Admin

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

2024 Honda Shadow Phantom. (Honda/) Overview There aren’t too many middleweight cruisers on the market these days. Most V-twin cruisers are more than 1,000cc, but Honda’s revised-for-2024 Shadow Phantom has a midsized engine that delivers nice power without being intimidating. That engine is a 745cc liquid-cooled V-twin with a single overhead cam, three valves per cylinder, and dual spark plugs in each head. The long-stroke design is optimized to produce excellent bottom-end torque. The cylinder head features contrast-cut fins on the black engine to give it a more finished and stylish look. The engine is fed by Honda’s PGM-FI fuel-injection system. Power is sent through a five-speed transmission to a low-maintenance shaft final drive. Chassis highlights include a 41mm fork mounted in a billet-aluminum triple clamp, while the twin rear shocks have provisions for preload adjustability. The seat height is an ultralow 25.6 inches, making the bike accessible for a large range of rider’s heights. Other updates for 2024 include new styling, mainly minimalist front and rear fenders, revised headlight cover, a new handlebar, spoked black wheels in 17-inch front and 15-inch rear mounted with 120/90-17 and 160/80-15 tires, respectively. Pricing and Variants The 2024 Shadow Phantom is available in two colors, Deep Pearl Gray or Orange Metallic. The standard version (without ABS) retails for $8,399. The ABS-equipped version is $8,699. California customers can only purchase the ABS version. Competition <a href="https://www.cycleworld.com/story/buyers-guide/2020-kawasaki-vulcan-s/">Kawasaki Vulcan S, $7,349 to $8,499</a> 2025 <a href="https://www.cycleworld.com/story/buyers-guide/2020-suzuki-boulevard-c50t/">Suzuki Boulevard C50, $9,299</a> <a href="https://www.cycleworld.com/story/bikes/royal-enfield-super-meteor-650-first-look-2023/">Royal Enfield Super Meteor 650, $6,999</a> to $7,499 <a href="https://www.cycleworld.com/harley-davidson/nightster/">Harley-Davidson Nightster, $11,999 </a>to $12,299 <a href="https://www.cycleworld.com/2015/12/02/2016-indian-scout-sixty-cruiser-motorcycle-review-first-ride-photos/">Indian Scout Sixty, starting at $11,749</a> News and Reviews <a href="https://www.cycleworld.com/motorcycle-reviews/honda-shadow-phantom-first-ride/">2024 Honda Shadow Phantom First Ride</a> 2024 Honda Shadow Phantom / ABS Claimed Specs MSRP: $8,399 / $8,699 (ABS) Engine: SOHC, liquid-cooled, 52° 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 bodies Clutch: Wet, multiplate Frame: Steel Front Suspension: 41mm fork; 5.5 in. travel Rear Suspension: Twin 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: Wire-spoked; 17 in./15 in. Tires, Front/Rear: 120/90-17 / 160/80-15 Rake/Trail: 34.0°/6.3 in. Wheelbase: 64.5 in. Ground Clearance: 5.0 in. Seat Height: 25.6 in. Fuel Capacity: 3.9 gal. Wet Weight: 543 lb. / 553 lb. (ABS) Contact: powersports.honda.com View the full article

2024 Honda PCX. (Honda/) Overview If navigating the urban jungle is the goal, the PCX was designed to excel in that environment. It’s comfortable, has enough power for the highway, and packs plenty of underseat storage and an additional front storage compartment. The PCX is powered by a 157cc single-cylinder engine with fuel injection for reliable and efficient power delivery. Power is sent to a low-friction Honda V-Matic automatic transmission for easy gas-it-and-go simplicity. A 31mm telescopic fork with 3.9-inch travel, and a pair of twin rear shocks with 3.7 inches of travel handle suspension duty while cast aluminum wheels in 14-inch front and 13-inch rear are mounted with 110/70-14 front and 130/70-13 rear tires. ABS and Honda Selectable Torque Control (HSTC) come standard. Pricing and Variants The 2024 Honda PCX is available in Matte Brown Metallic for $4,249. Competition <a href="https://www.cycleworld.com/story/buyers-guide/2020-yamaha-xmax/"><b>Yamaha XMAX, $6,199</b></a> <a href="https://www.cycleworld.com/tags/burgman-200/"><b>Suzuki Burgman 200, $4,999</b></a> <a href="https://www.cycleworld.com/bikes/vespa-primavera-and-sprint-s-first-look/"><b>Vespa Primavera 150, starting at $5,749</b></a> Piaggio Liberty 150, $3,199 News and Reviews <a href="https://www.cycleworld.com/story/bikes/2021-honda-pcx-first-look/"><b>Honda PCX First Look</b></a> 2024 Honda PCX Claimed Specs MSRP: $4,249 Engine: OHC, liquid-cooled single; 4 valves Displacement: 157cc Bore x Stroke: 60.0 x 55.5mm Compression Ratio: 12.0:1 Transmission/Final Drive: V-Matic/belt Fuel System: PGM-FI w/ 28mm throttle body Clutch: Automatic centrifugal dry type Frame: Steel tube Front Suspension: 31mm telescopic fork; 3.9 in. travel Rear Suspension: Twin shocks; 3.7 in. travel Front Brake: Hydraulic caliper, 220mm disc w/ ABS Rear Brake: Mechanical w/ 130mm drum w/ ABS Wheels, Front/Rear: Cast aluminum; 14 in./13 in. Tires, Front/Rear: 110/70-14 / 130/70-13 Rake/Trail: 26.5°/3.1 in. Wheelbase: 51.7 in. Ground Clearance: 5.3 in. Seat Height: 30.1 in. Fuel Capacity: 2.1 gal. Wet Weight: 286 lb. Contact: powersports.honda.com View the full article

2024 Honda Rebel 300 in Pearl Black. (Honda/) Overview True entry-level cruisers are far and few between, Honda’s Rebel has stood the test of time and continues to be a great machine for new riders or those simply looking for a simple and affordable cruiser-style motorcycle. The low 27.2-inch seat height, comfortable ergonomics, and balanced handling make the Rebel a great starter bike. Mid-mount foot controls give new riders good control. The Rebel looks the part with its cruiser styling that is highlighted by the peanut-style fuel tank and blacked-out engine components. Powered by a 286cc single-cylinder engine with an assist/slipper clutch. Power is sent to a six-speed gearbox. Power is smooth and not intimidating, yet provides enough power for highway riding. A 41mm fork, nitrogen-charged shock, and stable 58.7-inch wheelbase provides competent handling. Wheel and tire sizes include 16-inch front and rear cast aluminum wheels with 130/90-16 and 150/80-16 Dunlop tires. The Rebel uses LED lighting all around including the headlight, taillight, and turn signals. Pricing and Variants The 2024 Honda Rebel is available in Pearl Black or Nitric Orange. The standard version (non-ABS) starts at $4,849, while the ABS-equipped model starts at $5,149. 2024 Honda Rebel 300 in Nitric Orange. (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/2018-star-motorcycles-v-star-250/"><b>Yamaha V-Star 250, $4,699</b></a> <a href="https://www.cycleworld.com/story/buyers-guide/royal-enfield-meteor-350-2022/"><b>Royal Enfield Meteor 350, $4,699</b></a><b> to $4,899</b> News and Reviews <a href="https://www.cycleworld.com/story/motorcycle-reviews/2021-honda-rebel-300-abs-vs-2021-royal-enfield-meteor-350-comparison-test/"><b>2021 Honda Rebel 300 vs. 2021 Royal Enfield Meteor 350 Comparison Review</b></a> 2024 Honda Rebel 300 / ABS Claimed Specs MSRP: $4,849 / $5,149 (ABS) Engine: DOHC, liquid-cooled single; 4 valves/cyl. Displacement: 286cc Bore x Stroke: 76.0 x 63.0mm Compression Ratio: 10.7:1 Transmission/Final Drive: 6-speed/chain Fuel System: PGM-FI w/ 38mm throttle body Clutch: Wet, multiplate Frame: Tubular-steel frame Front Suspension: 41mm telescopic fork; 4.8 in. travel Rear Suspension: Twin shocks; 3.7 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: 28.0º/4.3 in. Wheelbase: 58.7 in. Ground Clearance: 5.9 in. Seat Height: 27.2 in. Fuel Capacity: 3.0 gal. Wet Weight: 364 lb. / 370 lb. (ABS) Contact: powersports.honda.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/) Whenever I refer on this site to tire grip being positively related to tire footprint area, well-intentioned persons write in to correct me, saying that tire footprint area makes no difference to friction. Rubber is nonlinear in its response to strain. As an element of tread rubber is pressed against pavement with a moderate force that I will call X, it deforms to produce an area of true contact, Y. If we now increase the load to 2X, the area of true contact between rubber and road does not double. It cannot, for the more we deform rubber, the stiffer it becomes. For that reason, the new area of true contact is less than 2Y, and so it goes as we continue to increase load. This tells us that the most efficient use of rubber in producing friction is to load it lightly, taking advantage of the fact that, pound for pound, we get a better ratio of load-to-friction at the low load end of the curve. And that is why MotoGP riders often find that inflation pressures lower than the tire manufacturer’s 1.8 bar (26 psi) give greater grip and quicker lap times. As the tire heats up from being in the hot slipstream of a bike or bikes ahead, its inflation air heats as well, increasing its pressure and making the front tire’s footprint smaller. As this happens, the rider notices changes in tire grip. First comes locking during braking (which threatens loss of control), and then a tendency for the front end to “close” during turning (understeer), requiring increased steer angle to turn, until the front end slides out. Related: About Wet and Dry Tire Grip As tire temperature increases, the footprint decreases as the pressure rises. (MotoGP/) In my first conversation with Marc Márquez (2013) he described a tire behavior he called “becoming hot and bouncy.” As a tire’s temperature increased and its footprint area decreased from increasing inflation pressure, spinning and sliding increased, adding yet more heat. If this vicious cycle is not stopped, it continues until the tire is useless. But if the rider “rests” the tire (not spinning or sliding) for a lap or two, it may recover and again be capable of competitive lap time. This year’s MotoGP point leader, Francesco Bagnaia, recently described having to rest his tire every other lap while leading a GP (which he won). Another of Amontons’ laws states that sliding friction force is independent of sliding velocity. People have known for many decades that this is not true, as the sliding friction force of tires is observed to peak at a slip rate of about 10 percent of forward speed. This is why dragsters accelerate fastest when the rate of tire spin is controlled. Another point to be made here relates to Honda’s 1992 discovery of the “Big Bang effect” on acceleration. Honda’s GP riders reported that the Yamahas could apply throttle earlier in corners than they could. If the Honda men throttled up at the same point as the Yamaha men, they slid out. At that time, the big difference between Honda’s single-crank V-4 and Yamaha’s dual-crank V-4 was that the Yamaha fired pairs of cylinders every 180 degrees, while the Hondas fired one cylinder every 90 degrees. Honda’s experiments showed that an even greater ability to safely throttle up earlier in corners was produced as all cylinder firings were grouped more closely together. On the NSR500 two-stroke, Honda found best acceleration when two cylinders fired simultaneously, then the other two 67–68 degrees later (also called “close firing order”). Persons present during the testing at once noticed the altered exhaust sound of the Hondas, which became like that of big single-cylinder motocrossers. What was happening was that as the yank from cylinder firing died away, tire sliding velocity (a combination of cornering force plus acceleration force) had almost 300 crank degrees in which to decrease, maybe not to zero, but at least down to values low enough to benefit from rubber’s velocity-dependent friction. A useful revolution in tire grip occurred around 1958 in England, when research conducted with synthetic rubber developed during World War II showed that as rubber’s internal friction was increased, tire grip increased with it. The top speeds of Grand Prix cars dropped slightly on this new kind of tread rubber, but lap times dropped dramatically. Top speed was lost because increased rubber hysteresis (internal friction) increased rolling resistance. The widths of auto racing tires have dramatically increased from dimensions similar to those of production tires to the current Formula 1 widths of 13 inches front/18 inches rear. A possible explanation could be that such large tire footprints are necessary to prevent excessive wear during events of many laps. Yet in drag racing as well, rear tires of tremendous width are used, even though for the Top Fuel class the cars accelerate for only 1,000 feet. Tire size for racing and production motorcycles have grown larger over the years. (MotoGP/) Tires for both production and roadracing motorcycles have grown much larger since the 1972 end of what Dunlop engineer Tony Mills once called “the era of narrow, hard tires.” Back in the days of the late Mike Hailwood, a 45 degree angle of lean was thought radical, but in the MotoGP era (2002–present), lean angle as great as 63 degrees to the vertical have been observed. Science advances by successive approximation. Newton’s laws, which had accomplished so much, broke down in the realm of the very small and at extreme velocities. Einstein amended them. So it is with the ideas of Amontons (c. 1699), which were based upon observations of the friction of sliding wooden blocks. They required amendment when extended to other materials. For a nice compact treatment of this, have a look at https://www.sciencedirect.com/topics/engineering/amontons-law. View the full article

Baggers are all about touring in style and comfort, and with big updates to its Street Glide and Road Glide models (pictured), Harley continues to dominate the big bagger class. (Harley-Davidson/) The definition of a bagger has morphed somewhat over the years thanks to popular racing events like King of the Baggers, leaving many of us with a specific vision in mind; a partially deconstructed touring bike flaunting a big ol’ front fairing, hard sidebags, and (occasionally) passenger accommodations. They usually sport higher-quality components and more amenities than your basic light-duty touring bagger (see: Kawasaki Vulcan Classic LT), offering big stonkin’ motors, better suspension, a larger tank, and in some cases, modern tech and premium audio, though they’re less fully equipped than dressers. Some call it “custom touring,” but getting out on the open road is what big baggers are all about, and if you’re looking to cover the miles in comfort and style and without the bulk of a big-boat dresser, these should be on your list. We’ll handle the classic soft baggers in another post, but here, it’s all about the big guns, which are in order of price, because, well, unfortunately, most don’t come cheap. Let’s dig in. Related: Harley Road Glide Custom, Kawasaki Vaquero and Victory Vision 8-Ball A muscle-car-inspired chassis-mounted fairing is the Challenger’s calling card, but its performance and feature set also make it a great touring rig. (Indian Motorcycle/) 2024 Indian Challenger | $26,499 Engine: 1,768cc liquid-cooled V-twin Fuel tank: 6 gal. Display: 7 in. TFT touchscreen Navigation: Yes Audio: Integrated ABS: Yes Indian continues to nip at Harley’s heels with its liquid-cooled Challenger, and the brand’s first fixed-fairing bagger is a nicely outfitted tourer in its own right—-and also being campaigned in the King of Baggers series. Pair a well-sorted suspension to an aluminum frame and chassis-mounted fairing, and you have a bagger that takes clear aim at the Road Glide, with a 1,768cc PowerPlus engine that belted out 103.11 hp and 113.08 lb.-ft. of torque on our dyno. An impressive list of standard features includes locking saddlebags, a 6-gallon fuel tank, an electrically adjustable windshield, LED lighting, three ride modes, cruise control, and ABS, while the 7-inch touchscreen display with Ride Command features navigation and Bluetooth connectivity. To get similar IMU-managed rider aids to the standard-issue ones on the Road Glide, however, you’d need to shell out for the Challenger Limited ($29,999). For 2024, the Road Glide switches things up with a new M-8 117 engine, improved suspension and electronics, and a fresh look for its frame-mounted sharknose fairing. In other words, it’s better than ever. (Harley-Davidson/) 2024 Harley-Davidson Road Glide | $25,999 Engine: 1,923cc liquid-cooled V-twin Fuel tank: 6 gal. Display: 12.3 in. TFT touchscreen Audio: Integrated ABS: Yes Harley gave its hugely popular Road Glide significant updates for 2024, including upgraded suspension, improved comfort, and most notably, increased power with a revised engine. To all that, The Motor Company added a full suite of electronic rider aids, and one visual change everyone will recognize: a new sharknose fairing, complete with reshaped LED lighting on the front and a 12.3-inch TFT touchscreen inside. According to Harley, that Milwaukee-Eight 117 engine (1,923cc) produces 105 hp and 130 lb.-ft. of torque, and is manipulated via a six-speed Cruise Drive transmission and a slip and assist clutch. Class-leading paint, IMU-enabled rider aids, ride modes, and that distinctive fairing make for a sharp-looking, well-equipped V-twin tourer, and one that’s consistently a top finisher at the King of the Baggers races. (If you’re partial to batwing fairings, the 2024 Street Glide received many of the same upgrades.) The Honda Gold Wing is usually thought of as a dresser, but the 2024 base model shown here, with its integrated hard bags, is all bagger. (Honda/) 2024 Honda Gold Wing | $24,700 Engine: 1,833cc liquid-cooled inline-six Fuel tank: 5.5 gal. Display: 7 in. TFT touchscreen Navigation: Yes Audio: Integrated ABS: Yes Four-plus decades on, the Honda Gold Wing continues to earn accolades for its uncanny long-haul manners, plush accommodations, and effortless command of the open road. We’ve often called the Gold Wing “the gold standard of two-up touring,” thanks to features like an 1,833cc flat six-cylinder engine and an electronically adjustable double-wishbone fork, both of which contribute to the bike’s silky-smooth power delivery and rock-solid stability. Even on the base model, you get features like a color 7-inch TFT screen, four ride modes, ride-by-wire, dual disc brakes with ABS, a 5.5-gallon tank, lots of weather protection, and plenty of storage space. Level up to the Gold Wing Automatic DCT and the bike will do the shifting for you. New for 2024 is this pretty slick Matte Armored Green Metallic color. Different styling, a fork-mounted fairing, and the Thunderstroke 111 engine distinguish the Chieftain from the Challenger. (Indian Motorcycle/) 2024 Indian Chieftain | $23,999 Engine: 1,811cc air-cooled V-twin Fuel tank: 5.5 gal. Display: 7 in. TFT touchscreen Navigation: Yes Audio: Integrated ABS: Yes As with Harley’s Street Glide and Road Glide, Indian’s two hard-bag models are distinguished by their fairings; the Chieftain bagger rolls with a fork-mounted unit versus the Challenger’s chassis-attached one. Each fairing also has a unique shape, but there’s another key difference between the two; the Chieftain’s air-cooled 111ci Thunderstroke engine (1,811cc), versus the Challenger’s liquid-cooled PowerPlus. There are also subtle cosmetic and styling differences, with the Chieftain getting a smaller, classically shaped 5.5-gallon fuel tank and slammed saddlebags. The Chieftain also rocks a right-side-up fork and has a slimmer saddle, but otherwise, you have the same 7-inch TFT touchscreen, ABS, cruise control, and adjustable windshield as on the Challenger, just with sharper styling and a classic air-cooled V-twin. Upgrading to the Chieftain Dark Horse trim, $29,999, gets you a bigger Thunderstroke 116 engine. Riders going the distance will dig the K 1600 B’s broad front fairing, electronically adjustable windscreen—and a really long list of other up-to-date bells and whistles. (BMW/) 2024 BMW K 1600 B | $22,945 Engine: 1,649cc liquid-cooled inline-six Fuel tank: 7 gal. Display: 10.25 in. TFT touchscreen Navigation: Yes Audio: Integrated ABS: Yes You could feasibly slip BMW’s R 18 B into this category but the more fully-featured K 1600 B is a better apples-to-apples comparison. With an inline 1,649cc six-cylinder mill cranking out a mighty 160 hp (claimed), backed by a head-snapping 133 lb.-ft. of torque, the big K also offers electronically adjustable suspension and windscreen along with a huge 10.25-inch TFT color display with integrated navigation. This being a BMW, you’ll also find a boatload of other bells and whistles, like heated grips and a heated seat, cruise control, LED lighting, ABS, and electronic reverse—all standard. There’s even engine-brake control and dynamic traction control aided by a six-axis IMU, while a generous 7-gallon tank and posh cockpit goes a long way toward keeping you comfy over the long haul. As far as standard equipment goes, it’s hard to top this B. The Vulcan 1700 Vaquero hasn’t changed in its 14 years of production, but it still brings a stylish V-twin profile and a decent feature set for not a lot of money. (Kawasaki/) 2024 Kawasaki Vulcan 1700 Vaquero ABS | $19,099 Engine: 1,700cc liquid-cooled V-twin Fuel tank: 5.3 gal. Display: Analog gauges, LCD screen, push-button radio controls Navigation: No Audio: Integrated AM/FM (no USB connection) ABS: Yes No question you’re giving up a raft of modern features with the long-running Vulcan Vaquero, which skews more toward cruising than touring, but have you seen the price tag? It clocks in at $3K less than the next cheapest bike here. In terms of styling and mechanics, the Vaquero hasn’t changed at all since its 2011 debut, with the same streamlined frame-mounted fairing, chopped windshield, V-twin profile, and integrated hard bags. A liquid-cooled 1,700cc mill good for a claimed 107.6 lb.-ft of torque takes center stage, bookended by a 45mm fork and twin air-assisted shocks, with plush seating for the pilot (but not the passenger). Other amenities include cruise control, floorboards, triple disc brakes with standard ABS, and onboard AM/FM audio, but 13 years without any updates is a long time in the motorcycle world. Still, it’s a strong contender for the best-value bagger, so if your needs are simple, it’s worth a look. View the full article

Jorge Lorenzo gives his take on Bagnaia and Márquez as teammates for 2025. (MotoGP/) Five world titles, countless injuries, and a lot of experience. Nowadays Jorge Lorenzo races in the Italian Endurance Championship with Aston Martin, but he continues his involvement in two wheels as a commentator. Former MotoGP racer who competed with Yamaha, Honda, and Ducati and was the protagonist of numerous memorable battles with Valentino Rossi, Jorge offers a point of view about the championship that is always interesting and never predictable. Awaiting the resumption of the racing season at Silverstone on Sunday, August 4, we met him in Mugello on occasion of the ACI Racing Weekend for an exclusive interview. From two to four wheels, how is racing in Mugello by car? “I love Mugello, together with Phillip Island, it is the track I love most. On four wheels it is less physically demanding, but in terms of racing there are many similarities. I love speed and the adrenaline of racing but without too much stress. I have many interests; I do many things. I also try to enjoy life as much as I can, and I think I would no longer be willing to make all the sacrifices I made in the past as when I was racing in the GPs.” What race was your best win at Mugello? “I won six times at Mugello, every victory is special but winning with Ducati was very meaningful because I struggled so much to adapt and finally be competitive with the Desmosedici.” Currently in MotoGP, how do you view Honda’s situation? “It’s always difficult to judge from the outside, and I don’t find it correct if you don’t have all the information. What is certain is that Honda is experiencing a really complicated situation. They have lost direction. When you are so far behind, it is difficult to find motivation and to start from scratch. It’s a condition I would not like to experience.” Lorenzo says it’s difficult to say why Honda is currently struggling. (MotoGP/) There has been a change at the top with Taichi Honda taking over as technical director. He is an engineer who has won a lot in rally-raids, especially the Dakar Rally. Can coming from a different background be helpful? “I don’t know him personally, but for sure the leader is the key player, especially in the process of rebuilding a team and redesigning a bike.” How much does the bike really matter? “When an extraordinary ace like Marc Márquez can’t finish in the top seven, then it is clear that the problem is represented by the bike. A good rider like Pol Espargaró tried too, and he didn’t get any result. The same is happening with Joan Mir, who is a champion anyway. You won three titles with Yamaha. How much does it hurt to see your former team so far behind? “Yamaha is struggling, but the key point is another one: It is more that Ducati has done such a great job to really stand out. Yamaha has improved much less than the Ducati in the last 10 years. The real credit goes to Gigi Dall’Igna. Just look at the lap times and the pole positions. The Ducatis are two seconds faster than they were 10 years ago, while Yamaha and Honda are further behind. They haven’t improved enough compared to the Desmosedici.” Lorenzo won three titles on Yamaha. He says that the team just hasn’t progressed at the same rate as the Ducatis. (MotoGP/) Ducati has been often criticized for rider management, even when you were racing. What do you think of the musical chairs that happened for the factory bike alongside Pecco Bagnaia? “Jorge Martín was unlucky in meeting Márquez in the race for a seat in the factory team. He deserved more than anyone else and he would have one versus any other rider. But on Ducati’s side, I can understand that it’s difficult to say no to Marc Márquez.” Is the Bagnaia-Márquez duo a dream team? “The Bagnaia-Martín duo would have been very strong too, especially looking long term. Pecco is 27 years old, Jorge 26, while Marc is 31 years old. So Bagnaia-Márquez is not the best combination if you look five or six years ahead, but definitely for the next two years, it’s a great combination.” Bagnaia is fighting for a third MotoGP title in a row. (MotoGP/) Márquez wants to win at least one more title at all costs before he retires. Could this create a lot of tension in the team? “Márquez is not a team player, and I believe that no rider should be a team man. Sport in general is selfish, even more for an individual discipline like roadracing. All the great champions, from Giacomo Agostini to Valentino Rossi—or Marc Márquez himself—they all race for themselves. I don’t know a champion who is not selfish and super competitive. Maybe in football it is different, but not in individual sports.” Do you think his presence could challenge him to further raise the bar? “It will be a great fight. Pecco has a very clean riding style, he rides with the consistency of a robot. Marc is a robot too, but the Italian is younger and I think he hasn’t reached the peak of his potential yet. This means that there is still margin for improvement, plus he is more experienced with the Ducati and he’s in good shape.” What about Marc? “If we talk about talent and ambition, Marc might be superior to Bagnaia, but he’s already reached the peak of his career and momentum. He is older, and he suffered this injury in his arm that somehow is limiting him. So I think it will be a great battle. The forces are balanced.” Lorenzo says he is sure Márquez will win another title before retirement. (MotoGP/) Márquez or Bagnaia? On whom would you bet? “Many people said that Marc would have won the title already this year with Gresini, but he hasn’t won a race yet. So in the end, the forces are very balanced. So I wouldn’t bet on any one of the two, but I’m sure that Marc will win another title before he retires, so if Bagnaia wins this year, I would love to see Márquez winning in 2025.” Jorge Martín was very upset by Ducati’s choice. Do you think that he can turn all this frustration into a driving force? “I have no doubt his speed and talent. If he will fight for the title? It will depend more on Aprilia than on him. If they build a more competitive bike, Jorge will definitely fight for the title, otherwise it is not possible to fight versus the two Ducatis if the bike is not there. At this moment Aprilia needs to improve its reliability and to become a more complete bike.” How do you see the 2024 title fight? “Bagnaia is leading with 10 points of advantage on Martín. It’s tough for Jorge now because Pecco is at the peak of his form.” Lorenzo says Martín’s future success is up to Aprilia, not his will to win and skill as a rider. (MotoGP/) Pedro Acosta is the surprise of 2024. How do you see him? “I like him a lot. He has the charisma of Casey Stoner and Rossi, and Márquez’s self-confidence and ambition. He distinguishes himself for his preparation, the thousands of hours he has spent on the bike since he was a child. I would just advise him to be careful with the crashes.” View the full article

Michael Dunlop was beaming upon winning his 25th TT, moving ahead of John McGuinness as the active rider with the most wins and now only one win short of his legendary uncle, Joey Dunlop. (Paul Phillips/) Michael Dunlop in one of his rare moments of relaxation, preparing to head out for his first practice laps of 2023 on his Hawk Racing Honda CBR1000RR-R Superbike. (Paul Phillips/) When you are lined up shoulder to shoulder, but the starter sends you off one at a time for practice, who goes first? Gary Vines (52) on his Honda CBR600RR and Richard Wilson (47) also on a Honda 600, rely on the universal decision-making process of Rock, Paper, Scissors. Of course, two out of three takes the lead position. (Paul Phillips/) From the evening shadows to the bright sunlight Michael Rutter takes practice laps on his Honda RC213V-S Superbike. With more than 80 TT starts, Rutter is always a factor on the course. (Paul Phillips/) Dean Harrison rides his Kawasaki ZX-10RR Superbike out on the first evening practice. At age 34 Harrison, a fan favorite, has 54 TT starts, 20 podium finishes, and three wins and a top lap speed of 134.9 mph. (Paul Phillips/) The BMW RR has been Peter Hickman’s go-to bike, upon which he held the course record. Here he launches off Ballagarey, a blind dogleg to the right, riding the new M 1000 RR Superstock, exceeding the 130 mph in the early practice sessions. (Paul Phillips/) Mike Browne, who first competed at the TT in 2019 and has had seven prior starts, started all eight solo races for 2023. Evening practice on his BMW M 1000 RR Superstock. Browne finished second in the Supertwin race aboard his Paton S1-R. (Paul Phillips/) Manx rider Jorge Halliday wears orange to denote his TT rookie status. Halliday successfully completed both Superport races on his Yamaha. (Paul Phillips/) Brothers Ben and Tom Birchall began their TT career in 2009. They continued their Honda-powered winning streak now at 14, and posted a new lap record of 120.4 mph. (Paul Phillips/) Taking flight at Ballaugh Bridge and close behind the Brichalls was the FHO Racing Team of Peter Founds and Jevan Walmsley, also on their Honda-powered sidecar. (Paul Phillips/) Low to the ground and close to the crowd, monkey Karl Schofield moves from side to side to balance the sidecar as pilot Dave Quirk navigates the Suzuki power machine past Braddan Church. (Paul Phillips/) Aussie and <i>Cycle News</i> staffer Rennie Scaysbrook launches his Honda CBR1000RR-R Fireblade Superbike off Ballagarey. Soon after, he switched rides and competed on a BMW. (Paul Phillips/) Although riders start at 10-second intervals, it doesn’t take long for traffic to build up. Approaching the Ramsey Hairpin, John McGuiness on this factory-sponsored CBR1000RR-R SP Fireblade leads James Hillier on his OMG Racing Suzuki Superbike, both being chased by Jamie Coward, also riding a Honda. (Paul Phillips/) The Dunlop family name is synonymous with the TT. Michael is carrying on the extraordinarily focused family way, always focused and aggressive. Riding in all eight of the solo events and winning four, here pushing his Honda CBR1000RR-R Superbike down as he flies over Ballaugh Bridge, trying to get his bike back on the ground as fast as possible during the early morning pre-race warmup lap. (Paul Phillips/) As if competing against the bike, as well as the mountain course, Michael Dunlop won the first Supertwin event by 27 seconds. (Paul Phillips/) Aboard his MD Racing Yamaha YZF-R6 BN6, Dunlop won both Supersport events. In the second race, he set a new course record of 130.4 mph finishing nine seconds ahead of Peter Hickman. (Paul Phillips/) Parliament Square is an amazing spot to watch the TT. Riders come in on a long high-speed straight with some backing into the right turn, then a quick left, and on to May Hill before heading up to the mountain. Manx rider Michael Evans on his Honda CBR600RR, Craig Neve on his Triumph Daytona Street Triple 765 RS, and Shaun Anderson also on a Honda CBR600RR come through in formation. (Paul Phillips/) In solo events longer than two laps, pit stops are a must. While in Formula 1 stops are less than two seconds, at the TT fuel is gravity fed, the rear tire is changed, new visors installed, and fluids are administered to the rider. Pit stops take between 45 seconds to as much as a minute and, just like Formula 1, the efficiency of the team can have a major impact on placing. (Paul Phillips/) Every straight on the TT course is an opportunity to accelerate; South African Allann Venter on his Honda CBR600RR makes full use of the opportunity ahead of him. (Paul Phillips/) In the winner’s enclosure Michael Dunlop displays his new “Speed Limit” sign for his 130.4 mph record. (Paul Phillips/) Ben and Tom Birchall en route to their 14th consecutive TT win, passing Creg-Ny-Baa 3 miles from the finish line. Tom leans over Ben to optimize the balance of the sidecar. (Paul Phillips/) Davey Todd, a TT rising star and fan favorite, backs his Honda CBR1000RR-R Fireblade SP into the turn at Creg-Ny-Baa. (Paul Phillips/) Peter Hickman, riding his Yamaha R7, had mechanical challenges during qualifying. Hickman’s teams sorted the problems and he went on to finish fourth in the initial Supertwin race, followed by a victory in the second race. (Paul Phillips/) Hickman on his FHO Racing BMW M1000 RR at this point has already picked up 20 seconds on Davey Todd on his Honda CBR1000RR-R Fireblade SP. Ultimately, Hickman won the Superstock race, Michael Dunlop came in second, and Todd finished one minute back in fourth. (Paul Phillips/) With 3 miles to go on the final lap of the first Superstock race, Hickman wheelies past the cheering crowd and his pit board reading, “P1, +22 seconds.” (Paul Phillips/) Hickman entered the penultimate day of racing with one win, to Dunlop’s four victories. Hickman dominated the Superstock race on his FHO Racing BMW M 1000 RR, posting a new TT lap record of 136.358. The Superstock category mandates treaded road tires and except for bodywork is essentially the same as you can purchase at a BMW dealer. After a break, Hickman came back on his Yamaha R7 to win the second Supertwin event. (Paul Phillips/) Frenchman Pierre-Yves Bian on his Paton S1-R, with his helmet and number plate in a polka dot pattern in homage to the King of the Mountain jersey at the Tour de France, outlasted his competition for a second place podium finish. (Paul Phillips/) American Pete Murray on his Kawasaki Ninja 650 roaring through Kirk Michael to a strong finish. (Paul Phillips/) Always competitive, former TT Senior Superbike winner Dean Harrison rides his Kawasaki Ninja ZX-10RR Superbike close to the wall at Greeba Bridge. Harrison finished second to Hickman, 20 seconds back after six laps and two pit stops of the 37.73-mile course. (Paul Phillips/) Leaving the village of Ramsey behind, Peter Hickman makes the hairpin and heads to his fourth TT win of 2023. (Paul Phillips/) View the full article

I have the guts to tell my whole story, not “cherry-pick…” (Blake Conner/) On the Cagiva GP bike in 1993. (Courtesy of MV Agusta/) On the grid in ’93 with Doug Chandler (on right). (Courtesy of MV Agusta/) On the Ferracci Ducati 916 in ’97. (Blake Conner/) You had to bring it every weekend and not crash. (Blake Conner/) There were seven No. 1 plates. So much for “…it will be his only one.” (Blake Conner/) With my daughters Emily (20) and Jessica (17). They are my life. (Courtesy of Mat Mladin/) Troy Herfoss has many good years ahead of him. (Indian Motorcycle/) “I struggle to enjoy what the MotoGP bikes look like with all the wings and so on.: I will get into some current racing matters next time.” (MotoGP/) View the full article

2024 Honda Rebel 1100T DCT. (Honda/) Overview Honda offers two variations of its Rebel 1100 cruiser, a standard model and a touring bagger model. Both models can be ordered with a Dual-Clutch Transmission (DCT). Both models and the DCT versions are powered by a 1,083cc liquid-cooled parallel-twin engine that is also found in the company’s Africa Twin adventure bike. The torquey engine utilizes a Unicam single-overhead camshaft and four valves per cylinder. The crankshaft utilizes a 270-degree crankshaft design which mimics the pulses of a V-twin. The DCT models utilize the six-speed dual-clutch transmission that allows the bike to be ridden in automatic modes or be manually shifted via buttons on the handlebar all without having to use a clutch. Both the 1100T and 1100 can also be ordered with a conventional six-speed transmission. The Rebel 1100T has “bagger” styling with a large fork-mounted windscreen, and a pair of lockable hard saddlebags that offer a combined 35 liters of storage space. The Rebel 1100 chassis is anchored by a steel frame and tubular steel swingarm. Suspension at the front is handled by a 43mm fork with 5.5 inches of travel, while at the rear are a pair of Showa piggyback reservoir shocks with preload adjustability and 3.7 inches of travel. At the front is a single four-piston radial-mount caliper and 330mm brake disc. The rear system has a single-piston unit and 256mm disc. ABS is standard on all models. Each version of the Rebel 1100 comes with electronic rider aids including three ride modes: Standard, Sport, and Rain. The modes have preset parameters for Power, HSTC, engine-braking, and DCT timing. There is also a fourth User mode that can be set to preference. 2024 Honda Rebel 1100. (Honda/) Pricing and Variants The Rebel 1100T is available in Metallic Black or Matte Armored Green Metallic for $10,699, or $11,349 with DCT. The Rebel 1100 is available in Metallic Blue or Gray Metallic for $9,549, or $10,149 with DCT. 2024 Honda Rebel 1100T. (Honda/) Competition <a href="https://www.cycleworld.com/story/buyers-guide/2020-kawasaki-vulcan-900-classic-lt/"><b>Kawasaki Vulcan 900 Classic, $9,399</b></a> <a href="https://www.cycleworld.com/story/buyers-guide/2020-kawasaki-vulcan-900-classic-lt/"><b>2025 Suzuki Boulevard C50T Special, $9,779</b></a> <a href="https://www.cycleworld.com/story/buyers-guide/2022-indian-chief/"><b>Indian Chief, starting at $14,999</b></a> <a href="https://www.cycleworld.com/indian/sport-chief/"><b>Indian Sport Chief, $19,999</b></a> News and Reviews <a href="https://www.cycleworld.com/story/bikes/honda-rebel-1100t-first-look-2023/"><b>Honda Rebel 1100T First Look</b></a> <a href="https://www.cycleworld.com/story/bikes/2021-honda-rebel-first-ride-review/"><b>Honda Rebel 1100 First Ride</b></a> 2024 Honda Rebel 1100T / Rebel 1100 Claimed Specs MSRP: $10,699 ; $11,349 (T DCT) / $9,549 ; $10,149 (DCT) Engine: SOHC, liquid-cooled parallel twin; 4 valves/cyl. Displacement: 1,083cc Bore x Stroke: 92.0 x 81.5mm Compression Ratio: 10.1:1 Transmission/Final Drive: 6-speed/chain ; 6-speed automatic (DCT) Fuel System: PGM-FI w/ 46mm throttle bodies; throttle-by-wire Clutch: Wet, multiplate ; 2 multiplate wet (DCT) Frame: Steel semi-double cradle, aluminum subframe Front Suspension: 43mm fork, preload adjustable; 5.5 in. travel Rear Suspension: Showa shocks, preload adjustable; 3.7 in. travel Front Brake: 4-piston caliper, floating 330mm disc w/ ABS Rear Brake: 1-piston caliper, 256mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 18 in./16 in. Tires, Front/Rear: 130/70-18 / 180/65-16 Rake/Trail: 28.0°/4.3 in. Wheelbase: 59.8 in. Ground Clearance: 4.7 in. Seat Height: 27.5 in. Fuel Capacity: 3.6 gal. Wet Weight: 520 lb. ; 542 lb. (T DCT) / 487 lb. ; 509 lb. (DCT) Contact: powersports.honda.com View the full article

Street-legal electrics from both KTM and Husqvarna are coming for 2025. (Husqvarna/) Austria’s KTM has been at the electric motorcycle game longer than most of its mainstream peers, having launched the original Freeride E battery-powered off-roader as long ago as 2011, but despite more than a decade of experience it has yet to jump into the EV streetbike scene. Until now. New documents show that both KTM and its sister firm Husqvarna will have identically powered electric models in their 2025 model ranges. The information comes courtesy of the brand’s VIN (Vehicle Identification Number) decoding document, which has to be filed with the NHTSA (National Highway Traffic Safety Administration) and published to help make sure specific models can be identified from the VINs. The latest of these documents, which covers sibling companies KTM, Husqvarna, and GasGas, reveals the existence of the KTM “Electric Freeride (Street Legal)” and Husqvarna “Electric Pioneer (Street Legal)” models in the brands’ 2025 model ranges. Street-legal versions for the KTM Freeride have been promised for a few years, but appear to be coming in 2025. (KTM/) Details of the bikes are thin on the ground, but the VIN decoder adds specific codes for the fourth and fifth VIN digits, used as model identifiers, to mark out the electric bikes: The Electric Freeride gaining the code “E1″ and the Electric Pioneer going by “P1.” The document also adds a new code in the seventh position of the VIN in the form of a “0,” meaning that a bike is electric. Until now, that position has only been used by the number “2″ or “4″ for two- or four-stroke engines. Finally, the 12th character in the VIN, which is normally used for engine capacity under the KTM VIN protocol, ranging from “0″ for under 125cc on two-strokes or under 250cc on four-strokes to “9″ for bikes over 900cc, can now instead feature the letter “C” to represent an electric powertrain that’s described as “5.54kW Li-ion 660W.” That description is a little confusing. Both 5.54kW and 660W are figures relating to power, so one interpretation is that the motor is rated at 5.54kW (7.43 hp). The 660W figure is too low to realistically represent the bike’s power, as it equates to less than 1 hp, but it could be related to the bike’s rate of charge. The KTM Freeride E-XC. (Brown Dog Wilson/) The problem with that explanation is that there’s a separate section of the VIN that’s specifically related to power (the sixth digit), so why include the 5.54kW figure? Also, why is it listed as “5.54kW Li-ion” when Li-ion is the battery chemistry, unrelated to the motor? One possibility is that the “kW” in the document should actually read “5.54kWh Li-ion” and relates to the battery’s capacity and its chemistry, and previous information from KTM about its electric bike plans aligns with that explanation. Most notably, back in 2022 KTM and Husqvarna’s parent company, Pierer Industrie, published a presentation document that included both details and images of its planned electric bike models, showing four machines. One was an electric kids’ bike, then code named the E10, which has since turned into the SX-E 2, but the other three were intended for the street and named the Husqvarna E-Pilen, KTM E-Duke, and KTM Freeride E LV. Notably, all were claimed to use a “5.5kWh” Li-ion battery, pointing to the possibility that the “5.54kW” mentioned in the new document should really read “5.54kWh.” The Husqvarna E-Pilen, based on the 390 Duke’s chassis, has for the time being been put on the back burner, but is likely not dead. (Husqvarna/) In terms of power, the three proposed bikes were all close to one another. The E-Pilen and E-Duke—both based on the standard 390 Duke chassis but with an electric powertrain—were claimed to have 10kW (13.4 hp) while the “Freeride E LV” was a street-legal enduro-style bike, with a proposed 9kW (12 hp), matching that of the existing Freeride E-XC. In each case, the power was listed as “nominal” (electric bikes often have peak outputs substantially higher than their rated figures). The Freeride E-XC, for instance, peaks at 18kW (24 hp) despite its 9kW rating. Both the E-Pilen (shown as a concept back in 2021) and the mechanically identical E-Duke appear to have been put on the back burner at the moment, but even in 2022 the Freeride E LV was claimed to be near production. The 2022 Pierer presentation revealed plans to launch the bike onto the market in 2023 and a recommended retail price of under 10,000 euros ($10,800). While the time scales have clearly slipped, it’s likely that the KTM Electric Freeride and Husqvarna Electric Pioneer are both developments of that project, with even the KTM’s name coming very close to the original Freeride E LV title of the project. If the new bikes are descendants of the Freeride E LV, and the specifications have met the original targets, then they’re due to have a removable battery pack. It was confirmed in the 2022 presentation, and KTM is founding member of the European Swappable Batteries Motorcycle Consortium, a group created by KTM, Piaggio, Honda and Yamaha, but now including more than 20 members with the aim of establishing a standardized swappable bike battery. The VIN decoding document also hints that Husqvarna will be adding a Vitpilen 801 to its range to sit alongside the existing Svartpilen 801. That’s a logical move, as the two bikes would be based on the same platform, like smaller Vitpilen and Svartpilen models, with just a slight change to the stance and riding position to make the Vitpilen more street-focused without the Svartpilen’s hint of scrambler. Prototypes spied before the Svartpilen 801 was launched included just such a bike, with slicker tires and lower bars than the Svartpilen 801 uses. View the full article

Harley-Davidson’s Low Rider S is a performance cruiser with West Coast club styling. Originally introduced to the Dyna platform in 2016, the Low Rider S moved to the Softail platform in 2020. Shortly after, the Low Rider S was updated in 2022, receiving the larger Milwaukee-Eight 117ci engine. Powering the Low Rider S is the air/oil-cooled Milwaukee-Eight 117ci V-twin engine with a 10.2:1 compression ratio and a 4.075 x 4.5-inch bore and stroke. Electronic aids include switchable traction control, ABS, and cruise control. Bike information is displayed via a 4-inch analog tachometer with a digital screen. A major aspect of a performance cruiser is quality suspension. Harley-Davidson fitted the Low Rider S with a 43mm inverted fork with triple-rate springs and a coilover monoshock with preload adjustment. The brake system includes dual 300mm discs with four-piston calipers up front and a single 292mm disc with two-piston caliper at the rear. Blacked-out finishes, tall suspension, LED lighting, and a handlebar riser give the Low Rider S its iconic West Coast club style. 2024 Harley-Davidson Low Rider S Dyno Chart (Robert Martin/) Before hitting our in-house Dynojet 250i dynamometer, the Low Rider S weighed 678 pounds on our automotive scales. On the Cycle World dyno, the 2024 Harley-Davidson Low Rider S produced 93 hp at 4,690 rpm and 114.8 lb.-ft. of torque at 3,020 rpm. For reference, the 2023 Harley-Davidson Breakout 117 produced 94.3 hp and 118 lb-ft of torque. With nearly 100 lb.-ft. of torque available right off idle, the Low Rider S jumps off the line like a drag car. But the engine’s smooth character and wide range of operation make it flexible in everyday riding scenarios. The 2024 Harley-Davidson Low Rider S offers American muscle in a refined package with West Coast styling. View the full article

Recent VIN documents appear to show that the SuperSport 950 and Streetfighter V2 models will join the Panigale V2 in the extinct category sooner than later. (Ducati/) Ducati has already confirmed that the Superquadro V-twin engine that’s been a staple of the company’s lineup since the original 1199 Panigale of 2012 is disappearing from the range in 2025, taking with it the Panigale V2 and presumably the Streetfighter V2 models. Now there’s firm evidence that its replacement will be a lower-cost sportbike that might also supersede the SuperSport 950. The limited-run (555 units) Panigale V2 Superquadro Final Edition leaves no doubt that Ducati’s most highly strung V-twin engine, the ultrashort-stroke Superquadro, is getting the chop, but the older Testastretta 11° V-twin motor that’s used in 937cc form in an array of bikes including the Multistrada V2, the SuperSport, the Monster, the DesertX, and the Hypermotard 950 is expected to live on and could well be the basis of the new sport model. It appears there will be a new sportbike powered by the Testastretta 11° V-twin. (Ducati/) Solid evidence of the new bike has emerged in new VIN decoding documents published by the NHTSA for Ducati’s 2025 range. While the engines and models listed in the main bulk of the paperwork are existing ones, revealing no surprises, there’s a twist in the tale because the bike chosen for the “example” of a 2025 Ducati VIN is the unannounced new sport model. The document simply refers to it as “2102 Project” (a name that fits into the company’s normal naming protocol for new models under development) and gives two example VINs: “ZDMHAU8T?SB??????” and “ZDMHAU8T?ST??????.” The question marks in those VINs represent the individual bikes’ frame numbers and the so-called “check digit” that’s used, with a calculation, is to help establish whether the VIN is correct. But the remaining numbers and letters all refer to specific elements of the bikes in question and confirm that they’re examples of the new sport model. Starting at the beginning, the first three letters, “ZDM,” is Ducati’s World Manufacturer Identifier code, used on all its modern bikes to confirm who the manufacturer is, so we can skip straight to the fourth letter, “H.” According to the VIN decoding document, this character represents which of Ducati’s model ranges the bike sits in, and “H” is defined as “Ducati Superbike street bike.” For context, other letters used in this spot include “A” for Multistradas, “B” for Hypermotards, “D” for Panigale V4s, “F” for Streetfighters, “G” for Diavel/XDiavel models, “K” for Scramblers, “V” for SuperSports, and “X” for the DesertX. So the new bike is a “Superbike” but not a Panigale V4 or a SuperSport. The only model in the current range with “H” as its fourth VIN character is the Panigale V2, so 2102 Project appears to be that bike’s replacement. Ducati just announced its 2025 Panigale V4. (Ducati/) The fifth character in the VIN, “A,” is used across all Ducati’s bikes, so we can move on to the sixth, which is “U.” That relates to the specific model line, and at the moment Ducati’s decoder shows only letters from “A” (for V-twin Panigale models) to “T” (for the latest generation of Scramblers), so the sixth VIN character “U” denotes an as-yet-unreleased model. In the seventh position is the number “8,” which relates to the bike’s engine. Ducati’s decoder list of engines that can be denoted here run all the way from A to Z and then from 1 to 7, with the last of those being an as-yet-unreleased version of the Multistrada V4′s 1,158cc V-4, listed as having “new mechanical parts compared to the Multistrada.” Although, the document published on the NHTSA website has since been updated to remove the reference to that engine, ending instead with “6″ for the latest version of the 1,103cc V-4, as used in the 2025 Panigale V4. Either way, the “8″ of the 2101 Project’s example VIN isn’t listed, so at the very least it’s a development of an existing engine, if not an all-new design. Moving on to the eighth character in the VIN, which is “T” for the 2102 Project, and that also defines the engine’s power, and which is perhaps the most significant one as it reveals that the new machine isn’t a fire-breathing beast despite being positioned in Ducati’s “Superbike street bike” category. “T” means the engine has between 111 hp and 122 hp, which is a strong suggestion that it’s a variant of the existing 937cc Testastretta 11°, which currently puts out 114 hp in bikes like the SuperSport 950. With the ninth character being the check digit, we can move on to the 10th, “S,” which means “2025 model year.” The 11th is shown as both “B” and “T” in the two examples and stands for “Bologna” and “Thailand” to indicate that the new model will be made in both locations. Finally there are five question marks in positions 12 to 17 to represent the sequential production number of the bikes. A new sportbike that is more aggressive than SuperSport 950 and not as aggressive as the Panigale V2 is coming soon. (Ducati/) All this information ties in neatly with rumors that the Panigale V2 and the SuperSport 950 are likely to be replaced with a single model, with lower performance and a lower price than the Panigale V2 but a more aggressive, sportbike style than the SuperSport 950. The VIN details of 2102 Project perfectly match that description, shifting the bike into the Superbike streetbike segment of Ducati’s range but with a level of power and performance nearer the SuperSport 950′s. The demise of the Superquadro V-twin will also leave a gap where the current Streetfighter V2 sits in the range, so it’s not inconceivable that an additional model based on the same platform as 2102 Project could be spawned to fill that gap if there’s a big enough space between the similarly powerful Monster and Hypermotard 950 to attract a significant number of customers to such a machine. As in previous years, Ducati is expected to run a series of new model unveilings over a period of several weeks during the latter part of 2024, and with 2102 Project’s example VIN showing it’s a 2025 model it’s almost certain to be the subject of one of those launches. View the full article

The 2024 BMW R 1300 GS. (Rubin Kostov/Edelweiss/) The Valbona Valley in Albania. (Seth Richards/) Rastoke, Croatia. (Doris Lenahan/) Plitvice Lakes National Park. (Seth Richards/) Plitvice is a must-see. (Seth Richards/) Rural life in Una National Park in Bosnia. (Seth Richards/) Željava Air Base. The entrance to the tunnels is roughly airplane-shaped. (Doris Lenahan/) A bombed-out building. The evidence of war was evident throughout much of the region. (Seth Richards/) Sarajevo City Hall, which underwent a complete restoration after the Bosnian War. (Rubin Kostov/Edelweiss/) Durmitor National Park in Montenegro. (Doris Lenahan/) Riding slowly to enjoy the view. (Rubin Kostov/Edelweiss/) There was snow in the mountains even in May. (Doris Lenahan/) Montenegro deserves a place on your bucket list. (Seth Richards/) A damp morning in Albania on the SH22. (Seth Richards/) The Valbona Valley. (Seth Richards/) The cities we visited in Albania were pretty bleak; the natural beauty was stunning. (Seth Richards/) The new GS is a worthy successor to the 1250. (Seth Richards/) Lake Ohrid in North Macedonia is one of the world’s ancient lakes, home to roughly 200 endemic species. (Seth Richards/) The Church of St. John the Theologian overlooking Lake Ohrid. Each day we visited historic sights like this. (Seth Richards/) Skopje, North Macedonia, and the controversial statue of Alexander the Great. (Seth Richards/) Dancers in traditional garb performed in the city center. (Doris Lenahan/) Passing through a village in Croatia. (Doris Lenahan/) The author, looking forward to the day’s ride, marks the route on the map. (Rubin Kostov/Edelweiss /) View the full article

Whether you are nostalgic or not, the 2024 XSR900 GP is an excellent sportbike. (Yamaha/Ant Productions/) Yamaha’s XSR00 GP is not available in the US. What a pity… (Yamaha/Ant Productions/) The XSR900 GP shares its CP3 inline-triple with other Yamaha models. Yamaha claims it makes 117 hp. (Yamaha/Ant Productions/) Retro styling abounds on the XSR900 GP. (Yamaha/Ant Productions/) Yamaha nailed the retro GP styling on the XSR900 GP. (Yamaha/Ant Productions/) Just past the retro fairing stay is a full modern TFT dash. (Yamaha/Ant Productions/) While sportier than the nakeds it’s based on, the XSR900 GP is still a reasonably comfortable street mount. (Yamaha/Ant Productions/) Yamaha says the XSR900 GP is not a sportbike, could have fooled us. (Yamaha/Ant Productions/) It’s easy to imagine you are Eddie Lawson tucked behind the windscreen. (Yamaha/Ant Productions/) The brakes on the XSR900 GP haven’t been upgraded like the suspension, but there is no need for that. (Yamaha/Ant Productions/) Taller riders might feel a bit cramped on the XSR900 GP. (Yamaha/Ant Productions/) Do you want to see the XSR900 GP sold in the US? That’s a rhetorical question; we already know the answer. (Yamaha/Ant Productions/) View the full article

There are a lot of ways to burn up a few watts of electric power in Las Vegas. The 2024 BMW CE 02 electric don’t-call-it-a-scooter two-wheeler makes a good city bike. (Kevin Wing/) BMW marketing images target urban athleticism with background notes of freedom to shred. (BMW/) The CE 02 shown here is $8,474, which includes the $895 Highline package. Add the $595 destination charge for an as-tested price of $9,069. The base CE 02 is $7,599 plus $595 destination. (Kevin Wing/) Being outside in Las Vegas riding on two wheels, even on the city’s crowded roads, is better than being inside—at least before summer. The CE 02 uses a proximity fob and is keyless. (Kevin Wing/) We took a swing through the Neon Museum in Las Vegas. Electrics from small companies and startups are sometimes pretty rough and ready. The CE 02 benefits from being a BMW in terms of fit, finish, and function. (Kevin Wing/) The basic black version of the CE 02. BMW’s main goal for the CE 02 was riding ease and fun. A 29.6-inch seat height and 291-pound claimed weight help the cause. (Kevin Wing/) “Micro” TFT dash shows ride modes, state of charge, and the rest. Modes Flow and Surf are standard; Flash is included with the $875 Highline package and provides the highest available regenerative braking. Bluetooth connectivity and even available connectivity over Wi-Fi/cellular network allows checking CE-02 status. (Kevin Wing/) Heated grips and reverse expand riding season and ease of use. Reverse (hold down the “R” button up top) provides up to 1.8 mph and torque to climb a maximum 7 percent grade. (Kevin Wing/) Various bags (including a 29-liter, helmet-eating top case) are available but the CE 02 lacks the traditional scooter’s classic underseat bin. So we backpacked it. (Kevin Wing/) Did you know shops working on high-voltage electrics require special certification and training? This is one reason BMW kept the system voltage low (48v) on the CE 02. It also allows the system to be simpler and lighter. The two batteries are 1.95kWh usable capacity each. (Kevin Wing/) We had the tricolor “Pro” seat, with thinner padding and grippy cover. A thicker Comfort seat is also available. (Kevin Wing/) The charging input is on the left side of the CE 02. (Kevin Wing/) Belt final drive works with an interior reduction-drive belt. Belts are low maintenance and quiet in operation. (Kevin Wing/) Highline package includes phone mount and BMW Connected Services, which allows for checking charge status via the app. The BMW Ride Connected app can be controlled through the buttons on the left switch cluster and the user’s phone becomes an extension of the gauge package to include navigation and ride recording. USB-C port lies below the handlebar. (Kevin Wing/) View the full article

Ducati’s Monster Senna pays tribute to Ayrton Senna. (Ducati/) Senna with his 851 SP. (Ducati/) Forged wheels and color-matched Brembo Stylema calipers are just a couple of the exclusive touches on the Monster Senna. (Ducati/) Ducati’s latest Senna model comes with Öhlins suspension and a special Termignoni exhaust. (Ducati/) Only 341 examples of the Ducati Monster Senna will be produced. (Ducati/) View the full article