2023 Suzuki GSX-R750 in Pearl Brilliant White and Metallic Matte Stellar Blue
Suzuki Motor USA has announced its first group of 2024 motorcycles: the Suzuki GSX-R750 sportbike, the DR650S and DR-Z400S dual-sports, and the DR-Z400SM supermoto.
These bikes return for 2024 offering the same specs and features riders have come to appreciate over the years, but the GXS-R750, DR-Z400S, and DR-Z400SM have been refreshed with new colors or graphics.
2024 Suzuki GXS-R750
2023 Suzuki GSX-R750 in Pearl Brilliant White-Metallic Triton Blue
The 2024 Suzuki GSX-R750 is the latest version of the legendary bike that was launched in 1985 and went on to win multiple roadracing championships, including becoming a dominant force in MotoAmerica Supersport racing over the past two seasons. Suzuki says it wants to continue this trend and that the 2024 GSX-R750 “aims to thrill riders with laser-like handling and exhilarating acceleration.”
The GSX-R750 has a fuel-injected 4-cylinder 750cc engine mated to a 6-speed transmission. Suzuki Drive Mode Selector (S-DMS) lets the rider adjust the power delivery.
The twin-spar aluminum frame contributes to a 419-lb wet weight and combines with an inverted Showa Big Piston Front Fork (BPF) for agile handling, while twin Brembo monoblock, radial mounted 4-piston calipers in the front and a Nissin single-piston caliper in the rear provide stopping power.
2023 Suzuki GSX-R750 in Metallic Matte Black No. 2 and Glass Sparkle Black
For 2024, the GSX-R750 revisits Suzuki’s classic blue and white livery with Pearl Brilliant White and Metallic Triton Blue. It is also offered in Pearl Brilliant White and Metallic Matte Stellar Blue or classy Metallic Matte Black No. 2 and Glass Sparkle Black. The GSX-R750 starts at $12,999.
Offering high performance for a low price tag, the 2024 Suzuki DR650S dual-sport bike returns with its air/oil-cooled, 4-stroke 644cc single-cylinder engine with push-button electric starting and mounted in a steel semi-double cradle frame.
The DR650S rides on aluminum spoked wheels shod with tube-type tires, a 90/90-21 tire in front and a 120/90-17 in the rear. The bike has a 366-lb wet weight, 10.4 inches of ground clearance, and 10.2 inches of suspension travel. The front fork is height-adjustable, and the seat height can be lowered from 34.8 inches to 33.2 with an optional Low Side Stand Kit.
2023 Suzuki DR650S in Solid Black and Iron Gray
The 2024 Suzuki DR650S returns with Solid Black and Iron Gray paint and contrasting black and orange graphics or bright Solid Special White #2 bodywork with blue and black graphics starting at $7,099.
2024 Suzuki DRZ400S and DRZ400SM
The Suzuki DR-Z400 line celebrates its 25th anniversary in 2024.
2023 Suzuki DR-Z400S in Champion Yellow
Both the DRZ400S and DRZ400SM are street-legal and have a 4-stroke, liquid-cooled DOHC 398cc single-cylinder engine with push-button electric starting and mated to a 5-speed constant mesh transmission with a wet multi-plate clutch.
2023 Suzuki DR-Z400S in Solid Black
The DRZ400S rides on black aluminum Excel rims (21 inches in front, 18 in the rear) laced with bright stainless-steel spokes that are set up to accept rim locks if the rider chooses to mount more focused dual-sport rubber. Stock tires are 80/100-21 up front and 120/90-18 in the rear. The DRZ400SM has wider spoked 17-inch wheels, 120/70 up front and 140/70 in the rear.
2023 Suzuki DR-Z400SM in Grand Blue and Solid Black
Other key differences between the DR-Z400S and DR-Z400SM come in the area of handling and stopping power, including an inverted front fork and 300mm floating front brake disc on the DR-Z400SM. Suspension is fully adjustable on both bikes.
The SM also comes in a little heavier, with a 322-lb wet weight (317 lb on the S), as well as a lower seat height (35.0 inches vs. 36.8 inches) and ground clearance (10.2 inches vs. 11.8 inches).
2023 Suzuki DR-Z400SM in Solid Black
The 2024 DR-Z400S is available in Champion Yellow bodywork enhanced with new blue and silver graphics or Solid Black bodywork with gray and silver graphics starting at $7,199.
The 2024 DR-Z400SM is available in Grand Blue and Solid Black or the Solid Black bodywork with angular graphics complement the motorcycle’s styling starting at $7,899.
Triumph has announced that two all-new models featuring a single-cylinder, 4-valve, liquid-cooled engine will join the company’s Modern Classics lineup for 2024. The 2024 Triumph Speed 400 joins the larger Speed Twin 900 and Speed Twin 1200, while the 2024 Triumph Scrambler 400 X takes its design cues from the Scrambler 900 and Scrambler 1200, with an off-road pedigree that goes back to the first factory scramblers of the 1950s.
Triumph says the new bikes are designed to deliver a “fun, agile, and confidence-inspiring ride for riders of all ages and experience levels.”
James Wood, Triumph’s global product marketing manager, said when unveiling the Speed 400 and Scrambler 400 X that the company’s ambition with creating the small-bore bikes was to give a “whole new generation of riders the opportunity to own a Triumph.”
“This means that the brief we stepped out to deliver on was all about creating a new 400cc capacity choice for our iconic Speed and Scrambler lineups,” he said. “These would, of course, need to be genuine Triumphs but even more accessible.”
The New TR-Series Engine
The new TR-Series engine is a fuel-injected, liquid-cooled 398cc single-cylinder engine making a claimed 39.5 hp at 8,000 rpm and 27.7 lb-ft of torque at 6,500 rpm and mated to a 6-speed gearbox, a slip/assist clutch, and chain final drive.
2024 Triumph Speed 400 in Carnival Red
Wood said the “TR-Series” name was chosen to celebrate Triumph racing singles of the early 20th century: “Six Day Trial-winning machines that went on to inspire the TR-trophy racing bloodline of Singles and Twins that followed.”
Technical highlights include a 4-valve, DOHC cylinder head and a crankshaft that has been weighted and balanced to optimize inertia for low-speed rideability, as well as a finger-follower valvetrain with a low reciprocating mass and DLC coatings that reduce friction.
2024 Triumph Scrambler 400 X in Carnival Red and Phantom Black
Triumph says the new engine delivers “responsive, fun, and characterful power delivery along with an evocative, rich, and distinctive exhaust note.”
2024 Triumph Speed 400 and Scrambler 400 X
2024 Triumph Speed 400
2024 Triumph Scrambler 400 X
Wood said a key part of the company’s planning with the new range was to “really understand what riders want and value in this world.”
“What riders have told us is that style matters a great deal to them, thereby it must be beautiful, but it also must be authentic,” he said. “They want something that’s very easy to maneuver, with a height that they feel comfortable on and in control of, and to have a ride that is unintimidating and fun but that also comes with a responsive, usable plan for power delivery, plus a great sound. On top of all that, they demand a very high level of quality and reliability, preferably from a brand with credibility and desirability, and of course, all for a price that represents genuine value for money.”
2024 Triumph Speed 400
Beyond the new TR-Series engine, the Speed 400 and Scrambler 400 X share some of the latest rider-focused technology tailored to suit each model, including throttle-by-wire, switchable traction control, and Bosch dual-channel ABS, which can be deactivated on the Scrambler 400 X when riding off-road.
Dual format instruments feature a large analog speedometer and an integrated LCD screen that includes a digital tachometer, fuel range remaining, and a gear indicator. The display is also pre-enabled to show the status of accessory heated grips, if fitted, and there is a USB-C charging port.
Both the Triumph Speed 400 and Scrambler 400 X benefit from a slim standover with an accessible seat height of 31 inches on the Speed 400 and 32.9 inches on the Scrambler 400 X and low weights of 375 lb and 395 lb, respectively. Both models also have their own model-specific chassis, with a new frame, bolt-on rear subframe, and cast-aluminum swingarm paired with suspension set-ups tailored to each use.
2024 Triumph Scrambler 400 X
The Speed 400 features a 43mm inverted fork offering 5.5 inches of travel, a monoshock rear suspension unit giving 5.1 inches of travel, lightweight 17-inch wheels, and roadster-specific geometry and wheelbase, all of which Triumph says offer “an engaging and intuitive ride along with a comfortable, neutral riding position that inspires confidence for riders of all sizes and skill levels.” Stopping power comes from a 4-piston radial front brake caliper with a 300mm front disc and braided lines and a floating caliper and 230mm disc in the rear.
2024 Triumph Speed 400
The Scrambler 400 X features a longer wheelbase than the Speed 400 (55.8 inches vs. 54.2 inches), longer travel suspension (5.9 inches front and rear), and a larger 320mm front brake disc. A larger 19-inch front wheel and a wide handlebar provide greater stability and control when riding on loose surfaces. It also has a more upright riding position, and the larger cast steel brake pedal and high-grip footpegs are positioned lower and wider for a more natural standing riding position when riding off-road.
Stuart Wood, Triumph’s chief engineer, said at the unveiling that it was more than just the specifications. “We’ve put our heart and soul into setting these bikes up to give you all the character and performance you expect from us,” he said. “So they’re really fun bikes, really great response, a little bit more power than the others as well. They really are fun to ride.”
However, Triumph says that both bikes are still “instantly recognizable.” Traditional touches, like the distinctive finned cylinder head and traditional exhaust header clamps, combine with contemporary details like the upswept silencer, graphics, and “sensitively incorporated technology,” such as concealed liquid-cooling and a flowing exhaust with a hidden primary silencer. They also feature the trademark black powder-coated engine casings, tough gold anodized forks, and high-quality paint and logo detailing.
2024 Triumph Speed 400 in Caspian Blue
The Scrambler 400 X’s all-road attitude is accentuated by protection for the headlight, radiator, and sump, as well as handguards, a handlebar brace with pad, and a longer front fender.
2024 Triumph Scrambler 400 X in Matte Khaki Green and Fusion White
The 2024 Triumph Speed 400 will be offered with three two-tone paint schemes – Carnival Red, Caspian Blue, and Phantom Black – each featuring a prominent Triumph tank graphic.
2024 Triumph Speed 400 in Phantom Black
The Scrambler 400 X is also available in three color schemes, each featuring Triumph’s distinctive Scrambler tank stripe and triangle badge: Matte Khaki Green and Fusion White, Carnival Red and Phantom Black, and Phantom Black and Silver Ice options.
2024 Triumph Scrambler 400 X in Phantom Black and Silver Ice
While pricing has not yet been announced, Triumph says both the 2024 Triumph Speed 400 and Scrambler 400 X will be attractively priced versus the key competitors in each market.
James Wood said the bikes are the result of a “major five-year collaboration” with Bajaj Auto in India.
“Based on Triumph’s concept and design, Bajaj has worked hand-in-hand with our engineering team here in Italy to add that expertise in large-scale efficient and cost-effective manufacturing to our leading engineering and design capabilities.”
Wood added that the bikes will be built by Triumph factories in Thailand and Brazil, as well as Bajaj Auto in India, where both models will launch starting in July 2023. They will be on sale in all other markets in early 2024, when prices for these markets will be announced.
Iván Cervantes claims the Guinness World Records title for “the greatest distance on a motorcycle in 24 hours (individual).” Photos courtesy Triumph Motorcycles.
Iván Cervantes recently achieved a Guinness World Record for “the greatest distance on a motorcycle in 24 hours (individual).” Cervantes broke the previous record of 2,116.39 miles with a new record of 2,493.28 miles on a Triumph Tiger 1200 GT Explorer. Cervantes made this attempt on the 7.8-mile long High-Speed Ring at the Nardò Technical Center in Italy on April 29, 2023, and the attempt was witnessed by an official Guinness World Records adjudicator.
The previous record was set by American Carl Reese on February 26, 2017. Reese rode 2,116.39 miles in 24 hours with an average speed of 88.2 mph. Cervantes broke Reese’s record with five hours to spare, adding another 376.6 miles.
Cervantes broke the Guinness World Record for “the greatest distance on a motorcycle in 24 hours (individual)” on a Triumph Tiger 1200 GT Explorer.
This Guinness World Record isn’t the first of Iván Cervantes’ achievements. He’s also a five-time Enduro World Champion, a 21-time Spanish Enduro Champion, and a five-time Spanish Motocross Champion. In 2021, Cervantes became an off-road ambassador for Triumph Motorcycles to help the company develop its range of motocross and dual-sport motorcycles.
Cervantes showing his “Why Not?” tattoo.
The Tiger 1200 GT Explorer that Cervantes used during the attempt was straight from the production line of Triumph’s factory in the UK. The bike received no modifications or changes, except for a break-in run and first service before the attempt.
The record attempt was made at the circular High-Speed Ring at the Nardò Technical Center, which is 7.8 miles in length.
“Iván’s achievement in taking the Guinness World Records title on the Tiger 1200 is simply incredible,” said Nick Bloor, CEO of Triumph. “His determination and perseverance have led him not only to beat the existing record, but to add almost 20% to the distance traveled in 24 hours.”
The Tiger has a few features that helped Cervantes accomplish this record. The bike not only needs to be able to run for 24 straight hours without taking too many breaks, it also has to be able to keep the rider comfortable enough for riding for 24 hours. The 8.93-gallon fuel tank helped keep fuel breaks down (Cervantes stopped to refuel every 17-18 laps on the 7.8-mile long track). The windshield, heated grips and seat, and LED lights for nighttime riding helped keep Cervantes in the saddle for long stretches of time, and they were especially helpful when night fell and rain started. Throughout the attempt, the only service the bike received other than refueling was a planned tire change hallway through.
Nightfall brought its own set of challenges.
“For sure, the hardest part was the weather, because it started to rain,” said Cervantes, “but this bike has a very big screen and excellent protection, which helped me a lot. It is a very special bike for me. It’s not easy to ride for 24 hours in a row but, in the end, the record is mine with this amazing bike!”
Cervantes didn’t sleep at all during the 24-hour attempt.
In order to beat the record, Cervantes rode at speeds of over 124 mph with an average speed o 104 mph over the 24 hours. He beat the record with 5 hours to spare, but instead of getting some much-needed rest, he kept going to add 376.6 miles onto the record.
For a look at what the attempt was like, check out the 18-minute documentary below.
The Kawasaki KLX300 dual-sport and the KLX300SM supermoto were introduced in 2021 to replace the KLX250. Both models are powered by a 292cc DOHC liquid-cooled four-valve fuel-injected single borrowed from the KLX300R off-road bike. The 2024 Kawasaki KLX300 and KLX300SM get updated styling and bodywork, plus some new lighting.
2024 Kawasaki KLX300SM in Battle Gray
When we reviewed the 2021 versions of both models, we found them to be capable and user-friendly machines that would make great companions for beginner riders. We appreciated the low- to mid-range torque of the new engine, as well as the fuel injection and riding position.
2024 Kawasaki KLX300
2024 Kawasaki KLX300 in Camo Gray
The 2024 Kawasaki dual-sport is the more off-road capable of the two models and features a 21-inch front wheel and 18-inch rear wheel with Dunlop dual-purpose tires. It has a 43mm inverted fork with compression damping adjustability and 10 inches of travel. A Uni-Trak suspension with preload adjustability provides 9.1 inches of travel. Brakes consist of a 2-piston caliper and a 250mm disc up front and a 1-piston caliper with a 240mm disc in the rear.
Updates to the Kawasaki KLX300 for model year 2024 include a newly designed front cowl and a new LED headlight. The front fender design has also been updated for a sportier look. A new LED taillight is tucked into the rear fender for a cleaner appearance and better protection. Kawasaki also gave the KLX300 a two-toned seat cover for 2024.
Story continues below 2024 KLX300 photo gallery.
2024 Kawasaki KLX300SM
2024 Kawasaki KLX300SM in Phantom Blue
The KLX300SM is the road-oriented version, featuring 17-inch front and rear wheels, a larger 300mm front brake disc (compared to 240mm on the KLX300), and a shorter seat height of 33.9 inches (compared to 35.2 inches on the KLX300). Other ways in which the KLX300SM differs from the dual-sport are an inch less front and rear travel, street-oriented IRC Road Winner tires, and a shorter wheelbase.
Updates to the Kawasaki KLX300SM are similar to those of the KLX300, included updated fenders, the compact LED headlight, and a new taillight. The KLX300SM also receives the two-toned seat.
Story continues below 2024 KLX300SM photo gallery.
The 2024 Kawasaki KLX300 will be available in Lime Green and Battle Gray for $6,199, and the Cypher Camo Gray colorway will cost $6,399. The 2024 Kawasaki KLX300SM will be available in Battle Gray and Phantom Blue for $6,599. Visit Kawasaki’s website for more information.
In a reported nod to Honda’s history, dating all the way back to the 1960s when the CL72 and CL77 were offered, American Honda recently announced a new 2023 Honda SCL500 scrambler-style motorcycle that is coming to the U.S. market and is based on the Rebel 500 platform. Honda says the SCL500 “combines modern ride quality and comfort with authentic retro styling, and delivers the result at an attractive price.”
Honda also announced the return of several other models, many of which have received improvements, including the bobber-style 2024 Shadow Phantom cruiser, the 2024 Shadow Aero classic cruiser, and the 2024 ADV 160 scooter. The 2023 PCX scooter and 2024 Grom miniMOTO will return unchanged.
“More than any manufacturer, Honda has consistently demonstrated an ability to deliver fun, retro motorcycles that scratch a nostalgic itch while offering the performance and reliability for which Honda is so well known,” said Brandon Wilson, American Honda manager of Sports & Experiential. “That’s the case with the all-new SCL500, and we’re confident it will be a hit with American customers. ”
2023 Honda SCL500
2023 Honda SCL500 in Matte Laurel Green Metallic
The all-new SCL500 features all the key “scrambler” styling elements – upright riding position, high-routed exhaust, block tires, ample suspension travel and a retro aesthetic – in a bike that Honda says will be enjoyable for both new riders and more seasoned enthusiasts.
The SCL500 shares the liquid-cooled 471cc parallel-Twin engine of the Rebel 500 and is mated to a 6-speed transmission and slip/assist clutch. A 41mm front fork provides 5.9 inches of travel, and in the rear, a Pro-Link single shock with nine-position spring preload adjustability offers 4.5 inches. For stopping power, a 2-piston caliper grabs a 310mm front disc and 240mm rear disc, and ABS is standard.
The SCL500 rides on multi-spoke cast-aluminum wheels, 19 inches in the front and 17 inches in the rear, wrapped in Dunlop Trailmax Mixtour tires. It has 6.1 inches of ground clearance and a 31.1-inch seat height. With a 3.2-gal fuel tank, the bike comes in with a curb weight of 419 lb.
Because personalization is vital to many fans of the scrambler genre, a wide range of Honda accessories is offered for the SCL500.
The 2023 Honda SCL500 will be available in June and will come in Candy Orange or Matte Laurel Green Metallic starting at $6,799.
2024 Honda Shadow Phantom
2024 Honda Shadow Phantom in Deep Pearl Gray Metallic
For the 2024 model year, the Honda Shadow Phantom cruiser will return with the same liquid-cooled 745cc 52-degree V-Twin, 5-speed transmission, and shaft final drive, but it will include updates to its bobber styling and with improved performance.
Styling updates include a two-tone gas tank, new handlebar, handlebar clamps, headlight cover, air-cleaner cover, display instruments, turn signals, and machine-cut cylinder-head fins. The Shadow Phantom also has an updated single seat, and a passenger seat and footpegs are offered for those who want to bring a plus-one along for the ride.
2024 Honda Shadow Phantom in Orange Metallic
From a performance standpoint, a new ABS version is available for the new model year, and a 276mm rear disc brake replaces the drum brake of the 2023 model. Otherwise, braking in the front will still be provided by a 2-piston caliper gripping at 296mm disc.
Travel in the front has been increased by half an inch (from 4.6 inches to 5.1 inches) but remains the same 3.5 inches in the rear courtesy of dual shocks with five-position spring-preload adjustability.
Seat height has dropped slightly, from 25.8 inches to 25.6 inches, and the 2024 model shaved 6 pounds off the curb weight for a total of 543 lb. And at 3.9 gal, the fuel tank holds an additional two-tenths of a gallon over its predecessor.
The 2024 Honda Shadow Phantom comes in Deep Pearl Gray Metallic or Orange Metallic starting at $8,399 for the non-ABS version (not available in California) or the $8,699 for the ABS version.
2024 Honda Shadow Aero
For the 2024 model year, the Honda Shadow Aero classic cruiser, which features the same engine and drive train of its Shadow stablemate, is updated with new colors, as well as the new 276mm rear disc brake for the standard version, a feature that was previously reserved for the ABS trim level.
Braking in the front is the same as the Shadow Phantom, as is rear suspension and travel. However, in the front, the 41mm fork offers 5.5 inches of travel over the 5.1 inches of the Shadow Phantom.
Seat height is slightly taller at 26 inches, and with a 3.7-gal fuel tank, the bike comes in with a curb weight of 560 lb.
Black has replaced the Ultra Blue Metallic colorway on the 2024 Honda Shadow Aero, and the bike starts at $7,949 for the non-ABS version (not available in California) or $8,249 for the ABS version.
2024 Honda ADV160
2023 Honda ADV160 in Red Metallic
Renamed for the 2024 model year, the ADV160 touts a new, larger-displacement engine that delivers improved performance and reduced emissions. Also incorporated are updates that Honda says are aimed at boosting comfort and convenience, but the company added that the “capable-but-rugged ‘City Adventure’ concept remains, delivering an enjoyable sense of exploration on even the most mundane urban commutes.”
The 2024 Honda ADV160 has a liquid-cooled 157cc single-cylinder, four-stroke engine. The engine, drive train, and 2.4-gal fuel tank are mounted low in the frame for a low center of gravity. It has Showa suspension, with a 31mm telescopic fork and twin shocks providing 5.1/4.0 inches of travel front/rear. When it comes to stopping, it has a single 240mm front disc with ABS and a rear 131mm drum brake.
2024 Honda ADV160 in Pearl Smoky Gray
From a practicality standpoint, the ADV160 has a low curb weight (294 lb), automatic transmission, a two-stage tool-free adjustable windscreen, ample underseat storage (big enough for a full-face helmet), and the Honda SMART key system.
The 2024 Honda ADV160 will be available in July and will come in Red Metallic or Pearl Smoky Gray starting at $4,499.
The Kawasaki Z650RS has a 31.5-inch seat height. (Photo by Kevin Wing)
Choices for smaller, affordable motorcycles are growing, and that’s good news for riders looking for a fun bike that won’t break the bank. Whether you’re new to riding and want something easy to handle or an experienced rider looking for a lighter or shorter bike, you have more options now than ever when it comes to finding the best motorcycles for smaller riders!
Below is Rider’s 2023 list of best motorcycles for smaller riders, an update of the popular post from 2019. This list includes motorcycles with seat heights between 31.0 and 31.9 inches with an MSRP of $17,000 or less.
When possible, we’ve included a link to our test ride reviews so you can get a sense of how each bike performs in action. We’ve also included the 2022-2023 model year’s U.S. base MSRP (as of publication), seat height, and claimed wet or dry weight. On models with options to lower the seat height or suspension, we’ve listed the standard and lowered seat heights. You can also click on a model’s name to go to the manufacturer’s webpage for a full list of specifications and details.
The models in this list are arranged by seat height, with the first model having the shortest seat height and the last model having the tallest seat height in the list.
Testing the 2023 Husqvarna Norden 901 Expedition in South Africa. (Photo by Sebas Romero & Marco Campelli)
We review the 2023 Husqvarna Norden 901 Expedition, a more off-road and touring ready variant of the Husqvarna Norden 901 adventure bike that was introduced last year.
The Norden 901 Expedition features up-spec WP Xplor suspension (the standard model has WP Apex suspension), a 36-liter-capacity set of side bags, and a windscreen. Several optional features and accessories for the Norden are standard on the Expedition, including the Explorer ride mode, a beefier skid plate, heated grips and seat, a centerstand, and Bluetooth connectivity for infotainment and navigation. It’s priced at $15,799, a $1,300 premium over the Norden 901.
We spent two days flogging the 2023 Husqvarna Norden 901 Expedition on- and off-road in South Africa at the global press launch. Check out the video for our impressions, and read our First Ride Review here.
American Honda has confirmed the return of a handful more of their two-wheel products for the 2023 and 2024 model years. Honda says a diverse range of categories is represented in the announcement, highlighting the company’s commitment to producing “high-quality machines for casual riders, nostalgia-driven customers and niche-focused enthusiasts.” Among the products announced are an upgraded retro-inspired Trail 125 miniMOTO, returning Ruckus and Metropolitan scooters, and two returning Montesa Cota 4RT trials bikes.
“Each of these models has a rich history and a loyal following, so we’re pleased to continue offering them for our customers,” said Brandon Wilson, American Honda Manager of Sports & Experiential. “From the affordable and user-friendly Trail 125, Ruckus, and Metropolitan to the highly specialized Montesa Cota 4RT models, Honda takes great pride in serving all types of two-wheel enthusiasts, regardless of how they choose to pursue their particular adventure.”
2023 Honda Trail 125
2023 Honda Trail 125 in Pearl Organic Green
Inspired by the original Honda CT models of the 1960s, the Trail125 has what Honda says is “an authentic, vintage look, evoking the ‘You Meet the Nicest People On a Honda’ ethos for which the brand has always been known.”
The 2023 Trail 125 has a new bore and stroke, contributing to a bigger air-cooled 125cc 4-stroke SOHC Single with a 4-speed no-clutch semi-automatic transmission. It has a 27mm telescopic front fork with 4.3 inches of travel and twin shocks in the rear with 3.4 inches of travel. Braking comes from single hydraulic discs front and back (220mm/190mm front/rear) and front-wheel ABS. The Trail 125 comes standard with a luggage rack, a 1.4-gal. fuel tank, and has a curb weight of 256 lb.
For off-road exploring purposes, the 2023 Trail 125 has three additional teeth on the rear sprocket over the Honda Cub for better hill-climbing ability, upswept intake and exhaust (with a heat shield on the exhaust), 6.5 inches of clearance, a skid plate, and a pair of front brush-guard tubes.
The 2023 Honda Trail 125 comes in a new Pearl Organic Green color and starts at $3,999.
2024 Honda Ruckus
2024 Honda Ruckus in Beige
The Honda Ruckus, a scooter that Honda says many riders choose to customize to their desired look and application, returns for 2024 with new colors. The scooter still has a liquid-cooled 49cc 4-stroke Single with a carburetor and 1-speed automatic transmission.
2024 Honda Ruckus in Black
The scooter’s exposed frame with plenty of storage space, dual round headlights, and fat tires (120/90-10 front, 130/90-10 rear) give the Ruckus a unique look, and it gets a claimed 114 mpg fuel economy.
The 2024 Honda Ruckus comes in Black and Beige, starting at $2,899.
2024 Honda Metropolitan
2024 Honda Metropolitan in Blue Metallic
The Honda Metropolitan also returns for 2024. The European-inspired scooter has sleek, rounded bodywork but also comes with utility-focused features such as 22 liters of underseat storage, as well as in-dash storage and a hook for securing a bag.
2024 Honda Metropolitan in Green Metallic
The Metropolitan has a fuel-injected, liquid-cooled 49cc Single with 1-speed automatic transmission. The scooter has cable-actuated drum brakes front and back and a combined braking system that adds front braking when the rear brake is activated.
The 2024 Honda Metropolitan will be available in May in Matte Armored Green Metallic or Blue Metallic starting at $2,649.
2023 Honda Montesa Cota
2023 Honda Montesa Cota 4RT301RR in White
Following up on the last season of FIM World Trials competition in which Repsol Honda’s Toni Bou captured his record 32nd world title (16 indoor, 16 outdoor), Honda announced the return of the Montesa Cota 4RT260R (259cc) and the standard 4RT301 and race replica 4RT301RR (298cc), for which Bou reportedly played a significant role in developing.
2023 Honda Montesa Cota 4RT301 in Blue Metallic
2023 Honda Montesa Cota 4RT260R in Red
Designed, developed and produced in Barcelona, Spain — the unofficial capital of trials, and the home of the factory for Montesa (a subsidiary of Honda) — the Cota models offer options for both casual trials riders and those looking to take it to the next level.
The 2023 Montesa Cota 4RT260R has a liquid-cooled 259cc mated to a close-ratio 5-speed transmission and chain final drive.
Getting dirty on the new 2023 Suzuki V-Strom 800DE.
We review the all-new 2023 Suzuki V-Strom 800DE, an off-road-ready middleweight adventure bike that slots in between the V-Strom 650 and V-Strom 1050. Until the 800 came along, V-Stroms have had V-Twin engines (hence the “V-” in the name, but Suzuki now says it stands for “Versatile).
The V-Strom 800DE is powered by a new 776cc parallel-Twin that makes a claimed 83 hp at 8,500 rpm and 57.5 lb-ft of torque at 6,800 rpm. The same engine is also found in the new 2023 Suzuki GSX-8S naked bike.
It also features a 21-inch front wheel, spoked wheels (tubes are required), 8.7 inches of front/rear suspension travel, and 8.75 inches of ground clearance. The Suzuki Intelligent Ride System includes the Suzuki Drive Mode Selector with three throttle maps, traction control with three on-road settings and a “G” (gravel) off-road setting, ABS with multiple modes (it can also be turned off at the rear), and a quickshifter.
We traveled to Sardinia, Italy, for two days of on-road and off-road testing. Watch the video to see the V-Strom 800DE in action and get our impressions. You can also read our First Ride Review.
The 2023 Husqvarna Norden 901 Expedition arrives just one year after the introduction of the Norden 901 and is more off-road and touring ready. (Photos by Sebas Romero & Marco Campelli)
Walking up to the Husqvarna Norden 901 Expedition for the first time, the bold graphics caught my eye. In a departure from the subdued matte-black paint scheme on the standard Norden 901, the Expedition sports a blue and white colorway with yellow accents, a large white Husqvarna logo, and white handguards and side panels. Like the standard model, the graphics include topographical lines that bring to mind far-flung places where one might venture on the Expedition.
The visual prowess of the new machine got me excited. The inverted WP Xplor fork – an upgrade from the WP Apex unit on the standard Norden – has an eye-catching WP logo and red accents on the silver tubes. The wrap-around skid plate is big and rugged, protecting both the underside of the engine and the lower pods of the horseshoe-shaped fuel tank.
The Expedition looks the business, and all I wanted to do was ride it.
We tested the Norden 901 Expedition on a variety of terrain in South Africa, including sand.
But is it the off-road beast I wanted the first Norden to be? The standard model was released just last year, and it planted a prominent flag for Husqvarna – a legendary off-road brand – onto the ADV landscape. The Expedition ups the platform’s game with higher-spec WP Xplor suspension, a taller windscreen, and side carriers with a pair of 18-liter waterproof saddlebags. Several optional features and accessories for the Norden are standard on the Expedition, including the Explorer ride mode, a beefier skid plate, heated grips and seat, a centerstand, and Bluetooth connectivity for infotainment and navigation. It’s priced at $15,799, a $1,300 premium over the Norden 901.
Enough speculating, let’s ride!
Husqvarna Norden 901 Expedition in South Africa
The new taller windscreen on the Norden 901 Expedition comes in handy in situations like this.
Husqvarna did an amazing job plotting a route up and down epic mountains, over rolling hillsides, and along rugged coastlines near Cape Town, South Africa. Our first day started with a short stint on the freeway to get comfortable on the machine, and then we wicked it up on a hardpacked gravel road through vineyards and recently harvested grain fields. It was super dusty, so we tried leaving enough space between riders to avoid the dust without losing sight of those ahead of us. With a quick glance down, I saw 136 kph (84 mph) on the TFT display, and I wondered, Are we in a hurry?
We started with the Norden 901 Expedition on paved roads, but I was champing at the bit to see how it fared off-road.
Our route took us along the edge of a lake, and the scenery was breathtaking. Then we returned to the tarmac and blasted down a beautiful canyon road with towering cliffs, majestic mountains, and deep ravines. Back and forth we went, from gravel roads to highways at a brisk pace. The Norden’s 889cc parallel-Twin, which cranks out a claimed 105 hp and 73.8 lb-ft of torque, was pegged at 7,000 rpm in 6th gear without complaint, even though redline is 8,500 rpm.
With scenery like this, I wondered why we would be in such a hurry.
Day 2 brought more serious off-road terrain, with technical two-track, wet sand, and gnarly, rutted-out hillclimbs. At one point, facing exposed rocks and step-ups as the trail steepened toward a peak, I thought to myself, There’s no way this bike is making it to the top. It looked like something only an enduro bike should tackle but not this bike, not with its road-biased tires with 36 psi in them. But the Norden proved to be quite the mountain goat, and we successfully summitted the hill.
Then it was on to an enduro-type loop section with sand, loose red rock, hardpacked dirt, and a wet, grassy stretch. We did several loops, each slightly faster and messier than the last, pushing the Norden 901 Expedition harder with each pass. Then we charged up a steep and crumbling single-lane paved road. What a climb, and what a view from the top! It was an amazing couple of days to test an adventure bike – the perfect mix of a challenging route and out-there countryside.
After making adjustments to the suspension, there wasn’t any more twitch at high speeds off-road.
The Husqvarna Norden 901 is built on the same platform as the KTM 890 Adventure and 890 Adventure R, a bike I’ve previously sampled. They share an engine and much of the same technology, such as ride modes, cornering ABS and traction control, Motor Slip Regulation, and a quickshifter. As on the KTMs, ABS is linked to the ride modes, so selecting the Street or Rain ride mode activates the Road ABS mode, and selecting the Offroad or Explorer ride mode activates the Offroad ABS mode.
But the Explorer ride mode is fully customizable. Riders can select among four different throttle-response maps (Rally, Offroad, Street, or Rain), select either ABS mode, and toggle between 10 levels of traction control for the rear wheel on the fly, ranging from Level 0 (off) to Level 9 (most intrusive). I found that Level 3 allowed for nice power slides without letting things get too out of hand.
With a bike like the Norden 901 Expedition, you’re going to want to do a little bit of power sliding, and 10 levels of traction control, adjustable on the fly, will let you choose how much.
The biggest change on the Expedition relative to the standard Norden 901 is the suspension. Compared to the WP Apex setup on the base model, the Expedition’s WP Xplor fork has larger diameter tubes (48mm vs. 43mm) and more travel (9.4 inches vs. 8.7 inches), and the Xplor PDS (Progressive Damping System) shock also has more travel (9.4 inches vs. 8.5 inches). The KTM 890 Adventure R also has Xplor suspension, but the Expedition has softer damping for a more comfortable ride. After two hard-charging days of riding, I can tell you that the bike’s handling is phenomenal.
Adjusting suspension on the Norden 901 Expedition fork is simply with clickers at the top of the tubes.
On pavement, the added stiffness of the 48mm fork kept the front end firmly planted no matter how hard I pushed into turns, even with the additional travel. The damping allowed the Expedition to float down the road, but it never felt spongy or bouncy. Off-road was a different story. At high speeds on long, fast gravel roads, I felt equally confident until I hit a loose rock or pothole and the handlebar did a quick 1-2-3 twitch – just enough to remind me to tone it down. On gnarly trails, I felt the softness of the stroke and used all the travel, but it never held me back and I experienced less jarring on my body than what I’ve experienced on the 890 Adventure R.
The Pirelli Scorpion Rally STR tires provident confident grip, but I would’ve preferred more knobby tires in some situations.
Before the more technical riding on Day 2, I asked the Husqvarna techs to firm up the damping front and rear (there’s a settings chart under the rider seat). Adjusting the fork is simple since there are compression and rebound clickers atop the fork tubes; adjusting the shock requires tools that are found in the toolkit under the side panel. The changes made a big difference. On the road, I could feel small imperfections in the tarmac, and I could dive into corners with even more confidence and speed. Off-road was even better. I felt more in tune with the bike, allowing me to push the limits. There was no more twitch at high speeds, and the bike tracked straighter through sandy sections. On rough, rocky trails, the tires didn’t deflect as much, though it would have been even better if we could have aired them down.
The Norden 901 Expedition features a heavy-duty skid plate made of 4mm laser-cut aluminum.
The Pirelli Scorpion Rally STRs on the Expedition, which have roughly a 70/30 on/off-road bias, performed well on pavement and on fast-paced gravel roads. We flogged them hard, and they provided confident, consistent grip. In sand and on some of the more technical off-road sections, however, I would have preferred a more aggressive knobby. Tires are always a compromise, and the Pirellis are versatile tires with big knob blocks that should hold up well during long multiday tours.
The Husqvarna Norden 901 Expedition looks the business, and it’s well-equipped for off-road riding and long-distance touring.
Adventure bikes have a tough job. They need to be rugged and capable of tackling a wide variety of off-road terrain, they need to be robust enough to withstand abuse and carry heavy loads, and they need to provide enough power, comfort, and sophistication to satisfy riders who want to carve canyons or cross continents.
The Norden 901 Expedition’s Explorer ride mode is completely customizable for throttle response, ABS selection, and traction control.
The Norden’s tubular chromoly-steel trellis frame is light and strong and uses the engine as a stressed member for added rigidity. The rest of the chassis consists of a steel trellis subframe and a cast-aluminum open-lattice swingarm. The steering stem, triple clamps, handlebar, and footpegs are also made of aluminum, saving weight without sacrificing durability.
The parallel-Twin engine is certainly up to the task. It’s a lively powerplant, yet dual balancer shafts keep vibration to a manageable level. It makes plenty of power and torque, its throttle-by-wire enables the selectable ride modes and other rider aids, and its 6-speed transmission is equipped with a slip/assist clutch and the best quickshifter I’ve had the pleasure of using.
Like its slightly older sibling, the Norden 901 Expedition features topographical detailing that hints at the adventures you might have on the bike.
Whether seated or standing, I found the ergonomics to be spot-on for my 5-foot-11 frame. The low-slung fuel tank keeps weight down low for better balance and handling, and it keeps the upper part of the tank narrow between the knees. The tank, bodywork, and windscreen kept the wind and water off me for the most part. The windscreen isn’t adjustable, but it has a cut-out in the center that smooths the airflow. There was no buffeting, and I could look side to side without the peak of my helmet getting ripped by the passing air. When seated, I felt some airflow at neck level, but I didn’t mind, especially in the warm temperatures we were riding in.
The Norden 901 Expedition is pretty to look at when it’s clean, but you’re not going to want to keep it that way for long.
With good wind protection, cruise control, and heated grips and seat, the Expedition is a good choice for those who want to burn miles. The luggage that comes standard, however, wasn’t quite up to the task. Halfway through Day One, the crossmember that connects the two side carriers came off and went flying end over end down the road behind me. That got repaired, but after two days of thrashing, the loaded bags hung down because the stitching on the upper backing was stretching and coming undone. The side bags look good and provide useful storage, but they don’t seem robust enough for serious off-road abuse.
The side carriers with a pair of 18-liter waterproof saddlebags are a nice addition, but after two days of riding, it became evident that their construction would benefit from some shoring up.
For digital addicts, the Expedition has a connectivity unit that allows a smartphone to be paired via Bluetooth using the Ride Husqvarna Motorcycles app, which enables phone and music functions as well as Turn-by-Turn+ navigation and route planning. Pairing a Bluetooth helmet headset with the app allows riders to listen to music and take calls, with functions controlled via the left switch cube and displayed on the TFT dash. Maps can be downloaded for use offline, and up to 128 waypoints can be added to routes. I didn’t test the app, but I found the TFT display easy to read and the menus intuitive.
The Norden 901 Expedition features a 5-inch TFT dash with Husqvarna’s Connectivity Unit to connect to a smartphone for navigation, calls, and music.
Overall, my criticisms of the Norden 901 Expedition are fairly minor. I’d like an adjustable windscreen, more robust luggage, and knobbier tires, but some of that just reflects my personal preferences. If you’re in the market for a middleweight do-it-all adventure bike, especially if you put emphasis on the “touring” part of Adventure Touring, then the Expedition is hard to beat. With its excellent on- and off-road handling, versatile engine, fantastic electronics package, and comfortable ergonomics, you’ll be smiling ear-to-ear on every adventure.
