EAGLERIDER, the motorcycle rental and tour company with more than 100 locations worldwide, has redesigned the Club EAGLERIDER membership system to include tiered subscriptions and the new Buddy Pass, providing club members more options to choose the membership that works for them.
The Bronze membership tier offers one rental credit a month for $29 per month. The Silver tier now offers members two rental credits for $49, and the Gold tier offers three credits for $79 per month. Most of EAGLERIDER’s motorcycles can be rented for one credit per day, and credits can be banked for up to 18 months to cover extended trips.
The Ducati Multistrada V4 Rally, along with three other Ducati models, were added to the EAGLERIDER motorcycle rental fleet earlier this year.
Also in the Gold tier are new Buddy Passes. Gold members get two Buddy Passes per year. Buddy Passes can be used to extend club privileges to friends and family, and each pass is valid for a full rental day at member credit rates.
“Buddy Passes make it easy to have a friend or family member join the ride,” says Sebastian Schoepe, CEO of EAGLERIDER. “Whether members are introducing someone new to riding or meeting up to explore new cities and states, it’s all about removing barrier s and making the open road more accessible and social, wherever the journey takes them.”
The Harley-Davidson CVO Road Glide is available to rent at EAGLERIDER locations in Los Angeles, Las Vegas, San Francisco, Denver, Chicago, Orlando, and Seattle.
Other member benefits include saving up to 70% off base daily rental rates when using credits, saving 20% on rentals when not using credits, saving 10% on motorcycle tours, and saving 20% on EAGLERIDER merchandise. Members also gain access to member-only rides and events.
This announcement also includes news about a redesigned online booking platform to streamline the reservation process. Future plans for EAGLERIDER include mobile-optimized pickup and drop-off capabilities using QR codes.
To learn more about EAGLERIDER rentals and tours, listen to episode 75 of the Rider Magazine Insider Podcast, in which we chat with EAGLERIDER CEO Sebastian Schoepe about his plans for the company. Visit the EAGLERIDER website for more information and to join Club EAGLERIDER.
The CFMOTO 450CL-C puts a bobber spin on the 449cc parallel-Twin found in three other CFMOTO models. (Photos by Killboy)
The CFMOTO 450CL-C cruiser is new to the scene for 2025, but it comes to the moto playground equipped with some experience behind it. Its 449cc parallel-Twin can also be found in the 450SS sportbike, the 450NK naked bike, and the Ibex 450 adventure bike, and we’ve enjoyed the platform in each of these iterations. That said, the CL-C brings a riding experience and personality all its own, stepping out from its siblings’ shadows.
Our test bike was fitted with several accessories: saddlebags, engine guard, headlight grille, small windscreen, and passenger backrest (see price list below).
The most obvious difference between the CL-C and the other CFMOTO 450s is its cruiser stance and styling. It’s fitting that I tested this bike at and around the Fontana Dam in Graham County, North Carolina, as that’s the same place where I tested Triumph’s Bonneville Bobber a couple years ago. While these bikes differ significantly in terms of displacement (by 751cc) and price (by $8K), many of the 450CL-C’s design elements reminded me of the Triumph. And that’s not a complaint: The Bobber has an undeniable cool factor.
The CL-C’s 449cc parallel-Twin can also be found in CFMOTO’s Ibex 450 adventure bike, 450SS sportbike, and 450NK naked bike.
The CL-C looks the part with its round and bright LED headlight, fat tires, machined cylinder fins, bar-end mirrors, analog-style round TFT display, and blacked-out components. Even the fuel cap looks like it could’ve been taken directly from Triumph. The rear section isn’t as svelte as the Triumph, but it all works together to create a good-looking little cruiser. My test bike was fitted with several accesories, including saddlebags, an engine guard, a headlight grille, a small windscreen, and a passenger backrest (see price list below) – all of which might enhance or detract from its styling depending on your personal preference. The saddlebags were especially useful for my purposes.
The CL-C handles well and is easy to steer, but rolling over bumps is harsh.
Also befitting a bobber-inspired cruiser in this category, the CL-C is friendly to small riders. It has a low seat height of 27 inches, and its claimed 399 lb wet weight is well-balanced, making it easy to manage.
The round TFT screen is bright and easy to read, and the analog design suits the bike’s style.
The CL-C’s footpegs are midmount, and the handlebar is mounted a bit low compared to many cruisers. The well-padded seat is sculpted to hug your bottom, but the seating position requires the rider to sit with their weight on their tailbone. This seating position is perfectly comfortable for around-town riding and gives the rider a feeling of control over the bike, but it causes some soreness after a couple hours of seat time. The seat doesn’t offer much extra room to move around to relieve pressure points.
The rider triangle creates a laid-back sitting position.
Also detracting from long-range comfort is the suspension. The CL-C features a 37mm inverted fork and a central monoshock, neither of which is adjustable. Cruising around country roads at 45 mph, the suspension worked well to soak up inconsistencies in the road and provide good feedback when dipping into corners, but it became harsh when rolling over bumps at highway speeds.
The round headlight fits well with the bike’s style and projects plenty of light when riding at night.
My complaints regarding comfort can be summed up: This is not a touring machine. It’s not meant to eat up miles of interstate or to ride cross-country in comfort. Instead, find the backroads route, cruise through some small towns on your way, stop to enjoy lunch at a scenic overlook. Your butt and your spirit will thank you for it.
Taking the time to enjoy the view on this ride below Fontana Dam in Graham County, North Carolina.
The engine offered everything I wanted and more. It produces a throaty and mean sound that always makes me excited to twist the throttle but isn’t too loud, and it provides a good combination between peppy punch and predictable control. In cruiser tune, it makes a claimed 40 hp at 8,000 rpm and 30 lb-ft of torque at 6,250 rpm, producing less horsepower than the other CFMOTO 450s and slightly more torque than the 450SS and 450NK.
The accessory headlight grille and small and tinted windshield complement the bobber styling.
While riding about 200 miles on the interstate from my home to Fontana Dam, I always had power on tap to make a quick pass or get away from bunched-up traffic. The machine will easily cruise at 80 mph with more grunt left to give and with minimal vibration, although the engine gets warm on the ankles after a time. It has a 6-speed transmission, a slip/assist clutch, and unique to the CL-C, a Gates belt final drive, removing the need for chain maintenance.
Brakes are provided by J.Juan, with a 4-piston caliper and 320mm front disc and a single-piston caliper with a 240mm rear disc. The brakes offer smooth progression between light and hard braking, although in an emergency-brake situation, you’ll have to exert some effort to slow the bike down quickly. Luckily, there’s ABS to back you up should you need it. I always appreciate a bike with adjustable levers, and the CL-C has them, so I was able to pull the levers in for easy reach.
With weight kept low and a seat height of 27 inches, the CL-C is a good option for smaller riders.
Out of the accessories included on my test bike, I found the saddlebags the most useful. They are compact enough to look right on the small bike but large enough to pack a change of clothes and some toiletries for a weekend trip. The carry handles and quick-release feature made them especially easy to pack into and out of my cabin, and they include a rain cover and attachable shoulder straps. The clasp closure is a bit tricky to get used to and feels stiff at first, but it’s easy to use once you’ve opened and closed the bags a few times.
The accessory windscreen is small, but any wind protection is helpful on a bike like this. While I don’t ride with passengers, the passenger backrest provided a nice spot to latch down my rolled-up rainsuit, and the engine guard provides some reassurance in case of a tip over.
I found the red-and-silver tank to be an appealing color option for this cruiser. CFMOTO also offers the CL-C with a black tank.
Out on the twisty roads near the Fontana Dam, the CL-C was happy to join the game amidst both smaller and much larger bikes on the road. What it lacks in touring comfort it makes up for in an engaging, no-frills riding experience. Its predictable but quick power delivery was a confidence-booster. In these circumstances, as opposed to eating up interstate miles, the seating position worked well to put me in control of the ride.
While I spent most of my time in the Fontana area riding for fun, I’ve also had the CL-C at home for a few weeks, and it’s made a good errand-runner for quicks bops to town. It’s easy enough to ride and manage that it isn’t a hassle to pull out of the garage. If you’re considering the CL-C for commuting purposes, the bike’s fuel mileage gets a check in the “pros” column. Its tank holds 3.2 gallons, and I averaged 61.9 mpg, giving me a range of 198 miles per tank.
My test bike included accessory saddlebags and a passenger backrest. The bags have a quick-release lever on the back to make them easy to take off the bike.
Competition for the CFMOTO 450CL-C includes bikes like the Honda Rebel 500 (the established go-to recommendation for many beginner riders) and the Kawasaki Eliminator (new in 2024 and based on the Ninja 400). Both are great options and are a little sportier in their riding character than the CL-C. They also have in common more modern aesthetics and a starting price of $6,499 without ABS. Compare that to the CFMOTO 450CL-C with a starting price of $5,799 with standard ABS and with a classic-cool style, and I suspect many shoppers within this category may shift their eyes toward the CFMOTO.
Killboy cabins at Fontana Village include a front porch and firepit for relaxing with your riding buddies in the evening.
On this trip to Graham County, I stayed at Fontana Village Resort, located close to the Fontana Dam and great motorcycling roads like Moonshiner 28, the Tail of the Dragon, the Blue Ridge Parkway, the Foothills Parkway, and others. The resort is in the process of building 10 cabins in collaboration with Killboy, the photography company founded by Darryl and Lori Cannon in 2001 that captures legendary photos daily on Tail of the Dragon in Deal’s Gap. Darryl is also the photographer for this review and many other Rider reviews.
The cabins can sleep up to six people, with enough space for everyone to hang out in the living room and kitchen area.
Including everything you’d need for a trip with friends or family, the cabin has three full bedrooms, two full bathrooms, a well-stocked kitchen (sink, stove, oven, refrigerator, pots and pans, coffee pot, etc.), a living room, and a dining table. Outside, the cabin includes a front porch, a private driveway, and a private firepit. Some of Killboy’s best photography adorns the walls of each room, and it includes motorsport-friendly features like designated racks to hang your riding gear. Two cabins are completed so far, with the other eight to be added as the resort continues renovations.
If a Killboy cabin is more space than you need, the resort offers plenty of other accommodation options. Originally serving as a camp for laborers constructing the Fontana Dam, the resort now includes Quill’s Canteen & Bar (excellent pizza and burgers, as well as local dishes), a general store, the Dam Garage gas station, an arcade room, a pool and lazy river, an ice cream parlor, minigolf, and more. Visit FontanaVillage.com to find more information and book your stay.
The CB1000 Hornet SP delivers the smooth power delivery and high-pitched wail we love from inline-Fours. (Photography & videography by Align Media)
The 2025 Honda CB1000 Hornet SP arrives in the U.S. with big-boy performance and premium touches. It’s powered by a re-tuned 998c inline-Four from the CBR1000RR and offers five ride modes, a slip/assist clutch, and a quickshifter. It comes with a fully adjustable Showa fork and fully adjustable Öhlins rear shock, dual Brembo Stylema front calipers, ABS, traction control, wheelie control, and a 5-inch TFT display with smartphone connectivity.
We took this streetfighter for a spin through California’s Gold Country and enjoyed its smooth and fast character, premium components, and predictable handling. Its combination of street-going comfort and high-tech performance makes it particularly appealing to seasoned riders.
State Route 33 near Pine Mountain Summit, with the Cuyama Badlands in the background. (Photos by the author)
When I want a taste of adventure in my own backyard, one of my favorite rides is around the Carrizo Plain National Monument, a native grassland situated between two mountain ranges. It’s a special place that showcases unique geology such as Soda Lake and the San Andreas Fault, both Indigenous and ranching history, and flora and fauna that includes wildflower superblooms in the spring and animals such as California condors, coyotes, and pronghorn antelope.
For adventure riders, 460 miles of (mostly) unpaved roads run the length of the Carrizo Plain, cross its interior, and wind their way into the surrounding Caliente and Temblor ranges. Soda Lake Road, the main road through the national monument, is partially paved and is smooth enough for streetbikes, though care must be taken on sandy sections.
SR-33 passes through Los Padres National Forest for 50 glorious miles.
Half the fun of a Carrizo Plain day ride is getting there. Starting in Ojai, about 15 miles inland from Ventura, State Route 33 goes through Los Padres National Forest and serves up some of the best curves and scenery in the region. Once past Wheeler Gorge Campground, there isn’t a stop sign for 56 miles!
Entering the Carrizo Plain National Monument from the south on Soda Lake Road, with the Caliente Range in the background.
After cresting Pine Mountain Summit (5,160 feet) and descending into the Cuyama Valley, I always stop in the small farming community of Ventucopa at the Santa Barbara Pistachio Company, which has gas, snacks, cold drinks, and tasty dry-roasted pistachios.
I did this ride on a 2024 Suzuki V-Strom 800. Behind the bike is the central valley of the Carrizo Plain, and in the distance is the Temblor Range.
Continue on SR-33 to its junction with State Route 166, hang a right, go 4.7 miles, then turn left on Soda Lake Road. After about 5 miles of rough pavement, you’ll enter the Carrizo Plain National Monument, which is under the jurisdiction of the Bureau of Land Management (a helpful recreation map and guide is available on the BLM.gov website). No entry fee or permit is required. The pavement ends after a cattle guard.
Soda Lake covers 3,000 acres and is dry most of the year. According to the BLM website, “it is the largest remaining natural alkali wetland in southern California and the only closed basin within the coastal mountains. As its name suggests, Soda Lake concentrates salts as water evaporates, leaving white deposits of sulfates and carbonates that look like baking soda.”
Soda Lake Road follows the western edge of the valley, and as you ride north, the rolling Caliente Range is on your left. You’ll pass several dirt roads – Pipeline, Quail Springs, and Padrones Canyon – that climb into the mountains and offer some fun ADV exploring, but they dead-end at the southern boundary of the monument.
The Carrizo Plain during a spring superbloom following winter rains. (Photo by Kevin Wing)
Pavement resumes on Soda Lake Road just before passing Traver Ranch, where you can see old farm equipment and access a public restroom. Then you’re back on a wide sandy track for miles. It’s easy to get lulled into a relaxed cruising pace but then get surprised when the road bends sharply, so stay frosty.
The San Andreas Fault runs through Wallace Creek.
There are two campgrounds off Soda Lake Road – KCL and Selby – as well as the Goodwin Education Center, which serves as a visitor center and has maps and information about the monument. Two unpaved roads – Panorama and Simmler – cross the valley to Elkhorn Road.
In the northwest corner of the monument is Soda Lake, a seasonally dry lake that spans 3,000 acres and is covered in dry white sulfate and carbonate deposits most of the year. During the rainy season (November to April), Soda Lake may have water in it, and if it has rained recently, most of the unpaved roads in the Carrizo Plain turn into impassable mud bogs.
Elkhorn Road runs along the Temblor Range foothills.
After passing Soda Lake, turn right on Seven Mile Road, go 5.8 miles, then turn right on Elkhorn Road, a one-lane dirt road that is more undulating and winding than Soda Lake Road. Now you’re on the eastern side of the valley, in the foothills of the Temblor Range, heading southeast.
In about 4 miles you’ll see a sign for Wallace Creek. Park your bike and walk up the path to the interpretive placard. You’re standing on the San Andreas Fault, a 750-mile split down the length of California where the North American Plate (which moves south) meets the Pacific Plate (which moves north).
Hudson Ranch Road is a hidden gem.
Elkhorn Road is a fun ride for about 36 miles, and in some places it’s long and straight, so you can kick up some dust. The last few miles climb up and over the southern end of the Temblors, and there are some tricky downslopes covered in loose gravel, so be mindful.
Soon the pavement resumes and Elkhorn Road ends at SR-33/166. Turn right, enjoy a fast, smooth climb for nearly 8 miles, then turn left on Hudson Ranch Road, one of the best-kept secrets (oops!) in Southern California. The lightly trafficked road twists up and over grassland hills with long sweepers, then follows a ridgeline that ascends to more than 7,000 feet and offers commanding views on both sides. It’s a fantastic 25-mile ride to the alpine community of Pine Mountain Club. Stop here for gas, drinks and snacks at the general store, or a meal at one of the casual restaurants.
Quatal Canyon Road cuts through the Cuyama Badlands for 15 miles from Hudson Ranch Road to SR-33.
Next, backtrack a few miles to Quatal Canyon Road, a dirt byway that connects Hudson Ranch Road to SR-33 in Ventucopa. The first few miles of Quatal are a little tricky, but then it straightens out into a fun, rolling ride. But beware! There are some tire-swallowing cross-ruts in low places that will sneak up on you. Once back on SR-33, it’s a fast, curvy ride on pavement for 50 miles back to Ojai.
The 2025 MOTUL FIM Superbike World Championship season is at the halfway stage. The Pirelli Emilia-Romagna Round was Round 6 of 12 and the fight for this year’s crown is as close as ever, with just nine points separating Nicolo Bulega (Aruba.it Racing – Ducati) and Toprak Razgatlioglu (ROKiT BMW Motorrad WorldSBK Team), while other battles are raging on behind the top two. There’s been plenty to learn, from the title battle, silly season, an incredibly close ‘midfield’ and much more.
RESPONDING TO EVERYTHING THROWN AT THEM: Bulega and Razgatlioglu a step ahead
It’s not news to say Bulega and Razgatlioglu are a step clear of their rivals – their race times and the gaps to P3 generally prove that. What’s been even more incredible to see is how the #11 and the #1 throw everything at each other, and more, and the pair can respond. Or how they can bounce back from disappointment immediately. Razgatlioglu had a disappointing Australian Round and took a hat-trick in Round 2. Bulega had two tech issues on Sunday at Assen and took a hat-trick next time out at Cremona. ‘Bulegas’ pulled off a last corner move on ‘El Turco’ in Race 2 at Most, and how did Razgatlioglu respond? With a hat-trick in Ducati’s backyard. Nothing fazes this duo, and that means the title fight in the second half of the campaign is going to be even more thrilling.
RIDER MARKET BLOWN OPEN: big names without a contract…
Around this time of the year is when riders want to start having their future sorted for the following campaign. Yet for Alvaro Bautista (Aruba.it Racing – Ducati), his big Misano announcement put him right back into silly season after he had indicated his desire to stay in place. Six-time Champion Jonathan Rea (Pata Maxus Yamaha) had a troubled start to the season but seems to be getting on top of the Yamaha R1 after recovering from injury. However, he’s out of contract at the end of the season. There are plenty of factory seats available, as well as a plethora of Independent seats opening up, with plenty of news to come, despite only a handful of riders being confirmed.
COMPETITION IS FIERCE FOR THE PODIUM SPOTS: anyone’s game for a rostrum
Nine riders have stood on the podium so far in 2025. That’s only one fewer than in 2022 and 2023, and four down on 2021 and 2024, but with half the season to go – and several riders look like they could be in with a chance of reaching the podium. Axel Bassani (bimota by Kawasaki Racing Team) arguably had his best chance so far at Misano, starting from the front row. At the same time, Honda HRC duo Iker Lecuona and Xavi Vierge are often close to the podium this season. Rea is another to keep an eye on – particularly at Donington, where he goes so well – while Garrett Gerloff (Kawasaki WorldSBK Team), fresh from a contract renewal, is getting quicker with the Kawasaki ZX-10RR machine with every session.
INDEPENDENT FIGHT: Petrucci’s consistency takes on Sam Lowes’s improvements
Danilo Petrucci (Barni Spark Racing Team) has often been one of the podium contenders during his two-and-a-half years in WorldSBK, but this year – in a congested battle – he’s showing that more than ever. He’s scored points in all but one race (Assen Tissot Superpole Race) and leads the Independent Riders’ battle with 179 points. Sam Lowes (ELF Marc VDS Racing Team) tails him by 55 points, but the #14 has shown remarkable gains from his rookie season, taking a first pole and podium at Assen and finishing in the top ten in 14 out of 18 races this year. On the other hand, Andrea Iannone (Team Pata GoEleven) was a race winner last year, but has only looked that competitive in Australia. 2025 has been a season of struggle for ‘The Maniac’, who will hope the second half of the campaign brings better fortunes.
HONDA BECOME CONSISTENT TOP SIX CHALLENGERS: good progress for Lecuona and Vierge
Speaking of Honda, there’s been a lot of progress over the last two seasons. They started 2024 abysmally and finished it on the rostrum, and 2025 started roughly where last season ended – in the conversations for the top ten. Now, there’s been even more progress, and while the CBR1000RR-R machine still isn’t a regular podium contender or race winner, it is getting closer to the rostrum. Of course, the two Spaniards will want more, and they’ll keep pushing hard to be in the top three as often as possible.
BIMOTA’S FIRST STEPS BACK: quick progress for the Italian brand
It’s similar for Bimota in their comeback season, where they started the campaign in the top ten, and have made steps forward, particularly if Alex Lowes or Bassani can qualify well in Tissot Superpole. The Lowes secured the Italian brand’s first rostrum in 25 years at Misano. Bassani struggled on the ZX-10RR last year in his first season with the Provec Racing-run squad, but has adapted quickly to the KB998 Rimini, showing speed everyone knows he’s got in abundance. For Alex Lowes, his experience is undoubtedly helping the team move forward, with the #22 on the rostrum for four different manufacturers across his illustrious career. The next step will be to get on the podium regularly.
The CB750 Hornet is a light, flickable bike. (Photography & videography by Align Media)
The Honda CB750 Hornet has finally landed in the U.S. for 2025 after two years in Europe. It’s powered by a 755cc Unicam parallel-Twin shared with the XL750 Transalp and includes a 270-degree crank and five ride modes. Other features include Showa suspension, Nissin brakes, a stiff steel-diamond frame, upright ergos, and a 5-inch TFT display with smartphone connectivity.
We head to California’s scenic Sierra Nevada foothills to test this bike from twisty canyons to highways. This middleweight Hornet impressed us with its versatile performance, capable of everything from commuting to backroad bombing at a reasonable MSRP of $8K.
When it came time to replace the battery in my 2017 KTM 690 Enduro R, I opted for a lithium-ion motorcycle battery instead of the OEM lead-acid battery. Even though lithium batteries can cost as much as twice what a replacement lead-acid battery costs, the price difference is offset by numerous advantages. Lithium batteries are lighter (and typically smaller), they last longer, they recharge faster, they discharge more slowly when not in use, and they offer better cold-weather performance.
Optima Orangetop Quad12
Optima Batteries, based in Glendale, Wisconsin, has been in the battery business since the 1970s. In 2023, it began offering lithium-ion batteries for a wide range of applications, including cars/trucks, boats, RVs, and powersports. Optima’s website has a Find Your Battery feature that allows you to determine fitment based on application, year, make, and model. For my KTM, Optima recommends the Orangetop Quad12 ($209.99), a 12V, 4.5Ah lithium iron phosphate (LiFePO4) battery that weighs just 2.2 lb, which saves nearly 5 lb versus the OEM battery. And yes, it’s just a coincidence that Optima’s battery is KTM orange!
The Orangetop Quad12 has an advanced microprocessor-controlled battery management system that monitors and controls all functions automatically, including balancing the cells’ charge state. It also has Optima CPR, a built-in jump-start system that automatically disconnects the battery from parasitic key offloads and reserves enough power to start your bike. The battery also features Optima’s patented POWERLINK, a wired dongle for convenient battery control, status, and charging.
Optima POWERLINK
Because the Orangetop Quad12 is smaller than stock, Optima provides foam spacers in various sizes to fill the extra space between the battery and the battery box. Even with customizing fit with the spacers, installation was easy, and the Quad12 has four terminals for maximum flexibility.
To get the most out of my new lithium battery, I added Optima’s 12V Battery Maintainer Digital 200+ ($99.99), a smart charger and maintainer that’s compatible with lithium, AGM, and flooded batteries of all sizes, including automotive, marine, etc. It has a 2-amp charge rate, a dual-function LED battery gauge for pre-charge battery testing and in-progress charging, and protection against reverse polarity and overheating. The maintainer is weatherproof, has a built-in cable wrap, and can be portable or wall-mounted.
Optima 12V Battery Maintainer Digital 200+
The maintainer includes clamps, ring terminal, and POWERLINK connections, which makes charging/maintaining my KTM’s battery a snap. I often go weeks (okay, months) between rides on my personal bike, so when I pull into the garage, I just plug in the POWERLINK connectors and I’m good to go until my next ride.
Optima provides a five-year free-replacement warranty on batteries and a three-year free-replacement warranty on maintainers. Batteries and maintainers can be purchased directly from Optima’s website with free shipping or through retailers.
After two seasons with BMW, the 2025 MOTUL FIM Superbike World Championship brought a set of fresh faces and a new lime-green garage for Texan star Garrett Gerloff (Kawasaki WorldSBK Team). As the season has now reached its midway point, Gerloff seems to be making gradual progress with his setup, looking more comfortable on the bike and finishing races in the scoring positions with greater consistency since Most.
Misano brought the American his first top-10 finish of the season. His Race 2 P8 closed out what was a subsequent step forward after finishing each race inside the top 12 positions at Most. With the question of his future now definitively clear as it has been announced he will re-sign with Kawasaki, the #31 now can focus on his on-track exploits, wind in the American’s sails, which should seem only to boost his positive trajectory.
TOUGH COMPETITION: “I feel like I’m riding some of the best I’ve ridden in this Championship, but everyone has taken a step forward”
Gerloff was candid in his acknowledgement that his season so far has been no cakewalk, saying: “It’s been difficult just based on the results we’ve had, but this season all the teams have taken such a step up so far this season that I feel like if I had been tossed in last year, that things would look very different. I think things would look a lot better, but that’s just how the game is now; everyone advances so much year after year, especially with how the midfield riders have taken a step. Of course, the guys at the front have taken a significant step, but there are more players in the middle of the field now that make achieving results even more challenging. There have been a couple of times this year where I’ve done similar or better lap times than Alex last year, for example, but I’m still outside the top ten. That makes it tough because I’ll see that and think, ‘Ok, I’m not doing too bad’, but then my position is still nowhere close to where I want it to be and where we need it to be. It makes it hard to stay positive, but it’s just about trying to keep things in perspective. The bike is good, no complaints about the bike, and I feel like I’m riding some of the best I’ve ridden so far in this Championship, but everyone has taken that step forward that has made it tough.”
SETTLING IN: “I still have a way to go, I’m trying to work on riding the best I can and getting the most out of the bike”
While he still may not be where he would like on the timesheet, results seem to indicate that he has progressed over the season’s first six rounds. On his development of the bike alongside Kawasaki, Gerloff said, “The bike is constantly clicking a bit more with me, and I’m constantly figuring out things I can do differently and things I can improve to get more out of the bike. I’m always trying to keep things in perspective, and I probably wouldn’t have gotten a top ten if it wasn’t for some crashes in front of me at Misano. I’m still far behind where I want to be. In Race 2, I finished 8th, but Johnny and Alex crashed, so I would have been at least 10th. In any case, I was 12 seconds behind 7th place. I still have a ways to go, I’m trying to work on riding the best I can and getting the most out of the bike.”
KAWASAKI’S LONE STAR: “I would always look at comparisons the last four years, from my teammates or riders from the same bike because I was able to see all that data.”
A further aspect of his new setting is that he has gone from having four riders on the same bike sharing data to none. Comparing data to Lowes and Bassani from 2024 is an option too, but not without their own complications. On his team’s development process, Gerloff said: “I would always look at comparisons the last four years, from my teammates or riders from the same bike, because I was able to see all that data. You still walk away confused sometimes, where you don’t know how you can make that change or improve in an area where you see another rider doing better. At Phillip Island, for example, I couldn’t compare my data to Alex’s because conditions change so quickly; you could have a 20km/h headwind on the front straight, but then this year, we had a 20km/h tailwind, so comparing the data makes things look wrong. It’s a process, though; things don’t just change instantly.”
WINNING THE RIGHT WAY: “Ideally, P7 or P8 with no crashes in front of me to feel like we’re really making big steps forward.”
On what he expects for the upcoming Prosecco DOC UK Round, Gerloff said: “I’m excited for Donington, I had fun there the last few years with the new asphalt. I think it can be a good weekend. I know the bike has done well there in the past. At the same time, the entire field has taken a big step forward, so it’s hard to know. I’d love to be in the top 10 again, and doing it in a legit way, without anyone crashing in front of me. Ideally, P7 or P8 with no crashes in front of me to feel like we’re really making big steps forward.”
Catch Gerloff and his Kawasaki team next round at Donington Park for the Prosecco DOC UK Round, July 11th-13th. Watch live or on demand with the WorldSBK VideoPass! Now 50% off!
Garrett Gerloff (Kawasaki WorldSBK Team) will remain atop Kawasaki’s ZX-10RR Ninja next season as the American and the Japanese manufacturer look to keep building continuity together. After riding his 2024 season on BMW machinery, it was announced in the offseason that Gerloff would inherit the Kawasaki WorldSBK Team project as contemporary riders Alex Lowes (bimota by Kawasaki Racing Team) and Axel Bassani (bimota by Kawasaki Racing Team) would be moving to race with Bimota in the manufacturer’s first season back in the competition. Since then, he has not been quite as fast as he has been in seasons past, but the #31 is showing clear signs of progress as he continues to whittle down his times and acclimate himself to his new settings. Now with the assurance of his immediate future assured, the 29-year-old will look to continue his upward trajectory.
The American rider distinguished himself stateside, winning back-to-back MotoAmerica Supersport Championships in 2016 and 2017. Earning a spot in the 2020 WorldSBK grid, he has since raced with Yamaha and BMW before his most recent move to Kawasaki, accruing eight podiums in that time.
On the renewal, Gerloff said: “I am very happy to have signed again with the Kawasaki WorldSBK Team for the 2026 season. I have been confident in the team and everything we have been doing. We are moving forward, even if it has been tough at times. I am happy with the team, the progress that we have made in the first half of the season, and their belief in me. They have been great at not putting undue pressure on me. I can see that they believe in the project, and they also believe in me. We all want to keep investing and developing the bike. I am excited to build on what I have come to know about the Ninja ZX-10RR. It’s going to be nice to continue with the same project, the same people, and while not having to re-learn anything fundamental. For 2026, I am sure that is going to be positive for us.”
Team Manager Manuel Puccetti was similarly enthusiastic about their agreement, saying: “It is a pleasure to continue to work with Garrett because, for us, he is a real top rider, the same level as the front guys. I think we will have better and better results. Our collaboration started this year, together with our new Kawasaki supported team, in WorldSBK. This achievement makes me incredibly proud. It is also a big responsibility to do our best for a wonderful brand that we have worked with for more than 20 years, in one form or another. We have continuously improved with Garrett this year, and I am quite positive that for next year, we will make a good step and have better and better results. We are super-pleased to work with Garrett as he is such a nice guy. I saw in the history of Kawasaki’s collaboration with new riders that they only improve in their speed, progression, and performance.”
The Scotsman and the PETRONAS MIE Honda Racing team began working together back in 2023, where he raced under their flag in the FIM Supersport World Championship. He landed a famous Race win at Most Race 2, surpassing expectation as at that point in the season, Mackenzie had only finished within the points on three prior occasions. In 2024, he got a promotion up to the MOTUL FIM Superbike World Championship, where he has represented Petronas’s sky-blue colours proudly for the 2024 and 2025 seasons. As the team and rider prepare to part ways, both sides were quick to emphasise the good relationship they maintain despite the departure.
On the decision to break it off, Mackenzie said: “Firstly, I want to thank Midori, Sandro and the entire PETRONAS MIE Racing Honda Team. Although it’s been difficult at times, there have been many positives, including the Supersport win at Most – the team’s first ever race win – and Assen this year, where I finished top ten and scored points in every race. I am very grateful to Midori, who gave me a big opportunity to come to this paddock. I always strived to give 100% and put in maximum effort, but perhaps a new outlook can bring value to both the team and my own journey as a rider. It is sad that we are parting ways, but we have many happy memories, and I, of course, wish the team the best of luck for the rest of the season.”
On the split, Petronas MIE Honda Racing Team Principal Midori Moriwaki said: “Tarran will always have a special place in my heart and in the story of our team. We’ve faced challenges together and we’ve shared great moments too, not least that amazing win at Most. He is a great rider and a true professional. It’s never easy to say goodbye, but we do so with total respect and affection, and we sincerely wish him all the very best for the next chapter of his journey.”
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