Tag Archives: Adventure & Dual-Sport Motorcycle Reviews

2024 BMW R 1300 GS Review | First Ride

October 31, 2023 mcnews Leave a comment

On Sept. 28, 2023, BMW Motorrad celebrated the 100th anniversary of its first production motorcycle (the R 32) by unveiling the latest version of its best-selling motorcycle, the 2024 BMW R 1300 GS. With a pedigree that goes back 43 years to the original R 80 G/S, which introduced the Gelände/Straße (“off-road/road”) concept and started the adventure bike revolution, the R 1300 GS is new from the ground up. Only the butterfly valves and a few bolts and connectors carry over from the R 1250 GS.

Development of the R 1300 GS started six years ago – two years before the R 1250 GS was introduced. Having squeezed as much as they could out of the existing platform, which started with the R 1200 GS introduced in 2004, BMW’s designers and engineers knew that taking the R-series GS into the future and maintaining its position in the market required a clean-sheet design.

BMW R 1300 GS: New from Stem to Stern

The design objectives were to make the R 1300 GS lighter, more compact, more powerful, and more capable than its predecessor. The only thing that couldn’t change was the engine configuration; the new GS had to have a flat-Twin boxer, but nearly everything else about the engine is new. Displacement increased from 1,254cc to 1,300cc, achieved by a larger 106.5mm bore (up from 102.5) and a new crankshaft that shortened the stroke to 73mm (from 76). Peak horsepower increased from 136 to 145, peak torque increased from 105 to 110 lb-ft, and there’s more torque throughout the rev range, with more than 96 lb-ft available from 3,600 to 7,800 rpm (redline is 9,000 rpm).

GEAR UP

Like its predecessor, the new boxer has air/liquid-cooled cylinders, ShiftCam variable valve timing, and DOHC with four valves per cylinder. The cams are driven by a new timing chain arrangement, with the right cylinder’s timing chain in front of the cylinder and the left cylinder’s timing chain behind the cylinder. Helping achieve the increased power and torque result are revised cam timing, larger valves (44mm intake, up from 40; 35.6mm exhaust, up from 34), and a higher compression ratio (13.3:1, up from 12.5:1).

The R 1300 GS has four standard ride modes: Road, Rain, Eco, and Enduro. Optional Ride Modes Pro adds three additional modes – Dynamic, Dynamic Pro, and Enduro Pro – and the two Pro modes can be customized. Each mode has presets for various standard electronic functions, including throttle response, Dynamic Traction Control, cornering ABS Pro, Dynamic Brake Control, MSR (engine braking torque), and Hill Start Control Pro, as well as optional Dynamic Suspension Adjustment.

Claimed wet weight for the R 1300 GS is 523 lb – 26 lb less than the R 1250 GS. Despite the increase in displacement and power, the engine is nearly 9 lb lighter, while the entire powertrain is more than 14 lb lighter. A new lithium battery shed another 5.5 lb, and reducing fuel capacity from 5.3 to 5.0 gallons saved 1.8 lb. The gearbox was moved under the engine, which was made possible by reducing the number of transmission shafts from three to two. The more compact engine allowed BMW to package everything more tightly and better centralize mass. Even though the engine was moved up to accommodate the gearbox, the bike’s overall center of gravity and weight distribution have not changed.

As part of the GS’s tighter packaging, the previous tubular-steel space frame has been replaced with a precisely formed and laser-welded sheet-metal main frame that uses the engine as a structural component. The tubular-steel subframe has been replaced with a cast-aluminum subframe that is said to be lighter, stiffer, narrower, and more tightly bonded to the main frame. Since the weight of the rider, passenger, and luggage is carried by the subframe, the new design improves stability and riding dynamics.

For three decades, the R-series GS platform has used BMW’s proprietary Telelever front suspension system, which separates suspension forces from steering inputs. The Telelever uses a swingarm that connects the frame to the lower triple clamp through a ball joint. The fork’s stanchions slide within the tubes like on a telescopic fork, but the fork doesn’t control damping; that’s handled by a single central shock between the Telelever’s swingarm and the frame. The tops of the fork stanchions are connected to the handlebar plate via ball joints. As the suspension moves through its stroke, the swingarm moves through an arc, and the upper and lower ball joints compensate for the Telelever’s torsional movement.

The R 1300 GS is equipped with the next-gen EVO Telelever system, which eliminates the ball joints atop the fork tubes and instead uses a metal flex plate between the handlebar plate and the upper triple clamp. The flex plate accommodates the Telelever’s torsional movement but does so with less friction and more stiffness than the ball joints. To further reduce friction, a radial spherical plain bearing connects the upper triple clamp to the steering stem, which is guided within the frame via a cylindrical roller bearing at the top and a deep-groove ball bearing at the bottom. There’s also an extra roller bearing for the ball joint that connects the Telelever swingarm to the lower fork bridge. Increasing the front wheel axle’s diameter from 0.2 inch to 1.0 inch contributes additional stiffness to the front end, and the new axle is 1.7 oz. lighter.

There’s also a new EVO Paralever rear suspension. Moving the gearbox under the engine allowed the single-sided swingarm to be made longer for better traction (wheelbase has increased by only 0.2 inch). The EVO system has a stiffer connection between the rear shock and the frame, and the swingarm bearing is arranged off-axis to the rotation of the cardan shaft joint. The driveshaft has larger universal joints, and a longer rear-axle wheel stub makes it easier to remove and mount the rear wheel.

The optional Dynamic Suspension Adjustment not only electronically adjusts damping depending on suspension mode and conditions, it also automatically adjusts preload to compensate for varying loads. Within the front and rear shocks’ remote reservoirs are secondary springs that allows DSA to use different spring rates for on-road and off-road ride modes.

Two new suspension options are also available. One is adaptive vehicle height control, which lowers seat height from 33.5 to 32.3 inches and can be set to automatically adjust seat height or to stay at the low or high heights. In the other direction, sports suspension, which is designed for aggressive off-road riding, adds 0.8 inch of front/rear travel and firmer damping.

With its sharper beak, more integrated bodywork, and new frame and subframe, the styling of the R 1300 GS is a radical departure from the R 1250 GS, so much so that initial reactions were mixed when we posted an announcement online. While styling is highly subjective, the new GS is best appreciated in person; photos don’t do it justice, and I count myself as a fan of the new look.

The R 1300 GS has a more aggressive and aerodynamic profile, with a flatter tank and a slimmer tailsection. Perhaps most controversial of all is the centralized X-shaped headlight that replaces the asymmetrical headlight that’s been a signature GS styling element for many years. The new design was guided in part by new homologation requirements but also by a desire to create a distinctive new look that will be instantly recognizable.

Riding the BMW R 1300 GS

We spent two days riding the R 1300 GS on- and off-road for nearly 300 miles at the global press launch in southern Spain. Over the past 15 years, with thousands of miles ridden on intros, road tests, and nearly a dozen overseas tours, I’ve logged more miles on BMW R 1200/1250 GS models than any other motorcycle. Hands down, the R 1300 GS is the best GS yet. The traits that the boxer-powered GS are known for – engine character, balance, comfort, and versatility – are better than ever. It looks and feels much slimmer than before, and the increased power and torque are impressive.

Thanks to the stiffer chassis and new EVO Telelever/Paralever suspension, the R 1300 GS feels more stable both on-road and off-road, yet its steering is lighter and sharper. Whereas the previous Telelever setup offered responsive handling but muted feedback, the EVO Telelever sends clearer signals to the rider through the handlebar.

During our off-road test, we rode the Trophy variant of the R 1300 GS with cross-spoke wheels and Metzeler Karoo 4 tires. Balanced and predictable low-speed handling has long been a hallmark of boxer-powered GS models, and the R 1300 GS chugged along happily on singletrack gravel trails and wooded paths. At higher speeds up and down an unpaved road covered in fist-sized rocks, the GS improved upon what it’s known for: handling better off-road than a bike of its size should. Standing on the pegs felt very natural thanks to the slimmer tank and midsection and 1.2-inch-taller handlebar.

Our off-road test was no more than 10 miles total, primarily just a photo opportunity at an enduro park in a former rock quarry. We made fast runs on gravel, slow runs on rocky singletrack, and chugged up a rocky road to a vista high above the Mediterranean coast – enough for a taste test but certainly well short of a full meal. We’ll have to wait until we get a test bike to do a more thorough assessment of the bike’s off-road prowess.

On-road is where we logged most of our miles, everything from freeways to traffic-choked city roads with slippery roundabouts to a 10-course meal of backroads that snaked from the coast up into the mountains and back down again. The GS was responsive and easy to handle in all conditions, but it really came alive on tight, twisty roads in the Sierra de las Nieves range. I was able to push harder with more confidence, especially with the firmer suspension damping in Dynamic Pro mode.

The added power and torque allow the R 1300 GS to launch forward quickly with a flick of the wrist in almost any gear or rpm, yet the bike doesn’t feel edgy or aggressive. The revamped boxer runs more smoothly, which long-distance touring riders will appreciate. Whether light pulls on the lever or hard squeezes, the GS slows down with precision and power, enhanced by the electronic wizardry of cornering ABS and semi-active suspension.

Not only does the new GS handle, accelerate, and stop better than the R 1250 GS, it’s also more comfortable. At 33.5 inches, its nonadjustable seat height is the same as the low position on the 1250. I’m 6-feet tall with long arms and a 34-inch inseam, and the ergonomics of R-series GS models have always suited me. The 1300’s taller handlebar opens up the rider triangle, which I found agreeable whether seated or standing. We tried two different windscreens, the short Sport windscreen and the electrically adjustable windscreen with side deflectors, and both managed airflow well, the latter providing more protection at any height.

BMW R 1300 GS: The Every Bike

State-of-the-art technology has always been an important aspect of the GS. The R 1300 GS has more standard features than before, including the electronic rider aids listed above along with a 6.5-inch TFT with connectivity, tire-pressure monitoring, heated grips, cruise control, handguards with integrated turnsignals, Keyless Ride, a 12V socket, and a smartphone charging compartment with a USB port.

Since the R 1300 GS is the continuation of its best-selling model line, BMW Motorrad tried to ensure that almost any customer preference will be satisfied. Four model variants are available:

The base model R 1300 GS has a Sport windscreen and a 33.5-inch seat height, and it comes in Light White with a two-tone black/gray two-piece rider and passenger seat.
The Triple Black variant has a black-on-black color scheme, an electric high windscreen with side wind deflectors, comfort seats, comfort passenger footpegs, and a centerstand.
The Trophy variant has a red/white/blue Racing Blue Metallic colorway as well as a high rider’s seat (34.2 inches) and a Sport passenger seat that give the appearance of a one-piece rally seat.
The Option 719 Tramuntana variant has an Aurelius Green Metallic paint scheme and special finishes, a gold anodized handlebar, cross-spoke wheels with gold rims, and a rear luggage rack.

There are three options packages:

The Premium Package adds lean-sensitive Headlight Pro, Dynamic Suspension Adjustment, Shift Assistant Pro, Riding Modes Pro, Sport Brakes, Central Locking, preparation for navigation, a chrome-plated exhaust manifold, Vario side and top case mounts, handguard extensions, and the new radar-enabled Riding Assistant, which includes Front Collision Warning, Active Cruise Control, and Lane Change Warning.
The Comfort Package adds an electric high windscreen, a centerstand, a Comfort passenger seat and footpegs, and a luggage rack.
The Enduro Pro Package adds handlebar risers, engine protection bars, an enduro aluminum engine guard, short enduro handlebar levers, GS adjustable rider footpegs, an exhaust mount for single seat, adjustable foot brake and gearshift levers, large frame guards, and narrower turnsignal stalks.

And there are more than 60 individual options and accessories. Depending on how the R 1300 GS is configured, there are seven seat heights to choose from ranging from 31.5 inches to 35 inches. There are four different suspension options to choose from: Series (manual adjustment), DSA (Dynamic Suspension Adjustment), DSA + Sport Suspension, and DSA + Adaptive Vehicle Height Control. There are different windscreens, footpegs, levers, protection bars and guards, wheels, and a dizzying area of luggage options.

By completely overhauling the R-series GS platform, BMW Motorrad risked alienating some of its core customers and possibly jeopardizing sales of its flagship motorcycle. But it’s also no surprise that the most powerful, capable, and sophisticated R-series GS made its debut during BMW Motorrad’s 100th anniversary. It’s the perfect motorcycle to carry the marque into its next century.

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

2024 BMW R 1300 GS Specs

Base Price: $18,895
Warranty: 3 yrs., 36,000 miles
Website: BMWMotorcycles.com

ENGINE

Type: Air/oil-cooled, longitudinal opposed flat Twin, DOHC w/ 4 valves per cyl.
Displacement: 1,300cc
Bore x Stroke: 106.5 x 73.0mm
Compression Ratio: 13.3:1
Valve Insp. Interval: 6,000 miles
Fuel Delivery: Fully sequential EFI, 52mm throttle bodies x 2
Lubrication System: Wet sump, 4.2 qt. cap.
Transmission: 6-speed, hydraulically actuated slip/assist wet clutch
Final Drive: Shaft

CHASSIS

Frame: Two-section sheet metal main frame w/ engine as stressed member, cast-aluminum subframe, single-sided cast-aluminum swingarm
Wheelbase: 59.8 in.
Rake/Trail: 26.2 degrees/4.4 in.
Seat Height: 33.5 in.
Suspension, Front: EVO Telelever w/ single shock, fully adj., 7.5 in. travel
Rear: EVO Paralever w/ single shock, fully adj., 7.9 in. travel
Brakes, Front: Dual 310mm floating discs w/ radial-mount opposed 4-piston calipers & ABS
Rear: Single 285mm disc w/ floating 2-piston caliper & ABS
Wheels, Front: Cast, 3.00 x 19 in.
Rear: Cast, 4.50 x 17 in.
Tires, Front: Tubeless, 120/70-ZR17
Rear: Tubeless, 170/60-ZR17
Wet Weight: 523 lb (factory claim)
Load Capacity: 502 lb
GVWR: 1,025 lb

PERFORMANCE

Horsepower: 145 @ 7,750 rpm (factory claim)
Torque: 105 lb-ft @ 6,500 rpm (factory claim)
Fuel Capacity: 4.5 gal.

The post 2024 BMW R 1300 GS Review | First Ride appeared first on Rider Magazine.

Source: RiderMagazine.com

Motorcycle News, News

2024 Honda Gold Wing, Rebel, and NC750X Returning Models

October 28, 2023 mcnews Leave a comment

2024 Honda Gold Wing Matte Armor Green Metallic — 2024 Honda Gold Wing in Matte Armor Green Metallic

Honda has announced six models returning for 2024, including the Gold Wing family, the Fury, the Rebel family, and the adventure NC750X. These returning models join previously announced 2024 models, including the Ruckus and Metropolitan, the Monkey and Super Cub, the Shadow Phantom, the Shadow Aero, the ADV160, and the XL750 Transalp.

The models in this announcement, except for the NC750X, receive new colors for 2024, and the bagger-styled Rebel 1100T will now come in a 6-speed manual transmission version to join last year’s Dual Clutch Transmission (DCT) version.

2024 Honda Gold Wing

The ultimate touring motorcycle returns for 2024. Powered by a liquid-cooled 1,833cc opposed 6-cylinder engine with a 7-speed manual transmission or DCT, the Gold Wing family includes touring accommodations and conveniences for the most comfortable long-distance ride available. Technologies include throttle-by-wire, four ride modes, Honda Selectable Torque Control (Tour models only), Hill Start Assist, optimized cruise control, and electronically controlled combined braking system with ABS. Android Auto and Apple CarPlay allow riders to take advantage of the 55-watt speakers, and 121 total liters of storage provide plenty of space for long-haul travel needs.

The 2024 Honda Gold Wing will arrive in November 2023, and the base model will have an MSRP of $24,700 and come in Matte Armored Green Metallic. The Gold Wing DCT in the same color will be priced at $25,700. The Gold Wing Tour will be $28,700 in Gray Metallic/Black or Pearl White, and the Tour DCT will be $29,700 in the same color. The top-line Gold Wing Tour Airbag DCT will have an MSRP of $33,000 and come in Pearl White.

2024 Honda Fury

The Honda Fury is a chopper-styled cruiser powered by a liquid-cooled 1,312cc V-Twin. The front is raked out to 32 degrees, and the hard-tail styling and low seat height complete the look. It has adjustable front and rear suspension, a 336mm front disc with a twin-piston caliper, and a 296mm disc with single-piston caliper in the rear. ABS comes standard.

The 2024 Honda Fury will be available in December 2023 in a new Adventure Green color with an MSRP of $11,499.

2024 Honda Rebel 1100

Introduced for 2021, the Rebel 1100 cruiser is the next step up from the popular Rebel 500. It’s powered by a liquid-cooled 1,083cc parallel-Twin with a 6-speed transmission available in either manual or DCT. Last year, the bagger-styled 1100T DCT joined the family with hard saddlebags with a combined 35 liters of storage and a fairing with a short windscreen. For 2024, Honda has added a 1100T with a manual transmission.

2024 Honda Rebel 1100 DCT Metallic Blue — 2024 Honda Rebel 1100 DCT in Metallic Blue

The 2024 Honda Rebel 1100 will arrive in January 2024. The base model with a manual transmission will come in Gray Metallic or Metallic Blue with an MSRP of $9,549. The 1100 DCT will come in the same colors with an MSRP of $10,149. The bagger-styled 1100T with a manual transmission will come in Metallic Black or Matte Armored Green Metallic for $10,699, and the DCT version will come in the same colors for $11,349.

2024 Honda Rebel 500

The Rebel 500 is Honda’s highly popular modern cruiser and is powered by a liquid-cooled 471cc parallel-Twin. It features a peanut fuel tank, LED lighting, and blacked-out engine components. It’s available in standard and ABS versions, as well as the ABS SE version, which includes add-ons like a diamond-stitched seat and a headlight cowl.

2024 Honda Rebel 500 Matte Laurel Green Metallic — 2024 Honda Rebel 500 in Matte Laurel Green Metallic

The 2024 Honda Rebel 500 will be available in January 2024 in Matte Laurel Green or Pearl Black. The standard model will have an MSRP of $6,499, and the ABS will be priced at $6,799. The Rebel 500 ABS SE will come in Pearl Smoky Gray with an MSRP of $6,999.

2024 Honda Rebel 300

The Rebel 300 is Honda’s most approachable and affordable cruiser. With a low seat height, comfortable ergonomics, and predictable power delivery, the Rebel 300 is designed to provide new riders with confidence and fun without breaking the bank. It’s powered by a liquid-cooled 286cc Single and, like the Rebel 500 and 1100, includes a peanut fuel tank, blacked-out components, and LED lighting.

2024 Honda Rebel 300 Pearl Black — 2024 Honda Rebel 300 in Pearl Black

The 2024 Honda Rebel 300 will be available in January 2024 in Pearl Black or Nitric Orange. The standard model will have an MSRP of $4,849, and the ABS version will be priced at $5,149.

2024 Honda NC750X

The do-it-all Honda NC750X commuter bike is powered by a liquid-cooled 745cc parallel-Twin and comes standard with DCT. It features an upright riding position and a large front storage compartment. Also included is the Honda Selectable Torque Control, which allows riders to choose between some rear-wheel spin for gravel and dirt or reduced spin.

The 2024 Honda NC750X will be available in January 2024 in Matte Nightshade Blue with an MSRP of $9,499.

For more information, visit the American Honda website.

See all of Rider’s Honda coverage here.

The post 2024 Honda Gold Wing, Rebel, and NC750X Returning Models appeared first on Rider Magazine.

Source: RiderMagazine.com

Motorcycle News, News

BMW Motorrad Unveils 2024 BMW R 1300 GS at Barber Vintage Festival | Videos

October 6, 2023 mcnews Leave a comment

2024 BMW R 1300 GS unveiling Barber Vintage Festival

Rider EIC Greg Drevenstedt is at the Barber Vintage Festival at the Barber Motorsports Park in Birmingham, Alabama, and BMW Motorrad has just unveiled the new BMW R 1300 GS, a thorough overhaul of BMW’s top-selling model with a larger, more powerful 1300cc engine, a new chassis, 26 lb less weight, fresh styling, and new technology. Check out the two videos below for the unveiling and to hear the R 1300 GS fire up and rev.

Related

Find out more about the 2024 BMW R 1300 GS at the BMW Motorrad website.

The post BMW Motorrad Unveils 2024 BMW R 1300 GS at Barber Vintage Festival | Videos appeared first on Rider Magazine.

Source: RiderMagazine.com

Motorcycle News, News

2024 Suzuki V-Strom 800, 800 Touring Review | First Look

October 6, 2023 mcnews Leave a comment

Suzuki Motor USA announced two new V-Strom 800 models. The 2024 V-Strom 800 and 800 Touring models are based on the engine and chassis of the V-Strom 800DE, which was just introduced last year; however, the new models have a more street-oriented focus. Suzuki says the new bikes will appeal to riders looking for a “performance-minded yet versatile middleweight motorcycle with adventure in mind,” adding that they provide comfort and performance for commuting, sport or long-distance touring, and occasional dirt road use.

Like their slightly older siblings – as well as the Suzuki GSX-8S, also introduced last year – the Suzuki V-Strom 800 and 800 Touring feature the new-generation 776cc parallel-Twin with DOHC and a a 270-degree crankshaft.

The new engine provides smooth and controllable power at low engine speeds as well as a free-revving rush of performance when needed. Both bikes also have throttle-by-wire, a bi-directional quickshifter, and the Suzuki Clutch Assist System (SCAS).

When we reviewed the 2023 Suzuki V-Strom 800DE in Sardinia, Italy, our reviewer wrote that “When a twist of the throttle requests more power, the engine responds with a torquey forward rush, and the Suzuki Cross Balancer system does a great job of quelling any excessive engine vibration.”

The V-Strom 800 and 800 Touring have a backbone-style steel frame, steel sub-frame, and an aluminum swingarm. Suspension is provided by a new 43mm Showa SFF-BP (Separate Function Fork – Big Piston) inverted front fork offering 5.9 inches of travel and a gas-charged Showa rear shock with a remote, hand-operated hydraulic spring preload adjuster.

Stopping power comes from radially mounted Nissin 4-piston calipers grabbing twin 310mm stainless steel discs up front and single-piston caliper with a 260mm disc in the back. ABS is standard and offers two different levels of intervention, which are controlled through the Suzuki Intelligent Ride System (S.I.R.S.) along with the Drive Mode Selector and Traction Control System – both of which have three modes – and the Easy Start and Low RPM Assist systems. All of this is accessed through the same 5-inch color TFT LCD instrument panel as the 800DE.

New seven-spoke cast aluminum wheels are shod with a 19-inch front and a 17-inch rear tire. Dunlop’s D614F/D614 tubeless ADV tires were engineered exclusively for the V-Strom 800 and feature a new tread pattern and internal structure for optimal on-road operation plus the ability to explore unpaved roads.

The V-Strom 800 and 800 Touring have a more approachable 32.5-inch seat height than the 33.7-inch seat height on the 800DE. . Additionally, a lower handlebar position than the 800DE and rubber-covered aluminum footpegs attached to cast aluminum brackets help provide increased comfort on longer rides.

See all of Rider‘s Suzuki coverage here.

The V-Strom 800 Touring includes a 35-liter top case that can hold most full-face helmets and unlock from the motorcycle in seconds. Also, the 800 Touring has standard hand guards to shield the rider’s hands from the elements.

A variety of Genuine Suzuki Accessories are available for both bikes, including nylon and aluminum side cases, several top case options, engine guards, a centerstand, low- and high-profile seats, heated hand grips, fog lamps, and more.

The 2024 Suzuki V-Strom 800 comes in Metallic Matte Steel Green starting at $9,899, and the V-Strom 800 Touring, which will be available in Spring 2024, will come in Glass Sparkle Black starting at $10,499.

For more information, visit the Suzuki website.

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

The post 2024 Suzuki V-Strom 800, 800 Touring Review | First Look appeared first on Rider Magazine.

Source: RiderMagazine.com

Motorcycle News, News

2024 Triumph Scrambler 1200 X and XE Review | First Look

October 3, 2023 mcnews Leave a comment

Triumph recently unveiled two models in its 2024 Scrambler lineup: the new Triumph Scrambler 1200 X, which will replace the outgoing 1200 XC and is a bike the company is touting as more accessible in terms of both functionality and cost, and an updated Scrambler 1200 XE.

Both Scramblers feature the same liquid-cooled 1,200cc parallel-Twin with SOHC and a 270-degree crankshaft. Triumph says peak power and torque now arrive slightly earlier in the rev range than previous models, with a claimed 89 hp at 7,000 rpm and a peak torque of 81 lb-ft at 4,250 rpm. A new single 50mm throttle body and revised exhaust headers deliver improved flow and a broader spread of torque through the upper rev range, from 5,000 rpm through to the redline. At the unveiling of the bikes, Alastair Fairgrieve, Triumph’s global product marketing manager, said the revisions to the header also reduce heat to the rider, “in addition to the significant improvements already introduced in that area in 2021.”

Both bikes have throttle-by-wire, a 6-speed gearbox, and a slip/assist clutch. Riders can choose between five ride modes – Sport, Road, Rain, Off-Road, and Rider Configurable – with the XE offering an additional Off-Road Pro mode.

For suspension, Triumph has moved away from the Showa and Öhlins suspension and is now using Marzocchi components on both bikes. The Triumph Scrambler 1200 X features a road-biased 45mm inverted fork and preload-adjustable twin rear shocks with piggy-back reservoirs. Travel is 6.7 inches front and back, down from 7.9 inches on the outgoing XC. The 1200 XE has a more off-road focused setup, with fully adjustable components front and back, including more compression and rebound increments, and offering 9.8 inches of travel.

Triumph’s Tiger 900 models also use Marzocchi, and Fairgrieve called the company “the go-to guys,” adding that Triumph was “really confident that they could deliver a great setup.”

Stuart Wood, Triumph’s chief engineer, echoed this sentiment later during the unveiling. “We had a really good experience working with Marzocchi on the Tiger 900s,” he said, adding that Triumph was similarly pleased with the outcome on the Scrambler 1200s. “The benefit is 100% for the rider and the owner in terms of value. It’s helping us maintain that price point.”

See all of Rider‘s Triumph coverage here.

Beyond making the bikes accessible from a pricing standpoint – the Triumph Scrambler 1200 X is priced $1,150 less than the outgoing XC – another area where Triumph representatives said they received considerable customer feedback is in the area of seat height. While the XC had a 33.1-inch seat height, the new Scrambler 1200 X drops it almost an inch to 32.3 inches – or 31.3 inches with the accessory low seat.

Wood said this is a tradeoff for suspension travel on the X, but when combined with the XE, which has a 34.3-inch seat height, it actually creates more options.

“Somewhere between the ground, the footpegs, and the love of suspension travel, you get the seat height,” he said. “So now we’ve got choice, and that’s what it’s all about. It broadens that choice, and more people can choose to get involved [in riding].”

Fairgrieve added that it creates a “really nice walk across the range.”

“We start down at the 400 X in the scramble range, move up to the 900, and then we’ve got a really nice ladder up to the full 1200 low seat height [on the X] and then the XE if you really want to go off-road have fun.”

When it comes to stopping power, the XE boasts twin Brembo Stylema radial monoblock 4-piston front calipers clamping down on 320mm floating discs. The X has two 310mm discs and 2-piston axial calipers. Both bikes have a single-piston rear caliper and 255mm disc, as well as cornering ABS (switchable on the XE) and switchable cornering traction control.

Both bikes share the same tubular steel frame, as well as side-laced stainless steel wire-spoked wheels (21 inches in front, 17 in the rear) with aluminum rims shod with tubeless Metzeler tires: road-focused, dual-purpose Karoo Street on the X and Metzeler Tourance on the XE.

Some key ergonomic differences include different handlebar designs, with the XE measuring 2.56 inches wider than the X. The XE also has reversible risers as well a removable spacer for a 0.39-inch height adjustment. The XE also boasts adjustable foot controls to suit a variety of riding styles and footwear.

Both bikes feature a twin-sided, cast aluminum swingarm, with the XE’s swingarm coming in 1.26 inches longer than the X for more control and confidence on difficult off-road terrain. And for improved touring capability, Triumph offers an accessory high “Dakar” screen and rugged luggage system with tailbag accessory options offering 102 liters of total capacity.

The Scrambler 1200 X features a hybrid multifunction LCD/TFT display incorporated in an circular instrument dial, and the XE has an integrated and customizable full-color TFT display with two design layout themes, each with a further three options to change the level of information displayed.

From an aesthetics standpoint, both models feature a classic one-piece ribbed bench seat – black for the XE and brown for the X – and a variety of finishes and details, including sculpted side panels with a brushed aluminum Scrambler 1200 badge, the iconic Triumph triangle tank badge, a brushed aluminum Monza-style filler cap, and a brushed stainless tank strap. The XE is finished with brushed aluminum fenders, while the X features high quality painted fenders.

The 2024 Triumph Scrambler 1200 X will be available in Carnival Red, Ash Grey, or Sapphire Black starting at $13,595. The Scrambler 1200 XE will be available in Phantom Black & Storm Grey, which features red accents, the new Baja Orange & Phantom Black, or the popular Sapphire Black starting at $15,295. Orders can be placed now at Triumph dealers, with bikes expected to arrive in February 2024.

For more information, visit the Triumph website.

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

The post 2024 Triumph Scrambler 1200 X and XE Review | First Look appeared first on Rider Magazine.

Source: RiderMagazine.com

Motorcycle News, News

2024 BMW R 1300 GS Review | First Look

September 28, 2023 mcnews Leave a comment

BMW Motorrad has announced a thorough overhaul for its top-selling model for 2024, now called the BMW R 1300 GS thanks to an increase in displacement from 1,254cc to 1,300cc. The GS’s signature opposed “boxer” Twin now makes a claimed 145 hp and 110 lb-ft of torque, up from 136 hp and 105 lb-ft on the R 1250 GS. With a claimed curb weight of 523 lb, the new R 1300 GS is 26 lb lighter than its predecessor.

The increased displacement results from a larger bore (106.5mm, up from 102.5) and a shorter stroke (73mm, down from 76). Not only did peak torque increase, BMW says there is a significant increase in torque throughout the rev range, with 96 lb-ft or more available between 3,600 and 7,800 rpm. The engine is also said to run more smoothly, and repositioning it within the frame reduces vibration. Returning is the BMW ShiftCam system that varies the valve timing and valve stroke on the intake side, but the camshaft drive arrangement has been revised. A new 2-into-1 stainless steel exhaust is lighter and optimized to work with ShiftCam. Of the 26 lb shaved off the GS, 8.6 lb came from the engine and another 5.7 lb from the rest of the powertrain.

As part of the redesign, the 6-speed gearbox was moved under the engine, which reduces the overall length of the powertrain and better centralizes mass. The transmission now uses a sensor signal transmitter and a torsion magnet for the optional Shift Assistant Pro quickshifter, which BMW says provides a more direct feel. The driveshaft now has larger universal joints that reduce rotational mass, and the rear axle now has a longer axle stub for easier mounting and dismounting of the rear wheel.

Four ride modes are standard: Road, Rain, Eco, and Enduro. The optional Riding Modes Pro adds Dynamic, Dynamic Pro, and Enduro Pro, and the “Pro” modes are customizable. The R 1300 GS can be further customized to show only preferred ride modes. Also standard is Engine Drag Torque Control (MSR), Dynamic Traction Control (DTC), Dynamic Brake Assist (DBC), and Hill Start Control (HSC).

The entire chassis of the 2024 BMW R 1300 GS has been revised. Replacing the former tubular-steel bridge main frame is a new steel sheet metal main frame, which BMW says allows for more compact packaging as well as increased stiffness. And replacing the former tubular-steel subframe is a die-cast aluminum unit that is said to be lighter, stiffer, narrower, and more tightly bonded to the main frame for added stability.

Suspension consists of the front Evo Telelever and rear Evo Paralever. The new Evo Telelever incorporates a novel flex element whereby the upper fork bridge is “pivotally and rotatably connected via a radial swivel bearing to a sturdy steering shaft tube, which in turn is guided in the main frame via a cylindrical roller bearing at the top and a deep groove ball bearing at the bottom.” BMW says the new design offers significantly greater rigidity as well as improved stability. The new Evo Paralever has a stiffer connection to the shock, a longer single-sided swingarm for increased traction, a quick-release axle, and a swingarm bearing that is now off-axis to that of the rotation of the cardan shaft joint.

The optional Dynamic ESA (Electronic Suspension Adjustment) has been updated as well. The system not only adjusts front and rear damping in real time based on settings and conditions, but it also now adjusts spring rate, automatically adjusts for different loads, and integrates with different ride modes.

Similar to the Adaptive Ride Height available on the Harley-Davidson Pan America and the recently announced Active Preload Reduction available on Triumph Tiger 1200 models, a new option on the R 1300 GS is adaptive vehicle height control, which reduces seat height from 33.5 inches to 32.3 inches during slow travel and when stopped. Also available is optional sports suspension, which adds 0.8 inch of suspension travel front and rear and a firm setup designed for off-road riding.

Standard equipment on the R 1300 GS includes Full Integral ABS Pro, which has Pro settings that turn ABS off at the rear wheel. Optional Dynamic Brake Control prevents unintentional throttle application during braking and reduces drive torque to get the most out of the rear brake for optimal stability and shorter stopping distances.

Replacing the GS’s signature asymmetrical headlight is a new centralized LED headlight surrounded by an X-shaped matrix of four LED running lights, and the optional Headlight Pro adds cornering function. LED front turnsignals are now integrated into the handguards.

The R 1300 GS also comes standard with a 6.5-inch TFT display with Bluetooth connectivity, the Multi-Controller wheel on the left handlebar, tire-pressure monitoring, heated grips, USB and 12V outlets, Keyless Ride, and Dynamic Cruise Control. The new optional Riding Assistant adds radar sensors to enable Active Cruise Control (ACC), Front Collision Warning (FCW), and Lane Change Warning (SWW).

Three wheel options are available, all in 19×3.0-inch front and 17×4.5-inch rear sizes. Standard and Triple Black models come with cast-aluminum wheels. Trophy and Option 719 Tramuntana model variants are fitted with newly developed cross-spoke wheels featuring aluminum rings for dedicated off-road use. A third option is new Enduro forged wheels, which are intended for off-road use and are 3.9 lb lighter than the more robust cross-spoke wheels.

In terms of styling, the 2024 BMW R 1300 GS has a more aerodynamic look, with a sharper beak, a flatter tank, and a slimmer tailsection.

In addition to the standard model, several variants will be available. The R 1300 GS Triple Black variant returns with blacked-out bodywork and components, comfort seats, comfort passenger footpegs, and a centerstand. It also features an electric windscreen, wind deflectors, and special cockpit trim.

The R 1300 GS Trophy has a Racing Blue Metallic colorway with red and white detailing and a White Metallic Matte subframe. A high rider’s seat and Sport passenger seat offer the look and ergonomics of a rally seat (34.2-inch seat height), and the seat cover continues onto the fuel tank. The Trophy also comes with radiator guards and cross-spoke wheels with black rims or optional gold rims.

The new R 1300 GS Option 719 Tramuntana features cross-spoke wheels with gold rims, a gold anodized handlebar, and gold trim on the bodywork. The chassis and components are black, the fuel tank center cover is Luxor Black/Grey, and the cylinder head covers are Avus Black Metallic Matte. The side trim sections, the top of the front fender, the aluminum tank, and intake silencer are finished in Aurelius Green Metallic. Special optional equipment includes a top case carrier in Avus Black Metallic, a gray-colored handguard extension, cross-spoke wheels with black rims, and titanium-colored anodized sport brakes.

Pricing for the 2024 BMW R 1300 GS starts at $18,895. Find out more at the BMW Motorrad website.

2024 BMW R 1300 GS Specifications

Base Price: $18,895
Website: BMWMotorcycles.com
Warranty: 3 yrs., 36,000 miles
Engine Type: Air/liquid-cooled, longitudinal opposed-Twin, DOHC w/ VVT, 4 valves per cyl.
Displacement: 1,300cc
Bore x Stroke: 106.5 x 73.0mm
Horsepower: 145 @ 7,750 rpm (factory claim)
Torque: 110 lb-ft @ 6,500 rpm (factory claim)
Transmission: 6-speed, hydraulically actuated slip/assist wet clutch
Final Drive: Shaft
Wheelbase: 59.8 in.
Rake/Trail: 26.2 degrees/4.4 in.
Seat Height: 33.5 in.
Wet Weight: 523 lb
Fuel Capacity: 5.0 gal.

The post 2024 BMW R 1300 GS Review | First Look appeared first on Rider Magazine.

Source: RiderMagazine.com

Motorcycle News, News

2024 Honda XL750 Transalp Review | First Look

September 19, 2023 mcnews Leave a comment

American Honda has announced that the highly anticipated Honda XL750 Transalp is coming to the U.S. market for the 2024 model year.

The Transalp was originally introduced in Europe in 1986, first showing up in the U.S. for the 1989 model year with a liquid-cooled, 600cc 52-degree V-Twin with 3 valves per cylinder bolted into a full-cradle frame with a box section swingarm. A 41mm fork provided almost 8 inches of travel up front, and Pro-Link suspension offered 7.5 inches of rear-wheel travel.

Unfortunately, timing and American attitudes about motorcycles, combined with the on-road/off-road orientation of the bike, meant the Transalp only lasted two years in U.S. market.

However, fast forward three decades, and not only have times changed, but so has the Transalp, and after seeing considerable success in the European market, U.S. buyers are clamoring to give this new-generation middleweight adventure bike another spin.

“As the adventure category continues to thrive and evolve, customers are more eager than ever to get out and explore,” said Brandon Wilson, American Honda manager of Racing & Experiential Marketing. “The all-new, midsize XL750 Transalp joins Honda’s iconic Africa Twin and pocket-adventurer CB500X to complete our popular True Adventure lineup, ready to deliver unforgettable outdoor experiences to U.S. ADV enthusiasts from coast to coast.”

In the company’s announcement, Honda called the XL750 Transalp, “friendly but tough—perfect for extended touring trips, as well as the urban cut and thrust, and all points in between.”

See all of Rider‘s Honda coverage here.

The 2024 Honda XL750 Transalp features a liquid-cooled 755cc parallel-Twin with Honda’s Unicam design, 4 valves per cylinder, and 270-degree crank. It has a 6-speed gearbox, throttle-by-wire, a slip/assist clutch, and a standard quickshifter. The bike now comes with five ride modes – Sport, Standard, Rain, Gravel, and rider-customizable – that regulate power delivery, engine braking, and ABS intervention. It also has Honda Selectable Torque Control (HSTC) for increased or decreased rear-wheel spin.

Speaking of wheels, the 2024 Honda XL750 Transalp rides on 21/18-inch front/rear spoked wheels. For stopping power, gone is the rear drum brake, replaced by a 256mm disc, and the front now has dual discs (310mm) instead of the previous single. ABS is standard and can be turned off for the rear wheel. Suspension travel is still comparable, with a 43mm Showa SFF-CA inverted fork offering 7.9 inches of travel and Showa Pro-Link rear shock providing 7.5 inches.

The seat height is 33.7 inches, and Honda offers an available 32.6-inch accessory seat. It has 8.3 inches of clearance, a 4.5-gallon fuel tank, and a curb weight of 459 lb.

The Transalp has a 5.0-inch full-color LCD display with four display options, self-canceling turnsignals, and a USB-C port under the passenger seat. The 2024 Honda XL750 Transalp will be available in October in Matte Black Metallic starting at $9,999.

For more information, visit the Honda Powersports website.

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

The post 2024 Honda XL750 Transalp Review | First Look appeared first on Rider Magazine.

Source: RiderMagazine.com

Motorcycle News, News

2024 KTM 890 Adventure R Rally Review | First Look

September 14, 2023 mcnews Leave a comment

Since its class-disrupting debut in 2019, which earned Rider’s Motorcycle of the Year award for the 790 Adventure and 790 Adventure R, KTM’s middleweight adventure touring lineup has steadily improved. The tip of the off-road spear is the KTM 890 Adventure R Rally, which has been updated for 2024. Only 700 will be available worldwide.

Based on the 890 Adventure R, the Rally has the same 889cc LC8c parallel-Twin that made 90 hp at 8,200 rpm and 62 lb-ft of torque at 6,200 rpm at the rear wheel when we last tested it in 2021. The Rally is fitted with an Akrapovič slip-on titanium silencer that’s 35% lighter than the stock can. The 6-speed transmission is paired with a slip/assist clutch.

Suspension is the biggest upgrade on the 890 Adventure R Rally. It’s equipped with a WP Xplor Pro 7548 fork with cone valve technology that KTM claims is the “absolute best suspension currently available.” Out back is a WP Xplor Pro 6746 shock with progressive damping. There’s full adjustability and 10.6 inches of travel front and rear, which is 1.2 inches more than on the standard 890 Adventure R.

The Rally stands apart from its stablemates with graphics inspired by KTM’s Factory Racing team as well as a dedicated rally seat and rally footpegs. Extra protection comes courtesy of carbon fiber tank guards, an engine protection grill, and an aluminum master cylinder guard. A Supersprox-Stealth rear sprocket adds to the premium build quality, and a steering damper is standard.

Rolling on special high-strength spoked Excel wheels (tubes required) in 21- x 2.15-inch front and 18- x 4.00-inch rear sizes, the Rally is fitted with Mitas Enduro Trail tires.

The KTM 890 Adventure R Rally has Motorcycle Traction Control, ABS with Road and Offroad modes, and three standard ride modes (Street, Offroad, and Rain). The Tech Pack adds Rally mode, Motor Slip Regulation, Quickshifter+, and cruise control. The KTMconnect app pairs the bike to a smartphone via Bluetooth and features Turn-By-Turn+ navigation on the 5-inch TFT display.

In addition, 34 lucky people who purchase a KTM 890 Adventure R Rally will get an exclusive opportunity to ride with KTM legends (like Johnny Aubert) at the Ultimate KTM Desert Experience. The event will take place in Morocco, with the option to choose from two dates: March 3-7 or March 7-11, 2024. Participants will be offered a full-factory style package including the use of a fully prepped bike provided by KTM with all the necessary technical support required for desert exploration, transport during the trip and luxury accommodation for a four-night stay, plus one special night camping with KTM in the desert for the total price of $5,400. With three days of riding in the area where the KTM Factory Racing Team does its rally testing, a dedicated and fully guided route, and a prepared KTM 890 Adventure R Rally, this event will be the trip of a lifetime.

The 2024 KTM 890 Adventure R Rally has an MSRP of $21,499. KTM will begin taking preorders on September 20, 2023, and bikes will begin arriving early 2024. For more information, visit KTM’s website.

The post 2024 KTM 890 Adventure R Rally Review | First Look appeared first on Rider Magazine.

Source: RiderMagazine.com

Motorcycle News, News

2023 Motorcycle of the Year Countdown

September 8, 2023 mcnews Leave a comment

2023 Rider Magazine Motorcycle of the Year

Starting Friday, Sept. 8, and resuming Monday, Sept. 11, we’ll be announcing two MOTY finalists per day, with the big reveal of Rider‘s 2023 Motorcycle of the Year winner on Friday, Sept. 15. So bookmark this page and keep checking back. –Ed.

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

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

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

Related: 2022 Motorcycle of the Year

2022 Motorcycle of the Year Suzuki GSX-S1000GT+ — Rider’s 2022 Motorcycle of the Year: The 2022 Suzuki GSX-S1000GT+ (Photo by Kevin Wing)

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

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

For 2023, there were more than 80 eligible contenders. We narrowed them down to 10 finalists and one winner. Starting Friday, Sept 8, and resuming Monday, Sept. 11, we’ll be updating this post with two finalists per day, with the big reveal of this year’s 2023 Motorcycle of the Year winner on Friday, Sept. 15. So bookmark this page and keep checking back.

Without further ado…

2023 Motorcycle of the Year Finalists:

1. BMW R 18 Roctane

2024 BMW R 18 Roctane — BMW R 18 Roctane (Photo by Jörg Künstle, Markus Jahn)

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

2. CFMOTO Ibex 800 T

2023 CFMOTO Ibex 800 T — CFMOTO Ibex 800 T (Photo by Aaron Crane)

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

Check back Monday, Sept. 11, for the next two finalists!

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

Source: RiderMagazine.com

Motorcycle News, News

2024 BMW F 900 GS / GS Adventure and F 800 GS Review | First Look

September 7, 2023 mcnews Leave a comment

2024 BMW F 800 GS F 900 GS F 900 GS Adventure

BMW Motorrad has announced three updated midrange adventure-touring motorcycles: the 2024 BMW F 900 GS, F 900 GS Adventure and F 800 GS. BMW says these bikes provide “purist riding fun thanks to even more sophisticated off-road, touring, and adventure capabilities,” adding that the F 800 GS is ideal for entry-level riders, the F 900 GS features many “far-reaching innovations,” and the F 900 GS Adventure is well-suited for extended adventure trips and long, demanding tours.

All three bikes feature the parallel-Twin introduced in 2018 for the F 850 GS, but it has been bumped up from 853cc to 895cc and features a 270/450 degree firing interval. In the F 900 GS and F 900 GS Adventure, the engine makes a claimed 105 hp, and in the F 800 GS, it makes a claimed 87 hp. BMW says the new engines are also characterized by a much fuller torque curve, increased pulling power and faster acceleration.

The updated GS models offer Rain and Road ride modes as standard – along with Dynamic Traction Control DTC, cornering-optimized ABS Pro, and the dynamic brake light – and the optional “Pro” ride modes comes with additional ride modes, ride mode pre-selection, engine drag torque control, and Dynamic Brake Control.

All three models also offer an adjustable gearshift lever as standard, and the F 900 GS features a new foot brake lever in a higher position than its F 850 GS predecessor. The bikes have full LED lighting, with a new headlight on the F 900 GS offering a larger low beam opening angle for better illumination directly in front of the motorcycle. All of the bikes also have a 6.5-inch TFT display as standard, which replaces the previous analog display on the F 800 GS, and the BMW F 900 GS includes a 12mm holder for mounting action cams or other devices.

The F 900 GS has been completely redesigned. One of the key points is the redesigned plastic fuel tank, which is slimmer and more ergonomically favorable at the cost of only a little over a tenth of a gallon capacity (3.8 gallons total). This new tank shaved almost 10 lb off the weight, with an addition 9-lb reduction from a completely redesigned rear section and a rear silencer by Akrapovič. New close-fitting tank side panels, together with a new radiator trim give the new F 900 GS a sleek, sporty, and off-road-oriented look.

The luggage carrier of the F 900 GS was also adapted in the process, allowing the customer to attach soft bags, rucksacks, or an aluminum case system from the original BMW Motorrad accessories range using various attachment options.

The increased off-road qualities of the new F 900 GS are expressed by the ergonomic triangle, which has been optimized for off-road use. Footpegs that are 0.8 inch lower, in combination with a 0.6-inch higher handlebar position and the new design of the fuel tank, provide clear advantages when riding standing up on rough terrain.

Additionally, the F 900 GS and F 900 GS Adventure feature a new fully adjustable 43mm inverted telescopic Showa fork with 9 inches of travel, and the F 900 GS Adventure has an aluminum engine guard.

Specific colors and pricing for the U.S. models has not been released. For more information, visit the BMW Motorrad website.

See all of Rider‘s BMW coverage here.

The post 2024 BMW F 900 GS / GS Adventure and F 800 GS Review | First Look appeared first on Rider Magazine.

Source: RiderMagazine.com

MotorCycle News

Tag Archives: Adventure & Dual-Sport Motorcycle Reviews

2024 BMW R 1300 GS Review | First Ride

BMW R 1300 GS: New from Stem to Stern

Riding the BMW R 1300 GS

BMW R 1300 GS: The Every Bike

2024 BMW R 1300 GS Specs

2024 Honda Gold Wing, Rebel, and NC750X Returning Models

2024 Honda Gold Wing

2024 Honda Fury

2024 Honda Rebel 1100

2024 Honda Rebel 500

2024 Honda Rebel 300

2024 Honda NC750X

BMW Motorrad Unveils 2024 BMW R 1300 GS at Barber Vintage Festival | Videos

2024 Suzuki V-Strom 800, 800 Touring Review | First Look

2024 Triumph Scrambler 1200 X and XE Review | First Look

2024 BMW R 1300 GS Review | First Look

2024 BMW R 1300 GS Specifications

2024 Honda XL750 Transalp Review | First Look

2024 KTM 890 Adventure R Rally Review | First Look

2023 Motorcycle of the Year Countdown

2023 Motorcycle of the Year Finalists:

1. BMW R 18 Roctane

2. CFMOTO Ibex 800 T

2024 BMW F 900 GS / GS Adventure and F 800 GS Review | First Look

Bringing you the Best Motorcycle News from Around the Web!