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2025 Triumph Icon Editions Preview 

2025 Triumph Icon Editions Scrambler 1200XE
2025 Triumph Scrambler 1200 XE Icon Edition

The Triumph Icon Editions collection for 2025 includes seven Modern Classic motorcycles featuring a Triumph logo that dates back to 1907, along with special color schemes and hand-painted details. These limited-edition models will only be available for the 2025 model year, making them collectable models for true Triumph fans. 

2025 Triumph Icon Editions Bonneville Bobber
2025 Triumph Bonneville Bobber Icon Edition

The Triumph logo has changed many times throughout the company’s history. The first was a shield in 1902, followed by a script logo in 1907, which was used for seven years. The design added “Motors” to the logo in 1915, followed by the return of the shield from 1902 but in color during the 1920s. In 1932, the logo changed by an oval globe. In 1934, the logo returned to the word “Triumph,” and it has evolved since. It’s the 1907 script logo that the company brings back for the 2025 Triumph Icon Editions collection. 

2025 Triumph Icon Editions Bonneville T100
2025 Triumph Bonneville T100 Icon Edition

The seven Modern Classic models in this collection feature different two-tone color splits of Sapphire Black and Aluminum Silver, with side panels finished to match the fuel tanks. Hand-painted coach lining traces the color-split lines in either black or gold. Each model also features the 1907 Triumph script logo in gold, along with exclusive Icon Edition model graphics. 

The Triumph Bonneville T100 Icon Edition ($11,745) features an Aluminum silver finish with Sapphire Black accents on the tank and side panels, with black coach lining. The Bonneville T120 Icon Edition ($13,695) has a Sapphire Black tank with silver accents and gold detailing. 

2025 Triumph Icon Editions Scrambler 900
2025 Triumph Scrambler 900 Icon Edition

In the Scrambler family, the Scrambler 900 Icon Edition ($12,245) has both black and silver on the tank separated by black coach lining, along with Sapphire Black fenders. The Scrambler 1200 X Icon Edition ($14,395) has an Aluminum Silver tank with black kneepads and two black tank stripes. The Scrambler 1200 XE Icon Edition ($16,095) has Phantom Black wrapped around both sides of the silver tank, along with gold lining to match the gold-anodized fork. 

Related: 2024 Triumph Scrambler 1200 X/XE Review 

2025 Triumph Icon Editions Speedmaster
2025 Triumph Speedmaster Icon Edition

The Bonneville Bobber Icon Edition ($14,795) retains its minimalist style with a predominantly black color scheme, with silver hand-painted accents. The last model in the collection is the Bonneville Speedmaster Icon Edition ($14,795), with silver finish on the tank and fenders, along with a central Sapphire Black stripe on the tank. 

Related: 2023 Triumph Bonneville Bobber Review 

2025 Triumph Icon Editions Scrambler 1200X
2025 Triumph Scrambler 1200 X Icon Edition

Triumph Icon Editions will arrive at dealerships starting in February 2025. For more information, visit the Triumph website

Check out more new bikes in Rider’s 2025 Motorcycle Buyers Guide 

The post 2025 Triumph Icon Editions Preview  appeared first on Rider Magazine.

Source: RiderMagazine.com

Suzuki Hayabusa, 1999-2024: Your Majesty for 25 Years

Suzuki Hayabusa 25th Anniversary Edition
The Hayabusa has been burning up roadways for a quarter century and has become a sportbike icon. Speed comes easy for the Busa, so whether your destination is the end of a dragstrip or another state, it can get there quicker than almost anything else on wheels. (Photos by Kevin Wing and courtesy Suzuki.)

There are countless excellent motorcycles in the world, but there are just a few veritable icons. Of all the Japanese bikes launched in the last 25 years, the Suzuki Hayabusa is perhaps most worthy of icon status. 

Suzuki Hayabusa 25th Anniversary Edition Gen 3 2022
The Hayabusa is globally renowned for major-league power, seen here in its third generation.

The sportbike paradigm shifted in 1999 when Suzuki introduced the GSX1300R Hayabusa. It had the most powerful engine in a production motorcycle and aerodynamic bodywork that looked like nothing else on the road. 

Suzuki Hayabusa 25th Anniversary Edition
The Suzuki Hayabusa celebrates 25 years with a special-edition 25th Anniversary Edition model.

For a quarter century, the Hayabusa has defined what an ultra-fast motorcycle should be. More than 200,000 Busas have found their way into the hands of speed-addled enthusiasts, from lightning-quick dragracers to sport-touring mavens who strap on luggage and blaze highways at blurring speeds. 

Fast Design | Suzuki Hayabusa

There’s always been a need for speed, and velocities ramped up in 1990 with the introduction of Kawasaki’s ZX-11, which could exceed 170 mph. Honda retaliated in 1996 with its CBR1100XX Super Blackbird, which could hit 174 mph. 

Suzuki Hayabusa 25th Anniversary Edition Original Sketch
An early design sketch shows more conventional styling than the bulbous bodywork and stacked headlights that became Suzuki Hayabusa hallmarks.

Suzuki wanted in on this high-speed action and began developing a monumental motorcycle, with the goal of being “the most powerful production bike in the world, but at the same time have usable, rider-friendly performance.” We weren’t quite prepared for the groundbreaking machine that emerged from Suzuki’s drawing boards.

Suzuki Hayabusa 25th Anniversary Edition
Over three model generations, wind-tunnel testing has ensured the Busa is as slippery as possible.

Big speed requires keen attention to aerodynamics, so Suzuki’s new flagship would need to slip cleanly through the air to become the king of speed. The fastest animal in the world is the peregrine falcon, a bird renowned for its ability to hit 200 mph during a steep dive. 

Suzuki Hayabusa 25th Anniversary Edition
Suzuki drew inspiration for the Hayabusa’s design from the peregrine falcon, the fastest animal on earth.

The Japanese word for the falcon is “hayabusa,” and the kanji character for the word was emblazoned on the bike. Peregrine falcons sometimes eat blackbirds for lunch, and so would the motorcycle that shares its Japanese name.

At the bike’s launch in 1999, Suzuki proclaimed class-leading aero. The Busa’s bullet-shaped nose featured a stacked headlight arrangement to narrow the bike’s frontal area. The front turnsignals were integrated into the nose to help funnel air to the pressurized airbox to boost power at high speeds. 

Suzuki Hayabusa 25th Anniversary Edition
With sculpted bodywork, integrated front turnsignals, and stacked headlights, the Hayabusa’s styling broke new ground.

The Busa’s chassis was more conventional: a twin-spar aluminum frame with an inverted fork and a monoshock, both fully adjustable. Offsetting the bike’s 550-lb curb weight was a 24.2-degree rake (the steepest in the category) and a mere 3.9 inches of trail. A 58.5-inch wheelbase and a steering damper helped provide high-speed stability. The front brakes featured 6-piston Tokico calipers biting on 320mm discs.

Suzuki Hayabusa 25th Anniversary Edition kanji
The kanji character on the bodywork is the Busa’s calling card.

Fast and Furious | Suzuki Hayabusa

Suzuki used lessons learned in developing its GSX-R motors, using 81mm forged-aluminum pistons reciprocating over a 63mm stroke to yield 1,299cc. The Busa also featured fuel injection, a novelty in that era, and an air injection system minimized emissions without hurting performance. A 4-2-1-2 exhaust included a catalytic converter to keep it EPA-legal. A gear-driven counterbalancer reduced vibration.

Suzuki Hayabusa 25th Anniversary Edition 40th anniversary of American Suzuki
In 2003, a limited-edition Suzuki Hayabusa with metallic orange paint and special badging celebrated the 40th anniversary of American Suzuki.

Suzuki blew us away with an unprecedented 173 crankshaft horsepower. That number dwarfed the GSX-R1100W’s output by 20 horses and easily outgunned Honda’s Blackbird. Put it all together, and the Busa was able to reach an astounding 194 mph when tested by Cycle World

Suzuki Hayabusa 25th Anniversary Edition Engine
The Hayabusa’s engine architecture has stayed essentially the same for 25 years. Displacement increased from 1,299cc to 1,340cc in its second generation.

I got my first crack at the Busa in 1999 and was thrust into hyperspace. “It’s mind-bendingly fast,” I wrote, “and the explosions inside the engine feel like little sticks of dynamite are being fed through the intake valves, igniting the mixture with greater force than what had been considered possible from a production streetbike.” 

Suzuki Hayabusa 25th Anniversary Edition Gen 1 Gen 2 Gen 3
The three model generations – Gen 1 on the left, Gen 2 on the right, and Gen 3 in the middle – show the evolution of styling yet all are unmistakably Hayabusas.

During dyno testing, the motor piled on at least 20 hp every 1,000 rpm from 2,500 to 7,500 rpm! Additionally, it generated 73 lb-ft at just 2,500 rpm, the same torque as Yamaha’s 1999 YZF-R1 made at its peak. Describing the Busa as “fast” is like calling the Sistine Chapel “pretty.” 

Also impressive was the bike’s finish quality, which exceeded most other Suzukis of the era. Its 10-disc back-torque limiting slipper clutch was stout, and its 6-speed gearbox shifted precisely. 

Suzuki Hayabusa 25th Anniversary Edition Gen 1 Gen 2 Gen 3
The three model generations – Gen 1 on the left, Gen 2 on the right, and Gen 3 in the middle – show the evolution of styling yet all are unmistakably Hayabusas.

Fast Limit | Suzuki Hayabusa

Kawasaki didn’t like Suzuki stealing the top-speed throne and retaliated in 2000 with the 178-hp ZX-12R. Surprisingly, it could only reach a top speed of 186 mph. That’s when we learned that manufacturers had voluntarily agreed to an arbitrary speed limit of 300 kph (186 mph) to avoid potential regulations on sportbikes. The top-speed wars ended by unofficial decree. 

Suzuki Hayabusa 25th Anniversary Edition Rider March 2008 Cover
The Hayabusa graced the cover of Rider’s March 2008 issue when we compared it to Kawasaki’s Ninja ZX-14.
Suzuki Hayabusa 25th Anniversary Edition Rider September 2021 Cover
The Hayabusa again graced our cover in September 2021 with the launch of the third generation.

Meanwhile, the Hayabusa kept on rolling as the poster child for motorcycle excess. Wild custom paint jobs covered the Busa’s distinctive bodywork, turbos and nitrous kits were added, and extended swingarms with fat tires became all the rage. 

But it wasn’t just sportbike jockeys who appreciated the Hayabusa’s effortless speed. Travelers who needed to get to faraway places in a hurry often chose Busas as sport-touring rigs, creating the hypersport-touring niche. 

Suzuki Hayabusa 25th Anniversary Edition
Outfitted with a tankbag and a tailbag, the Hayabusa becomes a hypersport-tourer.

The Busa’s rivals were vastly overshadowed by its massive impact on this market – more than 115,000 Gen 1s were sold. The Blackbird’s run ended in 2002. Kawasaki revamped its 1,198cc ZX-12R in 2002, but it wasn’t able to elbow its way into the Busa’s dominance among speed freaks. 

Fast Reignition: Gen 2 | Suzuki Hayabusa

Kawasaki killed off the 12R and replaced it in 2006 with the ZX-14. It was a worthy challenger but lacked the Busa’s rowdiness and street cred. The slugfest escalated in 2008 when Kawasaki introduced the ZX-14R and Suzuki gave the Busa its first significant makeover. 

Related: 2008 Suzuki Hayabusa vs. Kawasaki ZX-14 – Comparison Review

The engine’s displacement was bumped to 1,340cc by increasing its stroke 2mm. Lighter and stronger forged pistons bumped compression up to 12.5:1, and a forged crank spun chromoly rods shot-peened for extra strength. Up top were 16 titanium valves, and new camshafts offered greater lift and revised timing. Cam-chain tension was switched over to a hydraulic system.

Suzuki claimed a 12% improvement in horsepower, stretching to 194 hp at the crankshaft, a 21-horse boost. Torque was bumped 8.5% to 114 lb-ft. Harnessing the bigger power was a revised clutch that offered better feedback and employed the Suzuki Clutch Assist System. 

Suzuki Hayabusa 25th Anniversary Edition
The ultimate speedy commuter.

Modest chassis tweaks included fork sliders with a DLC coating to minimize stiction, a stiffer swingarm, and upgraded Brembo 4-piston radial calipers. Refreshed bodywork featured smoother body panel joints with hidden fasteners and a tailsection with integrated turnsignals that were said to evoke a jet-engine exhaust.

The bike looked sharper and more modern without losing its distinctive appearance, but it was saddled with a pair of ungainly triangular mufflers – a product of new emissions standards. Curb weight went up by 7 lb, and so did sales of aftermarket exhaust systems.

Suzuki Hayabusa 25th Anniversary Edition

Ergonomic tweaks consisted of a lower fuel tank so riders could better tuck behind the taller windscreen and a lowered rear subframe with a plusher rear seat. The tailsection included attachment points for securing luggage, and the area under the solo-seat hump offered additional storage.

The revised Busa was faster, handled better, and stopped with more authority, and it offered steering that was more neutral and direct than the formidable ZX-14R. As usual, the Busa impressed with its effortless power output. In Rider’s 2008 comparison test, Bill Stermer quipped: “Being in a dither about whether they make more power is like wondering if Jennifer Lopez would be more attractive if she parted her hair differently.”

Fast Money | Suzuki Hayabusa

Motorcycle sales had been on an unprecedented upward surge during the 2000s. Hayabusas were soaring off showroom floors, and aftermarket support was robust. 

Suzuki Hayabusa 25th Anniversary Edition Aerodynamics
The Hayabusa’s fluid curves and shapes not only enhance aerodynamics but also convey a sense of speed.

But then the Great Recession hit, and motorcycle sales dropped by more than half almost overnight. The battles for hyperbike supremacy took a hiatus until 2012 when Kawi unveiled a new ZX-14R, which packed 1,441cc of heat that trumped the Busa on the dyno by 17 hp. But the Suzuki was 11 lb lighter and was able to give its rival a run for the money. I logged a blistering 9.8-second E.T. on the Busa at the dragstrip, just a tenth behind the Kawi. 

As recessionary forces continued to depress the moto market, the colorful hyperbike scene faded. 

Suzuki Hayabusa 25th Anniversary Edition

Fast Gen 3 | Suzuki Hayabusa

The Busa’s third generation was introduced in May 2021 and labeled “The Refined Beast.” Billed as a 2022 model, it received a styling update yet was unmistakably a Hayabusa. Suzuki slathered its new hyperbike with the latest technology and priced it at $18,599.

Related: 2022 Suzuki Hayabusa | Road Test Review

Suzuki Hayabusa 25th Anniversary Edition
The Hayabusa entered its third generation with the 2022 model.

Never before could you get a Busa with TFT instrumentation, cruise control, a bi-directional quickshifter, or traction control, but those all became standard equipment. Brakes got an upgrade with the addition of Brembo’s vaunted Stylema calipers paired with 320mm discs and cornering ABS. The Busa’s IMU-based electronics package includes six riding modes and adjustable traction control, engine braking, and wheelie control, along with launch control and hill-hold control. 

In homage to the original, the new Busa’s instrument panel includes analog gauges that, as in 1999, use stepper motors to ratchet up the needles to their max values when the ignition is switched on. A small TFT display sits in the center.

Suzuki Hayabusa 25th Anniversary Edition Instrumentation
Analog gauges are augmented by a central TFT panel.

The engine architecture and displacement carried over into Gen 3, but most internal components were lightened, strengthened, or refined for less friction. Cam profiles were revised to reduce valve lift overlap and help achieve Euro 5 emissions standards. A new exhaust system shaved 4.5 lb, bringing the bike’s curb weight to 582 lb.

Suzuki rates the 1,340cc inline-Four at 188 hp, down 6 ponies from previous but with additional low- and midrange power. When we tested the Busa on Jett Tuning’s dyno, it generated a vigorous 173 hp and 106 lb-ft of torque at its rear tire. 

Fast 25 | Suzuki Hayabusa

Suzuki Hayabusa 25th Anniversary Edition

It’s exceedingly rare when a motorcycle model endures for a quarter century, so Suzuki celebrated the milestone with a special 25th Anniversary Edition Hayabusa in 2024. It features a special Glass Blaze Orange / Glass Sparkle Black paint scheme, a 25th-anniversary emblem atop the fuel tank, and anniversary logos etched on each muffler. 

Suzuki Hayabusa 25th Anniversary Edition third generation
The Hayabusa’s third generation debuted in 2021 as “The Refined Beast,” updated with IMU-based electronics, a TFT instrument display, and cruise control.

I had the honor of putting some miles on one and revisiting the majesty of the venerable Busa. As usual, the engine is so omnipotent that it makes the numbers on the speedo seem like they’re in kilometers per hour rather than mph. Traveling at 100 mph is absolutely effortless, so riders need to keep a watchful eye on the speedo or risk running afoul of speed limits. First gear alone will take you to 85 mph. 

Suzuki Hayabusa 25th Anniversary Edition
The 25th Anniversary Edition’s color scheme harkens back to a Gen 2 favorite.

The bike exhibits confident and stable handling, and the stiff chassis responds immediately without any flex. The KYB suspension is well-dialed, and the 31.5-inch seat retains the cushiness of previous Busas, but there’s not much room between the saddle and the high footpegs. The reach for the bars is relatively long, but the fairing offers excellent wind protection for a sportbike. Its 5.3-gallon tank offers a touring-worthy 200 miles of range.

Suzuki Hayabusa 25th Anniversary Edition Mufflers
The mufflers are etched with the anniversary logo.

Fast Legacy  | Suzuki Hayabusa

The Hayabusa’s 25-year run proves that nothing exceeds like excess. The Busa’s legendary lump of an engine continues to thrill riders today, and it has proven to be almost unkillable – some owners have racked up six-figure mileage on the odometer. 

But the Busa is more than just one of the fastest earth-bound missiles ever created. Its bulbous and smooth styling, which previously looked almost cartoonish, has become a staple of sportbike design and continues to impress passersby. While the Hayabusa is overkill for tight twisty roads, its cocktail of speed and style makes for high levels of excitement on wide-open asphalt from coast to coast. 

We are wary of using the term “icon” to describe a motorcycle, but the word certainly fits when it comes to Suzuki’s incredible Hayabusa. The king still reigns.

Suzuki Hayabusa 25th Anniversary Edition kanji on side fairings
The kanji character on the side fairings is set off with a red graphic.

The post Suzuki Hayabusa, 1999-2024: Your Majesty for 25 Years appeared first on Rider Magazine.

Source: RiderMagazine.com

EagleRider Exclusive: Yamaha 3-Day Mojave Desert Adventure

EagleRider Exclusive Yamaha 3-Day Mojave Adventure
Off-roading among Joshua trees in the Mojave Desert.

EagleRider, the world’s largest motorcycle rental and tour company, in partnership with Yamaha, announces a new and exclusive 3-Day Mojave Desert Adventure tour this October.

This limited-availability adventure invites riders to “Conquer the Mojave” riding Yamaha Ténéré 700 motorcycles and Yamaha UTVs. Taking place from October 27-29, 2024, this quick escape offers both an unparalleled taste of freedom and group excitement just beyond the neon lights of Las Vegas.

EagleRider Exclusive Yamaha 3-Day Mojave Adventure
Yamaha Ténéré 700 (Photo by Joseph Agustin)

The Perfect Blend of Thrill and Accessibility

This carefully curated tour is designed to showcase the wild side of Sin City, combining the allure of Las Vegas with the raw beauty of the Nevada desert. It’s ideal for:

  • Adventurers eager to experience the thrill of multi-day motorcycle and UTV adventures
  • Riders seeking a quick escape to conquer the Mojave Desert’s rugged terrain
  • Anyone looking to bond with fellow adventure-seekers in an epic group ride
  • Enthusiasts wanting to test the limits of Yamaha’s cutting-edge ADV bikes and UTVs
EagleRider Exclusive Yamaha 3-Day Mojave Adventure

“We’ve crafted this EagleRider Exclusive to deliver an adrenaline-pumping tour experience that reveals the untamed beauty surrounding Las Vegas,” says EagleRider CEO Sebastian Schoepe. “Riders will conquer the Mojave on the latest Yamaha Ténéré 700, experiencing the perfect mix of on-road touring and off-road thrills. On Day 3 they will have the opportunity to cross the desert in state-of-the-art Yamaha UTVs – an unforgettable fun ride checking off the bucket list.”

EagleRider Exclusive Yamaha 3-Day Mojave Adventure

Tour Highlights:

Riders will cover 450-500 total miles, including approximately 100 miles of exhilarating dirt trails:

  • Day 1: Venture into the heart of the Mojave, exploring enigmatic sites like Devils Hole and the Area 51 Alien Center before resting at The Ranch Death Valley
  • Day 2: Push your limits through the otherworldly landscapes of Artists Palette and Dante’s Peak, ending in Pahrump.
  • Day 3: Cap off your conquest with an adrenaline-fueled UTV tour starting at the historic Pioneer Saloon, possibly followed by visits to the surreal Seven Magic Mountains and the iconic Las Vegas Welcome Sign.
EagleRider Exclusive Yamaha 3-Day Mojave Adventure

Exclusive Off-Road UTV Experience:

The adventure culminates with an off-road UTV experience that lets riders:

  • Master the latest Yamaha side-by-side UTVs
  • Communicate with their team using high-tech helmet systems featuring fresh air supply
  • Encounter the wildlife of the Mojave Desert up close
EagleRider Exclusive Yamaha 3-Day Mojave Adventure

Booking Information

Spaces for this wild desert conquest are limited to 15.

To secure a spot on this ultimate adventure that blends the thrill of Las Vegas with the raw power of the Mojave, visit this exclusive 3-Day Yamaha Mojave Desert Adventure booking link.

Cost: $1,676 plus taxes per person for 1 Yamaha Ténéré 700 rental and 1 hotel room for 2 nights.

Tour Map

EagleRider Exclusive Yamaha 3-Day Mojave Adventure

Can’t join our exclusive Yamaha tour? No problem!

EagleRider provides year-round off-road side-by-side UTV experiences, allowing adventure seekers to explore the stunning Mojave Desert on their own schedule. Ideal for those who can’t join the 3-day tour or don’t hold a motorcycle license, these UTV rides offer a thrilling way to discover the desert’s rugged beauty. Visit this UTV Tour booking link to learn more.

EagleRider Exclusive Yamaha 3-Day Mojave Adventure

For more information please reach out to the EagleRider Press Team:

Matt Contreras & Yvonne Busch, [email protected], 424-230-4951

The post EagleRider Exclusive: Yamaha 3-Day Mojave Desert Adventure appeared first on Rider Magazine.

Source: RiderMagazine.com

Top 5 Motorcycle Roads in West Virginia 

Top 5 Motorcycle Roads West Virginia
Plan your perfect West Virginia motorcycle trip with our list of the Top 5 Motorcycle Roads in West Virginia.

Visitors to Rider’s Touring page regularly search for rides in West Virginia, and it’s easy to see why. Known as the Mountain State and nestled in the heart of the Appalachians, West Virginia offers superb riding, great scenery, and rich history. Our list of the Top 5 motorcycle roads in West Virginia includes must-ride routes in the state, with details, photos, and links to tour stories to help you make the most of your trip. Ride over mountains and into valleys, along babbling creeks and through dense forests, and take in everything West Virginia has to offer. 

See all of Rider‘s West Virginia touring stories here

1. U.S. Route 33 

Top 5 Motorcycle Roads West Virginia US Route 33 Seneca Rocks
Seneca Rocks is one of the highlights of a ride on U.S. Route 33 in West Virginia. Photo by Nathan Cuvelier.

U.S. Route 33 is one of the highest-rated motorcycle roads in West Virginia. Start from Elkins and continue east 80 miles toward the Virginia border, passing through Monongahela National Forest along the way. This route includes lots of steep elevation changes and peg-scraping twists. This road also passes by Seneca Rocks, a must-see rock formation that rises 900 feet above the North Fork River. Hop off the bike here to stretch your legs and admire the area’s natural beauty along hiking trails. 

Top 5 Motorcycle Roads West Virginia US Route 33
The Germany Valley scenic overlook on U.S. Route 33 provides a nice view of the area. Photo by Scott A. Williams.

Continuing on U.S. 33 into Virginia takes you through the George Washington National Forest and Shenandoah Valley toward Harrisburg, with more thrilling riding along the way. 

Favorite Ride: Seneca Rocks, West Virginia

Riding West Virginia’s Country Roads

2. Midland Trail 

Top 5 Motorcycle Roads West Virginia
A bird’s eye view of the Midland Trail National Scenic Byway near the Gauley River and Hawks Nest State Park. (Photo courtesy Adobe Stock)

The Midland Trail is a National Scenic Byway that crosses the state from Kentucky in the west to Virginia in the east, covering 117 miles. The state’s capital of Charleston is a great starting location for this ride, with plenty to do in the city before hitting the road. Just south of Charleston is Kanawha State Park, a nice place for camping for those who prefer sleeping under the stars.  

Heading east from Charleston, the road follows the Kanawha River with a particularly thrilling section of twisties around Chimney Corner. Just past this section is Hawks Nest State Park. From here, the road continues with a few more twisty sections to Rainelle, home of the Old Stone House historical marker, and on toward Lewisburg, where riders can fuel up, grab a bite to eat, and refresh. 

Lessons Learned on a Wandering West Virginia Motorcycle Ride

3. U.S. Route 250 

Top 5 Motorcycle Roads West Virginia US Route 250 Monongahela National Forest
U.S. Route 250 travels through the Monongahela National Forest. Photo by Nathan Cuvelier.

This road begins in Elkins, West Virginia, and continues southeast to the Virginia border after passing through the Monongahela National Forest. From Elkins to the border, the road traverses 50 miles. Much of this road follows large creeks and flowing streams, offering good variety with technical sections through the mountains and easy riding in valleys. 

Through the Monongahela National Forest, several scenic pull-offs allow riders to stretch their legs and enjoy the scenery. From U.S. 250, a short trip south on State Route 92 will take riders to Green Bank, home of the world’s largest steerable telescope. 

Asphalt Heaven: Riding West Virginia Backroads

4. Coal Heritage Trail 

Top 5 Motorcycle Roads West Virginia Coal Trail Scenic Byway US Route 19 New River Gorge Bridge
From the northern end of the Coal Heritage Trail, take a quick jaunt east on U.S. Route 19 to ride over the New River Gorge Bridge. Photo by Steve Shaluta.

The Coal Heritage Trail is a National Scenic Byway that starts in the town of Bluefield in southeastern West Virginia and continues north to Fayetteville. As the name implies, this route takes riders through coal towns and sites of industrial enterprises in the region – perfect for riders with a passion for history. Starting in Bluefield, U.S. Route 52 to Welch follows railroad tracks along Elkhorn Creek through the valley. As the road continues north of Welch as State Route 16, it varies from twisty sections up and over ridges, easy valley riding, and quaint small towns. 

Along this road are historical stops like the World War Memorial Building to African American Veterans, the Coal Heritage Mural, the Helen Coal Miners Memorial, and more. From Fayetteville, riders can continue east on U.S. Route 19 over the New River Gorge Bridge, the longest steel single-span arch bridge in the Western Hemisphere and a not-to-be-missed feature of any West Virginia trip. 

Along the Midland Trail: A West Virginia Motorcycle Trip

5. West Virginia Route 20 

Top 5 Motorcycle Roads West Virginia Route 20
Part of West Virginia Route 20 follows the New River with beautiful views along the way. Photo by Scott A. Williams.

WV Route 20 is the longest state route in West Virginia at 256 miles. On the southern end, it starts in Bluewell and heads north, passing through small towns and following rivers, streams, and creeks. The route is mostly through heavily wooded areas, proving shade during hotter months. 

The section of SR-20 from Buckhannon to Webster Springs is an ideal 55-mile route for motorcyclists, with plenty of curvy sections of road. It passes through Holly River State Park, which is surrounded by densely wooded mountains and offers campsites and cabins. Traffic is light in this section of SR-20, but the small towns the route passes through will have lower speed limits. The part of road closest to Webster Springs in the south is the most thrilling. SR-20 is an excellent choice for riders wanting to enjoy West Virginia’s small-town charm coupled with less crowded pavement and natural beauty. 

Border Hopping the Virginias: Virginia and West Virginia Motorcycle Ride

The post Top 5 Motorcycle Roads in West Virginia  appeared first on Rider Magazine.

Source: RiderMagazine.com

Border to Border on the Oregon Backcountry Discovery Route

Oregon Backcountry Discovery Route ORBDR The Long Way to Walla Walla
Greg’s BMW taking a dirt nap along the Oregon Backcountry Discovery Route. Photos by Greg Drevenstedt.

This story is about a ride that took place in 2013 on the original Oregon Backcountry Discovery Route, which was developed by the Oregon Off-Highway Vehicle Association. The nonprofit Backcountry Discovery Routes organization developed a new ORBDR that was released in 2023. For more information, visit the Backcountry Discovery Routes website. –Ed.

Oregon Backcountry Discovery Route ORBDR The Long Way to Walla Walla
Route 5 of the original ORBDR includes hundreds of miles of gravel roads much like this one, plus a decent helping of dirt, sand, rock gardens, and river crossings.

When your bike topples over in the middle of nowhere, when your bike and its week’s worth of gear weigh more than 600 lb, when you’re hot and sweaty and tired, it’s good to have friends along to lend a hand.

Oregon Backcountry Discovery Route ORBDR The Long Way to Walla Walla
At the California-Oregon border before venturing off-pavement on the ORBDR.

We were three days and nearly 300 miles into the 750-mile, California-to-Washington Route 5 of the Oregon Backcountry Discovery Routes (ORBDR), a network of off-road routes crisscrossing the state’s vast national forests. While struggling my way up a technical jeep road full of embedded rocks, I high-centered the BMW’s skid plate, dabbed my left foot into a hole, lost my balance, and toppled over in a big, dusty heap.

Oregon Backcountry Discovery Route ORBDR The Long Way to Walla Walla

Lead rider Paul was off in the distance, so sweep rider Marten navigated around me, parked his bike on a level spot, and came back to help. Other than some badge-of-honor scratches on the bike, the only damage was to my pride, and I was soon making forward progress again.

Oregon Backcountry Discovery Route ORBDR The Long Way to Walla Walla
Just a few miles into the ORBDR, we took a spur road to the summit of 8,000-foot Crane Mountain, where we enjoyed 360-degree views of California and Oregon.

Backcountry Discovery Routes is a nonprofit organization that establishes and preserves off-highway routes for dual-sport and adventure motorcycles. BDR has mapped and documented north-south routes in most states west of the Rockies as well as mid-Atlantic and Northeast routes and shorter BDR-X routes. Inspiration for these routes came from the ORBDR, which, according to BDR’s website, “was created a few decades ago by Bob and Cheryl Greenstreet as a concept to promote managed travel in the backcountry” and is maintained by the Oregon Off-Highway Vehicle Association.

Oregon Backcountry Discovery Route ORBDR The Long Way to Walla Walla
The view from Fremont Point on Oregon’s Winter Rim.

Paul, Marten, and I wanted to ride the granddaddy of the Backcountry Discovery Routes, so I bought paper maps for Route 5 from OOHVA and Paul spent two weeks creating GPS tracks for us. (GPS tracks are now available upon request when maps are purchased from OOHVA.) Since most of the ORBDR is at 4,000-8,000 feet of elevation, we planned our trip for August to avoid snowpack.

A long-time adventure-riding and homebrewing buddy of mine, Paul Beck, is a computer guy. Since he created our tracks and led our group (his GPS was the only one that worked reliably), we dubbed him the Navigator. Marten Walkker, another riding buddy, is a master carpenter. He made his own tailbag, auxiliary gas tank, toolbox, and highway pegs for this trip, so we called him the Fabricator. And since I kept a journal, shot photos, and sent daily postcards to my wife, I became the Chronicler.

Oregon Backcountry Discovery Route ORBDR The Long Way to Walla Walla
The Three Amigos at Fremont Point, 3,000 feet above seasonally dry Summer Lake.

Similar in pace and temperament and always ready for a quick laugh, we were compatible travelers, like the Three Amigos. We were all of German descent and riding BMWs – Paul on an R 1200 GS, Marten on a G 650 Xchallenge, and me on an F 800 GS Adventure – so Drei Freunde is more accurate, but it doesn’t exactly roll off the tongue.

Oregon Backcountry Discovery Route ORBDR The Long Way to Walla Walla
We had to cross the high desert through Christmas Valley to get from the mountains of Fremont National Forest to the mountains of Malheur National Forest.

Departing from Ventura on California’s southern coast, our first 750 miles were on pavement as we made our way up to the northeastern corner of the state. A half-mile before the Oregon border on the afternoon of our second day, we turned from U.S. Route 395 onto the unpaved County Road 2 and entered Modoc National Forest as we climbed into the Warner Mountains. We had to shift our brains from the grip and monotony of wide-open pavement to the delicate balance of riding top-heavy adventure bikes on loose, uneven dirt and gravel. The road leveled out within a few miles, and we turned north, passing through the green meadows of the (not so) Dismal Swamp and crossing into Oregon.

Oregon Backcountry Discovery Route ORBDR The Long Way to Walla Walla
River crossings are nerve-racking with an audience of forest service workers, but Marten made it through like a pro.

After riding a challenging spur road up to the top of 8,000-foot Crane Mountain for panoramic views and navigating through a herd of cows, we stopped at Willow Creek Campground, which was deserted. We crossed a cattle guard to get into the campground, and even though it was surrounded by a fence, we still had to pick our way through a minefield of cow patties to set up our tents. After bathing and rinsing out our sweaty clothes in the creek (but not drinking the water), we fortified ourselves with backpacker meals and relaxed around the campfire, swapping stories and sipping whiskey.

Oregon Backcountry Discovery Route ORBDR The Long Way to Walla Walla
Cooling off in Delintment Lake in Malheur National Forest.

The OOHVA’s detailed, full-color ORBDR map booklets offer the following words of advice: “Your journey will be one of few contacts with others. One needs to plan for being self-sufficient. Travel with others is highly recommended. If one’s means of transport fails, it can be a really, really long hike, and it could be many days before someone comes along.”

Oregon Backcountry Discovery Route ORBDR The Long Way to Walla Walla
The early bird gets to enjoy the sunrise.

Over the course of five days on the ORBDR, we saw only a handful of people – a few ranchers, a couple of 4×4 trucks, and the occasional hunter. We traveled as a group, each of us brought our own food, water, and gear, and we carried a SPOT satellite tracker/communicator. Gas was available every 100 miles or so, often in small towns or at convenience stores near the route, and we filled up our tanks and hydration backpacks at every opportunity.

Oregon Backcountry Discovery Route ORBDR The Long Way to Walla Walla
Lunch stops at local cafes provided welcome relief from the hot, dusty trail.

“Much energy has been spent to provide you with maps that provide the information needed to successfully navigate without on-ground signs,” says the OOHVA. We saw only a few faded, old ORBDR signs over the entire 750-mile route.

See all of Rider‘s Western U.S. motorcycle rides here.

“The development of route was financed by the Oregon ATV Allocation Funds,” said Leonard Kerns, president of the OOHVA, in a blog on Touratech-USA’s website. “On-the-ground signs were placed and the route was dedicated in the summer of 2000. Unfortunately, it did not take long for people opposed to the route to bring legal action. Support from the Forest Service and Bureau of Land Management was lost and all remaining funds were used to remove the signs. At that point, OOHVA stepped in and created the maps using GPS to navigate.”

Oregon Backcountry Discovery Route ORBDR The Long Way to Walla Walla
Breakfast of champions.

The ORBDR is on public land, so anyone can travel the route using a street-legal vehicle, but much of it passes through areas used for grazing and logging. We crossed dozens of cattle guards and stopped often to open and close barbed-wire gates. Forest land in central and eastern Oregon is all but empty, yet it’s crisscrossed with so many access roads that without GPS tracks and paper maps, getting lost is all but assured.

Oregon Backcountry Discovery Route ORBDR The Long Way to Walla Walla
Even with GPS tracks, sometimes we hit dead ends and had to find a way back to the correct trail.
Oregon Backcountry Discovery Route ORBDR The Long Way to Walla Walla
One of several massive fallen trees we had to navigate around since going over wasn’t an option!

The OOHVA’s maps were created in 2002, and in the years since, some roads have been closed and new ones have been cut. Even following the purple line on Paul’s GPS, we still made wrong turns or hit dead-ends and had to figure out how to re-route ourselves. We also encountered the unexpected, such as fallen trees and man-made barricades. Therein lies the adventure. Riding a backcountry route is not like following the Yellow Brick Road; it requires not only preparation and riding skills but also teamwork, patience, and adaptability.

Oregon Backcountry Discovery Route ORBDR The Long Way to Walla Walla
Being far from anywhere, we had campgrounds largely to ourselves and were fortunate to have either a stream or lake nearby.

We quickly established a routine: waking early to heat up water for coffee and oatmeal using portable stoves, breaking camp, riding for several hours, stopping for lunch and gas, riding for several more hours, then stopping early to set up camp and relax. Paul was always in the lead, which meant his gear stayed clean and we had someone to blame for wrong turns. I followed Paul and Marten followed me, and even with space between us the dust filled our noses and covered our gear, making zippers and buckles hard to open and close. We planned to camp every night, but it didn’t work out that way, to our surprise and benefit.

Oregon Backcountry Discovery Route ORBDR The Long Way to Walla Walla
Lead rider Paul stayed clean; sweep rider Marten stayed dirty.

During our five days on the ORBDR, we experienced a steady stream of good luck. We enjoyed mostly warm, dry weather and had no flat tires, breakdowns, or injuries. Rather than eating jerky and energy bars for lunch, we usually found a cafe in a small town where we’d refresh ourselves with air conditioning, limitless iced tea, and other luxuries, and there was always a gas station nearby to fill up and resupply.

Oregon Backcountry Discovery Route ORBDR The Long Way to Walla Walla
We smelled smoke but had no idea the 1,000-acre Vinegar Fire was burning in the area until we popped out of the trees and came upon this U.S. Forest Service fire security truck. Our route was supposed to go down that gravel road in the distance, but we were re-routed onto pavement to the town of Ukiah.

During the three nights we camped, there was either a cool stream or a lake we could swim in to wash off the dust and relax our creaky joints. On our second day on the ORBDR, after a challenging, tiring section with lots of sand and rocks, we ended up in the town of Christmas Valley, where the Lakeview Terrace motel/restaurant spoiled us with cheeseburgers, fries, cold beers, hot showers, and soft beds.

Oregon Backcountry Discovery Route ORBDR The Long Way to Walla Walla
Antlers Inn in Ukiah has a room-size meat cooler to store your game.

Even when we had to leave the ORBDR to route around the 1,000-acre Vinegar Fire, we got to ride 50 miles on the freshly paved Blue Mountain Scenic Byway and ended up in Ukiah on a damp, foggy night. Instead of pitching tents and eating freeze-dried meals in the rain, we stayed warm and dry at the Antlers Inn and savored burgers and beers at the Thicket Cafe & Bar. We enjoy roughing it, but we’re not too proud to take advantage of good fortune when it lands in our laps.

Oregon Backcountry Discovery Route ORBDR The Long Way to Walla Walla
Chris ran the Antlers Inn and served us at the Thicket Cafe & Bar, where she recommended an Oregon-distilled whiskey.

Our five days and three nights on the ORBDR provided us with as much adventure as we could hope for. We rode more than 700 miles on dirt and gravel roads through the backcountry of Oregon, through dense forests, across high-desert plains, along mountain ridges, away from cities and people and normal obligations. We rode through rock gardens and sand washes, forded rivers, and navigated over or around countless obstacles, challenging ourselves and having fun. We had campgrounds to ourselves, where we enjoyed star-filled nights and soul-warming campfires, and we stumbled upon cozy motels and restaurants, where we enjoyed creature comforts.

Oregon Backcountry Discovery Route ORBDR The Long Way to Walla Walla
We were treated to some of the best scenery of the ORBDR, such as wide-ranging views from Kendall Skyline Road in Umatilla National Forest, on the final day.

Paul, Marten, and I – the Navigator, Fabricator, and Chronicler – bonded over the experience. When we reached Walla Walla, Washington, the northern terminus of the ORBDR, having ridden 1,500 miles together, we high-fived and celebrated our shared accomplishment. The next day we headed off in different directions, Paul to Seattle, Marten to Calgary, and me home to Ventura, completing an Iron Butt SaddleSore 1000 in the process, but that’s another story.

Oregon Backcountry Discovery Route ORBDR The Long Way to Walla Walla
After five days and 750 long-and-dusty, not-so-straight south-to-north miles, we completed Route 5 of the ORBDR and arrived in Walla Walla, Washington.

See all of Rider‘s touring stories here.

Oregon Backcountry Discovery Route Resources

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2025 Triumph Rocket 3 Storm Video Review

The Triumph Rocket 3 Storm R and GT muscle bikes receive upgrades for 2025, including even more power from their massive 2,458cc inline-Triple, lighter wheels, blacked-out styling, and dark color schemes. New tuning bumps horsepower up 15 from the previous Rocket 3 to a total of 180 hp, and torque is 166 lb-ft.

We headed to France for Triumph’s press launch to find out if these unique motorcycles are worth their $25K MSRP. Once in the saddle, we experienced a ride unlike anything offered by any other production motorcycle.

Read our full review of the 2025 Triumph Rocket 3 Storm

2024 Triumph Rocket 3 Storm GT

2025 Triumph Rocket 3 Storm R (GT) Specifications 

  • Base Price: $24,995 ($25,795) 
  • Website: TriumphMotorcycles.com   
  • Warranty: 2 yr., unltd. miles   
  • Engine Type: Liquid-cooled, longitudinal inline-Triple, DOHC w/ 4 valves per cyl.   
  • Displacement: 2,458cc   
  • Bore x Stroke: 110.2 x 85.9mm   
  • Horsepower: 180 @ 7,000 rpm (factory claim)   
  • Torque: 166 lb-ft @ 4,000 rpm (factory claim)   
  • Transmission: 6-speed, hydraulic-actuated slip/assist wet clutch   
  • Final Drive: Shaft  
  • Wheelbase: 66.0 in.   
  • Rake/Trail: 27.9 degrees/5.3 in.   
  • Seat Height: 30.4 in. (29.5 in.)   
  • Wet Weight: 699 lb (705 lb) (factory claim)   
  • Fuel Capacity: 4.76 gal.  

GEAR UP

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Interviews with Tom Hardy, Austin Butler, and Other Stars of “The Bikeriders” Movie

The Bikeriders Movie
Austin Butler is part of the star-studded cast of “The Bikeriders,” which opens on June 21.

The Bikeriders is a film about a midwestern motorcycle club from the 1960s that hits theaters on June 21. The movie was inspired by a book of the same name originally published in 1968, which chronicled the characters and exploits of the Chicago Outlaws Motorcycle Club as it morphs from a friendly association to a biker gang.

The film adaptation is directed by Jeff Nichols (Loving; Midnight Special; Mud), who also wrote the screenplay over a period of several years. The movie stars Austin Butler (Elvis; Dune: Part 2), Tom Hardy (Mad Max: Fury Road; The Revenant), Norman Reedus (Walking Dead), and Jodie Comer (Killing Eve; The Last Duel).

Kevin Duke, editor-in-chief of our sibling publication, American Rider, got the opportunity to watch an advanced screening of the movie followed by an opportunity to interview the actors and director.

“I’m always dubious about Hollywood’s portrayal of motorcycling, but after watching an advance screening of this new film, I was really impressed with the production values and the acting,” said Duke. “Terrific performances throughout, especially from Hardy as the club leader ‘Johnny’ and Comer, the love interest of ‘Benny’ played by Butler. The motorcycles are all period-correct 1960s models, and their authentic sounds literally rumble the theater seats.”

Take a look at these interviews to learn about the efforts it took to bring vintage motorcycles to the big screen. And get yourselves to theaters on June 21 to see the film for yourself! Subscribe to our channel to get updates about all new videos.

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Bridgestone Battlax Hypersport S23 Tire Review

Bridgestone Battlax Hypersport S23 tire review
We review the new Bridgestone Battlax Hypersport S23 tires, which offer improved stability, handling, braking distances, and mileage versus the S22. (Photos courtesy Bridgestone)

When choosing a motorcycle tire, what do you look for? The answer varies from person to person. For my street riding, I prioritize longevity, grip, and price. Due to its versatility and reliability, Bridgestone Battlax Hypersport S22 tires have been my trusted companion on the streets, during spirited canyon rides, and even on the racetrack. Given my extensive experience with the S22, I was excited to try the new Bridgestone Battlax Hypersport S23 tires.

Bridgestone Battlax Hypersport S23 tire review
Bridgestone Battlax Hypersport S23 tires have updated compounds and a new tread pattern (front tire on left, rear tire on right).

Building on the solid foundation of the S22, Bridgestone’s goals in developing the S23 were “improved handling precision, maximum stability, and incredible grip, even in wet conditions” as well as better mileage. The S23 tires maintain the same shape and MS-Belt construction as the S22 but feature new compounds and a new tread pattern.

Bridgestone Battlax Hypersport S23 tire review
Bridgestone Battlax Hypersport S23 tires on the Buell Hammerhead 1190

The updated compounds offer increased grip thanks to additional carbon and a newly developed “grip improver” that makes it easier for the tire to follow the road surface. The front shoulder and rear edge of the S23 also has optimized resin components for better grip at high lean angles.

Compared to the S22, the new tread pattern has a higher land-sea ratio (more rubber, fewer grooves) and higher pattern stiffness, contributing to improved handling, dry/wet traction, and feedback. Bridgestone’s proprietary Pulse Groove technology was added to the rear tire, improving water drainage and grip in wet conditions.

Bridgestone Battlax Hypersport S23 tire review
Bridgestone Battlax Hypersport S23 tires use the same shape and MS-Belt construction as the S22, but with a new tread pattern and different compounds.

Bridgestone’s testing has shown faster dry and wet lap times, shorter braking distances, and improved mileage for the S23 compared to the S22.

For a real-world test of the new Hypersport S23s, Bridgestone hosted a press launch in Encinitas, California. There was a variety of sporty motorcycles on hand, allowing me to evaluate the tires on several motorcycles, including the Suzuki GSX-S1000, Indian FTR1200, and Buell Hammerhead 1190.

Related: Suzuki GSX-S1000 Road Test Review

Bridgestone Battlax Hypersport S23 tire review
Bridgestone Battlax Hypersport S23 tires on the Suzuki GSX-S1000

Starting our ride on city streets and backroads aboard the S23-shod Suzuki, a sense of familiarity washed over me. The transition from the S22 to its successor felt seamless, like greeting an old friend. As we navigated the initial turns, the inherent stability afforded by the S23 became immediately evident, instilling confidence in every lean and maneuver.

On our way to lunch in the mountain town of Julian, I put the S23s through their paces, eager to gauge their responsiveness and grip. Despite my deliberate attempts to upset the tires, they maintained their hold on the road surface. Even when I pushed the limits, accelerating out of corners a little too fast, the S23s exhibited reassuring grip even as the TC light flashed, indicating some rear wheel slip.

Bridgestone Battlax Hypersport S23 tire review
The Bridgestone Battlax Hypersport S23 rear tire features Pulse Groove technology for better water dispersion.

After lunch, we descended from the mountains to the desert on the tightly winding roads of Banner Grade (CA Route 78), a perfect playground to test the tires’ responsiveness in the sort of twisties where most riders will put them to use. Negotiating each curve, I found my confidence bolstered by the stability and predictability of the S23s.

The ultimate test awaited us as Keith Culver, an instructor from Yamaha Champions Riding School, led our group down Engineers Road, a narrow, unpainted byway full of abrupt transitions and tight technical corners. Despite the demanding terrain, I was impressed by the front tire’s ability to maintain grip under hard, downhill braking.

Bridgestone Battlax Hypersport S23 tire review
Bridgestone Battlax Hypersport S23 tires on the Indian FTR1200

On the sunny day of our test, we didn’t have an opportunity to evaluate the wet handling characteristics of the S23s. Nor did we evaluate them on a racetrack. For what it’s worth, the Yamaha Champions Riding School runs S23s on its fleet of Yamaha sportbikes.

Related: A Cruiser Guy Goes to Yamaha ChampSchool

After a full day of thrashing three different bikes shod with Bridgestone Battlax Hypersport S23 tires, I can confidently say that they exceed the excellent standards set by the S22s. They offer confident grip, reassuring stability, and outstanding handling on a variety of roads. The ZR17 tires are available in one front (120/70) and five rear (160/60, 180/55, 190/50, 190/55, and 200/55) sizes starting at $249.49.

The post Bridgestone Battlax Hypersport S23 Tire Review appeared first on Rider Magazine.

Source: RiderMagazine.com

Join Rider Magazine at Americade 2024

Americade Lake George
Views of Lake George and riding in the Adirondacks are highlights of the Americade rally.

Americade, the largest U.S. motorcycle event to welcome all brands of motorcycles and types of riding, returns to Lake George, New York, from May 29 to June 1. The rally starts off with the Rider-sponsored Opening Celebration on May 28 with live music, prizes, and entertainment, followed by four days of nonstop events, shows, demos, activities, and more.

If you’re at Americade, make sure to visit our Bring It Bike Show and consider entering your bike. The show is sponsored by Rider and American Rider and is open daily from Thursday to Saturday. Like the rally, Bring It welcomes all types of interesting bikes, and categories include American Bagger, American Cruiser, European, Japanese, Adventure, and Anything Goes. Daily winners will be invited to the Best of Show judging on Saturday, where the winner will receive $1,000.

Related: 2023 Americade Bring It Motorcycle Show Winners

Americade Bring It Bike Show
Winners of the 2023 Bring It Bike Show at the Best of Show judging event on Saturday night. (Photo by Matt Gustafson)

If you want to get some seat time on new motorcycles, Americade is hosting the most demo rides in the rally’s 41-year history. There will be 17 manufacturers providing demo rides Wednesday to Saturday from 9 a.m. to 5 p.m., including Aprilia, Beta, BMW, Can-Am, CFMOTO, Harley-Davidson, Honda, Indian, Kawasaki, KTM, Moto Guzzi, Moto Morini, Piaggio, Rewaco Trikes, Triumph, Vespa, and Yamaha. There will also be displays by Buell, GasGas, and Stark Future.

The Americade Expo offers more than 300,000 square feet of vendors selling motorcycle gear and accessories. Browse the expo to see, touch, and buy thousands of motorcycle items in one place.

Americade Canada Street
There’s always a wide selection of bikes parked on Canada Street during Americade.

There will be plenty more going on throughout the event to keep attendees busy. Events to check out include the Pro Rodeo and BBQ, boat cruises and firework cruises on Lake George, comedy shows featuring Alonzo Bodden, the big Friday Night Spectacular party, Americade block parties, MotoMotion stunt shows, the Ladies Coffee & Motorcycle Club, Ameri-lympics Riding Games, and the Ride For Kids Ride.

Related: Americade 2021 Rally Report

Daily guided and unguided rides will take riders into the surrounding scenic areas. New rides include the Queens Loop around Lake George, the Skyline Ride along a mountain ridge, the Reservoir Ramble of winding waterfront roads, the NY & VT Covered Bridges Ride with at least seven covered bridges, and the Scenic Riding & Fine Dining Ride along the shores of Lake George and Lake Champlain. There will also be the Americade Adventure Rides, which will take ADV riders deep into the Adirondacks.

Early registration is now available at the Americade website. Multiday passes start at $105, or riders can choose to register at the event.

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Source: RiderMagazine.com

2024 Triumph Daytona 660 Review | First Ride

2024 Triumph Daytona 660 Review
The 2024 Triumph Daytona 660 sportbike is powered by a 660cc inline-Triple that makes 95 hp and 51 lb-ft of torque. (Photos courtesy Triumph)

In the mid-1990s, when I cut my teeth as a motorcyclist, the Big Four Japanese manufacturers were engaged in a middleweight sportbike arms race. Every other year, each brand unveiled an updated platform, squeezing a few more ponies out of their 599cc inline-Four engine and tweaking frame geometry, suspension systems, and brakes.

As a result of this one-upmanship, middleweight sportbikes went from entry-level all-arounders to racebikes with lights and license plates. Which is great, except for the fact that only a small percentage of riders spend weekends wearing down knee pucks at the track. Add to this that a tricked-out middleweight now costs nearly what a liter-class machine does, and we arrive at something of an evolutionary dead end.

2024 Triumph Daytona 660 Review
The 2024 Triumph Daytona 660 in Satin Granite/Satin Jet Black, one of three colorways available.

And yet here we are with a new Triumph Daytona 660. The storied British manufacturer enters the highly competitive middleweight class by hitting the reset button, aiming to produce an affordable, attractive sportbike that can handle commuting and light touring, as well as footpeg-scraping backroads and the occasional trackday. To see if they pulled it off, Triumph invited us to Alicante, Spain, for a full day of riding in everything from city traffic to mountain passes.

Inline-Triple | Triumph Daytona 660

The Daytona 660 is powered by an updated version of the engine that powers Triumph’s Trident 660 and Tiger Sport 660, and it’s a callback to the Daytona 675 that Triumph produced from 2006-2018, which was the first inline-Triple in the middleweight sportbike class. The Triple provides the best of both worlds: torque in the lower rev ranges like a Twin and ample mid- and top-end power like a Four.

2024 Triumph Daytona 660 Review
Peeking out from the bodywork is the Triumph Daytona 660’s inline-Triple.

The Daytona 660’s 3-cylinder mill gets a trio of new 44mm throttle bodies and larger exhaust valves, and its airflow was increased with a front-mounted intake and a larger airbox. A new crankshaft with increased gear width provides smoother revving, the pistons now feature a low-friction coating, and the radiator and fan are both larger and have been repositioned for more efficient cooling. Exhaust gasses flow through a 3-into-1 header and into an underslung silencer that produces a satisfying growl that becomes a bark with a twist of the throttle.

These upgrades result in a claimed 95 hp at 11,250 rpm, a 17% increase over the Trident 660, and the Daytona’s 12,650-rpm redline is 20% higher than the Trident’s too. The engine cranks out 51 lb-ft of torque at 8,250 rpm (9% more than the Trident), with 80% of that power on tap at only 3,125 rpm. Triumph says the Daytona 660 will get you from 0-60 in just 3.6 seconds. 

2024 Triumph Daytona 660 Review
With the Daytona 660, Triumph offers an affordable, comfortable sportbike for everyday riders.

GEAR UP | Triumph Daytona 660

2024 Triumph Daytona 660 Review
The Triumph Daytona 660’s sculpted bodywork looks fast even when standing still, and the bike’s design has great attention to detail.

Bespoke details | Triumph Daytona 660

At the tech briefing the night before our test ride, I got my first close look at the Daytona 660 in Satin Granite/Satin Jet Black, a color scheme that, combined with the “660” in neon green on the lower fairing, says “badass” without rubbing your nose in it. (Other colorways include Snowdonia White/Sapphire Black and Carnival Red/Sapphire Black.) The bike’s fit and finish make it look pricier than its $9,195 base price, and its styling is aggressive but exudes a bespoke elegance that stands out from its competition. Take a close look at how the fairing flows into the distinctive molding of the gas tank, or how the silencer nestles near the rear tire, and you’ll see that Triumph’s design team sweated the details. With minimal bodywork highlighting the powerplant and frame, the Daytona 660 looks impressive just leaning on its kickstand. I couldn’t wait to put some miles on it.

2024 Triumph Daytona 660 Review
From city streets to winding backroads, the Triumph Daytona 660 is easy to handle and fun to ride.

Capable commuter? | Triumph Daytona 660

We started our ride in morning traffic, threading through congested urban roundabouts – the first test of Triumph’s middleweight reset. Is the Daytona 660 a comfortable, capable, and intuitive commuter? It only took a few minutes on Spanish city streets to make me appreciate the availability of useful torque from low revs. Urban stop-and-go traffic is easier to navigate on a machine with a wide powerband, so you can squirt between vehicles without fiddling with the gearbox.

2024 Triumph Daytona 660 Review
A comfortable rider triangle makes the Triumph Daytona 660 a bike you can ride all day, and it would be a great sport-tourer with some accessory luggage.

At low city speeds, even after shifting into a higher gear than necessary, the Daytona’s engine delivered smooth, confidence-inspiring power without the need to wind up to high rpm. The 6-speed gearbox, which has updated input/output shafts and revised gear ratios, is well-sorted. There are no annoying searches for neutral, each shift accompanied by a satisfying “snick,” and the slip/assist clutch feels light at the lever (Triumph offers an optional quickshifter for those who want to bypass the clutch).

2024 Triumph Daytona 660 Review
The Triumph Daytona 660 has an understated white-on-black instrument panel that combines LCD and TFT displays.

The cockpit design is well-suited for city riding. The instrument panel, which is a hybrid LCD/TFT display, was easy to see through my tinted visor, even in bright light, and the tachometer, fuel gauge, gear indicator, and digital speedometer are clustered thoughtfully, giving me a lot of information with a quick glance down. The clip-on bars were easy on my wrists and didn’t force me to reach or crouch. Footpeg positioning was comfortable for my 6-foot frame. Likewise, the stock seat height of 31.9 inches was in the Goldilocks zone (Triumph offers a lower seat option that drops the saddle about an inch).

The Daytona 660’s engine, drivetrain, and ergonomics come together in an impressively intuitive commuter that I felt confident flinging around unfamiliar city streets on our way to the mountains to see if Triumph kept the “sport” in their new sportbike.

2024 Triumph Daytona 660 Review
We tested the Triumph Daytona 660 on twisty roads in the mountains above Alicante, Spain.

Into the mountains | Triumph Daytona 660

It was no accident that we were invited to ride the Daytona 660 through the mountains outside of Alicante. As we gained elevation, the beautifully engineered Spanish roads became downright exciting, with hairpins, sweepers, and significant elevation changes that put the bike’s chassis to the test. The radial 4-piston calipers, twin 310mm discs, and braided lines provided progressive, powerful braking without fading, even after miles of serpentine road.

2024 Triumph Daytona 660 Review
The Triumph Daytona 660 is equipped with competent brakes, grippy tires, and both ABS and TC.

Response from the throttle-by-wire throttle was precise and predictable. The three riding modes – Sport, Road, and Rain – each offer a different throttle response and level of traction control. Traction control can also be shut off, and a few of my fellow riders who did so had their rear tires step out on them under hard acceleration out of turns on dusty sections of road. I kept it engaged and didn’t have any such issues. In addition to traction control, the Daytona 660 is equipped with ABS, which adds to peace of mind when pushing the bike hard in the bends.

2024 Triumph Daytona 660 Review
With sporty steering geometry and a low weight of about 445 lb with a full tank of gas, the Triumph Daytona 660 carves through tight corners with ease.

The Daytona 660’s steering geometry and stock Michelin Power 6 tires made it easy to flick through chicane-like mountain sections, and the Showa suspension – a nonadjustable 41mm inverted fork and a single rear shock with preload adjustability – kept things composed on hard braking into turns and over less-than-perfect bits of tarmac. The suspension package is not top-shelf, but it is up to the task for what most riders will ask the Daytona 660 to do: keep a big grin plastered on your face as you carve up your favorite backroads.

A great first impression | Triumph Daytona 660

The Daytona 660 won me over almost immediately. The folks at Triumph clearly spent a lot of time refining this machine, as it felt sorted out in a way that not all first-generation models do. And, as I spent more time on the bike and got a chance to uncork it on beautiful mountain roads, things just got better.

2024 Triumph Daytona 660 Review
Priced at $9,195, the Triumph Daytona 660 delivers good value and should fit just about any rider’s budget.

This is a powerful, agile, attractive motorcycle that ticks most of the important boxes for less than $10,000. Although our test ride kept me in the saddle for nearly eight hours, I was comfortable enough on the Daytona that I would readily sign up for touring duty, especially considering optional upgrades such as a tankbag and tailbag, heated grips, tire pressure monitoring, and the My Triumph Connectivity System that adds navigation as well as phone and music interactivity.

The Daytona 660 accomplishes what Triumph set out to do: reset the middleweight sportbike segment by offering a versatile, exciting motorcycle that is affordable enough for entry-level riders but capable enough for those with more experience and buying power. And, regardless of your moto skillset, this is a beautiful machine that outclasses the competition with design details usually reserved for pricier bikes. While this may not be the bike for riders who spend lots of time at their local track, that isn’t Triumph’s target audience. I hope Rider gets a Daytona 660 for a longer-term test, because the taste of this bike that I got in Spain left me wanting more.

Check out more new bikes in Rider’s 2024 Motorcycle Buyers Guide

2024 Triumph Daytona 660 Review
2024 Triumph Daytona 660 in Carnival Red/Sapphire Black

2024 Triumph Daytona 660 Specs

  • Base Price: $9,195
  • Website: TriumphMotorcycles.com
  • Warranty: 2 yrs., unltd. miles
  • Engine Type: Liquid-cooled, transverse inline-Triple, DOHC w/ 4 valves per cyl.
  • Displacement: 660cc
  • Bore x Stroke: 74.0 x 51.1mm
  • Horsepower: 94 hp @ 11,250 rpm (factory claim)
  • Torque: 51 lb-ft @ 8,250 rpm (factory claim)
  • Transmission: 6-speed, cable-actuated slip/assist wet clutch
  • Final Drive: Chain
  • Wheelbase: 56.1 in.
  • Rake/Trail: 23.8 degrees/3.2 in.
  • Seat Height: 31.9 in.
  • Wet Weight: 443 lb (factory claim, 90% fuel)
  • Fuel Capacity: 3.7 gal.
  • Fuel Consumption: 57.6 mph (factory claim)

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Source: RiderMagazine.com