The Thruxton is dead, long live the Thruxton! The legendary Triumph Thruxton cafe racer, with a pedigree that goes back to the 1960s, will soon have its swan song: the 2025 Triumph Thruxton Final Edition marks the end of an icon.

At a press conference about the Thruxton Final Edition, James Wood, Triumph’s global marketing manager, said, “This decision [to end production of the Thruxton] was not taken lightly,” adding that the Speed Twin “has taken over the mantle as the sports classic in our lineup with its less over-the-bars ergonomics and its own aggressive poise and good looks.”

Introduced in 1964 as a limited-edition racebike, the Triumph Thruxton found early success in endurance races, claimed all three podium places at the 1969 Thruxton 500-mile race, and became the first production motorcycle to lap the Isle of Man TT Mountain Course at more than 100 mph. With a unique blend of style, handling, and performance, the Thruxton was beloved by sport-minded “ton-up” riders the world over.

In 2004, after Triumph was resurrected and found success under the direction of John Bloor, the modern Thruxton 900 made its debut, powered by a 69-hp air/oil-cooled parallel-Twin. But the performance potential of the legendary cafe racer got a boost in 2016 with the Thruxton R, with a “high power” variant of the 1,200cc parallel-Twin that boasted a peak of 96 hp and 83 lb-ft of torque.

Related: 2021 Triumph Thruxton RS | Road Test Review

The Triumph Thruxton Final Edition is based on the Thruxton RS and uses Triumph’s High Power 1,200cc parallel-Twin that produces a claimed 104 hp and 83 lb-ft of torque. Its 270-degree crankshaft layout emits a deep V-Twin-like exhaust note.

The most striking feature of the Thuxton Final Edition is its exclusive Competition Green paint scheme with hand-painted gold pinstripes. A special touch is that each bike is signed by the artist who painted it.

“This gold lining really is an expert skill with only a small handful of artists in our world-leading paint facilities trained to apply this detail,” said Wood. “Each line is hand-painted using specially developed paint applied in long continuous strokes to get that gorgeous finish.”

Each Thruxton Final Edition comes with a certificate of authenticity featuring the bike’s VIN number, which is signed by members of the Thruxton 1200 design team and Triumph CEO Nick Bloor. A unique Final Edition engine badge will also be supplied with each motorcycle, with a gold-finished surround and “Final Edition” graphic infill.

“This really is the final chapter in this incredible story,” said Wood, “and a motorcycle that provides an exclusive opportunity for riders to own a piece of history as part of the one last final production run.”

Fully adjustable suspension includes a Showa Big Piston inverted fork and Öhlins piggyback shocks. Lightweight 17-inch aluminum 32-spoke wheels are fitted with grippy Metzeler Racetec RR tires. Up front, Brembo M50 radial monoblock calipers provide high-performance braking backed up by ABS.

The Thruxton’s classic styling includes two round analog gauges with LCD insets that provide at-a-glance information including riding mode setting, gear-position indicator, fuel level, and odometer. Three ride modes (Sport, Road, and Rain) adjust throttle response and traction control to suit conditions. A USB charging port is standard.

In addition to the Competition Green metallic paint scheme and gold pinstripes, the Thruxton Final Edition has contrasting black side panels and fenders, a gold Heritage Triumph logo on the tank, and Thruxton Final Edition branding.

More than 80 genuine Triumph Thruxton accessories are available, including a “passenger set-up” with a pillion seat, passenger footrests, and a grab rail. Exclusive to the Final Edition, a dedicated accessory cockpit fairing is also available, color-matched to blend perfectly with the limited-edition Competition Green paint scheme.

The 2025 Triumph Thruxton Final Edition is priced at $17,995. Orders can be placed now at Triumph dealers, with bikes arriving in dealers starting in spring of 2024. For more information, visit Triumph’s website.

The post 2025 Triumph Thruxton Final Edition | First Look appeared first on Rider Magazine.

Kawasaki has announced more new and updated models for 2024, including two all-new electric motorcycles – the Ninja e-1 ABS and Z e-1 ABS. The retro Z650RS ABS has been updated, and the Ninja ZX-4R ABS and Ninja ZX-4RR ABS join Kawasaki’s small-displacement sportbike lineup.

This announcement follows previous unveilings of several new and updated models for 2024, including the new Eliminator cruiser, the updated KLX300 dual-sport and KLX300SM supermoto, and the updated Ninja ZX-6R.

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

The all-new 2024 Kawasaki Ninja e-1 ABS and Z e-1 ABS are all about convenience and urban commuting. They’re powered by a 5.0kW electric motor, which generates a claimed 29.7 lb-ft of torque and a top speed of 55 mph. They come with two lithium-ion battery packs with a range of 41 miles and a 0-100% charge time of 3.7 hours. The removable batteries can be charged either on or off the bike.

Thanks to electric power, these bikes are quiet to run, have none of the vibrations and emissions of gas-powered motorcycles, and have no clutch or gears.

The Ninja e-1 ABS and Z e-1 ABS ride on a trellis frame and have a 41mm fork, a Uni-Trak shock with adjustable spring preload, and single 290mm discs with dual-piston calipers front and rear. The seat height on both is 30.9 inches. The Ninja e-1 weighs in at 308.7 lb, and the Z e-1 weighs 297.7 lb. In terms of styling and ergonomics, the Ninja e-1 adopts sporty Ninja styling, while the Ninja Z e-1 resembles the Z family.

In addition to Road and Eco ride modes, these two new electric motorcycles also come with an e-boost function to tap into extra power as well as a Walk mode with reverse that will help riders maneuver the bike at a walking pace. They also feature TFT instrumentation with smartphone connectivity and a 4.9-liter storage box in the space normally used for a fuel tank.

Both bikes come in a Metallic Bright Silver / Metallic Matte Lime Green / Ebony colorway. The 2024 Kawasaki Ninja e-1 ABS has an MSRP of $7,599, while the 2024 Kawasaki Z e-1 ABS is priced at $7,299. Both are available for purchase starting October 3, 2023.

2024 Kawasaki Z650RS ABS

The retro-styled Kawasaki Z650RS ABS returns with a 649cc parallel-Twin, a slip/assist clutch, a trellis frame, a telescopic front fork, a horizontal back-link rear shock, standard ABS, LCD dual-dial instrumentation, and an LED headlight.

Related: 2022 Kawasaki Z650RS | First Ride Review

For 2024, the model has been updated with the addition of Kawasaki TRaction Control (KTRC), a system that looks at several parameters to adjust TC and allows riders to choose between two modes. Mode 1 is the least intrusive and helps acceleration out of corners for maximum drive from the rear wheel. Mode 2 provides earlier traction control intervention and is helpful while riding on wet roads. Riders can also choose to turn KTRC off altogether.

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

2024 Kawasaki Ninja ZX-4R ABS and Ninja ZX-4RR ABS

The 2023 Ninja ZX-4RR KRT Edition was announced in February and features a unique 399cc inline-Four that can rev out to 16,000 rpm. We got to test the ZX-4RR at Thunderhill Raceway and had a blast revving the little screamer and throwing it around the track. For 2024, Kawasaki is adding the Ninja ZX-4R ABS and Ninja ZX-4RR ABS to the lineup.

Related: 2023 Kawasaki Ninja ZX-4RR | First Ride Review

Like the ZX-4RR, both models feature a trellis frame and dual 290mm front brake discs. Technology includes a 4.3-inch TFT display with smartphone connectivity. The ZX-4R has a 37mm Showa SFF-BP fork and Showa shock adjustable for spring preload, and ZX-4RR version adds dual-direction Kawasaki Quick Shifter, a higher-grade Showa fork with adjustable spring preload, and a Showa BFRC Lite shock.

The 2024 Kawasaki Ninja ZX-4R ABS comes in Metallic Spark Black for $9,399. The up-spec 2024 Kawasaki Ninja ZX-4RR ABS is available in the same color for $9,899, and the 2024 Kawasaki Ninja ZX-4RR KRT Edition ABS comes in Lime Green / Ebony for $10,099.

For more information, visit the Kawasaki website.

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

The post Kawasaki Announces Ninja e-1 ABS and Z e-1 ABS Electric Motorcycles, Other Updated Models appeared first on Rider Magazine.

The 600cc sportbike category was the most hotly contested class in motorcycling during the 1990s and into the mid-2000s, with completely redesigned models every four years and significant updates every two.  

But markets have veered toward adventure bikes and street roadsters, causing the middleweight sportbike class to languish in recent years. Honda and Suzuki haven’t performed any mechanical upgrades to their CBR600RR and GSX-R600 in several years, and Yamaha sells its YZF-R6 only as a racebike. High-revving 4-cylinder engines have been largely supplanted by humble twin‐cylinder powerplants that are compact and cheaper to build – but a lot less exciting.  

The 2024 Kawasaki ZX-6R revives the appeal offered by middleweight sportbikes with slick new styling and other desirable updates. It breathes new life into the class and reminds us that middleweights are perhaps the most balanced sportbikes on the market.

Related: 2023 Kawasaki Ninja ZX-4RR Review | First Ride

The 6R gets a fresh face for the 2024 model year, with a beguiling new nose graced with LED lighting elements. Instrumentation is provided by a new 4.3‐inch TFT panel which provides access to integrated ride modes and smartphone connectivity.  

The 636cc engine receives updates to meet the latest emissions regulations, including revised camshaft profiles with mildly reduced lift and duration, a new intake funnel design intended to increase lower‐rpm power, and a fresh exhaust system. Most other mechanical components on the 6R are unchanged. 

The midsize Ninja retains the former model’s Kawasaki TRaction Control, a quickshifter, and ride modes, but the systems don’t receive the enhancement of an IMU that would inform traction control and braking – there’s no lean‐sensitive TC or cornering ABS.  

Ergonomics remain unchanged, described by Kawi as “naturally aggressive.” The clutch lever is adjustable over a five-position range, while the front brake lever has six. 

Ridge Romp on the Kawasaki Ninja ZX-6R 

Sportbikes are generally used for canyon strafing and other mundane street duties, but testing their ultimate capabilities deserves time on a racetrack. Kawasaki invited us to sample the 6R at the wonderfully hilly Ridge Motorsports Park near Olympia, Washington. The 2.47-mile circuit is quite technical with several blind hillcrests, offering a terrific playground for a middleweight sportbike.  

Heading out onto an entirely unfamiliar track creates anxiety, but the ZX-6R reminded me why middleweights are the Goldilocks of sportbikes. The aluminum‐framed chassis inspires confidence to accurately set and then reset lean angles as your pace increases. Steering response is lively but without any hints of instability, and the fully adjustable suspension was up to the task of controlling the chassis even at deep lean angles.  

GEAR UP 

• Helmet: Arai Contour-X 
• Gloves: Dainese Full Metal 6  
• Leathers: Dainese Laguna Seca 5 Perforated 
• Boots: Dainese Torque 3 Out 

Engines in new bikes almost always have more power than previous versions, but that’s not the case here. The 6R’s top‐end lunge has been somewhat muted by the emissions‐related mods, which is a bit disappointing. Regardless, plenty of power remains on tap to scream its way around a racetrack, and the improved midrange grunt should translate into a better powerband for street use.  

A slip/assist clutch mated to a cooperative gearbox eases gearshifts, but the quickshifter doesn’t swap gears with the expediency of some other systems and lacks an auto-blipping downshift function. Braking is similarly satisfactory, with a radial-pump master cylinder actuating monoblock 4-piston calipers on 310mm rotors up front that have lost their petal-shaped edges. The ABS system is updated to the latest Bosch 9.3MP unit, but it exacts a $1,000 premium over the base model and wasn’t tested at the track. 

The electronic systems include traction control and a choice of two power modes. Three-level traction control relies on wheel-speed sensors to adapt to available grip at varying speeds and throttle positions, and it can be switched off if you wish to ride unfettered.  

Checkered Flag 

While the ZX-6R doesn’t offer a great leap forward in performance, it is an incredibly well-balanced machine for unwinding twisty roads and racetracks. It has enough power to excite but not overwhelm, and it’s more attractive than ever.  

Priced at $11,299 (or $12,299 with ABS), the ZX‐6R makes a renewed case for the viability of the middleweight sportbike class. A fresh set of attractive clothes makes the deal even sweeter. 

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

2024 Kawasaki Ninja ZX-6R Specifications 

• Base Price: $11,299 
• Price as Tested: $11,299 
• Website: Kawasaki.com 
• Warranty: 1 yr., unltd. miles 
• Engine Type: Liquid-cooled, transverse inline-Four, DOHC w/ 4 valves per cyl. 
• Displacement: 636cc 
• Bore x Stroke: 67.0 x 45.1mm 
• Horsepower: N/A 
• Torque: N/A 
• Transmission: 6-speed, cable-actuated slip/assist wet clutch, quickshifter (up only) 
• Final Drive: Chain 
• Wheelbase: 55.1 in. 
• Rake/Trail: 23.5 deg./4.0 in. 
• Seat Height: 32.7 in. 
• Wet Weight: 432 lb (439 lb w/ABS) 
• Fuel Capacity: 4.5 gal. 
• Fuel Consumption: N/A

The post 2024 Kawasaki Ninja ZX-6R Review | First Ride appeared first on Rider Magazine.

CFMOTO has announced some changes to its 2024 motorcycle lineup. The CFMOTO 800NK naked sportbike joins CFMOTO’s Ibex 800 S and T adventure bikes in the middleweight class. The 450NK is another new naked sportbike that joins the 450SS, and the Papio minibike lineup now includes two models, the Papio CL and Papio SS.

Models returning for 2024 include the 300NK, 300SS, 700CL-X, and 700CL-X Sport. The 650NK naked bike and 650 ADVentura street-adventure bike have been dropped from the lineup.

Related: 2022 CFMOTO 700CL-X Review | Road Test

2024 CFMOTO 800NK

Similar to its adventure bike stablemates, the new CFMOTO 800NK features a liquid-cooled 799cc parallel-Twin with DOHC and 4 valves per cylinder that makes a claimed 100 hp at 9,500 rpm and 60 lb-ft of torque at 8,000 rpm. This is a previous-gen version of the KTM 790 engine that CFMOTO builds under a partnership agreement. The 800NK has a 6-speed gearbox, throttle-by-wire, and a slip/assist clutch. The 800NK adds a Street ride mode in addition to the Sport and Rain modes found on the Ibex 800 models. All three models have cruise control, but the Ibex 800 T is the only model that features a quickshifter.

Related: 2023 CFMOTO Ibex 800 T Review | Road Test

The 800NK has fully adjustable KYB suspension, with an inverted fork and single shock, and for stopping power, all 800 models have J.Juan components, with radial-mount 4-piston calipers biting dual 320mm discs up front and a 2-piston floating caliper pinching a single 260mm disc in the rear. ABS is standard.

The naked sportbike rides on 17-inch aluminum alloy wheels with a 57.8-inch wheelbase. Seat height is 31.5 inches, and with a 4-gal. fuel tank, the bike comes in with a curb weight of 417 lb.

The 800NK has full LED lighting and a 5-inch TFT display with Bluetooth compatibility and device pairing via the CFMOTO Ride App.

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

2024 CFMOTO 450NK

When we tested the 2023 CFMOTO 450SS in the Appalachian Mountains of Tennessee and North Carolina, our reviewer said the bike “proved a trustworthy steed that allowed me to work on my cornering skills with a confidence-inspiring ride.” For 2024, CFMOTO has released the naked sportbike version of the platform, which features the same liquid-cooled 449cc parallel-Twin with DOHC and 4 valves per cylinder and a 270 crank, all working together for a claimed 50 hp at 9,500 rpm and 28.8 lb-ft of torque at 7,600 rpm and mated to a 6-speed gearbox and slip/assist clutch. 

Related: 2023 CFMOTO 450SS Review | First Ride

Both the 450NK and 450SS also share the same suspension, with an inverted fork and multi-link rear suspension, but for stopping power, the 450NK uses J.Juan components while the 450SS uses Brembo M40 front calipers. However, other braking specs are the same, with a 4-piston front caliper biting a 320mm disc and a single-piston floating caliper and 270mm disc in the rear. ABS is standard on both bikes.

Both bikes ride on 17-inch aluminum alloy wheels. CFMOTO hasn’t specified the tires on the 2024 450SS – the 2023 model was shod with CST Adreno HS AS5 tires – but the 450NK has Maxxis Supermaxx ST tires.

The 450NK comes in with a slightly longer wheelbase than the SS (53.9 inches vs. 53.5), a slightly higher seat height (31.3 inches vs. 31.0), and at a trim 364 lb, it’s 6 pounds lighter than the SS.

Both bikes have full LED lighting and a 5-inch TFT display with Bluetooth compatibility and device pairing via the CFMOTO Ride App.

Both 2024 CFMOTO 450 models come in Nebula White, but the second option for the 450NK is Zephyr Blue, as opposed to Zircon Black for the 450SS. The 450NK starts at $5,399, and the 450SS starts at $5,699.

2024 Papio CL and SS

The CFMOTO Papio takes its name from the genus that includes baboons, and when our reviewer tested out a 2022 Papio at a CFMOTO launch in Minneapolis, he said the ride indeed was like a barrel of monkeys.

Related: 2022 CFMOTO Motorcycle Lineup Review | First Ride

For 2024, CFMOTO now offers two Papio models that will appeal to different buyers. CFMOTO says the Papio CL has “scrambler roots” and is more geared toward playing the dirt, while the Papio SS has a retro racing look.  

Both bikes feature an air-cooled fuel-injected 126cc Single making 9.4 hp, but the peak comes a little sooner than the 2023 model (8,250 rpm vs. 8,500), and the torque is slightly higher at 6.8 lb-ft compared to 6.5 lb-ft on the 2023 model. The engine is mated to a 6-speed gearbox, which is a unique feature in this segment.

Suspension is still provided by an inverted telescopic fork (with lower covers on the CL for extra protection) and a central monoshock, and braking still comes from a 2-piston caliper and 210mm disc up front with a single-piston caliper and 190mm disc in the back. ABS is standard on both models.

Both bikes roll on 12-inch three-spoke aluminum alloy wheels, with the CL tires sporting a more chunky tread pattern than the SS. The CL also has a higher handlebar and lower footpegs to suit its purpose, while the SS has clip-on handlebars, a quarter fairing, and a lower belly pan. The sharper beak on the previous Papio has been softened for 2024 and now features dual round LED headlights.

Seat height has dropped a half-inch from the previous Papio, down to 30 inches on both 2024 models, and while the fuel tank capacity is one-tenth of a gallon less at 1.8 gal, the curb weight still comes in at 251 lb. The 2024 Papio CL comes in Nebula Black or Galaxy Grey starting at $3,299, and the Papio SS comes in Magma Red, Nebula White, or Moss Green, also at $3,299.

For more information, visit the CFMOTO website.

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

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Suzuki Motor USA has announced a limited run of the distinctive Katana sportbike for the 2024 model year. The 2024 Suzuki Katana is available for U.S. buyers to reserve via special order through the Suzuki dealer of their choice through Oct. 20, 2023. Availability is limited, and reservations are accepted on a first come, first served basis. Along with the bike, owners will receive two years of complimentary service and a collectible 24×24-inch digital lithograph reproduction of renowned Japanese artist Makoto Endo’s Katana illustration originally featured in Cycle World magazine.

Named for the legendary sword of the Samurai, the original Suzuki Katana was unveiled at the Cologne motorcycle show in 1980 and was officially launched in 1981. The original logo, which is still used today, is a stylized combination of the Japanese characters for “katana” and “edge.”

The Katana 3.0 Concept debuted at the 2017 EICMA show in Milan, Italy, and based on the response, development began on the new bike, which arrived for 2020 and was built upon the GSX-R1000 engine and the GSX-S1000 chassis with a twin-spar, aluminum alloy frame and Superbike-type braced swingarm.

We tested the 2020 model at a launch in Kyoto, Japan, and our reviewer said the 999cc inline-Four delivered “crisp throttle response and linear thrust.”

Related: 2020 Suzuki Katana Review | First Ride

The 2024 Suzuki Katana still features the liquid-cooled inline-Four with DOHC, but Suzuki says the engine now has more peak power than that 2020 model, with strong torque in the low- to mid-range. New camshaft profiles and valve springs decrease lift and valve overlap to not only improve emissions but also balance the engine’s performance and drivability.

The Katana has a 6-speed gearbox, throttle-by-wire, the latest version of the Suzuki Clutch Assist System (SCAS), and a new bi-directional quickshifter. The bike also now has the Suzuki Intelligent Ride System (S.I.R.S.), which includes the three-mode Suzuki Drive Mode Selector – which can switch between Active, Basic, and Comfort modes on the fly – and the updated, five-mode Advanced Traction Control System (up from three modes on the 2020 mode), plus the Easy Start and Low RPM Assist systems.

See all of Rider‘s Suzuki coverage here.

The Katana still has the twin-spar aluminum alloy frame and the aluminum alloy swingarm from the GSX-R1000 and connected to link-type rear suspension with a single shock absorber that features spring preload, seven-position rebound damping force adjustment, and 5.1 inches of travel. The 43mm inverted KYB fork is fully adjustable and offers 4.7 inches of travel. For a new visual touch, the fork tubes are gold-anodized, matching the gold-painted TRP six-spoke lightweight cast aluminum wheels, wrapped in Dunlop Roadsport 2 radial tires (120/70ZR17 at the front and 190/50ZR17 at the rear). Stopping power comes from dual 4-piston Brembo monoblock calipers biting 310mm discs up front and a single-piston Nissin caliper and 240mm rear disc, with standard ABS.

A variety of Genuine Suzuki Accessories are available, such as a meter visor (acts as a sport screen), billet clutch and brake levers, axle-spools, fuel tank and engine cover protectors, clip-on tank bags, plus a selection of Katana logo apparel.

The 2024 Suzuki Katana will come in Metallic Matte Stellar Blue bodywork starting at $13,879. For more information, Suzuki has set up a 2024 Katana microsite with the full list of features.

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

The post 2024 Suzuki Katana Review | Limited Edition First Look appeared first on Rider Magazine.

If Rider’s Motorcycle of the Year, now in its 34th year, were a person, it would have graduated from college or completed military service, launched a career, got married, bought a house, and started a family. It would have a couple motorcycles in the garage, perhaps a cruiser or sport-tourer for the open road and a dual-sport or adventure bike for exploring the backcountry.

In other words, it would be like the rest of us: a dedicated motorcycle enthusiast.

Rider has been bringing you “Motorcycling at Its Best” for almost 50 years. We’ve tested nearly every street-legal motorcycle on the market, with an emphasis on real-world bikes that are within reach for most of us. For every $100,000 Arch 1s we review, we test dozens if not hundreds of motorcycles you’ll find in dealerships and garages across America, from sea to shining sea.

Related: 2022 Motorcycle of the Year

Unlike car dealers, most motorcycle dealers don’t offer test rides. Demo rides are great, but they are few and far between and often involve parade-pace conga lines that don’t allow riders to experience a motorcycle’s true capabilities. We know you count on us to provide honest, in-depth reviews to help you make informed purchase decisions – or to just keep you up to date on the latest and greatest bikes on the market.

Every year, we ride as many new or significantly updated motorcycles as we can and evaluate them within the context of their intended use. Then we put our collective heads together and identify those that best fulfill their intended purpose and advance the state of motorcycle design, performance, and function.

For 2023, there were more than 80 eligible contenders. We narrowed them down to 10 finalists and one winner.

Without further ado…

2023 Motorcycle of the Year Finalists:

1. BMW R 18 Roctane

The fifth member of the R 18 family is a unique alternative to the ubiquitous American V-Twin. It’s powered by the BMW 1,802cc “Big Boxer” Twin and features blacked-out styling, a midrise handlebar, a 21-inch front wheel, and hard saddlebags. The Roctane has admirable curb appeal, good comfort and handling, and high-tech features including Rock, Roll, and Rain ride modes.

Related: 2024 BMW R 18 Roctane | First Ride Review  

2. CFMOTO Ibex 800 T

CFMOTO has been on the gas lately, expanding its motorcycle lineup from seven to 10 models, including two versions of the Ibex 800 adventure-tourer powered by a 790cc parallel-Twin adapted from the KTM 790 Adventure. The top-of-the-line Ibex 800 T is comfortable, capable, and packed with useful features yet retails for an accessible $10,499.

Related: 2023 CFMOTO Ibex 800 T | Road Test Review 

3. Harley-Davidson CVO Street Glide/Road Glide

For a company steeped in tradition, Harley-Davidson has taken two of its most iconic models in a decidedly modern direction. The new styling, 12.3-inch TFT color touchscreen, and liquid-cooled 121ci Milwaukee-Eight V-Twin with variable valve timing are only on the limited-production, high-priced CVO versions for now, but the significant updates have catapulted these baggers into the future.

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

4. Honda SCL500

In a nod to its iconic ’60s-era CL72 and CL77 scramblers, the new Honda SCL500 is powered by a 471cc parallel-Twin and has an upright riding position, a high-routed exhaust, block-tread tires, good suspension travel, and retro styling elements like fork gaiters and gas tank knee pads. Priced at $6,799 with standard ABS, the SCL500 brings back affordable cool.

Related: 2023 Honda SCL500 Review | First Ride

5. Husqvarna Norden 901 Expedition

After introducing the highly capable Norden 901 adventure bike for 2022, Husqvarna launched the Expedition variant for 2023 with an Explorer ride mode, upgraded suspension, a beefier skid plate, and several touring-ready features, including waterproof soft saddlebags. With a 105-hp 889cc parallel-Twin and serious off-road chops, the Expedition loves to get dirty.

Related: 2023 Husqvarna Norden 901 Expedition | First Ride Review 

6. Indian Sport Chief

Built on the new Chief platform launched by Indian two years ago (Indian’s Super Chief Limited was a 2021 MOTY finalist), the Sport Chief is a West Coast club-style cruiser with a bullet fairing, a tall-but-forward handlebar, and mid-mount foot controls. With a lean-and-mean stance and a rumbling 116ci Thunderstroke V-Twin, the Sport Chief won our recent comparison with Harley’s Low Rider S.

Related: 2023 Indian Sport Chief | First Ride Review

7. Royal Enfield Super Meteor 650

Since 2019, the Royal Enfield 648cc parallel-Twin lineup has included the Continental GT cafe racer and the INT650 roadster. For 2023, they were joined by the Super Meteor 650, a cruiser that draws from Royal Enfield’s 121-year heritage. After testing it on India’s rough-and-tumble streets, we were impressed by the Super Meteor’s style, build quality, capability, and value.

Related: 2023 Royal Enfield Super Meteor 650 | Video Review

8. Suzuki V-Strom 800DE

The new Suzuki 776cc parallel-Twin, which makes a claimed 83 hp and 57.5 lb-ft of torque, powers two new-for-2023 models: the GSX-8S naked sportbike (see review on page 32) and the V-Strom 800DE adventure bike. With a 21-inch front wheel, 8.7 inches of suspension travel, 8.75 inches of ground clearance, and a gravel TC mode, the 800DE is the most off-road-capable V-Strom yet.

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

9. Triumph Street Triple 765 R

We tested the updated Triumph Street Triple 765 R and RS naked sportbikes in Spain, and as impressive as the higher-spec RS is, our reviewer favored the bang for the buck offered by the R. “It’s astonishing that a semi-exotic and highly refined motorcycle with such outsized performance capabilities can be had for less than $10K,” he said, adding that it is “one of the best values in motorcycling.”  

Related: 2024 Triumph Street Triple 765 R/RS | First Ride Review 

10. Yamaha Tracer 9 GT+ 

Winner of Rider’s 2021 MOTY award, the fourth generation of the Yamaha FJ/Tracer platform gets a new millimeter-wave radar that enables adaptive cruise control and a world-first radar-linked Unified Brake System as well as other useful updates. Powered by an exciting 890cc crossplane Triple, the Tracer 9 GT+ is one of the best sport-tourers available.

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

And the 2023 Motorcycle of the Year winner is…

KTM 1290 SUPER DUKE GT

KTM has built bikes with “Duke” monikers for nearly 30 years, starting with the 620 Duke introduced in 1994, a lightweight, single-cylinder supermoto that was a bare-knuckled street brawler. The Duke family has grown and evolved over the years, and KTM’s U.S. lineup now includes the 200 Duke, 390 Duke, 790 Duke, 890 Duke R, 1290 Super Duke R Evo, and 1290 Super Duke GT.

We’ve tested them all, but the one that has become deeply embedded under our skin like a tattoo is the 1290 Super Duke GT sport-tourer.

Following his first ride on the then-new 2017 Super Duke GT, former EIC Mark Tuttle – not a man known to gush – described it as “nearly flawless, the perfect sport-touring bike for a rider who doesn’t want to give up sportbike levels of engine performance and handling. It’s comfortable for all-day riding, offers decent wind protection, makes enormous power, and does indeed handle and stop like a sportbike.”

After logging 3,500 miles for our first full test, we said “the GT is designed to excite you more than pamper you. … Few bikes feel so eager, so ready to take your breath away.”

It also earned a spot as a 2017 MOTY finalist: “We loved to dirty dance with KTM’s ‘Beast,’ the 1290 Super Duke R, but the GT is the version we could take home to mama. Higher, wider handlebars, wider cushier seats, lower footpegs, a bigger tank, and a nicely sized adjustable windscreen and hard bags ready the GT for long days at warp speed, all powered by that 173-hp V-Twin, which is retuned for better touring manners.”

In the years since, the 1290 Super Duke GT has only gotten better.

An update for 2019 included refinements for the liquid-cooled 1,301cc LC8 V-Twin, revised WP semi-active suspension, and improvements in lighting, wind protection, and instrumentation. It gained a few pounds, but our review stated that “the GT’s on-road performance is every bit as thrilling as it was before; it goes fast, turns fast, and stops fast with a level of precision and control that’s hard to beat.” On Jett Tuning’s dyno, it cranked out 157 hp at 10,100 rpm and 92 lb-ft of torque at 7,400 rpm at the rear wheel.

We were bereft when the GT disappeared from KTM’s lineup during the Covid years, but we were excited to see it return for 2023. Updates were few, mostly styling and instrumentation, but what we loved about the 1290 Super Duke GT remained undiluted. As we wrote in our review in the May issue: “While the 1290 Super Duke GT is pretty incredible, it’s no Hulk ready to explode in a rage with one mistimed input. Rather, the GT is a well-behaved beast, one with finely tuned throttle response and easily controllable power.”

Related: 2023 KTM 1290 Super Duke GT | Road Test Review

We also praised the GT’s high-spec components, top-notch electronic rider aids, confident handling, ride-all-day comfort, and generous 6.1-gal. fuel capacity. Although the 30-liter hard bags are no longer standard, they are available as accessories.

“This bike is the pointy end of the sport-touring spear, and it’s sharper than ever.”

’Nuff said.

Congratulations to KTM for the 1290 Super Duke GT, Rider’s 2023 Motorcycle of the Year!

To find a KTM dealer near you, visit the KTM website.

The post 2023 Motorcycle of the Year appeared first on Rider Magazine.

Track-ready performance was once primarily the domain of middleweight and liter-class supersport machines, but in recent years, sportbikes like the KTM RC 390 and Kawasaki Ninja ZX-4RR have delivered exciting levels of performance in smaller-displacement packages. Joining the pocket rocket ranks is the all-new 2024 Aprilia RS 457.

Related: 2022 KTM RC 390 Review | First Ride

Related: 2023 Kawasaki Ninja ZX-4RR Review | First Ride

Inspired by the Aprilia RS 660, the new RS 457 is powered by a liquid-cooled parallel-Twin, presumably 457cc but Aprilia’s press materials don’t specify an exact displacement. The Italian firm, which notched a 1-2 finish in MotoGP at the Catalunya Grand Prix last weekend, says the DOHC, 4-valves-per-cylinder engine cranks out 47 hp in a bike with a dry weight of 350 lb.

Related: 2021 Aprilia RS 660 Review | First Ride

“In recent years, the Aprilia brand has seen an intense burst of renewal, also supported by continued progress in the racing world,” said Michele Colaninno, Piaggio Group CEO. “The recent introduction of the 660 family, with RS and Tuono first and Tuareg later, has expanded its target, creating a full and competitive range. We are now ready to take another step towards the future with an astonishing bike developed entirely in Noale, capable of stimulating and thrilling young people and opening up huge potential in new markets, near and far. It is a step closer to the globalization of a brand that has always had the perfect combination of technology, fun, and looking to the future in its DNA.”

Related: 2024 Motorcycle Buyers Guide: New Street Models

The Aprilia RS 457 is equipped with throttle-by-wire and has three ride modes that adjust power, torque, and traction control intervention. An up/down quickshifter is available as an accessory.

It has an aluminum frame that uses the engine as a stressed member of the chassis, and the swingarm is made of steel. Its suspension, a 41mm fork with 4.7 inches of travel and a rear shock with 5.1 inches of travel, offers preload adjustability front and rear.

Braking components are by ByBre, with a single radial-mount 4-piston caliper pinching a 320mm disc up front and a 1-piston caliper pinching a 220mm disc out back. Dual-mode ABS is standard, with the option of providing anti-lock braking at both wheels or at just the front wheel. The Aprilia RS 457 has 17-inch wheels front and rear, with tires in 110/70-17 front and 150/60-17 rear sizes.

The RS 457’s aerodynamic bodywork, LED headlight layout, and 2-in-1 exhaust with an underbelly silencer share design DNA with its larger Aprilia RS siblings. Behind the windscreen is a 5-inch color TFT dash and handlebar switches are backlit.

Aprilia has not yet released color options, pricing, or availability in the U.S. For more information, visit the Aprilia website.

See all of Rider‘s Aprilia coverage here.

The post 2024 Aprilia RS 457 Review | First Look appeared first on Rider Magazine.

Suzuki Motor USA has introduced its next group of 2024 sport, sport-touring, and adventure motorcycles, as well the return of a popular scooter.

Related: Suzuki Announces First Motorcycles in 2024 Lineup

Included in the announcement are the 2024 Suzuki GSX-S1000GT and GT+ sport-tourers; the 2024 GSX-R600, GSX-R1000, GSX-R1000R, and Hayabusa sportbikes; and the 2024 GSX-S1000 and GSX-8S naked sportbikes, the latter of which was introduced last year and is powered by Suzuki’s latest 776 cc parallel-Twin platform. In the adventure bike segment, Suzuki returns with the V-Strom 650 and 1050 range of motorcycles, and rounding out this on-road wave is the Burgman 400 Scooter.

Sport-Touring

2024 Suzuki GSX-S1000GT/GT+

The 2024 GSX-S1000GT combines the performance of its GSX-R1000-based engine with a nimble, lightweight chassis to provide riders with what Suzuki calls “an exciting and comfortable GT riding experience.” The GT and GT+ are grand tourers with sportbike-level functionality, avant-garde styling, and an extensive selection of optional equipment like integrated side cases.

Related: 2022 Motorcycle of the Year – Suzuki GSX-S1000GT+

The GSX-S1000GT has a pair of horizontally arranged LED headlights, a V-shaped position light, and side-mounted LED turn signals that fashion an appearance that is distinctively Suzuki. The GT’s styling continues into the optional side cases and touring windshield for a fully integrated appearance. 

For 2024, the GSX-S1000GT+ is presented in the new Candy Daring Red or the returning Glass Sparkle Black, both with unique GT logos that tie into subframe and wheel colors. MSRP is $14,199. The GSX-S1000GT returns in Glass Sparkle Black starting at $13,449.

Key Features

• Full fairing with dual mono-focus LED headlights and V-shaped LED position light. 
• 6.5-inch TFT panel featuring Suzuki’s mySPIN connectivity application that links to a smartphone to provide access to contacts, maps, music, and phone communication. It even pairs with most Bluetooth helmet communication systems.
• The 999cc GSX-R-based engine has reported impressive peak power with strong torque in the low- to mid-range and Ride-by-Wire. 
• Twin-spar aluminum frame, fully adjustable KYB suspension, and ABS-equipped Brembo monoblock brake calipers grasping dual 310mm stainless steel floating brake rotors.
• The Suzuki Clutch Assist System (SCAS), standard bi-directional quick shift system, and cruise control. 
• The Suzuki Intelligent Ride System (S.I.R.S.) includes the three-mode Suzuki ride mode selector, the five-mode Advanced Traction Control system, Quick Shift system, and the Easy Start and Low RPM Assist systems.

Sportbikes

2024 Suzuki GSX-R600

The GSX-R600 has a compact 599cc 4-cylinder engine, a fully adjustable Showa Big Piston Front Fork (BPF) and remote reservoir rear shock, and twin Brembo monoblock radially mounted front brake calipers grasping fully floating 310mm stainless steel brake rotors. Located between the frame’s spars, the engine’s top end is canted forward to improve cylinder head charging for increased power output. According to Suzuki: “For a rider considering a mid-size sportbike that flashes middleweight performance on the track or the street, there is only one choice: the Suzuki GSX-R600.”

Three paint schemes are available for the 2024 GSX-R600 starting at $11,899: Pearl Brilliant White/Metallic Matte Stellar Blue, Pearl Brilliant White/Metallic Triton Blue, or Metallic Matte Black No. 2/Glass Sparkle Black.

Key Features

• The twin-spar aluminum frame connects the steering head with the swingarm pivot portion of the chassis in a way that balances light weight and strength. The engine is suspended below the frame to keep mass low and the wheelbase short to promote nimble handling.
• The Suzuki Drive Mode Selector (S-DMS) lets the rider adjust the engine’s power delivery to suit the riding conditions. 

2024 Suzuki GSX-8S

Introduced for 2023, the 2024 Suzuki GSX-8S naked sporbike has a compact 776cc parallel-Twin that uses a 270-degree firing order and is equipped with Suzuki’s exclusive Cross Balancer system. Suzuki calls the GSX-8S “the ideal response to rider demands in the mid-size naked street bike category.”

Related: 2023 Suzuki GSX-8S | First Ride Review

A color 5-inch TFT LCD multifunction instrument panel provides the rider access and on-the-fly control over the Suzuki Intelligent Ride System (S.I.R.S.) suite of advanced electronic control systems that includes Suzuki Drive Mode Selector, the four-mode Suzuki Traction Control System, the bi-directional Quick Shift system, and Easy Start and Low RPM Assist systems.

Starting at $8,999, the 2024 Suzuki GSX-8S comes in Pearl Cosmic Blue, Metallic Matte Black No. 2/Glass Sparkle Black, or the new Glass Matte Mechanical Grey.

Key Features 

• Suzuki Clutch Assist System (SCAS), KYB suspension, and ABS-equipped Nissin radial-mounted 4-piston brake calipers with dual brake rotors
• A sporty yet ergonomically comfortable riding position

2024 Suzuki GSX-R1000 and R1000R

Suzuki introduced the original GSX-R750 in 1985 and then proceeded to gain multiple road racing championships around the world before creating another milestone in 2001 with the introduction of the GSX-R1000. 

Related: 2017 Suzuki GSX-R1000 | First Ride Review

At the pinnacle of the GSX-R family of ultra-high-performance sportbikes, the 2024 GSX-R1000R’s versatile engine provides power that is delivered smoothly and controllably across a broad rpm range. Like the original GSX-R1000, the 2024’s compact chassis delivers nimble handling with excellent suspension feel and braking control. Advanced electronic rider aids such as traction control, launch control, and a bi-directional quickshifter enhance the riding experience.

The GSX-R1000R is equipped with Showa’s BFF and BFRC-Lite suspension components. For stopping power up front, radially mounted Brembo monoblock 4-piston calipers fed by stainless steel brake lines grasp a pair of 320mm Brembo T-drive floating brake rotors.

The 2024 GSX-R1000R is available in a new Glass Matte Mechanical Gray paint scheme with dark red wheels or the popular Metallic Matte Black No. 2/Glass Sparkle Black scheme with new, bright blue graphics on the fairing and on the black wheels. Both paint schemes are accented by gold-anodized suspension components.

The GSX-R1000R is also available in 2024 in a race-inspired Pearl Brilliant White/Metallic Triton Blue paint scheme with bright blue wheels and blue-anodized suspension components. MSRP is $18,499.

The 2024 GSX-R1000 starts at $16,349 in a new Glass Matte Mechanical Gray paint scheme with dark red wheels or the popular Metallic Matte Black No. 2/Glass Sparkle Black scheme with new bright blue graphics on the fairing and on the black wheels. 

Key Features

• Inline-Four with DOHC and the Variable Valve Timing (VVT) system, as well as a 4-2-1 exhaust with a revised muffler and heat shield.
• Electronics include an IMU, adjustable traction control, the Suzuki bi-directional Quick Shift system, and Suzuki Drive Mode Selector, plus the GSX-R1000R–specific Motion Track Anti-Lock Brake and Launch Control systems.
• The GSX-R1000R–specific black background LCD multifunction instrument panel was inspired by the GSX-RR MotoGP dash.
• Fairing houses a bright LED headlight with eyebrow position lights above the Suzuki Ram Air Direct ducts that feed the engine’s electronic throttle bodies.

2024 Suzuki GSX-S1000

The 2024 GSX-S1000 naked sportbke has a 999cc engine based on the GSX-R1000 and produces claimed high peak power with strong torque in the low- to mid-range. The bike has upright streetfighter ergonomics, a twin-spar aluminum frame, and fully adjustable KYB suspension, while braking comes from ABS-equipped Brembo monoblock 4-piston calipers with dual 310mm floating discs in front and a Nissin 1-piston caliper squeezing a 240mm disc in the rear.

Related: 2022 Suzuki GSX-S1000 | Road Test Review

Two available body colors – Metallic Triton Blue with white accents or the new Metallic Matte Sword Silver with red accents – combine with modern logos for a starting MSRP of $11,699. 

Key Features

• A stacked mono-focus LED headlight assembly and angular styling that includes MotoGP-inspired winglets for an aggressive naked sportbike stance.
• Ride-by-Wire, Suzuki Clutch Assist System (SCAS), and bi-directional Quick Shift system.
• The GSX-S1000 uses the Suzuki Intelligent Ride System (S.I.R.S.) with a three-mode Suzuki Drive Mode Selector and the five-mode Advanced Traction Control System plus the Easy Start and Low RPM Assist systems.

2024 Suzuki Hayabusa

The 2024 version of Suzuki’s flagship sportbike celebrates its 25th anniversary of production this year. The Hayabusa is propelled by an 1,340cc inline-Four with DOHC and housed managed by the Suzuki Intelligent Ride System (S.I.R.S.) Suzuki says the engine’s adjustable power delivery, traction control, cruise control, launch control, quick shift, and Motion Track ABS and Combined Brake systems “offer the Hayabusa rider unmatched options on how they want their ride to unfold.”

Related: 2024 Suzuki Hayabusa 25th Anniversary Model | First Look Review

For 2024, in addition to the recently announced 25th Anniversary Hayabusa, riders may choose from Metallic Thunder Gray/Candy Daring Red or the deep, dark Metallic Matte Black/Glass Sparkle Black combination starting at $19,099. 

Key Features 

• Ride-by-Wire electronic throttle bodies with dual fuel injectors feeding each cylinder, mixing with pressurized air from the Suzuki Ram Air Direct (SRAD) intakes in the nose of the aerodynamic fairing. The symmetrical twin silencer exhaust system is lighter than previous generations with better flow and an exciting exhaust note.
• The Hayabusa’s superbike-caliber, twin-spar aluminum frame reportedly delivers a stable ride with nimble handling that can be personalized through the adjustable KYB-supplied suspension.
• The Hayabusa employs an advanced version of the Suzuki Intelligent Ride System (S.I.R.S.): a comprehensive collection of electronic rider aids like cruise control and bi-directional Quick Shift systems. Only the Hayabusa offers this premium suite of riding aids.

Adventure Bikes

2024 Suzuki V-Strom 650

Suzuki says its V-Strom 650 models are “renowned for versatility, reliability, and value.” The 2024 V-Strom 650 has a liquid-cooled 645cc 90-degree V-Twin and rides on lightweight 10-spoke cast wheels shod with adventure-spec Bridgestone Battlax 19-inch front and 17-inch rear tubeless radial tires.

The adventure bike has 6.7 inches of ground clearance, and a spring-preload-adjustable 43mm front fork and link-type rear suspension are combined with a rebound damping adjustment and hand-operated spring preload adjuster.

Related: 2017 Suzuki V-Strom 650 ABS | First Ride Review

The 2024 Suzuki V-Strom 650 comes in Solid Iron Gray starting at $9,199.

Key Features

• Suzuki’s Advanced Traction Control system, Easy Start system and Low RPM Assist feature.
• 2-piston brake calipers and dual 310mm discs up front and a single-piston caliper and 260mm disc in the rear, plus standard ABS.
• Vertically stacked headlights and adjustable windshield.

2024 Suzuki V-Strom 650XT and 650XT Adventure

The Suzuki V-Strom 650XT and 650XT Adventure feature the same liquid-cooled 645cc 90-degree V-Twin, suspension, and braking as the V-Strom 650 but take the off-road capability up a notch with anodized aluminum spoked wheels, hand guards, and a protective lower engine cowl. The V-Strom 650XT Adventure is equipped with Suzuki’s ADV-style 37-liter black aluminum side cases, as well as mirror extensions and a handlebar cross-brace that can be used to mount accessories like a GPS.

Related: 2018 Suzuki V-Strom 650XT vs V-Strom 1000XT | Comparison Review

The 2024 Suzuki V-STROM 650XT comes in Glass Sparkle Black bodywork with new gray and gold graphics to complement the gold-anodized aluminum rims starting at $9,699.

The V-STROM 650XT Adventure is clad with Pearl Vigor Blue/Pearl Brilliant White paint with blue graphics and blue-anodized aluminum rims starting at $10,899.

Key Features

• Suzuki’s Advanced Traction Control system, Easy Start system, and Low RPM Assist feature.
• ADV fairing with vertically stacked headlights and adjustable windshield.
• Integrated mount points on the chassis for Suzuki’s accessory family of V-Strom luggage. 

2024 Suzuki V-Strom 1050

The 2024 V-Strom 1050 adventure-touring bike has a 1,037cc V-Twin that Suzuki says produces “great horsepower, all while retaining its strong pull in the lower-rpm range and good fuel economy.” It has 6.5 inches of clearance and rides on cast aluminum wheels shod with a 19-inch front and 17-inch rear Bridgestone Battlax Adventure A41 radial tires.

The Suzuki Intelligent Ride System (S.I.R.S.) includes standard cruise control, Suzuki’s bi-directional Quick Shift system, and the Motion Track Brake system that activates cornering ABS. A full-color 5-inch TFT LCD multi-function instrument panel displays the bike’s operating status and S.I.R.S. settings.

The 2024 Suzuki V-Strom 1050 will be available in a new Glass Blaze Orange and Metallic Matte Black No. 2 paint scheme starting at $15,299. 

Key Features

• Fully adjustable inverted fork, link-style rear shock, and hand-operated, hydraulic spring preload adjuster.
• Radially-mounted 4-piston brake calipers grasping dual 310mm discs up front and a 2-piston caliper and 260mm disc in the rear.
• A USB port to the side of the instrument panel supplies power for smartphones or other accessories like a GPS.

2024 Suzuki V-Strom 1050DE and 1050DE Adventure

The 2024 V-Strom 1050DE models also have a 1,037cc V-Twin engine but ride in a chassis with 7.5 inches of ground clearance and 21-inch front and 17-inch rear spoke-style wheels with Dunlop Trailmax Mixtour adventure tires. Compared to the base V-STROM 1050, the DE has a longer rake and wheelbase for better handling on gravel roads and dirt trails, a longer suspension stroke to better absorb bumps on rough surfaces, as well as wide steel foot pegs and a large diameter tapered aluminum handlebar. 

A 5-inch color TFT LCD multi-function instrument panel displays the Suzuki Intelligent Ride System (S.I.R.S.) settings that include a Gravel (G) mode in the Suzuki Traction Control System and the ability to switch off the rear ABS, as well as the bi-directional Quick Shift system. The V-STROM 1050DE further emphasizes the aggressive look of its Suzuki Dakar-inspired styling with its unique front fender, aluminum engine protector, and rugged accessory bar.

The V-Strom 1050DE Adventure is equipped with Suzuki’s black aluminum side case set with 37 liters of capacity and an LED fog lamp set. The V-Strom 1050DE Adventure is available in Pearl Vigor Blue and Pearl Brilliant White body colors starting at $17,799. 

The V-Strom 1050DE comes in Glass Sparkle Black/Metallic Matte Black starting at $16,199.

Key Features

• Fully adjustable inverted fork with 6.7 inches of travel, link-style monoshock with 6.6 inches of travel, 4-piston brake calipers that grasp dual 310mm discs in front, and a single-piston caliper and 260mm disc in the rear.
• USB port to the side of the instrument panel supplies power for smartphones or other accessories like a GPS.

Scooter

2024 Suzuki Burgman 400

The 2024 Suzuki Burgman 400 features a 400cc Single with DOHC and four valves powering a CVT automatic transmission. It has Suzuki’s dual-spark technology ignition system, and like the systems used on Suzuki’s Hayabusa and GSX-S1000GT, the Burgman features a rider-selectable Traction Control system and Suzuki’s Easy Start system.

The 2024 Suzuki Burgman 400 comes in a Metallic Matte Sword Silver paint scheme with blue wheels for $8,699.

Key Features  

• Spacious under-seat storage and two front compartments with a DC power outlet.
• Triple-disc brakes (two 260mm discs up front and a single 210mm disc in the rear) with standard Suzuki ABS.

For more information on these 2024 models, visit the Suzuki website.

See all of Rider’s Suzuki coverage here.

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

In 2022, Italian trophy brand Moto Morini made a successful start on its journey along the comeback trail after its acquisition by Chinese manufacturer Zhongneng Vehicle Group in October 2018. Its first new model to reach the marketplace under the new ownership, the parallel-Twin X-Cape 650 adventure bike, has been in production since 2021.

The X-Cape has been joined by two new models based on the same platform: the Seiemmezzo SCR (Scrambler) and STR (Street). Their shared Italian moniker means “6½” (engine displacement is 649cc), a passing tribute to the iconic 3½ V-Twin model that put Morini on the map in the 1970s, with 85,000 examples sold in a decade.

Related: Moto Morini: A History of Motorcycling’s Best-Kept Secret

The motorcycles are designed at the Moto Morini headquarters outside Milan in Trivolzio, Italy, and they are built at the Zhongneng factory in Taizhou, China. With MSRPs of $7,799 for the SCR and $7,499 for the STR, the Seiemmezzo duo are competitively priced. They are more expensive than the CFMOTO 650NK ($6,499), on par with the Kawasaki Z650 ($7,749), and less expensive than the Moto Guzzi V7 Stone ($9,109) and Honda CB650R ($9,399).

Like the X-Cape, these two new models are powered by the well-established liquid-cooled 649cc parallel-Twin with DOHC and 4 valves per cylinder that is produced by Zhongneng’s near-neighbor, CFMOTO (their factories are just 25 miles apart). The engine, which makes a claimed 61 hp at 8,250 rpm and 39.8 lb-ft of torque at 7,000 rpm at the crank, has an 11.3:1 compression ratio, a 180-degree crankshaft, offset chain-driven camshaft, and a single gear-driven counterbalancer. In production since 2011, the engines have proven their reliability in CFMOTO’s roster of motorcycles.

The chance to spend a sunny day riding the Seiemmezzo SCR and STR around the foothills of the Italian Alps allowed me to find out if they live up to the expectations aroused by that historic badge on the fuel tank. The engines share the same tuning, with Bosch fuel injection feeding twin 38mm throttle bodies, and both employ the same tubular steel open-cradle frame that uses the engine as a stressed member. On both bikes is a fully adjustable 43mm KYB inverted fork set at a 25-degree rake with 4.4 inches of trail and 4.4 inches of wheel travel, the same travel as the rear with a cast aluminum swingarm operating a KYB shock adjustable for spring preload and rebound damping.

Wheelbase is the same on both bikes at 56.1 inches, and that’s because both the SCR scrambler and STR roadster carry an 18-inch front wheel rather than the 17-incher you might expect on the STR. This means the seat height on both is the same at 32 inches, thanks to them also sharing a 17-inch rear wheel. Both bikes carry Pirelli tires, but the STR is shod with Angel GT rubber, while the SCR carries more semi-knobby tubeless MT-60RS tires on wire-spoked alloy rims.

Both have the same brakes, with twin 298mm Chinese-made front discs gripped by 2-piston Brembo floating calipers and a 255mm rear disc with a 2-piston caliper. Bosch 9.1MB ABS is standard. Dry weight is claimed to be 441 lb, or probably around 480 lb ready to ride with its 4.2-gallon tank full.

Standard equipment includes LED lighting, backlit switchgear, and a comprehensive 5-inch TFT dash with two different choices of layout, Bluetooth connectivity to a smartphone, and a tire-pressure monitoring system (readings are in kPa [kilopascal] units, which is commonly used throughout the world; Moto Morini USA is working on having the TPMS system changed to psi readings for future U.S. market bikes). The noticeably high level of build quality now seems to be on a par with anything made in Japan – fit and finish are excellent, from lustrous paint to classy-looking graphics to high-quality frame welding, and all this on motorcycles that offer good value for money. The first major service comes at 25,900 miles.

Starting with the STR version, my first impression when I climbed aboard the well-padded seat is how substantial the bike seems to be – not in the sense that it’s cumbersome or bulky but simply that it has more of a presence about it than other bikes in this middleweight roadster category. The fuel tank is attractively shaped, allowing my knees to tuck into its flanks, in turn delivering a feeling of being part of the bike and inspiring confidence. Even shorter riders should be able to touch feet to the ground thanks to the seat which narrows at the stepover point.

The tapered steel handlebar is nicely placed thanks to the 1.6-inch risers cast into the upper triple clamp, resulting in a slightly leaned forward but agreeable stance that’s ideal for a roadster like this. The attractive mirrors are free from vibration and give good rearward view. The distinctive running light around the rim of the circular headlamp resembles that found on modern Mini cars, and none the worse for that.

Thumb the starter, and both versions of the Seiemmezzo fire up instantly before settling to a 1,500-rpm idle speed. There’s a quite playful note from the 2-into-1 exhaust that strangely sounds more strident at lower revs than higher up the rpm scale. The 6-speed transmission features a Japanese-developed FCC oil-bath clutch, and the gearbox shift action is perfect – crisp and precise and impossible to fault even shifting up without the clutch. Clutch action is not particularly light but it’s easy to modulate. Combined with the super controllable throttle, walking-pace U-turns are surprisingly easy on a bike with a very tight steering lock. Indeed, both Seiemmezzos are agile motorcycles, without sacrificing any stability at higher speeds.

The parallel-Twin engine in both Morini models feels refined and accessible, with a linear build of power and torque from 3,000 rpm all the way to the hard-action 10,500-rpm limiter. This has been characterized by some as lacking character, as if it’s more desirable to have steps in the power delivery rather than this smooth but eager response to what your right hand is doing, but for me this is a friendly yet enticing motor that gives a pleasurable ride. It makes either Seiemmezzo pleasant and practical in high-speed use on the open road, as well as untiring to ride.

Thanks to the single gear-driven counterbalancer and the hefty weights in the ends of the handlebars, the engine is free of vibration at any revs. There are especially no tingles in the footrests or seat as you sometimes get at a constant cruising speed from comparable single-cylinder models or even some of the Seiemmezzo’s twin-cylinder rivals, although it does get mechanically noisy above 8,000 rpm. For this reason, I used that mark as my shift point and found myself in the fat part of the torque curve in each next gear. Lovely.

Also novice-friendly – but certain to be appreciated by more experienced riders –  is the Seiemmezzos’ responsive but well-mapped fueling. There’s no trace of an abrupt pickup from a closed throttle, just a smooth response that adds to the sense of controllability. With torque peaking at 7,000 rpm and spread widely enough throughout the powerband, there’s no point in revving it anywhere near redline.

The Seiemmezzo STR’s Pirelli Angel GT tires warmed up quickly on a cool morning, and within less than a mile of setting off, the Morini was ready for action. The wide handlebar gives good leverage for hustling the bike through turns, and it proves to be quite agile despite the conservative steering geometry. It steers very easily from side to side in a series of 3rd-gear turns, with completely neutral handling and confidence-inspiring control.

The footpegs are mounted quite low down, which adds to the sense of spaciousness in making this a bike that taller riders will also feel comfortable on. It’s possible to scrape the hero tabs on the pegs if you really set out to do so but only by adopting a lean angle that most of Moto Morini’s target customers will be unlikely to match.

Ride quality on the STR’s standard shock settings was quite hard, making ridges in the road surface very noticeable – more so than on the softer-sprung SCR version I rode immediately after, meaning this is presumably just a question of setup. But the front brakes were immediately good despite just 2-piston Brembo calipers being used up front to reduce speeds from what is not a featherweight motorcycle. I didn’t collapse the front end when I had to panic brake to avoid some escaped cows in the road on the other side of a blind bend, and braking hard on the angle didn’t see the Seiemmezzo sit upright and head for the hedges. Instead, it just shed speed, again indicating that this is a motorcycle that’s been developed by people who ride.

Swapping over to the SCR also revealed what definitely felt like a loftier seat height despite the spec sheet claiming they’re the same. The taller, more pulled-back handlebar delivered a more upright riding stance, which paradoxically made this pseudo-off-roader a better city bike than the STR roadster to ride in traffic, allowing you to see over car roofs so as to plan a route and avoid snarl-ups. However, this and some distance covered on unsealed roads with loose gravel made me use the rear brake more than on the STR, and it started to whine and lose bite as I did so. Maybe a different choice of pads would have fixed this.

I almost got bogged down getting too ambitious during my off-road jaunt when the hard stony surface turned muddy, and I had to turn round. That’s when I discovered the limitations of the MT60RS tires, which have only a nominally chunky tread pattern. I just got away with turning around in the mud without wheel-spinning my way to Sydney, Australia. Buy an X-Cape if you want to do serious off-roading on a 650 Morini.

The SCR’s softer suspension settings were definitely comfier, without bottoming out anywhere nor affecting the grip level while cranked over on tarmac, so I’d definitely switch the STR’s rear shock setup to these if I was riding one for longer. Basically, this is a city bike that’ll be ideal for commuting, with green lane capability if desired – though I suppose you could fit a properly chunky set of Pirelli Scorpion rubber on it, and you’d be left with a respectable go-anywhere model if you didn’t like the X-Cape’s distinctive styling. Your call, but what Moto Morini has here is a trio of super well-priced models that cover just about every riding possibility.

2023 Moto Morini Seiemmezzo SCR / STR Specifications

• Base Price: $7,799 / $7,499
• Website: MotoMoriniUSA.com
• Warranty: 3 yrs., unltd. miles
• Engine Type: Liquid-cooled, transverse parallel-Twin, DOHC w/ 4 valves per cyl.
• Displacement: 649cc
• Bore x Stroke: 83.0 x 60.0mm
• Horsepower: 61 hp @ 8,250 rpm (factory claim)
• Torque: 39.8 lb-ft @ 7,000 rpm (factory claim)
• Transmission: 6-speed, cable-actuated slip/assist wet clutch 
• Final Drive: Chain
• Wheelbase: 56.1 in.
• Seat Height: 32 in.
• Dry Weight: 441 lb (factory claim)
• Fuel Capacity: 4.2 gal.

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We review the 2023 Kawasaki Ninja ZX-4RR, featuring a liquid-cooled 399cc inline-Four with DOHC and 16 valves, at the Thunderhill Raceway Park in Northern California.

The ZX-4RR has the potential to reinvigorate the sportbike market, providing a gateway to high-level performance in a package that is both tamable and attainable. Its power naturally pales in comparison to a fire-breathing ZX-10R or even a ZX-6R, but the 124 mph shown on its speedometer at the end of Thunderhill Raceway’s front straight demonstrates its potential for speed.

Unfortunately, EPA noise regulations mean that the 4RRs coming to North America are restricted, most likely by way of the electronic throttle valves at high revs. Our 4RRs produce peak power around 11,500 rpm according to a dyno chart supplied by Graves Motorsports, just shy of 60 hp at the rear wheel. Upconverting that number to a rated-at-crankshaft figure translates to about 65 hp, at least 10 ponies down from its Euro spec.

Watch the video to see the 2023 Kawasaki Ninja ZX-4RR in action and get our impressions. You can also read our first ride review.

2023 Kawasaki Ninja ZX-4RR Specifications

• Base Price: $9,699
• Warranty: 1 yr., unltd. miles
• Website: Kawasaki.com
• Engine Type: Liquid-cooled, transverse inline-Four, DOHC w/ 4 valves per cyl.
• Displacement: 399cc
• Bore x Stroke: 57.0 x 39.1mm
• Transmission: 6-speed, cable-actuated slip/assist wet clutch, up/down quickshifter
• Final Drive: Chain
• Wheelbase: 54.3 in.
• Rake/Trail: 23.5 degrees/3.8 in.
• Seat Height: 31.5 in.
• Wet Weight: 415 lb
• Fuel capacity: 4.0 gal.

The post 2023 Kawasaki Ninja ZX-4RR Review | Video appeared first on Rider Magazine.