-15 Rake/Trail: 34.0º/6.3 in. Wheelbase: 64.6 in. Ground Clearance: 5.1 in. Seat Height: 26.0 in. Fuel Capacity: 3.9 gal. Wet Weight: 560 lb. / 570 lb. (ABS) Contact: powersports.honda.com View the full article

From the outside, the original prototype hydrogen-powered Burgman scooter is clearly much longer than the standard model. (Suzuki/) Last October Suzuki unveiled its prototype for a hydrogen-fueled Burgman scooter developed as part of the company’s efforts with the HySE consortium to make hydrogen a viable power source for combustion engine motorcycles and scooters. Now a newly published patent application has revealed a new variation on that design that goes about solving one of the biggest problems with that prototype, namely its size. The first-gen prototype used just one large hydrogen tank, which severely limited packaging. (Suzuki/) The original, running prototype for Suzuki’s hydrogen-fueled Burgman ICE scooter—which isn’t to be confused with several generations of hydrogen fuel cell electric scooters that Suzuki has made over the last decade or so—featured an extraordinarily long wheelbase as a result of its fuel system. To fit the large hydrogen cylinder low down in the bike’s chassis ahead of an engine and transmission based on the standard Burgman 400 parts, the first prototype’s wheelbase was extended by a full 8 inches by shifting the whole powertrain and swingarm backward. That’s what this new patent aims to prevent while still retaining the ability to carry a worthwhile amount of fuel. This illustration shows how Suzuki has positioned the hydrogen tanks (81 and 86) so that the scooter can use a normal Burgman wheelbase and still carry enough fuel to be practical. (Suzuki/) The solution isn’t a complicated one. Instead of a single, large hydrogen cylinder, the new design features two smaller ones. The first is, like the original prototype, in front of the engine, but to save more space it’s tilted upward at the front to entirely eliminate the wheelbase stretch of last year’s bike. That allows it to fit into a standard, unmodified Burgman 400 chassis, without requiring the engine, transmission, and swingarm to be shifted backward. A second hydrogen cylinder is then fitted in the back, under the rear section of the seat. Seen from the side it’s pitched upward at the same angle as the seat unit but looking down from above it’s skewed to one side, with the front of the cylinder toward the left of the bike, to maximize its size in the available space. This bird’s-eye view shows how the tanks (81 and 86) are positioned. (Suzuki/) These fixes illustrate one of the key problems with hydrogen as a fuel. Not only is it much less dense than liquid hydrocarbons like gasoline in terms of volume, so you get less energy in the same amount of space even when the hydrogen is compressed, but the huge pressure it’s stored at means the tanks must have very specific shapes to be able to contain that pressure. While a gasoline tank can be made from lightweight plastic, steel, or aluminum and in whatever shape is required to maximize its volume within the confines of the bike, hydrogen needs to be stored in cylinders capable of withstanding the 10,000 psi of pressure that the gas inside is compressed to. The new version of the prototype now utilizes the same wheelbase as this standard model. (Courtesy of Suzuki/) There are other considerations too. The radiator at the front of the bike needs to be isolated from the front hydrogen tank, with a deflector behind it to direct hot air downward rather than letting it elevate the temperature of the hydrogen, for example. And of course the engine is heavily reworked to be able to run on hydrogen, with direct fuel injection to add the hydrogen to the combustion chamber after the inlet valves have closed. The problem of hydrogen storage remains a sticky one, as illustrated by Kawasaki’s supercharged hydrogen-powered prototype that made its first public demonstration run at Suzuka last month. However, the HySE consortium, which includes all of Japan’s Big Four motorcycle companies as well as Toyota, is working on the problem of fuel systems and refueling, as well as the issue of making viable hydrogen-fueled combustion engines, so improved solutions might yet be found. View the full article

2024 Honda Trail125. (Honda/) Overview The original CA100T Trail 50 was first offered in the US all the way back in 1961. Popular models in the CT series were the CT200 Trail 90 in 1964, the CT70 Trail 70 in 1969, and the CT110 in 1981. For nearly three decades the CT series was a top seller, with more than 725,000 units sold in the US alone. And then it disappeared. It wasn’t until 2021 when Honda introduced the Trail125, that the likeness and spirit of the original CTs returned to the showroom. And just last year, it already received further updates including changes to the engine that have improved the platform further. That engine is an air-cooled 124cc four-stroke single with a single overhead cam and two valves. And unlike its predecessors of old, the latest Trail125s feature programmed fuel injection, electronic ignition, electric starting, and a single exhaust catalyzer. The four-speed transmission is semi-automatic utilizing a centrifugal clutch, which means easy clutch-free shifting for new riders and experts alike. But the engine isn’t really what the Trail125 is all about. The bike’s amazing utility, excellent fuel economy, and fun nature make it a blast running errands, exploring trails around the campground, or commuting to work. The large rear luggage rack makes runs to the hardware store or grocery store a no-brainer. Dual sport-style tires mounted on 17-inch rims allow the Trail125 to explore trails near and far, while the front and rear disc brakes (with standard ABS) means it won’t get overwhelmed when careening down dirt roads. Pricing and Variants The 2024 Honda Trail125 is available in Turmeric Yellow for $4,099. 2024 Honda Trail125 in Turmeric Yellow. (Honda/) Competition <a href="https://www.cycleworld.com/story/buyers-guide/2021-honda-super-cub-c125-abs/"><b>Honda Super Cub C125 ABS, $3,899</b></a> <a href="https://www.cycleworld.com/story/buyers-guide/2020-yamaha-tw200/"><b>Yamaha TW200, $4,999</b></a> News and Reviews <a href="https://www.cycleworld.com/motorcycle-reviews/honda-trail125-ride-review-2022/"><b>Honda Trail125 Review</b></a> 2024 Honda Trail125 Claimed Specs MSRP: $4,099 Engine: SOHC, air-cooled single-cylinder; 2 valves/cyl. Displacement: 124cc Bore x Stroke: 50.0 x 63.1mm Compression Ratio: 10.0:1 Transmission/Final Drive: 4-speed semi-automatic/chain Fuel System: PGM-FI w/ 24mm throttle body Clutch: Automatic centrifugal Frame: Steel Front Suspension: 27mm inverted fork; 4.3 in. travel Rear Suspension: Twin shocks, preload adjustable; 3.4 in. travel Front Brake: 2-piston caliper, 220mm disc w/ ABS Rear Brake: 1-piston caliper, 190mm disc Wheels, Front/Rear: Wire spoke; 17 in./17 in. Tires, Front/Rear: 80/90-17 / 80/90-17 Rake/Trail: 27.0°/3.1 in. Wheelbase: 49.5 in. Ground Clearance: 6.5 in. Seat Height: 31.5 in. Fuel Capacity: 1.4 gal. Claimed Wet Weight: 256 lb. Contact: powersports.honda.com View the full article

2024 Honda Rebel 500. (Honda/) Overview Honda’s Rebel has been around in one form or another since 1985, but in 2017 the Rebel 500 was introduced to fill the gap between the Rebel 300 and the larger 750cc and 1,100cc models. The Rebel 500 is available in three trims, a base model, ABS model, and accessorized SE model. Like its smaller sibling the 300, the Rebel 500 is powered by a parallel-twin engine. In this case, the engine is a liquid-cooled 471cc unit with double-overhead cams and four valves per cylinder. The engine has Honda’s Programmed Fuel Injection (PGM-FI) with a 34mm throttle bodies. Power is sent to a six-speed gearbox and managed by an assist/slipper clutch. The Rebel 500′s seating position is relaxed with mid-mounted foot controls and a neutral reach to the bars. An ultralow seat measures just 27.2 inches off the ground, making the bike approachable for a large range of riders. Suspension is handled by a 41mm fork with 4.8 inches of travel and a pair shocks at the rear with 3.8 inches of travel. Cast aluminum wheels are mounted with 130/90-16 front and 150/80-16 tires. Pricing and Variants The Rebel 500 is available in Pearl Black or Matte Laurel Green Metallic for $6,499; the Rebel 500 ABS is available in Pearl Black or Matte Laurel Green Metallic for $6,799; The Rebel 500 ABS SE is available in Pearl Smoky Gray for $6,999. 2024 Honda Rebel 500 ABS SE. (Honda/) Competition <a href="https://www.cycleworld.com/kawasaki/eliminator/"><b>Kawasaki Eliminator, $6,649 to $6,949</b></a> <a href="https://www.cycleworld.com/story/buyers-guide/royal-enfield-meteor-350-2022/"><b>Royal Enfield Meteor 350, $4,699 to $4,899</b></a> News and Reviews <a href="https://www.cycleworld.com/story/motorcycle-reviews/2020-honda-rebel-500-first-ride-review/"><b>Honda Rebel 500 First Ride</b></a> 2024 Honda Rebel 500 / Rebel 500 ABS / Rebel 500 ABS SE Claimed Specs MSRP: $6,499 / $6,799 (ABS) / $6,999 (ABS SE) Engine: DOHC, liquid-cooled parallel twin; 4 valves/cyl. Displacement: 471cc Bore x Stroke: 67.0 x 66.8mm Compression Ratio: 10.7:1 Transmission/Final Drive: 6-speed/chain Fuel System: PGM-FI w/ 34mm throttle bodies Clutch: Wet, multiplate; cable operation Frame: Tubular steel Front Suspension: 41mm telescopic fork; 4.8 in. travel Rear Suspension: Twin shock; 3.8 in. travel Front Brake: 2-piston caliper, 296mm disc (w/ ABS) Rear Brake: 1-piston caliper, 240mm disc (w/ ABS) Wheels, Front/Rear: Cast aluminum; 16 in./16 in. Tires, Front/Rear: 130/90-16 / 150/80-16 Rake/Trail: 28.0°/4.3 in. Wheelbase: 58.7 in. Ground Clearance: 5.4 in. Seat Height: 27.2 in. Fuel Capacity: 3.0 gal. Wet Weight: 408 lb. / 414 lb. (ABS) / 416 lb. (ABS SE) Contact: powersports.honda.com View the full article

2024 Harley-Davidson Homecoming Festival Rocks Milwaukee (Harley-Davidson/) Harley-Davidson Press Release: The 2024 Harley-Davidson Homecoming™ Festival rocked Milwaukee with four days of music and moto-culture July 25-28 at multiple venues across the community, including Veterans Park, the Harley-Davidson Museum, newly dedicated Davidson Park, and at local Harley-Davidson dealerships. A highlight at each venue was a special tribute to artist, designer, and legend Willie G. Davidson and a celebration of his near 50-year career with The Motor Company. Thousands of fans also gathered to experience unforgettable moto events, activities, and music, including a surprise guest appearance and world exclusive performance on stage at Veterans Park. Preliminary attendance reports top 60,000 at Veterans Park over two days. Harley-Davidson intends the Harley-Davidson Homecoming Festival to be a commitment to the community and a way to promote all that the region has to offer. Next year’s annual Harley-Davidson Homecoming Festival is scheduled for July 10-13, 2025, in Milwaukee. Some key highlights of the 2024 Harley-Davidson Homecoming Festival include: Veterans Park on the Milwaukee Lakefront – Performances by Red Hot Chili Peppers, Jelly Roll, with surprise guest Machine Gun Kelly, and HARDY On Friday and Saturday evenings, fans rocked out to performances by top artists across two stages. Headlining acts included Jelly Roll and HARDY (July 26) and Red Hot Chili Peppers (July 27) plus additional acts: The Offspring, Warren Zeiders, Cypress Hill, Priscilla Block, Destroy Boys, Otoboke Beaver, Hueston, Shaylen, Scarlet Demore, The Criticals, Hank Ruff, DJ Chill, and DJay Mando. On both days fans experienced daring stunt shows presented by Nitro Circus and Monster Energy action sports athletes showcasing incredible skills in freestyle motocross, BMX, and skateboarding including an epic crossover show for the first time in North America. Additional special highlights included a surprise appearance by Machine Gun Kelly, invited to the stage by Jelly Roll to perform a world exclusive live performance of their new song collaboration “Lonely Road.” The crowd roared when mgk rode a Harley-Davidson Low Rider ST motorcycle onto the stage. It was the first time Jelly Roll and mgk performed the hit song together live. On Saturday evening, the main stage hosted a tribute to and appearance by Willie G. Davidson and Bill and Karen Davidson just before Red Hot Chili Peppers took center stage to close out the night. Harley-Davidson Headquarters & Davidson Park H-D CEO Jochen Zeitz, Willie G. Davidson and Davidson family members officially kicked off Homecoming Festival at the Opening Ceremony Thursday afternoon at the recently dedicated Davidson Park, the new outdoor community hub created by the Harley-Davidson Foundation. This new venue hosted a guided Juneau Avenue Historical Tour through and around the current company headquarters buildings that once served as the original manufacturing factory, enjoyed by 1,550 guests. Other activities included Friday’s STE(A)Magination Day, and Saturday’s Interactive Art + Culture Fair, local food, music and a vintage motorcycle showcase at Davidson Park. The Harley-Davidson Museum A free concert performance by Kenny Wayne Shepherd on Thursday night kicked off the Harley-Davidson Homecoming Festival. More than 19,000 motorcycles and more than 36,000 attendees visited the Harley-Davidson Museum during the run of the Harley-Davidson Homecoming Festival. The Willie G. Davidson Ride-In Custom Bike Show at the H-D Museum attracted 75 show stopping entries, and 60 riders participated in the police escorted Harley-Davidson Women’s Ride in memory of Nancy Davidson and benefiting the Cancer Research Institute. Visitors also enjoyed shopping, food, and beverage sales, and many interactive exhibits. Harley-Davidson Powertrain Operations The Harley-Davidson Powertrain Operations in the Milwaukee suburb of Menomonee Falls hosted demos of 2024 Harley-Davidson motorcycles and Police Skills Riding Demonstrations. More than 1,600 guests enjoyed a self-guided tour of the facility that manufacturers Harley-Davidson powertrains. Harley-Davidson Dealership Events Six Milwaukee-area Harley-Davidson dealerships hosted events and entertainment during the run of the Harley-Davidson Homecoming™ Festival. Those dealerships include House of Harley-Davidson (Greenfield), Milwaukee Harley-Davidson (Milwaukee), Suburban Motors Harley-Davidson (Thiensville), Uke’s Harley-Davidson (Kenosha), West Bend Harley-Davidson (West Bend), and Wisconsin Harley-Davidson (Oconomowoc). View the full article