2026 Triumph Thruxton 400 in Pearl Metallic White and Storm Gray
The Triumph Speed 400 and Scrambler 400 X entered the lineup for model year 2024, offering an affordable launching point into Triumph ownership for new riders. Following customer requests for more off-road capability, the Scrambler 400 XC, announced in the summer of 2025, was joining the lineup for 2026. The 400 family continues to grow with the announcement of the 2026 Thruxton 400 and 2027 Tracker 400.
2027 Triumph Tracker 400 in Racing Yellow
Both models receive a new version of the 398cc single-cylinder TR-Series engine, while the other three 400 models retain the original engine. The new TR is said to deliver 5% more peak power and has a higher rev limit with stronger top-end performance. Claimed figures are 41.4 hp at 9,000 rpm and 27.7 lb-ft of torque at 7,500 rpm (compared to 39.5 hp at 8,000 rpm and 27.7 lb-ft at 6,500 rpm for the other 400s). Triumph claims the increase is thanks to new internals like a revised camshaft profile, along with a new tune.
As the model names imply, the Thruxton is a cafe-racer-styled machine, while the Tracker is styled after flat-track bikes. Both models get a new tubular-steel main frame, but their subframes differ. The bikes also feature different suspension setups. Both get a 43mm inverted big-piston fork and a gas rear monoshock with preload adjustment. The Thruxton’s fork offers 5.3 inches of travel, while the Tracker offers a longer 5.5 inches of travel. Both have 5.1 inches of rear travel.
The Thruxton offers a sportier riding position than the other 400 models, with new clip-on handlebars that are 1.6 inches narrower and 9.7 inches lower than the Speed 400’s bar. The footpegs are more rearset, positioned 3.4 inches farther back and 1.1 inches higher. Other unique features include a shortened rear fender, a number plate hanger, an upswept sports silencer, and bar-end mirrors. Its 17-inch cast-aluminum wheels are wrapped in Pirelli Diablo Rosso IV tires. It has a seat height of 31.3 inches, a wheelbase of 54.2 inches, and a wet weight of 388 lb.
2026 Triumph Thruxton 400 in Phantom Black and Aluminum
The Tracker’s riding position is highlighted by a wide handlebar that’s 0.9 inches broader and 5.3 inches lower than the handlebar on the Speed 400. The footpegs are 3.4 inches farther back and 1 inch higher. It offers sculpted knee cutouts in its tracker-styled fuel tank, as well as a fly screen, color-matched seat cowl, and twin upswept silencers. Its cast-aluminum 17-inch wheels are wrapped in Pirelli MT60 RS dual-purpose tires. The Tracker has a seat height of 31.7 inches, a wheelbase of 53.9 inches, and a wet weight of 381 lb.
2027 Triumph Tracker 400 in Aluminum Silver Gloss
Both bikes include an analog speedometer and an LCD tachometer, along with a USB-C charging port, switchable traction control, a torque assist clutch, and ABS.
The Tracker comes with a “400” number plate.
The 2026 Thruxton 400 will be available in Phantom Black and Aluminum, Pearl Metallic White and Storm Gray, or Metallic Racing Yellow with Aluminum Silver starting at $6,295 and arriving to dealerships in March 2026. The 2027 Tracker 400 will be available in Aluminum Silver Gloss, Racing Yellow, or Phantom Black starting at $5,995 and arriving in April 2026.
2026 Triumph Thruxton 400 in Metallic Racing Yellow with Aluminum Silver
The 24 riders set to compete in the 2026 FIM Women’s Circuit Racing World Championship have been confirmed. Maria Herrera is back as she looks to double up, this time with the Terra & Vita GRT Yamaha WorldWCR squad. Runner-up Beatriz Neila is also back for next season as she looks to go one better than 2025. Paola Ramos, who claimed a stunning wildcard victory at Jerez, gets a full rookie season with Klint Racing Team; she is one of six rookies: Martina Guarino, Line Vieillard, Arianna Barale, Patrycja Sowa, Karolina Danak and Ramos.
Click HERE to see the full 2026 provisionally permanent entry list!
Donating helmets to Fire Commissioner Bernard J. Calvi of the Springfield Fire Department..
Several years ago, I took a training course called A Crash Course for the Motorcyclist, which taught basic skills for bystander assistance at an accident scene until professional help arrives. One key lesson was this: If a motorcycle crash victim is not breathing and a helmet interferes with breathing assistance, the helmet must come off – or the victim will die.
Members of our class practiced methods of removing a helmet in such an emergency to minimize stress on a victim’s neck. Of course, helmets are needed to practice these skills, but in talking with some first responders who were taking the course, I discovered that no one had motorcycle helmets at their stations for training. In fact, few had any practical experience with motorcycle helmets. I wanted to address that.
Rather than throw away a helmet that was ready to be retired, I donated mine to the Emergency Medical Services (EMS) team at my local fire station. The lead paramedic met me in the lobby, where I demonstrated how a modular helmet works by pivoting up the chinbar. “Never seen one like that,” he said. He called in the team members on duty and had me show them too. None had ever seen a modular helmet. I pointed out that modular helmets typically have a red release button on the chin and that raising the chinbar all the way up can allow access to an accident victim’s face without needing to remove the whole helmet. Talk about an “Ah-ha!” moment! A few years later, I donated a friend’s full-face helmet to my local EMS so they could practice helmet removal skills with that helmet style too.
Donating helmets to Medical Coordinator Chris Kuczarski of the Springfield Fire Department.
More recently, I wondered if the EMS teams in the nearby city of Springfield, Massachusetts, would appreciate a helmet donation. To find out, I grabbed coffee with my friend and neighbor Brian E. Couture, a lieutenant with the Springfield Fire Department. Couture grew up riding dirtbikes, had a Yamaha R6 sportbike as a young adult, and sold Harley-Davidsons for seven years before he joined the fire service, so he already has a better understanding of bikes and riders than most people. As a leader in his department, he’s always looking for ways to help his people serve others more effectively.
“As first responders, I think we can be more compassionate if we better understand how an accident victim’s gear figures into the situation,” he explained. “Knowledge and experience constantly change best practices. That’s why ongoing training is so important. We haven’t done any specific training for helmets, but I think it’s a great idea.”
Couture connected me with Christopher F. Kuczarski, medical coordinator for the Springfield Fire Department, who was intrigued about a helmet donation. “I am focusing on first aid this year, so it would be great if I could add a module with donated helmets and pass along the information and training to the guys who are out there on medical calls.”
Springfield Fire Department first aid refresher training now uses donated motorcycle helmets.
Kuczarski served in EMS for 12 years, seven of those as a paramedic, before pivoting to training. “Three hundred firefighters will be taking refresher training this year,” he told me. “Thanks to this donation, helmet awareness, and when required, helmet removal, will be on the agenda. Training and practicing with the kind of helmets that our people may encounter at an accident scene is a great idea. So is having riders like Scott donate helmets for EMS teams to train with.”
With my recently retired helmet, plus three more donated by local riders, the Springfield Fire Department now has full-face and modular helmets in multiple sizes. This should enable training participants to play the roles of both accident victim and first responder to better understand what’s involved in helmet removal in an emergency.
Use your best judgment in evaluating when it’s time to retire your helmet (see sidebar). And when that time arrives, don’t just throw it away. Instead, donate your aged-out helmet to your local EMS team for first responder training. You just might help first responders save a life.
SIDEBAR: What’s the Five-Year Rule?
Once a helmet protects your head in an accident, it has done its job and should be retired immediately. But even when a helmet encounters no impacts, environmental exposure and normal wear-and-tear take their toll.
Perhaps you’ve heard of the Five-Year Rule. Major helmet manufacturers recommend that helmets be replaced after five years (some say seven) of use. Why? Because the materials in a helmet that work together to protect your head, such as Styrofoam, resins, and glue, break down over time and with exposure to sunlight, weather, and sweat.
The Snell Foundation, an independent nonprofit motorcycle helmet testing organization, points out that unused helmets stored in good condition do not automatically expire after five years. That said, Snell does recommend replacing helmets after five years of normal use.
What “normal use” means is a judgment call. Do you ride regularly in the hot sun? Do you sweat when wearing a helmet? Do you take long-distance rides in any kind of weather? These types of exposure accelerate the breakdown of helmet materials. If you take shorter and less frequent rides, your helmet won’t likely wear out as soon.
In any case, whenever you are ready for a new helmet, consider donating your old one to your local EMS for training.
Contributing Editor Scott “Bones” Williams was a freelance scribe and long-time Rider subscriber when it finally dawned on him to write for Rider. More than 20 years later, he’s still sharing stories about people, places, and roads he encounters on a motorcycle.
Retro vibes wrapped around a modern machine. (Photos by Kevin Wing)
Every now and then a motorcycle comes along and just hits you. Merely looking at it lights a fire in your heart and starts the I-gotta-have-it gears spinning in your head. The first bike to do that to me in a long while is Suzuki’s new GSX-8TT.
The GSX-8TT is a contemporary UJM with a middleweight Twin, a smattering of electronics, and a user-friendly attitude.
When Suzuki unveiled the GSX-8S at the EICMA show in November 2022, it struck me as a stylish middleweight naked bike, a modernized, larger-displacement version of the popular, long-running SV650 (which has been in Suzuki’s lineup in one form or another since 1999). The GSX-8S’s engine was an all-new 776cc parallel-Twin with a 270-degree firing order to give it a V-Twin character. That powerplant has become a versatile workhorse in Suzuki’s lineup, powering multiple V-Strom 800 models as well as a range of GSX-8 models, including the fully faired GSX-8R and a pair of new-for-2026, retro-inspired models, the GSX-8T and GSX-8TT.
The GSX-8TT’s bar-end mirrors pay homage to the 1980 Suzuki GS450S. The Suzuki logo on the tank has raised rather than painted lettering.
We’ve previously tested the GSX-8S and GSX-8R and found them to be fun, agile, versatile bikes with reasonable price tags. Perhaps because I’ve ridden hundreds of motorcycles and approach my evaluations of them as objectively as possible, I tend to be a rational, function-over-form kind of guy, focusing more on performance and practicality than style. The 8S and 8R check the sensible boxes, and I’d be proud to have either in my garage. But I’m still human. My heart wants what it wants.
Suzuki’s 776cc workhorse.
When I saw a photo of the GSX-8TT when it was unveiled last summer, my heart skipped a beat. When I saw it in person a couple months later, I was smitten. The TT in Pearl Matte Shadow Green has gold wheels, and I’m a sucker for gold wheels. (The other color option is Glass Sparkle Black with red wheels.) It also has a quarter fairing inspired by Suzuki’s GS1000S AMA Superbike raced by Wes Cooley in the ’80s, adding an undeniable cool factor. Other stylish features include a chin spoiler, bar-end mirrors, a stitched seat, and an “8” badge on the radiator shroud that looks like an 8-ball.
Nissin radial calipers pinch 310mm discs.
The TT’s GSX-8T stablemate is a naked version inspired by the Suzuki T500 from the late ’60s and early ’70s, a bike known as the Titan. The GSX-8T and 8TT have the same engine, frame, and chassis as the GSX-8S, but they have a larger, more sculpted gas tank (it holds 4.3 gallons vs. 3.7 on the S). They’re also equipped with a lithium-ion battery – a first for Suzuki – that’s smaller and lighter than a conventional battery and has a lifespan of 10-plus years.
Cool style from nose to tail: gold wheels, groovy green paint with contrasting accents, an ’80s-era quarter fairing, and a stubby tailsection.
Suzuki invited a small cadre of motojournalists to its American headquarters in Brea, California, to check out the 8T and 8TT. On Sept. 11, a warm, sunny day of remembrance, I rode a V-Strom 1050DE down to Brea and walked into a conference room where examples of both bikes were parked. Side by side, they look similar, but I was drawn to the 8TT like a magnet. Its color-matched fairing with colored accents that are repeated on the tank seals the deal for me. It gives the bike old-school vibes and an easygoing style.
Riding away from Suzuki’s campus on the 8TT, I was immediately thrust into dense urban traffic. A variety of features and systems contribute to an easygoing nature that matches its looks. Easy Start and Low RPM Assist get things going. The counterbalanced parallel-Twin revs up smoothly while its stubby exhaust burbles quietly. Shifting is a breeze thanks to a slip/assist clutch and an up/down quickshifter. The Suzuki Intelligent Ride System includes three drive (ride) modes that adjust throttle response and four traction control modes.
Carving corners on Malibu’s Decker Road.
The 8TT is a bike I just wanted to ride, so I selected drive mode “A” (most direct) and TC mode “1” (least intervention), then left them there. Pulling away from and slowing down for traffic lights was effortless. Darting in and out of gaps in traffic felt intuitive. The 8TT weighs 448 lb with a full tank – it’s not a featherweight, but it isn’t porky either. Its mass is well-balanced, and the bike feels svelte and purposeful. The bubble windscreen is so low that my helmet is always well above it, and there are no extraneous bits or bobs to distract the eye.
Soon I was on the freeway in the heart of L.A.’s concrete jungle. At 75 mph, the GSX-8TT hums along smoothly with enough power in reserve to make passes or escape trouble as needs require. When we strapped a GSX-8S to Jett Tuning’s rear-wheel dyno, it made 75.9 hp at 8,300 rpm and 53.3 lb-ft at 6,700 rpm. Respectable numbers, and the 8TT is peppy, but it could use another 20-25 hp. (Maybe I’m just greedy. I re-watched the movie Weird Science the other night for about the hundredth time, and if I was making a Frankenstein-style dream bike instead of Kelly LeBrock, I’d give it at least 100 hp at the rear wheel.)
The GSX-8TT was made for smooth sweepers like this one on Deer Creek Road. Its suspension and Dunlop Roadsmart 2 tires get a little overwhelmed when pushed hard on tight curves.
After about 50 miles on the freeway, I-10 abruptly ended and dumped me onto the Pacific Coast Highway near the Santa Monica Pier. Soon I was riding past the skeletal remains of houses along the coast that burned in the Palisades Fire last January. Then I came upon a solemn sight: the Waves of Flags memorial on the enormous front lawn of Pepperdine University’s campus in Malibu. Each September, the university honors those lost in the 9/11 terrorist attacks by displaying nearly 3,000 flags – one for each victim. The memorial is beautiful and sad and moving, and every year it stirs up memories and emotions from that fateful day in 2001.
West of Pepperdine are the legendary canyon roads of Malibu – Latigo, Encinal, Decker, Mulholland, Yerba Buena, and Deer Creek. These are the roads where motorcycles reveal their true nature, their strengths, weaknesses, and quirks.
Tucked behind the bubble screen is a 5-inch TFT display and a USB-C charging port.
If there’s one word I’d use to describe the GSX-8TT, it’s “smooth.” The engine feels velvety, delivers power in a predictably linear manner, and doesn’t impart any annoying vibration in the grips, seat, or pegs. The transmission feels basted in butter, with a light pull to the clutch lever, effortless action at the shifter, and the ease of an up/down quickshifter. The seating position and ride quality are agreeable. In stereotypical fashion for a Japanese motorcycle, everything feels composed, purposeful, and precise with no rough edges.
While this bike has a playful side and lends itself to carefree riding, it falls short of exciting. That’s not to say the GSX-8TT is all style and no substance, but it does feel like a bike that follows the rules and colors inside the lines. For a sporty, almost-naked bike, I found myself wishing it had a naughty side. Less reserved and more rebellious. Less yacht rock and more rock ‘n’ roll.
The round headlight is inspired by bikes from the ’60s and ’70s.
Attacking tight, technical canyon roads in Malibu on the GSX-8TT was a blast – up to a point. At a 7/10ths pace, it dutifully obeys the rider’s commands, tipping into corners easily and holding its line faithfully. But the 8TT doesn’t give the rider clear signals that it’s ready for more. Throttle modulation feels like a rheostat, but in the upper rev range power falls flat. The only adjustability on the KYB suspension is rear preload, and the damping is on the soft side (for a 200-lb rider). The Nissin brakes provide predictable stopping power but lack consistent feedback. And the Dunlop Roadsmart 2 tires offer middling performance. Stay within the 8TT’s comfort zone, and it does just fine. There’s little to be gained by pushing it farther.
As an everyday streetbike – commuting, cruising around town, getaway rides on Sundays – the GSX-8TT excels. Complementing its smoothness is a user-friendliness that makes it as likable as a Labrador. It just feels good to ride around on this bike. And when you park it at a bike night or in front of a coffee shop, you can step off it with pride. People will give it (and maybe you) admiring looks. They’ll ask questions. You’ll smile, nod, and say, “Yep, she’s mine.”
The GSX-8TT has a great profile. If it were ours, we’d install a fender eliminator to tidy up the rear end.
Practicality implores me to tell you that the 8TT comes with a USB-C charging port near the instrument panel, a full-color 5-inch TFT display with adjustable brightness and day/night modes, and LED lighting all around. Genuine Suzuki Accessories include a solo seat cowl, tank side protectors, billet clutch and brake levers, and clip-on tankbags and other luggage.
Suzuki has done a good job with its GSX-8 series. It offers a range of options for those in the market for a middleweight streetbike: a modern naked bike (8S, $9,249), a fully faired sportbike (8R, $9,699), a retro-inspired naked bike (8T, $10,649), and a retro-inspired semi-naked bike (8TT, $11,149). Other than the 8R’s clip-on bars and slightly sportier (but still mostly nonadjustable) Showa suspension, the differences between them are mostly aesthetic. Is the 8TT worth an extra $1,900 (a 20% upcharge) over the 8S? That depends on how much value you place on style. My heart says it’s a fair premium.
Photographers are a crucial part of a team in the MOTUL FIM Superbike World Championship, for marketing and social media. Teams will have their own photographer to hopefully get the money shot; one that could go viral and brings in views and interactions. Three photographers working in the paddock – Elisa, Denise and Rachele – sat down for a chat discussing their work, backgrounds and more.
DIFFERENT PATHS, SAME PASSION: Unique journeys bring them to the same destination
Discussing her route to becoming a photographer, Denise said: “I took up photography after my dad passed away. I found his equipment and asked myself whether I should sell it or do something with it. That was about seven years ago. I took a few shots of a friend of mine, current WorldWCR rider Beatrice Barbera, and she showed them to Luca Gorini, my current boss, which is how it all started for me. This is my first year as a WorldSBK photographer.”
For Rachele and Elisa, it was a different journey. Rachele said: “My path’s been a little different. At 18, I started studying photography at art school and had the chance to experiment with many types of photography such as fashion and advertising, but I soon decided I wanted to focus on sport. Aside from motorsport, I also collaborate with a German agency that deals more with marathons and cycling races. At 17, I basically knew that this what I wanted to do.”
Elisa added: “I’m a self-taught photographer and have always liked to take pictures. I’ve dabbled with different styles, also as a member of a photography association in my hometown, but sports photography is the field that really interests me. I have a boyfriend who rides and so I would find myself going to tracks with him and taking pictures. In doing that, I gradually got to know people, which eventually brought me here.”
THEIR BACKGROUNDS: “I also have a ‘day job’ that has nothing to do with photography – the quality control of car key parts”
All three have different journeys and different personal lives, as they explain. Denise said: “I live at home with my mum and am a little anxious about leaving her when I travel. Another concern is my dog, making sure I have someone who can take him for walks. But my mum doesn’t mind me being away, in fact she encourages me to go! Since losing my dad, I’m always worried about her.”
Rachele stated: “I live with my parents, so it’s all quite easy in my case. I have a boyfriend, so perhaps I see him less than I might if I were doing another job, but he’s very pleased and proud of what I’m doing, so for now it’s all good.”
Elisa said: “I live with my boyfriend and we’ve been fixing up our house for the last seven years, which is time consuming and costly! I also have a ‘day job’ that has nothing to do with photography – the quality control of car key parts, so very different! We’re always very busy at home and so I really have to plan well to attend races. I’d like to be here full-time, but it needs to make sense financially. It’s a balancing act, for sure.”
THE PERFECT SHOT: “’Perfect’ is the shot that turned out exactly how I imagined it, a shot I perhaps envisioned while having a coffee”
When asked what their idea of the perfect shot would be, Rachele described it as: “The perfect shot needs to be technically correct but, more importantly, it fully captures the emotions of that exact moment. The perfect moment.”
For Elisa, it’s more about how she initially imagined it: “For me, ‘perfect’ is the shot that turned out exactly how I imagined it, a shot I perhaps envisioned while having a coffee, thinking, “How can I photograph that rider in a way that stands out?” There are only a few shots I’m truly proud of, but the first that comes to mind is a photo I took of Jonathan Rea in his final year with Kawasaki. I’d been trying to capture the shot all morning – the light at a particular angle, him stepping out of the garage while securing his helmet, just a few people in the background – and I got it!”
Denise’s vision is more about telling the story of the race for the riders or teams she works with: “It’s difficult to define the ‘perfect’ shot. Perhaps when a rider is on their own in a race – running out front or even right at the back of the field – and you can tell the story of their race with just one image.”
HIGHLIGHTS IN THE PADDOCK: “That was a really nice experience, to be there, trackside, and realising, “Wow, I’m here too!””
All three were asked for their highlights so far when speaking in the summer, and Denise got us started: “For me, it’s an episode from 2024. We had the Evan Bros Racing Team as a client, and so I experienced Ana Carrasco’s World Championship win first-hand. I was there with the Dorna photographers, taking pictures during the celebrations. That was a really nice experience, to be there, trackside, and realising, “Wow, I’m here too!””
For Rachele, it was a trip to the end of 2024 for her first time in the paddock: “For me, the final round of 2024, which was also my very first WorldSBK round! During that Jerez weekend, there was a conference relating to WorldWCR, which I was there to photograph. It was an important moment, and I think the fact there was a female photographer there for the occasion was significant. That whole weekend was a great experience.
Elisa’s highlights have been when her work leads her to more clients: “I’d say the current season, when potential new clients ask me to work for them. This is already a milestone for me and tells me that I must be working in the right way. This was one of my WorldSBK goals and so I’m happy to achieve it, there’s real satisfaction in gaining new clients.”
The Suzuki V-Strom 800 Touring melds the V-Strom 800DE’s ADV-level comfort with street-focused features. We broke it in on some of our favorite SoCal roads. (Photos by the author)
Editor’s Note: We took possession of a 2024 Suzuki V-Strom 800 Touring test bike last April, which was late in the season because the first round of 2026 Suzukis was announced in July. We kept the bike for months – and hated to give it back – so this review is a little past its freshness date. Although the V-Strom 800 Touring is no longer offered, the standard V-Strom 800 can be easily outfitted with the Touring’s top box and handguards.
The Suzuki V-Strom 800 is no longer breaking news, but for the past couple of years Suzuki has been busy cranking out models powered by its 776cc parallel-Twin. In 2023, Rider reviewed the GSX-8S naked bike and the dirt-ready V-Strom 800DE, and last year we reviewed the fully faired GSX-8R. For 2026, two stylish retro streetbikes – the GSX-8T and GSX-8TT – join the family, sharing the same platform.
Our test bike came in the Metallic Matte Steel Green color option. The 2026 Suzuki V-Strom 800 is available in Metallic Oort Gray No.3.
Our test bike was a V-Strom 800 Touring model, which was introduced alongside the V-Strom 800 for 2024. In contrast to the V-Strom 800DE, the V-Strom 800 and V-Strom 800 Touring are more street-focused, with a smaller front wheel (19-inches diameter instead of 21 on the DE), cast-aluminum wheels (instead of the DE’s spoked wheels), a shorter seat height, and less suspension travel. The Touring model includes a 35-liter lockable top box keyed to the ignition and plastic handguards. (The Touring model is no longer offered, but the top box and handguards are available as accessories.)
Suzuki has gotten a lot of use out of its 776cc parallel-Twin, and for good reason. It’s a capable powerplant that we’ve enjoyed every time we’ve tested it.
Those 2023 and 2024 test rides took place in France, Italy, and even at Chuckwalla Raceway in California. In contrast to those exotic press events, when EIC Greg Drevenstedt asked if I could review the V-Strom 800, I jumped in an Uber and headed for an ambiance-free, barbed-wire-lined storage facility in Ventura, California, to grab the keys and get a quick walk around.
The V-Strom 800’s 332.5-inch seat height and open riding position suited us well.
It’s been about a few years since I last threw a leg over a V-Strom 650. Memories are foggy at best, or maybe that’s just my new norm. Most of the Rider test bikes I’ve sampled were used for photography purposes, weighted down with a bulky, overstuffed backpack and a tripod. So I was eager to check out the V-Strom uncompromised by those familiar 3-inch shoulder straps cramping my style.
The adjustable windscreen, paired with handguards, provides nice protection.
The roll-up garage door revealed an attractive Metallic Matte Steel Green motorcycle rolling on a 19-inch front, 17-inch rear cast wheels with Dunlop 614F/D614 tubeless tires. Out in the fresh air, I turned the key, and the bright, colorful, and easy-to-read 5-inch TFT display lit up. Riders can choose a white or black background and plug their device of choice into the USB-C slot.
The 5-inch TFT offers plenty of information, including traction control mode, ride mode, and ABS mode.
The V-Strom 800 is powered by a liquid-cooled 776cc parallel-Twin with a 270-degree firing order. It’s tuned for midrange torque, and the Suzuki Cross Balancer system manages vibrations. Ride modes are adjustable on the fly via the left-handlebar toggle switch and include A (sport), B (most conditions), and C (rain). Also included are throttle-by-wire, a bidirectional quickshifter, Low RPM Assist to avoid stalling in traffic, and Easy Start, as well as the three-level Suzuki Traction Control System (STCS) and two levels of ABS. In just a few minutes, I became familiar with the modes and ready to change them on the fly. My preferred settings were the A ride mode and ABS and TC set to 1 (minimal intervention).
With a base MSRP of $10,249 (2026 model), the V-Strom 800 offers both a refined and attainable ride. Those willing to pay for some touring amenities will be well-rewarded.
At 5-foot-10 with a 32-inch inseam, I found it easy to swing my boot to clear the one-piece, well-padded seat that’s 32.5 inches off the deck, and I was able to sit flat-footed. Upon initial startup, I noticed a subdued exhaust note that reverberated within the echo chamber of the tightly packed storage buildings.
The Nissin dual front brakes offer good stopping power and complement the full package nicely.
After just a few blocks of chunky square-edged city streets, I was amazed at how plush the Showa suspension reacts up front. The inverted Showa Separate Function Fork-Big Piston with 5.9 inches of travel isolates the right fork leg as a damping unit, while the left has a spring and is adjustable for preload. In the rear, the Showa shock absorber utilizes a link-type rear suspension with a remote gas reservoir. It’s easily adjusted by hand for a passenger, cargo, or riding preference. Damping at both ends is not adjustable. The bike features a steel frame, a detachable steel subframe, and an aluminum swingarm.
The plush suspension is one of several features that would make the V-Strom 800 a comfortable and fun touring machine. Cruise control would be a welcome addition.
Entering a high-speed freeway on a short uphill ramp, I grabbed multiple clutch-less upshifts using the quickshifter while merging into traffic, and it became immediately apparent I was in for some fun miles. With snappy midrange power between 4,000 and 8,000 rpm, the V-Strom 800 generates peak figures of 83 hp at 8,500 rpm and 57.5 lb-ft at 6,800 rpm (claimed, at the crank). The mirrors remained clear and useful, and engine vibes were fine. The medium-sized three-position windscreen in the lowest position punched a nice hole to take the wind blast off my chest while my helmet was in clean air. Height adjustments require a hex key.
Plastic handguards, which are included on the Touring model, are a $99.95 option for the standard V-Strom 800.
Heading south for less than half an hour, I’d had enough of U.S. Route 101. It wasn’t particularly crowded, but I was salivating at the thought of the canyon roads and clam chowder ahead. I rolled past Point Mugu, the gateway to the northern Santa Monica Mountains, heading south to Neptune’s Net restaurant on the Pacific Coast Highway across from County Line surf spot. I enjoyed clean pavement, the Pacific Ocean on one side, cliffs on the other, with easy sweepers, salt in the air, and sun on my back.
We love a confidence-inspiring machine that’s both fun in the canyons and convenient for around-town errand-running.
At Neptune’s I parked right next to a Yamaha Ténéré 700. It was shocking to see how much taller the controls, seat, and gas tank were in comparison to the V-Strom. Both have their strong points, but I had a sneaking suspicion that this V-Strom 800 would have the advantage in the canyons.
The V-Strom 800 handles its weight well and steers easily into corners.
After a cup of clam chowder and a quick surf check across the street, it was time for the main course. There are more than a dozen canyons between Point Mugu and Topanga Canyon, and each road that climbs from the sea to the summit has a different personality: Yerba Buena, Mulholland, Decker, Encinal, Latigo, Piuma, and more offer everything from 6th-gear sweepers to incredibly tight supermoto sections where you’re lucky to get in a breath or two before corners. With 5.3 gallons of fuel, I was free to maximize the ideal route and commute home without worry.
Once into the canyons, it was the perfect opportunity to test the brakes: Nissin radial-mounted 4-piston front calipers matched with 310mm discs and a Nissin single-piston rear caliper with a 260mm disc. I was impressed with the feel and ease of use, balancing stopping power without overwhelming the compliant suspension.
Although the Touring model is no longer offered, the now-optional 35-liter top box is worthy of consideration for riders who enjoy eating miles.
Fueling had no hiccups, and the power was delivered in both a spirited and smooth manner. The suspension didn’t have excessive dive under braking or squat under hard throttle. The entire package from top to bottom conveys an amazing sense of confidence. The rider is briskly delivered into the corners as opposed to being thrown into them. I’ve certainly been through these canyons faster but not without double the effort and commitment.
With confidence building, it was only a matter of time before the pegs were throwing sparks and it was time to back it down a bit. With patches of sand and rocks on some of the roads and many other unknown obstacles, including the occasional vehicle that ignores the double yellow completely, a slower pace was the better part of valor. I was having so much fun that I circled back and completed a second pass.
Enjoy a comfortable sight-seeing ride or get frisky in the twisties – the V-Strom 800 is happy in both scenarios.
Thankfully, the commute home wasn’t too far. I rode from empty canyons to commuter roads and even some lane splitting. Commuting in tight traffic situations on the V-Strom 800 is a breeze, and the bike carries its 492 lb well. While having the bike, I found myself running more local errands on it. In addition to the Touring model’s top box and handguards, other available accessories include LED fog lamps, plastic side cases, high and low seats, heated grips, a centerstand, and more. Alas, cruise control is not available.
After more than 500 miles on the 2024 Suzuki V-Strom 800, I came away impressed. It’s a refined machine with excellent fit and finish for its base price of $9,899 ($10,249 for 2026). The extra $600 for the Touring model was a sweet deal – adding the 35-liter top box ($699.95), top box carrier plate ($99.95), and handguards ($99.95) to the standard V-Strom 800 tacks on another $899.95 to the base price. It’s a solid blend of versatility, performance, and comfort for experienced riders, and it’s also accessible for riders looking to move up. Did I mention this bike fits me like a glove?
2026 Suzuki V-Strom 800 Touring
2024 Suzuki V-Strom 800 Specs
Base Price: $9,899 ($10,249 for 2026)
Price as Tested: $10,499 (2024 Touring model w/ top box and handguards)
You don’t see rearview mirrors on dirtbikes very often, for good reasons. Extending a piece of glass on a rigid arm from the handlebar of a dirtbike is just asking for it to get broken or snapped off in spectacular fashion. When that happens, it can leave behind a pointy and inflexible metal arm for the rider to land on. Ouch. Fortunately, the dirt riding environment doesn’t require rearview mirrors.
Doubletake mirrors are also available in a Dual-Sport option.
On the other hand, dual-sport and adventure bikes need mirrors to be ridden legally on the street yet carry the same risks when ridden off-road. You can always remove and replace the mirrors with a wrench before tackling any rough terrain, but that’s a pain even if you can remember if one is reverse threaded and which one.
A more convenient solution is a pair of Doubletake mirrors. These innovative replacements feature rugged materials and a top-and-bottom, dual-pivot design that allows them to easily be positioned for the best view and stay put while riding road or trail. When the going gets rough, they can be pivoted down without tools behind the headlight or windscreen. And as long as you don’t overtighten them, if the extended mirrors take a hit, they will most likely fold or pivot unscathed.
At the core of the design is the adjustable arm, which clamps onto balls at each end, one affixed to the mirror and another mounted on the handlebar. Doubletake formerly used Ram Mount arms and balls but recently introduced its own improved designs. Tension on the clamping arm is controlled with a large thumbscrew near the middle, so all three types of Doubletake mirrors (Adventure, Dual-Sport, and Enduro) can be easily positioned for the best view, pivoted, or removed…entirely by hand.
Doubletake mirror housings are made with super tough, glass-reinforced Zytel, and the convex mirror lenses are bright and clear and meet SAE and CE specs. Arms are made of lightweight diecast aluminum with an oversized thumbscrew, and the base mount ball has a full aluminum core that resists crushing over time, coated with nitrile for grip and durability. Mirror balls are 1-inch diameter, so that end of the arm will also clamp and support things like phone mounts, GPS, or cameras with standard 1-inch ball mounts (and Doubletake sells base kits and arms without mirrors). Base kit balls are 1-1/8-inch for more rigidity, so the thumb screw on the arm is off-center (closer to the mirror) to compensate. Each single mirror base kit comes with five bolts (coarse, fine, long, short, and reverse thread) and an extension to fit most threaded mirror mounts, and Doubletake has matched many of its kits to specific bikes.
Doubletake sent us pairs of all three mirror types, plus a couple of its small Trail mirrors that can be zip-tied to dirtbike handlebars. The Adventure Kit mirror has a teardrop shape for the widest field of view, and its slightly larger size and shape provide a better rearward view than the stock mirrors on my Honda Africa Twin, especially since they can be positioned higher or farther out to the sides if desired (the better to get around big shoulders and luggage). Ours came with 6-inch arms that were a bit longer than stock, but shorter, more compact arms are available as well. Tightened with just enough tension to keep them from moving on their own, the mirrors can still be adjusted without loosening the thumbscrew, and they don’t seem to vibrate any more than the stockers. I also tried the smaller round Dual-Sport mirrors on my Yamaha WR250R, and they work brilliantly.
Adventure mirror
Dual-Sport mirror
Installation was fairly easy. On my 2018 Africa Twin, the base kit balls mounted into the stock female mirror mounts – a good thing since I couldn’t get them off (someone went crazy with red thread locker I guess). Rather than use the internal tooth lock washer that Doubletake provides (the outside diameter of which was a bit too large for my taste), I used blue thread locker gel to secure the base kit bolts. Otherwise, everything fit well and easily. Same story on the WR250R. Extensions and longer bolts are provided in case you need to clear something like a clamp or brake master cylinder.
Adventure, Dual-Sport, and Enduro mirror kits start at $63.50 per side. Be sure to see if a specific kit is offered for your bike when you order. The new arms and base kit balls are available separately to upgrade your older Doubletake mirrors, and the company offers many other parts and accessories, like handlebar adapters and clamps, replacement mirror glass, and yes, even replacement mirrors. The website has loads of installation, fitment, and sizing help and information, and everything is backed by a lifetime warranty.
After selling my 2009 Harley-Davidson CVO Ultra Classic to purchase a 2015 BMW R 1200 GS back in 2016, one thing became clear on every two-up ride: My wife really missed the comfort and security of the Harley’s TourPak backrest. Over the past 10 years, she’s reminded me of it more times than I can count.
I’m not a fan of the bulky look of a top case on the GS, so I started digging through online forums and eventually found a promising solution: the XP Backrest from Dynamic Motorcycle Accessories.
I gave the company a call and ended up speaking directly with Kerry, the founder. He’s a friendly guy who created this backrest specifically for riders like me – those who want passenger comfort without compromising the look of their bikes. It turns out this is a common concern among GS owners, and Kerry’s product has been gaining popularity fast.
About a week later, the backrest arrived. The box included everything I needed: all hardware, clear instructions, and even the tools. Installation was simple and took me just 15 minutes. (Though I’ll admit, I initially mounted the plates upside down. That was on me.) While the XP Backrest isn’t a quick-release system like the one on my first bike (2003 H-D Road King Classic), it’s still easy to remove or reinstall using just four bolts.
These mounting plates are required for installation of the XP Backrest.
The backrest is constructed of CNC-machined aluminum with a black powdercoating, and the cushion is a 1-inch-thick pad. It measures 9.5 inches tall by 11 inches wide. The backrest itself has an MSRP of $172.99. The Backrest Mounting Plates, which are required for installation unless using one the Dynamic’s luggage racks instead, are priced at $47.99. That’s a total of $220.98 for both pieces.
What did my wife think? Not even a quarter-mile from our driveway, she said, “Thank you for getting this backrest.” Hours later, after a long ride along the Connecticut shoreline to the Guilford Lobster Pound for lobster rolls, she praised how supportive and comfortable it felt. That alone made the investment worth it.
For riders like me who prefer the clean look of a GS without a top case, or those simply looking to add real back support for their passenger, my wife and I cannot recommend the XP Backrest enough.
There is usually a brief period of time in a typical New Jersey spring or fall when the weather is not quite cold enough for heated gear but not quite warm enough to ditch the insulated gear. It was mainly under such conditions – call it 40-65 degrees – that I tested Scorpion’s EXO Tempest II motorcycle gloves, which promise foul-weather performance at a relatively low price point for the features offered.
Construction of the exterior shell is a mix of nylon (80%), polyurethane (6%), and polyester (3%). The balance of 11% is full-grain goat leather on the sealed palm side. A Hypora breathable waterproof lining protects against the elements, and a 100-gram layer of Thinsulate insulation keeps things toasty on the inside. (Notably, the palm area isn’t insulated so that the warmth from heated grips can penetrate the glove interior.) There are pronounced silicone grip pads on the palm and all fingers except the index and thumb. The index and thumb maintain capacitive touch for touchscreen operation. Finally, there’s an integrated squeegee on the index finger of both left and right gloves. The exterior shell covers a secondary nylon sublayer, which has an elastic gauntlet to help further seal the interior.
On the protection side, these gloves feature a floating TPU knuckle armor fortification, along with TPR and impact foam on all fingers and the base of the palm. A subtle 3M reflective strip on the wrist aids in nighttime conspicuity. A large hook-and-loop flap on the gauntlet seals things up, with an additional smaller cinch strap on the wrist for good measure.
Out on the road, the Tempest II gloves are an ideal companion on your ride in the aforementioned temperature range. Below 40 degrees, even with heated grips, I was reaching for my heated gloves instead. Likewise, they’re too insulated for prolonged rides much above 65 degrees. I found that the oversized wrist strap held things firmly in place, adding to a sense of safety. The pre-curved fingers and generous stretch panels equal minimal break-in time. The tactile feel is quite good for winter gear, with no bunching material as the hands travel through their range of motion – although the nylon “inner gauntlet” can be finicky when first donning the gloves, especially if your hands are wet. I experimented with iPhone capacitive touchscreen operation and found periodic success, so long as the finger pad touching the screen was through leather and not on a seam. I am normally comfortable in a size 9.5/Large, but the XL variant fit me better than the L, so try before you buy.
Scorpion’s Tempest II motorcycle gloves offer a compelling value in the non-heated insulated glove segment, offering functionality, safety, and much cherished warmth! The Tempest II gloves tested here have an MSRP of $109.95 and are available in sizes S-3XL.
Bias alert: I’m a sucker for classic leather motorcycle jackets that recall the styles of my youth in the 1980s, especially when the retro appearance is married with modern safety features. For guys and gals like us, the Spidi Roar fits the bill perfectly.
The design aesthetic of the Roar’s 1.0-1.1mm polished Italian cowhide exterior shell is a clear homage to the racing suits of the Reagan era, replete with dual color schemes and racing stripes on the left front shoulder, right front bicep, and left rear bottom panel. Two handwarmer pockets and a diagonally cut pocket on the right upper chest provide reasonable storage. Waist tabs on the rear allow the rider to cinch up the already slim-fitting Roar even farther. All zippers are beefy YKK units, and a single-button clip provides connection to riding pants.
The interior consists of a fixed cotton mesh lining, and one interior zippered pocket on the left side is big enough to hold to my iPhone 16 Pro Max with plenty of room to spare. There are also attachment loops and velcro panels throughout to fit Spidi’s large selection of “Step-In Wear” liners. As I write this, there are six different liners available, which can be mixed and matched. These base layers are available in both thermal and waterproof flavors, in varying weights and materials. With the use of these layers and liners, the rider can easily customize the Roar for use in cold weather or wet weather applications.
The optional Thermolite liner adds warmth to the Spidi Roar jacket.
From a safety perspective, the Roar is a serious piece of riding gear. It comes standard with removable Level 2 Warrior Lite CE-rated armor in the shoulders and elbows. There is a dedicated pocket on the rear to accept Spidi’s optional CE-rated Level 1 or Level 2 Warrior back protector pads, and Spidi also offers optional chest or thorax Warrior protection pads as well. The jacket as a whole is certified under EN 17092-3:2020 for abrasion and impact resistance.
Out on the road, the Spidi Roar is an absolute pleasure to wear. The leather shell looks and feels fantastic. It’s also quite fragrant – in a good way! – even after months of testing. Nobody does leather like the Italians! The fitment runs true to size, and being European, it’s definitely better suited to riders with athletic body shapes. My test Roar arrived with Spidi’s Thermolite liner, which, as the name implies, provides additional windproof insultation for colder weather applications. I found the basic Roar without the liner a perfect weight for mid-season use, and the Thermolite liner extended its versatility deep into east coast fall – low 60s and even high 50s riding was possible, and the liner thoughtfully had elastic cuffs on the sleeves to keep wind out. Think of this combo as what a motorcyclist could don in spring, early summer, and early fall, or around 60-85 degrees realistically for long rides.
Overall, I found the Spidi Roar a supremely attractive, surprisingly functional leather motorcycle jacket that can be adapted to many riding applications thanks to its large selection of available liners. This Ukrainian-made garment retails for $649.90 and is available in Euro sizes 46-60. The optional L2 Warrior back pad is $89.90, and the Thermolite liner is $139.90.
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