The Honda CB300R entertains with nimble handling and an approachable profile. (Photos by Jenna Thornton)
When it was time to swap the Honda Rebel 1100T DCT test bike for something new to review, I watched as the bagger-styled cruiser was wheeled away and a little yellow CB300R was moved into its place. My ride home would surely be less comfortable than the ride up, and I imagined I’d sorely miss the more available power of the 1100. But after the first few miles, I was reminded why I’m hesitant to relegate approachable, smaller models solely to the “beginner motorcycle” category.
The CB300R’s 286cc Single is shared with the Honda Rebel 300 and Honda CBR300R. It’s a hearty little engine that provides a reliably good time.
That’s not to say the Honda CB300R isn’t beginner-friendly, because it certainly is. Powered by the same liquid-cooled 286cc Single found in the Honda Rebel 300 and fully faired CBR300R, sporting a light weight of only 316 lb, and offering a reasonably short reach to the ground with its 31.6-inch seat height, it carries Honda’s well-known reliability matched with an easy-to-ride profile. Fortunately, “beginner-friendly” is not the antonym of “fun.”
The CB300R got a welcome styling upgrade when it replaced the CB300F in 2018.
The Honda CB300R entered the lineup for the 2019 model year as a replacement for the CB300F. It sported updated styling and a host of changes aimed at reducing weight by more than 30 lb compared to the F. In 2022, the CB300R received a few other updates, including a slip/assist clutch, standard ABS, and a Showa SFF-BP fork – useful additions for riders of all experience levels. For 2025, the CB300R is available in Matte Black Metallic or the eye-catching Pearl Dust Yellow of our test bike with an MSRP of $5,149.
But the beauty of the model is that it remains uncomplicated. I like playing around with ride modes, traction control levels, adjustments, smartphone connectivity, and other cool features as much as the next rider, but sometimes they can be just as distracting as they are useful. When you’re riding a CB300R, all you’ve got to focus on is the ride itself.
With mirrors spread out and instrumentation placed low, the CB300R offers an unobstructed view for a ride free of distractions.
And what a fun ride it is. You know what they say about riding a slow bike fast, and that’s certainly true of the CB300R. It moves through its 6-speed gearbox quickly, and Honda claims respectable horsepower and torque figures of 31 hp at 9,000 rpm and 20.2 lb-ft at 8,000 rpm. It’ll keep up with interstate speeds of about 75 to 80 mph with minimal fuss, but that’s not the environment in which the CB300R feels at home. Dashing along backroads is when the bike is at its happiest.
The bike’s ergonomics were comfortable for my 5-foot-1 frame, with an easy reach to the handlebar and plenty of leg room.
What makes the bike truly enjoyable is how nimble it is. With its light weight and a short wheelbase of 53.2 inches, it has quick steering and easily falls into turns with little input from the rider. The bike’s flickable nature and lack of wind protection makes it feel like you’re riding faster than you actually are. While I’ve been testing the bike, there were a few times during which I was sure I was riding beyond the speed limit, only to look down at the LCD display and realize I wasn’t. Having fun without risking a speeding ticket is like a low-calorie cookie – all the pleasure without the guilt!
The CB300R would make a great commuter, but it’s even more fun to flick through winding backroads.
Up front, a 41mm Showa SFF-BP inverted fork provides 5.1 inches of travel but no adjustability, while the rear is taken care of with a Pro-Link shock offering 5.2 inches of travel and 7-step spring preload adjustability. I found the suspension to be just fine for my daily riding, providing confident handling. I’ve heard from some riders who are bigger than I am that the rear suspension feels too soft in its standard setup, but as a lightweight at 110 lb, I felt like the standard setup was a bit stiffer than I wanted.
The CB300R comes with 17-inch front and rear wheels shod with Dunlop Sportmax GPR-300 tires. Slowing things down are Nissin calipers and petal-style rotors.
While looking at the bike, the seat appears to be on the thin side. Surprisingly, I found it to be far less harsh on my backside than I expected. It isn’t plush, but it’s well-shaped, and I noticed no soreness or fatigue after a couple hours of riding. Since I have shorter legs than most, my knees were far from using up the space offered by the knee indents in the plastic cover over the fuel tank, but I imagine they’d be handy for riders with longer legs. The seating position is neutral and comfortable.
The rider’s seat is deceptively comfortable despite its thin and hard appearance.
Slowing things down are a single 296mm front disc with a 4-piston radial-mount caliper and a 220mm rear disc with a 1-piston floating caliper. The Nissin brakes felt adequate for an entry-priced motorcycle – not premium, but good enough for all practical purposes, although I would’ve enjoyed more brake feedback. ABS as a standard feature is a welcome addition, especially for newer riders.
While I’ve been enjoying this bike on rural backroads close to home, I imagine the CB300R would also make a great commuter bike for those in more populated environments. Its quick steering and short wheelbase would make navigating tight alleys a breeze, and I enjoyed good fuel consumption of 73.5 mpg on average. The fuel tank only holds 2.6 gallons, and even though total range is about 190 miles, the fuel light came on around 130 miles.
The CB300R in this Pearl Dusk Yellow color is certainly easy to spot in traffic. Those wanting a stealthier look can choose the Matte Black Metallic option.
As you’d expect, luggage options are minimal on the CB300R. There’s a storage compartment under the passenger seat (unlocked with the ignition key) that is big enough to fit the manual, your documents, and a few tools. If you have more to carry than that, you’ll want to bring along a backpack. Honda doesn’t offer accessory luggage for the CB300R, but I’ve gotten good use out of my Nelson-Rigg Commuter tailbag strapped onto the passenger seat, offering enough room to store a carton of eggs and a couple bags of coffee after a trip to the store.
A bright and round LED headlight provides plenty of illumination and looks less insect-like than headlights found on some other naked bikes.
I only have a couple nits to pick about the CB300R. One is battery access. Getting to the battery requires removing the plastic fuel-tank cover and seat, and even then, you’ll have to lift up the real fuel tank to reach the battery. I don’t need to access the battery very often, but when I wanted to attach a cable for my Kemimoto heated gear in the winter, I wished for easier access.
The LCD display includes a clock, a tach, a gear indicator, fuel level, and speedometer. Using the buttons on the left side allows scrolling through info like tripmeters, a stopwatch, average fuel mileage, and average speed.
The instruments are easy to read, but the shift light initially was an annoyance. As delivered, it was set to flash at 7,000 rpm, which was distracting, but I figured out how to adjust it anywhere from 4,000-10,500 rpm, and I ended up setting it to its highest level.
A lake-side ride on a windy fall day will blow the lightweight CB300R around a bit, but it remains plenty stable for a stress-free jaunt.
More than any specifications, tech, or styling, what keeps beginner riders riding is having fun. The Honda CB300R offers that and then some. It’s flickable, lightweight, unintimidating, and affordable – all qualities that experienced riders can also appreciate. If you’ve left behind the bigger-is-better mindset and are looking for a small naked to toss around, or if you’re in the market for a fun second bike for short rides or commuting, the CB300R is worth your consideration.
The Pacific Coast Highway is an iconic scenic road along the California, Oregon, and Washington coasts. (Photo by Kevin Wing)
The December 2024 issue of Rider celebrated the magazine’s 50th anniversary. Over the past half century, we have published thousands of travels stories, favorite rides, tour tests, and features highlighting must-ride roads throughout the U.S. and on every continent except Antarctica. As part of the special anniversary issue, we selected 50 of the best motorcycle roads in America.
Out of 3.9 million miles of roads in this country, these are just a drop in the bucket, covering a mere 13,467 miles. There are thousands more great roads out there, so get going!
(The road are listed more or less alphabetically by state rather than in rank order.)
1. Dalton Highway (Alaska / 414 miles)
1. Dalton Highway (Alaska / 414 miles)
Paralleling the Trans‑Alaska Pipeline, this gravel supply road that goes from Fairbanks to Prudhoe Bay is a bucket‑list adventure route that crosses the Arctic Circle and the Continental Divide. (Photo by Jeff Davison)
This route in the Ozark Mountains, which starts and ends in Jasper, Arkansas, and includes AR 7, AR 43, and AR 74, has hundreds of tight curves and crosses the Buffalo National River twice. (Photo by Bill Stermer)
The Ozarks offer a smorgasbord of roads that wind through dense hardwood forests, over scenic ridges, and along burbling rivers. This stretch of AR 23 is one of the region’s best. (Photo by Greg Drevenstedt)
4. Talimena National Scenic Byway (Arkansas, Oklahoma / 54 miles)
4. Talimena National Scenic Byway (Arkansas, Oklahoma / 54 miles)
This winding road from Mena, Arkansas, (AR 88) to Talihina, Oklahoma, (OK 1) runs along the ridges of Rich Mountain and Winding Stair Mountain in Ouachita National Forest. (Photo by David Bell)
U.S. 191 in eastern Arizona, which follows a trail used in 1540 by Spanish explorer Francisco Vasquez de Coronado, includes an open‑pit copper mine, high‑alpine meadows and ridges, and hundreds of curves. (Photo by Greg Drevenstedt)
From the Colorado Plateau to the red rocks of Sedona, through the historic towns of Jerome and Prescott, and across valleys and over mountains, these sibling state routes offer a greatest‑hits tour of central Arizona. (Photo by Kevin Wing)
Rides up and down CA 1 have been a regular part of Rider’s history since our first issue. This legendary road follows California’s rugged coastline and offers world‑class scenery and epic riding. (Photo by Kevin Wing)
From U.S. 101 near Fortuna, riding east on this stretch of CA 36 passes through Grizzly Creek Redwoods State Park before turning into a fantastic roller coaster that seems like it will never end. (Photo by Greg Drevenstedt)
Paralleling U.S. 101, this meandering route (CA 254) passes through groves of old‑growth coast redwoods that tower hundreds of feet above the road and follows the wild and scenic Eel River. (Photo by Greg Drevenstedt)
Mile for mile, this section of U.S. 550 between Ouray and Silverton, Colorado, is one of the most scenic anywhere. It passes through the rugged San Juan Mountains and summits several high passes. (Photo by Sara Liberte)
11. Mount Blue Sky Scenic Byway (Colorado / 28 miles)
11. Mount Blue Sky Scenic Byway (Colorado / 28 miles)
Gaining more than 7,000 feet in 28 miles and achieving a final elevation of 14,130 feet, this is the highest paved road in North America, edging out Pikes Peak Highway by 15 feet. (Photo by Dan Schrock)
This north Georgia loop connects GA 60, GA 180, and U.S. 129 and circumnavigates Blood Mountain. A highlight is the Two Wheels of Suches motorcycle resort. (Photo by Phil Buonpastore)
Idaho is full of scenic byways. This one follows the Salmon River through the Sawtooth Mountains and crosses the Continental Divide at 7,014‑foot Lost Trail Pass. (Photo by Clement Salvadori)
14. Route 66 (Illinois, Missouri, Oklahoma, Texas, New Mexico, Arizona, California / 2,448 miles)
14. Route 66 (Illinois, Missouri, Oklahoma, Texas, New Mexico, Arizona, California / 2,448 miles)
Dubbed the “Mother Road” by John Steinbeck in The Grapes of Wrath, U.S. Route 66 was once the shortest, fastest, and most scenic route from Chicago to Los Angeles. (Photo by Mark Tuttle)
This coal country loop follows Daniel Boone’s Wilderness Road, summits 4,145‑foot Black Mountain, and includes U.S. 421, made famous by the 1958 Robert Mitchum movie Thunder Road. (Photo by Lance Oliver)
16. Red River Gorge Scenic Byway (Kentucky / 46 miles)
16. Red River Gorge Scenic Byway (Kentucky / 46 miles)
Following the wild and scenic Red River, this byway passes through a National Geologic Area that features stone arches, caves, cliffs, ravines, waterfalls, and the Nada Tunnel. (Photo via Adobe Stock/erhlif)
This scenic road around Acadia National Park on Maine’s Mount Desert Island features woodlands, rocky beaches, and glacier‑scoured granite peaks such as Cadillac Mountain. (Photo by Scott A. Williams)
18. Rangeley Lakes National Scenic Byway (Maine / 52 miles)
18. Rangeley Lakes National Scenic Byway (Maine / 52 miles)
Considered one of the most scenic routes in New England, this byway in the Appalachian Mountains of western Maine winds through woodlands and around lakes and ponds. (Photo by Alan Paulsen)
This byway follows the Keweenaw Peninsula, which extends like a dorsal fin from Michigan’s Upper Peninsula into Lake Superior. Near Copper Harbor, Brockway Mountain Drive provides sweeping views. (Photo by Chuck Cochran)
20. Tunnel of Trees Scenic Heritage Route (Michigan / 20 miles)
20. Tunnel of Trees Scenic Heritage Route (Michigan / 20 miles)
This section of M‑119, which runs along the edge of Lake Michigan between Harbor Springs and Cross Village, is a narrow, curvy path through a tunnel of foliage. (Photo by Jamie Elvidge)
21. Historic Bluff Country Scenic Byway (Minnesota / 88 miles)
21. Historic Bluff Country Scenic Byway (Minnesota / 88 miles)
This scenic byway (MN 16) in southern Minnesota begins at the Mississippi River and continues west through the Root River Valley, curving through rolling hills, dolomite bluffs, and historic towns. (Photo by Chuck Cochran)
22. Great River Road National Scenic Byway (Minnesota, Wisconsin, Iowa, Illinois, Missouri, Kentucky, Tennessee, Arkansas, Mississippi, Louisiana / 2,069 miles)
22. Great River Road National Scenic Byway (Minnesota, Wisconsin, Iowa, Illinois, Missouri, Kentucky, Tennessee, Arkansas, Mississippi, Louisiana / 2,069 miles)
This legendary road touches 10 states as it follows the mighty Mississippi River from its headwaters in Minnesota to its sprawling delta in Louisiana. (Photo via Adobe Stock/Ferrer Photography)
This national parkway from Natchez, Mississippi, to Nashville, Tennessee, follows the “Old Natchez Trace” used by Native Americans, European settlers, traders, and soldiers. (Photo by Tim Kessel)
Traversing Glacier National Park, this road cuts through the rugged Rocky Mountains and crosses the Continental Divide at 6,646‑foot Logan Pass. (Photo by Sherry Jones)
25. North Carolina Route 28 (North Carolina / 81 miles)
25. North Carolina Route 28 (North Carolina / 81 miles)
Starting at Deals Gap and ending at the Georgia state line, this wonderfully curvy road is known as Moonshiner 28 and includes part of the Mountain Waters Scenic Byway. (Photo by Trevor Denis)
26. Blue Ridge Parkway (North Carolina, Virginia / 469 miles)
26. Blue Ridge Parkway (North Carolina, Virginia / 469 miles)
This national parkway through the Appalachian highlands is the quintessential scenic ride and is known for its perfectly shaped curves, well‑maintained pavement, and countless scenic overlooks. (Photo by Steven Goode)
NH 112 is a spectacular road that twists its way through New Hampshire’s White Mountains. In the fall, it’s one of New England’s best leaf‑peeper routes. (Photo by Dan Bisbee)
28. Mount Washington Auto Road (New Hampshire / 8 miles)
28. Mount Washington Auto Road (New Hampshire / 8 miles)
This short toll road to the top of 6,288‑foot Mount Washington is often fraught with bad weather. A recorded wind speed of 231 mph on the summit was a world record until 1996. (Photo by Clement Salvadori)
29. Enchanted Circle Scenic Byway (New Mexico / 84 miles)
29. Enchanted Circle Scenic Byway (New Mexico / 84 miles)
Circling 13,167‑foot Wheeler Peak, this scenic loop includes valleys, mesas, mountains, national forests, and some of New Mexico’s most culturally rich towns and villages. (Photo by Tim DeGiusti)
30. Great Continental Divide Route (New Mexico, Colorado, Wyoming, Idaho, Montana / 2,767 miles)
30. Great Continental Divide Route (New Mexico, Colorado, Wyoming, Idaho, Montana / 2,767 miles)
This mostly off‑road route crosses five states on its way from the U.S.-Mexico border to Banff, Canada. It’s a serious undertaking by any measure. (Photo by Don Mills)
Dubbed “The Loneliest Road in America” by Life magazine, the Nevada portion of the transcontinental Lincoln Highway traverses basin‑and‑range topography and follows the Pony Express route. (Photo by Greg Drevenstedt)
32. Upper Delaware Scenic Byway (New York / 70 miles)
32. Upper Delaware Scenic Byway (New York / 70 miles)
This section of NY 97 hugs the eastern shore of the Delaware River and passes through protected park land. A highlight is the winding Hawk’s Nest portion carved into the cliffside. (Photo by Kevin Wing)
OH 555 often ranks high on lists of great motorcycle roads, and the 21 miles between Chesterhill and Ringgold are particularly fun and challenging. Part of Ohio’s Windy 9, it’s in a target‑rich environment. (Photo by Ken Frick)
Starting at the Columbia River, this route winds around its namesake peak, an 11,249‑foot active volcano, and goes through gorges, rainforests, and pastoral valleys. (Photo by Greg Drevenstedt)
35. West Cascades Scenic Byway (Oregon / 220 miles)
35. West Cascades Scenic Byway (Oregon / 220 miles)
Following the contours of the Cascades range, this route treats riders to old‑growth forests, snowcapped volcanic peaks, and the wild and scenic Clackamas River. (Photo by Greg Drevenstedt)
U.S. 6 across northern Pennsylvania, known locally as PA Route 6, takes riders through lush forests and charming small towns. Highlights include the PA Wilds region, the Kinzua Sky Walk, and the Susquehanna River. (Photo by Kenneth W. Dahse)
This stretch of U.S. 16A, which connects Custer State Park with Mount Rushmore in the Black Hills of South Dakota, includes 314 curves, 14 switchbacks, and three wooden “pigtail” bridges. (Photo by Kevin Wing)
38. Tail of the Dragon (Tennessee, North Carolina / 11 miles)
38. Tail of the Dragon (Tennessee, North Carolina / 11 miles)
This (in)famous section of U.S. 129, which borders Great Smoky Mountains National Park, claims 318 curves in just 11 miles. It’s a wild ride, but its popularity results in weekend crowds. (Photo by Ken Frick)
39. Cherohala Skyway (Tennessee, North Carolina / 43 miles)
39. Cherohala Skyway (Tennessee, North Carolina / 43 miles)
Completed in 1996 at a cost of $100M, this road through the Cherokee and Nantahala national forests (hence the name) has perfectly radiused corners, smooth pavement, and stunning views. (Photo via Adobe Stock/Mark Nortona)
Farm to Market 170 from Lajitas to Presidio is a scenic roller coaster along the Rio Grande, which serves as the U.S.-Mexico border and the southern boundary of Big Bend Ranch State Park. (Photo by Greg Drevenstedt)
Connecting Ranch Roads 335, 336, and 337 is a scenic, sometimes challenging ride through Texas Hill Country. Popular with bikers, the route includes several motorcycle‑friendly bars and shops. (Photo by Greg Drevenstedt)
UT 12, aka A Journey Through Time Scenic Byway, connects state parks, Bryce Canyon and Capitol Reef national parks, Grand Staircase‑Escalante National Monument, and Dixie National Forest. (Photo by Greg Drevenstedt)
This national parkway, which begins near the northern end of the Blue Ridge Parkway, runs along mountain ridges for the entire length of Virginia’s Shenandoah National Park. (Photo by Scott A. Williams)
VA 16 from Marion to Tazewell runs north‑south over three mountains that give the road a rolling humpbacked character, and its 32 miles have more than 400 curves. (Photo courtesy Back of the Dragon)
Stretching from Massachusetts to the Canadian border, VT 100 parallels the Green Mountains and passes through woodlands, pristine farmland, and charming villages. (Photo by Dan Bisbee)
46. North Cascades Scenic Highway (Washington / 140 miles)
46. North Cascades Scenic Highway (Washington / 140 miles)
Part of the larger Cascades Loop, WA 20 includes old‑growth forests, cascading waterfalls, alpine lakes, glaciers, and rugged mountain scenery. (Photo by Clement Salvadori)
47. Door County Coastal Byway (Wisconsin / 66 miles)
47. Door County Coastal Byway (Wisconsin / 66 miles)
This scenic loop on the Door Peninsula includes views of Lake Michigan, Green Bay, the Niagara Escarpment bluffs, and quaint shore‑side towns and villages. (Photo by Barry Mellen)
48. Coal Heritage Trail (West Virginia / 97 miles)
48. Coal Heritage Trail (West Virginia / 97 miles)
This National Scenic Byway through West Virginia’s coal country includes twisty roads up and over ridges, easy valley riding, small towns, and the New River Gorge Bridge. (Photo by Steve Shaluta)
49. U.S. Route 33 in West Virginia (West Virginia / 248 miles)
49. U.S. Route 33 in West Virginia (West Virginia / 248 miles)
One of the highest‑rated motorcycle roads in the Mountain State, U.S. 33 passes through George Washington and Monongahela national forests and the Shenandoah Valley. (Photo by Nathan Cuvelier)
U.S. 212 between Red Lodge, Montana, and Yellowstone National Park in Wyoming summits 10,947‑foot Bearfoot Pass. Journalist Charles Kuralt called it the most scenic highway in America. (Photo by James Petersen)
The Husqvarna Svartpilen 401 scrambler (above) and Vitpilen 401 roadster have been updated with a new engine, chassis, and tech. (Photos by Kevin Wing)
When the Husqvarna Svartpilen 401 and Vitpilen 401 debuted back in 2018, they stood apart from the usual crowd of new bikes with hard-to-pronounce Swedish names and minimalist neo-retro styling. Their sculpted body panels that ran from the tank to the subframe and stubby tailsections were modern, but their single round headlights and spoked wheels had an old-school vibe.
The Husqvarna Svartpilen 401 (right) and Vitpilen 401 (lef) are the same except for styling, wheels, and tires.
While their names might sound like a set of bookcases you’d find at Ikea, Svartpilen means “black arrow” and Vitpilen means “white arrow” in Husqvarna’s Swedish mother tongue. To avoid any confusion, the Svartpilen comes in black/gray and the Vitpilen comes in white. Both are built on the same platform as the KTM 390 Duke, which got a major update for 2024 that carries over to the ’Pilens.
The ‘Pilens are powered by the same 399cc LC4c Single found in the KTM 390 Duke.
Their shared single-cylinder engine has a 4mm-longer stroke, bumping displacement from 373cc to 399cc and boosting output to 44 hp (up from 43) and 28.8 lb-ft of torque (up from 27). The engine also has a new cylinder head, revised fuel injection, and an updated airbox. Gear changes are smoother thanks to changes to the 6-speed transmission, which is mated to a slip/assist clutch. And the Easy Shift up/down quickshifter is now standard equipment.
The tubular-steel trellis frame is stiffer, and the rear shock has been moved to the right side of the bike.
Wrapped around the engine is a new steel trellis frame with more torsional rigidity than its predecessor. Both the frame and the new curved cast-aluminum swingarm were designed so the rear shock could be mounted on the left side of the bike, which enables a lower seat height (32.2 inches, down from 32.9) and space for the new exhaust system’s chamber ahead of the rear wheel.
The Svartpilen 401 has spoked wheels that require tubes and Pirelli Scorpion Rally STR adventure tires.
Both bikes are equipped with WP Apex suspension, with 5.9 inches of travel front and rear. The 43mm inverted open-cartridge fork has separate damping functions, with compression in the left tube and rebound in the right tube. Convenient tool-less fork-top adjusters allow five clicks of damping adjustability, but spring preload is fixed. The rear shock allows five clicks of rebound adjustability with a flathead screwdriver, and it has a ramped collar that allows 10 steps of preload adjustment using a spanner (both tools are in the toolkit).
Atop the fork caps are convenient finger-turn clickers for rebound and compression adjustment.
The rear shock is adjustable for spring preload and rebound damping.
In addition to the lower seat height, the Vitpilen’s clip-on handlebars, which were mounted below the triple clamp in the past, have been replaced with an upright handlebar like the Svartpilen’s, though with a slightly lower rise to suit its roadster style. This gives both bikes a comfortable upright seating position.
Both bikes have a tapered aluminum handlebar, and the Svartpilen’s (shown) has a slightly taller rise.
The main differences between the ’Pilens are styling and wheel/tire fitment. The Vitpilen leans into the roadster theme with 17-inch cast-aluminum wheels shod with Michelin Power 6 sport tires. The scrambler-ish Svartpilen rolls on 17-inch spoked wheels wrapped in Pirelli Scorpion Rally STR knobby tires.
With short wheelbases, sporty geometry, and low weight, the 401s are feisty little canyon carvers.
Husqvarna hosted a launch for the 401s that allowed us to ride one bike in the morning and the other in the afternoon. After loading up on caffeine and carbs at the breakfast bar, I threw a leg over the Svartpilen.
The Husqvarna Svartpilen 401’s scrambler style includes spoked wheels, knobby tires, and a small skid plate.
Bikes like these always feel diminutive for a 6-foot-1, 210-lb guy like me, but by no means do they feel cramped. Their handlebars have just the right amount of height and width, and their narrow seats make it easy to flat-foot at stops. As naked bikes, they are free from the visual mass of a fairing. Weighing just 341 lb for the Vitpilen and 351 lb for the Svartpilen, they are slender, compact, and purposeful. The Svartpilen’s spoked wheels, chunkier tires, flyscreen, skid plate, and passenger grab bar account for its extra weight.
The 5-inch TFT color display has vivid graphics that make it easy to navigate settings and menus.
For bikes priced at just $5,899, the ’Pilens are equipped with some nice tech features. In addition to the quickshifter, they have throttle-by-wire that enables two ride modes (Street and Rain), lean-sensitive traction control with three modes (Street, Rain, and Off), and cornering ABS with two modes (Road and Supermoto; the latter disables rear ABS). They also have a 5-inch bonded-glass TFT full-color instrument panel, a Bluetooth connectivity system, a USB-C charging port, and LED lighting.
Deer Creek Road, which rises steeply from the Pacific Coast Highway, is a fantastic road for testing bikes.
The launch for these bikes was in California’s coastal Santa Monica Mountains, aka the Malibu hills, which are north of Los Angeles and have been used as one of our go-to testing and photography locations since Rider was founded in 1974. Familiarity with these roads allowed me to focus more on the bikes than what was around the next bend. In Street mode, the Svartpilen has quick throttle response, and the 399cc Single spins up quickly.
The WP Apex suspension on the ‘Pilens is quality hardware, and the adjustability is a real plus at this price range.
With a modest 44 hp that peaks at 8,500 rpm, keeping the engine revved up is essential for fast cornering. Comimg out of a corner in a gear too high or allowing the revs to drop kills one’s drive, so it pays to keep the throttle cranked and to give the quickshifter a workout. Therein lays the appeal of the ‘Pilens: rider engagement. On bigger bikes you can short-shift and get lazy, but the 401s demand the rider’s full attention and input to squeeze the most out of them.
With a short wheelbase, sporty steering geometry, and narrow tires (110/70-R17 front, 150/60-R17 rear), the Svartpilen bends into and out of corners effortlessly, and it transitions from side to side with confident ease. The entire exhaust system is tucked under the bike, helping to keep mass low and centralized. With rear preload set for my weight and the clickers clicked for a firm ride, the suspension smoothed out the dips and cracks that are so common in the Malibu canyons.
2024 Husqvarna Svartpilen 401
The Pirelli Scorpion Rally STRs have large tread blocks that gripped the pavement well, and they weren’t noisy like some knobbies can be. Single-disc brakes front and rear with steel-braided lines are supplied by ByBre, with an opposed 4-piston radial front caliper pinching a 320mm disc and 2-piston floating rear caliper pinching a 240mm disc. Braking power and feel were satisfactory, but given my husky weight and the pace of competitive, caffeine-addled motojournalists, I swear I could hear the brake pads groan in pain each time I gorilla-gripped the lever.
The Vitpilen 401’s Michelin Power 6 tires give it a slightly sportier edge over the Svartpilen.
2024 Husqvarna Vitpilen 401
Nearly all the riding impressions above also apply to the Vitpilen. Except for the color of their bodywork and the Svartpilen’s slightly taller handlebar and wee screen peaking above the TFT instrument panel, you can’t tell the difference between them from the saddle. They sound the same, feel the same, and respond the same.
2024 Husqvarna Vitpilen 401
What it really comes down to is tires. The Vitpilen’s Michelin Power 6 tires are smoother, grippier, and have a more responsive profile than the Svartpilen’s Pirelli knobbies. Both are premium tires, so the difference isn’t night and day. But the Michelins sharpen the steering and feel more stable when leaned over in corners, which imparts more confidence to the rider.
The single-disc front brake could use more power, or maybe I should just lose some weight.
Both bikes are a lot of fun to ride and are suitable for a wide range of riders. Their size and price naturally make them seem like they’re intended for new or young riders, but an experienced old guy like me would love to have one in my garage. But which one?
They’re priced the same and they offer nearly the same riding experience, so what it comes down to is styling preference – and tubeless versus tube-type tires. I love scramblers, so the Svartpilen would be my first choice based purely on styling. But its spoked wheels require tubes, which are a real headache when it comes to roadside flat repair.
Black arrow or white arrow? You can’t go wrong with either one.
For my money, I’d buy a Vitpilen, and then I’d dig into Husqvarna’s accessory catalog to turn it into a street scrambler. I’d add a flyscreen, headlight protector, crash bars, radiator grille, and lever protectors, and when the Michelin Road 6s wear out, I’d replace them with some semi-knobby tires to complete the look.
The updated-for-2025 Triumph Speed Twin 1200 delivers surprisingly sporty performance and agility when pointed down twisty roads. (Photos courtesy Triumph)
I was looking forward to riding the updated Triumph Speed Twin 1200, even though my excitement level was far from pegged. After all, it’s just a warmed-over Bonneville, innit?
But after hammering the Speed Twin around the twisty Spanish roads of Mallorca, I’ve come to realize it’s a special machine in its own right. Perhaps I’m being overly nostalgic or was swayed by the paella…
The Speed Twin 1200 devours corner after corner with confidence and style.
In Context | Triumph Speed Twin 1200
The Speed Twin was an offshoot of the successful Bonneville model, joining Triumph’s Modern Classic lineup in 2018. Ironically, the Speed Twin nameplate debuted in 1937, 22 years prior to the original 650cc Bonnie.
As the name implies, the Speed Twin is a sportier version of the twin-cylinder Bonneville, and it’s available in 900cc and 1,200cc variants. Globally, some 20,000 have been sold since 2018. American customers appreciated the retro-mod style of the platform, and the Speed Twin 900 became the best-selling Triumph on our shores after its debut. The top spot on the sales charts eventually was supplanted by the Trident 660 and, more recently, by the 398cc Speed/Scrambler 400 platform.
The exhaust system on the new Speed Twins looks clean and uncluttered from both sides of the bike.
Both Speed Twins have been massaged for 2025, and it was the 1,200cc variants that we tested in Spain. Key upgrades include the addition of an IMU that enables cornering ABS and lean-sensitive traction control, as well as a revvier powerplant with 5 extra ponies near the top of its 500-rpm higher rev limit. A new circular gauge pack with a TFT panel is easier to read and includes a USB-C plug for charging devices on the move.
It’s aesthetically upgraded too, featuring a more chiseled fuel tank with knee cutouts for a slimmer feeling, nicely sculped side panels with vent windows, and oodles of aluminum – er, “aluminium” – finishes, including its new flip-up filler lid. The overall package looks classic yet somehow contemporary.
The gold-anodized fork and piggyback shock reservoirs make it easy to identify RS version of the Speed Twin 1200.
DD or DH?
In Triumph-speak, the “DD” is the base model Speed Twin 1200. If you’re a more-is-better type of consumer, you’ll want to pry your wallet wider for the up-spec RS version of the Speed Twin 1200: the “DH.” Its 43mm inverted Marzocchi fork gains full adjustability, and its fully adjustable Öhlins shocks replace preload-adjustable Marzocchi dampers. It’s the sportiest Modern Classic since the demise of the Thruxton model.
The standard Speed Twin 1200 employs J.Juan front brake calipers concealed by Triumph logos. The 4-piston radially mounted binders performed far better than their humble origins might lead you to believe.
While you won’t enjoy more power from the RS’s motor, you will get a Sport ride mode the base model doesn’t have and the first quickshifter ever offered on a Modern Classic Triumph. The RS is also blessed with Brembo’s impeccable Stylema front brake calipers biting on 320mm discs, while the standard ST12 gets by with radial-mount J.Juan 4-piston calipers. Although you won’t go faster with the RS’s brushed-aluminum fenders and suede-like rider seat, you will look cooler among the cafe-racer cognoscenti.
The Speed Twin 1200 looks more like a contemporary resto-mod than a pure throwback to a bygone era.
Buenos Dias!
The Speed Twin pairs well with Mallorca, as EIC Greg Drevenstedt found out a few years ago when he sampled the original ST on the Spanish island and returned with a glowing review. When I visited, I arrived with a sharpened fine-tooth comb to discern the ST’s foibles.
Mallorca is a wonderful place to ride any motorbike.
My objectivity became skewed when I got a look at the Speed Twin 1200 in the flesh. While the traditionally styled Bonneville hews too far retro in my eyes, the ST expertly straddles the fine line between retro and modern. I especially appreciated the many aluminum accents slathered about, as well as the uninterrupted run of its exhaust system that culminates in a lovely pair of small mufflers, one on each side – a super-stylish way to meet emissions regulations.
Triumph did such a nice job concealing coolant routing that your riding buddies could be fooled into believing the Speed Twin has an air-cooled motor.
Kudos to Triumph for making a liquid-cooled engine appear air-cooled, thanks to cleverly concealed coolant routing and cylinder finning highlighted with polished edges. The engine’s case covers were reprofiled to sharpen up the Bonneville’s rounded covers. New turbine-pattern twin-spoke wheels seem airy enough to appear almost like traditional wire-spoke wheels.
Some modern motorcycles look like spaceships or insects. The Speed Twin 1200 is, as the Brits might say, a proper motorbike.
The Speed Twin 1200 has a muscular stance. Note the narrow mounting of the LED turnsignals, which sadly will become wider and more obtrusive on U.S.-market versions.
Twin Speeds | Triumph Speed Twin 1200
The Speed Twins don’t feel much different when straddling their bench seats, which are located at similar heights: 31.7 inches on the standard model and 31.9 inches on the RS. The standard riding position is quite open, with its bar ends up 0.7 inch and 0.5 inch farther back compared to the previous model; footpegs are in the same location.
The RS version of the Speed Twin has a sportier riding position than the standard model, but it’s reasonably comfortable and is less onerous than the former Thruxton model.
The RS’S bars are in the same location as the previous generation, which are lower and farther forward than the standard model but higher than the Thruxton R’s. The RS’s pegs are up 0.3 inch and 1.6 inches rearward.
Firing up the inline-Twin, ears are greeted with the rumbly note of a 270-degree firing order that sounds meaty without being boisterous. The single round gauge cluster doesn’t look as traditional as the former dual-clock analog gauge setup, but it is highly readable and includes more info. Bar-end mirrors are stylish and function well, plus they don’t stick as far outward as some mirrors of their type, and efficient self-canceling turnsignals alleviate “old man” jabs for leaving them blinking unnecessarily.
Scenery-blurring speed is easy to achieve on the Speed Twin 1200s. Note the nice aluminum finishes here and everywhere. Cruise control is optional on RS versions.
The gearbox is notchy but precise, and sufficient torque is always at hand, allowing the Twin to pull reasonably well from as low at 2,500 rpm, peaking at 4,250 rpm with the same 82.6 lb-ft as previous. More excitement is found at the other end of the rev range, with the new tuning resulting in a rev-happier engine that now surges to its 8,000-rpm rev limiter, peaking with 103.5 hp at 7,750 rpm. The previous engine would tail off around 7,000 rpm.
Another performance upgrade comes in the suspension category. The standard model’s Marzocchi suspenders are nonadjustable aside from rear preload, but the setup is better tuned than before and offers a smooth but controlled ride.
Whether it’s time to hunt apexes or just a cafe Americano at the coffee shop, the Speed Twin 1200 feels right at home.
The fork uses the same spring rate but has softer compression and rebound damping settings to offer a plush ride and reasonable control over its 4.7 inches of travel. The shocks have less compression but more rebound damping, which tames the old bike’s flouncy reactions. Dual-rate springs are retained, but their crossover point engages the stiffer spring earlier in its stroke.
Sportier riders will appreciate the extra control offered from the RS model’s suspenders, which have firmer damping at both ends and are fully adjustable. Öhlins shocks deliver 4.8 inches of travel and can be dialed in to suit a rider’s weight and preferences.
Upping for the RS version of the Speed Twin 1200 rewards riders with fully adjustable Ohlins shocks, along with an adjustable fork, quickshifter, a Sport ride mode, and stickier Metzeler Racetec rubber.
Mallorca Twist | Triumph Speed Twin 1200
The Spanish island is a rider’s paradise, with delightful twists and turns as roads rise and fall over hilly terrain. They would be ideal on a pukka sportbike, but the Speed Twins perform remarkably well as sporty steeds. Turn-in response is immediate, with a steep rake angle combining with a relatively narrow 160/60-17 rear tire to deliver more agility than expected for a 476-lb roadster.
It only required a few corners to acclimate to the Twins’ sporty responses and feel secure when leaned over at steep lean angles. It was in these situations where the traction control cut in too early in the Road ride mode, seeming to be cued mostly by lean angle rather than rear-tire slip, which took away from the excitement of getting a strong drive out of corners.
The Speed Twin 1200 RS ups the sport ante with better suspension, brakes, tires, and a more lenient Sport ride mode.
The RS’s Sport mode alleviates the primitive TC intrusion of Road mode, resulting in immediate throttle response while exiting corners. However, Sport mode has considerably sharper throttle responses, too sharp for my taste, making me wish for Road throttle tuning but with Sport’s significantly reduced traction control, which also lets the hooligans among us loft the front tire for gentle wheelies. TC can be disabled to allow full hoonery. Despite the rear-set footpegs on the RS, its cornering clearance is similar to the standard Speed Twin – footpegs can be scuffed but not readily.
Braking performance is another highlight of the Speed Twins. Rather than the Brembo M50 calipers and 305mm discs on the old Speed Twin, front rotor sizes have been bumped to 320mm. The base model’s front calipers are Triumph-branded to disguise their J.Juan origins, but they offer a reassuring firm lever and potent power. The Brembo Stylemas on the RS deliver greater precision and feedback, but the difference isn’t as great as I imagined.
The 2025 Triumph Speed Twin 1200 is more than a retro nod to the past, it’s a legitimate sports roadster in contemporary terms.
The RS rolls on high-grip Metzeler Racetec RR K3 tires, while the base M9RR Metzelers seemed nearly as sticky. The up/down quickshifter on the RS was nice to have, but gear changes in the bottom cogs weren’t executed smoothly, so I preferred to simply use the breezy assist/slipper clutch. The quickshifter isn’t available on the base model because of its different footpeg position.
Competition? | Triumph Speed Twin 1200
The Speed Twin 1200 appeals as a retro-themed roadster with considerable backroad chops. Triumph reps called out two bikes that might be cross-shopped: the Kawasaki Z900RS and BMW R 12 nineT.
The Kawi is an appealing platform, but its 948cc engine gets outgunned in this trio, although it’s priced at a relatively affordable $12,149 and weighs the same as the Triumphs. The Beemer has power ratings similar to the Trumpet, but its MSRPs start at $16,990 and can stretch past the $20K mark when optioned up. It’s also heavier and less agile.
The Speed Twin 1200 seamlessly blends yesteryear style with modern performance.
Sitting in the sweet spot is the Speed Twin 1200, which has a starting price of $13,595. The premium bits on the RS version vaults the MSRP to $15,995. Alternatives include Triumph’s T100 ($10,995) and T120 ($12,895) Bonnevilles, but those are more classically styled cruisers than sporty roadsters like the Speed Twins.
Beauty is in the eyes of the beholder, but the Speed Twins look handsome and appealing to mine. Combining laudable styling and the premium finishes throughout, Speed Twins pull on my heartstrings if not all the way to my wallet.
If the prices don’t frighten you away and you can tolerate 3.7 gallons of fuel capacity, the Speed Twins are guaranteed to satisfy riders who love classic motorbike styling blended with contemporary performance. My wallet’s getting itchy…
Triumph expects the Speed Twin 1200 will appeal to both younger riders and nostalgic vets.
The Bear 650 has a taller suspension than its INT 650 sibling, which along with its higher handlebar, creates more room to accommodate taller riders.
Royal Enfield has pulled the wraps off its new Bear 650, a scramblerized version of the popular INT 650 with longer-travel suspension and a new exhaust system for its air-cooled parallel-Twin engine.
Inspiration for the 2025 Royal Enfield Bear 650 was drawn from a victory in the prestigious Big Bear Run in 1960, when 16-year-old rookie Eddie Mulder used a Royal Enfield to outrun more than 700 riders in the grueling endurance race around the California mountain town of Big Bear.
The Bear 650 is available in five colorways, with MSRPs starting at $6,849 and stretching up to $7,199.
“The Bear 650 channels the same spirit of raw instinct, sheer impulse, and relentless determination – it embodies the ethos of a true scrambler ‘full-send’ mindset,” said B. Govindarajan, CEO of Royal Enfield. “It’s built to deliver confidence and control across all terrains – whether you are navigating urban streets or dusty trails.”
Winning the Big Bear Run was the launching pad for Mulder’s venerable racing career, earning flat-track victories on Triumphs and winning the Pike’s Peak hillclimb nine times before going on to become one of Hollywood’s best stunt riders.
Fittingly, Mulder was with us for the Bear 650’s unveiling in Palm Springs, California. After pulling off the cover from the top-of the-range Two Four Nine model – 249 being Mulder’s race number when he won the Big Bear Run – he remarked with teary eyes, “I’m very, very proud.”
Eddie Mulder (left) helped unveil the 2025 Royal Enfield Bear 650, and this Two Four Nine edition is a tribute to him winning the 1960 Big Bear Run on a Royal Enfield.
Scrambler Formula | Royal Enfield Bear 650
Although the Bear has much in common with the INT 650, the revisions made to create a scrambler version were substantial.
First up is a suspension with longer travel to handle mild off-roading. Instead of the INT’s conventional fork, the Bear is fitted with a 43mm inverted fork featuring Showa’s Separate Function Big Piston (SF-BP) technology as seen on Enfield’s Meteor and Shotgun models. The nonadjustable legs provide 5.1 inches of travel, while new Showa shocks deliver 4.5 inches and have preload adjustability.
To handle the extra forces exerted from the longer and stiffer inverted fork, engineers bulked up the frame’s steering head area for additional rigidity. The frame revisions are enhanced by a larger-diameter front axle that is said to improve handling responses.
The 2025 Royal Enfield Bear 650 in its optional Petrol Green colorway.
Up front is a 19-inch spoked wheel, while a 17-incher rolls in back. Both hoops are shod with tires produced by Indian manufacturer MRF specially for the Bear 650. Lessons were learned examining tires from other manufacturers, and the tread blocks in the MRF rubber look similar to Pirelli’s Scorpion Rally tires. The 100/90-19 front tire is backed up by a radial-ply 140/80-17 rear, both ends requiring tubes for pneumatics.
Also unique to the Bear 650 is its 2-into-1 exhaust system. A stylishly small muffler is made possible by the exhaust pre-chamber tucked in ahead of the rear tire, which houses the catalytic converter and does some muffling of its own. The exhaust is claimed to deliver an 8% increase in torque (to 41.7 lb-ft at 5,150 rpm), while horsepower remains static with 46.4 hp at 7,250 rpm. There are no other changes to the air/oil-cooled engine aside from its black finishes.
We were told that Enfield’s domestic customers love chrome finishes, so the Bear’s handlebar is chromed. Instead of a one-piece unit with a welded cross-brace, the Bear uses a bolt-on brace so that the chrome finish resists pitting and corrosion better than a welded-on piece.
Visually, you’ll notice a scrambler-style bench seat atop a kicked-up frame loop that enables strapping on heavier loads for light-duty touring. Aiding the bike’s scrambler appearance is the panel below the seat that resembles a vintage number plate. The INT’s 3.6-gallon fuel tank remains but is augmented with a new flip-up lever on the filler cap. For the first time on Enfield’s 650cc platform, all lighting on the Bear is via LEDs.
Another upgrade over the INT is the adoption of the circular TFT instrument panel used on Enfield’s Himalayan and Guerilla. Dubbed Tripper Dash, the 4-inch pod provides readouts for rudimentary items (gear position, fuel, time, temperature) and is topped with an analog-style tachometer. The panel includes a USB-C charging port and can be linked to your phone to integrate with Google Maps for navigation and to stream music or receive calls and messages.
Bear Scrambles | Royal Enfield Bear 650
The Bear 650 is available in five colorways, with MSRPs starting at $6,849.
Royal Enfield planned what I’ll assume was an awesome loop around the town of Big Bear for the Bear 650’s launch. Sadly, the area suffered a devastating wildfire a few weeks before the launch event, forcing relocation to a hub near Palm Springs. No matter, as our route would take us from the desert floor through the quaint mountain town of Idyllwild to twisty roads more than 6,000 feet above sea level.
The Bear 650 looks wonderful in person, leaning into the vibe of bikes from the desert racing scene of the 1960s. Royal Enfield nailed the look, creating a scrambler that embodies the style of a bygone era that many look upon wistfully. A key element is the air-cooled lump resplendent with cylinder fins and without a clunky radiator and fugly hoses.
Royal Enfield’s air-cooled 648cc engine provides an authentic vintage scrambler appearance. This Boardwalk White colorway is priced at only $6,849.
While a 650cc scrambler might sound unintimidating, the Bear requires a fair bit of oomph to lift it off its sidestand. At 476 lb with 90% of fuel, it’s kinda porky for a midsize streetbike. Riders short on inseam length might find the Bear’s 32.7-inch seat height lofty, but it was a good fit for me, and I appreciated the extra legroom offered over its INT sibling.
Firing up the Bear, ears are greeted with a throaty rumble from its parallel-Twin motor and 270-degree firing order. It’s not loud, but it is authoritative. Hands are greeted by barrel-shaped grips tastefully embossed with Royal Enfield logos and capped by chrome bar-ends. Both hand levers are adjustable for reach, and the big TFT screen is easy to read.
Contrasting with the Bear’s hefty feeling are its control inputs. Clutch pull is light, the transmission swaps gears with fluidity, and throttle response is smooth. Around town, the motor feels peppy if not potent.
The Bear 650 is a well-considered redesign of the INT 650, and larger riders will appreciate the roomier ergonomic layout.
Leaving the mid-century-modern chic of urban Palm Springs squirted us westward for a highway stint. The Bear purrs along politely, with a counterbalancer quelling vibration from the docile motor, aided by a tall 6th-gear ratio. The new fork felt compliant and well-tuned, but the new shocks seemed stiff under my 140-lb body, especially for a tallish scrambler.
The handlebar is considerably higher than the INT’s, opening up the cockpit while still retaining a slight forward lean to help cut through 80-mph air. The Bear’s extra legroom alleviates knee crimping on longer rides, but your butt must endure a thinly padded saddle. Pleasingly, the seat’s flat profile allows plenty of room to scooch around to mitigate pressure points.
For me, the rider triangle was perfect, but I had a few ergonomic quibbles. The right-side engine case bulges out awkwardly and limits foot room, and when riding on the balls of my feet, the muffler shielding prevented my right heel from fully tucking in.
A Royal Enfield rep described the Bear 650 as an ideal bike for short-hop adventures.
Bear Canyon | Royal Enfield Bear 650
The Bear 650 was a decent highway traveler while droning along I-10, and our pulses quickened when we reached Banning and took the exit for State Route 243 for the twisty southbound climb up Mt. San Jacinto to Idyllwild.
The Bear 650 leans into sweeping corners confidently if not briskly, and it requires a decent shove on the inside bar to lever the bike over in tight turns. Chassis geometry (26.1-degree rake angle and 4.6 inches of trail with a 57.5-inch wheelbase) is fairly middle of the road. The Bear’s taller suspension yields 7.2 inches of ground clearance, which kept the pegs from dragging no matter how hard we tried.
The new Bear 650 does a fine job untangling twisty roads for a scrambler-style motorbike.
Carried over from the INT 650 is a ByBre braking system with standard ABS. Up front is a single-action twin-piston caliper paired with a 320mm disc, while a 1-piston caliper bites on a 270mm rear disc. Braided lines provide a reassuring firm feel at the levers, and the brakes are up to the task of slowing the Bear from the modest speeds it can attain, but they’re not as strong as what’s available on pricier adventure bikes.
As we ascended the mountain, the pace of our group hotted up into hooligan journalist mode. At higher velocities, I began to feel the front tire’s tread blocks squirming, but not nearly enough to make me back off. However, a few mid-corner bumps at speed caused the shocks to rebound too quickly and top out at the end of their stroke, indicating a spring rate too heavy or rebound damping too light.
The Bear 650 gets a new inverted fork and preload-adjustable shocks from Showa. The author’s small size and light weight made the shocks feel too stiff.
At a mid-ride stop, I checked the shocks and was surprised they were on their minimum preload setting. In fact, the shocks on all the bikes were at their lowest amount of preload. Engineers explained to me over lunch that they selected a spring rate to ensure the Bears were able to carry extra weight for luggage and/or for pillion riders. Heavier riders complained about the shocks less than I did, but lightweights like me might want to “spring” the money for softer springs for a more compliant, better-balanced ride.
Dirty Bear | Royal Enfield Bear 650
This image captures the type of off-road terrain the Bear 650 is best suited for.
Any scrambler worth its salt deserves some time in the dirt, so we pointed the Bear onto a gravelly and rocky two-track trail to find out how it performs off-road. The torquey and willing motor meted tractable power for good traction from the rear tire, and a button on the right-side switchgear disables rear ABS so riders can be in full control of what the rear end is doing in low-traction situations.
Although not a true adventure bike, the Bear 650’s capabilities off-road open up opportunities for venturing off the beaten path.
While the Bear did well off-road, it falls short of what a true dual-sport or pukka adventure bike can accomplish in the dirt. A 19-inch front tire can’t deliver the same level of confidence as a 21-incher in sandy conditions, and the mild motor is unable to loft the front end to avoid obstacles unless you’re in 1st gear and have strong arms. That said, the Bear is able to deftly navigate non-technical dirt roads and trails.
Back on the pavement, the Bear’s throttle cables were stretched again. Although the mildly tuned motor lacks top-end lunge, it was able to nudge the speedo over the 100-mph mark despite the thin air atop the mountain. Braking power was adequate, and the fun factor was stellar.
The Bear 650 performed well on the mild off-roading loop we took, although it gets overwhelmed in deep sand and over big bumps.
Hot Springs | Royal Enfield Bear 650
The fresh air at 6,000 feet grew 25 degrees hotter as we descended the mountain into Palm Springs. The Bear 650 again impressed with its usefulness in city traffic, and it also impressed several bystanders with its vintage scrambler style.
It’s usually hyperbole when someone states about a new motorcycle that there isn’t another bike on the market like it. But with the Bear 650, it’s a true statement, as there are no other scramblers with an air-cooled motor in the 650cc class. It not only looks terrific, it also looks authentic, which isn’t always the case with some other retro bikes.
The Golden Shadow colorway of our test bike features a tank badge and gold fork, adding $250 to the base model.
As much as motojournos want to believe that a careful examination of the finest details of every bike they review will make the difference to customers’ purchasing decisions, we know that nothing sells bikes better than its image. In that respect, the Bear 650 is a homerun – a scrambler with style and attitude and versatility, all at a reasonable price.
The most cost-effective way to get a Bear 650 is by choosing the Boardwalk White colorway, priced at $6,849. Add $150 for Petrol Green or Wild Honey. The Golden Shadow version we tested retails for $7,099, and the Eddie Mulder tribute Two Four Nine stretches up to $7,199.
Royal Enfield claims its bikes are “engaging, uncomplicated, accessible, and fun to ride; vehicles for exploration and self-expression.” In actuality, that statement perfectly sums up what the Bear 650 can be for its new owners. We predict it will be a sales hit.
The new Bear 650 inspires your scrambler dreams.
SIDEBAR: What’s In A Name?
Royal Enfield’s INT 650 has an awkward name – do we say “Int” or “I-N-T”? This is a question riders outside North America never have to ask. Their bikes are called Interceptor 650s.
If the Interceptor name sounds familiar, it’s probably because you remember Honda’s Interceptor sportbikes from the 1980s. Although Honda no longer sells a motorcycle with that designation, it still owns the trademark to the name on our shores. Hence our INT 650.
Interestingly, Royal Enfield formerly owned the worldwide trademark for the Interceptor name because it sold a 736cc Interceptor in the 1960s. But rights to the trademark in the U.S. eventually lapsed, opening the door for American Honda to snatch it up.
Ironically, it’s not the first time Honda has plucked Royal Enfield’s old catalog for names. The Hornet and the Fury were previous Royal Enfield models before Honda nicked the names for their own bikes.
The Bear 650 lineup is headlined by the Two Four Nine model that honors the race number used by Eddie Mulder to win the 1960 Big Bear Run.
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!
For an extra $1,700 over the base MT-09, the MT-09 SP has better suspension and brakes plus a few other goodies. (Photos by Dave Schelske)
Several months ago, we reviewed the updated 2024 Yamaha MT-09. We’ve heaped praise on the MT-09 since its 2014 debut because it delivers a thrilling ride and loads of character in a lightweight, affordable package. But the MT-09 SP is even better.
Over the course of four model generations, the MT-09 has steadily improved – more power, better handing, new features. An SP version of the MT-09 has been available since the third-gen update of the platform in 2021. (SP is short for “Sports Production,” and there’s also an SP version of the MT-10). What makes the SP better than the standard model? Mostly suspension and brakes, plus a few extras.
The MT-09 SP has a two-tone Liquid Metal / Raven color scheme inspired by the YZF-R1M.
When manufacturers need to hit a certain price point, suspension and brakes are where they’re likely to make compromises – and therefore save money. The standard MT-09 has KYB suspension, with a fully adjustable 41mm inverted fork and a single shock with adjustable spring preload and rebound, and the 2024 model has firmer damping.
Eureka! Gold fork tubes with black DLC-coated sliders and a gold Öhlins shock reservoir.
The MT-09 SP’s fork is also made by KYB, but it’s a higher-spec unit with DLC-coated tubes for less friction and full adjustability that includes high- and low-speed compression damping. Out back, the SP has a fully adjustable Öhlins shock with a remote reservoir and a remote preload adjuster.
The fully adjustable Öhlins shock has a remote reservoir and a remote preload adjuster.
The standard MT-09’s front brakes are dual Advics 4-piston radial calipers with 298mm floating discs, while the MT-09 SP is equipped with top-of-the-line Brembo Stylema monoblock 4-piston radial calipers. This year, both models were upgraded to a Brembo radial front master cylinder, which provides more precise feel at the lever.
The 2024 Yamaha MT-09 SP has Brembo Stylema monoblock radial front calipers and Bridgestone Battlax Hypersport S23 tires.
Other updates for 2024 on both the MT-09 and MT-09 SP are mostly enhancements. Both have a larger 5-inch TFT instrument panel with four display modes (the SP gets a dedicated Track theme) and new self-cancelling turnsignals. Using the Yamaha Y-Connect app, a smartphone can be paired with the bike, allowing use of the free Garmin StreetCross app for on-screen turn-by-turn navigation.
The 2024 Yamaha MT-09 SP has a larger 5-inch TFT instrument panel with multiple display themes, and the SP also gets a special Track theme.
The Yamaha Ride Control electronics suite has been simplified into three standard ride modes (Sport, Street, and Rain) as well as two customizable modes that allow rider aids to be tailored to the rider’s preferences via the TFT menu or Y-Connect app. The MT-09 SP gets special YRC settings, including four exclusive Track ride modes and the ability to turn rear ABS off. The handlebar switches have been redesigned to be more user-friendly and intuitive, and cruise control is now standard.
Riding the up-spec MT-09 SP on the freshly paved Tail of the Dragon was a blast!
The transmission now shifts more smoothly, and Yamaha’s third-generation quickshifter works at lower speeds and in more situations. Intake sound has been improved with revisions to the intake ducts and airbox and by adding Acoustic Amplifier Grilles atop the fuel tank that project intake sound directly into the cockpit.
The 2024 Yamaha MT-09 SP has a polished and clear-coated cast-aluminum swingarm.
The bikes have new styling, a reshaped and repositioned fuel tank, sportier ergonomics, and more steering lock. The net result of these changes is more weight on the front tire and a smaller turning radius, making the bike easier to maneuver.
There’s a new two-piece saddle with rider’s seat that’s flatter and narrower near the front for an easier reach the ground. The footpegs have been moved rearward and are adjustable. The clutch lever is now adjustable, the mirrors are larger, and the cast brake pedal was replaced with a stronger forged unit.
Sportier ergonomics and revised frame improve the rider’s sense of control and the bike’s maneuverability.
Yamaha also made changes to the MT-09/SP’s chassis. The CP3 Triple is a stressed member of the chassis, and the right- and left-side engine brackets were made thicker for more rigidity in the middle. The headstock bracket, on the other hand, was changed to allow more compliance up front.
The 2024 MT-09 SP is the first bike in Yamaha’s Hyper Naked lineup to get the wireless Smart Key system.
Other upgrades exclusive to the MT-09 SP include Yamaha’s wireless Smart Key System; a polished and clear-coated finish on the cast-aluminum swingarm; and a two-tone Liquid Metal / Raven color scheme inspired by the YZF-R1M.
Yamaha hosted a press launch for the MT-09 SP in western North Carolina at Fontana Village, which is located on the famous Moonshiner 28 (NC Route 28). Our test route included the perfectly radiused curves of the Cherohala Skyway and the infamous Tail of the Dragon, which had been resurfaced a few weeks earlier and was billiard-table smooth.
In the background is Fontana Dam. We tested the MT-09 SP on some of the best roads in eastern Tennessee and western North Carolina.
Those tight, technical Appalachian backroads are where the MT-09 SP really struts its stuff. Its spinforged aluminum wheels are shod with the latest Bridgestone Battlax Hypersport S23 tires, which provide incredible grip and fluid transitions through turns. The bike’s revised ergonomics, weight distribution, and chassis provide a better sense of control and boost rider confidence.
The standard MT-09’s suspension works well, but the SP’s suspension is noticeably better. It gives riders a greater degree of control over settings, and the up-spec KYB fork and Öhlins shock provide a more refined and precise feel. Likewise, the Brembo Stylema calipers offer greater sensitivity at the lever and more immediate response than the standard model’s binders.
The MT-09 SP’s higher-spec chassis bits level up the bike’s responsiveness and agility, as well as its style and functionality.
The MT-09 SP commands a $1,700 premium over the base model. Is it worth it? If you are an exacting rider or a self-proclaimed gear geek, then the top-of-the-line SP has the best components and the most sophisticated tech with some added flair thrown in. You can’t go wrong either way.
Point a KTM 790 Duke toward twisty roads, and you’ll want to keep riding till dark. (Photos by James Martinec.)
What a rider wants from a new motorcycle isn’t always what’s needed. I want a Mustang, but I drive an Accord. I want a KTM 990 Duke, but I’d happily settle for a KTM 790 Duke, which provides about 90% of what makes a 990 Duke great but at a 24% discount.
Stickering at $9,499, the 790 Duke offers European design and high-tech features for a price only $500 higher than the Suzuki GSX-S8S and $1,200 less than the Aprilia Tuono 660.
KTM first introduced the 790 Duke in 2017, and the 2024 version proves it’s no fly-by-night operation.
Introduced in 2017 with the LC8c parallel-Twin engine, the 790 Duke was replaced in KTM’s lineup by the 2021 890 Duke before being reintroduced in 2023. The 790 Duke retailed for $10,699 in 2020, but the lower costs of production by CFMoto in China have reduced its MSRP.
The Duke’s riding position is accommodating for most riders, with a tallish seat (32.5 in.) allowing decent leg space to the marginally rear-set footpegs. Short riders might prefer KTM’s accessory seat, which lowers the height to 31.7 in. The saddle has ample fore/aft space to accommodate taller riders.
The 790 Duke’s 4-inch TFT instrumentation is relatively small but clearly relays info in a simple and easy-to-navigate arrangement. Here you can see ABS has been set to Supermoto mode, which switches off rear ABS. The forgetful old-timer in me laments the lack of self-canceling turnsignals.
A 4-inch color TFT display reports pertinent information, including ride modes (Rain, Street, and Sport) and traction control settings. The electronic system also includes an IMU to inform lean-sensitive TC and cornering ABS.
This view of the 790 Duke displays KTM’s keen European design. The cast-aluminum subframe incorporates the engine’s airbox, where it breathes through intakes on both sides and allows simple air-cleaner servicing.
Optional features include Quickshifter+ ($447) and Track mode ($378), which includes an aggressive engine map, customizable traction-control settings (0 to 9), launch control, and the ability to switch off wheelie control. Our test bike was fitted with the Tech Pack, which includes the quickshifter, Track mode, and adjustable Motor Slip Regulation for $819. Buyers can also add cruise control and tire-pressure monitoring.
Smart compromises: Maxxis Supermaxx ST tires are plenty grippy; a radial-pump master cylinder sends fluid through braided-steel lines to radially mounted J.Juan brake calipers biting on Galfer rotors. It also has angled valve stems (not visible here) that are a convenient feature too often lacking from similar bikes.
The 790 Duke excels with an enviable smiles-per-mile ratio. It’s simultaneously easy to ride and thrilling, with a 105-hp punch that’ll keep up with most any other bike on public roads at street speeds. The 790 is down 148cc and 16 ponies on its bigger brother, the 990 Duke, yet its power delivery is delightful and rousing.
Considering the hooligan capabilities of the 790 Duke, it makes for a surprisingly versatile machine for bopping around town.
The 799cc parallel-Twin uses a 75-degree crankpin angle and 435-degree firing order to make it sound similar to a V-Twin. It feels a bit coarse, but dual counterbalancers keep vibrations unintrusive. The 790’s motor barks authoritatively within regulations and pleases ears with a fun burble spitting out the exhaust while engine braking during decel.
The 790 Duke is a veritable riot on an empty backroad.
Also lively is the chassis, steering with the sprightliness of a bike much lighter than the 406-lb curb weight claimed from KTM. It willingly heels over with a mild shove on its handlebar and responds with precision. For context, recall that Chris Fillmore won the Middleweight class at the 2018 Pikes Peak International Hill Climb aboard a 790 Duke, finishing just 4 seconds behind two Open-class racers to take third overall.
“The Scalpel” is KTM’s term for the 790 Duke, and it lives up to that monicker when carving corners with enviable agility. A steering damper eliminates any headshake concerns.
When building a bike that will sell for less than $10K, some cost-cutting measures are necessary. Instead of Brembo monoblock brakes, the 790 Duke uses a pair of J.Juan two-piece calipers biting on 300mm rotors. However, the calipers are radially mounted and apply force via a radial-pump master cylinder, resulting in excellent feedback with a surplus of power, even if they don’t have the stellar level of sophistication as a set of Stylemas.
The middleweight Duke has an excellent example of how to design a stylish EPA-legal exhaust system. It uses a jug of a canister mounted between the engine and rear tire, terminating in an attractive high-mount brushed-aluminum muffler.
The 790’s suspension is a similar compromise of cost and performance. Made by KTM subsidiary WP, it uses a 43mm inverted fork that has no provisions for adjustments, and the rear shock is adjustable only for rear preload. Both have progressive-rate springs to cope with a variety of loads. They provided a cushy but controlled ride under my slight weight (150 lb), with plenty of rear preload still available.
The ergonomics of the 790 Duke accommodate riders of various sizes, although tall riders might wish for more legroom. Passengers enjoy a surprisingly comfy seat and the security of a grab handle.
The engine is amazingly grunty for the pedestrian version of KTM’s parallel-Twins, a willing accomplice for motoring around town or unleashing on a canyon road. Its only foible is a nearly imperceptible surging with small throttle openings at lower revs, which seems a bit unrefined for a premium-adjacent bike.
Although not a powerhouse relative to its 990 and 1290 Duke brothers, the 790 Duke’s 105 hp is plenty enough to blur the scenery.
The 790 Duke’s slip/assist clutch has an easy pull and works seamlessly, but the least-polished aspect of the powerplant is its gearbox, which feels imprecise relative to many of the excellent trannies currently on the market. It’s not bad or troublesome, but it isn’t always slick.
Sharp creases are the hallmark of KTM’s Dukes.
Similarly, the Duke’s quickshifter doesn’t operate with the smoothness felt from other contemporary quickshift systems like the one fitted to Triumph’s Street Triple 765 (itself a worthy rival to this Duke, with 120 hp and a price starting at $10,595), so I preferred the smoother shifts provided by manual application.
But these are the only nits to pick with the 790 Duke, which otherwise satisfies in every way. It’s fun and friendly to hop on for errand-running, it’s relatively comfortable during highway jaunts, and it’s nearly spectacular when unwinding twisty canyon roads.
The 790 Duke features all-LED lighting and adjustable clutch and brake levers.
Sure, I’d prefer sharper brakes and a fully adjustable suspension, but what we’ve got here is leaps above merely adequate. It’s a highly functional blend of light weight and performance at a modest price point.
One of my all-time fave bikes is Suzuki’s SV650 (and I’m glad the SV remains in Suzuki’s current lineup 25 years later), but the KTM 790 Duke is like a faster, edgier SV, with an incomparable combination of usability, fun, and value with a European flavor.
The angular style of KTM’s Dukes doesn’t suit all tastes, but I like the looks of the 790, which nicely treads the line between garish and subtle.
Triumph has announced two Modern Classic models for 2025: the updated Triumph Speed Twin 1200 and a new up-spec version called the Speed Twin 1200 RS, which replaces the outgoing Thruxton.
The Speed Twin 1200 platform gets significant updates throughout, including an extra 5 hp from the high-torque Bonneville engine, chassis and suspension upgrades, new technology and electronics, and refreshed styling. Both models will begin arriving in dealerships in mid-December 2024.
The fuel tank features a new design with front cutouts.
2025 Triumph Speed Twin 1200
Both the Speed Twin 1200 and the RS version receive an extra 5 hp from the 1,200cc parallel-Twin, now peaking at 103.5 hp at 7,750 rpm. Torque remains the same, peaking at 82.6 lb-ft at 4,250 rpm, and the engine continues to use a 270-degree firing order.
The Speed Twin 1200 gets new suspension, now with an inverted 43mm Marzocchi fork with 4.7 inches of travel and twin Marzocchi shocks with remote reservoirs, adjustable preload, and 4.6 inches of travel. It also gets new Triumph-branded radial front calipers paired with two 320mm discs, and it rides on Metzeler Sportec M9RR tires.
The Speed Twin 1200 features an inverted 43mm Marzocchi fork and Triumph-branded brakes.
Triumph made some changes to the riding position to create a more spacious feel, including moving the handlebar higher and farther forward. The one-piece bench seat has also been tweaked to be shallower and more sculpted, and it’s now narrower at the front for easier stand-over.
The Speed Twin 1200 gets twin Marzocchi shocks with remote reservoirs.
New and upgraded components throughout the bike have been designed to retain the Modern Classic’s retro-meets-contemporary design. It features a new tank with raked lines and deep front cutouts, as well as a new flip-up fuel cap. The side panels are simpler and integrate into the new minimal throttle-body covers with brushed aluminum finish, and the black powdercoated engine casings are also new. The round headlight is housed in a new brushed aluminum bezel, and the bike receives new cast-aluminum wheels.
The round LCD/TFT instrument includes a USB-C charging port on the side.
Technology includes two ride modes (Road and Rain), cornering ABS, and traction control. The new LCD and TFT displays are encased in a classic circular dial and allow turn-by-turn navigation and phone connectivity, and the USB-C charging port is concealed to retain the bike’s classic style.
2025 Triumph Speed Twin 1200 in Crystal White
The 2025 Triumph Speed Twin 1200 will be available in two split-color designs. Both designs feature Sapphire Black in the lower section and a bold 1200 tank graphic, with either Crystal White or Carnival Red in the upper section. An Aluminum Silver option with discreet 1200 numbering and twin black stripes will also be available. Pricing starts at $13,595.
2025 Triumph Speed Twin 1200 in Aluminum Silver
2025 Triumph Speed Twin 1200 RS
The Speed Twin 1200 RS is a sportier version of the Speed Twin 1200 and acts as an evolutionary next step from the outgoing Thruxton model. The RS receives sportier ergonomics, up-spec suspension and brakes, an extra ride mode, and Triumph Shift Assist, which is included here for the first time on a Triumph Modern Classic.
On the RS, the rear of the bike is raised, and the seat height is slightly higher at 31.9 inches compared to the Speed Twin 1200’s 31.7 inches. The seat also gets a napped finish with stitch detailing. The handlebar is at the same height but is moved farther forward, and the footpegs are slightly raised and farther back.
The Speed Twin 1200 RS features gold RS decals to match the anodized suspension components.
The RS features a fully adjustable Marzocchi inverted fork (4.7 inches travel) and fully adjustable Öhlins twin shocks (4.8 inches travel) with remote reservoirs. Replacing the Triumph-branded brake components of the Speed Twin 1200 are two 320mm front discs with Brembo Stylema M4.30 radial calipers and a 220mm rear disc with a Nissin 2-piston floating caliper. The RS also rides on Metzeler Racetec RR K3 tires and features brushed aluminum front and rear fenders.
The RS’s seat features a napped finish with stitch detailing.
On the electronics side, the Speed Twin 1200 RS benefits from the addition of Triumph Shift Assist, an up/down quickshifter. It also gets the addition of Sport ride mode, which sharpens throttle response and optimizes traction control.
The RS’s rear suspension consists of fully adjustable Öhlins twin shocks with remote reservoirs.
The 2025 Triumph Speed Twin 1200 RS will be available in Baja Orange or Sapphire Black, both with gold RS decals to match the anodized suspension components. Pricing starts at $15,995.
2025 Triumph Speed Twin 1200 RS in Sapphire Black
More than 50 genuine accessories will be available for these two models, including clip-on bars, a quilted bullet seat, a seat cowl, and more.
The 2024 Royal Enfield Shotgun 650 is a custom-ready solo cruiser. (Photos courtesy Royal Enfield).
Before writing this 2024 Royal Enfield Shotgun 650 review, I looked through back issues of Rider magazine to identify some of our favorite ads over the past 50 years, which were published in the Rider Rewind section of our September issue (available exclusively to subscribers). One that caught my eye was a Royal Enfield ad that ran in our September 2003 issue announcing the addition of an electric start to its iconic Bullet.
A Royal Enfield ad that ran in the September 2003 issue of Rider magazine.
Proclaiming “What’s Next…Astro Turf at Wimbledon?”, that ad was certainly cheeky – as was one that ran a couple years earlier that celebrated living in the past – yet it accurately characterized the company that built its first motorcycle in 1901, existed in the U.K. for more than half a century, and ultimately became an Indian manufacturer based in Chennai, spanning 123 years of continuous motorcycle production.
A Royal Enfield ad that ran in the April 2000 issue of Rider magazine.
By the time those ads were published, change was already under way. Under the direction of Siddartha Lal, who became CEO of Royal Enfield in 2000 at the age of 26 (he’s the son of Vikram Lal, who was CEO of Eicher Motors, Royal Enfield’s parent company, until Siddartha succeeded him in 2006), the company began a steady march towards modernization. Siddartha Lal is a motorcycle enthusiast, and he wanted to transform Royal Enfield from an antiquated, niche brand into a global player.
2024 Royal Enfield Shotgun 650 in Stencil White
In 2009, Royal Enfield introduced an aluminum, unit-construction, fuel-injected 499cc OHV Single that replaced the decades-old cast-iron, carbureted mill. In 2014, Royal Enfield introduced the Continental GT cafe racer, which had been developed in partnership with assistance from Harris Performance (which RE later acquired).
Royal Enfield kicked it into high gear when it introduced the Himalayan adventure bike in 2016 (it made its U.S. debut in 2018) and its first twin-cylinder motorcycles, the Continental GT 650 and INT650, in 2019.
Royal Enfield was established in 1901. The Rock Store, a popular motorcycle hangout on Mulholland Highway near Los Angeles, was originally a stagecoach stop built from volcanic rock in the 1910s.
After a brief pause during the Covid-19 pandemic, more new models followed: the Meteor 350 in 2021; the Classic 350 in 2022; the Scram 411 scrambler, Super Meteor 650 cruiser, and Hunter 350 roadster in 2023; the updated and liquid-cooled Himalayan and Shotgun 650 in 2024; and the Guerilla 450 roadster recently announced for the 2025 model year. That’s six new models in the past four years plus another one on the way.
All Royal Enfield motorcycles are built in an ISO 9001-certified manufacturing facility, and they are backed by a three-year, unlimited-mileage warranty with roadside assistance.
The Royal Enfield Shotgun 650 (shown here in the Plasma Blue colorway) can be customized with more than 30 factory accessories.
The focus of this review, the Shotgun 650, is a modular cruiser that Royal Enfield says is inspired by – and ready for – customization. Multiple colorways and accessories allow owners to tailor the bike to their personal preference. In stock trim it’s a stylish solo-seat cruiser, but with a few bolt-on parts, it can be transformed to accommodate a passenger or become a lightweight tourer.
As its name suggests, the Shotgun 650 is built on the same 648cc air/oil-cooled parallel-Twin platform as the INT650, Continental GT 650, and Super Meteor 650. Designed to have classic British style, the Twin has large cooling fins and hand-polished aluminum covers. A single overhead cam actuates four valves per cylinder, and a single-piece forged, counterbalanced crankshaft with a 270-degree firing interval allows the engine to rev up smoothly and generate a mild, rumbling exhaust note.
The standard 2024 Royal Enfield Shotgun 650 comes with a solo saddle, but a passenger seat can be added.
Built to be a global model that will be pressed into duty in places outside of its home country of India, the engine has a mild 9.5:1 compression ratio, burns regular fuel, and relies on Bosch systems for fuel injection and engine management. With claimed output of 46.4 hp at 7,250 rpm (redline is 7,500) and 38.6 lb-ft of torque at 5,650 rpm, performance is more workhorse than thoroughbred.
I opted for a Shotgun 650 in the Stencil White colorway, a $200 upgrade over the standard Sheet Metal Gray. The floating solo seat is perched at an agreeable 31.3 inches above the ground, and it is firm and supportive but doesn’t allow the rider to move around much. Built around a beefy tubular-steel spine frame, the Shotgun 650 is claimed to weigh 529 lb with a 90% fuel load, which is heavy for a bike in this class (the Kawasaki Vulcan S, a comparable 650cc cruiser, weighs 494 lb).
The Royal Enfield Shotgun 650 has a classic style and a carefree spirit.
But out on the road, the Shotgun doesn’t feel heavy, and its upright riding position, mid-mount footpegs, and compact dimensions give it a playful sensibility. It cruised along comfortably on L.A.’s rough, poured-concrete freeways, with all but the worst bumps absorbed by the nonadjustable inverted Showa Separate Function-Big Piston fork with 4.7 inches of travel and Showa twin shocks with 3.5 inches of travel and five-step preload adjustability.
The Shotgun 650 rolls on cast-aluminum tubeless wheels, with an 18-inch front and a 17-inch rear. Each wheel has a single-disc brake with a 2-piston caliper, the front pinching a 320mm rotor and the rear pinching a 300mm, and ABS is standard. The brakes get the job done, but the front lever requires firm pressure, and it doesn’t offer much feedback.
Our test bike was fitted with accessory bar-end mirrors.
On canyon roads through the Malibu hills, the Shotgun was a blast (ha!). It handles easily and feels solid and reassuring. Cornering clearance is limited, but this isn’t a bike for strafing apexes. Taking wide, gliding lines through curves rewards the rider with a sense of pleasurable ease. The definition of cruise is to “travel smoothly at a moderate or economical speed,” and that’s the sort of riding at which the Shotgun excels.
Up front is an LED headlight, a large round analog gauge with a digital inset, a small round display for the Tripper navigation system, and a USB charging port. Should you want to customize the Shotgun, Royal Enfield offers more than 30 dedicated accessories, including everything from auxiliary lights, bar-end mirrors, and a windscreen to a flatter handlebar, a passenger seat, contrast-cut billet wheels, two different skid plates, four types of highway bars, and luggage.
The Shotgun 650 is a worthy addition to the unique and diverse line of Royal Enfield motorcycles that caters to those who prioritize style, function, and value. They are straightforward, no-nonsense bikes that capture the true spirit of riding without pretense.
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