Tag Archives: Adventure & Dual-Sport Motorcycle Reviews

2024 BMW R 1300 GS Trophy Competition Bike Preview

BMW R 1300 GS Trophy Competition Bike

Riders competing in the BMW Motorrad International GS Trophy 2024 Namibia event, Sept. 15-20, will do so on the BMW R 1300 GS Trophy Competition Bike, a bike based on the R 1300 Style GS Trophy with a few extras to help tackle riding in East Africa.

BMW R 1300 GS Trophy Competition Bike

Celebrating togetherness through competition, the BMW Motorrad International GS Trophy features off-road enthusiasts from 22 national teams competing in various tests, including GPS navigation exercises, off-road rides, and technical tests. A total of 60 riders will compete in Namibia in 2024.

BMW R 1300 GS Trophy Competition Bike

The BMW R 1300 GS received significant upgrades for 2024. Displacement was increased from 1,254cc to 1,300cc, peak horsepower increased from 136 to 145, and peak torque increased from 105 to 110 lb-ft. The new GS is also 26 lb lighter than the previous R 1250 GS, the previous tubular-steel space frame has been replaced with a sheet-metal main frame, and the Telelever and Paralever suspension systems have been upgraded to the next generation. More has been changed for this updated model, which you can read more about in our First Ride Review.

Related: 2024 BMW R 1300 GS Review | First Ride

BMW R 1300 GS Trophy Competition Bike
BMW R 1300 GS Trophy Competition Bike (left) and F 900 GS Trophy Marshal Bike (right)

The BMW R 1300 GS Trophy Competition Bike, which is not available for sale, is very similar to the R 1300 Style GS Trophy model with the optional Enduro Package Pro. It’s fitted with handlebar risers, an engine protection bar, a skid plate and frame guard, adjustable gear shift and brake levers, GS Vario rider footrests, enduro hand levers, a headlight protection guard, and white handguard extensions. It also features off-road tires on black cross-spoked wheels and a solo seat.

BMW R 1300 GS Trophy Competition Bike

The GS Trophy Marshals will guide riders through Namibia during the event, and they’ll also get specific bikes for the job. The BMW F 900 GS Trophy Marshal Bike is based on the BMW F 900 GS mid-sized ADV, which was also updated for 2024. Updates include the engine punched out to 895cc making 105 hp, larger forged pistons, a weight reduction of 31 lb, a new Akrapovič muffler, a lower tailsection, and more.

Related: 2024 BMW F 900 GS Review | First Ride

Find more information about the competition and all BMW motorcycles at the BMW Motorrad website.

The post 2024 BMW R 1300 GS Trophy Competition Bike Preview appeared first on Rider Magazine.

Source: RiderMagazine.com

Returning 2025 Suzuki Motorcycles 

2025 Suzuki GSX-R1000RZ
2025 Suzuki GSX-R1000RZ in Pearl Brilliant White and Metallic Triton Blue

The first wave of 2025 Suzuki motorcycles has been announced and includes sportbikes in the GSX-R family, Boulevard cruisers, the Burgman scooter, RM-Z motocross bikes, and youth dirtbikes. Although there are no significant upgrades in this first announcement for 2025, many of these returning Suzuki models get new colors and graphic options. 

2025 Suzuki GSX-R1000R and GSX-R1000 

2025 Suzuki GSX-R1000R Metallic Matte Sword Silver
2025 Suzuki GSX-R1000R in Metallic Matte Sword Silver

The GSX-R1000R and GSX-R1000 are powered by a 999cc inline-Four with variable valve timing fitted into a race-proven aluminum-framed chassis. The two models include the Suzuki Clutch Assist System, a quickshifter, TFT instrument panel, and stacked LED headlights. 

The GSX-R1000R includes high-spec Showa BFF and BFRC-Life suspension components, stainless-steel brake lines, and radially mounted Brembo monoblock calipers paired with 320mm Brembo T-drive floating rotors. 

2025 Suzuki GSX-R1000 Candy Daring Red
2025 Suzuki GSX-R1000 in Candy Daring Red

The Suzuki GSX-R1000R is available in Candy Daring Red / Glass Black or Metallic Matte Sword Silver with an MSRP of $18,649. The GSX-R1000RZ is available in race-inspired Pearl Brilliant White and Metallic Triton Blue with an MSRP of $18,649. The Suzuki GSX-R1000 is available in Candy Daring Red or Glass Matte Sword Silver with an MSRP of $16,499. 

2025 Suzuki GSX-R750 

2025 Suzuki GSX-R600Z
2025 Suzuki GSX-R600Z in Pearl Brilliant White / Metallic Triton Blue

Powered by a 750cc four-cylinder engine, the GSX-R750 has been one of the most popular sportbikes on the market since its introduction in 1986. It has a lightweight, twin-spar aluminum frame, a Showa BPF, a remote reservoir rear shock absorber, Suzuki Drive Mode Selector, a track-ready instrument cluster with built-in lap timer, and lightweight bodywork. 

2025 Suzuki GSX-R750 Pearl Brilliant White
2025 Suzuki GSX-R750 in Pearl Brilliant White and Metallic Matte Stellar Blue

The Suzuki GSX-R750 is available in Pearl Brilliant White and Metallic Matte Stellar Blue or Solid Iron Gray and Glass Sparkle Black with an MSRP of $13,149. The GSX-R750Z retails for the same price and is available in Pearl Brilliant White / Metallic Triton Blue. 

2025 Suzuki GSX-R600 

2025 Suzuki GSX-R600 Solid Gray
2025 Suzuki GSX-R600 in Solid Gray and Glass Sparkle Black

The GSX-R600 is powered by a 599cc four-cylinder engine and shares many features with the GSX-R750 in a slightly smaller package. It has a twin-spar aluminum frame, radially mounted Brembo monoblock front brakes, a Showa BPF, a remote reservoir rear shock absorber, Suzuki Drive Mode Selector, a track-ready instrument cluster, and lightweight bodywork. 

2025 Suzuki GSX-R600Z
2025 Suzuki GSX-R600Z in Pearl Brilliant White / Metallic Triton Blue

The Suzuki GSX-R600 is available in Pearl Brilliant White and Metallic Matte Stellar Blue or Solid Iron Gray and Glass Sparkle Black with an MSRP of $11,999. The GSX-R600Z is available in Pearl Brilliant White / Metallic Triton Blue with an MSRP of $11,999. 

2025 Suzuki DR650S 

2025 Suzuki DR650S Solid Black and Iron Gray
2025 Suzuki DR650S in Solid Black and Iron Gray

Th DR650S dual-sport returns for 2025, powered by a dependable 644cc Single mounted in a semi-double-cradle steel frame. It features electric starting and the ability to lower the seat height via the suspension. The Suzuki DR650S is available in Solid Black and Iron Gray or Solid Special White #2 with an MSRP of $7,199. 

2025 Suzuki Boulevard M109R 

2025 Suzuki Boulevard M109R
2025 Suzuki Boulevard M109R in Glass Sparkle Black

This Suzuki performance cruiser features a 1,783cc, 54-degree V-Twin, large-diameter mufflers, shaft drive, a drag-style handlebar, a 5.2-gallon teardrop fuel tank, and dual front disc brakes with radially mounted caiipers. The Suzuki Boulevard M109R is available in Glass Sparkle Black with an MSRP of $15,799. 

2025 Suzuki Boulevard C50T Special 

2025 Suzuki Boulevard C50T Special
2025 Suzuki Boulevard C50T Special in Pearl Brilliant White

The Boulevard C50T Special features traditional styling and is ready for cruising around town or long-distance touring. It’s powered by an 805cc, 45-degree V-Twin and comes with a Fast Idle System, a plush studded seat, a windshield, forward-mounted footboards, a classically-style 4.1-gallon tank, spoked wheels, and a hidden linkage-type shock. Studded saddlebags that match the seat are available as accessories. 

The Boulevard C50T Special is available in Pearl Brilliant White with an MSRP of $9,799. 

2025 Suzuki Boulevard C50 

2025 Suzuki Boulevard C50
2025 Suzuki Boulevard C50 in Solid Iron Gray

The Boulevard C50 is a more modern take on the C50T Special with a kicked-out fork, understated tank graphics, the Auto Fast Idle System, a wide handlebar, and forward-mounted footboards. The Suzuki Boulevard C50 is available in Solid Iron Gray with an MSRP of $9,299. 

2025 Suzuki Burgman 400 

2025 Suzuki Burgman 400
2025 Suzuki Burgman 400 in Metallic Matte Black No. 2

The Burgman 400 scooter is powered by a 400cc Single with a CVT automatic transmission and features Easy Start, Traction Control, LED lighting, a 15-inch front wheel, under-seat storage, two front storage compartments with a DC power outlet, and ABS. The Suzuki Burman 400 is available in Metallic Matte Black No. 2 with an MSRP of $8,799. 

2025 Suzuki RM-Z450 

2025 Suzuki RM-Z450
2025 Suzuki RM-Z450 in Champion Yellow No. 2

The RM-Z450 motocross bike is powered by a 449cc 4-stroke Single nestled in an aluminum frame with a beam-style swingarm. It also features a fully adjustable Showa Balance Free fork and shock, Suzuki’s MX-Tuner 2.0 system to adjust fuel injection and ignition settings through a smartphone app, and Suzuki Holeshot Assist Control. 

The RM-Z450 is eligible for the RM Army Edition program for 2025, which includes components to upgrade the bike like the Pro Circuit RM Army Edition T-6 exhaust ($1,100), Throttle Syndicate RM Army Edition Graphics kit ($149.99), and a QR code to purchase discounted matching number-plate graphics that can be customized with the rider’s name and number. 

The RM-Z450 is available in Champion Yellow No. 2 with an MSRP of $9,299. 

2025 Suzuki RM-Z250 

2025 Suzuki RM-Z250
2025 Suzuki RM-Z250 i Champion Yellow No. 2

The RM-Z250 is powered by a 249cc 4-stroke Single in an aluminum frame with an aluminum swingarm. KYB adjustable suspension with a coil spring fork and a rear shock with four-way damping adjustment is included, along with Suzuki’s smartphone-based MX-Tuner 2.0 for quick tuning and Suzuki Holeshot Assist Control. 

The RM-Z250 is eligible for the RM Army Edition program for 2025, which includes components to upgrade the bike like the Pro Circuit RM Army Edition T-6 exhaust ($1,100), Throttle Syndicate RM Army Edition Graphics kit ($149.99), and a QR code to purchase discounted matching number plate graphics that can be customized with the rider’s name and number. 

The RM-Z250 is available in Champion Yellow No. 2 with an MSRP of $8,199. 

2025 Suzuki DR-Z125L  

2025 Suzuki DR-Z125L Championship Yellow
Suzuki DR-Z125L in Championship Yellow

Designed for young and smaller riders, this dirtbike is powered by a compact air-cooled 124cc Single with a Mikuni VM20SS carburetor and features a 5-speed transmission, 19-inch front and 16-inch rear wheels, a steel-tube frame with rear beam-style swingarm, spoked wheels with aluminum rims, and a 32-inch seat height. 

The Suzuki DR-Z125L is available in Championship Yellow with an MSRP of $3,619. 

2025 Suzuki DR-Z50 

2025 Suzuki DR-Z50 Championship Yellow
Suzuki DR-Z50 in Championship Yellow

Ideal for young or new riders, the DR-Z50 is powered by a 49cc engine, and peak power can be adjusted via a throttle limiter to allow adults to control engine output to suit younger riders. It also features an automatic clutch, a 3-speed transmission, a steel frame and swingarm, 3.8 inches of front wheel travel, an electric starter, and a low 22-inch seat height. 

The Suzuki DR-Z50 is available in Championship Yellow with an MSRP of $2,599. 

For more information, visit the Suzuki website

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

The post Returning 2025 Suzuki Motorcycles  appeared first on Rider Magazine.

Source: RiderMagazine.com

2024 MV Agusta Enduro Veloce Video Review

The MV Agusta Enduro Veloce marks the Italian brand’s entrance into the adventure-touring market, competing against bikes like the Ducati Multistrada V2, Triumph Tiger 900, and BMW F 900 GS. The Enduro Veloce is powered by a 931cc inline-Triple that delivers 124 hp and 75.2 lb-ft of torque. It has 8.3 inches of wheel travel front and rear, 9 inches of ground clearance, a 34.3-inch seat height, and Brembo brakes, as well as a sophisticated electronics suite.

To test the Enduro Veloce, we traveled to the Mediterranean island of Sardinia, where we logged miles on the island’s best routes to get a taste of what the Enduro Veloce has to offer. By the end of the day, we were impressed with the bike’s nimble handling, engine performance, and artistry.

Read our full review of the 2024 MV Agusta Enduro Veloce

2024 MV Agusta Enduro Veloce review

2024 MV Agusta Enduro Veloce Specs

  • Base Price: $22,998
  • Warranty: 4 yrs., unltd. miles
  • Website: MVAgusta.com
  • Engine Type: Liquid-cooled, transverse inline-Triple, DOHC w/ 4 valves per cyl.
  • Displacement: 931cc
  • Bore x Stroke: 81.0 x 60.2mm
  • Horsepower: 124 hp @ 10,000 rpm (factory claim)
  • Torque: 75.2 lb-ft @ 7,000 rpm (factory claim)
  • Transmission: 6-speed, hydraulically actuated slip/assist wet clutch
  • Final Drive: Chain
  • Frame: High-tensile steel double cradle
  • Wheelbase: 63.4 in.
  • Rake/Trail: NA/4.6 in.
  • Seat Height: 33.5/34.3 in.
  • Suspension, Front: 48mm inverted fork, fully adj., 8.3 in. travel
  • Rear: Single shock, fully adj., 8.3 in. travel
  • Brakes, Front: Dual 320mm discs w/ 4-piston radial monoblock calipers & ABS
  • Rear: Single 265mm disc w/ 2-piston caliper & ABS
  • Wheels, Front: Spoked tubeless, 21 x 2.15 in.
  • Rear: Spoked tubeless, 18 x 4.0 in.
  • Tires, Front: 90/90-21
  • Rear: 150/70-18
  • Ground Clearance: 9.1 in.
  • Dry Weight: 494 lb (factory claim)
  • Fuel Capacity: 5.3 gal.

Gear Up

The post 2024 MV Agusta Enduro Veloce Video Review appeared first on Rider Magazine.

Source: RiderMagazine.com

2024 Honda NX500, CBR500R, CB500F Updates 

2024 Honda NX500 Matte Black Metallic
2024 Honda NX500 in Matte Black Metallic

Honda has updated three of its middleweight motorcycles for the 2024 model year. Included in this announcement are the Honda NX500 adventure bike (formerly called the CB500X), the Honda CBR500R sportbike, and the Honda CB500F naked bike. 

“Honda’s midsize lineup remains a core focus for the company, as these models suit a wide range of riders, in terms of skill levels and preferred riding experience,” said Colin Miller, assistant manager of public relations at American Honda. “The advancements made with the NX500, CBR500R, and CB500F are aimed at enhancing the experience for all riders, from casual commuters to lifelong enthusiasts.” 

These models join the list of Honda motorcycles already announced for 2024, including the new Honda Transalp, the updated Honda Shadow Phantom, the updated Honda Africa Twin, the returning Gold Wing family, the Rebel family, the NC750X, the SCL500, and others.  

Related: Returning 2024 Honda Motorcycles 

2024 Honda NX500 

2024 Honda NX500 Matte Black Metallic
2024 Honda NX500 in Matte Black Metallic

The CB500X adventure bike has been renamed the NX500 for 2024. Powered by a liquid-cooled 471cc parallel-Twin, the NX500 has a claimed wet weight of 432 lb (7 lb lighter than the CB500X), a wheelbase of 56.8 inches, a seat height of 32.8 inches, a 4.7-gallon fuel tank, 19-inch front and 17-inch rear wheels, and 7.1 inches of ground clearance. Suspension is provided by a 41mm fork with 5.9 inches of travel and a Pro-Link shock with nine-position spring preload adjustability and 5.3 inches of travel. Up front are dual 296mm discs with two-piston calipers, and in the rear is a single 240mm disc. ABS is standard. 

Updates for the NX500 include a new ECU, lighter wheels, upgraded suspension settings, a new LED headlight, the addition of Honda Selectable Torque Control, and a new TFT display. 

The 2024 Honda NX500 will be available in Matte Black Metallic with an MSRP of $7,399. 

2024 Honda CBR500R 

2024 Honda CBR500R Grand Prix Red
2024 Honda CBR500R in Grand Prix Red

The Honda CBR500R sportbike gets refreshed for 2024. The CBR500R is also powered by the 471cc parallel-Twin. It has a wet weight of 421 lb, a wheelbase of 55.5 inches, a seat height of 31.1 inches, a 4.5-gallon tank, dual 296mm front brake discs with two-piston calipers, a 240mm rear disc, and standard ABS. Suspension consists of a 41mm Showa SFF-BP fork and a Pro-Link single shock with nine-position spring preload adjustability. 

2024 Honda CBR500R Matte Black Metallic
2024 Honda CBR500R in Matte Black Metallic

For 2024, the Honda CBR500R receives sharper Fireblade-inspired styling, including a new fairing with winglets. Also included are new LED headlights, a new 5-inch TFT display, and Honda Selectable Torque Control. 

The 2024 Honda CBR500R will be available in Grand Prix Red or Matte Black Metallic with an MSRP of $7,399. 

2024 Honda CB500F 

2024 Honda CB500F Matte Black Metallic
2024 Honda CB500F in Matte Black Metallic

The Honda CB500F naked bike shares an engine, brakes, suspension, and dimensions with the CBR500R, but with a lighter wet weight of 414 lb. Updates include new styling, a new 5-inch TFT display, and Honda Selectable Torque Control. 

The 2024 Honda CB500F will be available in Matte Black Metallic with an MSRP of $6,899. 

2024 Honda CB500F Matte Black Metallic
2024 Honda CB500F in Matte Black Metallic

Visit the Honda website for more information. 

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

The post 2024 Honda NX500, CBR500R, CB500F Updates  appeared first on Rider Magazine.

Source: RiderMagazine.com

2024 Husqvarna Svartpilen 801 Preview

2024 Husqvarna Svartpilen 801
2024 Husqvarna Svartpilen 801

Since Husqvarna’s motorcycle division was acquired by KTM in 2013, the brand has produced some interesting-looking streetbikes with KTM components under the model names of Vitpilen (“white arrow” in Swedish) and Svartpilen (“black arrow”), both in 401 and 701 sizes. For 2024, the Husqvarna 801 Svartpilen naked bike upgrades the lineup with a 799cc parallel-Twin, a new frame, performance components, and new rider aids and technology.

Related: Husqvarna Vitpilen 701 | Road Test Review

2024 Husqvarna Svartpilen 801

The 401 and 701 models have used KTM engines, and that remains the case with the Svartpilen 801, which is powered by the liquid-cooled 799cc parallel-Twin LC8c with DOHC also found in the KTM 790 Duke and 790 Adventure. It has a bore of 88mm, a stroke of 65.6mm, and a compression ratio of 12.5:1, and Husqvarna claims the engine weighs only 114.6 lb without oil, contributing to the bike’s dry weight of just 399 lb. Also included are throttle-by-wire, a PASC slipper clutch, and an Easy Shift quickshifter, which can be deactivated. 

Related: 2024 KTM 790 Adventure Review | First Look 

2024 Husqvarna Svartpilen 801

The tubular chromium-molybdenum steel frame uses the engine as a stressed member to reduce weight and allow a lower seat height (32.2 in.), and the subframe is cast from aluminum with integrated air intakes located under the seat. Wheelbase is just 54.6 inches. 

2024 Husqvarna Svartpilen 801

The WP APEX 43mm inverted fork offers 5.5 inches of travel and is adjustable for compression and rebound via easy-access five-step click dials located on top of the fork tube. In the rear, a WP APEX shock absorber provides 5.9 inches of travel and is adjustable for rebound and preload. 

2024 Husqvarna Svartpilen 801

Braking is provided by J.Juan. Up front are dual 300mm discs paired with 4-piston, radially-mounted calipers, and in the rear is a 240mm disc with a 2-piston floating caliper. Bosch ABS comes as standard. The bike rides on 17-inch cast alloy wheels wrapped in Pirelli MT60 RS tires in 120/70-17 front and 180/55-17 rear sizes. 

2024 Husqvarna Svartpilen 801

All these components are fitted into a scrambler-styled package with slim bodywork. A key design feature of the Svartpilen is the “split” that separates the frame and subframe, contributing to the bike’s unique appearance. Another interesting design feature is a light ring around the headlight, and all lighting is LED. The two-piece seat is narrow in the front to provide easy ground access, and the 3.7-gallon fuel tank has a stylized cover.  

2024 Husqvarna Svartpilen 801

Standard equipment on the Husqvarna Svartpilen 801 includes the Easy Shift quickshifter, Bosch cornering ABS with Supermoto ABS Mode, cornering traction control, and three ride modes (Street, Sport, and Rain). Optional rider aids include a user-customizable Dynamic mode, an anti-wheelie mode with five levels, motor slip regulation, and cruise control. 

2024 Husqvarna Svartpilen 801

Instrumentation includes a 5-inch TFT display, which automatically adapts to changes in environmental light. The TFT’s configuration can be rearranged for rider preference, and all ride modes and ABS settings are visible on the screen. The display also connects to the Ride Husqvarna Motorcycles app to access turn-by-turn navigation and phone and music functions. A USB-C charging port is also included. 

2024 Husqvarna Svartpilen 801

The 2024 Husqvarna Svartpilen 801 has an MSRP of $10,899, and bikes will begin to arrive at dealers in April. 

For more information, visit the Husqvarna website

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

The post 2024 Husqvarna Svartpilen 801 Preview appeared first on Rider Magazine.

Source: RiderMagazine.com

2024 MV Agusta Enduro Veloce Review | First Ride

2024 MV Agusta Enduro Veloce review
The MV Agusta Enduro Veloce is the storied Italian brand’s first full-production model in the fast-growing adventure touring segment. (Photos courtesy MV Agusta)

If you asked what I thought about MV Agusta around 2010, I’d quickly respond: Beautiful Italian lines and attitudes but priced for the very few.

Then, in 2012, MV introduced the F3 sportbike, offering the inline-Triple platform in relatively affordable 675 and 800 versions. The 675 performed decently for its short time in World Supersport from 2013-2020, taking five 3rd-place finishes and one runner-up. 

The Triples ignited the Varese company’s new focus and opened the door to a broader range of riders – although still only for those with larger bank accounts. The F3s were followed by other models over the years, including the Dragster naked, Turismo Veloce sport-tourer, Superveloce neo-classic sportbike, the Rush hyper naked, and updated Brutale nakeds, among other special editions.

Related: MV Agusta Dragster RR SCS America Review | First Ride

New Motorcycles AIMExpo 2024 MV Agusta LXP Orioli
MV Agusta LXP Orioli at the 2024 AIMExpo show in Las Vegas (photo by Greg Drevenstedt)

At EICMA 2023, MV unveiled its first-ever adventure tourer – the LXP Orioli. The previous “Lucky Explorer” moniker, an homage to the Cagiva Elefant’s Paris-Dakar campaigns, was retired in favor of a tribute to Italian rally legend Edi Orioli.

Related: MV Agusta Lucky Explorer Project | First Look Review

This signified a transformation within the Italian brand to enter the adventure-touring market, something that made sense given its new relationship that began with Pierer Mobility – the parent company of KTM, Gas Gas, and Husqvarna – which had acquired 25.1% of the brand. This helped MV expand its lineup and launch a new product line in the brand’s historic factory in Schiranna.

2024 MV Agusta Enduro Veloce review
The MV Agusta Enduro Veloce is available only in the Ago Red/Ago Silver color scheme, which celebrates the brand’s racing heritage.

The business news continued to grow for MV Agusta, and in March of this year, Pierer Mobility increased its stake to 50.1%, gaining majority control of the brand.

The LXP Orioli is a beautiful machine, but only 500 will be made and each one costs a princely $29,000. This exclusivity changed with the release of the new Enduro Veloce, basically a base version of the LXP Orioli, which joins the MV lineup as the brand’s first full-production motorcycle in the fast-growing adventure touring segment.

The MV Agusta Enduro Veloce continues to celebrate the company’s racing history, specifically honoring the triumphs of the 1940s-era MV Agusta 98. The 98 was famously piloted by Vincenzo Nencioni to win the Golfo di La Spezia off-road race in 1946, followed by another notable win by Carlo Ubbiali at the British Six Days race in 1949.

2024 MV Agusta Enduro Veloce review
Our test of the MV Agusta Enduro Veloce in Sardinia included both paved roads and unpaved tracks.

GEAR UP

2024 MV Agusta Enduro Veloce review
The MV Agusta Enduro Veloce’s performance is particularly well-suited for twisty pavement.

To test the Enduro Veloce, I traveled to Sardinia, a Mediterranean island that’s a semi-autonomous region of Italy, where I logged 150 miles on mostly paved roads with a brief off-road excursion. Although the launch was mostly street-focused, with Bridgestone A41 (80/20) tubeless tires on its 21/18-inch spoked wheels, the small amount of dirt riding on bikes wrapped with the knobbier AX41 (50/50) tires proved the Enduro Veloce can hang with the latest adventure tourers.

I’d classify the Enduro Veloce as an 80/20 adventure tourer and a direct competitor to the Ducati Multistrada V2, Triumph Tiger 900, and BMW F 900 GS. But it’s much prettier, mostly due to MV Agusta’s focus on the “horizontal versus vertical” design philosophy, which translates to all bodylines, engine structures, graphics, paint, and every element flowing naturally from front to back and vice versa.

2024 MV Agusta Enduro Veloce review
The MV Agusta Enduro Veloce’s bodywork emphasizes aerodynamic efficiency, maximizing smooth airflow and heat extraction.

And would you really want to drop this fine-looking piece of Italian motorcycle art that costs nearly $23,000? If it meant exploring some of the world’s best two-track backcountry, I’d say hell yeah, especially because the road sections getting to those gravel roads will be so much fun.

Read all of Rider‘s MV Agusta reviews here.

MV Agusta Enduro Veloce Engine Performance

At the heart of the Enduro Veloce lies a 931cc powerplant that is the brand’s most radical departure from its predecessors. Unlike the 798cc Triples in other models, the Enduro Veloce’s engine is a clean-sheet design by the Varese R&D team, emphasizing lightness, compactness, and efficiency.

2024 MV Agusta Enduro Veloce review

Weighing in at just 125.6 lb, the engine is 10% lighter than other MV Triples, yet it packs a formidable punch with claimed 124 hp at 10,000 rpm and 75.2 lb-ft of torque at 7,000 rpm. The engine’s lightness helps keep the bike’s purported dry weight to 494 lb, though the bike is likely to weigh more than 530 lb when the 5.3-gallon fuel tank is full and oil and coolant are added.

Yes, the Enduro Veloce is considerably heavier than the wet weights of around 480 lb for the KTM 890 Adventure and 490 lb for the Ducati Multistrada V2. At a photo stop, I nearly dropped the bike when my foot slid on some rocks, and it took muscle and a fellow rider (thanks, Costa!) to help arrest my fall. But while riding the MV, it felt nimble and light, even during 1st-gear speeds while turning around on tighter roads.  

The real MV magic, however, begins as soon as the electronic throttle is opened. Approximately 85% of maximum torque is accessible from as low as 3,000 rpm, and it remains linear and potent up to the 7,500-rpm mark, where it gently starts to taper off. But for those looking for that extra oomph, this bike quickly revs to the “soft” 10,200 or “hard” 10,500 rev limit, keeping the exhaust note high and the riding exciting.

2024 MV Agusta Enduro Veloce review
The Enduro Veloce’s 931cc inline-Triple is the largest three-cylinder engine in MV Agusta’s lineup.

During the first few miles, the broad spread of torque allowed me to short-shift and ride lazily, letting the grunty engine do all the work. But the Enduro Veloce has a Dr. Jekyll and Mr. Hyde quality, and soon I began revving the bike nearly to the hard limiter before shifting, awakening the bike’s hooligan side.

One of the most notable features of the Enduro Veloce is its counter-rotating crankshaft. This feature, typically reserved for high-performance racing machines, counteracts the gyroscopic effect of the wheels, enhancing the bike’s agility and responsiveness.

During acceleration, the design notably balances the load on the 21-inch front wheel, which helps retain stability and control, especially when navigating the endless tight switchbacks and uneven asphalt in Sardinia. Despite the large-diameter front wheel, the bike remained remarkably nimble and willing to obey the slightest inputs.

2024 MV Agusta Enduro Veloce review
Unlike most motorcycles, the Enduro Veloce’s stock exhaust pipe sounds great.

The Enduro Veloce’s auditory experience is as refined as its mechanical performance. I’m a guitar player and love how a musician like Stevie Ray Vaughan can go from clean tones to screaming, deep mid-tones within seconds. The Enduro Veloce’s engine replicates this with a flick of the wrist.

The stock muffler is a big exhaust can, but it produces a symphony that crescendos near the rev limit, turning heads and signaling the raw power within. This exhaust note not only enhanced the riding pleasure but deepened my connection to the machine. The sound was most impressive above 10,000 rpm, creating an explosive pop while shifting. This process was facilitated by the smooth-operating 6-speed transmission, featuring a flawless up/down quickshifter.

2024 MV Agusta Enduro Veloce review
The MV Agusta Enduro Veloce has an extractable 6-speed gearbox with MV Agusta’s Electronically Assisted Shift 4.0.

The Enduro Veloce delivers commendable fuel efficiency for its class, averaging around 40 mpg under mixed riding conditions. This efficiency translates to a range of more than 200 miles from its 5.3-gallon fuel tank if not riding like a loon, allowing for extensive journeys between refuels.

MV Agusta Enduro Veloce Electronics and Display

All this performance is managed by a sophisticated electronics suite. Wisely, the developers kept everything simple and intuitive to access through the controls and large 7-inch TFT display, providing simple-to-read data with beautiful graphics.

2024 MV Agusta Enduro Veloce review
The MV Agusta Enduro Veloce has a full-color 7-inch TFT display with attractive, easy-to-read graphics.

It all begins with riding modes, with inputs calculated from the 6-axis IMU: Urban, Touring, Off-Road, and Custom All-Terrain. The typical Sport mode is noticeably missing, but since everything can be tweaked, I simply made the Custom mode my version of Sport by altering the parameters to my liking. In each riding mode, you can adjust throttle response, engine torque, and engine response (how quickly it revs). There are also two levels of engine braking separate from the riding modes, allowing riders to tailor how the bike slows down when easing off the throttle.

The Enduro Veloce features eight levels of traction control: five for road use, two for off-road, and one for wet. The TC settings be switched on the fly, including deactivation in any mode, and they can be fine-tuned depending on whether you’re rolling on the stock Bridgestone A41 80/20 tires for mainly street riding or the optional AX41 50/50 tires for heavier off-road use.

2024 MV Agusta Enduro Veloce review
The MV Agusta Enduro Veloce has backlit switches that are intuitive to use.

The Enduro Veloce is also equipped with cornering ABS and rear-wheel lift mitigation (RLM). The ABS system is only switchable and customizable in the Off-Road and Custom modes, and both ABS and RLM can be changed while riding. Level 1 (lower intervention on the front wheel; off on the rear; cornering off; less invasive RLM) was optimal for off-road, allowing me to skid the rear and rely on some front ABS for harder braking. Level 2 offers full intervention. For the Custom mode that I was using as my personal Sport mode, I also used Level 1 ABS and totally shut it off a few times for added fun.

2024 MV Agusta Enduro Veloce review
The MV Agusta Enduro Veloce has a 6-axis IMU and a full electronics suite that is customizable.

Three other rider aids are cruise control, wheelie control, and launch control. The cruise control performed flawlessly, relieving my throttle hand during longer highway stretches. Launch control seems more appropriate for a sportbike or a hyper naked, but hooligans will be hooligans, and I had fun with it at a few stop signs and on an isolated section of a straight road. Just push the “LC” button, pull in the clutch while in 1st, open the throttle, and when it tells you, release the clutch. This should help achieve the claimed 3.7-second acceleration from 0 to 60 mph, and the soundtrack is pure SBK.

MV Agusta Enduro Veloce Chassis, Suspension, and Brakes

The Enduro Veloce is built around a perimeter frame with a double-cradle design, complemented with a double-sided aluminum swingarm. This construction shifts from the gorgeous single-sided swingarms seen on all other MV models in its current lineup, emphasizing functionality over aesthetics.

2024 MV Agusta Enduro Veloce review
The MV Agusta Enduro Veloce has fully adjustable Sachs suspenion with 8.3 inches of front/rear travel.

Given its price, the absence of electronic suspension on the Enduro Veloce is notable. Yet the fully adjustable Sachs suspension – with a 48mm inverted fork at the front and a rear shock featuring progressive linkage – proved highly capable. I weigh around 185 lb, and the only tweak I made throughout the test was half a turn on the shock’s preload knob. Nothing else was needed.

The suspension and wheel setup combined with the engine character impressed me all day. At first glance of the bike, with its 8.3 inches of suspension travel, 9 inches of ground clearance, and off-road ready wheels, I expected poor cornering stability. But I was wrong. The chassis remained stable throughout the corners, barely diving or squatting, allowing me to hold my line without much input. Thanks to the cornering ABS, I also experimented with some harsh, mid-corner brake jabs in an attempt to upset the chassis. The bike recovered quickly, allowing me to return to my line and finish the turns safely.

2024 MV Agusta Enduro Veloce review
The off-road portion of our test ride on the MV Agusta Enduro Veloce was brief, but the bike handled itself well.

When I tested the bike with AX41 rubber for the off-road section, the long-travel suspension provided a plush feel. I didn’t adjust the suspension due to the short time I spent riding the dirt-ready Enduro Veloce, but the suspension in its stock settings felt ideal for lighter off-road use, allowing the bike to rebound quickly.

2024 MV Agusta Enduro Veloce review
The MV Agusta Enduro Veloce has 21-inch front/18-inch rear tubeless spoked wheels, Brembo Stylema front calipers, and cornering ABS.

The Enduro Veloce is equipped with top-shelf Brembo Stylema radial monoblock front calipers, which clamp onto 320mm discs. The front lever feel is distinctly Brembo – accurate and responsive. This becomes evident when applying trail-braking techniques. The front lever provides substantial feedback and only a slightly bumpy feel when testing the true capabilities of the cornering ABS.

MV Agusta Enduro Veloce Ergonomics

Thanks to the design of its dual-height seat (33.5/34.3 inches), I was able to comfortably flatfoot at stops, which enhanced control and confidence, especially in slow traffic. While the seat provided reasonable comfort for most of the day, it became uncomfortable toward the end of the ride.

2024 MV Agusta Enduro Veloce seat
The MV Agusta Enduro Veloce has a dual-height rider’s seat with a separate pillion, and both have a suede-like cover.

The handlebar, which initially appeared high, offered all-day comfort for my 6-foot frame. The MX-style bar is also adjustable to accommodate more aggressive off-road stances, which is helpful for either taller riders or those standing up for most of the day.

The footpegs are well-positioned for my 34-inch inseam and height, contributing to an ideal rider triangle and relaxed riding posture. The pegs also arrive with rubber inserts that dampen vibrations at highway speeds, enhancing comfort over long distances. These inserts can be quickly removed to switch to grippier cleated pegs for better control while off-roading.

2024 MV Agusta Enduro Veloce review
The MV Agusta Enduro Veloce’s windscreen is not adjustable.

And although I wore a peaked Arai XD-4 helmet, I didn’t experience major head buffeting – just some minor shakes at the top of 6th gear. The fairing and two-piece windscreen that’s split in the middle (but is not adjustable) optimize the airflow around the body.

MV Agusta Enduro Veloce: Other Highlights

In keeping with MV Agusta’s motto of creating “motorcycle art,” the Enduro Veloce has distinctive LED headlights. LEDs are also used for the turnsignals, taillight, and backlighting for the handlebar controls, a feature that would be handy during night rides.

2024 MV Agusta Enduro Veloce review
The MV Agusta Enduro Veloce has LED lighting all around.

Other convenience features include a keyless ignition system and the ability to connect mobile devices to the bike through the MV Agusta My Ride App, enabling navigation, communication functions, and sharing and tracking of ride data.

Remember the days of riding European motorcycles and worrying about frequent valve checks? MV Agusta fixed that issue, and the Enduro Veloce’s maintenance scheduling is streamlined. You won’t have to worry about valve checks until 18,600 miles. MV recommends oil changes every 4,600 miles and spark plug and air filter replacements every 9,300 miles.

MV Agusta Enduro Veloce: The Final Tally

The MV Agusta Enduro Veloce marks a bold entry into the adventure-touring market, blending MV’s rich racing pedigree with modern technological ADV advancements. Its form follows function, delivering both style and performance on twisty mountain roads and rugged trails.

2024 MV Agusta Enduro Veloce review
The MV Agusta Enduro Veloce has four ride modes: Off-Road, Urban, Touring, and Custom All-Terrain.

From the 931cc Triple’s thrilling power delivery to the sophisticated electronics suite and agile chassis, this motorcycle is designed to enhance the riding experience. The counter-rotating crankshaft and carefully tuned suspension system ensure the bike remains nimble and responsive, irrespective of the terrain, and its comfort and features make it a versatile machine. It is a great choice for riders who want a blend of style, performance, and exclusivity – the hallmarks of MV Agusta’s legacy.

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

2024 MV Agusta Enduro Veloce review

2024 MV Agusta Enduro Veloce Specs

  • Base Price: $22,998
  • Warranty: 4 yrs., unltd. miles
  • Website: MVAgusta.com
  • Engine Type: Liquid-cooled, transverse inline-Triple, DOHC w/ 4 valves per cyl.
  • Displacement: 931cc
  • Bore x Stroke: 81.0 x 60.2mm
  • Horsepower: 124 hp @ 10,000 rpm (factory claim)
  • Torque: 75.2 lb-ft @ 7,000 rpm (factory claim)
  • Transmission: 6-speed, hydraulically actuated slip/assist wet clutch
  • Final Drive: Chain
  • Frame: High-tensile steel double cradle
  • Wheelbase: 63.4 in.
  • Rake/Trail: NA/4.6 in.
  • Seat Height: 33.5/34.3 in.
  • Suspension, Front: 48mm inverted fork, fully adj., 8.3 in. travel
  • Rear: Single shock, fully adj., 8.3 in. travel
  • Brakes, Front: Dual 320mm discs w/ 4-piston radial monoblock calipers & ABS
  • Rear: Single 265mm disc w/ 2-piston caliper & ABS
  • Wheels, Front: Spoked tubeless, 21 x 2.15 in.
  • Rear: Spoked tubeless, 18 x 4.0 in.
  • Tires, Front: 90/90-21
  • Rear: 150/70-18
  • Ground Clearance: 9.1 in.
  • Dry Weight: 494 lb (factory claim)
  • Fuel Capacity: 5.3 gal.

The post 2024 MV Agusta Enduro Veloce Review | First Ride appeared first on Rider Magazine.

Source: RiderMagazine.com

2024 MV Agusta Enduro Veloce Review | First Look

2024 MV Agusta Enduro Veloce
The 2024 MV Agusta Enduro Veloce brings the company’s high levels of performance and style to the adventure segment.

Following on the heels of the luxury LXP Orioli limited-edition ADV, the 2024 MV Agusta Enduro Veloce joins the Italian brand’s lineup to compete in the ever-growing adventure bike segment. It features off-road-ready specs, technological conveniences, and Italian styling. 

Related: 21 Cool New Motorcycles at AIMExpo 2024 

The MV Agusta Enduro Veloce pays tribute to MV Agusta’s racing history, namely the 98 ridden by Vincenzo Nencioni to victory in the “Golfo di La Spezia” off-road regularity race in 1946 and another MV Agusta victory three years later by Carlo Ubbiali in the British Six Days race. 

2024 MV Agusta Enduro Veloce engine

The motorcycle is powered by a 931cc inline-Triple with DOHC and a counter-rotating crankshaft. The engine, which is designed and built at MV Agusta’s factory in Italy, produces a claimed 124 hp and 10,000 rpm and 75.2 lb-ft of torque at 7,000 rpm. MV Agusta claims that riders can harness up to 85% of the maximum torque at 3,000 rpm. Max speed is a claimed 143 mph, and the bike features an exhaust system that sounds closer to a superbike than a typical adventure bike.  

Related: MV Agusta Dragster RR SCS America Review | First Ride 

2024 MV Agusta Enduro Veloce engine

The MV Agusta Enduro Veloce’s perimeter frame has a closed double-cradle design with a double-sided aluminum swingarm. Fully adjustable Sachs suspension includes a 48mm inverted fork and a rear shock with progressive linkage. Wheel travel front and rear is 8.3 inches, and ground clearance is 9 inches. 

2024 MV Agusta Enduro Veloce seat

The seat height is 34.3 inches and can be lowered to 33.5 inches. Brembo Stylema 4-piston calipers gripping dual 320mm discs provide braking up front, and in the rear is a Brembo 2-piston caliper paired with a 265mm disc. The bike rides on 21-inch front and 18-inch rear tubeless spoked wheels wrapped in Bridgestone Battlax AX41 tires. 

2024 MV Agusta Enduro Veloce brakes

The Enduro Veloce is equipped with quite a list of electronics for rider safety and convenience. The bike includes four ride modes (Urban, Touring, Off-Road, and Custom All-Terrain). Traction control comes with eight levels of intervention (five for road use, two for off-road use, and one for wet conditions), and it can be deactivated completely. It’s also possible to adapt the electronic response of the ECU based on whether the rider chooses to equip the standard Bridgestone Battlax A41 tires or swap them for the more off-road-oriented Bridgestone Battlax AX41 Adventurecross tires. 

2024 MV Agusta Enduro Veloce cockpit

Engine braking provides two levels of intervention, and the bike is equipped with launch control, wheelie control, cruise control, and cornering ABS with two settings and rear wheel lift-up mitigation. Also included is the Electronically Assisted Shift quickshifter for up- and down-shifting. The bike comes with full LED lighting, keyless ignition, LED backlighting for the handlebar controls, and a 7-inch TFT display with Bluetooth and wi-fi connectivity. 

2024 MV Agusta Enduro Veloce front end

As can be expected of MV Agusta, style and aesthetic are given due consideration on the Enduro Veloce. MV Agusta has created the Enduro Veloce’s design at the brand’s style center and has put the bike through extensive riding tests and software simulations. For example, the front fender was designed to ensure aerodynamic efficiency, and the lines of the front end were designed to direct airflow to the radiator for cooling. 

2024 MV Agusta Enduro Veloce

MV Agusta offers a range of accessories for the Enduro Veloce, including aluminum side cases, protection bars, a reinforced aluminum skid plate, additional lights, a Termignoni titanium exhaust, and more. 

The 2024 MV Agusta Enduro Veloce will be available in Ago Red and Ago Silver, but pricing has not yet been announced. Visit the MV Agusta website for more information. 

2024 MV Agusta Enduro Veloce

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

The post 2024 MV Agusta Enduro Veloce Review | First Look appeared first on Rider Magazine.

Source: RiderMagazine.com

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.

GEAR UP

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: CFMOTOusa.com
  • 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)

The post 2025 CFMOTO Ibex 450 Review | First Ride appeared first on Rider Magazine.

Source: RiderMagazine.com

2024 BMW F 900 GS Review | Video

2024 BMW F 900 GS Review First Ride

The updated 2024 BMW F 900 GS adventure bike seeks to reinvigorate BMW’s middleweight platform. Upgraded from the F 850 now with a larger 895cc parallel-Twin that delivers 105 hp, a ready-to-ride low weight of 483 lb, a lower and more svelte profile, and upgraded suspension, the 2024 BMW F 900 GS just might be the best parallel-Twin adventure bike ever offered from the German company.

To see how the 2024 BMW F 900 GS performs, we travel to Málaga, Spain, for a full day of on-road and off-road riding. Watch the video below to see the F 900 GS in action, and read our full review here.

2024 BMW F 900 GS Specs 

  • Base Price: $13,495   
  • Warranty: 2 yrs., unltd. miles  
  • Website:BMWmotorcycles.com 

ENGINE  

  • Type: Liquid-cooled, parallel-Twin, DOHC w/ 4 valves per cyl.  
  • Displacement: 895cc  
  • Bore x Stroke: 86.0 x 77.0mm  
  • Horsepower: 105 hp @ 8,500 rpm (factory claim)   
  • Torque: 68.6 lb-ft @ 6,750 rpm (factory claim)  
  • Compression Ratio: 13.1:1  
  • Valve Insp. Interval: 12,000 miles  
  • Fuel Delivery: EFI w/ throttle-by-wire, 48mm throttle bodies  
  • Transmission: 6-speed, cable-actuated slip/assist wet clutch  
  • Final Drive: Chain 

CHASSIS 

  • Frame: Tubular-steel trellis frame & subframe, aluminum swingarm  
  • Wheelbase: 62.6 in.  
  • Rake/Trail: 28.0 degrees/4.7 in.  
  • Seat Height: 34.3 in.  
  • Suspension, Front: 43mm inverted fork, fully adj., 9.1 in. travel 
  • Rear: Single linkage shock, w/ adj. spring preload & rebound, 8.5 in. travel  
  • Brakes, Front: Dual 305mm discs w/ 2-piston axial calipers & cornering ABS  
  • Rear: Single 265mm disc w/ 1-piston caliper & cornering ABS  
  • Wheels, Front: Cross-spoke w/ aluminum rims, 2.15 x 21 
  • Rear: Cross-spoke w/ aluminum rims, 4.25 x 17  
  • Tires, Front: 90/90-21  
  • Rear: 150/70-17   
  • Wet Weight: 483 lb  
  • Fuel Capacity: 3.8 gal.  

Gear Up  

The post 2024 BMW F 900 GS Review | Video appeared first on Rider Magazine.

Source: RiderMagazine.com

2024 BMW F 900 GS Review | First Ride

2024 BMW F 900 GS Review First Ride
The BMW F 900 GS has received major upgrades for 2024, including a significant weight loss and a punchier engine. Photos courtesy BMW.

The adventure-bike market is the hottest segment in motorcycling, with new models being introduced every year. The middleweight ADV category has been dominated by Yamaha’s Ténéré 700 and KTM’s various 790/890 Adventure models, but new or updated models from Aprilia (Tuareg 660), Honda (XL750 Transalp), Suzuki (V-Strom 800), and Triumph (Tiger 900) are enticing riders to reevaluate their options.  

Meanwhile, BMW has been selling mid-weight ADVs for almost two decades. The F 800 GS was introduced in 2009 but was often overshadowed by its boxer-powered bigger brothers, culminating in the recent glowingly reviewed R 1300 GS. 

Related: 2024 BMW R 1300 GS Review | First Ride 

For 2024, BMW expects the new F 900 GS to draw a brighter light to its reinvigorated middleweight platform. After testing it on roads and on dirt, we can safely say this is the best parallel-Twin adventure bike ever offered from the German company.  

2024 BMW F 900 GS Review First Ride
The Brembo 2-piston caliper front brakes are merely adequate relative to its competition in the middleweight ADV class.

What’s New? 

Quite a lot, actually. The F 850’s motor has been punched out to 895cc and now delivers 105 hp, up 10 ponies from the older mill. The former cast pistons have been cast aside for forged pistons that are 2mm larger than before.  

Additionally, 31 lb of weight has been shaved off for this new iteration, now scaling in at 483 lb with its 3.8-gallon tank full. The fuel cell swaps steel for plastic to pare down about 10 lb, and a new Akrapovič muffler trims 3.7 lb. A lower tailsection trims another 5 lb, while the trellis steel frame remains unchanged.  

2024 BMW F 900 GS Review First Ride
BMW offers several seating options for the GS.

The F 900 GS also benefits from a lower and more svelte profile that eliminates much of the bulkiness of its F 850 predecessor. The bike not only looks smaller, its design language looks fresh and contemporary, aided by full LED lighting and rear turnsignals that serve double duty as brake lights.  

2024 BMW F 900 GS Review First Ride
The 6.5-inch TFT panel is a literal bright spot on the new F 900 GS.

The F 900 GS is well-equipped in its base form, with a starting price of $13,495. Standard equipment includes a six-axis IMU and two riding modes (Rain and Road), plus ABS Pro and Dynamic Traction Control. A vibrant 6.5-inch TFT display with smartphone connectivity is part of the package, as are hand guards, heated grips, an adjustable aluminum shift lever, and self-canceling turnsignals.  

The 900’s suspension has been upgraded, now with a fully adjustable 43mm Showa fork holding a 21-inch front wheel. The rear damper includes adjustable preload and rebound damping to control bumps acting on a slightly lighter aluminum swingarm. Suspension travel is a generous 9.1 inches in front and 8.5 at the rear, resulting in a 34.3-inch seat height. An accessory low seat brings height down to 32.9 inches.  

2024 BMW F 900 GS Review First Ride
The GS’s 43mm inverted fork has full adjustability: preload, as well as compression and rebound damping.

BMW offers a similar but lower-spec (and more street-oriented) F 800 GS for only $10,495, with its 895cc motor downgraded to 87 hp, but it wasn’t available for testing. Also not tested was the Adventure version of the F 900 GS, which includes a 6.1-gallon fuel tank, Dynamic ESA, a luggage rack, and an aluminum bash plate. It has a starting price of $14,890. 

2024 BMW F 900 GS Review First Ride
Rebound damping can be adjusted by the gold knob ahead of the shock’s remote reservoir. Preload is adjusted hydraulically via a knurled handle on the other side of the bike.

Options Temptations 

As is typical for BMW, there are a plethora of options for the F 900 GS. Ride Modes Pro supplies access to Dynamic, Enduro, and Enduro Pro rides modes, as well as Engine Drag Torque Control, which varies the amount of engine braking.  

Then there’s the Premium Package that includes Ride Modes Pro, along with keyless ignition, an up/down quickshifter, tire-pressure monitoring, cruise control, and the long-lasting M Endurance Chain. It costs an extra $1,750.  

2024 BMW F 900 GS Review First Ride
The biggest improvement of BMW’s GS is found in its parallel-Twin powerplant that features a 10-hp boost along with improved torque. It includes BMW’s Active Knock Control that allows use of lower-grade fuels.

Riders who enjoy traipsing on dirt roads will be interested in the $1,495 Enduro Pro package, which includes Ride Modes Pro, fully adjustable suspension, the M Endurance chain, and a taller handlebar that is more comfortable for stand-up riding.  

Other optional equipment includes protective bars, windscreens of various sizes, higher or lower seats, Intelligent Emergency Call, and a full complement of luggage options.  

2024 BMW F 900 GS Review First Ride
The windscreen seen on GS Trophy colorways is the GS’s standard-size screen, but the ones coming to the U.S. won’t have the smoked finish seen on these European-market bikes.

GS en España 

BMW invited us to Málaga, Spain, to sample the F 900 GS, and in a coincidental twist, we stayed at the same hotel as during Triumph’s Tiger 900 launch just two months prior! It was illuminating to test these 900cc ADVs in the same area of southeastern Spain. 

We first straddled Sao Paulo Yellow versions of the F 900 GS for a morning ride on some of Spain’s countless twisty roads. This “Passion” style colorway adds $275 to the price of the base GS, which has a black colorway. Our bikes had other options that raised their MSRP to $16,215.  

The F 900’s parallel-Twin motor emits a rumbly note through its new Akrapovič muffler. Its crankshaft journals are offset by 90 degrees to create a 270/450-degree firing interval that sounds a lot like a 90-degree V-Twin. A pair of counterbalancers (one in front of and one behind the crankshaft) minimize objectionable vibrations.  

2024 BMW F 900 GS Review First Ride
The F 900 GS is fully capable of traversing unpaved trails. Hand guards are standard equipment, as are heated grips and adjustable hand levers.

Responses from this invigorated mill are much punchier than before. It pulls cleanly from as low as 2,000 rpm and builds to a meaty midrange that thrusts the Beemer forward with satisfying alacrity, aided by lower final-drive gearing. Torque swells in the 6,000-rpm range to its 68.6 lb-ft peak at 6,750 rpm then yanks harder on the way to its 105-hp zenith at 8,500 rpm.  

For comparison, Triumph’s upgraded 888cc three-cylinder motor in the Tiger 900 cranks out 106.5 hp, while the output of KTM’s respected 890 parallel-Twin produces 103.6 ponies. It’s remarkable how closely the engines of these middleweight ADVs match up.  

2024 BMW F 900 GS Review First Ride
Dirt roads were tamed by the Metzeler Karoo 4 tires fitted for our ride. The rear sprocket now has 47 teeth instead of 44, lowering the overall final-drive ratio.

My 30-inch inseam was a little intimidated by the relatively tall 34.3-inch seat height, but it wasn’t a problem after my weight was aboard and the suspension compressed. The bike proved to be adept at navigating city streets on the way to mountain roads, with a light clutch pull and the assistance of the quickshifter fitted to our bikes.  

The cockpit of the GS is pleasing to the eye, with an attractive 6.5-inch color TFT display front and center. It includes smartphone connectivity and can easily be navigated with BMW’s innovative Multicontroller wheel on the left grip. A 12-volt socket and a USB port ensure your devices will be charged while out on the road. 

2024 BMW F 900 GS Review First Ride
The F 900 GS proved to be very competent when bounding through the brush.

Riding on a highway section revealed a foible in the GS. Unlike the Tiger’s, the BMW’s windscreen isn’t adjustable. The accessory screen, which is 2 inches taller than stock, fitted to our test bikes induced buffeting on my helmet at higher speeds, and the lack of adjustability forced me to endure it. Any bike intended for travel should have a simple system for on-the-fly windscreen adjustments.  

The GS proved to be remarkably adroit on the twisty sections of our ride. Turn-in response isn’t quite as brisk as on the Tiger due to the GS’s more relaxed steering geometry, with a 28-degree rake and 4.7 inches of trail, but the GS’s weight loss and its wide handlebar helps it carve corners adeptly. The 21-inch front tire (Bridgestone Battlax Adventure A41) slightly diminishes sporty front-end feedback, as is always the case, but not enough to inhibit acute lean angles. For what it’s worth, I was able to drag footpegs on the Tiger Rally Pro, but I didn’t on the BMW.  

2024 BMW F 900 GS Review First Ride
Cooperative throttle response allows riders to dial in the precise amount of wheelspin desired.

The long-travel suspension of the GS proved to be plush over various road surfaces, but several riders noted the rebound damping of the shock felt too loose, with the rear bouncing up excessively after hitting bumps. At a coffee stop, we all dialled in additional rebound damping on the shock, and the revised settings offered much better control. The shock’s spring preload is adjustable, but its compression-damping circuit is not.  

The fully adjustable inverted fork performed well, but less impressive are the GS’s brakes. Up front are Brembo calipers, but they’re low-spec 2-piston units rather than 4-piston clampers that are typically employed on bikes in this price range. They offer plenty enough power to adequately slow the bike, sure, but they’re not up to the high standards of the class. Cornering ABS is a welcome safety feature that is included as standard equipment.  

2024 BMW F 900 GS Review First Ride
A revised handlebar arrangement places riders in a more comfortable posture while standing.

Gear Up  

There were several opportunities on our ride to twist the throttle wide open and stretch speed limits. The newfound punchiness of the motor again impressed the seat of my pants, pulling hard enough to make me feel that a 1,200-plus-cc engine might be overkill for an ADV. Clutchless upshifts were clicked off smoothly, but snicking into lower gears without using the clutch was harsher than with the Tiger’s faultless transmission. 

We were having so much fun unwinding Spain’s sinuous backroads on the GS that we didn’t want to bother stopping for lunch.  

2024 BMW F 900 GS Review First Ride
The F 900 GS feels very manageable when riding off-road.

Dirty Work 

After some delicious tapas, we climbed aboard bikes in the GS Trophy colorway with BMW’s red and blue colors atop a white base coat, sure to be the likely choice for Beemerphiles. These bikes were fitted with knobbier Metzeler Karoo 4 tires better suited for the off-roading adventures in front of us. BMW’s cross-spoke wheels allow tubeless tires.  

Like a well-engineered ADV should, the F 900 GS seems to shed weight when ridden off-road. Simply point it in the right direction and keep the throttle open, and it tractors up nearly any obstacle. While most of our off-roading was on non-technical terrain, we came across a few technical sections with rocks and hills that gave the GS a good test. Its suspension performed without complaint from the bike or its rider, and its punched-out motor again proved its worthiness in ADV situations, able to be lugged low in its powerband where optimum traction is delivered.  

2024 BMW F 900 GS Review First Ride
The taller accessory windscreen fitted to the bikes on our street ride induced buffeting. We wish the bike included a windscreen adjustment of some form.

I spent the entire afternoon with the bike in its Enduro Pro mode, which disables ABS at the rear tire and loosens the limits of traction control. Eventually, I switched off traction control completely, as I preferred my right hand to be fully in charge of managing traction.  

The brakes that felt underwhelming on the street were nearly perfect in the dirt. They weren’t grabby or overly sensitive like some high-powered braking systems, shedding speed in precise and easy to control amounts. However, I felt the front ABS kick in on a rocky, technical downhill section, an unnerving situation. A ride mode with the name “Pro” in it should have looser parameters for ABS intervention.  

2024 BMW F 900 GS Review First Ride
Although intended to handle unpaved roads, BMW’s new GS also makes a capable sport-tourer.

On the way back into town, I was pleased that the standard-height windscreen eliminated the buffeting condition I felt at higher speeds with the taller screen. The narrow seat, however, was less pleasing, and I’d consider sourcing a different saddle if I was piling on hundreds of miles. On the plus side, a generous amount of steering lock makes the GS easy to maneuver in tight spaces, whether it’s dodging trees in a forest or Teslas in a crowded parking lot.  

Best GS Yet? 

Well, that would depend on what you want from a GS. The new R 1300 GS is magnificent and has a broader range of capabilities along with a more powerful engine. But after a short spin on a 1300 during a transit stage of our off-road ride, I preferred the 900’s relative agility and the way its rear tire grabbed for traction relative to the 1300’s shaft-drive arrangement.  

2024 BMW F 900 GS Review First Ride
We think the new GS looks much more attractive than the older one. The red subframe on the Sao Paulo Yellow colorway is a nice touch.

The F 900 GS faces stiff competition in the marketplace. The Tiger 900 Rally Pro is in some respects more appealing than the Beemer, with its engaging 3-cylinder engine, Brembo Stylema brakes, and adjustable windscreen. Combined with a larger fuel tank and a comfier stock seat, the Tiger is a worthy adversary.  

But the BMW F 900 GS is appealing in its own right, flying the BMW flag high for aficionados of the brand. The Beemer is built in Germany, the land of technocrats and precision engineering, while the Tiger is produced in Thailand, for whatever that’s worth to ya.  

For my money, on a per-dollar value, I believe the BMW F 900 GS is the best GS yet.  

2024 BMW F 900 GS Review First Ride
The new GS has a smaller and lower profile than the previous version. The new Akrapovič muffler looks sweet and is claimed to shave 3.7 lb.

2024 BMW F 900 GS Specs 

  • Base Price: $13,495   
  • Warranty: 2 yrs., unltd. miles  
  • Website:BMWmotorcycles.com 

ENGINE  

  • Type: Liquid-cooled, parallel-Twin, DOHC w/ 4 valves per cyl.  
  • Displacement: 895cc  
  • Bore x Stroke: 86.0 x 77.0mm  
  • Horsepower: 105 hp @ 8,500 rpm (factory claim)   
  • Torque: 68.6 lb-ft @ 6,750 rpm (factory claim)  
  • Compression Ratio: 13.1:1  
  • Valve Insp. Interval: 12,000 miles  
  • Fuel Delivery: EFI w/ throttle-by-wire, 48mm throttle bodies  
  • Transmission: 6-speed, cable-actuated slip/assist wet clutch  
  • Final Drive: Chain  

CHASSIS 

  • Frame: Tubular-steel trellis frame & subframe, aluminum swingarm  
  • Wheelbase: 62.6 in.  
  • Rake/Trail: 28.0 degrees/4.7 in.  
  • Seat Height: 34.3 in.  
  • Suspension, Front: 43mm inverted fork, fully adj., 9.1 in. travel 
  • Rear: Single linkage shock, w/ adj. spring preload & rebound, 8.5 in. travel  
  • Brakes, Front: Dual 305mm discs w/ 2-piston axial calipers & cornering ABS  
  • Rear: Single 265mm disc w/ 1-piston caliper & cornering ABS  
  • Wheels, Front: Cross-spoke w/ aluminum rims, 2.15 x 21 
  • Rear: Cross-spoke w/ aluminum rims, 4.25 x 17  
  • Tires, Front: 90/90-21  
  • Rear: 150/70-17   
  • Wet Weight: 483 lb  
  • Fuel Capacity: 3.8 gal.  

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