Arizona Route 66 Motorcycle Ride

Arizona Route 66 motorcycle ride Oatman
Riders enjoy the winding asphalt on this Route 66 motorcycle ride outside of Oatman.

Route 66, or the Mother Road, is indelibly stitched into the fabric of the American psyche. The iconic road once traced its way for 2,448 miles from Chicago, Illinois, to Santa Monica, California. But it was more than just a long stretch of tarmac. Route 66 became a cultural phenomenon that inspired and piqued the American obsession with travel and adventure. Songs were written about it, quirky and kitschy roadside attractions sprouted beside it, and Americans longed to traverse it. The Mother Road was a main artery crossing the torso of the U.S. through which dreams and possibilities pulsed warm and red.

Related: Get Your Kickstart on Route 66 –
Riding a kickstart-only 1978 Yamaha SR500 from Chicago to Amarillo on the Mother Road

Arizona Route 66 motorcycle ride

Scan QR code above or click here to view the route on REVER

Yearning to rediscover the road, the towns, and the magic of Route 66’s path through Arizona, I packed up my BMW R 1200 GS and set out. Fittingly, my trek began Nov. 11, the date on which the Mother Road was designated a federal highway in 1926. Arizona claims the longest rideable portion of the original Route 66, and it has a significant number of attractions and bustling historic towns.

Riding from west to east, I began my Mother Road adventure on the Fort Mojave Indian Reservation where the Colorado River separates Arizona from Nevada. After a short climb toward the mountains on Boundary Cone Road, I came to an intersection indicating that I was transitioning onto the historic U.S. Route 66. The road became curvier and more interesting, and the jagged rock formations of Arizona’s Black Mountains became more immediate as the road coiled through the rugged terrain.  

Arizona Route 66 motorcycle ride Oatman burros
Friendly burros in Oatman weren’t impressed with my BMW beast of burden.

Within minutes, I entered the historic mining town of Oatman. In 1915, two miners struck a $10 million gold find. Within a year, the small mining camp grew to a population of 3,500. Recent census figures indicate there are now just over 100 human residents. If you include the dozens of semi-wild burros in the area, that population is much larger.

Oatman is a hotbed of activity during any motorcycle rally on the Colorado River or in Kingman.  However, my BMW was one of only two motorcycles in town on this crisp November morning. I walked the street beneath the weathered wood facades of the various shops and watering holes.

Arizona Route 66 motorcycle ride Kingman
This ride-through photo stop in Kingman is located next to the Arizona Route 66 Museum.

Route 66 north and west of Oatman is a pure delight. The pavement is mostly smooth and intact, and it’s filled with sweeping turns and hairpins, many of which are nicely banked. There are several signs warning motorcyclists to stay aware, and these are best heeded. With the road gradually uncoiling, I made my way toward Kingman, passing several abandoned open-pit mines that dotted the rocky slopes and at least one small operating mine. 

I was ready for a cup of coffee and some gas when I rolled into Kingman, where my father was an art teacher in the local school district before I was born. It is a clean and bustling small city fully embracing its Route 66 roots. I stopped at the colorfully adorned Mr. D’z Route 66 Diner and parked amidst historic cars, trucks, and motorcycles. As I chatted with my server over a hot cup of joe, she talked about the dual nature of the city. We were in the historic downtown district, but just a little ride up Interstate 40 is the modern district with chain hotels, restaurants, and thriving industry. 

Arizona Route 66 motorcycle ride Mr. D'z Route 66 Diner
Across the street from the Route 66 Kingman sign is Mr. D’z Route 66 Diner, one of the many kitschy restaurants along the Mother Road that draw in curious, hungry travelers.

After rolling through the industrial zone in the Kingman outskirts, I headed northeast on the longest existing stretch of the Mother Road. Small roadside businesses dotted the path toward Peach Springs, each clearly embracing its Route 66 heritage with appropriate signage and vintage memorabilia. Historic gas stations were particularly interesting. While they no longer pumped fuel, they still oozed with the nostalgia of the road’s heyday. 

Arizona Route 66 motorcycle ride Burma-Shave
Between Peach Springs and Seligman: You can drive / A mile a minute / But there is no / Future in it / Burma-Shave.

After Peach Springs, I rode past three sets of Burma Shave signs with rhyming slogans, reminding me of childhood. As I rolled and swayed through the high grasslands, it was easy to imagine classic cars and motorcycles plying this portion of the route.

Arizona Route 66 motorcycle ride Copper Cart
Formerly a restaurant that opened in 1952, the Copper Cart in Seligman is now a gift shop.

Entering Seligman was the most visually nostalgic part of my ride. This small town is a well-preserved tribute to its Route 66 heritage, with every shop, garage, and diner adorned with colorful signage and logos. Out of the corner of my eye, I saw a small sign for the Route 66 Motoporium. Not expecting much, I threw down my kickstand and walked into the Copper Cart to see what was inside. A bearded man said, “You look like a rider,” and pointed to a room in the back. It was filled with the motorcycles of my youth – both those that I rode and those that I ogled in the pages of motorcycle magazines of the 1960s and ’70s. Vintage Indians, Hondas, Hodakas, and Kawasakis, especially the 2-strokes, brought me back to the enchanting smell of premix laced with single-track dust that was a big part of my teenage life. 

Arizona Route 66 motorcycle ride Route 66 Motoporium
The Copper Cart in Seligman is home to the Route 66 Motoporium, a small museum full of vintage motorcycles and memorabilia.

After a lengthy trip down moto-memory lane, it was time for lunch, and the legendary Delgadillo’s Snow Cap diner was just a block away. Juan Delgadillo and his wife, Mary, opened the Snow Cap in 1953, and Juan and his brother Angel formed the Historic Route 66 Association of Arizona. The Delgadillo family still owns and runs the historic diner, and I had a fantastic green chili burger and onion rings. 

Arizona Route 66 motorcycle ride Delgadillo's Snow Cap diner Seligman
This 1936 Chevy is an eye-catching fixture in front of Delgadillo’s Snow Cap diner, a Route 66 institution in Seligman opened by Juan and Mary Delgadillo in 1953.

East of Seligman is a short stretch of the original Route 66 that runs into I-40 just before Ash Fork, and I noticed a few remnants of the Mother Road that are now spurs off the roadway. Beyond Ash Fork, much of Route 66 has been fully replaced with I-40, but there are still several towns that have embraced and preserved their historic Mother Road character.

Arizona Route 66 motorcycle ride Flagstaff
Route 66 runs through the heart of Flagstaff, a bustling city with great restaurants, bars, hotels, and nearby attractions like the Grand Canyon.

Williams, just off I-40, was the last town to be bypassed by the interstate, and it still teems with Route 66 charm. The main street is lined with historic stone buildings filled with antique stores, diners, and bars. I motored by one of the more famous watering holes, the Sultana Bar, which was opened in 1912, predating Route 66 by more than a decade.

See all of Rider‘s Arizona motorcycle rides here.

After Williams, I-40 is as attractive as an interstate can be. Views of the San Francisco Peaks tower impressively to the north, and vibrant evergreens line the road. Flagstaff is the largest city on the Arizona portion of Route 66 and is home to my alma mater, Northern Arizona University. The original Route 66 skirted the beautiful campus just to the west and north. 

Arizona Route 66 motorcycle ride Wigwam Motel Holbrook
Built in 1950, the Wigwam Motel in Holbrook is a Route 66 icon.

Flagstaff boasts several original Mother Road attractions, including the historic downtown train station that houses the Flagstaff Visitor Center. On the way out of the city, I rolled past several diners that boast the Route 66 name, but my favorite is Miz Zip’s Route 66 Cafe. Then I felt the magnetic pull toward the Museum Club, an iconic Route 66 watering hole and one of my favorite college hangouts.

See all of Rider‘s Western U.S. motorcycle rides here.

The majority of Route 66 east of Flagstaff has been replaced by I-40. While that is a shame, there is solace in the fact that many of the original attractions of the Mother Road era are still partially or fully intact on the way to the Arizona/New Mexico border. I took the short access road to the ruins of the Twin Arrows Trading Post. Up until very recently, both twin arrows still stood, but the ravages of weather and time toppled one. The trading post was a fixture on Route 66 since its opening in the late 1940s. Just across the freeway looms the new Twin Arrows Navajo Casino Resort. 

Arizona Route 66 motorcycle ride Twin Arrows Trading Post
Alas, only one arrow is still standing at the ruins of the Twin Arrows Trading Post between Flagstaff and Winslow.

Riding another 30 minutes east on the interstate, I exited at Winslow, which sits on another existing stretch of Route 66. The loop into Winslow is festooned with various Route 66 advertisements. My first stop in town was to look at the impressive red sandstone St. Joseph’s Catholic Church. After snapping a photo at Standin’ on the Corner Park, I saddled up and headed to my lodging for the night, the beautifully restored La Pasada Hotel (see sidebar below). 

Arizona Route 66 motorcycle ride Winslow Standin' on the Corner Park
At Standin’ on the Corner Park in Winslow, Arizona, the author stands with a bronze statue of a balladeer resembling Jackson Browne, who co-wrote the famous Eagles’ song “Take It Easy” with Glenn Frey.

After settling into my room, I walked the grounds of the beautiful rail-side resort before sitting with a post-ride cocktail and watching the trains roll by. Later that night, I strolled back into downtown Winslow for some shopping and a chili relleno dinner at the tiny Brown Mug Cafe. An unassuming photo on the wall beside my booth showed a youthful Harrison Ford sitting in the same spot many decades back (he’s an avid motorcyclist, by the way, and also owns a GS!).  

Arizona Route 66 motorcycle ride
Some motorcycles you’ll find on Route 66 have seen better days.

After a great night’s sleep, I had one last stretch to complete my Arizona Route 66 tour. I rode the few miles to Holbrook, which is the last of the original historic towns on my eastward stretch of Route 66 and home to the Wigwam Motel. From Holbrook, it’s another 74 miles on I-40 to the New Mexico border.

I highly recommend riding what you can of any portion of the Mother Road. This Arizona stretch of Route 66 is best ridden from late spring to early fall, as the winters in northern Arizona are cold and snowy. Pack for variable conditions, and enjoy your ride down memory lane.

Arizona Route 66 Motorcycle Ride Resources

SIDEBAR: La Posada Hotel

Arizona Route 66 motorcycle ride

La Posada in Winslow is a crown jewel of the historic Fred Harvey railroad hotel empire. Designed in the 1920s by renowned architect Mary Elizabeth Jane Colter, it’s currently a first-class hotel, art gallery, and museum in an expansive garden setting. There is a gourmet restaurant on-site, and downtown Winslow is a short stroll away. The rooms are comfortable and well-appointed in a warm Southwestern motif, and photos of the hundreds of legendary actors and public figures who stayed at La Posada line the hallways. There is even safe designated motorcycle parking in front of the property. For more info, visit the La Posada website.

See all of Rider‘s motorcycle tours here.

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Nicolo Bulega undergoes arm-pump surgery in Italy after Catalunya Round

2024 MOTUL FIM Superbike World Championship leader Nicolo Bulega ( Racing – Ducati) underwent surgery on Thursday, 28th March at the Oglio Po Hospital (Cremona). Performed by Professor Alessio Pedrazzini to address chronic exertional forearm compartment syndrome (arm pump), a common surgery in motorcycling racing, it was decided that after previous issues, to be solved before the third round of his rookie season.

The issue has been present since last winter and worsened during the Australian Round for Bulega and was aggravated last weekend in Barcelona, where severe pain threatened to limit the performance of the reigning Supersport World Champion. For this reason, in agreement with the Racing – Ducati team, the decision to perform surgery on Bulega’s right forearm has been made. He will now have plenty of time to recover from the operation and to get in the best condition for the third round of the 2024 WorldSBK season scheduled for April 19-21 at the TT Circuit in Assen, the Netherlands.

EVERY SECOND LIVE: watch all the action from 2024’s new era with the WorldSBK VideoPass!


Triumph Motorcycles Joins 2024 Distinguished Gentleman’s Ride

Distinguished Gentleman's Ride Logo

Triumph Motorcycles will once again support the Distinguished Gentleman’s Ride, a worldwide riding event that raises awareness and funds for men’s mental health and prostate cancer. For 2024, Triumph and the DGR are pushing to host 1,000 rides across the globe, and Triumph will reward the top fundraiser with a Thruxton Final Edition motorcycle.

The Distinguished Gentleman’s Ride began in Sydney, Australia, in 2012 by Mark Hawwa, and it’s the world’s largest charity event for classic and vintage motorcycle enthusiasts. To date, the DGR has raised more than $45 million for prostate cancer research and men’s health. This year’s event will take place May 19 at various locations.

Distinguished Gentleman's Ride Poster

“In 2024, we have set ourselves the goal of reaching 1,000 cities around the world,” said Mark Hawwa, founder and director of DGR. “We have ridden with each other on the same day all around the world since 2012. Our community is one that comes together, despite borders and oceans, riding side by side to raise increasingly critical funds and awareness for men’s mental health and prostate cancer. DGR 2024 is the year that we celebrate our fellow gentlefolk around the world that we ride alongside, united by a passion, and driven by the cause.”

To help inspire riders to raise as much money as possible, Triumph will give away a Thruxton Final Edition to the top fundraiser. This last iteration of the Thruxton features a Competition Green paint scheme and hand-painted gold lining and is signed by the artist. The bike will come with a certificate of authenticity with the bike’s VIN number and signed by members of the design team and Triumph CEO Nick Bloor, as well as a Final Edition engine badge and graphic.

2025 Triumph Thruxton Final Edition
The top fundraiser in the DGR will receive a Triumph Thruxton Final Edition as a reward.

Related: 2025 Triumph Thruxton Final Edition | First Look

This year, Triumph is also releasing a new clothing lineup featuring DGR and Triumph brands to support the ride. In addition, 2024 will launch the Team Triumph global community and give clothing prizes to the top five fundraisers in the Team Triumph group.

“We share the DGR’s ambitious goal for 2024; to bring even more riders together, in more places around the globe, to raise even more money for men’s mental health and prostate cancer,” said Paul Stroud, chief commercial officer of Triumph Motorcycles. “We are working side by side with the DGR and our growing global dealer network to help achieve 1,000 Rides. This year, we will be rewarding the highest fundraiser with an iconic motorcycle, the Thruxton Final Edition, as well as donating five exclusive clothing prizes to Team Triumph fundraisers. In this way, we hope to unite and inspire Triumph riders across the world on May 19 to join Team Triumph, dress dapper, raise money, and enjoy the ride.

Registration for the 2024 Distinguished Gentleman’s Ride is now open on the DGR website.

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UNBELIVABLE OVERTAKES: final-corner passes, two-for-one at Turn 9 and more!

The Circuit de Barcelona-Catalunya has often thrown up surprised in its short time on the MOTUL FIM Superbike World Championship, and 2024 was no exception. After last lap fights, incredible battles and much, much more, it’s time to look at some of the barely believable overtakes that happened during the round with two corners that don’t normally have lots of overtaking featuring a lot.

REPLICATING ROSSI: Razgatlioglu’s sensational move as Bautista goes from P1 to P3

Alvaro Bautista ( Racing – Ducati) led on the final lap but he didn’t lead at the end of it, with Toprak Razgatlioglu (ROKiT BMW Motorrad WorldSBK Team) taking a maiden BMW victory. Forcing his way through at the final corner of Turn 14, the #54 moved himself into the lead with just a few hundred metres to go, with Andrea Iannone (Team GoEleven) taking advantage to move into second and demote the reigning Champion into third.

ANOTHER STUNNER FROM THE #54: one corner, two passes

The Tissot Superpole Race will be remembered for the last gasp move by Razgatlioglu, but another move needs to be highlighted. Mid-way through the race, the 2021 Champion got a good run out of Turn 8 and used it to full advantage. He stormed up the inside of both Iannone and Alex Lowes (Kawasaki Racing Team WorldSBK) to gain two places at a corner you don’t see many overtakes at. 

BAUTISTA ON LOCATELLI AT TURN 6: unconventional to say the least…

Bautista was involved in another unexpected overtake, as he passed Andrea Locatelli (Pata Prometeon Yamaha) at Turn 6. A corner that’s on the short straight between the tight Turn 5 left-hander and the left-hander of Turn 7 that starts the chicane, normally riders are able to pull alongside but the move for Bautista came at the left-hand kink of Turn 6. Unexpected, yet adding to the list of corners becoming overtaking opportunities.

TURN 7-8 CHICANE: almost impossible to pass… but it happened

Lap 5 of the Superpole Race will go down as a memorable one, with action everywhere. It kicked off at Turn 5 when Alex Lowes (Kawasaki Racing Team WorldSBK) passed Nicolo Bulega ( Racing – Ducati), before Iannone forced the #11 wide and moved ahead. After that, his sights were soon set on the #22 ahead and he tried to make the move at the Turn 7-8 chicane, the pair running side-by-side at a section of the track that can best be described as single file.


After a frantic start to the race, riders were trying to gain positions back or fight through the field. Nicolo Bulega ( Racing – Ducati) lost ground at the start but was soon on the charge, fighting with Alex Lowes through the opening sector. After banging bars through Turns 1 and 2, the #22 went through fairly forcefully at Turn 3 to keep the position in a superb fight. 

Watch more incredible WorldSBK action throughout 2024 using the WorldSBK VideoPass!


STATS ROUND-UP: Razgatlioglu joins Corser, Davies and more after win with third manufacturer

The 2024 MOTUL FIM Superbike World Championship has been absolutely mind-blowing in the opening two rounds, with the Circuit de Barcelona-Catalunya in Spain proving to be some of the greatest racing we’ve ever seen. History was everywhere you looked as BMW returned to winning ways, the reigning World Champion was back on the top step and more. Check out all the big stats below whilst reliving an epic Superpole Race here.

3857/902 – BMW had to wait 902 days for their next win after Michael van der Mark won at Portimao in 2021. However, their last ‘main’ race win was at the Nurburgring in 2013 with Chaz Davies winning in Race 2, some 3857 days before Toprak Razgatlioglu’s (ROKiT BMW Motorrad WorldSBK Team) Race 1 win in Barcelona. Divide the 3857 by 902 and you get 4 (nearest whole number): Toprak won in his fourth race for BMW. 

202 – After hitting the 200 mark in Race 1, Yamaha’s streak of consecutive points-scoring rides is now at 202 after Race 2.

93 – Alvaro Bautista ( Racing – Ducati) is on 93 podiums after his first win of 2024 in Race 2, just one behind triple WorldSBK Champion Troy Bayliss.

87 – During the current points scoring system – since 1995 – 87 points for Championship leader Nicolo Bulega ( Racing – Ducati) is the lowest amount after six races. However, six races from 1995 until 2018 were all the main races, without the Tissot Superpole Race; it’s still the lowest in the Superpole Race era. 

86 – Sam Lowes (ELF Marc VDS Racing Team) became the 86th rider to lead a WorldSBK race. 

60 – Bautista took a 60th win of his WorldSBK career, all taken with Ducati and he moves into clear second now behind Jonathan Rea (119) and ahead of Carl Fogarty (59) in the all-time WorldSBK win charts.

41 – Razgatlioglu is on 41 wins, ironically just two behind the #41 of Noriyuki Haga, who has 43.

32 – With 32 Superpole front rows, Razgatlioglu matched double World Champion Max Biaggi.

10 – Axel Bassani (Kawasaki Racing Team WorldSBK) took his first top ten with Kawasaki in Race 1 with P10.

8 – Eighth for Jonathan Rea (Pata Prometeon Yamaha) in Race 2 gave him his first points with Yamaha.

6 – Six straight seasons of wins for Toprak Razgatlioglu, his first coming during Race 1 at Magny-Cours in 2019.

6 – Six top six finishes for Alex Lowes (Kawasaki Racing Team WorldSBK) at the start of the season since 2019 leaves him third overall going to one of his favourite circuits, Assen.

4 – Four race winners from six races, the same number of winners across the full 2023 season. It’s the first time that there’s been four race winners in six races since 2020, when the first four races were all won by different riders. 

4 – Fourth for Michael van der Mark (ROKiT BMW Motorrad WorldSBK Team) in Race 2, his best race result since third in Race 2 at Mandalika in 2021, denying newly crowned Champion Razgatlioglu. 

3 – Razgatlioglu won for BMW in Race 1 in Barcelona, the third manufacturer he’s won with after Kawasaki and Yamaha. He’s the seventh rider to achieve this in the 36-year history of WorldSBK, behind: Stephane Mertens, Anthony Gobert, Troy Corser, Eugene Laverty and Chaz Davies. Marco Melandri is the other rider but he’s the only rider to have won with four manufacturers. 

3 – Toprak is third in the Championship standings, the best place for a BMW rider since Marco Melandri was also third in 2013 in the #54’s home country, Turkey.

3 – Three top ten finishes in Barcelona for Danilo Petrucci (Barni Spark Racing Team) at the only track where he didn’t score a top ten in his rookie 2023 season.

2 – A second podium for Andrea Iannone (Team GoEleven) in his rookie season with a career-best P2 in the Superpole Race. 

0.075s – The closest finish for a WorldSBK race in Barcelona happened in the Superpole Race with Razgatlioglu beating Iannone by 0.075s after he overtook Bautista at the final corner on the last lap. 

EVERY SECOND LIVE: watch all the action from 2024’s new era with the WorldSBK VideoPass!


Kove delight after first podium: “The project that started a year ago is beginning to bear fruit”

Kove made FIM Supersport 300 World Championship history on two occasions at the Circuit de Barcelona-Catalunya, by topping their first Tissot Superpole session on Friday before claiming a first podium on Sunday at the Circuit de Barcelona-Catalunya. They became the first manufacturer from China to achieve these feats and, speaking after the Pirelli Catalunya Round, Team Manager Jesus Rincon and Julio Garcia, who got the podium, discussed the historic moment.

Although Julio Garcia set the fastest time in Friday’s Superpole session after posting a 1’55.313s, the #48 was forced to start from fourth in Race 1. He was given a three-place grid penalty for irresponsible riding in Saturday’s Warm Up session, demoting him to the second row. A technical issue in Race 1 forced the Malaga-born star out of the race, however he was able to bounce back in Race 2 to claim a rostrum finish, his second in WorldSSP300 but Kove’s first since joining the Championship last year.

Reflecting on his weekend and explaining his decision to switch from Kawasaki to Kove machinery, Garcia said: “I think it was a quite positive weekend in which on Friday we already felt very fast from the start, and this was reflected in the fact that we got the pole. On Saturday we had a small problem, but the team solved it quickly so that on Sunday, the bike was perfect, and we were able to get second place in Race 2. I feel very good with the Kove, it was already seen that we adapted very quickly, and I think the bike has a lot of potential. 

“For me, the pole and podium are something that makes me very proud because it is Kove’s first pole and first podium, so I am very proud to have achieved it with them. I decided to leave Kawasaki because Kove presented me with a project in which I saw that they had a lot of ambition to do well, and I saw that the bike could be competitive. Right now, we are seeing that the bike is competitive, and I think that at the end of the year we will be able to achieve great results.”

Julio Garcia is partnered with 2017 Champion Marc Garcia this season, with Kove opting for a mix of youth and experience for their project. Somewhat ironically, Kove did get to start from pole during the weekend – just not when they first thought. Marc Garcia set the fastest lap in Race 1, giving him the best grid position for Race 2, although the #22 fell down the order before retiring on Lap 11 of 12. Nevertheless, both Garcias showed the potential of the Kove at different points.

Reacting to the podium, Kove’s long-term goals and opting to bring in both Julio and Marc Garcia, Team Manager Jesus Rincon said: “Personally, it is a sign that the project that started a year ago is beginning to bear fruit after a great effort from everyone. At the same time, it shows that we are going in the right direction. The goal has always been to be the first Chinese manufacturer to win a world title. They are two riders who have already demonstrated their great talent and who can fit together very well. Both have different riding styles and personalities, but they can work together and can offer a solid team. The goal is clearly to be with both riders at the front and to have them both fighting for the win in the Netherlands.”

Can Kove continue writing history? Watch more WorldSSP300 action throughout 2024 using the WorldSBK VideoPass!


“Incredible way to start the season… I could do what I wanted” – Buis, Iglesias discuss dramatic wins

Two different winners from two races started the 2024 FIM Supersport 300 World Championship as it will go on, with unpredictability the name of the game. Jeffrey Buis (Freudenberg KTM – PALIGO Racing) was promoted to victory in Race 1 at the Circuit de Barcelona-Catalunya following a penalty for Inigo Iglesias Bravo (Fusport – RT Motorsports by SKM – Kawasaki), before the Spaniard made amends in Race 2 with a hard-fought victory during the Pirelli Catalunya Round.

Iglesias had crossed the line first in Race 1, but a three-second penalty in lieu of a Long Lap Penalty demoted him down to 13th after a collision with Matteo Vannucci (Pata Yamaha AG Motorsport Italia) and Galang Hendra Pratama (ProGP NitiRacing) at Turn 5 on the final lap. It promoted reigning Champion Buis to P1 after he had an up-and-down race, fighting at the front at the start and end but dropping out of the points in between. 

It meant he started his KTM career with victory and discussing this, the #1 said: “It’s incredible. It’s not the way you want to win, finishing second and gaining through a penalty. For the points, it’s good. I’m very happy to have the winning formula also with the new bike. The start of the race was good, but I started falling back, I was even in P17 or something like this so that was not so good. The tyre dropped and it’s new for me with this bike, so I needed to adjust my riding style for this. I started to gain confidence and it was a lot better. I fought back to the first position so it’s an incredible way to start the season.”

Although Iglesias was classified in 13th in Race 1, he knew he had the pace to fight for victory and he did so in Race 2, overcoming what was at times a 20-rider lead group for his first win at World Championship level. It was his first weekend back after moving to the IDM championship for 2023 and winning in Germany, and he restarted his World Championship career with a victory in Barcelona, his first in WorldSSP300 with his fifth podium.

Reacting to his first win, Iglesias said: “I knew I had the pace, and my bike is really good. We worked really hard on the setup so I could do what I wanted. It’s really important because I took a step back last year, so I was a little bit sad not to be here last year. I won IDM last year and I come back stronger. I feel like I’m in a good moment. The last lap is always incredible, but I was saving the tyre in the whole race. I was thinking about the last lap, so I pushed to the maximum to get the win.”

Who will take victory as WorldSSP300 hits the Netherlands? Find out using the WorldSBK VideoPass!


Indian Scout Teaser Video Released

Indian Scout Teaser Video

Indian Motorcycle is set to release a new Indian Scout or Scouts on April 2, and it has been teasing us with a few videos that hadn’t revealed much of anything. But today it posted a new video (see below) that shows a group of five bikes riding across a desert lakebed.

Sadly, the low light in the video doesn’t provide enough illumination to reveal many details, but there appears to be four different variants of the new Scout. For reference, Indian’s current Scout lineup consists of three main models: the classically styled Scout, the stubby Scout Bobber, and the mini-faired Scout Rogue.

In the video, the leading trio of bikes have low-mounted bar-end mirrors, while the rearmost bikes are differentiated by chrome mirrors perched atop their handlebars. Of the trailing pair, the one on the right displays a smallish windshield that suggests some sort of light-duty touring version. The one on the left could be a traditional Scout of some form.

Leading the group is a bike with a mini fairing topped with a small windscreen that looks similar to the bike on its left. One or both could be a new version of the Scout Rogue. The bike second from the left has no fairing and could be a model similar to the existing Scout Bobber.

At this point, we can only speculate based on what we see in the video, so we can’t say what could be inside them regarding their engines or chassis modifications. Full details will be released on April 2. Stay tuned!

The post Indian Scout Teaser Video Released appeared first on Rider Magazine.


2025 CFMOTO Ibex 450 Review | First Ride

2025 CFMOTO Ibex 450 review
The 2025 CFMOTO Ibex 450 is a great addition to the ADV segment. We gave it a proper thrash at the global launch in Palawan, Philippines, and came away impressed. (Photos courtesy CFMOTO)

Adventure bikes are undeniably hot right now. Out of more than 70 new or significantly updated street-legal motorcycles announced for 2024 in the U.S. market, nearly half are dual-sport or adventure models. There are many ADVs to choose from in the 750cc-and-up displacement class, but there are few below 500cc. One of the most intriguing additions to the adventure category is the 2025 CFMOTO Ibex 450.

2025 CFMOTO Ibex 450 review
The CFMOTO Ibex 450 has rally styling with stacked headlights. The high fender is an accessory. Available colors are Tundra Gray (above) and Zephyr Blue (lead photo).

Known as the 450MT outside the U.S., the Ibex 450 is powered by a liquid-cooled 449cc parallel-Twin with DOHC, a 270-degree crank, and dual counterbalancers, and it’s mated to a 6-speed gearbox with a slip/assist clutch. Variations of this engine are found in several CFMOTO models, including the 450NK naked bike, the 450SS sportbike, and the forthcoming 450CL-C cruiser.

Related: 2023 CFMOTO 450SS | First Ride Review

Related: 2025 CFMOTO 450CL-C Review | First Look

2025 CFMOTO Ibex 450 review
The Ibex 450’s liquid-cooled 449cc parallel-Twin is shared across four models in CFMOTO’s lineup.

In the Ibex 450, the engine produces a claimed 44 hp at 8,500 rpm and 32.5 lb-ft of torque at 6,250 rpm. When Royal Enfield updated the Himalayan adventure bike for 2024, it was upgraded from an air-cooled 411cc Single to a liquid-cooled 452cc Single that makes a claimed 39.5 hp and 29.5 lb-ft of torque. The Ibex not only makes more power and torque, but its two cylinders and dual counterbalancers also deliver the goods more smoothly.

Related: 2024 Royal Enfield Himalayan Review | First Ride

2025 CFMOTO Ibex 450 review
The $6,499 CFMOTO Ibex 450 is the only adventure bike with tubeless spoked wheels that costs less than $10,000 (the KTM 790 Adventure is $10,990). The Royal Enfield Himalayan will have optional tubeless spoked wheels but pricing has not been released.

CFMOTO set out to produce a light, fully capable adventure bike at a reasonable price, and it has achieved its goal. The Ibex 450 is claimed to weigh 386 lb dry, so probably about 425 lb with its 4.6-gallon tank full. Even though it’s priced at just $6,499, it’s brimming with features not found on adventure bikes that cost thousands of dollars more. Perhaps most appealing is its tubeless spoked wheels, which greatly simplify roadside or trailside flat repairs. And they’re in 21-inch front and 18-inch rear sizes, which perform well off-road and are compatible with a wide range of dual-sport and adventure tires.

2025 CFMOTO Ibex 450 review
The CFMOTO Ibex 450’s 5-inch TFT display is easy to read even in bright sunlight.

The Ibex 450 has a chromoly steel frame, 8.7 inches of ground clearance, and adjustable KYB suspension with 8 inches of travel. It also includes a 5-inch TFT display with Bluetooth connectivity ABS that can be disabled at the rear, switchable traction control, an adjustable seat height, a windscreen with on-the-fly height adjustment, handguards, a skid plate, a radiator guard, folding mirrors, a rear rack, LED lighting, and a USB-C charging port.

2025 CFMOTO Ibex 450 review
The town of El Nido is situated on El Nido Bay, which is full of small islands covered in dark gray limestone formations. (Photo by Greg Drevenstedt)

CFMOTO hosted a global launch for the Ibex 450 in Palawan, Philippines, a province that includes several tropical islands between the South China and Sulu seas (think Survivor, Seasons 25-28). Our test ride was around El Nido, which has few paved roads, and those that are paved are made of rough poured concrete and are buzzing with small scooters and motorcycles, many of which are “tricycles” with enclosed sidecars that are the local version of a tuk-tuk. Most roads are poorly maintained dirt and gravel tracks through the island’s hilly jungle terrain that connect small villages and beaches.

2025 CFMOTO Ibex 450 review
One of the tricycles that are ubiquitous on the streets of Palawan. (Photo by Greg Drevenstedt)

We knew we weren’t in Kansas anymore when our first obstacle was a water crossing (bypassing a rotted bridge) where water buffalo kept themselves cool in the shaded water. Even though it was March, Palawan was oppressively hot, with temps and humidity levels in the 90s. The region was in a severe drought, so the unpaved roads were extremely dusty – bikes kicked up clouds of fine, powdery silt that hung in the air like smoke. We spaced out our conga line of bikes as best as we could, but like a team of sled dogs, unless you’re in the lead, the view is always the same.

2025 CFMOTO Ibex 450 review
I’ve had to dodge cows on adventure rides, but never water buffalo!

Since the standard seat height of 32.3 inches is on the low side for an adventure bike and I’ve got a 34-inch inseam, I opted for the accessory high seat ($199.99), which increases seat height to 34.3 inches and provides a much flatter seating platform. Even with the high seat, there was a fair amount of bend in my knees given the height of the footpegs, and the seat was plush and comfortable.

2025 CFMOTO Ibex 450 review
Our CFMOTO Ibex 450 test bikes were equipped with several accessories: the high seat and upper and lower crash guards. (Photo by Greg Drevenstedt)

Within the first few miles, I felt comfortable on the Ibex 450. I’ve been testing a 450NK back home, and I’ve developed a fondness for the sound and feel of the 450cc parallel-Twin, which emits a nice rumbling exhaust note. The cable-actuated throttle provides predictable response, though small inputs at low speeds felt a tad jerky. (My test bike had only 65 miles on the odometer, so it was barely broken in.) The gearbox shifted smoothly, aided by the light action of the slip/assist clutch.

2025 CFMOTO Ibex 450 review
The standard seat is deeply dished where the rider sits. In it’s standard configuration, the seat’s height is 32.3 inches. Moving the shock’s top mounting bolt to a lower hole lowers the seat height to 31.5 inches.

Given the roughness of the unpaved roads and tracks, I spent a fair amount of time standing up on the cleated footpegs (I removed the rubber inserts). The Ibex 450 feels slim between the knees, and the tank section is smooth and unobtrusive. The wide handlebar provided good steering control, and even though it is adjustable I would have liked a higher riser to accommodate my tall frame (I’m 6 feet tall with long arms).

2025 CFMOTO Ibex 450 review
Most of our test was on unpaved roads, but we also logged miles on the national highway – a two-lane, curvy road made of rough poured concrete. We’ll have to wait for a stateside test to see how the Ibex 450 performs on the open road.


2025 CFMOTO Ibex 450 review
Jason Louden, Director of Product & Innovation at CFMOTO USA, makes friends with local kids during our lunch stop. (Photo by Greg Drevenstedt)

The brakes are supplied by J.Juan and consist of a single 4-piston front caliper squeezing a 320mm disc and a 1-piston rear caliper squeezing a 240mm disc. Although braking power was sufficient for my needs, especially since we were traveling at a moderate pace given the conditions, there was limited feel at the lever. I liked the convenience of turning off ABS and TC at the rear wheel by pressing a button on the handlebar (a long press turns rear ABS/TC off, and a quick tap turns them back on), but a true off-road ABS mode with less intervention at the front wheel would be a valuable addition.

2025 CFMOTO Ibex 450 review
A button on the left side of the handlebar turns ABS and TC off/on at the rear wheel. In the Ibex 450’s menu, ABS and TC can be controlled independently.

The large-diameter front and rear wheels rolled over obstacles with ease, and the CST adventure tires (which have a tread pattern similar to Pirelli Scorpion Rally STRs) provided decent grip and predictable behavior, even in loose sand and deep silt.

2025 CFMOTO Ibex 450 review
The CFMOTO Ibex 450 proved itself to be quite capable off-road, and with a few suspension adjustments it will likely be even better.

To achieve an aggressive price point, compromises must be made, and on motorcycles that typically means lower-spec brakes and suspension. The Ibex 450’s suspension adjustability (the fork is fully adjustable; the shock is adjustable for rebound and preload) is a major plus in this price range. With the standard settings used at the launch, the KYB suspension performed quite well, though it felt a little rough at low speeds and more responsive at higher speeds. I look forward to a longer test where I can dial in the fork and shock damping and preload to my size and riding style.

2025 CFMOTO Ibex 450 review
With temps in the 90s and humidity above 90%, we wished there were more water crossings.

This was no bunny slope test ride. CFMOTO mapped out a challenging route that required skill and focus. There were tricky climbs and descents littered with rocks and ruts, roads and trails with rough embedded stones, unpredictable dogs and goats hiding in the shade by the side of the road, and even a stretch of singletrack through a mango grove with unforgiving low branches.

2025 CFMOTO Ibex 450 review
There aren’t many photos from the off-road park, and this one hardly does justice to the steepness of the trails or the depth of the silt. Trust me, it wasn’t easy. But the Ibex 450 took it all in stride.

At the end of the day, after we’d sweated through our gear and depleted our energy reserves, we did laps around an off-road park with increasingly difficult terrain. The Level 1 loop was easy, much like what we’d ridden earlier in the day. Level 2 was harder with challenging climbs and descents on a heavily silted trail with switchbacks and hidden tree roots. Level 3 was harder still, climbing to the top of a small mountain and then back down the other side.

2025 CFMOTO Ibex 450 review
This drone shot of the Level 3 loop (I’m the 3rd bike) doesn’t give a sense of how steep the trail was or how tricky these switchbacks were. By the time we got to the top, we were all ready to collapse.

I’m happy to report that I made it through all three levels without dropping the bike, but the off-road park tested me as much as it tested the bike. The Ibex 450’s tractable power, moderate weight, long-travel suspension, and large-diameter wheels were helpful throughout the day and especially on those loops around the park. I never felt like something was missing or holding me back (except my 50-year-old body).

2025 CFMOTO Ibex 450 review
At the end of a long, hot, dusty, challenging day, we still managed to smile. We were riding motorcycles, and riding is fun even when it isn’t. The beer at the end of the ride never tasted so good!

2025 CFMOTO Ibex 450 review
Indeed, but we could have done with less dust. (Photo by Greg Drevenstedt)

Another useful feature of the Ibex 450 is its 5-inch TFT display, which uses bold white-on-black graphics, motorcycle illustrations that show what different settings do, and an easy-to-navigate menu system. On either side of the instruments are knobs for adjusting the windscreen height. And above the dash is a horizontal bar where a GPS or smartphone can be mounted.

2025 CFMOTO Ibex 450 review
A Tundra Gray CFMOTO Ibex 450 decked out in accessories.

The CFMOTO Ibex 450 proved itself to be not just a good adventure bike for the price, but a good adventure bike period. It has the features that adventure riders want, and it’s available with useful accessories like the high seat I tested, upper and lower crash guards (which were fitted on our test bikes; $149.99 for the upper guards, $129.99 for the lower guards), a beefier skid plate, a touring windscreen, a centerstand, hard and soft luggage, and more. At $6,499, it’s a great value, and it’s backed by a 2-year warranty.

2025 CFMOTO Ibex 450 review
The Ibex 450 looks sharp at sunset. (Photo by Greg Drevenstedt)

The Ibex 450 will be available at CFMOTO’s 350-plus U.S. motorcycle dealers starting in September, and I bet it will sell like hotcakes.

2025 CFMOTO Ibex 450 Specs

  • Base Price: $6,499
  • Price As Tested: $6,979 (high seat, upper and lower crash guards)
  • Website:
  • Warranty: 2 yrs., unltd. miles
  • Engine Type: Liquid-cooled, transverse parallel-Twin, DOHC w/ 4 valves per cyl.
  • Displacement: 449cc 
  • Bore x Stroke: 72.0 x 55.2mm 
  • Horsepower: 44 hp @ 8,500 rpm (factory claim) 
  • Torque: 32.5 lb-ft @ 6,250 rpm (factory claim) 
  • Transmission: 6-speed, cable-actuated slip/assist wet clutch  
  • Final Drive: Chain
  • Wheelbase: 59.3 in.
  • Rake/Trail: 26 degrees/4.1 in.
  • Seat Height: 31.5 or 32.3 in. (via shock mount)
  • Wet Weight: 425 lb (estimate based on 386 lb dry)
  • Fuel Capacity: 4.6 gal.
2025 CFMOTO Ibex 450 review
The Ibex 450 has LED lighting all around, with stacked high/low beam headlights and a central accent light.

2025 CFMOTO Ibex 450 review
A small, dusty herd of Ibexes ready to ride. (Photo by Greg Drevenstedt)

2025 CFMOTO Ibex 450 review
The Ibex 450 is called the 450MT outside the U.S.

2025 CFMOTO Ibex 450 review
Hot, dusty, and dreaming of ice-cold Gatorade.

2025 CFMOTO Ibex 450 review
Fresh pork on the move! (Photo by Greg Drevenstedt)

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