The 2024 Triumph TF 250-X motocross bike comes in the Triumph Racing Yellow and Black graphics scheme.
Triumph Motorcycles has launched the new 2024 Triumph TF 250-X motocross bike. Recognizing that the 250cc motocross market is highly competitive, Triumph said it worked in close collaboration with racing champions Ricky Carmichael and Iván Cervantes to develop the 4-stroke competition model from the ground up, including a new engine, chassis, and electronics.
A network of Triumph dealers will offer sales, service, parts, and a new dedicated range of apparel, and the network will be backed by a mobile-optimized 24/7 online parts supply system, so owners can order for express delivery, straight from the track. Additionally, Triumph says that with the development of the bike, it is well-placed to begin its motocross racing program in 2024.
“The launch of the TF 250-X is the culmination of a significant commitment and investment from Triumph, to not just bring a totally new bike to the motocross world, but to deliver a winning performance,” said Steve Sargent, Triumph’s chief product manager.
“To achieve this,” he continued, “we are focused on delivering the most complete package for any riding level, from champion to amateur.”
As part of the Triumph TF 250-X development, the company developed an all-new performance racing powertrain. The new competition Single with DOHC is compact and lightweight, with a forged aluminum piston and titanium valves, and is mated to a 5-speed gearbox. The engine also has DLC low-friction coatings, lightweight magnesium covers, and an Exedy Belleville clutch.
Advanced engine management and tunability is complemented by the optional accessory MX Tune Pro app, enabling riders to use real-time user-selectable mapping, a real-time engine sensor dashboard, and live diagnostic functionality through a controlled and programmable engine management system.
The aluminum chassis has a lightweight, high-strength spine frame with twin cradles, designed for a balance of performance, mass, and flexibility. Triumph says the total weight of the bike, with a claimed curb weight of 229 lb, will see the TF 250-X set a new benchmark for the best ‘power-to-weight’ ratio in the category. It also delivers a high level of tunability to suit different riders and styles.
For suspension, the bike has KYB components, with a 48mm AOS coil fork adjustable for compression and rebound, forged and machined 7075-T6 aluminum triple clamps, and a three-way piggyback coil rear shock adjustable for rebound and both high- and low-speed compression. Travel is 12.2 inches in the front and 12.0 inches in the rear.
For stopping power, the bike features a Brembo 2-piston front caliper with a Galfer 260mm disc and a 1-piston rear caliper with a 220mm disc. DirtStar 7000 Series aluminum rims and machined aluminum hubs are fitted with Pirelli Scorpion MX32 mid-soft tires (21-inch front, 19-inch rear). Finally, Pro-Taper ACF carbon core bars and ODI half-waffle lock on grips complete the set up.
In addition to the specifications already included as standard, Triumph has worked with premium brands to create a dedicated range of competition accessories to further enhance performance and capability, including the following:
Akrapovič full titanium exhaust system
XTrig hole shot device
Athena LC-GPA launch control module with rider-selectable enhanced traction control and launch control settings and LED engine speed indicator
MX Tune Pro wi-fi module
Performance gripper seat and seat cover
Bodywork replacement kit
Starting in spring 2024, specialist Triumph Off-Road/Dual Sport dealers will begin carrying the new TF 250-X. These dealers will be fully trained to provide a comprehensive sales, service, parts, clothing, and race support experience that meets the needs and expectations of off-road riders.
This network will be backed up with a unique 24/7 parts and accessories supply system. Riders can select what they need, check availability and price, and place an order for express delivery, standard delivery, or click and collect from their local Triumph off-road dealer.
The 2024 Triumph TF 250-X will start at $9,995 in the Triumph Racing Yellow and Black graphics scheme, and orders can be placed now at Triumph’s new motocross dealers. For more information or to find your local dealer visit the Triumph Motorcycles website.
Some of Triumph’s racing achievements include the Moto2 championship where Triumph engines have helped to transform the class, setting new Moto2 lap and speed records at tracks around the world. From factory World Supersport racing to multiple Supersport wins at the Isle of Man TT and the Daytona 200, the Triumph teams are focused on success.
Ricky Carmichael, one the greatest MX rider of all time, worked with the Triumph chassis and engine teams across the journey of scoping, prototyping, testing, and development.
“This is the bike that we set out to build,” Carmichael said of the TF 250-X. “When you talk about the chassis, the powertrain, the components – it’s the best of everything you could ever want. And whether you’re a professional rider or an amateur rider, you will not be disappointed.”
Iván Cervantes, five-time enduro world champion, five-time Spanish MX champion, and Dakar Rally finisher has also worked across the project with Triumph’s in-house teams to bring his experience to the Triumph bike development and prototyping.
Triumph Racing will be entering the prestigious FIM Motocross World Championship for 2024, competing with a factory supported program set-up in partnership with Thierry Chizat-Suzzoni, one of the sport’s most experienced and successful team owners. Thierry will start his campaign with two of Triumph’s TF 250-X bikes in the MX2 class, supported by Monster Energy. The team will be managed by Vincent Bereni. Chizat-Suzzoni’s and Bereni’s past racing records include over 80 MXGP World Championship victories.
Clément Desalle, who joined the TF 250-X team as test rider, is a very experienced racer, competing at the highest level in the MXGP World Championship for 15 years. As one of the most consistent racers in the series, he claimed three Vice Champion finishes, was third in the World Championship three times and twice finished fourth. Finishing on the top step of the podium 23 times in his career, he was also crowned the Pro Open Belgian champion.
Triumph Racing’s U.S. SuperMotocross World Championship Team is headed up by Bobby Hewitt and team manager Steve ‘Scuba’ Westfall. They brought in a team that includes Dave Arnold, an industry AMA Hall of Fame legend for chassis development, and Dudley Cramond, who has over 25 years of experience building race-winning engines. The team will field the all-new TF 250-X motorcycles in the 2024 World Championship.
2024 KTM 790 Adventure in white with orange graphics
Adding to KTM’s list of recent announcements, including the reintroduction of the SMT line with the 2024 KTM 890 SMT and a new generation of single-cylinder engines dubbed the “LC4c” found in the KTM 390 Duke and 250 Duke, the company has released details on the 2024 KTM 790 Adventure, redesigned in Mattighofen, Austria.
KTM calls the bike an ideal “first taste” for riders who are looking to try out the adventure segment. Rider would agree, having awarded the 2019 Motorcycle of the Year honor to the KTM 790 Adventure. In our Tour Test of the bike, our reviewer called it “an eminently capable lightweight ADV tourer that was designed for excursions into some pretty gnarly territory.”
The 2024 KTM 790 Adventure still has the 799cc parallel-Twin LC8c with DOHC, but KTM says the bike is now more stable at constant speed and has gained more cornering poise thanks to a 20% increase in rotating mass. Reworked Dell’Orto throttle bodies bring a cleaner and more efficient connection due to the enhanced combustion, and the knock control sensor results in a higher state of ignition and better capacity for low octane fuel, which is a reassuring characteristic for the different qualities of gasoline found while traveling and addresses one of the minor gripes from our reviewer regarding the 2019 model.
2024 KTM 790 Adventure in black option
The 790 Adventure also has a 6-speed gearbox, throttle-by-wire, a PASC slip/assist clutch, a new airbox, and a reconfigured optional Quickshifter+. The bike also benefits from the latest 6-axis IMU that can be found on larger KTM siblings like the KTM 890 Adventure R and KTM 1290 Super Adventure models and which informs the Cornering Motorcycle Traction Control and other aspects such as ABS, Motor Slip Regulation (optional), and three standard ride modes – Street, Offroad, and Rain – as well as the optional Rally mode. ABS modes now automatically switch between the ride modes, removing the need for more configuration. Demo mode allows sampling of the full electronic rider aids suite for the first 1,500 km.
WP Apex suspension includes a 43mm inverted fork and a preload-adjustable shock with 7.9 inches of front/rear travel. Braking comes from dual 4-piston calipers clamping down on 320mm discs up front and a 260mm disc in the back. The bike still rides on 21/18-inch front/rear tires, but they’re wrapped in new Pirelli Scorpion STR tires with large tread blocks for more of an off-road focus.
The 790 Adventure has 9.1 inches of ground clearance, an adjustable seat height (33/33.8 in.), and a 5.3-gallon fuel tank, which follows the flow and lines of the bike to where a new front mask gives way to an integrated fairing. A new higher windscreen provides more wind protection, a larger aluminum engine guard is fitted as standard, and the plastics (injected molded with graphics for more resistance) have also been reshaped to guard the tank and seat against unwanted knocks.
The lights are full LED, and the bike has a new 5-inch TFT that reacts to ambient lighting and utilizes a redesigned menu system of new infographics for faster and easier customization.
In addition to Rally mode and MSR, other optional features include KTMconnect with Bluetooth connectivity, Quickshifter+, heated grips, a heated seat, and cruise control.
The 2024 KTM 790 Adventure will arrive in December 2024 in two new colorways: white with orange graphics or a black option. Pricing has not yet been announced.
2024 KTM 790 Adventure in white with orange graphics
2024 Honda XL750 Transalp (Photos & video by Align Media)
Slotting between the CB500X and Africa Twin, the 2024 Honda Transalp is a new adventure bike powered by a 755cc parallel-Twin. The original Transalp was sold in the U.S. for only two years (1989-1990), but the model continued to evolve in Europe. The iconic bike returns to America to compete in the red-hot middleweight ADV segment.
We put the Transalp through its on-road and off-road paces during a two-day, 250-mile test amidst the vibrant autumn foliage of central Pennsylvania. Our route included the rugged Section 4 of the BDR-X PA Wilds and challenging twists near State College.
KTM has announced the return of the KTM 1290 Super Adventure S and Super Adventure R for 2024, high-performance ADV bikes tailored to the street (S) and off-road (R). Both bikes return with the features riders have grown to appreciate over the years, as well as new color and graphic schemes.
2024 KTM 1290 Super Adventure R
According to KTM, “While the KTM 1290 Super Adventure S will pound the roads and cope with the dust, gravel and light, loose ground, the ‘R’ is orientated for hardcore offroad adventurers who want and need premium kit to level any landscape or terrain.”
The KTM 1290 Super Adventure S and Super Adventure R are both powered by a 1,301cc LC8 V-Twin mated to a 6-speed Pankl transmission and a PASC slip/assist clutch. The heart of the bikes is regulated by a Bosch 6D IMU that provides inputs for the ride modes (Sport, Street, Offroad, Rain, and optional Rally, which includes 9-levels of adjustable MTC intervention), Motorcycle Traction Control, cornering ABS, cornering lights, and (on the S) electronic suspension. When we put the 2022 KTM 1290 Super Adventure R on Jett Tuning’s dyno in Sport mode, the bike produced 126 hp at 9,100 rpm and 88 lb-ft of torque at 8,000 rpm at the rear wheel. In Off-road mode, it made 81 hp at 6,600 rpm and 62 lb-ft of torque at 6,900 rpm.
2024 KTM 1290 Super Adventure R
Rider EIC Greg Drevenstedt has reviewed both the 2022 KTM 1290 Super Adventure R and 2018 KTM 1290 Super Adventure S. While we’re not sure about no trail being of reach, he said of the Super Adventure R that it can “take you to places well off the beaten path,” and when it came to the S, he said that “regardless of the condition of the pavement or the radius of the curve, the KTM is unflappable.”
Both bikes have a 22-lb chromoly stainless-steel frame and vertically stacked LEDs with low beam, high beam, and cornering lights that illuminate sequentially as lean angle increases. The seat on the R is fixed at 34.6 inches, while the S has a height-adjustable seat (33.4 or 34.2 inches). Ground clearance also differs, with 9.5 inches on the R compared with 8.7 inches on the S. Additionally, the R offers adjustable handlebar positions, engine guards, and a skid plate.
2024 KTM 1290 Super Adventure R
The Super Adventure S has WP semi-active suspension damping and anti-dive (WP Suspension Pro is an optional upgrade, as is Quickshifter+) offering 7.9 inches of travel front and back. The R features WP XPLOR fully adjustable suspension, with a 48mm split- cartridge fork, a Progressive Damping System rear shock, and 8.7 inches of travel at both ends. The S rides on 19-inch front and 17-inch rear tires, compared with 21/18 on the R.
2024 KTM 1290 Super Adventure S
Stopping power is the same on both bikes, with a 320mm disc up front and 267mm in the back. Offroad ABS mode allows for dirt-specific ABS application on the front wheel while disengaging the rear ABS.
2024 KTM 1290 Super Adventure R
Both bikes also have a 7-inch TFT display for full control over the ride modes, suspension, ABS settings, and adaptive cruise control. Additionally, the KTMConnect App boasts Turn-by-Turn+ guidance and waypoint markers while on the go and without having to stop and adjust any mobile device. The same functionality also extends to audio tracks and listing ‘Favorites’ when it comes to phone calls.
The KTM PowerParts collection includes additional gear and protection for the 2023 KTM 1290 Super Adventure bikes, such as extra protective parts, aesthetic touches through detailing, or travel items like luggage, racks, and bags.
The 2024 KTM 1290 Super Adventure S comes in a new gray color scheme with prominent black and hints of orange. The R has a new sporting white color and graphic scheme. Pricing has not yet been announced.
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.
The 2024 Royal Enfield Himalayan has undergone a complete makeover, with a larger engine, a more robust chassis, and updated styling and featuures. (Photos courtesy Royal Enfield)
You can drink a Tecate in Tecate, you can take a bath in Bath, and you can wear a fez in Fez. One of most intriguing eponymous pairings a moto-loving person can imagine is riding a Royal Enfield Himalayan in the Himalayas. The popular adventure bike has gotten a complete makeover for 2024. The question is: Can the new version bring the Himalayan into the technological present and still retain the character and charisma of the original?
The 2024 Royal Enfield Himalayan is more modern than its predecessor, yet it still retains its rugged and retro character.
Powered by an air-cooled 411cc Single, it has been a favorite of riders seeking a simple, versatile, and affordable motorcycle. Royal Enfield is a decidedly and intentionally retro manufacturer, so the company was meticulous, even plodding, in its development of an upgraded Himalayan. But the wait is over.
Where better to test the new Himalayan than in the Himalayas of northern India?
Royal Enfield Himalayan: What’s New
It is not hyperbole to say that everything about the 2024 Himalayan is new. Starting at the heart, the air-cooled 411cc Single has been replaced with a liquid-cooled 452cc Single with DOHC and 4 valves. The claimed 39.5 hp (up from a barely adequate 24) is reached at 8,000 rpm, and 29.5 lb-ft of torque (up from 24) arrives at 5,500 rpm. The new Himalayan’s entire power curve surpasses that of its predecessor, and the engine revs out farther.
The Himalayan’s new engine is a major upgrade over its predecessor, with liquid cooling, more displacement, a big boost in horsepower, unit construction, and a new 6-speed gearbox.
The forward-canted cylinder is a visual and technological departure from the previous model’s vertical air-cooled powerplant. The engine is now a stressed member of the frame, and a new gearbox has six speeds instead of five and is part of the unit-construction, semi-dry sump engine case. Located under the fuel tank is a new airbox that provides a pleasing intake growl. Exhaust gasses run through an under-frame catalytic converter that also muffles sound, which allows for an attractively short silencer.
Suspension and braking changes are just as substantial as those to the engine. The previous conventional 41mm fork has been replaced with a Showa cartridge-type inverted fork with 43mm tubes, and the rear shock is now a linkage type with adjustable preload. Suspension travel is 7.9 inches front and rear, keeping front travel the same but bumping up from 7.1 inches of previous rear travel.
As a go-anywhere, do-anything adventure bike, the Himalayan has a large 21-inch front wheel, spoked rims, and generous ground clearance and suspension travel.
As before, the Himalayan rolls on spoked wheels with tube-type rims, 21-inch front (90/90-21) and 17-inch rear (140/80-17). Royal Enfield reps said certain up-spec models will be offered with tubeless spoked wheels, but details have not yet been finalized. There are still single disc brakes front and rear, but the 2-piston front caliper now squeezes a 320mm disc (up from 300) and the 1-piston rear caliper squeezes a 270mm disc (up from 240). ABS is standard and can be disabled at the rear wheel for off-road duty.
The Himalayan’s round TFT display blends old-school style with modern functionality.
Front and center, the Himalayan has a new 4-inch TFT display that combines a multitude of innovative and modern features in a retro-style round gauge. It offers Bluetooth connectivity to a rider’s smartphone for music and navigation. The latter is powered by Google Maps and is the first of its kind for the display type and shape. On-the-fly toggling between screens is actuated by an easily accessible hand control. The Himalayan features LED lighting all around, and the tail lighting is innovatively integrated into both rear turnsignals. A USB-C port keeps a smartphone charged.
The rider portion of the two-up seat is height adjustable, and a low seat is available as an accessory. The luggage rack is standard equipment.
The overall aesthetic of the bike was crafted to retain core design elements of the original while projecting a more modern look. The midsection is narrower, and the bike has a lower center of gravity. There is an easily adjustable dual-height seat (32.5/33.3 inches; an optional low seat adjusts from 31.7 to 32.5 inches), and a beefier handlebar is adjustable fore and aft in two positions.
2024 Royal Enfield Himalayan in Hanle Black
The new model’s wheelbase is just over 2 inches longer than the original at 59.5 inches, and ground clearance is right at 9 inches. The redesigned fuel tank holds 4.5 gallons (up from 4.0), and Royal Enfield claims a range of more than 280 miles, which translates to about 62 mpg. The Himalayan is available in five colors inspired by its namesake region: Hanle Black, Kamet White, Kaza Brown, Slate Poppy Blue, and Slate Himalayan Salt.
2024 Royal Enfield Himalayan in Kamet White
2024 Royal Enfield Himalayan in Kaza Brown
2024 Royal Enfield Himalayan in Slate Poppy Blue
2024 Royal Enfield Himalayan in Slate Himalayan Salt
No adventure bike is complete without a few farkles, and the Himalayan accessory list includes handguards; a taller windscreen; touring mirrors; protectors for the engine, radiator, and headlight; aluminum panniers and top box; and a rally kit that includes a rally-style seat and tailsection and a higher aluminum exhaust can.
Before I get into the nitty gritty, you must understand that riding in northern India is like a schizophrenic dance. When traffic is light and the tarmac is intact, it is a sweeping and graceful waltz. The ballroom is stunning in the shadows of the towering Himalayas. At other times, the dance is a frenetic mosh pit of activity with the soundtrack of blaring horns. Colorfully adorned and bedazzled commercial trucks use the tarmac dance floor in any lane they choose. Small-displacement motorcycles and scooters weave and maneuver, carrying passengers and payloads in clear excess of their design limits. Cows wander and sometimes sleep in the road as if they are fully aware of their spiritual significance in Indian culture. The “dance floor” is a constantly changing platform that varies from intact to fractured to nonexistent with no warning at all. This is exactly the dance for which the new Himalayan is designed.
The roads in northern India are as unpredictable as the scenery is breathtaking.
After a briefing on how to handle riding in the region, our test ride took us up into the mountains on a crisp late October morning. The Himalayan proved to be an easy bike to adjust to. The controls are user-friendly, the shifting is precise, and response from the new throttle-by-wire is smooth and controllable. Braking, while not exemplary, was predictable, and the ABS performed well. Predictability was particularly important as I negotiated the ever-changing conditions of the northern Indian roadways.
Siddhartha Lal (on the bike) is the managing director of Royal Enfield. He’s a diehard motorcycle enthusiast and is intimately involved in the development of each model. Here he consults with the team on the new Himalayan’s ergonomics.
The work that Royal Enfield engineers put into the new model’s ergonomics is obvious. The seating position is natural and neutral with a comfortable reach to the bar, and there is ample leg room to the footpegs. What impressed me most about the new ergos is how comfortable the bike feels in a standing position. I’m 6-foot-3 with a 34-inch inseam, and some smaller bikes force me into a semi-crouch when standing. As the conditions constantly changed on our ride, it was easy to shift around on the bike and stand over its narrow midsection.
Climbing to more than 10,000 feet in elevation, it was crucial to keep the 40-hp Single in the appropriate gear. Exiting a corner in a rev range that was even slightly too low required quick downshifting to find acceleration. To that end, the new slip/assist clutch made gear changes nearly seamless. When in the right gear, the engine performed remarkably well. I wonder what kind of performance boost the engine would realize at sea level.
Weighing only 452 lb, the Himalayan is agile and confidence-inspiring on pavement.
The Himalayan is a very competent bike on pavement. The chassis is notably stiff in its new configuration with the engine as a stressed member. Cornering on the serpentine sections of Himalayan tarmac proved to be stable and confidence inspiring. I repeatedly dragged the pegs and felt comfortable doing so. Wind protection from the small screen was adequate, keeping some of the blast off my torso. However, I would opt for the accessory tall windscreen for touring.
Even with our 6-foot-3 tester aboard, the Himalayan was comfortable for stand-up riding.
On our way into the mountains, I got intermittent hints about how the bike would handle off-road. There were many sections where the ravages of the Himalayan environment had washed away the pavement, leaving dusty and rocky stretches. I often encountered these sections at high speeds, and the bike handled the changes in footing admirably. In the villages, the bike’s predictability was crucial as I negotiated that aforementioned dance – braking, weaving, and accelerating through the traffic frenzy.
The Himalayan is well-suited to off-road riding. It’s a tough little bike that’s ready for anything.
After several hours of riding into the mountains, we were given the opportunity to hit the dirt. The conditions offered up sandy and rocky sections as well as some heavily rutted inclines. The updated suspension, stout frame, and 21-inch front wheel negotiated these conditions well. The front suspension felt more sorted than the rear, but I bottomed out the rear shock only once. Cranking up the rear preload a bit would have helped. The off-road capability of the bike is enhanced by the overall light feel and relaxed ergos. It felt stable and planted in the dirt even on the road-biased tires.
At 10,000 feet in October, water crossings in the Himalayas are cold! The new Himalayan took them in stride.
Later in the day, I had the chance to ride some icy declines and limited water sections. Again, the Himalayan was up to the task. I felt fully in control of the bike on the slick sections, and switching off rear ABS negated any unsettling freewheeling sensation from the rear brake. All in all, the new Himalayan handled everything admirably. The bike was stable at speed on the tarmac, predictable in the dirt, and controllable on dodgy surfaces. What else can you ask of a lightweight ADV?
The Himalayan has LED lighting all around.
If adventure bikes are the Swiss Army knives of the motorcycling world, then the light, versatile Himalayan resides comfortably in that pocket. The new model is a marked upgrade from its already popular predecessor. This is not a bike intended to wow your riding buddies with power numbers or cutting-edge technology. Rather, it’s a reliable, comfortable, competent all-around motorcycle available at a reasonable price (U.S. pricing is not yet available, but it shouldn’t be drastically higher than the $5,449 base price of the 2023 model). If the Himalayan can handle the extremity of the conditions in the region after which it is named, it should continue to be a popular choice worldwide.
The 2024 Royal Enfield Himalayan in its element.
The answer to the question posed earlier is a resounding “yes” – the new Himalayan brings the model into the present and still emits its fair share of character and charisma.
Following the discontinuation of the Moto Guzzi Stelvio in 2016, the company has announced that it is launching a new version of the adventure bike for 2024.
Named after the famous Alpine pass on the Italian/Swiss border that connects two valleys through 48 legendary hairpin bends, the 2024 Moto Guzzi Stelvio is powered by the engine recently introduced on the V100 Mandello – a liquid-cooled 1,042cc transverse V-Twin with DOHC and 4 valves per cylinder – but the the Stelvio engine distinguishes itself in several respects.
The Moto Guzzi V100 Mandello and Stelvio projects started in parallel before following quite different development paths. The Moto Guzzi engine builders received a clear directive right from the start: to craft an engine suitable for a variety of motorcycle types. For instance, the decision to create an oil sump isolated from the crankcase via a reed valve has resulted in minimal expansion of the lower portion of the engine, which enhances the essential ground clearance required for overcoming off-road challenges.
2024 Moto Guzzi Stelvio in Nero Vulcano
Moto Guzzi reps said that “in general, a huge effort has been made to decrease inertia as much as possible (up to 50% less than the previous 1200 8V engine), decreasing weight and giving better responsiveness.”
A counter-rotating shaft is integrated to reduce reverse torque and enable a reduction in the weight and dimensions of the crankshaft, thereby enhancing both compactness and overall performance. The outer crankcases were designed to have the structural function of reinforcing the frame, with its eight attachment points. The rider footpegs are securely fastened to the crankcases with just a few rubber pads, taking advantage of the engine’s balance to effectively eliminate vibration.
2024 Moto Guzzi Stelvio in Giallo Savana
The longitudinal V-Twin makes a claimed 115 hp at 8,700 rpm 77.4 lb-ft of torque at 6,750 rpm, with 82% available as early as 3,500 rpm and redline at 9,500 rpm. The 2024 Moto Guzzi Stelvio also has a 6-speed gearbox, throttle-by-wire, and a slip/assist clutch. The gearbox has also undergone a redesign, which the company says resulted in even smoother and more seamless gear changes achieved by relocating the cotter from the primary shaft of the gearbox to the clutch, thereby enhancing its damping capacity and overall operation. The cam gear shift was also altered to include optimized swingarm pilot cams, and the performance of the accessory quickshifter has been improved thanks to new electronic operating strategies.
The final cardan driveshaft of the Stelvio has an aluminum single-sided swingarm positioned on the left side. Compared to the one on the V100 Mandello, it has been reinforced to adapt it to off-road use. The minimal output of the driveshaft and the longitudinal extension of the swingarm have reportedly eradicated the initial upward effect upon opening the throttle, eliminating the necessity for reaction rods on the swingarm. One of the distinctive aspects of this system is the inclusion of a solitary universal joint located at the swingarm fulcrum and tilted at a 6-degree angle. This design choice not only maintains a slender central profile for the bike, reducing weight and enhancing ergonomics, but it also features a bevel gear set at an 84-degree angle (in contrast to the 90-degree angle found on other Moto Guzzi models). This arrangement allows the swingarm to accommodate a 170/60 tire fitted on a 4.5-inch tubeless spoked rim (19-inch front/17-inch rear), emphasizing the adventurous spirit of the Moto Guzzi Stelvio.
2024 Moto Guzzi Stelvio in Nero Vulcano
The suspension system has been exclusively tailored for the Stelvio, with a 46mm Sachs fork and a KYB shock, both adjustable for rebound and preload and offering 6.7 inches of travel front and back. The Brembo braking system incorporates dual 4-piston calipers clamping down on 320mm floating discs at the front and a 2-piston caliper and 280mm disc in the back.
Aerodynamics have undergone an extensive overhaul with the aim of optimizing air protection and comfort. The windscreen, which is electrically adjustable up to 2.75 inches, is shaped to deflect airflow while avoiding rear air vortices, aided by the presence of the two side deflectors. Moto Guzzi Stelvio also evokes iconic models from its heritage, drawing inspiration from elements such as the louvers present in the underseat sides. Additionally, the radiator’s placement and the concealment of rubber connection hoses from view, alongside the refinement of the electrical system, where the wiring remains completely hidden, all contribute to a clean look.
Moto Guzzi also focused on optimizing weight distribution and lowering the mass via the engine architecture and the 5.5-gallon fuel tank that extends beneath the seat, as well as the layout of the new tubular-steel frame, which uses the engine as a load-bearing element. The frame boasts four front anchor points instead of the two on V100 Mandello, giving a claimed 20% increase in rigidity.
The chassis has a 60-inch wheelbase and a 25.6-degree rake. The 32.7-inch seat height has an active riding position that keeps the back upright and the legs slightly bent, while a wide, adjustable-section aluminum handlebar contributes to off-road control while also providing a more relaxed touring posture.
When it comes to touring, the Stelvio is the first Moto Guzzi equipped with the PFF Rider Assistance Solution offered as a factory option and built on 4D Imaging Radar technology. The system employs two radar sensors – one above the front headlight assembly and one below the rear headlight assembly – with a wide field of vision and reliable monitoring regardless of lighting and environmental conditions.
The system includes Following Cruise Control (FCC), which utilizes the front radar to adapt the speed based on the vehicle in front; Forward Collision Warning (FCW) to identify potential collisions with vehicles and objects situated in front of the motorcycle; Blind Spot Information System (BLIS), which notifies the rider of vehicles located in the blind spots detected by the rearview mirrors; and Lane Change Assist (LCA), which continuously scans the area up to 98 feet behind and identifies vehicles approaching from the side that could pose a lane-changing hazard.
The system is part of an electronics package that includes the Marelli 11MP control unit and the 6-axis IMU, which analyzes inputs and optimizes the bike’s cornering ABS. There are five ride modes (Tourism, Rain, Street, Sport, and Off-Road) with various presets for three different engine maps, four levels of traction control, three levels of engine braking, and two levels of ABS control. These settings can also be personalized, allowing riders to fine-tune the parameters to match their individual preferences.
Standard equipment includes a full LED lighting system with Daytime Running Lights (DRLs), cornering lights, and a USB port located beside the 5-inch color TFT panel, which offers a range of information, such as fuel level, air and coolant temperature, gear engaged indicator, remaining range, and instantaneous consumption.
Additional accessories include Moto Guzzi MIA, the multimedia platform enabling smartphone connectivity with the instrumentation through Bluetooth. Moto Guzzi MIA combines an infotainment system for managing voice assistant, phone calls, and music using intuitive handlebar controls, as well as a navigation feature.
Other accessories for the Stelvio include luggage, heated seats and grips, crash guards, a centerstand, TPMS, and anti-theft system, and more.
2024 Moto Guzzi Stelvio in Nero Vulcano
The 2024 Moto Guzzi Stelvio comes in two color variants, both matte: Giallo Savana, which features a dark yellow hue on the front of the tank and on the side panels, or Nero Vulcano, dominated by the black/gray combination with some yellow highlights on the tank and side panels. The Stelvio without the PFF Rider Assistance Solution will be priced starting at $16,390 and available in December 2023. Pricing on the Stelvio with the PFF system has not yet been announced but is expected to arrive in the second quarter of 2024.
Perfectly tailored to my 5-foot-11 frame, the ergonomics of the 2024 Honda Transalp kept me comfortable throughout 250 miles of mixed terrain riding.
Making its much anticipated debut in the American market is the 2024 Honda XL750 Transalp, fresh off a successful year in Europe. Equipped with off-road features like 21-inch front and 18-inch rear spoked wheels and a quickshifter, the Honda Transalp has inspired debates about whether this bike is a step-up or step-down in adventure capabilities.
Nestled between the entry-level CB500X and the liter-class Africa Twin in Honda’s current lineup, how does the Transalp fare?
A year after its European debut, the all-new Honda Transalp XL750 finally arrives on American shores.
We took it for a two-day 250-mile test run amidst the vibrant autumn foliage of central Pennsylvania. Our route included the rugged section 4 of the BDR-X PA Wilds and challenging twists near State College – Penn State’s home turf.
To give the Transalp an off-road credibility check, American Honda fitted our test bikes with Bridgestone Adventurecross AX41 tires, one of my favorite tire sets for ADV riding. This decision enabled me to put the Transalp through its paces on demanding off-road trails.
For the consumer version, expect either Metzeler Karoo Street or Dunlop Mixtour tires in sizes 90/90-21 and 150/70R-18. (Take note: They’re not tubeless, which might be a minor drawback for some.)
Have you ever questioned whether to “step up” your adventure game or “step down” for something more manageable? The Transalp may provide the answer for both.
Despite seeming underpowered and somewhat weak on paper compared to other middleweight ADV bikes, the Transalp excels, particularly shining on section 4 of the BDR-X PA Wilds.
A Storied History and Design
After a successful year in Europe, the Honda Transalp finally landed on American soil this October, reviving a saga that originally began in 1986.
While American riders had only a fleeting encounter with this storied machine – curtailed after just two years due to the prevailing motorcycle culture and the bike’s dual-purpose nature – the Transalp has continually evolved overseas.
Originally debuting in Europe in 1986, the Transalp reached the U.S. for the 1989 model year with a liquid-cooled 600cc 52-degree V-Twin engine, 3 valves per cylinder, a full-cradle frame, and a box-section swingarm. Its 41mm fork offered nearly 8 inches of travel, while the rear featured Honda’s Pro-Link system and provided 7.5 inches of rear-wheel travel – a remarkable feat for its era.
In the subsequent years, the bike underwent several iterations, morphing into the XL650V in 2000 and later the XL700V in 2008.
Fast-forward to the present, and the fourth-generation Transalp – now labeled the XL750 – is a modern adventure bike. It inherits its 755cc parallel-Twin engine from the CB750 Hornet, a platform that regrettably remains exclusive to overseas markets.
The bike is powered by a 755cc parallel-Twin. Although it generates “just” 83 hp, it’s an optimal fit for this machine weighing in with a 459-lb curb weight.
Honda Transalp: Engine, Clutch, and Transmission
Upon starting the Transalp’s 755cc Unicam parallel-Twin with 4 valves per cylinder, the 270-degree crank immediately makes its presence known. This short-stroke crank generates a pulsating effect that optimizes torque distribution across the rev range, making the engine particularly efficient in the mid- to upper range.
Honda’s new Vortex Airflow Ducting induction system enhances this power range by accelerating the intake-charge airspeed between 3,000 and 8,000 rpm, thereby improving throttle response.
Making a claimed 83 hp at 8,500 rpm, the engine offers a well-balanced power output suitable for both on-road and off-road riding, and it operates efficiently throughout the rev range. During our two-day test, I preferred keeping the revs high, switching between 3rd and 4th gears in faster BDR sections and dropping to 2nd gear for more technical challenges.
On Pine Flat Road, an optional rocky and muddy trail, I kept the bike in 2nd gear throughout. During slower sections, I manipulated the clutch for better traction before revving the engine up to 8,000 rpm to accelerate. The bike wheelied best in 2nd gear, either when navigating large obstacles or simply splashing through puddles.
The 21/18-inch front/rear wheel configuration equips the bike to tackle challenging adventures, from deep mud to rocky single-track trails.
Honda’s slip/assist clutch, featuring F.C.C. Leaning Segment discs, reduces clutch drag torque by 30%. The system is especially noticeable in technical terrain, requiring only one finger to operate the clutch. Equally impressive is the quickshifter for clutchless up and downshifts. It operates smoothly, even between 1st and 2nd gears.
Honda also optimized the bike’s 459-lb curb weight with a 16/45 final drive ratio and a 520 chain. This configuration minimizes high revs while cruising at 75-plus mph and contributes to fuel efficiency. Even after rigorous use, the bike averaged around 46 mph. With a 4.5-gallon tank, expect over 200 miles between fill-ups.
The engine counterbalancer ensures a smooth ride. It is driven off the crank’s primary gear, reducing weight and complexity while maintaining engine compactness.
The Transalp’s chassis delivers exceptional road performance; even on successive corners, the presence of a 21-inch front wheel goes unnoticed.
The Unicam engine design, like the one used on the Africa Twin’s 1,084cc powerplant, originated from Honda’s CRF450R motocross bikes. To improve reliability, Honda employs nickel-silicon-carbide cylinder plating, which is also used in the CBR1000RR-R and CRF450R.
Honda Transalp: Electronics
The Transalp has throttle-by-wire with 46mm throttle bodies and offers five ride modes: Sport, Standard, Rain, Gravel, and a customizable User setting. Each mode allows customization, enabling adjustments to engine power, engine braking, traction control (aka Honda Selectable Torque Control), and ABS.
The Transalp is more than up to the task of long-distance travel, effortlessly traversing noteworthy landmarks like this covered bridge.
In contrast to bikes that reduce power across different modes, all five settings on this bike maintain access to full power. The variability lies in the power delivery. The Transalp yields a more subdued throttle response in Rain and Gravel modes while ramping up responsiveness in Standard and Sport modes.
Adjustments to these parameters are only possible when the bike is stationary. However, a conveniently located button on the left control panel allows quick mode-switching while in motion. After selecting a mode, simply releasing the throttle engages it.
During my evaluation, I found each mode to be highly effective in its designated setting. On dirt sections, I primarily used my customized User mode, configured for maximum power, minimal engine braking, and with both TC and ABS deactivated. This setup offered optimal traction and stopping capabilities, aligning perfectly with my riding preferences.
One issue to note is that turning off the ignition automatically reactivates the TC and ABS settings. To counter this, I left the ignition on for the majority of the day, making exceptions only for stops exceeding 10 minutes. This tactic also had the added benefit of keeping my grips heated during the cold morning hours. The heated grips have four intensity levels, and they’re among the warmest OEM grip warmers I’ve encountered.
Finally, all this information is prominently displayed on a 5-inch full-color TFT dash. Users can choose four display layouts, including a rally-inspired design featuring bar graphs rather than circular indicators.
The 5-inch digital display panel covers all essential metrics – except ambient temperature.
The dash provides data on speed, rpm, fuel level, engine mode, trip distance, and gear position, as well as levels of TC, ABS, power output, and engine braking. The sole missing element is an ambient temperature readout – a feature I find particularly useful given the significant temperature fluctuations often encountered in backcountry rides.
Honda Transalp: Suspension and Brakes
Unfortunately for such a capable middleweight ADV bike, suspension adjustability is limited to spring preload. The Showa system includes a 43mm SFF-CA fork and a Pro-Link rear shock.
On paved roads, the bike demonstrated admirable stability, even under aggressive throttle and braking inputs. While the suspension felt slightly softer when navigating dirt terrains, it proved capable of handling the most demanding and intricate BDR gravel sections I encountered.
Suspension travel is 7.9 inches at the front and 7.1 inches at the rear. I weigh 185 lb, and I bottomed out the fork only twice during harsh landings, experiencing no issues with the rear shock. Ground clearance is 8.3 inches.
My test unit was equipped with an optional skid plate, adding an extra layer of engine protection. Without a skid plate, the bike’s exhaust system would be vulnerable, making off-road travel ill-advised.
As for the braking, the 2024 Honda Transalp performed flawlessly throughout my test. It employs 2-piston front calipers working in conjunction with dual 310mm “wave” discs and a single-piston rear caliper squeezing a 256mm wave disc. Off-road, with ABS disengaged, these offered a well-balanced braking experience; a single finger sufficed to engage the front brake, and applying ample pressure to the rear brake facilitated effective slowing.
Helping stop the Transalp are dual 310mm “wave” front discs squeezed by hydraulic 2-piston calipers.
On-road and with ABS activated, the system exhibited minimal pulsation during planned emergency braking exercises. It’s important to note that to maintain a competitive price point, the Transalp lacks some preferable on-road amenities, such as cornering ABS and cruise control. However, it does come with the convenience of self-canceling turnsignals!
Honda Transalp: Ergonomics, Seat Height, and Fairing Protection
Contrary to its specifications on paper, the Transalp’s ergonomic design performs impressively in real-world conditions. With a seat height of 33.7 inches and an optional lower seat at 32.6 inches, the bike comfortably accommodated my 30-inch inseam. This allowed for confident stops in uneven, rocky off-road terrains where taller bikes often pose the risk of a rider losing footing.
The seat’s design offers ample room for positional adjustments, even letting me sit close to the gas tank during fast off-road sections to roll my back forward, sit upright, and maintain front tire traction. The handlebar is sufficiently wide, offering good steering leverage. The rider triangle felt just right, and my 5-foot-11 frame never felt cramped.
On twisty asphalt, Sport mode and a bit of concentration are all you need – the Transalp makes cornering a simple and fun task.
The stock footpegs are roomy enough for my size 11.5 boots and provide good grip once the rubber padding is removed. Whether standing or seated during high-speed sections, my feet enjoyed unrestricted movement, avoiding any uncomfortable contact with passenger pegs or engine components.
Designed by Honda’s Italian R&D team, the Transalp sports an unmistakable Italian flair in its fairing design. Although budgetary considerations led to a nonadjustable windscreen, the aerodynamics are still effective. Throughout my ride, even at speeds exceeding 80 mph, I experienced no head buffeting.
The Final Tally
At $9,999, the 2024 Honda XL750 Transalp is competitively priced, undercutting key rivals like the Yamaha Ténéré 700 by $800 and the Suzuki V-Strom 800DE by $1,350. When compared to European models such as the KTM 890 Adventure, the price difference climbs to nearly $4,000, though we’re not necessarily comparing apples to apples anymore.
The fairings exude Italian flair, and despite the windscreen being fixed, there’s almost no buffeting to speak of.
Back to our original question: Is the Honda Transalp built for riders stepping down from a larger adventure bike or for those stepping up from a smaller machine? I’d argue that Honda has navigated this dilemma masterfully, providing one of the most balanced middleweight platforms available.
The bike lends credence to Honda’s attempt to provide a harmonious blend of features tailored for both the beginner stepping up and the experienced rider who might be looking for a more approachable yet capable alternative.
This particular Transalp is outfitted with a touring package, adding spacious panniers for added utility.
The step-up or step-down argument is put to rest – not by compromise but by balance. This balance is a hard-fought victory in product development and felt at the heart of the riding experience. In the Transalp, you’ll find a motorcycle that doesn’t ask you to choose between worlds. Instead, it encourages you to explore them all.
We logged nearly 300 miles during our two-day First Ride on the 2024 BMW R 1300 GS. (Photos courtesy BMW Motorrad)
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.
The alpha and omega of adventure bikes. On the left, the 2024 BMW R 1300 GS Trophy. On the right, the 1980 R 80 G/S.
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.
The new 1,300cc boxer Twin is more powerful yet lighter and more compact. In this cutaway view, the gearbox that was moved from behind to under the engine is visible.
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).
The next-gen EVO Paralever front suspension gives the R 1300 GS better control on and off the pavement.
This illustration shows the new timing chain arrangement.
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).
Enduro Pro mode is part of Ride Modes Pro that’s included in the optional Premium Package. For our off-road test, bikes were also equipped with accessory engine protection bars.
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.
The base model R 1300 GS comes in Light White with a Sport windscreen. The bikes we rode were equipped with an electric windscreen (the first time offered on a GS) that’s part of the Comfort Package.
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.
This is the Trophy variant of the R 1300 GS, which features tubeless cross-spoke wheels. The white cast-aluminum subframe clearly shows the departure from the tubular-steel subframe used on previous R-series GS models. A sheet-metal main frame replaces the former tubular-steel unit.
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.
This illustration highlights the EVO Telelever front and EVO Paralever rear suspension systems as well as the optional Dynamic Suspension Adjustment. Within the black reservoirs are secondary springs that allow different spring rates to be used in on-road and off-road modes.
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.
As with all Telelever systems, front suspension damping is controlled by a central shock.
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.
On the previous Telelever system, the tops of the fork tubes connected to the handlebar plate via ball joints. On the EVO Telelever above, the tops of the fork tubes end in caps and the tubes are firmly clamped by an upper triple clamp. The bolt below the right fork cap attaches to the new flex plate that handles torsional movement as the Telelever swingarm moves through its stroke.
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.
Through a combination of weight loss, chassis redesign, and suspension updates, the R 1300 GS handles fast, twisty roads better than its predecessor.
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.
The R 1300 GS has a sharper, more aggressive profile than the R 1250 GS.
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.
Replacing the previous asymmetrical headlight is a new X-shaped matrix with LED daytime running lights on the outside and high/low beam in the center. The optional Headlight Pro adds a cornering function.
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.
Our off-road test was brief, but it provided a favorable first impression of how the R 1300 GS handles on rocky, uneven terrain.
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.
With a taller handlebar and a slimmer midsection, the R 1300 GS is well-suited to stand-up riding.
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.
Dynamic Pro mode was our preferred setting for attacking twisty backroads.
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.
Because the EVO Telelever front suspension is stiffer, it is more stable and also communicates more feedback to the rider.
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.
The R 1300 GS has a more slender tank and midsection, which opens up the cockpit. The tank is also flatter (and 0.3 gallon smaller), and the gray section is padded upholstery that acts like a continuation of the seat.
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.
2024 BMW R 1300 GS Triple Black
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.
2024 BMW R 1300 GS Option 719 Tramuntana with optional Vario luggage, which now has internal lighting
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.
The left switchgear still includes the excellent Multi-Controller wheel. Above the menu button is a new “burger” button (that’s what the icon looks like) that works in conjunction with the up/down rocker switch to assist with menu navigation.
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.
The new look may take some getting used to, but this is the best GS yet.
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.
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
2024 Honda Gold Wing Tour in Pearl White
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
2024 Honda Fury in Adventure Green
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
2024 Honda Rebel 1100T in Matte Armored Green Metallic
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.
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
2024 Honda Rebel 500 ABS SE in Pearl Smoky Gray
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 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
2024 Honda Rebel 300 in Nitric Orange
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 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
2024 Honda NC750X in Matte Nightshade Blue
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.
