The Benelli Motorcycles display at EICMA in November 2023.
Benelli Motorcycles is an Italian brand with a storied 113-year history. Following last month’s EICMA show in Milan, Italy, Benelli announced a new distributor for its motorcycles in North America. Read the full press release below.
We are thrilled, yes, thrilled, to announce a momentous first in the 100-plus-year history of Benelli. Its motorcycles are now distributed in North America by Keeway Group, co-owner and exclusive worldwide corporate manager of the Benelli brand. In short, Benelli is finally represented by Benelli in the North American markets.
Founded by the six Benelli brothers in 1911, in the seaside city of Pesaro, Italy, the original Benelli factory is now the Benelli Museum, still fully owned by the brand. Originally conceived as a brand of passion, Benelli soon went racing with youngest brother Antonio “Tonino” quickly achieving many victories. Racing in Italy evolved into racing internationally, with Benelli earning two GP world championships. Every year Benelli and the city of Pesaro celebrate Benelli Week, a tradition that began 13 years ago at the company’s 100th anniversary in 2011.
Keeway Group, the corporate manager of the Benelli brand, also has other brands to provide dealers a robust array of two-wheeled vehicles. Keeway’s growing complementary line of scooters and small-displacement motorcycles will also be offered in the U.S. market, at a later date in 2024.
The Benelli Motorcycles display at EICMA in November 2023.
At November’s EICMA, the international motorcycle exposition taking place in Milan, Italy, the side by side displays of Benelli and Keeway were teeming with media, dealers, and consumers, from all corners of our round planet. Attendees included over 400 distributor and dealer representatives from 66 countries. With design studios in Italy and Spain, and primary manufacturing in China, Benelli and Keeway are truly international brands.
The initial 2024 Benelli models will be arriving in the USA in the first quarter of the year, with additional models arriving in the second quarter. Specifics about the models heading to North America will be made available in the near future.
Keeway America is a wholly owned subsidiary of Keeway Group, with main offices and warehouses for distribution located in Frisco, Texas, a suburb of Dallas. We welcome powersports professionals to inquire about joining our seasoned team. For additional information, visit Benelli’s U.S. website or contact [email protected].
Benelli wasn’t the first motorcycle manufacturer in Italy, but it’s the oldest Italian brand that still makes motorcycles, though its production history had some interruptions. As was the case in the United States, there were scores of upstart motorcycle manufacturers in Italy in the early decades of the 20th century, but only a handful survived. Join us for a 111-year walk down the annals of Italian motorcycle history.
The Benelli Early Years: 1911-1937
The Benelli brothers, left to right: Antonino, Francesco, Giovanni, Giuseppe, Fillipo, and Dome-nico. Their mother, the widow Signora Teresa Benelli, invested her late husband’s estate into their fledging motorcycle concern. Photo courtesy of Benelli.
In 1911, the six Benelli brothers opened their first shop in Pesaro, Italy. The Benelli Garage serviced and repaired bicycles and motorcycles, made spare parts for both, and within a few years set to work on their own engine design. A 75cc 2-stroke Single debuted in 1920, and their first complete motorcycle followed a year later.
In 1927, Benelli introduced a 175cc 4-stroke Single with what would become the company’s characteristic “cascade”-type overhead-cam system. Designed by the eldest brother, Giuseppe, the gear-driven OHC engine powered the youngest brother, Antonino, to four national championships in the Italian long-distance roadraces.
Benelli’s 175 “double knocker” displays the characteristic Italian flair for engine design. Photo by Deb Welch.
By 1931, the road models were selling well, and the widow Signora Teresa Benelli believed that investing most of her late husband’s estate in the boys’ motorcycle venture had been worthwhile. The prospects for continued growth looked good. A larger factory opened in 1934, and new 250cc and 500cc engines entered production.
Antonino’s racing success fueled the development of the single- and double-overhead cam engines, but his career ended with a crash in the 1932 Grand Prix at the Circuit del Tiguillia. After a long convalescence, he rejoined the family business. Unfortunately, Antonino died in a road accident in 1937 at the age of 34, just a few weeks after the company also lost the head of the experimental department, Otello Giovanardi, who was killed while testing the new 500cc racebike on a road near the factory.
The 1934 DOHC 175 ridden by Dorino Serafini of Pesaro, who would win the 1939 500cc Euro-pean Championship for Gilera. Photo courtesy of Benelli.
The War Years: 1939-1945
In the late 1930s, the long-standing rumors of war were turning into the realities of armed combat. Ted Mellors posted Benelli’s first Isle of Man TT victory in 1939 by winning the Lightweight class on the Single, and Benelli was developing a supercharged, liquid-cooled 250cc inline-Four claimed to produce 52 hp at 10,000 rpm, but the war preempted its planned 1940 introduction at the TT.
Benelli and Moto Guzzi, which also produced its first model in 1921, were direct competitors in the domestic motorcycle market, along with Gilera and Garelli. Ducati was still in the radio and electronics business and would enter the two-wheeled world after World War II, joined by Parilla, MV Agusta, and Aermacchi. In the 1940s and ’50s, market competition among the Italian, German, and English manufacturers picked up steam.
Benelli survived the first half of the war by building and supplying parts for the M36 three-wheeler, powered by a 500cc Single. Already adapted for military use, the trike was useful for moving supplies and ammunition to the battle lines, but by then, more than a few Italians had reason to doubt their choice of leadership, the socialist-turned-fascist Benito Mussolini. The trains no longer ran on time because Allied bombers had destroyed much of the tracks, as well as most of the factories supplying the Italian army with equipment and parts, including the Benelli plant.
Post-War Years: 1945-1959
Introduced in 1950, the Leoncino 125 was powered by an air-cooled Single, and both 2-stroke and 4-stroke versions were produced. Model variations of the “little lion” were a mainstay in Benelli’s lineup for two decades. Photo courtesy Bonhams.
After the war, with what machinery and tooling had survived, Benelli resumed production with civilian versions of the trike and the pre-war road models. When racing resumed in 1947, plans were underway to return to the track the following season. In 1948, Benelli hired the dashing professional rider Dario Ambrosini, who went on to win the 250cc World Championship in 1950. His victory marked Benelli’s first world title, but another 19 years would pass before it would win another.
Despite their success in rebuilding the business and going racing, all was not biscotti and gelato among the brothers. Giuseppe, who was head designer/engineer at the time, was strongly committed to the racing program. The consensus among his siblings was less enthusiastic. The cost of competing against larger rivals like Moto Guzzi, Mondial, and Gilera was deemed excessive, so in 1949, Giuseppe parted ways with the family business and established his own company, Moto B Pesaro.
Later shortened to Motobi, the company built 2-stroke and 4-stroke Singles, shifting to 4-strokes exclusively in the mid-1950s. The distinctive egg-shaped horizontal cylinder preceded Aermacchi’s similar design. When Giuseppe died, leaving the company to his two sons, the marque was maintained for another five years. Motobi would be acquired by Benelli in 1962, putting it back in the family fold.
A 1955 Motobi Spring Lasting 200 built by the company that Giuseppe Benelli started after parting ways with his brothers. Photo courtesy of Benelli.
In 1950, with the second-eldest Benelli brother, Giovanni, at the helm, the company debuted the Leoncino 125cc 2-stroke, followed shortly by a 4-stroke of the same displacement. The “little lion” provided the backbone of the company’s sales for the next 20 years. Its credentials were posted solidly in 1953 when Leopoldo Tartarini won the first Motogiro d’Italia on the 2-stroke. Pesaro produced more than 50,000 of the various Leoncino models into the early ’70s.
In the mid-1950s the Leoncino 125cc 4-stroke was available as a road model (the Normale shown here), a Sport version, and a Corsa racing model. Photo courtesy of Benelli.
Benelli was back to full production in the ’50s, with the Leoncino 125 2-stroke accounting for the most sales, followed by the 250cc Leonessa. Despite the declining overall market, a new 175cc OHC Single appeared in Touring and Sport versions in 1959. Grand Prix racing, on the other hand, had gotten ahead of itself in the 1950s. Streamlined, fully enclosed motorcycles were reaching speeds incompatible with the brake, suspension, and tire technology of the day. Fatalities rose accordingly, and after the “dustbin” fairings were banned in 1957, MV Agusta was the only Italian factory still competing in world championship races.
Tarquinio Provini at speed in 1964 on the 250, one of the first models with disc brakes. Photo courtesy of Benelli.
In the 1960s, Benelli decided to invest development in both utilitarian and recreational models for a wider market, including the United States. Slowing domestic sales pushed Pesaro to establish a distribution agreement with Cosmopolitan Motors of Pennsylvania and retail outlets in Montgomery Ward and JC Penney. Sold by Ward under the name Riverside, the 175cc 2-stroke and 250cc 4-stroke Singles were joined by the Cobra, a 125cc street scrambler. The product line was anchored at the bottom by minibikes, including the 65cc Dynamo and 180cc Volcano.
Its market expansion allowed Benelli to resume development of the 250cc OHC Four for racing. In 1965, Tarquino Provino won the Grand Prix at Monza, with Phil Read’s Yamaha second and another Benelli in third. A 16-valve 350cc model followed and carried Renzo Pasolini to victory at Modena, beating the mighty MV Agusta of Giacomo Agostini. Pasolini won the Italian championship in 1968 and finished second in the 1968 Grand Prix championship behind Agostini, with Kel Carruthers’ Aermacchi in third.
Impressed with his performance on the Aermacchi, Benelli hired Carruthers as Pasolini’s teammate on the 250 for the 1969 GP season. Both riders scored three wins, but it was Carruthers who collected Benelli’s second world championship, edging out Yamaha’s Kent Andersson.
Australia’s Kel Carruthers collected Benelli’s second world title in 1969 on the 250. Photo courtesy of Benelli.
Pasolini and Carruthers both rode the 350 Benelli in the early GP rounds in 1970, but the series was dominated by MV’s Giacomo Agostini, who won nine of the 10 races. Pasolini switched to Aermacchi, then owned by Harley-Davidson, and Carruthers went to Yamaha. Finnish star Jarno Saarinen, who rode briefly for Benelli, also switched to Yamaha. The 2-stroke era had arrived.
Kel Carruthers, now 84, is best known in the U.S. for his early tutelage of future world champions Kenny Roberts and Eddie Lawson.
“Pasolini and I were to ride the 350s in 1970,” Carruthers recalls, “and I got second behind Agostini in Germany and Austria. I was running second behind him at the Isle of Man when the chain fell off. That’s when I decided to stick with Yamaha.”
His decision was confirmed when a strike at the Benelli factory meant that only Pasolini would get support.
Thus ended the 50-year racing chapter of Benelli history. Pesaro may have foreseen the coming 2-stroke domination of Grand Prix racing and possibly noted the general lack of interest in the sport among Americans. In either case, their double-barreled marketing approach in the U.S. had little connection with racing history.
Dave Roper on the Team Obsolete, ex-Pasolini 350 Four in 1993. Photo by Yve Assad.
With Cosmopolitan Motors as the distributor of bikes and parts to dealers and Montgomery Ward selling to the public, Benelli posted a broad lineup of road and dual-purpose models. The Riverside 125cc 2-stroke and 250cc 4-stroke Singles were offered in road and enduro models, and the minibikes were much cooler than the domestic Briggs & Stratton-powered counterparts.
The 1967 Riverside 250 4-stroke was sold by Montgomery Ward, which also offered 125cc and 175cc 2-strokes. Photo courtesy of Benelli.
At the lightweight end was the 125cc Cobra, based on the Leoncino, and the 250cc Barracuda with the horizontal cylinder of the Motobi. The Mojave 260/360 4-stroke Single was a stylish street scrambler/enduro. In 1968, the 250 Sport Special appeared with the Motobi engine, a long and slim tank, and clip-on handlebars. The Tornado 650 arrived in 1971, a handsome vertical-Twin with adequate power and reasonable comfort. The 2-strokes – 125, 175, and 250 – were available through the 1970s and joined by a brace of inline-Fours with 250cc and 500cc engines in 1975.
The Benelli Family Dynasty Ends: 1970-1989
This 1971 Dynamo Trail was Benelli’s attempt to capitalize on the minibike craze. Its chunky knobby tires were propelled by an air-cooled 65cc Single. Photo courtesy TED7/Petersen Automotive Museum.
The return of the Fours marked the end of Benelli family ownership. While the British motorcycle industry was in decline, the Japanese had become the dominant international force in the market. In 1970, the Benelli heirs sold the business to Alejandro de Tomaso, the Argentinian racecar driver, builder, and creator of the mid-engine Mangusta sportscar, which evolved as the Ford Pantera. With the acquisition of Benelli (plus Moto Guzzi, Ghia bodyworks, and Maserati), de Tomaso was the de facto crown prince of Italian motorsports, outranked only by the king, Enzo Ferrari.
A 1975 Benelli 250 SC Phantom at the Barber Vintage Motorsports Museum near Birmingham, Alabama. Photo courtesy of Benelli.
The design of the Benelli 500 Four borrowed heavily from the Honda engine, but the machine was rather chunky by comparison. The performance specs were roughly equivalent, but de Tomaso intended to do more than just match the Japanese multis. The feather in his cap was to be the Benelli Sei, the first 6-cylinder road model on the market. The Sei – basically the 500 Four with two more cylinders – weighed just over 500 lb, made about 70 hp, and emitted a lovely howl from the six exhaust pipes. Only 3,200 Sei 750s were produced between 1974 and 1978, the year Honda introduced the 1,047cc CBX Six. Benelli bored and stroked the Sei to 900cc, but less than 2,000 were built from 1979 to 1989.
Coloring outside the lines of traditional design is this 1978 Benelli 250 Quattro. Photo courtesy TED7/Petersen Automotive Museum.
By the 1980s, Benelli had fallen further behind the curve. The combined effects of price, spotty distribution, and consistent improvement among the Japanese manufacturers effectively put Pesaro on the trailer. In 1989, Italian industrialist Giancarlo Seici attempted to revive the marque in the scooter market, to little avail.
A 1983 Benelli 900 Sei shows off its six headers. Photo courtesy of Benelli.
The Modern Era: 1995-2022
In 1995, the Merloni Group bought the brand and hired young designers to create new models. A broad roster of scooters was joined by a 900cc 3-cylinder sportbike called the Tornado Tre, followed by the 1,130cc TNT Sport. Australia’s Peter Goddard campaigned the Triple in the 2001 and 2002 World Superbike series.
The Tornado Tre K was Italian exotica in 2008. Photo courtesy of Benelli.
The encore performance for Benelli opened in 2005 when it was acquired by Qianjiang Motor Group of China, which was absorbed in 2015 by the Geely Holding Group (Volvo, Lotus, Proton, Terrafugia flying cars, etc.). Design and engineering facilities remain in Pesaro, while manufacturing and assembly are completed in Wenling, China. The plant produces more than a million vehicles a year and employs some 14,000 people.
Benelli resurrected the Leoncino name on this 500cc cafe racer. Photos by Kevin Wing.
The contemporary Benelli lineup continues the traditional framework of minibikes and middleweights but bears little resemblance to any models of the past. The TNT135 has an SOHC 4-valve Single with a dual-plug head, an oil cooler, and a 5-speed gearbox. With a trellis frame, a 41mm inverted fork, and racy slash-cut dual mufflers, the TNT is likely the sportiest minibike on the market. Its 65-mph top speed means it has no trouble keeping up with traffic, and its extra 10cc means it can outrun the popular Honda Grom.
Today’s TNT135 minibike is neon dynamite compared to the chromed ’70s-era Dynamo. Photo courtesy of Benelli.
The 302S is a full-size motorcycle with a 38-hp, 300cc parallel-Twin, 17-inch wheels, and a 6-speed transmission. Like all the Benelli Twins, the 302 engine has a 360-degree crankshaft.
Up the displacement scale, the Leoncino in roadster and scrambler models has a 47-hp, 500cc parallel-Twin engine that makes 33 lb-ft of torque at 5,000 rpm. The Trail version gets slightly longer suspension travel, an inch more ground clearance, and a 19-inch front wheel.
Benelli’s adventure models for the middleweight class, the TRK502 and TRK502X, employ the same liquid-cooled 500cc Twin, but the X adds a larger 5.3-gallon fuel tank and rebound-adjustable front fork. The X also gets an added inch of ground clearance, spoked wheels, a high-mount exhaust pipe, a 19-inch front wheel, and a 33-inch seat height – 1.5 inches taller than its stablemate.
The 302S is powered by a 38-hp 300cc parallel-Twin. Photo courtesy TED7/Petersen Automotive Museum.
There are too many variables to allow any reasonable forecast on the future of this marriage between Italian design and Chinese manufacturing. And that’s without counting the fractious political climate. The Pesaro/Wenling union may fare well enough without a substantial presence in the U.S., given their global market reach and potential cross-pollination of engineering and production advances from other brands in the Geely collective. Electric motorcycles are almost certainly in the pipeline.
The TRK502X is an affordable entry point into the adventure bike segment. Photo by Kevin Wing.
In any case, the new Benellis mark another international design and manufacturing collaboration that puts to rest the old canard about Chinese build quality. A close look at the products, including the specs, fit and finish, welds, and warranties proves otherwise. And the fact that another venerable Italian marque has managed to survive in today’s hypercompetitive marketplace is cause for a measure of optimism. Viva Italia!
This 2021 motorcycle buyers guide includes new or significantly updated street-legal models available in the U.S. It includes bikes in many categories, including adventure, cafe racer, cruiser, sport, sport-touring, retro, touring, and others.
Organized in alphabetical order by manufacturer, it includes photos and links to details or, when available, first rides and road test reviews of each motorcycle. Due to the pandemic and supply chain disruptions, some manufacturers skipped the 2021 model year. Stay tuned for our 2022 Motorcycle Buyers Guide.
Aprilia‘s RS 660 is the first of three models — the RS 660 sportbike, the Tuono 660 naked bike (below), and the not-yet-released Tuareg 660 adventure bike — built on a new engine platform, a liquid-cooled 659cc parallel-Twin with a 270-degree firing order that makes a claimed 100 horsepower at 10,500 rpm and 49.4 lb-ft of torque at 8,500 rpm. The RS 660 is equipped with the IMU-enabled APRC (Aprilia Performance Ride Control) electronics package with five ride modes, 3-level cornering ABS, 3-level traction control, wheelie control, cruise control, and engine braking management. Pricing starts at $11,299.
2021 Aprilia RSV4 Factory (Photo by Larry Chen Photo)
Aprilia is an Italian brand known for performance, and the RSV4 and RSV4 Factory are at the pointy end of the company’s go-fast spear. Both are powered by a 1,099cc, 65-degree V-4 that Aprilia says cranks out an eye-watering 217 horsepower at 13,000 rpm and 92 lb-ft of torque at 10,500 rpm, even while meeting strict Euro 5 emissions regulations. And both are equipped with a 6-axis IMU and the APRC (Aprilia Performance Ride Control) suite of rider aids. Whereas the standard RSV4 features fully adjustable Sachs suspension, the RSV4 Factory is equipped with Öhlins Smart EC 2.0 semi-active suspension, with a 43mm NIX upside-down fork, a TTX rear shock, and an electronic steering damper. The RSV4 has cast wheels and the RSV4 Factory has lighter and stronger forged wheels. MSRP for the RSV4 is $18,999 and MSRP for the RSV4 Factory is $25,999.
2021 Aprilia Tuono 660 (Photo by Larry Chen Photo)
Based on the RS 660 (above), the Aprilia Tuono 660 is a semi-naked sportbike with a more upright seating position, and more street-oriented steering geometry. Its base price is $10,499.
The Tuono name has always been associated with top-of-the-line street performance, and the Aprilia Tuono V4 and Tuono V4 Factory carry the cred with a 1,077cc V-4 that produces 175 horsepower and 89 lb-ft of torque at the crank (claimed). The Tuono V4 is the more street-focused of the two, with a taller windscreen, a higher handlebar, and optional saddlebags (as shown above), and it is equipped with fully adjustable Sachs suspension. The Tuono V4 Factory is equipped with Öhlins Smart EC 2.0 semi-active suspension. Both models feature a six-axis IMU that supports the APRC electronics suite. MSRP for the Tuono V4 is $15,999 and MSRP for the Tuono V4 Factory is $19,499.
The Benelli Leoncino (“little lion”) is an Italian-designed, Chinese-manufactured roadster powered by a liquid-cooled 500cc parallel-Twin also found in the TRK502X adventure bike (below). In the U.S., the Leoncino is part of a two-bike lineup, which includes the standard street-biased roadster model (shown above) and the Leoncino Trail, a scrambler variant with more suspension travel and spoked wheels with a 19-inch front and 90/10 adventure tires. The Leoncino comes with standard ABS and is priced at $6,199, while the Leoncino Trail is $7,199.
Like the Leoncino above, the Benelli TRK502X is an Italian-designed, Chinese-manufactured adventure bike powered by a liquid-cooled 500cc parallel-Twin. It has a comfortable and upright seating position, a good windscreen, 90/10 adventure tires with a 19-inch front, spoked wheels, ABS, hand and engine guards, and enough luggage capacity to go the distance (aluminum panniers and top box are standard). MSRP is $7,398.
The BMW R 18 is a cruiser powered by a massive 1,802cc OHV air/oil-cooled 4-valve opposed Twin that’s the largest “boxer” engine the German company has ever produced. Part of BMW’s Heritage line, the R 18 has styling inspired by the 1930s-era R 5. Despite its classic looks, the long, low cruiser is equipped with fully modern electronics, brakes, suspension, and other features. Base price is $17,495. BMW recently announced two touring versions for the 2022 model year, the R 18 B and R 18 Transcontinental, both with a fairing, hard saddlebags, and an infotainment system; the Transcontinental adds a trunk with an integrated passenger backrest.
2021 Ducati Monster (Photo by Gregor Halenda and Mike Levin)
The Ducati Monster is one of the Italian manufacturer’s most iconic and best-selling models. Gone is the trademark tubular-steel trellis frame, replaced with a front-frame design that uses the engine as a structural member of the chassis, as on the Panigale and Streetfighter V4 models. Compared to the previous Monster 821, the new model weighs 40 pounds less and is equipped with a more powerful 937cc Testastretta 11-degree L-Twin engine and top-shelf electronics. New styling and more make this an all-new Monster. Pricing starts at $11,895 for the Monster and $12,195 for the Monster+, which adds a flyscreen and passenger seat cover.
Another top-selling Ducati is the Multistrada adventure bike. For 2021, it is now the Multistrada V4 and it is powered by the 1,158cc 90-degree V4 Grandturismo engine that makes 170 horsepower at 10,500 rpm and stomping 92 lb-ft torque at 8,750 rpm (claimed). Ducati Skyhook semi-active suspension and a full suite of IMU-supported electronics are standard, and S models are equipped with a radar system that enables Adaptive Cruise Control and Blind Spot Detection. New for 2021 is a 19-inch front wheel. Pricing starts at $19,995 for the Multistrada V4 and $24,095 for the Multistrada V4 S.
Updates to the Ducati SuperSport 950 include new styling inspired by the Panigale V4, an IMU-enabled electronics package, and improved comfort. The seat is flatter and has more padding, the handlebar is higher, and the footpegs are lower. The SuperSport 950 is powered by a 937cc Testastretta L-Twin that makes 110 horsepower at 9,000 rpm and 68.6 lb-ft of torque at 6,500 rpm (claimed, at the crank). The SuperSport 950 is available in Ducati Red for $13,995. The SuperSport 950 S, which is equipped with fully adjustable Öhlins suspension and a passenger seat cover, is available in Ducati Red and Arctic White Silk starting at $16,195.
2021 Harley-Davidson Electra Glide Revival
2021 Harley-Davidson Electra Glide Revival
Earlier this year Harley-Davidson announced its new Icons Collection. The first model in the collection is the stunning Electra Glide Revival, which is inspired by the 1969 Electra Glide, the first Harley-Davidson motorcycle available with an accessory “batwing” fairing. Though retro in style, the Electra Glide Revival is powered by a Milwaukee Eight 114 V-twin and is equipped with RDRS Safety Enhancements and a Boom! Box infotainment system. Global production of the Electra Glide Revival is limited to a one-time build of 1,500 serialized examples, with an MSRP of $29,199.
With its iconic solid aluminum 18-inch Lakester wheels, for 2021 Harley-Davidson gave the Fat Boy 114 a new look with lots of chrome and bright work. Powering the Fat Boy is none other than the torquey Milwaukee-Eight 114 V-twin engine, equipped with a 6-speed gearbox and putting down a claimed 119 ft-lb of torque at just 3,000 rpm. Pricing starts at $19,999.
2021 Harley-Davidson Pan America 1250 / Pan America 1250 Special
2021 Harley-Davidson Pan America 1250 (Photo by Kevin Wing)
A competitive, state-of-the-art, 150-horsepower adventure bike built by Harley-Davidson? Yea, right, when pigs fly! Well, the Motor Company came out swinging with its Pan America 1250 and Pan America 1250 Special. Powered by the all-new Revolution Max 1250, a liquid-cooled, 1,252cc, 60-degree V-Twin with DOHC, 4 valves per cylinder, and variable valve timing. The killer app is the optional Adaptive Ride Height, which lowers the higher-spec Pan America 1250 Special (which is equipped with semi-active Showa suspension) by 1 to 2 inches when the bike comes to a stop. Pricing starts at $17,319 for the Pan America 1250 and $19,999 for the Pan America 1250 Special.
For Harley-Davidson Touring models like the Road Glide, Road King, and Street Glide, there are Special models that offer a slammed look and 119 lb-ft of torque from the Milwaukee-Eight 114 V-Twin. The 2021 Harley-Davidson Road Glide Special is available with new two-tone paint options, and with a choice of a blacked-out or bright chrome styling treatments. All Special models are now equipped with the high-performance Ventilator air cleaner with a washable filter element, and a new low-profile engine guard. Pricing starts at $26,699.
2021 Harley-Davidson Sportster S
2021 Harley-Davidson Sportster S
The (air-cooled) Sportster is dead, long live the (liquid-cooled) Sportster! Visually similar to the 1250 Custom teased several years ago, the 2021 Harley-Davidson Sportster S represents a new era for the legendary Sportster line. Since the introduction of the XL model family in 1957, Sportsters have always been stripped-down motorcycles powered by air-cooled V-Twins. Harley calls the new Sportster S a “sport custom motorcycle,” and at the heart of the machine is a 121-horsepower Revolution Max 1250T V-Twin, a lightweight chassis, and premium suspension. Pricing starts at $14,999.
The Street Bob, with its mini-ape handlebar, mid-mount controls, and bobber-style fenders, has become a fan favorite among those looking for a minimalist American V-twin to customize. The 2021 Harley-Davidson Street Bob 114 packs more punch, thanks to the larger, torque-rich Milwaukee-Eight 114 engine. Pricing starts at $14,999.
With a slammed look and 119 lb-ft of torque from the Milwaukee-Eight 114 V-Twin, the 2021 Harley-Davidson Street Glide Special is available with new two-tone paint options, and with a choice of a blacked-out or bright chrome styling treatments. All Special models are now equipped with the high-performance Ventilator air cleaner with a washable filter element, and a new low-profile engine guard. Pricing starts at $27,099.
The 2021 Honda ADV150 is an ADV-styled scooter, essentially a Honda PCX150 with longer travel Showa suspension (5.1/4.7 inches front/rear) and a larger ABS-equipped 240mm disc brake at the bow and a drum brake without ABS in the stern. Its powered by a liquid-cooled 149cc Single and has an automatic V-matic transmission. Pricing starts at $4,199.
2021 Honda CBR1000RR-R Fireblade SP (Photo by Kevin Wing)
Well-mannered motorcycles seldom make racing history, and the 2021 Honda CBR1000RR-R Fireblade SP was developed with one uncompromising goal — win superbike races at all costs. It’s powered by an inline-Four that we dyno tested at 175 horsepower at the rear wheel, and it’s equipped with Öhlins semi-active suspension, IMU-enabled electronics, and top-shelf braking hardware. And it’s street legal and available for purchase from your local Honda dealer. MSRP is $28,500.
The 2021 Honda CRF300L (above) and CRF300L Rally (below) dual-sports share the same powerplant, a liquid-cooled 286cc Single which boasts 15% more displacement, power, and torque than its 250cc predecessor. They have a new slip/assist clutch, revised steering geometry, less weight, and a new LCD meter. The CRF300L has a base price of $5,249 (add $300 for ABS), weighs 309 pounds, has a 2.1-gallon tank, and has a 34.7-inch seat height.
The 2021 Honda CRF300L and CRF300L Rally (above) dual-sports share the same powerplant, a liquid-cooled 286cc Single which boasts 15% more displacement, power, and torque than its 250cc predecessor. They have a new slip/assist clutch, revised steering geometry, less weight, and a new LCD meter. The CRF300L Rally, which has a windscreen, handlebar weights, rubber footpeg inserts, a larger front brake rotor, more seat padding, and a larger fuel tank (3.4 gallons vs. 2.1) than the CRF300L, has a base price of $5,999 (add $300 for ABS), weighs 333 pounds, and has a 35.2-inch seat height.
The Honda CRF450L debuted for 2019, bringing CRF450R motocross performance to a street-legal dual-sport. Its lightweight, compact, liquid-cooled 449cc single has a 12:1 compression ratio and a Unicam SOHC valve train with titanium valves. For 2021, Honda added an “R” to the model name (CRF450RL), lowered the price to $9,999 (from $10,399), revised the ECU and fuel-injection settings for better throttle response, and added new hand guards and fresh graphics.
The Gold Wing has been Honda‘s flagship touring model for more than 40 years. It entered its sixth generation for the 2018 model year, with a complete overhaul to the GL1800 platform that made it lighter, sportier, and more technologically advanced. The standard Gold Wing (above) and trunk-equipped Gold Wing Tour (below) won Rider‘s 2018 Motorcycle of the Year award. Gold Wing updates for 2021 include a suede-like seat cover, colored seat piping, audio improvements, and red rear turnsignals. Pricing starts at $23,800 for the Gold Wing and $25,100 for the Gold Wing DCT (with 7-speed automatic Dual Clutch Transmission).
2021 Honda Gold Wing Tour DCT (Photo by Drew Ruiz)
Updates for the Honda Gold Wing Tour include the same ones listed above for the standard Gold Wing: a suede-like seat cover, colored seat piping, audio improvements, and red rear turnsignals. But the Tour also got a larger top trunk (61 liters, up from 50) that now easily accepts two full-face helmets; total storage capacity is now 121 liters. The passenger seat’s backrest features a more relaxed angle, thicker foam, and a taller profile. Pricing starts at $23,800 for the Gold Wing and $25,100 for the Gold Wing DCT (with 7-speed automatic Dual Clutch Transmission).
Joining the Rebel 300 and Rebel 500 in Honda‘s cruiser lineup for 2021 is the all-new Rebel 1100, which is powered by powered by a version of the liquid-cooled 1,084cc parallel-twin used in the 2020 Africa Twin, which uses a Unicam SOHC valve train and is available with either a 6-speed manual gearbox or a 6-speed automatic Dual Clutch Transmission. Standard equipment includes four ride modes (Standard, Sport, Rain and User, which is customizable), Honda Selectable Torque Control (aka traction control, which has integrated wheelie control), engine brake control, and cruise control. Pricing starts at $9,299 for the Rebel 1100 and $9,999 for the Rebel 1100 DCT.
The latest addition to Honda‘s miniMOTO lineup is the Trail 125 ABS, which is powered by the same air-cooled 125cc Single found in the Grom, Monkey, and Super Cub C125. Like the Monkey and Super Cub, the Trail plays the retro card, pulling at heartstrings for a bike beloved by many decades ago. Just like its forefathers, the 2021 Honda Trail 125 proudly carries on the tradition of being a quaint and understated dual-sport, with a steel backbone frame, upright handlebar, square turnsignals, upswept exhaust, high-mount snorkel, and luggage rack. MSRP is $3,899.
2021 Indian Roadmaster Limited (Photo by Kevin Wing)
For 2021, the Indian Roadmaster Limited gets the larger 116ci Thunder Stroke V-Twin versus the original 111, and it has a modern streamlined fairing, open front fender, and slammed saddlebags. As a premium touring model, the Roadmaster Limited also gets Indian’s heated and cooled ClimaCommand seats and other upgrades. Pricing starts at $30,749.
Like the Honda CRF300L above, Kawasaki‘s entry-level dual-sport got a displacement boost, which warranted a name change from KLX250 to KLX300. The 2021 KLX300 makes more thanks to a larger 292cc Single, which is liquid-cooled, fuel-injected, and has DOHC with four valves. It also uses more aggressive cam profiles, making it livelier than its predecessor. All of that is paired to a 6-speed gearbox and 14/40 final drive. Pricing starts at $5,599. And joining the KLX300 is a supermoto version, the KLX300SM (below).
Joining the KLX300 dual-sport (above) in Kawasaki‘s 2021 lineup is an all-new supermoto version, the KLX300SM. It has street-oriented 17-inch wire-spoke wheels and IRC Road Winner RX-01 rubber, and the suspension is stiffer with slightly abbreviated travel. The KLX300SM also has taller final-drive gearing and a larger front brake rotor. Pricing starts at $5,599.
Speaking of supermoto, KTM‘s track-only, race-ready 450 SMR is back for 2021. Using the 450 SX-F motocross racer as its foundation, the SMR shares its 63-horsepower 450cc single-cylinder SOHC engine, lightweight steel frame, and cast-aluminum swingarm. To suit its supermoto purpose, wider triple clamps with a 16mm offset accommodate tubeless Alpina wheels (16.5-inch front and 17-inch rear) fitted with ultra-sticky Bridgestone Battlax Supermoto slicks. The WP Xact suspension is updated, reducing suspension travel to an ample 11.2 inches in the front and 10.5 inches in the rear, lowering the bike’s center of gravity and improving handling. A radially mounted Brembo M50 front caliper squeezes a 310mm Galfer floating rotor to deliver all the braking power you’ll ever need on a bike that weighs just 232 pounds wet. MSRP is $11,299.
We selected the KTM 790 Adventure and 790 Adventure R as Rider‘s 2019 Motorcycle of the Year. Just two years later, KTM has updated the platform. Adapted from the 890 Duke R, the engine now has more displacement, a higher compression ratio, and other improvements. And like the 890 Duke R, the Adventure R has better throttle-by-wire response, a beefed-up clutch and a shortened shift lever stroke and lighter shift-detent spring for faster shifting. Chassis updates include an aluminum head tube, a lighter swingarm, revised suspension settings, and refinements to the braking system. Pricing starts at $14,199.
The limited-edition KTM 890 Adventure R Rally received the same updates as the 890 Adventure R (above), but is loaded with race-spec inspired components. Its development utilized feedback from Red Bull KTM Factory Racing team riders, Toby Price, and Sam Sunderland. Only 700 units of the 890 Adventure R Rally will be produced worldwide, with 200 slated for the North American market. Pricing starKTM 8ts at $19,999.
Powering the 2021 KTM 890 Duke is the same punchy, rip-roaring 889cc parallel-Twin producing a claimed 115 horsepower and 67.9 lb-ft of torque that’s also found in the 890 Duke R and 890 Adventure (above). Shared amongst the middleweight Duke family is a chromoly-steel frame, lightweight one-piece aluminum subframe and cast aluminum swingarm. By using the 889cc engine as a stressed member, the 890 Duke flaunts a mere 372-pound dry weight. We recently completed a comparison test of the 2021 KTM Duke lineup (200, 390, 890, and 1290), which will be posted soon.
2021 Moto Guzzi V7 Stone (Photo by Larry Chen Photo)
On March 15, 2021, Moto Guzzi celebrated its 100th anniversary of continuous production at its headquarters in Mandello del Lario, Italy. One of Moto Guzzi’s most iconic models, the V7, was updated for 2021, and is available in more modern V7 Stone and classic V7 Special versions. Both have a larger 853cc V-Twin derived from engine, variations of which are found in the V9 and V85 TT. They also get reduced effort from the single-disc dry clutch, a stiffer frame, a bigger swingarm with a new bevel gear for the cardan shaft drive, revised damping and a longer stroke for the preload-adjustable rear shocks, an updated ABS module, a wider rear tire, vibration-damping footpegs, and a thicker passenger seat. MSRP for the V7 Stone is $8,990, or $9,190 for the Centenario edition (shown above).
The 2021 Moto Guzzi V7 Special gets the same updates as the V7 Stone above. Whereas the V7 Stone has matte finishes, a single all-digital gauge, black exhausts, cast wheels, and an eagle-shaped LED set into the headlight, the V7 Special is classically styled, with spoked wheels, chrome finishes, dual analog gauges, and a traditional headlight. MSRP is $9,490.
For 2021, the Moto Guzzi V85 TT gets some updates to its air-cooled 853cc 90-degree V-Twin. The revised powerplant offers more torque at low to midrange rpm thanks to optimized lift of the pushrod-and-rockers timing cams and tweaks to the engine control electronics. New spoked rims now mount tubeless tires, reducing unsprung weight by 3.3 pounds for better handling and facilitating plug-and-go flat repairs. Two new riding modes—Sport and Custom—join the existing three (Street, Rain, Off-road) to provide more flexibility in managing throttle response, traction control and ABS to suit rider preferences. Cruise control and the color TFT instrument panel also come standard. The 2021 V85 TT Adventure ($12,990) has standard saddlebags. The 2021 V85 TT Travel ($13,390) includes a Touring windscreen, side panniers from the Urban series, auxiliary LED lights, heated hand grips, and the Moto Guzzi MIA multimedia platform.
For 2021, the Royal Enfield Himalayan adventure bike, which is powered by an air-cooled 411cc Single, get several updates, including switchable ABS to help riders when riding off-road, a revised rear brake that is said to improve braking performance, a redesigned sidestand, and a new hazard light switch. MSRP is $4,999.
2021 Royal Enfield Meteor 350 (Photo by Kevin Wing)
For 2021, the Royal Enfield family gets a new addition — the Meteor 350, a light, affordable cruiser powered by an all-new air-cooled 349cc single with SOHC actuating two valves. Available in three budget-friendly trim packages, variants include the base-model Fireball ($4,399) with a black exhaust system; the Stellar ($4,499), with a chrome exhaust and a passenger backrest; and the Supernova ($4,599), which adds a windshield and a two-tone paint scheme.
2021 Triumph Speed Triple 1200 RS (Photo by Kevin Wing)
Triumph‘s Speed Triple is one of the original hooligan bikes. It has evolved over the years since its introduction in 1994, and for 2021 the Speed Triple 1200 RS is the lightest, most powerful, highest-spec version yet. Its all-new 1,160cc Triple (up from 1,050cc) makes 165 horsepower at the rear wheel, and the RS is equipped with state-of-the-art electronics, fully adjustable Öhlins suspension, Brembo Stylema front calipers, and much more. Pricing starts at $18,300.
2021 Triumph Tiger 850 Sport (Photo by Kevin Wing)
The 2021 Triumph Tiger 850 Sport, a street-focused adventure bike powered by the same liquid-cooled 888cc in-line triple as the Tiger 900 models, but it has been detuned to 82 horsepower at 8,400 rpm and 58 lb-ft of torque at 6,700 rpm at the rear wheel, as measured on Jett Tuning‘s dyno, which is about 10 horsepower lower. To keep the price down, Triumph also reduced the number of ride modes to two (Road and Rain) and limited suspension adjustability to rear preload. But this is no bargain-bin special. It has Marzocchi suspension front and rear, and it has Brembo brakes, with Stylema front calipers and a radial front master cylinder. ABS is standard but not switchable, and traction control is also standard but is switchable.
The 2021 Triumph Trident 660 is a triple-cylinder-powered roadster in the the twin-cylinder-dominated middleweight class. It’s powered by a liquid-cooled, DOHC, 660cc inline-Triple making a claimed 79.9 horsepower at 10,250 rpm and 47 lb-ft of torque at 6,250 rpm, and it is equipped with ABS, switchable traction control, and selectable ride modes. MSRP is $7,995.
Updates for 2021 to the Yamaha MT-07, its best-selling middleweight naked sportbike, include revisions to the 689cc liquid-cooled CP2 (Cross Plane 2-cylinder) parallel-Twin engine to meet Euro 5 regulations and to improve low-rpm throttle response. The MT-07 has a new 2-into-1 exhaust, revisions to the 6-speed gearbox to improve shifting feel, LED lighting all around, new instrumentation, revised ergonomics, and new styling that brings it closer in appearance to the larger MT-09 (below). Base price is $7,699, and three color choices are available: Storm Fluo, Matte Raven Black, and Team Yamaha Blue.
Now in its third generation, fully 90% of the Yamaha MT-09 naked sportbike is new for 2021. Its has an entirely new 890cc CP3 (Cross Plane 3-cylinder) inline-Triple engine, a thoroughly updated and significantly stiffer chassis, state-of-the-art electronics, and a fresh look that results in the most refined MT-09 yet. The base price increased by $400 to $9,399, but the four extra Benjamins are worth it. The MT-09 is available in Storm Fluo (shown above), Matte Raven Black, and Team Yamaha Blue. There’s also an MT-09 SP ($10,999) with exclusive special-edition coloring, premium KYB and Öhlins suspension, and cruise control.
After being teased for several years, Yamaha‘s highly anticipated Ténéré 700 adventure bike made its U.S. debut in the summer of 2021, bringing some excitement during a challenging pandemic year. It’s powered by the versatile 689cc liquid-cooled CP2 (Cross Plane 2-cylinder) parallel-Twin engine from the MT-07 (above), modified for adventure duty with a new airbox with a higher snorkel, a revised cooling system, an upswept exhaust, and a final gear ratio of 46/15 vs. 43/16. The rest of the bike is all-new, including the narrow double-cradle tubular-steel frame, triangulated (welded-on) subframe, double braced steering head and aluminum swingarm, adjustable long-travel suspension, switchable ABS, and more. Base price is $9,999 and its available in Ceramic Ice, Intensity White (shown above), and Matte Black.
Now in its third generation, Yamaha’s middleweight sport-tourer — now called the Tracer 9 GT — is new from the ground up for 2021. It has a larger, more powerful engine, a new frame, and a state-of-the-art electronics package that includes semi-active suspension. With these updates comes a higher price, and MSRP is now $14,899. It’s available in Liquid Metal (shown above) and Redline.
New for 2021, Zero has taken the existing frame from the FX and added a redesigned body. The starkly modern, supermoto styling is very similar in appearance to the FXS – tall, slim and sporting a raised front mudguard. However, the FXE is capable of a claimed 100-mile range on a full battery charge and costs $11,795, which can be bought down to around $10,000 depending upon available EV rebates and credits.
Compared to many of its heavier, more expensive competitors the FXE is a lightweight and thrilling runabout, and what it gives up in range it makes up for in accessibility and potential for fun. The FXE makes for a credible commuter bike, capable of taking to the highway but ideal to zip around town on.
