The 450NK is one of four bikes in CFMOTO’s lineup powered by a liquid-cooled 449cc parallel-Twin with dual counterbalancers and a lively 270-degree crank. (Photos by Kevin Wing)
As a husky guy who’s 6 feet tall and more than 200 lb, I’m not the target buyer for small bikes, but man, I sure love riding them. Don’t get me wrong; I love riding powerful bikes (like the 190-hp KTM 1390 Super Duke R Evo I track-tested in Spain) and big bikes (like the Harley-Davidson Glides I recently rode on a nine-day, 4,200-mile tour through four states), but they require a level of respect and seriousness that I’m not always in the mood for. Sometimes I just wanna have fun.
The CFMOTO 450NK has carefree written all over it. It weighs just 364 lb, makes 50 hp at the crank, and has nothing to figure out – just hop on and ride. That’s not to say the 450NK is a toy or just a playbike. While it’s certainly slender between the knees and is easy to toss through a set of tight turns, it doesn’t feel diminutive, nor does it have a cramped cockpit. Snug, perhaps, but not cramped. The positions of the upright handlebar and footpegs are sensible, and the sculpted shape of the tank allows the rider to comfortably wrap around it, giving the sense of sitting in rather than on the bike.
Powering the 450NK is a liquid-cooled 449cc parallel-Twin that’s a workhorse in CFMOTO’s lineup. The same engine is found in the 450SS sportbike, the Ibex 450 adventure bike I recently tested, and the forthcoming 450CL-C cruiser. Dual counterbalancers help it run smoothly throughout the rev range, and its 270-degree crank gives it a delightful rumble complemented by a spicy exhaust note – not the dull drone one might expect of a bike in this class.
Except for a bit of low-speed roughness, the 450NK’s cable-actuated throttle provides good response. The slip/assist clutch makes for a light, easy pull when rowing through the 6-speed gearbox, and both the clutch lever and front brake lever are adjustable for reach. The 450NK’s 17-inch cast-aluminum wheels and narrow 110/70 front and 140/60 rear tires (made by CST, the parent company of Maxxis) contribute to the bike’s nimbleness. A light push on either end of the handlebar is all it takes to initiate a turn, and the 450NK holds its line obediently.
The 450NK’s tailsection has cut-outs in the bodywork, a small pillion, and a stylish taillight.
The bike makes a great commuter or playful canyon carver. It purrs smoothly at highway speeds and will do “the ton” with little effort. Given my body’s weight and terrible aerodynamic profile, not to mention my tendency to twist the throttle with abandon, I recorded lackluster fuel economy during this test – just 42.4 mpg, yielding about 157 miles from the 3.7-gallon tank. When our lighter and less aggressive associate editor, Allison Parker, tested the 450SS, she posted a more respectable 63 mpg. Sheesh, maybe it’s time to shed a few pounds and reduce my coffee intake.
Angular bodywork gives the 450NK a sleek streetfighter look. The bike is equipped with ABS, TC, a TFT display, and LED lighting.
The 450NK’s suspension and brakes, while competent, are about what you’d expect for a $5,399 motorcycle. The 37mm inverted fork is not adjustable, and the multi-link rear shock is only adjustable for spring preload. Damping is good for general street riding without being overly taut or too soft. The J.Juan brakes, with a 4-piston radial front caliper pinching a 320mm disc and a 1-piston floating rear caliper with a 220mm disc, provide adequate, consistent stopping power. Standard safety features include ABS and switchable traction control.
Carles Solsona, CFMOTO’s Italy-based motorcycle design director, did a great job on the 450NK’s styling, which echoes that of the 800NK. Both bikes have a V-shaped headlight nacelle with a large daytime running light, and the tops of their front fenders have a unique convex shape. The tank shrouds, radiator shrouds, lower cowling, and airy cut-outs in the tail give the 450NK a modern, go-fast look, and the Zephyr Blue colorway is especially eye-catching (the other color option is Nebula White).
Useful amenities include full LED lighting, a USB charging port, and a 5-inch color TFT instrument panel that includes Bluetooth connectivity to the CFMOTO app, which allows navigation and music to be shown on the screen. The switchgear and menus are intuitive, but the app’s navigation function needs some refinement.
The TFT is packed with info, but the small, thin font can be hard to read.
As with other bikes in CFMOTO’s lineup, the 450NK delivers good value for the money, but its most endearing trait is its approachability. After a long hiatus from riding, my brother, Paul, has returned to the joys of motorcycling, and lately we’ve been getting together for Saturday morning rides. He has taken a shine to the 450NK, which has been the perfect bike on which to sharpen skills that had become dull.
Whether you’re new to riding, returning to the fold, or are a jaded veteran, the smile that will be on your face after riding this bike is priceless.
At just $5,399, the 2024 CFMOTO 450NK provides a lot of value in a playful package.
In its first major revamp since its 2015 debut, Indian’s Scout cruiser platform is all-new from the ground up, and the 2025 lineup includes five models, including some with names that will be familiar to any fan of Indian history: Scout Bobber, Sport Scout, Scout Classic, Super Scout, and 101 Scout. Three trim levels will be available, as well as more than 100 dedicated accessories.
Headlining the new platform is the high-performance 101 Scout, seen here facing a 1920s 101 Scout.
At the heart of the Scout platform is a new engine called the SpeedPlus 1250. The V-Twin remains liquid-cooled but has been completely redesigned, punched out from 1,133cc to 1,250cc. Its bore goes up from 99m to 104mm, while its stroke remains at 73.6mm. Power goes up to 105 ponies and 82 lb-ft of torque, and the 101 Scout gets a bump to 111 hp.
The new Scouts feature an all-new 1,250cc V-Twin that pumps out as much as 111 hp. Also seen here is the new tubular-steel frame.
Also new is the Scout’s frame, switching from an aluminum design to a simpler steel-tube chassis intended to be easier to customize, similar to what Indian did with the Chief platform in 2021. It supplies a 61.5-inch wheelbase with a 29-degree rake and 4.8 inches of trail.
2025 Indian Sport Scout in Storm Blue
“Our top priority was to uphold the iconic namesake of Scout and ensure the new lineup is as timeless as all its predecessors,” said Ola Stenegard, director of product design for Indian Motorcycle. “For us, it was imperative to keep it clean, follow the iconic lines of Scout, and create a package that offered seamless customization. To achieve this, it all started with the steel-tube frame and all-new V-Twin engine.”
The Super Scout is a light-duty touring machine equipped with a detachable windshield and saddlebags.
Indian says the Scout’s 25.6-inch seat height is the lowest in class. There are also new features and technology offered on certain Scout models and trim packages. All models except for the 101 Scout use a single 298mm front disc brake with a 2-piston caliper, and ABS is standard.
2025 Indian Scout Bobber in Nara Bronze Metallic with the Limited +Tech trim
“As our top-selling platform, Scout has long been a staple in our lineup,” said Mike Dougherty, president of Indian Motorcycle. “We’re excited to take it to the next level and continue its evolution with a robust offering of models to meet the diverse needs of our global riding community.”
2025 Indian Scout Models
The Scout Bobber is the cheapest way to get into the Scout lineup, with prices starting at $12,999.
The least expensive version is the Scout Bobber, withprices starting at $12,999. It’s a low, stripped-down model with chopped fenders, blacked-out styling, bar-end mirrors, and slammed 2-inch rear suspension.
The Scout Classic has traditional styling with
chrome trim and wire-spoke wheels. All Scouts except the Bobber have 3 inches of rear-suspension travel.
The Scout Classic (starting at $13,999) lives up to its name with a traditional design that includes flared fenders, wire-spoke wheels, relaxed ergonomics, and flashes of chrome. Their “as shipped” weights are 522 lb and 536 lb, respectively. We’ll have to wait to find out what their curb weights are when their diminutive 3.4-gallon fuel tanks are full.
The Sport Scout is thematically similar to the former Scout Rogue. It’s pictured here with saddlebags that are part of a robust line of accessories from Indian.
Reprising a model name from the 1930s, the Sport Scout (starting at $13,499) has a similar aggressive style as the former Scout Rogue, with a quarter fairing, 6-inch moto-style bar risers with machined highlights and a moto-style handlebar, machined triple clamps, along with a sport-style seat and a 19-inch front wheel. It weighs 528 lb as shipped.
The Super Scout mirrors the theme of the Super Chief, equipped for the open road with a quick-release windshield, saddlebags, a passenger seat, and 3 inches of rear suspension travel. Like the Scout Classic, it has chrome finishes and wire-spoke wheels. It’s the heaviest Scout at 571 lb, and prices start at $16,499.
Resurrecting another legendary model name from Indian’s past, the 101 Scout packs more performance than any production Scout ever made. Its fully adjustable suspension consists of an inverted fork and piggyback rear shocks. Brakes are also high-end items, with a pair of 4-piston radial-mount Brembo front calipers pinching 320mm rotors. Like the Sport Scout, it has black moto-style risers and a moto-style handlebar, but the 101 Scout sets itself apart with a custom-stitched gunfighter-style solo seat and exclusive 101 Scout badging, paint, and graphics. Prices start at $16,999.
2025 Indian Scout Trim Packages and Accessory Collections
Three trim levels are available for certain models, starting with the Standard trim package, which includes ABS, new LED lighting, and an analog gauge with new fuel level and fuel economy readouts for the Scout Bobber, Scout Classic, and Sport Scout. Upgrading to the Limited trim level ($700) on those models adds selectable ride modes (Sport, Standard, and Tour), traction control, cruise control, and a USB charging port.
The Limited +Tech trim comes with a 4-inch TFT display with Ride Command capabilities.
The top-of-the-line Limited +Tech trim includes the Limited features and adds keyless ignition and Indian’s 4-inch round touchscreen display with Ride Command that offers turn-by-turn navigation, point-to-point route planning, weather and traffic overlay, configurable gauges, ride stats, and optional Ride Command+ connected services. The Limited +Tech trim level adds $1,700 to the base pricing for the Scout Bobber, Scout Classic, and Sport Scout, and it’s standard on the Super Scout and 101 Scout.
Along with the five models and three trim levels, Indian will offer more than 100 accessories to enhance versatility, style, and comfort (including 32 ergonomic combinations). There are also four new accessory collections.
2025 Indian Scout Classic in Ghost White 2-Tone Metallic with Overnighter accessory package
The Overnighter Collection is for travelers, and it includes the Solo Luggage Rack, All-Weather Vinyl Tail Bag, 20-inch Quick Release Touring Windshield, and Touring Saddlebags.
2025 Indian Scout Classic in Black Metallic with Commuter accessory collection
The Commuter Collection includes the Syndicate Seat, Pathfinder 5.75-inch Adaptive LED Headlight, Pinnacle Mirrors, RAM X-Grip Phone Mount, Mid Foot Controls, and Passenger Pegs.
2025 Indian Sport Scout in Black Smoke with Stealth accessory package
The Stealth Collection adds aggressive style and functionality with Sleek Smoked Turn Signals, Moto Handlebar with 10-inch risers, Radial RS Mirrors by Rizoma, Bobber Saddlebags, Blacked-Out Levers, and the Pathfinder LED Headlight.
2025 Indian Super Scout in Black Smoke with Open Roads accessories package
The Open Roads Collection includes Steel Front Highway Bars, LED Driving Lights, Syndicate Low Profile Passenger Backrest, Touring Backrest Pad, Rider and Passenger Floorboards, and Highway Pegs.
The 2025 CFMOTO Ibex 450 is a great addition to the ADV segment. We gave it a proper thrash at the global launch in Palawan, Philippines, and came away impressed. (Photos courtesy CFMOTO)
Adventure bikes are undeniably hot right now. Out of more than 70 new or significantly updated street-legal motorcycles announced for 2024 in the U.S. market, nearly half are dual-sport or adventure models. There are many ADVs to choose from in the 750cc-and-up displacement class, but there are few below 500cc. One of the most intriguing additions to the adventure category is the 2025 CFMOTO Ibex 450.
The CFMOTO Ibex 450 has rally styling with stacked headlights. The high fender is an accessory. Available colors are Tundra Gray (above) and Zephyr Blue (lead photo).
Known as the 450MT outside the U.S., the Ibex 450 is powered by a liquid-cooled 449cc parallel-Twin with DOHC, a 270-degree crank, and dual counterbalancers, and it’s mated to a 6-speed gearbox with a slip/assist clutch. Variations of this engine are found in several CFMOTO models, including the 450NK naked bike, the 450SS sportbike, and the forthcoming 450CL-C cruiser.
The Ibex 450’s liquid-cooled 449cc parallel-Twin is shared across four models in CFMOTO’s lineup.
In the Ibex 450, the engine produces a claimed 44 hp at 8,500 rpm and 32.5 lb-ft of torque at 6,250 rpm. When Royal Enfield updated the Himalayan adventure bike for 2024, it was upgraded from an air-cooled 411cc Single to a liquid-cooled 452cc Single that makes a claimed 39.5 hp and 29.5 lb-ft of torque. The Ibex not only makes more power and torque, but its two cylinders and dual counterbalancers also deliver the goods more smoothly.
The $6,499 CFMOTO Ibex 450 is the only adventure bike with tubeless spoked wheels that costs less than $10,000 (the KTM 790 Adventure is $10,990). The Royal Enfield Himalayan will have optional tubeless spoked wheels but pricing has not been released.
CFMOTO set out to produce a light, fully capable adventure bike at a reasonable price, and it has achieved its goal. The Ibex 450 is claimed to weigh 386 lb dry, so probably about 425 lb with its 4.6-gallon tank full. Even though it’s priced at just $6,499, it’s brimming with features not found on adventure bikes that cost thousands of dollars more. Perhaps most appealing is its tubeless spoked wheels, which greatly simplify roadside or trailside flat repairs. And they’re in 21-inch front and 18-inch rear sizes, which perform well off-road and are compatible with a wide range of dual-sport and adventure tires.
The CFMOTO Ibex 450’s 5-inch TFT display is easy to read even in bright sunlight.
The Ibex 450 has a chromoly steel frame, 8.7 inches of ground clearance, and adjustable KYB suspension with 8 inches of travel. It also includes a 5-inch TFT display with Bluetooth connectivity ABS that can be disabled at the rear, switchable traction control, an adjustable seat height, a windscreen with on-the-fly height adjustment, handguards, a skid plate, a radiator guard, folding mirrors, a rear rack, LED lighting, and a USB-C charging port.
The town of El Nido is situated on El Nido Bay, which is full of small islands covered in dark gray limestone formations. (Photo by Greg Drevenstedt)
CFMOTO hosted a global launch for the Ibex 450 in Palawan, Philippines, a province that includes several tropical islands between the South China and Sulu seas (think Survivor, Seasons 25-28). Our test ride was around El Nido, which has few paved roads, and those that are paved are made of rough poured concrete and are buzzing with small scooters and motorcycles, many of which are “tricycles” with enclosed sidecars that are the local version of a tuk-tuk. Most roads are poorly maintained dirt and gravel tracks through the island’s hilly jungle terrain that connect small villages and beaches.
One of the tricycles that are ubiquitous on the streets of Palawan. (Photo by Greg Drevenstedt)
We knew we weren’t in Kansas anymore when our first obstacle was a water crossing (bypassing a rotted bridge) where water buffalo kept themselves cool in the shaded water. Even though it was March, Palawan was oppressively hot, with temps and humidity levels in the 90s. The region was in a severe drought, so the unpaved roads were extremely dusty – bikes kicked up clouds of fine, powdery silt that hung in the air like smoke. We spaced out our conga line of bikes as best as we could, but like a team of sled dogs, unless you’re in the lead, the view is always the same.
I’ve had to dodge cows on adventure rides, but never water buffalo!
Since the standard seat height of 32.3 inches is on the low side for an adventure bike and I’ve got a 34-inch inseam, I opted for the accessory high seat ($199.99), which increases seat height to 34.3 inches and provides a much flatter seating platform. Even with the high seat, there was a fair amount of bend in my knees given the height of the footpegs, and the seat was plush and comfortable.
Our CFMOTO Ibex 450 test bikes were equipped with several accessories: the high seat and upper and lower crash guards. (Photo by Greg Drevenstedt)
Within the first few miles, I felt comfortable on the Ibex 450. I’ve been testing a 450NK back home, and I’ve developed a fondness for the sound and feel of the 450cc parallel-Twin, which emits a nice rumbling exhaust note. The cable-actuated throttle provides predictable response, though small inputs at low speeds felt a tad jerky. (My test bike had only 65 miles on the odometer, so it was barely broken in.) The gearbox shifted smoothly, aided by the light action of the slip/assist clutch.
The standard seat is deeply dished where the rider sits. In it’s standard configuration, the seat’s height is 32.3 inches. Moving the shock’s top mounting bolt to a lower hole lowers the seat height to 31.5 inches.
Given the roughness of the unpaved roads and tracks, I spent a fair amount of time standing up on the cleated footpegs (I removed the rubber inserts). The Ibex 450 feels slim between the knees, and the tank section is smooth and unobtrusive. The wide handlebar provided good steering control, and even though it is adjustable I would have liked a higher riser to accommodate my tall frame (I’m 6 feet tall with long arms).
Most of our test was on unpaved roads, but we also logged miles on the national highway – a two-lane, curvy road made of rough poured concrete. We’ll have to wait for a stateside test to see how the Ibex 450 performs on the open road.
Jason Louden, Director of Product & Innovation at CFMOTO USA, makes friends with local kids during our lunch stop. (Photo by Greg Drevenstedt)
The brakes are supplied by J.Juan and consist of a single 4-piston front caliper squeezing a 320mm disc and a 1-piston rear caliper squeezing a 240mm disc. Although braking power was sufficient for my needs, especially since we were traveling at a moderate pace given the conditions, there was limited feel at the lever. I liked the convenience of turning off ABS and TC at the rear wheel by pressing a button on the handlebar (a long press turns rear ABS/TC off, and a quick tap turns them back on), but a true off-road ABS mode with less intervention at the front wheel would be a valuable addition.
A button on the left side of the handlebar turns ABS and TC off/on at the rear wheel. In the Ibex 450’s menu, ABS and TC can be controlled independently.
The large-diameter front and rear wheels rolled over obstacles with ease, and the CST adventure tires (which have a tread pattern similar to Pirelli Scorpion Rally STRs) provided decent grip and predictable behavior, even in loose sand and deep silt.
The CFMOTO Ibex 450 proved itself to be quite capable off-road, and with a few suspension adjustments it will likely be even better.
To achieve an aggressive price point, compromises must be made, and on motorcycles that typically means lower-spec brakes and suspension. The Ibex 450’s suspension adjustability (the fork is fully adjustable; the shock is adjustable for rebound and preload) is a major plus in this price range. With the standard settings used at the launch, the KYB suspension performed quite well, though it felt a little rough at low speeds and more responsive at higher speeds. I look forward to a longer test where I can dial in the fork and shock damping and preload to my size and riding style.
With temps in the 90s and humidity above 90%, we wished there were more water crossings.
This was no bunny slope test ride. CFMOTO mapped out a challenging route that required skill and focus. There were tricky climbs and descents littered with rocks and ruts, roads and trails with rough embedded stones, unpredictable dogs and goats hiding in the shade by the side of the road, and even a stretch of singletrack through a mango grove with unforgiving low branches.
There aren’t many photos from the off-road park, and this one hardly does justice to the steepness of the trails or the depth of the silt. Trust me, it wasn’t easy. But the Ibex 450 took it all in stride.
At the end of the day, after we’d sweated through our gear and depleted our energy reserves, we did laps around an off-road park with increasingly difficult terrain. The Level 1 loop was easy, much like what we’d ridden earlier in the day. Level 2 was harder with challenging climbs and descents on a heavily silted trail with switchbacks and hidden tree roots. Level 3 was harder still, climbing to the top of a small mountain and then back down the other side.
This drone shot of the Level 3 loop (I’m the 3rd bike) doesn’t give a sense of how steep the trail was or how tricky these switchbacks were. By the time we got to the top, we were all ready to collapse.
I’m happy to report that I made it through all three levels without dropping the bike, but the off-road park tested me as much as it tested the bike. The Ibex 450’s tractable power, moderate weight, long-travel suspension, and large-diameter wheels were helpful throughout the day and especially on those loops around the park. I never felt like something was missing or holding me back (except my 50-year-old body).
At the end of a long, hot, dusty, challenging day, we still managed to smile. We were riding motorcycles, and riding is fun even when it isn’t. The beer at the end of the ride never tasted so good!
Indeed, but we could have done with less dust. (Photo by Greg Drevenstedt)
Another useful feature of the Ibex 450 is its 5-inch TFT display, which uses bold white-on-black graphics, motorcycle illustrations that show what different settings do, and an easy-to-navigate menu system. On either side of the instruments are knobs for adjusting the windscreen height. And above the dash is a horizontal bar where a GPS or smartphone can be mounted.
A Tundra Gray CFMOTO Ibex 450 decked out in accessories.
The CFMOTO Ibex 450 proved itself to be not just a good adventure bike for the price, but a good adventure bike period. It has the features that adventure riders want, and it’s available with useful accessories like the high seat I tested, upper and lower crash guards (which were fitted on our test bikes; $149.99 for the upper guards, $129.99 for the lower guards), a beefier skid plate, a touring windscreen, a centerstand, hard and soft luggage, and more. At $6,499, it’s a great value, and it’s backed by a 2-year warranty.
The Ibex 450 looks sharp at sunset. (Photo by Greg Drevenstedt)
The Ibex 450 will be available at CFMOTO’s 350-plus U.S. motorcycle dealers starting in September, and I bet it will sell like hotcakes.
2025 CFMOTO Ibex 450 Specs
Base Price: $6,499
Price As Tested: $6,979 (high seat, upper and lower crash guards)
The 2024 KTM 990 Duke 96% new and replaces the 890 Duke R. We tested it in the mountains of southern Spain as part of KTM’s “30 Years of Duke” launch that included the 390 Duke and 1390 Super Duke R Evo. (Photos by Francesc Montero & Sebas Romero)
What’s the magic number? When the first Duke debuted 30 years ago, it was 602cc, which was packed into a single-cylinder engine that made 58 hp. These days (in the U.S. market), Dukes range in displacement from 249cc in the Duke 250 to 1,350cc in the 1390 Super Duke R Evo. In between, KTM offers the 390 Duke (399cc), 790 Duke (799cc), and 990 Duke (947cc). For this KTM 990 Duke review, we take one of the newest Dukes on a test ride in the mountains of southern Spain.
Evolution of the Duke. Front and center is the 1994 KTM 620 Duke. Behind it to the left is the 990 Duke, in the middle is the 1390 Super Duke R Evo, and behind it to the right is the 390 Duke. They are surrounded by other milestone Duke models from the past 30 years.
With its displacement approaching a liter, the new 990 Duke resides in the so-called “super middleweight” class. It replaces the 890 Duke R, but there’s more to it than just a 58cc bump in engine size. According to KTM reps at the global launch in Spain, the 990 Duke is 96% new and “more like a smaller Super Duke.”
Powering the 990 Duke is KTM’s liquid-cooled LC8c parallel-Twin with DOHC and 4 valves per cylinder – the same engine platform found across the 790/890/990 Adventure and Duke lines. Only the 990 Duke has the 947cc version that makes a claimed 123 hp at 9,500 rpm and 76 lb-ft of torque at 6,750 rpm (up from 121 hp and 73 lb-ft on the 890 Duke R). The intake mixture is fed through a 46mm throttle body and compressed at a ratio of 13.5:1, the Bosch engine management system uses throttle-by-wire, and the 6-speed transmission is mated to a PASC slip/assist wet clutch. Spent gasses exit through a new stainless-steel exhaust that’s Euro 5+ compliant.
The liquid-cooled LC8c parallel-Twin is a workhorse engine that powers all KTM 790/890/990 Adventure and Duke models. The frame, subframe, and swingarm are new.
Wrapped around the 990 Duke’s engine is a new frame, subframe, and swingarm. The chromoly steel frame, which uses the engine as a stressed member, is stiffer for added stability and wider at the back to pass outside rather than inside the swingarm. To compensate for the stiffer frame, the diecast aluminum subframe allows more flex, and it now houses the airbox. The swingarm, which is constructed using gravity diecast aluminum and uses a closed-lattice rather than the previous open-lattice design, is 3.3 lb lighter than the 890 Duke R’s. Curb weight with the 3.8-gallon tank fuel is a svelte 395 lb.
The KTM 990 Duke has a stiffer frame while its swingarm allows more flex. The net result is more responsive handling.
Like the 890 Duke R, the 990 Duke is equipped with adjustable WP Apex suspension, but it has a new 43mm inverted open-cartridge fork with 5.5 inches of travel and a single gas-assisted rear shock that’s mounted directly to the top of the swingarm and has 5.9 inches of travel. Convenient fork-top adjusters offer five-click adjustability for compression (left leg) and rebound (right leg). The shock also has a five-position adjuster for rebound that requires a flat-blade screwdriver, and preload is adjustable using a spanner (both tools are in a kit under the seat; compression cannot be adjusted).
The KTM 990 Duke’s front wheel is shared with the 1390 Super Duke R Evo, and a new rotor mount saves 2.2 lb of unsprung weight. The 4-piston calipers are made by J.Juan.
The 990 Duke rolls on 17-inch cast-aluminum wheels shod with Bridgestone Battlax S22 tires (the latest S23s weren’t yet available for homologation). The front wheel is the same as the 1390 Super Duke R Evo’s, but the rear is slightly different because the 990 has a two-sided swingarm and the 1390 has a single-sided swingarm. Slowing things down are the same 4-piston radial front calipers with 300mm discs and 2-piston rear calipers with a 240mm disc as on the 890 Duke R, but a lighter connection between the front rotors and the wheel saves roughly 2.2 lb of unsprung weight. Cornering ABS with a rear-off Supermoto mode is standard.
The 5-inch TFT display uses intuitive graphics that show how different settings affect the motorcycle’s behavior.
In terms of technology, the 990 Duke has a new 5-inch color TFT display with a scratch- and glare-resistant bonded-glass screen, redesigned menus, and optional KTMconnect for smartphone pairing to allow access to navigation, audio, and phone calls. All lighting is LED and there’s a USB-C charging port. Rider electronics include three standard ride modes (Sport, Street, and Rain) and two optional ride modes (Performance and Track) that adjust throttle response, lean-sensitive traction control, and wheelie control. Track mode enables a10-level rear-wheel slip adjuster that can be adjusted on the fly, launch control, a lap timer, and telemetry functions. Cruise control, Motor Slip Regulation, and an up/down quickshifter are optional.
The 2024 KTM 990 Duke is nicknamed “The Sniper” and is available in orange or black.
The 990 Duke has also been restyled, with a more muscular, hunched-forward stance like the 1390 Super Duke R Evo. Both share a unique headlight design with stacked low and high beams in the center that are framed by a pair of DRLs shaped like curved talons. Compared to the 890 Duke R, the 990 Duke’s seat is angled up more in the front to prevent the rider sliding forward, is flatter, has new foam, and sits at 32.4 inches, down from 32.8 on the 890. The pillion seat was moved up by 0.8 inch to give the passenger a better view and more legroom.
Spain is one of the most mountainous countries in Europe and it has fantastic twisty roads.
My test ride on the 990 Duke was a romp in mountains above Almería, Spain, on a cold, clear February morning that was part of the “30 Years of Duke” press launch that included the 390 Duke and 1390 Super Duke R Evo. When we did a comparison test of KTM’s full Duke lineup in 2021, the 890 Duke was a staff favorite, “a standout machine that encourages you to test its handling and your nerve, and it consistently rewards the rider with confidence-inspiring feel and agility or a gentle prod where lesser machines fall short.” We described it as “a mustang, wild at heart, straining at the bit, and embodies the essence of the Duke series: immediate power and razor-sharp cornering stripped down to the barest of essentials.”
The KTM 990 Duke has a unique headlight design that’s shared with the 1390 Super Duke R Evo.
Is the 990 Duke even better? Yes and no. It is an exciting machine that provides a thrilling rush of power and has a light and balanced feel, a responsive chassis, and an excellent electronics package. The Duke’s steady evolution from the 790 to the 890 to the 990 is obvious, but the 990 feels like it just turned 40, suddenly thrust into middle age. As a seven-tenths scale Super Duke (at least in terms of engine displacement; the 990’s 123 hp is 65% as much as the 1390’s 190 hp), it demands more respect and has lost a bit of its free-spiritedness.
That’s not necessarily a bad thing. It’s just a shift in focus, and with the 790 Duke back in KTM’s lineup, it makes sense.
The KTM 990 Duke, all grown up and serious as a heart attack.
Our launch base camp was the Circuito de Almería, located in an arid region near the southern Spanish coast where many Spaghetti Westerns were filmed. From the track, we rode north into the mountains, climbing rapidly on a road with so many hairpins it felt like riding the Alps minus the tour buses. On such a tight, technical road, the 990 Duke felt like overkill. The 390 Duke we rode the previous day would have made more sense, or perhaps KTM’s 690 SMC R supermoto.
After we did our photo passes on a 1st-gear hairpin where I struggled to find my groove, we continued climbing to the top of the mountain. Down the other side, the curves opened up and the 990 Duke felt more in its element.
The KTM 990 Duke is light, powerful, and agile.
On a short ride on public roads, some of which were wet or lightly glazed with ice, I didn’t try out the Performance or Track modes, or the new launch control. The Street and Sport modes provided plenty of excitement, and the more I rode the 990 Duke, the more I fell under its spell. Allow me to reiterate two key specs: 123 hp and 395 lb. That power is delivered in a direct but very manageable way to the rear wheel, which is attached to a lightweight motorcycle with a retuned chassis that ensures steering inputs hit the bullseye. Admirable qualities, but also ones that encourage a high rate of speed.
Compared to the 890 Duke R, the KTM 990 Duke’s seat is flatter and 0.4 inch lower.
I’ve tested enough KTMs to become accustomed to its menus and appreciate the intuitive illustrated motorcycle graphics that show how different settings affect vehicle dynamics. The new switchgear on the 990 Duke is easy to use, but there are too many steps involved in changing modes and settings on the fly. A simple “mode” button that would allow a rider to quickly toggle between ride modes would simplify the process.
So 990 may be the magic number. Nearly 20 years ago, the KTM 990 Super Duke was the first big-bore streetbike made by a small Austrian company known for its dirtbikes. Since then, KTM has become Europe’s largest motorcycle manufacturer, the Super Duke has gotten super-er, and the 990 Duke honors that legacy.
The BMW F 900 GS has received major upgrades for 2024, including a significant weight loss and a punchier engine. Photos courtesy BMW.
The adventure-bike market is the hottest segment in motorcycling, with new models being introduced every year. The middleweight ADV category has been dominated by Yamaha’s Ténéré 700 and KTM’s various 790/890 Adventure models, but new or updated models from Aprilia (Tuareg 660), Honda (XL750 Transalp), Suzuki (V-Strom 800), and Triumph (Tiger 900) are enticing riders to reevaluate their options.
Meanwhile, BMW has been selling mid-weight ADVs for almost two decades. The F 800 GS was introduced in 2009 but was often overshadowed by its boxer-powered bigger brothers, culminating in the recent glowingly reviewed R 1300 GS.
For 2024, BMW expects the new F 900 GS to draw a brighter light to its reinvigorated middleweight platform. After testing it on roads and on dirt, we can safely say this is the best parallel-Twin adventure bike ever offered from the German company.
The Brembo 2-piston caliper front brakes are merely adequate relative to its competition in the middleweight ADV class.
What’s New?
Quite a lot, actually. The F 850’s motor has been punched out to 895cc and now delivers 105 hp, up 10 ponies from the older mill. The former cast pistons have been cast aside for forged pistons that are 2mm larger than before.
Additionally, 31 lb of weight has been shaved off for this new iteration, now scaling in at 483 lb with its 3.8-gallon tank full. The fuel cell swaps steel for plastic to pare down about 10 lb, and a new Akrapovič muffler trims 3.7 lb. A lower tailsection trims another 5 lb, while the trellis steel frame remains unchanged.
BMW offers several seating options for the GS.
The F 900 GS also benefits from a lower and more svelte profile that eliminates much of the bulkiness of its F 850 predecessor. The bike not only looks smaller, its design language looks fresh and contemporary, aided by full LED lighting and rear turnsignals that serve double duty as brake lights.
The 6.5-inch TFT panel is a literal bright spot on the new F 900 GS.
The F 900 GS is well-equipped in its base form, with a starting price of $13,495. Standard equipment includes a six-axis IMU and two riding modes (Rain and Road), plus ABS Pro and Dynamic Traction Control. A vibrant 6.5-inch TFT display with smartphone connectivity is part of the package, as are hand guards, heated grips, an adjustable aluminum shift lever, and self-canceling turnsignals.
The 900’s suspension has been upgraded, now with a fully adjustable 43mm Showa fork holding a 21-inch front wheel. The rear damper includes adjustable preload and rebound damping to control bumps acting on a slightly lighter aluminum swingarm. Suspension travel is a generous 9.1 inches in front and 8.5 at the rear, resulting in a 34.3-inch seat height. An accessory low seat brings height down to 32.9 inches.
The GS’s 43mm inverted fork has full adjustability: preload, as well as compression and rebound damping.
BMW offers a similar but lower-spec (and more street-oriented) F 800 GS for only $10,495, with its 895cc motor downgraded to 87 hp, but it wasn’t available for testing. Also not tested was the Adventure version of the F 900 GS, which includes a 6.1-gallon fuel tank, Dynamic ESA, a luggage rack, and an aluminum bash plate. It has a starting price of $14,890.
Rebound damping can be adjusted by the gold knob ahead of the shock’s remote reservoir. Preload is adjusted hydraulically via a knurled handle on the other side of the bike.
Options Temptations
As is typical for BMW, there are a plethora of options for the F 900 GS. Ride Modes Pro supplies access to Dynamic, Enduro, and Enduro Pro rides modes, as well as Engine Drag Torque Control, which varies the amount of engine braking.
Then there’s the Premium Package that includes Ride Modes Pro, along with keyless ignition, an up/down quickshifter, tire-pressure monitoring, cruise control, and the long-lasting M Endurance Chain. It costs an extra $1,750.
The biggest improvement of BMW’s GS is found in its parallel-Twin powerplant that features a 10-hp boost along with improved torque. It includes BMW’s Active Knock Control that allows use of lower-grade fuels.
Riders who enjoy traipsing on dirt roads will be interested in the $1,495 Enduro Pro package, which includes Ride Modes Pro, fully adjustable suspension, the M Endurance chain, and a taller handlebar that is more comfortable for stand-up riding.
Other optional equipment includes protective bars, windscreens of various sizes, higher or lower seats, Intelligent Emergency Call, and a full complement of luggage options.
The windscreen seen on GS Trophy colorways is the GS’s standard-size screen, but the ones coming to the U.S. won’t have the smoked finish seen on these European-market bikes.
GS en España
BMW invited us to Málaga, Spain, to sample the F 900 GS, and in a coincidental twist, we stayed at the same hotel as during Triumph’s Tiger 900 launch just two months prior! It was illuminating to test these 900cc ADVs in the same area of southeastern Spain.
We first straddled Sao Paulo Yellow versions of the F 900 GS for a morning ride on some of Spain’s countless twisty roads. This “Passion” style colorway adds $275 to the price of the base GS, which has a black colorway. Our bikes had other options that raised their MSRP to $16,215.
The F 900’s parallel-Twin motor emits a rumbly note through its new Akrapovič muffler. Its crankshaft journals are offset by 90 degrees to create a 270/450-degree firing interval that sounds a lot like a 90-degree V-Twin. A pair of counterbalancers (one in front of and one behind the crankshaft) minimize objectionable vibrations.
The F 900 GS is fully capable of traversing unpaved trails. Hand guards are standard equipment, as are heated grips and adjustable hand levers.
Responses from this invigorated mill are much punchier than before. It pulls cleanly from as low as 2,000 rpm and builds to a meaty midrange that thrusts the Beemer forward with satisfying alacrity, aided by lower final-drive gearing. Torque swells in the 6,000-rpm range to its 68.6 lb-ft peak at 6,750 rpm then yanks harder on the way to its 105-hp zenith at 8,500 rpm.
For comparison, Triumph’s upgraded 888cc three-cylinder motor in the Tiger 900 cranks out 106.5 hp, while the output of KTM’s respected 890 parallel-Twin produces 103.6 ponies. It’s remarkable how closely the engines of these middleweight ADVs match up.
Dirt roads were tamed by the Metzeler Karoo 4 tires fitted for our ride. The rear sprocket now has 47 teeth instead of 44, lowering the overall final-drive ratio.
My 30-inch inseam was a little intimidated by the relatively tall 34.3-inch seat height, but it wasn’t a problem after my weight was aboard and the suspension compressed. The bike proved to be adept at navigating city streets on the way to mountain roads, with a light clutch pull and the assistance of the quickshifter fitted to our bikes.
The cockpit of the GS is pleasing to the eye, with an attractive 6.5-inch color TFT display front and center. It includes smartphone connectivity and can easily be navigated with BMW’s innovative Multicontroller wheel on the left grip. A 12-volt socket and a USB port ensure your devices will be charged while out on the road.
The F 900 GS proved to be very competent when bounding through the brush.
Riding on a highway section revealed a foible in the GS. Unlike the Tiger’s, the BMW’s windscreen isn’t adjustable. The accessory screen, which is 2 inches taller than stock, fitted to our test bikes induced buffeting on my helmet at higher speeds, and the lack of adjustability forced me to endure it. Any bike intended for travel should have a simple system for on-the-fly windscreen adjustments.
The GS proved to be remarkably adroit on the twisty sections of our ride. Turn-in response isn’t quite as brisk as on the Tiger due to the GS’s more relaxed steering geometry, with a 28-degree rake and 4.7 inches of trail, but the GS’s weight loss and its wide handlebar helps it carve corners adeptly. The 21-inch front tire (Bridgestone Battlax Adventure A41) slightly diminishes sporty front-end feedback, as is always the case, but not enough to inhibit acute lean angles. For what it’s worth, I was able to drag footpegs on the Tiger Rally Pro, but I didn’t on the BMW.
Cooperative throttle response allows riders to dial in the precise amount of wheelspin desired.
The long-travel suspension of the GS proved to be plush over various road surfaces, but several riders noted the rebound damping of the shock felt too loose, with the rear bouncing up excessively after hitting bumps. At a coffee stop, we all dialled in additional rebound damping on the shock, and the revised settings offered much better control. The shock’s spring preload is adjustable, but its compression-damping circuit is not.
The fully adjustable inverted fork performed well, but less impressive are the GS’s brakes. Up front are Brembo calipers, but they’re low-spec 2-piston units rather than 4-piston clampers that are typically employed on bikes in this price range. They offer plenty enough power to adequately slow the bike, sure, but they’re not up to the high standards of the class. Cornering ABS is a welcome safety feature that is included as standard equipment.
A revised handlebar arrangement places riders in a more comfortable posture while standing.
There were several opportunities on our ride to twist the throttle wide open and stretch speed limits. The newfound punchiness of the motor again impressed the seat of my pants, pulling hard enough to make me feel that a 1,200-plus-cc engine might be overkill for an ADV. Clutchless upshifts were clicked off smoothly, but snicking into lower gears without using the clutch was harsher than with the Tiger’s faultless transmission.
We were having so much fun unwinding Spain’s sinuous backroads on the GS that we didn’t want to bother stopping for lunch.
The F 900 GS feels very manageable when riding off-road.
Dirty Work
After some delicious tapas, we climbed aboard bikes in the GS Trophy colorway with BMW’s red and blue colors atop a white base coat, sure to be the likely choice for Beemerphiles. These bikes were fitted with knobbier Metzeler Karoo 4 tires better suited for the off-roading adventures in front of us. BMW’s cross-spoke wheels allow tubeless tires.
Like a well-engineered ADV should, the F 900 GS seems to shed weight when ridden off-road. Simply point it in the right direction and keep the throttle open, and it tractors up nearly any obstacle. While most of our off-roading was on non-technical terrain, we came across a few technical sections with rocks and hills that gave the GS a good test. Its suspension performed without complaint from the bike or its rider, and its punched-out motor again proved its worthiness in ADV situations, able to be lugged low in its powerband where optimum traction is delivered.
The taller accessory windscreen fitted to the bikes on our street ride induced buffeting. We wish the bike included a windscreen adjustment of some form.
I spent the entire afternoon with the bike in its Enduro Pro mode, which disables ABS at the rear tire and loosens the limits of traction control. Eventually, I switched off traction control completely, as I preferred my right hand to be fully in charge of managing traction.
The brakes that felt underwhelming on the street were nearly perfect in the dirt. They weren’t grabby or overly sensitive like some high-powered braking systems, shedding speed in precise and easy to control amounts. However, I felt the front ABS kick in on a rocky, technical downhill section, an unnerving situation. A ride mode with the name “Pro” in it should have looser parameters for ABS intervention.
Although intended to handle unpaved roads, BMW’s new GS also makes a capable sport-tourer.
On the way back into town, I was pleased that the standard-height windscreen eliminated the buffeting condition I felt at higher speeds with the taller screen. The narrow seat, however, was less pleasing, and I’d consider sourcing a different saddle if I was piling on hundreds of miles. On the plus side, a generous amount of steering lock makes the GS easy to maneuver in tight spaces, whether it’s dodging trees in a forest or Teslas in a crowded parking lot.
Best GS Yet?
Well, that would depend on what you want from a GS. The new R 1300 GS is magnificent and has a broader range of capabilities along with a more powerful engine. But after a short spin on a 1300 during a transit stage of our off-road ride, I preferred the 900’s relative agility and the way its rear tire grabbed for traction relative to the 1300’s shaft-drive arrangement.
We think the new GS looks much more attractive than the older one. The red subframe on the Sao Paulo Yellow colorway is a nice touch.
The F 900 GS faces stiff competition in the marketplace. The Tiger 900 Rally Pro is in some respects more appealing than the Beemer, with its engaging 3-cylinder engine, Brembo Stylema brakes, and adjustable windscreen. Combined with a larger fuel tank and a comfier stock seat, the Tiger is a worthy adversary.
But the BMW F 900 GS is appealing in its own right, flying the BMW flag high for aficionados of the brand. The Beemer is built in Germany, the land of technocrats and precision engineering, while the Tiger is produced in Thailand, for whatever that’s worth to ya.
For my money, on a per-dollar value, I believe the BMW F 900 GS is the best GS yet.
The new GS has a smaller and lower profile than the previous version. The new Akrapovič muffler looks sweet and is claimed to shave 3.7 lb.
Not just for touring, the liquid-cooled, 1,330cc Rotax ACE inline-Triple also knows how to get up and go. (Photos by Aaron Crane)
I haven’t been on a vehicle with three wheels since I was a kid tearing around my family’s back patio on my Big Wheel. And I’ve never been on one powered by something other than my legs, so I was definitely curious about the experience of riding a 2023 Can-Am Spyder RT Sea-to-Sky.
If I were a betting man, I’d guess BRP, Can-Am’s parent company, gets tired of hearing, “It’s not a motorcycle.” Well, after 1,100-plus miles on the top-of-the-line touring model, which included about 900 miles roundtrip from Southern California to the high desert of southern Utah and back, as well as taking it for a spin with several passengers, including my 11-year-old son, my “gradually coming around to anything less than four wheels” wife, and my 77-year-old father with Parkinson’s, I believe the Spyder defies a lot of categories.
Down by the Seaside | Can-Am Spyder RT
Before taking the Sea-To-Sky home from Torrance, California, I rode it to meet up with Kevin Duke, the EIC of our sibling publication American Rider, in Seal Beach for dinner. This is where the STS felt right at home: by the sea. I could envision myself regularly hopping on and cruising around any number of beach communities with some tunes cranking from the very capable six-speaker BRP Audio Premium sound system. Whether going up the coast or just to the market, the 47 gallons (178 liters) of storage is ample for whatever you need to carry along. And if not, it’s calibrated to pull a Can-Am trailer.
After dinner, I hopped back on the freeway for a nighttime ride to my hotel. That’s when I discovered that only certain switches are backlit. The turn indicator switch is not one of them. Nor is the horn. As a result, I inadvertently honked at a few people when I was trying to let them know I was changing lanes. And while the signals are self-canceling, the switch is difficult to turn off when changing lanes, often just turning on the other signal.
With rush-hour traffic cleared, I got my first taste of what the STS could do with a little breathing room. All Spyder RT models are powered by a liquid-cooled, 1,330cc Rotax ACE (Advanced Combustion Efficiency) inline-Triple making a claimed 115 hp at 7,250 rpm and 96 lb-ft at 5,000 rpm. Given its 1,021-lb dry weight, the power-to-weight ratio is fairly low. With a smooth throttle-by-wire, it doesn’t have any problem launching off the line, but if you need to quickly overtake at higher speeds, you’ll need to drop it down a gear or two. I would’ve welcomed a ride mode besides just standard or Eco that offered quicker power delivery.
The Can-Am manual advises riders to lean forward and into a turn, which provides an experience similar to riding an ATV or personal watercraft.
Speaking of quick shifts, the RTs have a 6-speed semi-automatic transmission with shifting handled manually with thumb and index-finger paddles on the left grip. However, the left grip felt a little small for this arrangement. I don’t have big hands, but the space felt a little tight, especially with bulkier heated gloves, and I worried that I would accidentally trigger one of the paddles. The RTs will downshift automatically, but I had a couple issues with this, including responsiveness. When I would coast to slow from 6th, unless I applied the brakes, I could get down to around 1,800 rpm before it downshifted, which meant that if I needed to accelerate again in a hurry, I’d either be trying to do it in a too-high gear or have to quickly downshift manually. Also, when I was cruising around town (where the automatic downshifter works better), I sometimes forgot I had to manually upshift.
However, the inline-Triple holds its own at speed, and for my early introduction to a Can-Am Spyder RT, it was a blast bombing down the California freeways and through the evening mist caught in the yellow halogen cones of light while Led Zeppelin wailed from the speakers. I was definitely grinning, so maybe the people I honked at thought it was out of exuberance.
The cockpit has a lot going on. The 7.8-inch LCD screen is positioned in a good spot and flanked by two speakers, with two more below. However, the windscreen switch would’ve been a little more accessible on the handlebar instead of below and to the left of the ignition.
Spirit in the Sky | Can-Am Spyder RT
The next morning, I started the 450-mile journey from sea level to my home at 6,000 feet, providing an idea of how this luxury tourer handles long hours in the saddle. However, I pushed it a little more than just a casual tour – strictly for research purposes, of course.
The windscreen provides good wind protection even in its lowest position (seen here). With it fully raised, you can do almost triple-digit speeds without helmet buffeting.
The first thing I noticed was how three wheels affects the suspension experience. The RT Sea-to-Sky has Sachs suspension components, nonadjustable in the front with 6.9 inches of travel and with manual air preload adjustment in the rear with 6.0 inches of travel. On two wheels, you only dip or rebound, but each side of the RT’s front suspension system works independently of the other, which creates a different plane of movement than two wheels. For example, if the road conditions are different on one side of the lane or you ride over a change in road surface at an angle, there is not just the front/back suspension travel but also a side-to-side change, which takes some getting used to. However, on a consistent road surface, I was able to get the Spyder just south of triple digits on a couple straightaways, and it was surprisingly smooth.
The front hood pops up and forward to reveal the battery access and more storage space.
Cornering is probably the biggest difference in the ride. The owner’s manual is very clear on this point: “Do not countersteer as you do with a motorcycle. Unlike a motorcycle, this 3-wheel vehicle cannot lean while turning. You must relearn how to turn. … You will feel sideways forces pushing you to the outside of the turn. … In tight turns, it may help to lean your upper body forward and toward the inside of the turn.”
I couldn’t have said it much better. When cornering on a motorcycle, the rider and vehicle lean together. When cornering on a Spyder, the vehicle pivots and the rider leans to compensate for centrifugal forces. I went into several corners pretty hot, and it took some muscling to hold my line. All Can-Am Spyders are equipped with a Bosch-engineered Vehicle Stability System (VSS), which integrates ABS, electronic brake-force distribution, traction control, and stability control, along with Dynamic Power Steering. Being new to the three-wheeled experience, I had to calm my nerves a bit until I got more comfortable with the dynamics. Only having a foot brake – albeit a substantially sized pedal – also required some adaptation.
The Spyder RT only uses rear braking, but the pedal is almost as big as what you’d find in an automobile, and the footboard is roomy.
If you’re not in a hurry, these things won’t be as much of an issue. But if you’re wanting to push it a little more, it’s an engaging experience, in some ways more immersive and intense than riding a motorcycle. To maneuver at speed, I had to pay attention and work a little more.
Each side of the RT’s front suspension system works independently of the other.
Given these experiences – which reminded me of riding ATVs in my younger, wilder years – even though people talk about how great Can-Ams are for those who don’t want – or are unable – to wrangle a bigger touring bike anymore, the RT is also a good match for those who are looking to transition out of the four-wheeler world into something they can pack up and take on the road while enjoying an open-air, full-body experience.
The top case on the Spyder RT has 5.8 gallons (22 liters) of storage space, enough for two helmets.
However, when you do take it on a roadtrip, don’t expect stellar mileage. On my trip from California to Utah, I averaged 28.7 mpg. With a 7-gallon tank, this adds up to just over 200 miles of range. But with a roomy and plush seat, wide and long footboards, an electrically adjustable windscreen, and adjustable side wind deflectors, it’s easy to do these miles in one sitting. Keep an eye on that range, though, as the countdown of remaining miles to fill-up disappears when you drop below 20 miles.
You may also lose a little oomph in mountain passes. On the Black Ridge just south of my home, the interstate climbs about 2,000 feet over the span of a dozen miles, and when I hit a 15-mph headwind coming up the ridge, the RT couldn’t hold its speed. However, thanks to the three wheels, I never had any clench moments when I got blasted by crosswinds over the span of nearly 500 miles.
With all those solo touring miles, once I returned home, I was excited to take the Spyder out with some pretty tough critics riding pillion.
My 11-year-old son, who has ridden with me on most test bikes I’ve reviewed, said he loved it more than any of the others. In the October 2023 Exhaust Note, I talked about how he gets a little nervous leaning over on curvy roads, so I think he liked the stability on the Spyder. I also talked about his “flying” arms when we’re on straightaways. I caught a glimpse of those spread arms in the mirrors of the Can-Am, as well as hearing shouts of jubilation as we cruised the rural valley outside of town blasting Imagine Dragons, one of his favorite bands. (Did I mention that the sound system is one of the best I’ve heard?)
My wife and I are on mostly common ground when it comes to music, and I often put our mellow Ray LaMontagne library on shuffle when we’re on two-wheel tourers, but the Can-Am felt better suited to the rowdier Nathaniel Rateliff. This is maybe why I ended up pushing it a little more when she was on the back. She had a similar difficulty getting used to the sensations of the three-wheeled suspension and cornering at higher speeds. However, she liked the wide seat and backrest and thought the grips were better situated than some other bikes, which were more of a reach for her and ended up causing back discomfort.
The passenger area of the Spyder RT Sea-To-Sky offers large handgrips and ample seating, both with dedicated heating controls, and speakers on the top case add to touring enjoyment.
My dad is an outlaw country guy. I’m also a Waylon, Willie, and Johnny fan, so I could’ve played that when we went for a ride, but I wanted him to experience the pure ride for what it was: his first time climbing aboard something with less than four wheels (or hooves) in decades, a moment especially poignant given his Parkinson’s diagnosis. We clunked helmets a few times, but about 20 minutes in, when I thought he might be getting tired, he gave me the thumbs up, and we kept going.
I had prepped him with a few things to think about during the ride, and when we got back, I could tell he really enjoyed it, and I asked him to put together a couple paragraphs about his experience. He sent me about 2,300 words. And to think I used to get in trouble for not following directions.
Because he has a way with words and makes some interesting observations about the nature of being a motorcycle journalist, I have included the (mostly) unabridged version after the spec chart below, but to summarize based on his “essay” and my conversation with him, riding the Spyder was a good experience. As with my wife, he appreciated the comfort of the ride, the generous room for a passenger, the cushy seat, large passenger footboards, and foam hand grips.
“If my Can-Am ride antedated our (recent) final decision on new dining room chairs,” he wrote, “so comfortable was the seat on the Can-Am that there would now be four of them, each one parked on the four sides of our dining room table.”
Thumbs-up is always a good sign, especially when it comes from your 77-year-old father with Parkinson’s. (Photo by the author)
He also agreed with how smooth the ride was at speed, with no helmet buffeting – or anxiety – as we got up near 80 mph. Most important to him, however, was the sense of stability. Many injuries suffered by people with Parkinson’s are the result of falling, which starts with a lack of balance.
“When we start to take a fall, we do not react appropriately. … The positioning of the handgrips and the legs of an individual riding pillion on the Can-Am, combined with the lack of leaning required from a passenger, contraindicate getting into a fall trajectory posture.”
I was just glad he had fun.
In “Everyday People,” Sly and the Family Stone sings about “different strokes for different folks.” The 2023 Can-Am Spyder RT Sea-To-Sky may be the perfect vehicle for those looking to transition from two wheels to something easier to handle or from a four-wheeler to something that opens up a new world of possibilities. Or just someone looking for a new experience.
It’s a hard vehicle to define, but once you get over the fact that it’s not exactly what you’re used to, you can learn to enjoy it on its own terms. It gave me a chance to do something with my father that I may not ever get to do again, and for that, I will always be grateful.
The Can-Am Spyder RT is great for touring sites like the historic Rockville Bridge outside of Zion National Park. It also “bridges” the gaps between two-wheel and four-wheel riders.
Thoughts on the Can-Am Spyder RT Sea-to-Sky and other topics by Daniel R. Dail:
The large handgrips were a welcome addition to passenger accommodations for my dad. (Photo by Jill Dail)
My son Paul tests and reviews motorcycles for a living for two upscale magazines. I am moved to wonder how many men envy him in this, one of the more unusual, if not bizarre, mixtures of the arts and sciences that one can conjure up.
In thinking about it, it may not be as strange as it seemed at first glance. Someone has to do it. I never gave it much thought until now, but machines can have a legacy that’s truly their own. Think not? Think again. The Ford Mustang. The 1932 Ford Coupe. The Harley Davidson 1948 Panhead, 1964 Chevy Camaro, 1964 Ford Edsel, and hundreds, perhaps thousands more. In each case, someone has to tell its story, set in motion those things that would become part of what that machine represents. Even in the case of classic failure (Edsel), someone has to start the record.
Welcome to the intersection, the place where the impossible happens, the lamb lays down with the lion, a place where the sword ever so gently embraces the pen, and the covenant they share creates the story of a particular machine through the gauntlet, through fire and ice. That story may very well turn out to be that machine’s legacy. A motorcycle journalist position requires excellent judgment, a solid business acumen, and astute instincts for diplomacy when writing up the assessment report on a particular make or model of motorcycle.
There are spectacular true accounts, especially in automotive history, whereupon the future of an entire company, its stakeholders, and employees were riding on the acceptance of a new model or concept, only to be driven askew by a negative review. Occasionally, a sword can be withdrawn in time to stem the hemorrhaging; rarely, if ever, can this happen with the pen.
I can give no assurances that Paul himself is fully cognizant of the enormous power he wields in carrying out of his duties in what his older brother has labeled a dream job. Whether a novelist or essayist, while holding a reader’s interest is important, holding their trust is the Holy Grail. History is replete with accounts of multitudes of humanity who have given over the gift of their trust to a charismatic leader only to be richly rewarded; others have paid the ultimate price for the misplacement of their gift of trust. They didn’t drink poison from the cup because they were thirsty; they drank it because they trusted the person serving it to them. I am of the opinion that trust has been undervalued – not given its due.
Paul’s typical first ride on a particular motorcycle to which he has been assigned originates in traffic-choked Los Angeles County, population density over 2,400 people per square mile and 89 feet in elevation, and it draws to a conclusion about 450 miles away in Iron County, Utah, density 15 people per square mile and elevation just under 6,000 feet.
Much of the ride is on the high desert (aka cold desert) biome of the Mojave, a moody, ever-changing landscape with a beauty all its own that can suddenly be interrupted by a hostile paint-stripping sandstorm or a 30-degree temperature plummet that can only be a prelude to a marble-sized summer hailstorm. Then there’s the much feared and much maligned gully washer. Torrents of water seemingly appearing out of nowhere, laying to waste everything in its path.
Much of this rather fragile land has not taken kindly to the scars carved into its surface by marauding throngs of dirtbikes, dynamite blasts which would become manmade gorges, and incessant assaults from a developer’s bulldozer. They tear out the sage and uproot the juniper trees and then name the streets after them.
There is a rich history of native people inhabiting parts of Mojave, but for the most part it is rather hostile to human habitation. There, a lone motorcyclist has to develop good instincts for changing conditions.
Compared to Paul, I am an imposter, a poor replica of the real thing. But here I am, neither a writer nor motorcycle afficionado, preparing for a small taste of what my son does professionally. But I am a creature of my own design. I am what I call a “word stylist,” an inferior subspecies of writer who writes from a place of raw emotion and who has but a fleeting acknowledgement of the rules of punctuation and sentence structure.
I am schooled in the sciences, so it doesn’t make sense that I am so attracted to “paragraphical” sentences and the use of ten words when five will do nicely. I like to push the limits of language. I think that there is a certain elegance in the use – but not overuse – of archaic words and phrases. Elaboration knows no better friend than I.
So how do I earn the reader’s trust? The first thing that I must do is remember is to stay in my own lane, figuratively speaking. I have been invited to be a guest on board the Can-Am Spyder RT Sea-To-Sky (hereafter, the “Can-Am”). Nothing more. I will not handle any controls, bells, or whistles unrelated to my role as an uninformed passenger with a paucity of technical acumen aboard a behemoth of a machine that bears no resemblance to the arachnid for which it is named. Looking down from aloft, there is an unmistakable likeness to a scorpion, however. Somebody really missed the mark naming this machine. And “Sea to Sky”? Out of fairness, there is no ocean front nearby to Cedar City, but the whole time I was on board the Can-Am, not once did it leave solid ground to become airborne.
After I have become thoroughly saturated by the experience aboard the Can-Am, like Paul, I will be asked to write about it, but unlike Paul, my testimony will be stripped of technical jargon or inference made from previous experiences because I haven’t had any, unless you count a Cushman Highlander and a Triumph 250cc bike in the early 1960s.
My contribution will be largely sensory: What does it feel like? So it would seem that my value to this story is that I don’t know very much, and if I can own up to it (stay in my lane) and not try to convince the readers otherwise, I will have served my purpose.
Particularly pertinent to this venture into the unknown are my age – I am 77 – and that I have a neurodegenerative disorder, Parkinson’s disease. This makes me susceptible to a myriad of symptoms that, without some accommodation, might make the ride on the Can-Am something less than a good idea.
Seventy-seven years requires little in the way of an explanation. I didn’t do anything wrong, and I didn’t do it on purpose; it just turned out that way on my last birthday.
Parkinson’s disease is another set of circumstances and plays heavily into what I can say about the view perched in the “not aloft” of the passenger seat of the Can-Am (there is no awkward towering over the driver).
Were I asked to give a one-word description of the Can-Am, it would be “generous.” There is more than ample room for driver or passenger to mount first, assisted by the three points of contact with the ground. For someone with Parkinson’s, this could be the difference between going or having to stay home.
On this particular day, I sauntered up, stepped on the main footboard with a confidence bolstered by the size of it, hoisted my right leg over the seat back, and eased slowly down the backrest gently kneading my lower back, waist, and rib cage as I settled down onto the seat with its rather complex combination of tucks, rolls, and rises. The seat pad yielded in places, and I redirected my legs to the large, stirrup-like 4×6-inch passenger footboards and tested the soft, ample 12-inch foam handgrips.
This may be as good a place as any to mention that my wife and I had been searching for some new dining room chairs about the same time as I took my ride on the Can-Am. For the dining room chairs, comfort needed to be the most important feature. We longed for those seemingly irretrievable days when family and good friends could sit around the dining room table for hours after a meal and just talk. Everything from Russia’s war in Ukraine to the possibility of a particular horse winning the Triple Crown might be discussed. No TV, and cellphones turned off. Just good conversation with people you care about.
We finally found chairs that looked like they would serve our needs nicely on Amazon, but if my Can-Am ride antedated our final decision on new dining room chairs, so comfortable was the seat on the Can-Am that there would now be four of them, each one parked on the four sides of our dining room table.
The basic platform of all Can-Am cycles is the same three-wheeled configuration of two up front and one behind. My assignment is very specific on this point. I’m bound to the notion of being someone who knows very little – or nothing – about the technical specifications of this machine and therefore have nothing of substance to say about this configuration without running the risk of not staying in my own lane as I promised I would do. I will leave the merits and drawbacks to others. I am confident, however, in saying the Can-Am gives an amazing sense of stability because of its three-wheel configuration.
Those of us with Parkinson’s disease don’t do well in crowded places, so riding pillion on a 4-inch-wide seat pushed up over the back of the driver would not be my idea of an ideal cycling experience. Neither would the reciprocal – nothing to give stability, or a sense of reckoning with the natural forces in the world within which we exist. Take gravity, for example. Taking any statistic on falling and adding Parkinson’s disease and adjusting for age, and it is worse.
Everything about falls, including occurrence, injury, hospitalizations, and deaths due to falls is worse with Parkison’s. Over time, the disease erodes one’s ability to react, reaching a point where, when we start to take a fall, we do not react appropriately. An example of appropriate reaction would be to raise your arms to cover your head or your face to lessen the damage done on impact or put your hands out in front of you to lessen the impact itself, to “break the fall.”
Falling is a surprisingly complicated action involving a large number of soft tissues and organs laid upon or protected by a rigid framework and a nervous system firing at blinding speed in an effort mitigate the damage. However, there is little in the way of mid-fall recovery when someone has Parkinson’s. Once you are in a fall trajectory, you are most likely to be consumed by a kind of helplessness so overwhelming that it is somewhat akin to being pulled into the fall. The trajectory is like a vacuum tube: You are literally sucked into it.
I have no first-hand experience to draw upon since my Parkinson’s diagnosis, so I must speculate that the leaning that is part of negotiating turns on a two-wheel motorcycle would not bode well with the balance problems of the kind that often accompany Parkinson’s. Leaning is also one of the ways we end up in a fall trajectory.
However, the positioning of the handgrips and the legs of an individual riding pillion on the Can-Am, combined with the lack of leaning required from a passenger, contraindicate getting into a fall trajectory posture. Additionally, the adjustable windscreen cuts a wide swath, leaving both passenger and driver well-protected from windblast, even at speeds in excess of 75 mph, which gave me an added sense of security.
So now we come to the elephant in the room. What is someone with Parkinson’s disease doing on a motor-driven cycle anyway? Well, PD is progressive disease: In early stage, it may not even be noticeable; at end stage, you’re more worried about where your next breath is coming from than going on a motorcycle ride (suffocation is responsible for a lot of deaths in people with PD). It’s what comes between early and end stage that really matters. And isn’t that pretty much the way it is for everyone, PD or not? Michael J. Fox made a couple of movies and filmed several episodes of the TV show Spin City in early-stage PD. Who knew? Now in the middle stages of PD, the disabling effects are considerably more evident. Perhaps he might have second thoughts about jumping on a Can-Am and taking an afternoon ride. Me? I wouldn’t give it a moment’s hesitation – at least not today. Just watch me.
This machine, the Can-Am Spyder RT Sea-To-Sky literally shouts the words “Riding Two Up,” given its generous dimensions, stability, and passenger accommodations aplenty.
Fifteen years after my diagnosis. I awaken almost every morning knowing that as soon as I wipe the sleep from my eyes, the fight for who will rule this day will already be under way. It’s going to be one helluva battle, and I am going to be right in the thick of it. My opponent is Parkinson’s disease. Some days I do pretty well – other days, not so much. But every day, every single day that I show up, PD will know it has been in a fight.
That is how I have earned Parkinson’s creds. It’s the same way Paul has earned motorcycle and writing creds…it’s the hard way. And because I have stayed in my own lane, shown the readers that I trust them, and because Paul Dail is my son, it has hopefully earned me at least a glimpse of the coveted treasure, the Holy Grail: the reader’s trust.
Following up on the success of Triumph’s other middleweights, including the Trident 660 roadster and the Tiger Sport 660 adventure sport-tourer, Triumph has revealed a new Triple-powered middleweight sportbike for 2024, the Triumph Daytona 660.
At the unveiling of the Daytona 660, Alastair Fairgrieve, Triumph’s global product marketing manager, said the name was originally chosen to honor Buddy Elmore’s victory on a Triumph in the 1966 Daytona 200, where Elmore came from the 46th on the grid to win the race.
The name has appeared in various iterations of Triumph motorcycles over the subsequent years and returns in 2024 with the Daytona 660, which features a liquid-cooled 660cc inline-Triple with DOHC, 4 valves per cylinder, and a 240-degree firing order. It makes a claimed 94 hp at 11,250 rpm (17% higher than the Trident 660), with redline at 12,650 rpm, and 51 lb-ft of torque at 8,250 rpm (9% more than the Trident), with more than 80% of the torque available from 3,125 rpm.
The bike has a 6-speed gearbox, throttle-by-wire, a slip/assist clutch, and 3-into-1 exhaust with a low stainless-steel silencer. Triumph’s Shift Assist is available as an accessory fit for clutchless up- and downshifts.
2024 Triumph Daytona 660 in Snowdonia White
Stuart Wood, chief engineer of concept and electrical at Triumph, said the Dayton 660 is focused for “real-world use.”
“Everything we do inspires us,” Wood said. “(With) everything we do at the highest level … we’re learning, and we’re getting more into the engine. We’re looking for better economy, cleaner, and more performance all the time. And I think we’ve delivered fairly well on this one.”
The Triumph Daytona 660 has three ride modes – Sport, Road and Rain – each offering a different throttle response and level of traction control intervention, with Sport mode geared toward more aggressive road riding or track sessions. The traction control system can be turned off for riders who prefer complete freedom from electronic intervention, and a new Emergency Deceleration Warning system activates the hazard lights to alert other drivers during heavy braking.
Stopping power comes from twin 4-piston radial calipers biting 310mm floating discs up front and a single-piston sliding caliper and 220 fixed disc in the rear. ABS is standard. An inverted nonadjustable Showa SFF-BP (Separate Function Fork-Big Piston) fork provides 4.3 inches of travel, and a Showa rear monoshock offers 5.1 inches of travel and preload adjustability. When asked about the lack of adjustment on the front fork, Triumph Chief Product Officer Steve Sargent said that when supersport bikes evolved to become more track-focused, they became more tech- and spec-laden.
“The price point moved up to a point where the (middleweight) class really kind of disappeared because they got to a price point where they were not that far away from the cost of going to a larger capacity machine,” he said. “But they weren’t delivering the same kind of performance.”
Sargent said it became a question of delivering the balance between the specification and the price that a customer really wants.
“So that’s the way we’ve ended up with this bike,” he said. “We think this really hits the mark.”
Ergonomics also reflect the idea of “real-world use.” Clip-on bars are positioned above the top yoke, and footpegs have been moved slightly up and back for a balance of comfort and cornering clearance. Separate rider and passenger seats, with a rider seat height of 31.9 inches and a narrow stand-over make the Daytona 660 manageable for riders of all sizes, and an accessory low seat is also available, lowering the seat height almost an inch to 30.9 inches. The bike rides on five-spoke cast aluminum wheels wrapped in Michelin’s new Power 6 tires.
The Daytona 660 has twin LED headlights that incorporate a central air intake, as well as a contoured LED taillight. The bike has a color TFT screen integrated into a white-on-black LCD display that is compatible with the accessory fit My Triumph Connectivity System, which enables turn-by-turn navigation plus phone and music interaction.
2024 Triumph Daytona 660 in Satin Granite
The 2024 Triumph Daytona 660 will come in Carnival Red, Satin Granite, and Snowdonia White starting at $9,195, available in dealers in March 2024.
Here at Rider magazine, we believe that joke should never get old. Something else we hope never gets old is passion for all-things-motorcycles, and in 2023, we were pleased to see our readers continuing to carry that torch.
While Rider publishes a wealth of detailed gear reviews, travel stories that make you want to leave your day job, entertaining and informative features, and the latest in motonews, when it came to 2023, most readers came to our site looking for what Rider does best: motorcycle coverage.
So check out the Rider Magazine Top 11 Stories of 2023 below, and keep the rubber side down.
Whether you’re a shorter rider, a new rider, or an experienced rider who loves zipping around on small bikes, there are plenty of options out there for you. In this list, we’ve collected the best motorcycles for smaller riders with seats under 30 inches and selling for less than $17,000.
The 2023 Kawasaki Ninja ZX-4RR is a new track-focused sportbike powered by a 399cc inline-Four with ride modes, traction control, and more. MSRP is $9,699.
Rider‘s 2024 motorcycle buyers guide features new and updated motorcycles, including photos and details, as well as links to videos, first looks, first rides, and road tests.
Honda has announced the return of the Gold Wing family of motorcycles for 2023, three of which feature Honda’s exclusive Dual Clutch Transmission, starting at $25,600.
2023 Suzuki GSX-R750 in Pearl Brilliant White and Metallic Matte Stellar Blue
Suzuki Motor USA has announced its first group of 2024 motorcycles: the GSX-R750 sportbike, the DR650S and DR-Z400S dual-sports, and the DR-Z400SM supermoto.
Honda has announced two new beginner-friendly dual-sport motorcycles for model year 2023: the all-new XR150L and the new low-seat CRF300LS. Models returning for 2023 include the CRF300L, CRF300L Rally, and Navi.
Honda has announced more returning motorcycles for 2023, including the CBR650R and CBR500R sportbikes; the CB1000R, CB650R, and CB500F naked bikes; the CB500X adventure bike; the XR650L dual-sport; and the Fury cruiser.
The 2023 KTM Adventure 390 returns with a 4-stroke DOHC 373cc Single, but the small-displacement adventure bike has been given a new look and increased off-road capability.
The Honda XL750 Transalp returns to the U.S. market with a new 755cc parallel-Twin, a 6-speed gearbox, a quickshifter, and five ride modes, all starting at $9,999.
Joining the company’s Modern Classics lineup, the all-new 2024 Triumph Speed 400 and Scrambler 400 X feature a liquid-cooled 398cc single-cylinder engine making a claimed 39.5 hp and 27.7 lb-ft of torque.
The Royal Enfield Shotgun 650 is a new model built on the brand’s 650 Twin platform that has a unique style and a focus on customization potential. This new bike began as a limited edition build at Motoverse 2023, and the production version Shotgun 650 will be launched across global markets in early 2024.
2024 Royal Enfield Shotgun 650 in Sheetmetal Grey
The Shotgun 650 features a “neo-retro” design that combines Royal Enfield’s heritage with a modern appeal.
“It is a retro-futuristic interpretation of what a factory custom motorcycle with thoroughbred Royal Enfield DNA would look like,” said Siddhartha Lal, managing director and CEO of Royal Enfield’s parent company, Eicher Motors Ltd. “A shape-shifting machine that defies categorization, both in form and in spirit, the Shotgun 650 is something absolutely new and different.”
The Shotgun 650 is powered by the 648cc parallel-Twin also found in the INT650, Continental GT, and Super Meteor 650. In the Shotgun, the engine produces a claimed 46.4 hp at 7,250 rpm and 38.6 lb-ft of torque at 5,650 rpm. The bike is said to weigh 529 lb wet, and its solo floating seat has a height of 31.3 inches. Wheelbase is 57.7 inches, rake is 25.3 degrees, and trail is 4 inches.
Suspension on the Shotgun 650 is provided by a 41mm Showa Big Piston Fork with 4.7 inches of travel and a Showa twin shock rear suspension unit with 3.5 inches of travel and five-step preload adjustability. Braking comes in the form of single discs front (320mm) and rear (300mm) paired with twin-piston calipers, and ABS is standard. The bike rides on wide 18-inch front and 17-inch rear tubeless tires.
2024 Royal Enfield Shotgun 650 in Green Drill
Brightening the way is an LED headlight, and the Shotgun 650 includes two round displays and includes the Tripper navigation system. The bike also comes with the new Royal Enfield Wingman in-app feature that allows the user to access the motorcycle’s live location, fuel and engine oil levels, service reminders, and more. Also included is a USB charging port.
Royal Enfield says the Shotgun 650 is designed to be a blank canvas on which the rider can inscribe their own personality and preferences. The bike features a modular design meant to encourage customization. A range of 31 Royal Enfield accessories are available from bar-end mirrors and a sculpted solo seat to contrast-cut billet rims. It can also be fitted with a passenger seat or luggage to fit the needs of the rider.
About the design of the Shotgun 650, Mark Wells, chief of design, said, “The story of Royal Enfield is one of customization. Our customers have been taking our motorcycles and personalizing them for decades. Looking to that rich creative culture for inspiration, we unleashed our designers to ideate in that same spirit of unfettered imagination.”
Additionally, Royal Enfield has partnered with American apparel manufacturer Icon Motorsports for a line of motorcycle apparel for the Shotgun 650, and more details about this partnership are to be announced later.
The 2024 Royal Enfield Shotgun 650 will come in Stencil White, Plasma Blue, Green Drill, or Sheetmetal Grey. Pricing has not yet been announced. For more information, visit the Royal Enfield website.
Hopefully our 2023 Holiday Buyers Guide will provide you and loved ones with great gift ideas.
Motorcyclists might be in the minority in thinking December is not “the most wonderful time of the year,” but a gift of motorcycle parts or gear brings the joy of the season. If you’re considering what to tell friends and family when they ask what you want for the holidays or are looking to buy a gift for a fellow rider, this Holiday Buyers Guide is a good place to start.
Here at Rider, we work hard to bring you “Motorcycling at its Best” in each issue. We hope these pages keep your riding passion burning through the cold months and give you plenty of new routes, techniques, and products to try out once the ice thaws. We’re able to continue this mission through support by you – our loyal readers – and our advertisers. Adding an item from this holiday buyers guide to your gift list not only benefits you or your motorcycle-minded loved one but also the companies that help us to keep delivering the stories you enjoy.
Thank you, and happy holidays from Rider!
Hair Glove
The Hair Glove prevents knotting and tangling while keeping hair protected from dirt, dust, and other damaging elements, and it provides a sleek and stylish look with its cylindrical design. Snap buttons running the length of the Hair Glove help keep hair in place, and the built-in Flex-Hook attaches to an elastic band to keep it from sliding out even at high speeds. Simply hook it, wrap it, snap it, and go. Available in a variety of lengths and designs starting at $18.99.
This modular helmet features a carbon fiber shell for enhanced shock resistance, a distortion-free faceshield with increased peripheral view, and an adjustable three-step drop-down sunshield. The chinbar has a hidden closure point for smooth contact and less pressure in the cheek area, and the 3D-engineered interior reduces wind noise. The helmet is compatible with the second-generation Smart HJC Bluetooth system and other comms systems. Available in sizes XS-2XL starting at $699.99.
This new product from Barnett fits all Harley-Davidson FL Touring models with Milwaukee-Eight engines, as well as 2013-current models with slip/assist clutches (except Softails). Made in the USA, the one-piece hard-anodized billet pressure plate guarantees no flex and optimal durability. Weighted arms progressively apply increased pressure as the engine revs up. Two sets of chrome silicon heat-treated and preset no-sag springs are included for different pressure options. Available for $415.88.
This tank bag is made of TPU material with no seams, holes, or exposed zippers, creating a completely waterproof compartment for your items. It has a sturdy EVA lid with a magnetic lock for easy access and MOLLE attachment on the lid for extra carrying capability. The bag can fit on many motorcycle tanks, including small enduro bikes with narrow tanks, and it includes quick-release buckles for fast removal and a carrying handle. The bag holds 5.5 liters and weighs about 2 lb. Available for $199.95.
Protect your Harley from tip-over damage with this engine guard. Engineered from high-strength steel, the guard includes an oil cooler cover and black crash pads. The bolt-on design makes for a simple installation: Remove the mounting hardware from the stock foot controls, fit the engine guard in place, and bolt it back together. Available for $549.99 in a black or bronze finish, the guard fits 2018-23 Low Rider, Low Rider S, Low Rider ST, Softail Standard, and Street Bob models. Rear guards are available for $299.99.
Hawg Halters Radial-Mount 6-Piston Single Caliper Kit
Upgrade your brakes with this 6-piston radial-mount caliper kit. Fitting the popular 108 x 22mm mounting configuration, the precision CNC-machined 6061 billet-aluminum construction provides an optimum strength-to-weight ratio for strong braking responses. Reliability is ensured with dual EPDM copolymer seals and stainless-steel pistons, and a quick-change design allows for simplified pad maintenance. Available in Bright Machine, Gloss Black, Inca Gold, and Show Chrome finishes starting at $390.
This tank bag can fit on nearly any motorcycle and includes a magnetic attachment for bikes with steel tanks as well as straps for nonmagnetic attachment. It’s made from napalon synthetic leather and waxed canvas and includes splashproof inner lining. A waterproof cover adds more rain protection, and the carrying handle allows the bag to be easily transported. The zippered expansion increases volume from 3 liters to 5.5. Available in black or black with brown for $121.95.
Made with medical-grade neoprene rubber, the Wild Ass Classic is a comfortable and natural-feeling motorcycle seat cushion designed for long-distance riders who want extra comfort and less fatigue. The neoprene rubber reduces pain at pressure points and promotes blood flow. The inflatable cushion also reduces shock and vibration, keeping riders comfortable over long distances. The Classic cushion is 15.5 x 14 inches and comes with a bladder, a cover, straps, and a patch kit. Available in black for $249.99.
SMK’s top-of-the-line helmet features a lightweight and impact-resistant Titan Carbon outer shell comprising carbon-fiber composite and energy-absorbing thermoplastic. An inner liner consisting of multiple densities of expanded polystyrene provides additional impact absorption. Ventilation is provided by a chin vent, a top vent, and four exhausts. Also included are a drop-down sunshield and a Pinlock anti-fog insert. This full-face helmet is ECE and DOT certified and available in sizes XS-2XL starting at $279.99.
Spectro’s Heavy Duty products include engine and transmission oils, primary chaincase oils, fork oils, and brake fluids that deliver maximum protection while extending drain intervals and component life. Spectro’s Golden Synthetic Blend is the ultimate engine lubricant designed for use in Harley-Davidson V-Twin engines and features a combination of world-class Group IV synthetic lubricants, superior base stocks, and advanced anti-wear additives to extend component life. Find it at your local dealer.
