The S2 Alpinista borrows its bodywork from the Del Mar and its headlight from the S2 Mulholland.
LiveWire, the electric-motorcycle company founded by Harley-Davidson, has released details about the third bike in its S2 platform. The S2 Alpinista joins the S2 Del Mar and S2 Mulholland, with the LiveWire One remaining at the top end of the lineup.
LiveWire describes the Alpinista as the brand’s first sport standard, as it’s equipped with 17-inch wheels and tires rather than the pair of 19-inchers on the flat-track-inspired Del Mar or the 19/17 combo on the cruisery Mulholland. With an MSRP of $15,999, the Alpinista slots in $250 cheaper than the Del Mar and $500 less than the Mulholland.
From this angle, the Alpinista looks nearly identical to the Del Mar but with 17-inch wheels and tires.
LiveWire says the Alpinista is designed for personalization, practicality, and performance by combining the urban agility of a supermoto with the do-it-all nature of a standard motorbike. Its 17-inch wheels (shod with Dunlop Roadsmart IV tires) will make the Alpinista a bit more agile and also reduces the seat height by 1.1 inches compared to the Del Mar, at 31.2 inches.
Key specs include a 24.5-degree rake with 3.6 inches of trail, along with a 56.8-inch wheelbase. It scales in at 434 lb whether or not its “tank” is full. A sprint from 0 to 60 mph can be made in just 3.0 seconds thanks to the instant 84 hp on tap, with a top speed governed to 99 mph. LiveWire claims the Alpinista can exploit a 52-degree lean angle on the left side before scraping pegs, while the right side is limited to 44.2 degrees.
In addition to Glacier Silver, the Alpinista is available in Asphalt Black.
Equipped with a 10.5-kWh battery pack, the Alpinista is claimed to have a city range of up to 120 miles and 71 miles on the highway. Like its S2 siblings, the Alpinista uses standard Level 1 and Level 2 charging capabilities, but not high-speed Level 3 DCFC charging. Taking the battery from 20-80% requires 78 minutes on a Level 2 charger or 5.9 hours on a regular 120-volt household current.
The Alpinista is equipped with a 6-axis IMU from Bosch that provides lean-sensitive antilock braking and cornering-enhanced traction-control systems. Four preset ride modes and two custom modes allow riders to select the responses most suitable to their needs, from noobs to experts.
The new LiveWire Alpinista differentiates itself from its S2 siblings by using a pair of 17-inch wheels.
Bumps are damped by Showa suspension components, with a fully adjustable 43mm inverted fork and a linkage-equipped shock that’s adjustable for preload and rebound damping. Suspension travel is 4.7 inches at both ends. The front brake uses a Brembo M4.32 4-piston monoblock caliper biting on a 300mm disc.
The Alpinista can be fitted with a host of factory accessories, including a sport seat, windscreen, soft and hard bags, luggage racks, and cosmetic enhancements.
The S2 Alpinista is now available in your choice of Glacier Silver or Asphalt Black. Customers can purchase it at LiveWire retail partner locations or configure their preferred colors and accessories online and be connected directly to the nearest retail partner. Locate the LiveWire dealer nearest you here.
For more details about the S2 Alpinista, check out the LiveWire website.
Boden ripping around a local bike track, getting ready for the Dakar Rally.
Soon after reaching out to my cousin about getting her youngest son, 3-year-old Boden, on a KTM Stacyc 12eDrive electric balance bike, we discovered his strong desire for two-wheeled freedom. He has ridden other training bikes, but riding a battery-powered throttle-controlled bike was totally new to him. After delivery, we threw the battery on the charger, giving Boden time to test out how the bike differs in weight and size from the smaller ones he had ridden.
The Stacyc 12e, which sports KTM factory replica paint and graphics, boasts a robust aluminum TIG-welded frame, 12-inch composite wheels with pneumatic tires, and a BMX-style steel fork. Designed for children aged 3-5 who weigh less than 75 lb, the 12e offers an adjustable seat height that starts at only 13 inches. The bike with the battery installed weighs 17 lb.
The 12e features three speed levels: Training (5 mph max), Transitional (7 mph), and Advanced (9 mph). The industrial-grade, 20V lithium-ion battery provides 30 to 60 minutes of runtime, with a comparable charge time. Adjusting the speed mode is straightforward but requires a simple series of steps that prevents it from being accidentally changed by the rider.
With the battery charged and the speed mode set to Training, we got Boden back on the bike, and he immediately pinned the throttle all the way back. Though he was initially startled when the power engaged, that emotion quickly turned to excitement as he took off down the driveway.
Boden has made rapid progress with the bike over the past few weeks, quickly becoming confident and comfortable with its operation. The throttle is intuitive and easy to use, although the brake presented an initial challenge due to the reach required for small hands. Adjusting the brake tension resolved this issue. The bike’s ergonomic design is an excellent fit for Boden, with a comfortable seated position and handlebar height, allowing him to ride for extended periods, both with and without battery power.
With Crocs in “sport mode,” Boden prepares himself for the bike’s Advanced speed.
As he gained experience, Boden began to explore various speed modes, opting for Transitional mode on pavement and Advanced mode on local dirt tracks. His favorite rides include cruising through the neighborhood, zipping around town, and exploring dirt tracks and mountain bike trails.
Boden’s riding style has evolved to reveal a thrill-seeker, eager to push the limits of the bike’s speed on paved roads with a gradual build in confidence when riding off-road trails. While the bike’s low center of gravity and weight have helped him recover from minor spills, his aggressive riding has resulted in a few mishaps (Mom makes sure he always wears his helmet). The bike, being very sturdy, has only suffered minor scratches, with no mechanical damage. Boden’s enthusiasm for speed is undeniable, and he’s thrilled to keep pace with his older siblings on their pedal bikes, affectionately referring to the Stacyc as his “motorcycle” or “fast bike.”
Safety on two wheels comes from experience, and this bike provides a great opportunity for young riders to develop their skills. Retailing for $829 (many dealers offer discounts), the KTM Stacyc 12eDrive is a durable, top-of-the-line electric balance bike for anyone looking to get their little ones familiar with the power and freedom of two wheels. Boden is continuing to hone his skills and is loving every minute of it.
The first Can-Am electric motorcycle to roll off the assembly line was a 2025 Can-Am Origin dual-sport.
Once known for championship-winning motocross bikes, Can-Am last produced a two-wheeled motorcycle in 1987. Nearly 40 years later, Can-Am has re-entered the two-wheeled market with two all-electric models: the Origin dual-sport and the Pulse roadster. The first production bike – a 2025 Can-Am Origin #0001 – recently rolled off the assembly line at the company’s plant in Querétaro, Mexico.
“Today, we are celebrating the first Can-Am electric motorcycles coming off the assembly line,” said Josee Perreault, Chief Marketing Officer. “With this milestone, Can-Am is bringing new energy to the global electric motorcycle market. Built on 80-plus years of powersports ingenuity, these all-new, all-electric bikes are proof once again that innovation is at the core of what we do. Today marks the day we reclaim our two-wheel heritage. Can-Am motorcycles are officially here!”
In September, we had a chance to ride the Origin and Pulse, which are built on a shared platform that uses a 11-kW Rotax E-Power motor with an 8.9-kWh battery, producing a claimed 47 hp and 53 lb-ft of torque (roughly equivalent to a 700cc internal-combustion bike). For more details and our impressions, read our review and watch our video.
“It’s great to see the first Can-Am motorcycle roll off the assembly line,” said Denys Lapointe, Chief Design Officer. “We’ve put years of product design, development, and engineering into them to optimize the riding and ownership experience. They’re contemporary, technologically advanced, and they’re designed to be simple and fun to ride regardless of your experience. Once behind the handlebars, riders will see that we built these from the ground up with them in mind, from the nimble handling, to the comfort and ergonomics that makes them feel at one with the bikes. Here’s to awakening the energy within every rider!”
“The first Can-Am electric motorcycle coming off the assembly line is a huge milestone for BRP as we position ourselves to be a global leader in the electric motorcycle industry,” said Sandy Scullion, President, Powersports and Marine. “In addition to the incredible riding experience the Can-Am Pulse and Origin offers, one of our core advantages is our extensive global dealer network that will be selling and servicing Can-Am motorcycles. We can’t wait to start getting these bikes in the hands of riders all over the world.”
The 2025 Can-Am Origin and Pulse motorcycles will be in dealerships in early 2025. For more information, visit the Can-Am website.
The full 2025 BMW motorcycles lineup has been announced, including new, updated, and returning models. All new or significantly updated models in the following list include a link to our ride review or preview post with full details and information.
One update for 2025 common to all models is the addition of BMW’s Ultimate Care Break-In Service to provide customers with service after the first 600 miles.
2025 BMW R 1300 GS
BMW R 1300 GS
The iconic R-series GS was completely redesigned in 2024, including a larger engine, more horsepower and torque, less weight, a new laser-welded sheet-metal main frame and cast-aluminum subframe, next-gen EVO Telelever and Paralever suspension, and more.
We rode the new R 1300 GS both on- and off-road in southern Spain and were impressed with the more powerful, capable, and sophisticated revamped model. We enjoyed the machine so much that it received our 2024 Motorcycle of the Year award.
The 2025 BMW R 1300 GS will be available in Standard Light White, Style Triple Black Style GS Trophy, or Style Option 719 Aurelius Green Metallic starting at $19,495.
2025 BMW R 1300 GS Adventure
2025 BMW R 1300 GS Adventure in Racing Red
The GS Adventure includes the GS’s 2024 updates, including the new engine, frame, bodywork, suspension, and more. The GSA has a larger 7.9-gallon fuel tank with rubberized trays on the side, longer suspension travel at 8.3 inches front and 8.7 inches rear, a taller seat height at 34.3-35.0 inches, spoked wheels, a large windscreen, an engine guard, and a centerstand.
The 2025 BMW R 1300 GS Adventure will be available in Racing Red, Style Triple Black, Style GS Trophy, or Option 719 Karakorum with prices starting at $22,745.
2025 BMW M 1000 RR
2025 BMW M 1000 RR in Standard Light White with No. 60 Michael van der Mark
This model’s engine is revised with newly designed full-shaft titanium valves, an increased compression ratio, new oval-shaped intake and exhaust ports, an adapted airbox geometry, and more. Its winglets have been redesigned to produce more downforce, and the windscreen and fairing are both updated. Slide Control is added to the standard Dynamic Traction Control feature. It also gets M Quick-Action Throttle.
The 2025 BMW M 1000 RR will be available in Black Storm Metallic, Style Sport, or M Package White Light. Pricing has not yet been announced.
2025 BMW S 1000 RR
2025 BMW S 1000 RR in Light White
This model benefits from updated winglets that produce more downforce and a redesigned front fender for optimized airflow around the fork and brake calipers. Like the M 1000 RR, it also gets the M Quick-Action Throttle. The previously optional Pro Riding Modes becomes standard.
The 2025 BMW S 1000 RR will be available in Black Storm Metallic, Bluestone Metallic, or M Package Light White. Pricing has not yet been announced.
2025 BMW M 1000 R
2025 BMW M 1000 R in Black Storm Metallic
The M 1000 R gets revised Dynamic Traction Control for 2025, with mapping derived from the RR models. It also gets a new dual-flow LED headlight, new M winglets, and the M Quick-Action Throttle.
The 2025 BMW M 1000 R will be available in Light White, White Aluminum Metallic, or Black Storm Metallic. Pricing has not yet been announced.
2025 BMW S 1000 R
2025 BMW S 1000 R in Optional Style Sport in Bluefire with Mugiallo Yellow rear frame
The S 1000 R gets more power, bumping horsepower to 170 due to revised geometry of the intake ports and adjusted mapping. The bike also gets a shorter final-drive ratio. The quickshifter is revised for smoother up and downshifts, and it gets revised Dynamic Traction Control and the dual-flow LED headlight. Also new is standard Drag Torque Control, a short license plate holder, a USB-C charging socket, Intelligent Emergency Call, and the M Quick-Action Throttle.
The 2025 BMW S 1000 R will be available in Black Storm Metallic, Bluefire with Mugiallo Yellow rear frame, or M Package Light White. Pricing has not yet been announced.
2025 BMW S 1000 XR
2025 BMW S 1000 XR in Gravity Blue Metallic
The BMW S 1000 XR was updated in 2024 with increased power to 170 hp at 11,000 rpm. Ergonomics were also updated with a 0.4-inch taller seat height (33.5 inches total), updated seat shape, and redesigned handlebar clamp. Headlight Pro, Keyless Ride, and Intelligent Emergency Call were added as standard equipment.
The BMW S 1000 XR returns unchanged for 2025. Color options are Black Storm Metallic 2, Gravity Blue Metallic, or Light White. Pricing starts at $17,995.
2025 BMW M 1000 XR
2025 BMW M 1000 XR in Black Storm Metallic
The BMW M 1000 XR was introduced in 2024 and is powered by a liquid-cooled 999cc inline-Four that produces 201 hp at 12,750 rpm and 83 lb-ft of torque at 11,000 rpm. The engine uses BMW ShiftCam technology. Included are four ride modes, Dynamic Traction Control, three throttle maps, Launch Control, Pit Lane Limiter, Brake Slide Assist, and Hill Start Control. The M XR’s suspension and chassis are based on the S 1000 XR with an aluminum bridge frame, a 45mm inverted fork, and electronically controlled Dynamic Damping Control.
The bike returns unchanged for 2025. Color options are Light White or Black Storm Metallic. Pricing has not yet been announced.
2025 BMW R 12 nineT
2025 BMW R 12 nineT in San Remo Green Metallic
Replacing the R nineT for 2024 was the R 12 nineT, with the “12” in the model name referencing the bike’s 1,170cc boxer Twin. It received a new airbox integrated under the seat, a new twin pipe exhaust system, a new one-piece trellis steel main frame, new suspension, new instrumentation, and more.
For 2025, the R 12 nineT gets a couple changes to options packages. The optional Premium Package now comes with Headlight Pro Black in place of the previous Headlight Pro Aluminum, and optional Connected Ride Control now comes with a USB-C outlet.
The 2025 BMW R 12 nineT will be available in Black Storm Metallic, San Remo Green Metallic, or Aluminum. Pricing has not yet been announced.
2025 BMW R 12
2025 BMW R 12 in Aventurin Red Metallic
The R 12 was a new model released in 2024 as a cruiser-styled spin on the R 12 nineT. It shares the nineT’s engine, frame, brakes, and suspension. The R 12 gets 19-inch front and 16-inch rear wheels (nineT has 17-inchers front and rear), a longer wheelbase, longer rake and trail, less suspension travel, and a lower seat height of 29.7 inches – all adding up to give the R 12 its cruiser stance and appearance.
For 2025, the R 12 gets the same changes to its optional packages as the R 12 nineT above.
The 2025 BMW R 12 will be available in Black Storm Metallic, Aventurin Red Metallic, or Avus Silver Metallic. Pricing has not yet been announced.
2025 BMW F 900 GS / Adventure
2025 BMW F 900 GS in Light White/Racing Blue/Racing Red
The F 900 GS and F 900 GS Adventure were updated for 2024. Displacement of the bikes’ parallel-Twin went up from 853cc to 895cc with peak power of 105 hp (10 hp more than before), and overall weight went down. The fuel cells changed from steel to plastic to shave weight, and the new Akrapovič muffler and new lower tailsection are also lighter. They feature upgraded suspension with a fully adjustable 43mm Showa fork and single linkage shock with spring preload and rebound adjustment.
The F 900 GS only gets one change for 2025: the removal of the M Endurance Chain from the Premium Package. It’s still included in the Enduro Package Pro and Off-Road Package. The Adventure returns unchanged.
The 2025 F 900 GS will be available in Black Storm Metallic, Sao Paulo Yellow, and Light White/Racing Blue/Racing Red. Pricing starts at $13,495.
The 2025 F 900 GS Adventure will be available in Black Storm Metallic or White Aluminum Metallic with prices starting at $14,495.
2025 BMW F 800 GS
2025 BMW F 800 GS in Racing Blue Metallic
The F 800 GS receives the same updated 895cc parallel-Twin engine as the F 900 GS but with peak power of 87 hp at 6,750 rpm (10 hp more than before). Like the 900s, the 800 comes standard with two ride modes (Road and Rain) and Dynamic Traction Control.
For 2025, the optional Premium Package is updated to include Headlight Pro, heated grips, and handguards.
The 2025 BMW F 800 GS will be available in Light White, Black Storm Metallic, or Racing Blue Metallic, with prices starting at $10,495.
2025 BMW K 1600 GT, GTL, B, Grand America
2025 BMW K 1600 GT in Option 719 Blue Ridge Mountain Metallic
The K 1600 GT and GTL get a minor change for 2025: a centerstand added to the optional Premium Package. The GT, GTL, B, and Grand America receive new color options.
2025 BMW K 1600 GTL in Option 719 Blue Ridge Mountain Metallic
The 2025 BMW K 1600 GT will be available in Black Storm Metallic, Style Sport Racing Blue Metallic, or Option 719 Blue Ridge Mountain Metallic. Pricing starts at $24,745.
2025 BMW K 1600 B in Style Exclusive Mineral Grey Metallic
The 2025 BMW K 1600 GTL will be available in Black Storm Metallic, Style Exclusive Gravity Blue Metallic, or Optional 719 Blue Ridge Mountain Metallic. Pricing starts at $27,745.
2025 BMW K 1600 Grand America in Style Exclusive Mineral Grey Metallic
Th 2025 BMW K 1600 B and Grand America will be available in Black Storm Metallic, Style Exclusive Mineral Gray Metallic, or Option 719 Ionic Silver Metallic. Pricing starts at $23,395.
The G 310 GS returns unchanged for 2025. It will be available in Cosmic Black 3, Polar White/Racing Blue Metallic, or Racing Red. Pricing has not yet been announced.
The G 310 R also returns unchanged for 2025. It will be available in Cosmic Black 2, Racing Blue Metallic, or Granite Grey Metallic. Pricing has not yet been announced.
This electric scooter returns with an update to its optional Premium Package to include an adaptive headlight, Ride Modes Pro, ABS Pro, and a tire-pressure monitor. Heated seat is now a stand-alone option.
The 2025 BMW CE 04 will be available in Light White or Imperial Blue Metallic starting at $12,195.
2025 BMW CE 02
2025 BMW CE 02 in Cosmic Black 2
The CE 02 was introduced in 2024 as a practical yet playful electric bike. It’s available in an 11 kW (15 hp) version and a 4 kW (5 hp) version. The 11 kW has a claimed top speed of 59 mph and a range of 55 miles, and it can be charged with standard household sockets from 20-80% in under three hours. It includes two ride modes (Flow and Surf), a reverse gear, traction control, and ABS.
For 2025, BMW Connected Services are no longer available on the CE 02.
Can-Am re-enters the motorcycle scene for the first time since 1987 in a bold move with two new electric bikes: the Can-Am Origin dual-sport and Can-Am Pulse roadster. Both are powered by a 11-kW Rotax E-Power motor with an 8.9-kWh battery, producing a claimed 47 hp and 53 lb-ft of torque. Interesting features include liquid cooling to extend battery life, the enclosed chain case that reduces maintenance and sound, and the 10.25-inch TFT touchscreen display with Apple CarPlay.
Curious to find out how these electric motorcycles perform, we accepted Can-Am’s invitation to Austin, Texas, where we put the Pulse and Origin through their paces, flicking the Pulse through tight city streets and ripping the Origin around a 400-acre off-road ranch. Although all electric bikes today suffer from limited range, we were impressed by the bikes’ build quality, performance, design, and tech.
Royal Enfield Flying Flea C6 in the “Timeless” colorway
Royal Enfield launches into the EV market with the announcement of its new sub-brand, Flying Flea. Under this brand, the classic-styled Flying Flea C6 motorcycle is said to come on the market by the spring of 2026, followed by the scrambler-styled Flying Flea S6.
Technical details about these two electric motorcycles are sparse for now, but Royal Enfield has stated that it has invested funds in Stark Future, the Barcelona-based manufacturer of electric off-road bikes. The company has also stated it has begun development of an EV manufacturing plant in Chennai, India, and that all aspects of the new electric bikes are being developed in-house by Royal Enfield engineers in India and the U.K.
Flying Flea gets its name from a Royal Enfield model from the 1940s, and it’s meant to highlight the city-focused bikes’ light weight and agility, although specific figures like weight have not been announced.
“Flying Flea combines distinctive style, city-focused practicality, and cutting-edge technology,” said Royal Enfield CEO B. Govindarajan. “This is the start of a fresh, sustainable ride for us and offers the world an elegant, effective, and sustainable everyday transportation.”
The first model to be produced under the new brand will be the Flying Flea C6, which takes design inspiration from the WWII-era model. The forged aluminum girder fork is a key aspect of this classic-inspired styling. It will also feature a visually distinctive forged aluminum frame and a magnesium battery case.
Royal Enfield says the C6 will be equipped with a round touchscreen cluster. The central vehicle control unit is said to offer more than 200,000 ride-mode combinations, monitor the bike to alert the rider if it’s moved, and accept over-the-air updates. The brand also claims the new EV will be equipped with lean-angle-sensitive ABS and cruise control.
Royal Enfield Flying Flea C6 in “Heritage” colorway
That’s all we know for now, and we’ll continue to share news and updates as they become available.
The 2025 Husqvarna Pioneer is a new electric dual-sport motorcycle. It is street legal, and its indicators, horn, and license plate holder can be removed for exclusive off-road use.
Powering the Pioneer is a power pack that will be shared with other Husqvarna models in upcoming years. The 11kW motor produces a claimed peak of 19.2 kW (25.7 hp) and 27.7 lb-ft of torque, and top speed is claimed to be 59 mph. As an electric bike, the Pioneer has one permanent drive, with no clutch or gearbox.
The MX50 5.5 kWh lithium-ion battery weights 63.9 lb and offers two to three hours of enduro-style riding time. It comes with a 660W charger that can charge from 0-100% in eight hours, and an optional 3.3 kW charger reduces charge time to two hours. Husqvarna says the battery can be removed in 10 minutes to swapped with a fully charged spare battery, and it takes 1,000 recharges until the battery reaches an 80% state of health.
The Pioneer’s LCD display features a simple layout limited to only key info. Riders can toggle from state of charge, ride mode, recuperation level, clock, tripmeter, accumulated run time, and odometer. Three ride modes alter torque and power delivery, and recuperation can also be set from Off, Mid, or High. Traction control is switchable and adjusted per ride mode. Additional tech includes a Rollover Sensor to cut power after a crash or tip-over.
The LCD display keeps things simple. Riders can toggle through vehicle info using the buttons on the left of the screen.
The Husqvarna Pioneer has a chromoly steel frame with the motor and battery as stressed members. The subframe is made of aluminum and glass-fiber-reinforced nylon. The bike’s overall weight is a claimed 246.9 lb, seat height is 35.8 inches, and ground clearance is 13.5 inches.
The motor and battery of the Pioneer are stressed members of the chromoly steel frame.
A WP XACT 43mm fork is fully adjustable and offers 9.8 inches of travel. In the rear, the WP XPLOR PDS shock is also fully adjustable and offers 9.4 inches of travel. The black-anodized rims (21-inch front, 18-inch rear) are wrapped in Michelin Enduro tires.
Since the Husqvarna Pioneer doesn’t have a clutch, the rear brake is operated via a lever on the left side of the handlebar, similar to a bicycle brake setup. Braking components are made by Braktec, with a 260mm front disc and a 220mm rear disc. The handlebar is made by ProTaper.
Pricing for the 2025 Husqvarna Pioneer electric dual-sport has not yet been announced.
In Rider Rewind, a special section in 2024 issues that celebrates moments in Rider’s 50-year history, we showcased Motorcycles of the Year for 1990-2006 in the October issue and for 2007-2023 in the November issue.
Our May 1990 issue included our Touring’s Top Ten Awards, the precursor of the Motorcycle of the Year award.
For the past 35 years, Rider’s editors have reviewed the annual batch of new and significantly updated motorcycles and narrowed them down to a handful of finalists. The Motorcycle of the Year is the bike we believe best fulfills its intended purpose and advances the state of motorcycle design, performance, and function.
Our May 1990 issue states “Among the eight motorcycle and two miscellaneous categories, there will be no ties, no honorable mentions. Just Touring’s Top Ten as determined by the Rider staff.”
In the early days, we published the Touring Top Ten, which included the best seven motorcycles in various categories, two general categories (such as Top Innovation), and a Motorcycle of the Year. We limited motorcycles to those in the current model year, and production timing used to be so early that we published the Touring Top Ten in the May issue.
As the magazine’s mission expanded, our annual awards evolved. In 1999 – our 25th anniversary – they became Rider’s Top Ten. In 2003, we adopted our current format of selecting a top tier of finalists and one winner. Production timing has changed such that the MOTY selection was pushed later into the year, and we began to include current and upcoming model years because they now often overlap.
The 1990 Bike of the Year was the BMW K1: “And even if the K1’s sizzling paint and aerodynamic bodywork fails to impress, with its unique Motronic ignition/fuel injection, Paralever rear suspension/swingarm that eliminates shaft-drive jacking and innovative approach to various rider conveniences – not to mention ABS – the K1 is truly a technological achievement for BMW, if not the motorcycle industry.”
For the 2024 Motorcycle of the Year, there were nearly 100 eligible contenders. We narrowed them down to 10 finalists and one winner.
Re-entering the motorcycle market after a decades-long hiatus, Can-Am has embraced the electric future with the Origin dual-sport and the Pulse roadster, which are propelled by a 11-kW Rotax E-Power motor with an 8.9-kWh battery, producing 47 hp and 53 lb-ft of torque. The bikes have innovative features like active regeneration and an enclosed drive chain in an oil bath with an automatic tensioning system.
CFMOTO has been selling motorcycles in the U.S. for only a few years, and it continues to expand its lineup. Its new Ibex 450 is a highly capable rally-style adventure bike powered by a 449cc parallel-Twin that makes 44 hp and 32.5 lb-ft of torque. Priced at just $6,499, it’s equipped with tubeless spoked wheels, switchable ABS and TC, adjustable suspension and seat height, and more.
Honda’s CB650R naked bike and CBR650R sportbike received expected updates like new styling, a TFT display, and revised switchgear. Unexpected was the new E-Clutch, which enables riders to start, stop, and change gears without using the clutch lever. Riders can switch between automatic and manual clutch operation, giving newbies a helping hand and veterans more flexibility.
In the evolution of the Husqvarna Svartpilen from 701 to 801, its 673cc Single was replaced with the 799cc LC8c parallel-Twin also found in KTM’s 790 Duke and 790 Adventure. Compared to the 701, the 801 has more horsepower (105), more torque (64.2 lb-ft), and a higher power-to-weight ratio. The “Black Arrow” is brimming with useful tech, is a full-tilt backroad bomber, and won’t break the bank at $10,899.
A decade after its 2015 debut, Indian’s Scout platform got a full makeover. The cast-aluminum frame was replaced with a tubular-steel unit, and the entire lineup is now powered by the SpeedPlus 1250 V-Twin, which produces 105 hp (110 on the 101 Scout) and 82 lb-ft of torque. Five models – Scout Bobber, Sport Scout, Scout Classic, Super Scout, and 101 Scout – are available in three trim levels.
SMT stands for “Supermoto Touring,” two words not normally used together to describe one motorcycle. The original 2010-2013 KTM 990 SMT was a touring variant of a big-bore Supermoto platform, while the new 890 SMT is a sport-touring variant of the 890 Adventure R mixed with some 890 Duke bits. With 17-inch wheels shod with sticky tires, it’s a hooligan’s dream with enough comfort for weekend getaways.
When Royal Enfield’s Himalayan adventure bike debuted in 2016, it was a solid but low-power, low-tech machine. It got a major overhaul this year, with a new liquid-cooled 452cc Single that makes more power (39.5 hp, up from 24) and torque (29.5 lb-ft, up from 24), a new chassis, and more modern features and styling. We were impressed with its capabilities when we tested it in the Himalayas.
The Suzuki GSX-S1000GT+, Rider’s 2022 MOTY, delivered “all the performance a street rider needs in a refined, comfortable, sophisticated package at a reasonable [price].” The new GX+ version is taller with a more upright riding position, blending sport-touring with attributes of an ADV to be the “supreme sport crossover.” It also has a 6-axis IMU and Suzuki’s first electronic suspension system.
Known for its 675cc-and-up sportbikes, ADVs, roadsters, and neo-classics, Triumph expanded its lineup with the Speed 400 roadster and Scrambler 400 X, both powered by a 398cc Single. They’re fun, stylish bikes that are beginner- and budget-friendly – just $4,995 for the Speed 400 and $5,595 for the Scrambler 400 X. If we’re going to attract the next generation, we need more bikes like these.
The MT-09 is a hugely popular bike for Yamaha, so much so that it is now in its fourth generation since being introduced in 2014. We’ve always been big fans of its rowdy inline-Triple. Updated for 2024, the bike is a riot to ride yet offers a high level of refinement and sophistication for $10,599. The SP version, which gets up-spec suspension and brakes, is even better.
Thousands of street-legal motorcycles have been released over the past 50 years, and we’ve ridden and evaluated as many of them as we could get our hands on. Most have been good, some have been great, but only a few have achieved icon status.
Two such motorcycles – Honda’s Gold Wing and BMW’s R-series GS – certainly qualify as icons, and both have won Rider’s Motorcycle of the Year award twice. The Gold Wing won in 2001 and 2018, and the BMW R-GS won in 1995 and 2005.
With the introduction of the R 1300 GS for 2024, BMW’s R-series GS can add a third Rider MOTY title to its long list of awards and accolades.
BMW R 1300 GS
Over the past two decades, the adventure-bike segment has exploded, and nearly every manufacturer offers multiple adventure models, ranging in size from less than 400cc to well over 1,200cc. The genesis of this trend – one of the few bright spots in the motorcycle industry since the Great Recession of 2008 – can be traced back to 1980, when BMW launched the R 80 G/S. It was the first motorcycle that delivered on-road comfort and performance and genuine off-road capability in equal measure.
The R-series GS evolved steadily over time, with engine displacement increasing, new features and technology being added, and market share growing. The R-series GS is BMW’s bestselling model, and the one-millionth boxer-powered GS was built in mid-2023. Last September, on the 100th anniversary of BMW Motorrad’s first production motorcycle, the new R 1300 GS was unveiled.
BMW R 1300 GS
Development of the R 1300 GS started seven years ago – two years before the R 1250 GS was introduced. Having squeezed as much as possible out of the existing platform, which started with the R 1200 GS introduced in 2004, BMW knew that taking the R-series GS into the future and maintaining its position in the market required a clean-sheet design. Only the butterfly valves and a few bolts and connectors carry over from the R 1250 GS.
The design objectives were to make the R 1300 GS lighter, more compact, more powerful, and more capable than its predecessor. The new GS weighs 26 lb less than the R 1250 GS. Displacement increased from 1,254cc to 1,300cc, peak horsepower was boosted from 136 to 145, and peak torque increased from 105 to 110 lb-ft.
BMW R 1300 GS
The R 1300 GS has new electronic rider aids, a completely new frame, and upgraded EVO Telelever and EVO Paralever suspension with optional adaptive vehicle height control. The GS’s new styling has been somewhat controversial, particularly its more aerodynamic bodywork and X-shaped matrix headlight, but BMW designers wanted to set the R 1300 GS apart from its predecessors.
After test riding the R 1300 GS on- and off-road at its global launch, we had this to say: “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.”
Congratulations to BMW for the R 1300 GS, Rider’s 2024 Motorcycle of the Year!
The 2025 Can-Am Pulse roadster (above) and Origin dual-sport represent Can-Am’s return to two wheels after a decades-long hiatus, this time powered by electrons. (Photos by Align Media)
There was something both eerie and mesmerizing about riding the 2025 Can-Am Pulse and Origin electric motorcycles at their launch in Austin, Texas. The Pulse roadster and Origin dual-sport are eerily silent thanks to their electric drivetrains and enclosed chains attached to single-sided swingarms, eliminating any residual noise you’d expect from a traditional motorcycle.
As a result, you’re hyper-aware of the sensation of speed, the sounds of road surfaces beneath you, and the rushing wind. You also notice other annoying noises like squeaky brake pads, suspension components, and even jacket zippers.
The Can-Am Pulse roadster (left) and Origin dual-sport (right) are both powered by 11-kW Rotax E-Power motor with an 8.9-kWh battery.
Electric motorcycles are here to stay, and although more technology is needed to match the auto sector from brands like Tesla and Rivian, Can-Am has made significant strides without compromising aesthetics or road-going feel. Going electric is a bold move for Can-Am, which last produced motorcycles in 1987. Known for its off-road prowess, Can-Am’s 125 and 250cc dirtbikes won races like the International Six Days Enduro and swept the AMA 250 Motocross National Championship in 1974.
Once known for championship-winning motocross bikes, the Can-Am Origin dual-sport is the brand’s modern-day off-road bike.
Rather than returning with a motocross bike, Can-Am is looking ahead, aiming to establish a new baseline in the electric motorcycle market dominated by brands like Zero, Energica, and LiveWire. First unveiled with minimal details in 2022, the Pulse and Origin now join Can-Am’s on-road lineup alongside the Spyder and Ryker three-wheelers.
The Can-Am Pulse and Origin both use the same 11-kW Rotax E-Power motor with an 8.9-kWh battery, producing a claimed 47 hp and 53 lb-ft of torque. While these figures may seem modest, the bikes’ instantaneous power delivery makes them comparable to a midweight 700cc ICE bike, though the top speed is electronically limited to 80 mph to preserve battery life. The Pulse accelerates from 0-60 mph in 3.8 seconds, the Origin in 4.3 seconds. Twist the throttle, and there’s no delay – just a seamless surge forward.
The Can-Am Pulse and Origin use the same battery pack, motor, and drivetrain. The battery pack is shown in yellow and serves as the main structural member of the chassis. The enclosed drive chain is part of the single-sided swingarm.
After more than five years of development, engineers built a 8.9-kWh lithium-ion battery pack. A larger battery would compromise handling, aesthetics, and the impressively low weights of 399 lb for the Pulse and 413 lb for the Origin. The battery also serves as a structural part of the frame, contributing to weight savings and a design inspired by Canadian night owls.
A liquid-cooling system manages heat for the battery, inverter, onboard charger, and motor, helping to extend battery life and optimize both range and charging times compared to air-cooled systems. Even after hours of riding in intense Austin heat, these new platforms remained cool.
The 11-kW motor is attached to the single-sided swingarm, and it sits just ahead of the rear wheel. Note the radiator for the liquid cooling system.
The regenerative braking system on the Can-Am Pulse and Origin offers two modes: Passive and Active. Passive regenerative braking operates automatically whenever you release the throttle or apply the brakes, seamlessly funneling energy back to the battery through the ECU without requiring rider input. This mode offers mild energy recovery and mimics the natural engine braking of a traditional gas-powered motorcycle, providing smooth and predictable deceleration – ideal for everyday city or highway riding.
Few motorcycle features are as sexy as a single-sided swingarm that cleanly showcases the rear wheel. ABS and dual-mode regenerative braking are standard on the Pulse and Origin.
For riders seeking more control over energy recovery or braking, Active regen steps in. You can fine-tune the regenerative settings – Off, Min, or Max – to tailor the bike’s performance to specific riding conditions. Initially, I thought I’d dislike this feature and often kept it off, but outside of dirt riding, I found myself preferring it set to Max. Active regen delivers up to four times more energy back to the battery compared to Passive mode and is engaged by twisting the throttle in reverse, much like rolling on engine braking. This setting applies a stronger braking force, making it invaluable when riding aggressively, navigating steep descents, or slowing down quickly.
We tested the Can-Am Pulse and Origin in and around Austin, Texas. Both of the slender, lightweight bikes would make great commuters.
Can-Am claims the Origin has a range up to 90 miles in the city and 71 miles in mixed riding, while the Pulse offers a city range of around 100 miles and 80 in mixed conditions. I rode each bike for about 45 miles. The above claims are accurate if you’re not pushing the bike hard or running at sustained high speeds – longer highway rides drain batteries fast. Even using the Pulse’s maximum regen settings, I had about 7 miles remaining after 45 miles.
The Pulse and Origin support Level 1 (110-volt) and Level 2 (220-volt) charging but not Level 3 DC fast charging.
The bikes come with 6.6-kW chargers that support Level 1 and Level 2 charging, lacking the faster Level 3 DC charging available on bikes like the LiveWire One. With Level 2 charging, the estimated time to charge from 20-80% is about 50 minutes, and 0-100% is about 1.5 hours. For Level 1 charging, 20-80% takes 3 hours and 10 minutes, and 0-100% takes 5 hours and 15 minutes.
One standout feature is the enclosed chain case, which keeps the chain quiet and protected with an oil bath and an automatic tensioning system. This design reduces noise and requires minimal maintenance – you change the oil in the chain case after 5,000 miles and then every 10,000 miles afterward. The enclosed chain is protected from debris and is expected to last more than 100,000 miles.
The enclosed chain case is part of the single-sided swingarm.
Although these bikes are light, Can-Am provides a reverse function. You simultaneously hold the starter button with the regen engaged until an “R” shows on the display. Then, you use the reverse throttle function to back up. This was useful while riding dirt tracks on the Origin but likely won’t be used much on the street.
Both bikes come with four riding modes: Normal, Eco, Rain, and Sport+. The Origin adds two additional modes: Off-Road and Off-Road+. I experimented with all modes, and Sport+ is ideal on the street. When venturing off-road on the Origin, Off-Road and Off-Road+ are the way to go.
Both bikes have an enormous 10.25-inch TFT display with rich, detailed graphics.
Both feature a 10.25-inch touchscreen interface with Apple CarPlay and support for over-the-air software updates. Through the Can-Am app, riders can check essential data like battery levels, remaining range, vehicle location, and estimated charging time – keeping them fully in control and connected. Android compatibility is in the works.
Both bikes come with KYB and Sachs suspension components and brakes by J.Juan, featuring a 320mm disc and a 2-piston floating caliper up front and a 240mm disc and a 1-piston floating caliper in the rear. ABS and traction control are standard. In terms of build quality, both bikes feel premium. There’s texture built into everything, from the seat that looks like a hard plastic unit to the actual paint.
Both bikes have single-disc brakes front and rear and use J.Juan components.
Can-Am Pulse: Smart City Bike
The Pulse is one of the best urban commuters available – especially for those working and residing in larger cities like Austin, Los Angeles, and New York City. I logged around 45 miles through congested traffic, wide-open highways, and tight city streets, seeing ambient temperatures as high as 109 degrees F on the display. If this were a gas-powered bike, things would have been much stickier. This commuter runs super cool, making those stop-and-go situations downtown more comfortable.
The Can-Am Pulse has a comfortable riding position that’s similar to a middleweight naked bike.
At first glance, the Pulse looks small, but don’t be fooled – its proportions are well-suited for taller riders. As someone close to 6 feet, the rider triangle (seat, pegs, and handlebars) felt perfect for me. The low 30.9-inch seat height kept my posture upright and relaxed, and the lightweight build made it easy to thread through traffic. The riding position is on par with many naked sportbikes.
The Can-Am Pulse has a sleek, modern design, and it weighs just 390 lb.
The most noticeable distinction between the road-focused Pulse and the dual-sport Origin lies in the wheels, tires, and suspension. The Pulse is equipped with 17-inch cast wheels wrapped in street-proven Dunlop Sportmax GPR-300 rubber. The suspension setup features a 41mm KYB fork that’s non-adjustable up front paired with a preload-adjustable Sachs shock at the rear, both offering 5.5 inches of travel. With that travel and a ground clearance of 5.7 inches, the Pulse handled Austin’s imperfect streets effortlessly without sacrificing comfort.
While the Pulse might look like a small commuter, its 47-hp motor offers more than enough punch to get you up to highway speeds. Out of the four modes available, I spent nearly all my time in Sport+. The difference among the modes is throttle response; power remains the same, as does battery usage.
The Can-Am Pulse’s top speed is limited to 80 mph to preserve battery life.
When battery levels drop below 10%, the bike will gradually restrict power until you’re basically in Eco mode, which feels like there is no throttle response – almost as if you could go faster doing the Fred Flintstone. Not too safe, but at least you have enough warning to get off major highways and reach a charging station. Braking is powerful, with just a one-finger pull needed on the front lever or a tap of the foot (especially when using max regen), and the nonswitchable ABS never allowed the wheels to lock during emergency braking tests.
A hundred miles is plenty for daily commuting, but for longer rides that deplete the charge during extended high-speed sections, planning your charging stops is necessary.
Can-Am Origin: The Smartest Dual-Sport
With 10 inches of suspension travel and 10.2 inches of ground clearance, the Can-Am Origin is ready to explore.
After my 45-mile urban run on the Pulse, I switched over to the Can-Am Origin and headed to a private 400-acre off-road ranch just outside Austin. The Origin showed how great EV bikes can be off-road. It’s what I’ve dubbed the “smartest dual-sport” bike, offering a blend of advanced electric technology and rugged off-road performance.
Like on the Pulse, I used Sport+ on road sections with regen at Max, providing instant throttle response and quick regen braking. While riding off-road, Off-Road+ mode was best, automatically adjusting settings for optimal performance. The Rotax E-Power motor delivered the same 47 hp but is tuned for off-road conditions. Combined with the bike’s 10 inches of front and rear suspension travel, the Origin handled off-road tracks of both loose and packed sand without issue. It’s no motocross bike, but it felt as easy to ride as a Suzuki DR-Z400 or similar dual-sport.
One of the great features of an electric bike is immediate power delivery.
While I didn’t max out the Origin’s range off-road, I estimate it would comfortably handle about 60 miles in mixed conditions. Like the Pulse, the Origin’s range is its only real limitation. The suspension, build quality, and overall performance exceed expectations, but for long days on the trails, you’ll need to plan for recharging time.
The 34.5-inch seat height might intimidate shorter riders, but once you’re moving, the bike’s lightness and balance make it easy to control. The 10.2 inches of ground clearance ensured nothing scraped, even on rugged trails, and the 43mm KYB front fork handled jumps and uneven terrain without any feeling of losing control. And of course, the 21/18-inch wheel setup helped. And wisely, Can-Am chose tube-type tires for the Origin: Dunlop D605 rubber.
One runs on oats, the other on electrons.
One of my favorite aspects of the Origin is its innovative design that significantly reduces squat due to the engine being integrated into the rear swingarm. Squat refers to the rear suspension compressing under acceleration, which can improve traction but may negatively affect handling. By housing the motor within the swingarm, the Origin maintains constant chain tension, eliminating the chain slack that typically contributes to squat in conventional motorcycles.
The Can-Am Origin is tall, narrow, and agile, and with a single-speed transmission there’s no need to shift gears.
This design simplifies drivetrain dynamics and ensures more efficient power transfer, resulting in up to 95% less squat. The bike remains stable during acceleration because the rear suspension doesn’t compress excessively, enhancing handling and control, especially on mixed terrain. This innovative approach addresses a key challenge in motorcycle dynamics, and I’m sure we’ll see more designs like this in the future.
The left switchpod has numerous backlit buttons for adjusting settings.
Range is the Only Drawback | Can-Am Pulse and Origin
If Can-Am can crack the range issue, these bikes would be unstoppable. Everything else – build quality, performance, design, and tech – is simply outstanding, especially my two favorite elements, the active regen and anti-squatting due to the motor being placed in the swingarm.
For now, the 71- to 100-mile range may limit their appeal to certain riders. But for those looking to get ahead of the curve in the electric motorcycle world – especially city dwellers who may want some limited off-road action – the 2025 Can-Am Pulse and Origin are setting a new standard.
The UBCO 2×2 Special Edition is an accessorized version of the street-legal 2×2 Adventure electric utility bike. (Photos by Monica Wiesblott & the author)
I don’t know about where you live, but electric bikes have invaded like a swarm of locusts here in Ventura, California. They silently climb steep trails with ease, zip along bike paths, and book it down city streets.
Most e-bikes have pedals that can be used to assist in the generation of motive power, and depending on an e-bike’s class (1, 2, or 3) and state laws, speeds are typically limited to 20-28 mph.
In addition to its special sage green paint, the UBCO 2×2 Special Edition is accessorized with two Giant Loop Pronghorn straps for the front rack, a 12-liter center carry-all bag, a 30-liter rear rack bag, and a Peak Design smartphone mount. (Photo by Monica Wiesblott)
But there are also electric motorbikes that forego the pedals and rely purely on electrons to keep the wheels turning. A popular choice among teenagers here in Ventura is the Surron Light Bee X, a 100-lb electric dirtbike that’s delivered with a 16-mph speed limit but can be “hacked” to allow speeds of 50 mph or more. Some talented daredevils on Surrons rip endless wheelies down city streets, all but terrorizing local folks who complain endlessly about those “crazy kids” on NextDoor.
Enter the UBCO 2×2, an electric utility bike built by a company based in New Zealand that has a U.S. headquarters in Bend, Oregon. UBCO bikes were originally designed for use on farms and trails, their “utility” evident in the beefy trellis step-through frame, front and rear racks, and knobby tires.
In each of the UBCO 2×2’s wheel hubs is a 1-kW motor, and their combined output is 4 hp. (Photo by Monica Wiesblott)
What intrigued me about UBCO bikes is the “2×2” part – with a 1-kWh motor in each wheel hub, they are 2-wheel-drive. I’ve always wondered what it was like to ride a 2WD Christini dirtbike, so I figured the UBCO would give me a taste. Putting a motor in each wheel hub makes sense. It not only improves traction with two driven wheels but also simplifies packaging of the drivetrain since there is no chain or belt and no sprockets.
UBCO’s lineup includes four models. There are two off-road-only models: the 2×2 Work utility model ($3,999 for 2.1 kWh, $4,999 for 3.1 kWh) and 2×2 Hunt Edition ($6,499, 3.1 kWh only), a kitted-out model aimed at game hunters. And there are two street-legal dual-sport models: the 2×2 Adventure ($4,999 for 2.1 kWh, $5,999 for 3.1 kWh) and the 2×2 Special Edition ($6,999, 3.1 kWh only), which is the focus of this review.
The center carry-all and rear bag are secured to the frame with hook-and-loop straps. UBCO sells other accessories for the front and rear racks, including cargo decks and pannier racks and bags. (Photo by Monica Wiesblott)
The 2×2 Special Edition has a unique sage green paint job and includes several accessories that set it apart from the base-model 2×2 Adventure, including two Giant Loop Pronghorn straps for the front rack, a 12-liter center carry-all bag, a 30-liter rear rack bag, and a Peak Design smartphone mount.
You can buy an UBCO from a dealer, or you can have it shipped directly to your home, which is what I did (all orders incur a $450 shipping charge). It arrived in a recyclable cardboard crate and required minor assembly – straightening and tightening the handlebar, bolting on the turnsignals, and installing the mirrors, luggage, and smartphone mount.
The UBCO 2×2 SE comes with a Peak Design smartphone mount, and pairing the UBCO app to the bike allows riders to display vehicle info and change settings. The only thing that seemed cheap on the UBCO were the mirrors. While adjusting one, the glass cracked. Replacement mirrors cost only $14/pair. (Photo by Monica Wiesblott)
Atop the tapered aluminum handlebar is a metal, color-matched nacelle that houses the LED headlight and a digital instrument panel, which has bar gauges for battery level and regenerative braking as well as readouts for speed, motor temperature, odometer, and clock. Pairing the UBCO app to the bike through a smartphone and then mounting it just behind the steering stem allows the rider to view a more vivid, feature-rich display and access functions like ride modes (Normal, Boost, and Eco) and regen level (Low, Medium, and High).
The center carry-all is the perfect size for two six-packs or a 12-pack. We used it to carry a Kryptonite New York Chain to secure the bike when parked. Under the seat is a “field kit” with an owner’s manual and tools. (Photo by Monica Wiesblott)
Even though it has a boxy frame, the UBCO 2×2 is narrow between the knees and has a compact cockpit thanks to its short wheelbase. The wide, plush solo seat is 32 inches high, and it flips up to provide more access to the center carry-all (which is the perfect size for two six-packs). Under the seat is a “field kit” with an owner’s manual and a toolkit.
Operationally, the UBCO is a breeze. Press the red button near the right grip “throttle” to turn the bike on, press it again to switch from neutral to drive, and then twist and go. Like many electric bikes, acceleration from a stop is brisk. The weight immediately shifts to the rear wheel, causing the driven front wheel to chirp or slip a bit as it tries to grab traction.
During braking and while coasting down hills, the UBCO 2×2’s regenerative system will feed power back into the battery. (Photo by Monica Wiesblott)
The 2×2 Adventure and 2×2 Special Edition are both street-legal, but their top speed is 30 mph (and therefore, they are classified as mopeds in most states). That’s just 2 mph faster than the mandated speed limit for Class 3 e-bikes, and it’s slower than most vehicular traffic even in a 25-mph zone. As a result, I relegated myself to the bicycle lane on city streets.
The UBCO 2×2 is great for cruising around town, but given its speed limit of just 30 mph we mostly stuck to bike lanes. (Photo by Monica Wiesblott)
With tires that are just 2.75 inches (70mm) wide and a total weight of just 156 lb, the UBCO is effortless to maneuver. Since it looks like an e-bike, I took the UBCO on paved bike paths, local trails, and even the beach. Two-wheel-drive came in handy on sketchy, uneven single track and it was a revelation in deep sand – the UBCO just tractored right along where bigger, heavier, more powerful bikes with one driven wheel would have plowed the front and been a handful.
Thanks to its 2WD and light weight, the UBCO 2×2 tractors through deep sand with relative ease. (Photo by the author)
Where the UBCO struggled was on really steep hills. We have a few city blocks in Ventura that rival the steepest streets in San Francisco, and the UBCO didn’t have enough grunt to climb them. (In a side-by-side comparison with a Yamaha TW200 on UBCO’s website, UBCO claims the 2×2 produces 4 hp.)
The UBCO 2×2 is fun and surefooted on unpaved trails. (Photo by Monica Wiesblott)
Thanks to the UBCO’s low speed limit and light weight, it doesn’t run down the battery as quickly as faster, heavier electric motorcycles. On one ride, I cruised up the Ventura River Parkway Trail, a paved rails-to-trails bike path that goes from the beach in Ventura to the mountain town of Ojai, climbing from near sea level to about 1,000 feet. I kept the “throttle” pinned for most of the trip, and after 26 miles and 1 hour and 10 minutes of riding, the battery had dropped from 100% to 46%. The UBCO comes with a 10-amp fast charger that plugs into a normal 110V wall outlet, and a full charge takes 4-6 hours.
The Ventura Pier has a seafood restaurant, a taco stand, and an taproom run by MadeWest Brewery. What more do you need? (Photo by Monica Wiesblott)
Living in a small surf town like I do, the UBCO is the perfect runabout because there are plenty of bike lanes, bike paths, and trails. Its racks and bags make it easy to tote gear down to the beach, bring beers home from local breweries, or pick up a few items at the store.
All that’s missing is a surfboard rack and some tasty waves. The battery is contained within the lower, black-painted part of the frame, which keeps the center of gravity nice and low. (Photo by the author)
The UBCO has a steering lock, but our 2×2 SE test bike didn’t come with a key. There’s no “ignition” key either, so when parked there was nothing to stop some knucklehead from starting it up and riding away. I kept a Kryptonite New York Chain in the center carry-all and locked it up when necessary.
The UBCO certainly looks cool. Its mil-spec (ish) green paint and tubular trellis frame make it look like a two-wheeled jeep, and it received lots of double takes and “What’s that?” questions from folks on the street.
Ready for adventure. (Photo by the author)
But the $6,999 price tag is a big ask for a street-legal electric motorbike that only goes 30 mph, especially if you end up riding in the bike lane most of the time. There’s a lot of competition in the two-wheeled EV world – the Surron Light Bee X costs $4,400, Super73 electric bikes cost $2,995-$4,595, and there are plenty of 28-mph Class 3 e-bikes out there for less than $2,000.
The UBCO 2×2 Special Edition is special, but not quite special enough to justify the price.
The UBCO 2×2 Special Edition is fun but expensive. (Photo by Monica Wiesblott)
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