The new 2025 KTM 390 SMC R supermoto is added to the lineup, using the LC4c engine found in the 390 Duke and a chassis built on the platform of the 390 Duke. The 390 SMC R slots under the larger 690 SMC R supermoto in KTM’s lineup.
The liquid-cooled, single-cylinder engine used in the KTM 390 SMC R was revised in 2024 when it was seen in the updated 390 Duke. Displacement was increased from 373cc to 399cc, horsepower increased from 44 hp to 45, and torque increased from 27.3 lb-ft to 28.8. The engine gets a 6-speed gearbox and a slip/assist clutch. A quickshifter is available as an option.
The bike’s two-piece steel trellis frame is based on the 390 Duke but has a different steering-head angle, triple clamps, and subframe mounts. KTM says the frame changes were designed to allow greater clearance for the radiator package. The bike also has a bolt-on steel trellis subframe and a gravity die-cast aluminum swingarm, the latter of which is derived from the 390 Adventure. Its fuel tank holds 2.4 gallons.
Taking care of suspension duties up front is a 43mm WP Apex fork that offers 9.0 inches of travel and compression and rebound adjustability via hand-tunable clickers over five positions. In the rear is a WP Apex shock, also with 9.0 inches of travel, offering 20 clicks of rebound-damping and preload adjustability.
Brakes are provided by Bybre, with a single 320mm disc up front and a 240mm disc in the rear. The wheels are spoked and measure 17 inches front and rear, and they’re wrapped in Michelin Power 6 tires. The bike is also equipped with ABS. In Sport riding mode, the rider can choose from ABS modes Road, Supermoto, or Supermoto+.
In regard to ride modes, the KTM 390 SMC R offers Street and Sport modes, and its traction control can be disabled if a rider chooses. A new feature for 2025 is the ride mode memory, by which the motorcycle will remember which ride mode it was in when it was turned off and will remain in that mode once started again.
A 4.2-inch TFT display is made from bonded glass and features a polarization coating to reduce glare. The display allows Bluetooth connectivity through the KTM Connect App. Once connected, riders can view their music, incoming calls, and turn-by-turn navigation, all managed via a joystick on the switchcube with backlit switches. The bike also gets LED lighting.
KTM has not announced pricing or availability yet. Visit the KTM website for more information.
The KTM 790 Duke, referred to by KTM as “the Scalpel,” returns for 2025 with minor updates to its TFT instrumentation and handlebar switches and an updated headlight cowl for a sharper look.
Replacing the previous 4.5-inch TFT display is a new 5-inch TFT with a few new features. It includes updated graphics and menus, which KTM claims will make navigating rider aids and vehicle info easier. Complementing the bigger instrumentation is new backlit switchgear. The display also includes KTM’s Demo Mode and a telemetry screen, and it allows riders to set the optional Anti-Wheelie mode to six levels. The optional Track mode now offers 10 levels of traction-control adjustment.
Everything else remains the same. It’s powered by a 799cc parallel-Twin that makes a claimed 105 hp at 8,500 rpm and 64 lb-ft of torque at 8,000 rpm. The bike has a tubular steel frame and a cast-aluminum subframe. It uses J.Juan brakes, WP suspension, a slip/assist clutch, and tech like lean-angle-sensitive traction control, cornering ABS, and ride modes (Sport, Street, Rain, and optional Track). The bike’s wet weight is a claimed 412 lb, and its seat height is 32.4 inches. Optional equipment includes Quickshifter+, Motor Slip Regulation, cruise control, and tire-pressure monitoring.
We recently reviewed the 2024 KTM 790 Duke and were impressed with the bike’s capabilities: “The 790 Duke excels with an enviable smiles-per-mile ratio. It’s simultaneously easy to ride and thrilling, with a 105-hp punch that’ll keep up with most any other bike on public roads at street speeds.”
The 2025 KTM 790 Duke will be available in orange or black. Pricing has not yet been announced. The bike comes with a factory warranty of 24 months that can be extended to four years. Visit the KTM website for more information.
Boden ripping around a local bike track, getting ready for the Dakar Rally.
Soon after reaching out to my cousin about getting her youngest son, 3-year-old Boden, on a KTM Stacyc 12eDrive electric balance bike, we discovered his strong desire for two-wheeled freedom. He has ridden other training bikes, but riding a battery-powered throttle-controlled bike was totally new to him. After delivery, we threw the battery on the charger, giving Boden time to test out how the bike differs in weight and size from the smaller ones he had ridden.
The Stacyc 12e, which sports KTM factory replica paint and graphics, boasts a robust aluminum TIG-welded frame, 12-inch composite wheels with pneumatic tires, and a BMX-style steel fork. Designed for children aged 3-5 who weigh less than 75 lb, the 12e offers an adjustable seat height that starts at only 13 inches. The bike with the battery installed weighs 17 lb.
The 12e features three speed levels: Training (5 mph max), Transitional (7 mph), and Advanced (9 mph). The industrial-grade, 20V lithium-ion battery provides 30 to 60 minutes of runtime, with a comparable charge time. Adjusting the speed mode is straightforward but requires a simple series of steps that prevents it from being accidentally changed by the rider.
With the battery charged and the speed mode set to Training, we got Boden back on the bike, and he immediately pinned the throttle all the way back. Though he was initially startled when the power engaged, that emotion quickly turned to excitement as he took off down the driveway.
Boden has made rapid progress with the bike over the past few weeks, quickly becoming confident and comfortable with its operation. The throttle is intuitive and easy to use, although the brake presented an initial challenge due to the reach required for small hands. Adjusting the brake tension resolved this issue. The bike’s ergonomic design is an excellent fit for Boden, with a comfortable seated position and handlebar height, allowing him to ride for extended periods, both with and without battery power.
With Crocs in “sport mode,” Boden prepares himself for the bike’s Advanced speed.
As he gained experience, Boden began to explore various speed modes, opting for Transitional mode on pavement and Advanced mode on local dirt tracks. His favorite rides include cruising through the neighborhood, zipping around town, and exploring dirt tracks and mountain bike trails.
Boden’s riding style has evolved to reveal a thrill-seeker, eager to push the limits of the bike’s speed on paved roads with a gradual build in confidence when riding off-road trails. While the bike’s low center of gravity and weight have helped him recover from minor spills, his aggressive riding has resulted in a few mishaps (Mom makes sure he always wears his helmet). The bike, being very sturdy, has only suffered minor scratches, with no mechanical damage. Boden’s enthusiasm for speed is undeniable, and he’s thrilled to keep pace with his older siblings on their pedal bikes, affectionately referring to the Stacyc as his “motorcycle” or “fast bike.”
Safety on two wheels comes from experience, and this bike provides a great opportunity for young riders to develop their skills. Retailing for $829 (many dealers offer discounts), the KTM Stacyc 12eDrive is a durable, top-of-the-line electric balance bike for anyone looking to get their little ones familiar with the power and freedom of two wheels. Boden is continuing to hone his skills and is loving every minute of it.
The 2025 KTM 890 Adventure R gets a new connectivity unit for smartphone connection and comes with an extended 24-month warranty.
The KTM 890 Adventure R returns to the lineup with minor upgrades for 2025, including a new connectivity unit, updated graphics, and an extended warranty.
Introduced for model year 2021 and upgraded in 2023, the KTM 890 Adventure R takes inspiration from the Dakar-winning KTM 450 Rally for its off-road capabilities and aesthetic. It borrows the 450’s fully adjustable WP XPLOR 48mm fork and WP XPLOR PDS rear shock, which offer 9.4 inches of travel front and rear.
The 890 Adventure R remains powered by a liquid-cooled 889cc parallel-Twin with bore and stroke of 90.7 x 68.8mm and with a slip/assist clutch and 6-speed transmission. It rides on spoked 21-inch front and 18-inch rear wheels wrapped in Mitas Enduro Trail+ tires and has a tank-empty weight of 441 lb. Tank capacity is 5.3 gallons, seat height is 34.6 inches, and ground clearance is 10.4 inches.
Included features that focus on off-road capability include the low windshield, high front fender, rally-styled bodywork, aluminum engine guard, and single-piece seat. The bodywork returns unchanged, but the graphics have been updated for 2025.
Now a standard feature on the 890 Adventure R, the connectivity unit enables connection between the KTMconnect smartphone app and the bike’s 5-inch TFT display via Bluetooth. Through this connection, riders can access turn-by-turn navigation, music, and incoming phone calls. Other standard features include ABS (with Offroad ABS mode), ride modes (Street, Offroad, Rain, and optional Rally), traction control, and LED lighting.
The 890 Adventure R comes with a 5-inch TFT display.
Optional tech includes Motor Slip Regulation, an up/down quickshifter, heated grips, a heated seat, and cruise control. The bike is delivered with Demo mode for the first 1,500 km (about 932 miles), which allows riders to test out the full electronic rider aids suite before deciding whether to purchase those extras.
KTM has also extended the manufacturer’s warranty on the 890 Adventure R by double, increasing it from 12 months to 24 months of coverage.
The 2025 KTM 890 Adventure R will come in updated orange, white, and blue graphics. Pricing has not yet been announced, but KTM says the bike will be available at dealers in early 2025. Visit the KTM website for more information.
The KTM 790 Adventure received several updates for the 2024 model year, and KTM has added a couple more changes to the midsized ADV for 2025. Updates include new WP suspension and new colorways.
For 2024, KTM reworked the throttle bodies for more efficient fueling and updated the Power Assist Slipper Clutch with new friction plates and airbox for improved breathing. Those updates carry over to the 2025 model.
New for 2025 is WP Apex suspension borrowed from the 890 Adventure, including a 43mm fork and a rear shock. The fork features split-function technology that separates compression and rebound damping between the two legs, with adjusters on the top of each leg. The shock is adjustable for rebound damping and spring preload. Suspension travel is 7.9 inches front and rear.
Everything else remains from the 2024 model, including the bike’s 799cc LC8c parallel-Twin LC8c that makes 95 hp and 65 lb-ft of torque. It comes with spoked 21-inch front and 18-inch rear wheels wrapped in Pirelli Scorpion STR tires, a 5.3-gallon fuel tank, an engine guard, cornering ABS, three standard ride modes (Street, Offroad, Rain), lean-sensitive traction control, and a 5-inch TFT display. Demo mode allows riders to test out optional electronic rider aids, including Rally ride mode, Motor Slip Regulation, Quickshifter+, and cruise control. Ground clearance is 9.2 inches, seat height is 33 inches, and claimed weight is 448 lb.
The black colorway option goes away for 2025 and is replaced with orange. The KTM 790 Adventure will also be available in white. Pricing has not yet been announced, and KTM says the bike will arrive at dealerships in March 2025.
The 2025 KTM 990 Duke R is an up-spec version of the KTM 990 Duke, which we tested in its latest update earlier this year. The R version will arrive in dealerships in the first quarter of 2025, and it features more power, new electronics, and different chassis components compared to the 990 Duke.
In the KTM 990 Duke R, the liquid-cooled 947cc parallel-Twin engine makes 126 hp – a gain of 5 hp over the standard model – and has a higher rpm limit thanks to improved mapping. Torque remains the same at 76 lb-ft.
The KMT 990 Duke R’s WP Apex shock is fully adjustable, and the bike gets a linkage system.
The chassis also gets some adjustments for the R version. Because of longer front suspension travel and a steeper swingarm angle, the bike has a slightly higher center of gravity and 15mm-higher seat height (33 inches) and ground clearance (8.2 inches) than the non-R. These differences result in 3 degrees more lean angle for the R. The bike also comes with a linkage system for the rear suspension and swingarm.
Regarding suspension, the fully adjustable WP Apex Open Cartridge fork grows from 43mm in diameter on the 990 Duke to 48mm on the 990 Duke R. It offers 5.6 inches of travel compared to the non-R’s 5.5 inches. The fully adjustable WP Apex shock has reduced travel compared to the non-R, offering 5.5 inches compared to the 990 Duke’s 5.9 inches. KTM says the reduction in travel is due to packaging the extra parts needed for the new suspension linkage.
Braking components are provided by Brembo, including Stylema monoblock calipers and an MCS master cylinder.
Slowing things down, the KTM 990 Duke R gets larger front brake discs at 320mm compared to the 990 Duke’s 300mm rotors. These larger discs are paired with Brembo Stylema monoblock calipers and a Brembo MCS master cylinder. Wheels are wrapped in Michelin Power Cup 2 tires. The bike’s ready-to-ride weight is 418.8 lb.
The KTM 990 Duke R comes with Michelin Power Cup 2 tires.
The 990 Duke R also gets the new TFT touchscreen display that KTM recently announced. It’s 8.9 inches and features improved readability and a split-screen mode. Also new is the switchgear layout and the addition of Sport ABS and Supermoto+ ABS.
The 990 Duke R features KTM’s new 8.8-inch touchscreen TFT display.
The color of the 990 Duke R is inspired by the 2011 KTM 990 Super Duke R and features white trim and graphics with matte black and white accents, as well as an Electronic Orange gloss powdercoated frame.
Pricing for the 2025 KTM 990 Duke R has not yet been announced.
In Rider Rewind, a special section in 2024 issues that celebrates moments in Rider’s 50-year history, we showcased Motorcycles of the Year for 1990-2006 in the October issue and for 2007-2023 in the November issue.
Our May 1990 issue included our Touring’s Top Ten Awards, the precursor of the Motorcycle of the Year award.
For the past 35 years, Rider’s editors have reviewed the annual batch of new and significantly updated motorcycles and narrowed them down to a handful of finalists. The Motorcycle of the Year is the bike we believe best fulfills its intended purpose and advances the state of motorcycle design, performance, and function.
Our May 1990 issue states “Among the eight motorcycle and two miscellaneous categories, there will be no ties, no honorable mentions. Just Touring’s Top Ten as determined by the Rider staff.”
In the early days, we published the Touring Top Ten, which included the best seven motorcycles in various categories, two general categories (such as Top Innovation), and a Motorcycle of the Year. We limited motorcycles to those in the current model year, and production timing used to be so early that we published the Touring Top Ten in the May issue.
As the magazine’s mission expanded, our annual awards evolved. In 1999 – our 25th anniversary – they became Rider’s Top Ten. In 2003, we adopted our current format of selecting a top tier of finalists and one winner. Production timing has changed such that the MOTY selection was pushed later into the year, and we began to include current and upcoming model years because they now often overlap.
The 1990 Bike of the Year was the BMW K1: “And even if the K1’s sizzling paint and aerodynamic bodywork fails to impress, with its unique Motronic ignition/fuel injection, Paralever rear suspension/swingarm that eliminates shaft-drive jacking and innovative approach to various rider conveniences – not to mention ABS – the K1 is truly a technological achievement for BMW, if not the motorcycle industry.”
For the 2024 Motorcycle of the Year, there were nearly 100 eligible contenders. We narrowed them down to 10 finalists and one winner.
Re-entering the motorcycle market after a decades-long hiatus, Can-Am has embraced the electric future with the Origin dual-sport and the Pulse roadster, which are propelled by a 11-kW Rotax E-Power motor with an 8.9-kWh battery, producing 47 hp and 53 lb-ft of torque. The bikes have innovative features like active regeneration and an enclosed drive chain in an oil bath with an automatic tensioning system.
CFMOTO has been selling motorcycles in the U.S. for only a few years, and it continues to expand its lineup. Its new Ibex 450 is a highly capable rally-style adventure bike powered by a 449cc parallel-Twin that makes 44 hp and 32.5 lb-ft of torque. Priced at just $6,499, it’s equipped with tubeless spoked wheels, switchable ABS and TC, adjustable suspension and seat height, and more.
Honda’s CB650R naked bike and CBR650R sportbike received expected updates like new styling, a TFT display, and revised switchgear. Unexpected was the new E-Clutch, which enables riders to start, stop, and change gears without using the clutch lever. Riders can switch between automatic and manual clutch operation, giving newbies a helping hand and veterans more flexibility.
In the evolution of the Husqvarna Svartpilen from 701 to 801, its 673cc Single was replaced with the 799cc LC8c parallel-Twin also found in KTM’s 790 Duke and 790 Adventure. Compared to the 701, the 801 has more horsepower (105), more torque (64.2 lb-ft), and a higher power-to-weight ratio. The “Black Arrow” is brimming with useful tech, is a full-tilt backroad bomber, and won’t break the bank at $10,899.
A decade after its 2015 debut, Indian’s Scout platform got a full makeover. The cast-aluminum frame was replaced with a tubular-steel unit, and the entire lineup is now powered by the SpeedPlus 1250 V-Twin, which produces 105 hp (110 on the 101 Scout) and 82 lb-ft of torque. Five models – Scout Bobber, Sport Scout, Scout Classic, Super Scout, and 101 Scout – are available in three trim levels.
SMT stands for “Supermoto Touring,” two words not normally used together to describe one motorcycle. The original 2010-2013 KTM 990 SMT was a touring variant of a big-bore Supermoto platform, while the new 890 SMT is a sport-touring variant of the 890 Adventure R mixed with some 890 Duke bits. With 17-inch wheels shod with sticky tires, it’s a hooligan’s dream with enough comfort for weekend getaways.
When Royal Enfield’s Himalayan adventure bike debuted in 2016, it was a solid but low-power, low-tech machine. It got a major overhaul this year, with a new liquid-cooled 452cc Single that makes more power (39.5 hp, up from 24) and torque (29.5 lb-ft, up from 24), a new chassis, and more modern features and styling. We were impressed with its capabilities when we tested it in the Himalayas.
The Suzuki GSX-S1000GT+, Rider’s 2022 MOTY, delivered “all the performance a street rider needs in a refined, comfortable, sophisticated package at a reasonable [price].” The new GX+ version is taller with a more upright riding position, blending sport-touring with attributes of an ADV to be the “supreme sport crossover.” It also has a 6-axis IMU and Suzuki’s first electronic suspension system.
Known for its 675cc-and-up sportbikes, ADVs, roadsters, and neo-classics, Triumph expanded its lineup with the Speed 400 roadster and Scrambler 400 X, both powered by a 398cc Single. They’re fun, stylish bikes that are beginner- and budget-friendly – just $4,995 for the Speed 400 and $5,595 for the Scrambler 400 X. If we’re going to attract the next generation, we need more bikes like these.
The MT-09 is a hugely popular bike for Yamaha, so much so that it is now in its fourth generation since being introduced in 2014. We’ve always been big fans of its rowdy inline-Triple. Updated for 2024, the bike is a riot to ride yet offers a high level of refinement and sophistication for $10,599. The SP version, which gets up-spec suspension and brakes, is even better.
Thousands of street-legal motorcycles have been released over the past 50 years, and we’ve ridden and evaluated as many of them as we could get our hands on. Most have been good, some have been great, but only a few have achieved icon status.
Two such motorcycles – Honda’s Gold Wing and BMW’s R-series GS – certainly qualify as icons, and both have won Rider’s Motorcycle of the Year award twice. The Gold Wing won in 2001 and 2018, and the BMW R-GS won in 1995 and 2005.
With the introduction of the R 1300 GS for 2024, BMW’s R-series GS can add a third Rider MOTY title to its long list of awards and accolades.
BMW R 1300 GS
Over the past two decades, the adventure-bike segment has exploded, and nearly every manufacturer offers multiple adventure models, ranging in size from less than 400cc to well over 1,200cc. The genesis of this trend – one of the few bright spots in the motorcycle industry since the Great Recession of 2008 – can be traced back to 1980, when BMW launched the R 80 G/S. It was the first motorcycle that delivered on-road comfort and performance and genuine off-road capability in equal measure.
The R-series GS evolved steadily over time, with engine displacement increasing, new features and technology being added, and market share growing. The R-series GS is BMW’s bestselling model, and the one-millionth boxer-powered GS was built in mid-2023. Last September, on the 100th anniversary of BMW Motorrad’s first production motorcycle, the new R 1300 GS was unveiled.
BMW R 1300 GS
Development of the R 1300 GS started seven years ago – two years before the R 1250 GS was introduced. Having squeezed as much as possible out of the existing platform, which started with the R 1200 GS introduced in 2004, BMW knew that taking the R-series GS into the future and maintaining its position in the market required a clean-sheet design. Only the butterfly valves and a few bolts and connectors carry over from the R 1250 GS.
The design objectives were to make the R 1300 GS lighter, more compact, more powerful, and more capable than its predecessor. The new GS weighs 26 lb less than the R 1250 GS. Displacement increased from 1,254cc to 1,300cc, peak horsepower was boosted from 136 to 145, and peak torque increased from 105 to 110 lb-ft.
BMW R 1300 GS
The R 1300 GS has new electronic rider aids, a completely new frame, and upgraded EVO Telelever and EVO Paralever suspension with optional adaptive vehicle height control. The GS’s new styling has been somewhat controversial, particularly its more aerodynamic bodywork and X-shaped matrix headlight, but BMW designers wanted to set the R 1300 GS apart from its predecessors.
After test riding the R 1300 GS on- and off-road at its global launch, we had this to say: “Hands down, the R 1300 GS is the best GS yet. The traits that the boxer-powered GS are known for – engine character, balance, comfort, and versatility – are better than ever. It looks and feels much slimmer than before, and the increased power and torque are impressive.”
Congratulations to BMW for the R 1300 GS, Rider’s 2024 Motorcycle of the Year!
Point a KTM 790 Duke toward twisty roads, and you’ll want to keep riding till dark. (Photos by James Martinec.)
What a rider wants from a new motorcycle isn’t always what’s needed. I want a Mustang, but I drive an Accord. I want a KTM 990 Duke, but I’d happily settle for a KTM 790 Duke, which provides about 90% of what makes a 990 Duke great but at a 24% discount.
Stickering at $9,499, the 790 Duke offers European design and high-tech features for a price only $500 higher than the Suzuki GSX-S8S and $1,200 less than the Aprilia Tuono 660.
KTM first introduced the 790 Duke in 2017, and the 2024 version proves it’s no fly-by-night operation.
Introduced in 2017 with the LC8c parallel-Twin engine, the 790 Duke was replaced in KTM’s lineup by the 2021 890 Duke before being reintroduced in 2023. The 790 Duke retailed for $10,699 in 2020, but the lower costs of production by CFMoto in China have reduced its MSRP.
The Duke’s riding position is accommodating for most riders, with a tallish seat (32.5 in.) allowing decent leg space to the marginally rear-set footpegs. Short riders might prefer KTM’s accessory seat, which lowers the height to 31.7 in. The saddle has ample fore/aft space to accommodate taller riders.
The 790 Duke’s 4-inch TFT instrumentation is relatively small but clearly relays info in a simple and easy-to-navigate arrangement. Here you can see ABS has been set to Supermoto mode, which switches off rear ABS. The forgetful old-timer in me laments the lack of self-canceling turnsignals.
A 4-inch color TFT display reports pertinent information, including ride modes (Rain, Street, and Sport) and traction control settings. The electronic system also includes an IMU to inform lean-sensitive TC and cornering ABS.
This view of the 790 Duke displays KTM’s keen European design. The cast-aluminum subframe incorporates the engine’s airbox, where it breathes through intakes on both sides and allows simple air-cleaner servicing.
Optional features include Quickshifter+ ($447) and Track mode ($378), which includes an aggressive engine map, customizable traction-control settings (0 to 9), launch control, and the ability to switch off wheelie control. Our test bike was fitted with the Tech Pack, which includes the quickshifter, Track mode, and adjustable Motor Slip Regulation for $819. Buyers can also add cruise control and tire-pressure monitoring.
Smart compromises: Maxxis Supermaxx ST tires are plenty grippy; a radial-pump master cylinder sends fluid through braided-steel lines to radially mounted J.Juan brake calipers biting on Galfer rotors. It also has angled valve stems (not visible here) that are a convenient feature too often lacking from similar bikes.
The 790 Duke excels with an enviable smiles-per-mile ratio. It’s simultaneously easy to ride and thrilling, with a 105-hp punch that’ll keep up with most any other bike on public roads at street speeds. The 790 is down 148cc and 16 ponies on its bigger brother, the 990 Duke, yet its power delivery is delightful and rousing.
Considering the hooligan capabilities of the 790 Duke, it makes for a surprisingly versatile machine for bopping around town.
The 799cc parallel-Twin uses a 75-degree crankpin angle and 435-degree firing order to make it sound similar to a V-Twin. It feels a bit coarse, but dual counterbalancers keep vibrations unintrusive. The 790’s motor barks authoritatively within regulations and pleases ears with a fun burble spitting out the exhaust while engine braking during decel.
The 790 Duke is a veritable riot on an empty backroad.
Also lively is the chassis, steering with the sprightliness of a bike much lighter than the 406-lb curb weight claimed from KTM. It willingly heels over with a mild shove on its handlebar and responds with precision. For context, recall that Chris Fillmore won the Middleweight class at the 2018 Pikes Peak International Hill Climb aboard a 790 Duke, finishing just 4 seconds behind two Open-class racers to take third overall.
“The Scalpel” is KTM’s term for the 790 Duke, and it lives up to that monicker when carving corners with enviable agility. A steering damper eliminates any headshake concerns.
When building a bike that will sell for less than $10K, some cost-cutting measures are necessary. Instead of Brembo monoblock brakes, the 790 Duke uses a pair of J.Juan two-piece calipers biting on 300mm rotors. However, the calipers are radially mounted and apply force via a radial-pump master cylinder, resulting in excellent feedback with a surplus of power, even if they don’t have the stellar level of sophistication as a set of Stylemas.
The middleweight Duke has an excellent example of how to design a stylish EPA-legal exhaust system. It uses a jug of a canister mounted between the engine and rear tire, terminating in an attractive high-mount brushed-aluminum muffler.
The 790’s suspension is a similar compromise of cost and performance. Made by KTM subsidiary WP, it uses a 43mm inverted fork that has no provisions for adjustments, and the rear shock is adjustable only for rear preload. Both have progressive-rate springs to cope with a variety of loads. They provided a cushy but controlled ride under my slight weight (150 lb), with plenty of rear preload still available.
The ergonomics of the 790 Duke accommodate riders of various sizes, although tall riders might wish for more legroom. Passengers enjoy a surprisingly comfy seat and the security of a grab handle.
The engine is amazingly grunty for the pedestrian version of KTM’s parallel-Twins, a willing accomplice for motoring around town or unleashing on a canyon road. Its only foible is a nearly imperceptible surging with small throttle openings at lower revs, which seems a bit unrefined for a premium-adjacent bike.
Although not a powerhouse relative to its 990 and 1290 Duke brothers, the 790 Duke’s 105 hp is plenty enough to blur the scenery.
The 790 Duke’s slip/assist clutch has an easy pull and works seamlessly, but the least-polished aspect of the powerplant is its gearbox, which feels imprecise relative to many of the excellent trannies currently on the market. It’s not bad or troublesome, but it isn’t always slick.
Sharp creases are the hallmark of KTM’s Dukes.
Similarly, the Duke’s quickshifter doesn’t operate with the smoothness felt from other contemporary quickshift systems like the one fitted to Triumph’s Street Triple 765 (itself a worthy rival to this Duke, with 120 hp and a price starting at $10,595), so I preferred the smoother shifts provided by manual application.
But these are the only nits to pick with the 790 Duke, which otherwise satisfies in every way. It’s fun and friendly to hop on for errand-running, it’s relatively comfortable during highway jaunts, and it’s nearly spectacular when unwinding twisty canyon roads.
The 790 Duke features all-LED lighting and adjustable clutch and brake levers.
Sure, I’d prefer sharper brakes and a fully adjustable suspension, but what we’ve got here is leaps above merely adequate. It’s a highly functional blend of light weight and performance at a modest price point.
One of my all-time fave bikes is Suzuki’s SV650 (and I’m glad the SV remains in Suzuki’s current lineup 25 years later), but the KTM 790 Duke is like a faster, edgier SV, with an incomparable combination of usability, fun, and value with a European flavor.
The angular style of KTM’s Dukes doesn’t suit all tastes, but I like the looks of the 790, which nicely treads the line between garish and subtle.
The track-only KTM 450 SMR, built on the platform of the KTM 450 SX-F, has been updated for 2025, with improvements to the frame, fork, and styling.
The most significant update to the KTM 450 SMR is the frame, which now has visible cutouts and tube-wall-thickness changes around the front. The engine and rear shock mounts have also undergone some changes. These upgrades shave a bit of weight off the bike, which weighs 240 lb without fuel, while also improving chassis flex characteristics and cornering behavior, according to KTM. Also new are smaller footpegs to maximize lean angles.
The SMR’s suspension has also been updated for 2025. The previous AER 48mm fork has been replaced with a fully adjustable 48mm WP XACT closed-cartridge spring fork with a new mid-valve piston concept for optimized oil flow. The new hydro stop in the last part of the stroke is said to help keep a maximum of reserve for scenarios like big jumps and hard landings. The WP XACT shock returns with an updated linkage featuring new seals and smaller-diameter linkage bolts. Suspension travel is 11.1 inches in the front and 10.4 inches out back.
Air intake has improved with a one-piece inlet sleeve and snorkel design to prevent deformation thanks to a more robust and stiffer construction. The updated fuel tank mount is said to help protect the frame. Fuel capacity is 1.9 gallons.
The bike also receives new tank shrouds with bi-composite plastics on the upper and lower flanks, which contribute to the SMR’s new look. The full-orange bodywork with red and black graphics and a black seat, which KTM says is more durable than the previous seat, also contribute to the bike’s updated look.
Returning to the SMR are the Metzeler Racetec SM K1 Supermoto tires, which replaced the Bridgestone tires used since the 2023 update. The Metzelers are wrapped around 16.5-inch front and 17-inch rear wheels.
The KTM 450 SMR remains powered by a liquid-cooled 449.9cc Single with SOHC that makes a claimed 63 hp. Braking is provided by Brembo, with a 310mm front disc paired with a 4-piston radially mounted caliper. The bike also features a quickshifter that allows clutchless upshifts from 2nd to 5th gears, two ride modes, traction control, and launch control.
Pricing for the 2025 KTM 450 SMR has not yet been announced, but KTM says the bikes will be arriving in dealerships starting in November 2024.
This 2025 motorcycle buyers guide highlights new or significantly updated street-legal models available in the U.S. As with previous buyers guides, we will also include 2026 teasers as soon as manufacturers let us know about them. We will continually update this guide as new models are available, so be sure to bookmark this page and check back often.
Organized in alphabetical order by manufacturer, our guide includes photos, pricing, key update info, and links to first looks or – when available – Rider‘s first rides, road tests, and video reviews of the motorcycles.
2025 CFMOTO 450CL-C
2025 CFMOTO 450CL-C in Bordeaux Red
The 2025 CFMOTO 450CL-C is new cruiser from CFMOTO powered by a liquid-cooled 449cc parallel-Twin with DOHC, a 270-degree crank, and dual counterbalancers mated to a 6-speed transmission, a slip/assist clutch, a Gates belt final drive, and a dual-chamber exhaust coated in a matte ceramic finish. Braking is provided by J.Juan, and ABS and traction control are standard. The 450CL-C rides on a 58.5-inch wheelbase and has a 28-degree rake, 4.25 inches of trail, and a 27-inch seat height.
The 2025 CFMOTO 450CL-C will come in Bordeaux Red and Nebula Black and start at $5,699.
The 2025 CFMOTOIbex 450 features a liquid-cooled 449cc parallel-Twin with DOHC, a 270-degree crank, and dual counterbalancers mated to a 6-speed gearbox with a slip/assist clutch. It has a standard Ride mode and an Off-Road mode. The bike has J.Juan braking components with ABS that is switchable at the rear, as well as switchable traction control. The Ibex 450 has a fully adjustable KYB inverted fork and a central-aligned, multi-link rear monoshock with adjustable damping and preload.
The bike has an adjustable handlebar and a 32.3-inch seat height/ride height that can be lowered to 31.5 inches via an integrated lowering link. It has 8.7 inches of ground clearance, and it rides on tubeless, cross-spoke rims. The 2025 CFMOTO Ibex 450 will come in Zephyr Blue or Tundra Grey and start at $6,499.
In its first major revamp since its 2015 debut, Indian’s Scout cruiser platform is all-new from the ground up, and the 2025 Indian Scout lineup includes five models: 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.
At the heart of the Scout platform is a new engine called the SpeedPlus 1250. The V-Twin remains liquid-cooled but is redesigned, punched out from 1,133cc to 1,250cc. Power goes up to 105 ponies and 82 lb-ft of torque, and the 101 Scout gets a bump to 111 hp. Also new is the Scout’s frame, switching from an aluminum design to a simpler steel-tube chassis. It supplies a 61.5-inch wheelbase with a 29-degree rake and 4.8 inches of trail. The Scout has a low 25.6-inch seat height. 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.
The Indian Scout Bobber has an MSRP of $12,999, the Scout Classic is $13,999, the Sport Scout is $13,499, the Super Scout is $16,499, and the 101 Scout is $16,999.
The 2025 KTM 990 RC R is KTM’s only street-legal, liter-class supersport is powered by a LC8c powerplant with a new ergo-crafted and condensed stainless steel muffler and a shifter that can be reversed to race-shift as standard. The steel frame has increased weight bias towards the front end and a steering head angle of 25 degrees. It also features a new fuel tank shape, adjustable footrests, fully adjustable WP APEX Open Cartridge Suspension, and lightweight cast aluminum wheels wrapped in Michelin tires.
Pricing for the 2025 KTM 990 RC R has not yet been announced.
The 2025 Moto Morini Corsaro 750 naked and fully faired Corsaro Sport are both powered by a new 749cc 90-degree V-Twin and share Brembo braking components, standard ABS, a fully adjustable inverted fork, and a progressive link rear shock. The Corsaro Sport gets a wider rear tire, clip-on handlebars, a taller seat, and more bodywork compared to the Corsaro 750.
The 2025 Moto Morini X-Cape 1200 features the new 1,187cc V2 Corsa Corta EVO engine, an 87-degree V-Twin designed and engineered in Italy and making a claimed 122 hp. The new adventure bike features Brembo braking components, switchable cornering ABS, a fully adjustable fork, and a progressive link shock.
The Moto Morini X-Cape 1200 has a tubular trellis frame and a 33.8-inch seat height. An aluminum luggage rack is included as standard equipment. Pricing has not yet been announced.
2025 Triumph Bonneville T120 Elvis Presley Limited Edition
2025 Triumph Bonneville T120 Elvis Presley Limited Edition
The 2025 Triumph Bonneville T120 Elvis Presley Limited Edition is limited to only 925 units worldwide and celebrates Elvis and his Memphis Mafia group of friends who rode on Bonnevilles. The Bonneville T120 Elvis Presley Limited Edition has been crafted to honor its namesake, including its Carnival Red color scheme, “ELVIS” gold lettering on the tank, Elvis’s signature on the tank and side panels, and the “Taking Care of Business in a Flash” emblem on the front fender.
The 2025 Triumph Bonneville T120 Elvis Presley Limited Edition will be available starting at $15,495 and will arrive in dealerships starting in September 2024.
2025 Triumph Rocket 3 Storm GT in Sapphire Black with Granite
To celebrate 20 years of the Rocket 3, a muscle bike with the largest engine in a production motorcycle, Triumph has unveiled the 2025 Triumph Rocket 3 Storm R and Rocket 3 Storm GT. Their 2,458cc in-line Triple cranks out even more power – up 15 ponies to a massive 180 hp and 166 lb-ft of torque (up 3).
The Rocket 3’s 16-inch rear and 17-inch front wheels have been updated with a 10-spoke cast-aluminum design. They have an lightweight aluminum frame that uses cast and forged elements, dual Brembo Stylema front calipers with 320mm discs, and a Brembo M4.32 rear caliper with a 300mm disc.
They come with lean-sensitive cornering ABS, traction control, Ride-by-Wire, a Torque Assist clutch, Hill Hold, four ride modes (Road, Rain, Sport, Rider-configurable), cruise control, a keyless ignition and steering lock, and a USB charging socket. Instrumentation comes in the form of a color TFT.
The 2025 Rocket 3 Storm R will be available in Carnival Red with Sapphire Black, Satin Pacific Blue with Matte Sapphire Black, or Sapphire Black with Granite for $24,995. The 2025 Rocket 3 Storm GT will be available in the same colors but with the color split of the tank reversed, retailing for $25,795.
The 2025 Triumph Speed Triple 1200 RR Breitling Limited Edition will be limited to only 270 units, and Breitling will also launch a special Triumph watch in conjunction with the motorcycle. The bike features a bespoke paint scheme with premium gold hand-painted detailing, a leather seat with French stitching, a high-spec Akrapovič silencer, and lightweight carbon fiber parts. It will also include a custom Breitling start screen, the Breitling logo laser-etched onto the machined rear wheel finisher, and a gold Breitling badge on the tank.
The 2025 Triumph Speed Triple 1200 RR Breitling Limited Edition will be available starting in June 2024 with an MSRP of $25,995.
Celebrating Triumph’s rich racing history is the new 2025 Triumph Trident 660 Tribute Special Edition, which features a race-inspired graphic scheme, Triumph Shift Assist, and a flyscreen. The Trident 660 is powered by a liquid-cooled 660cc Triple that makes a claimed 80 hp at 10,250 rpm and 47 lb-ft of torque at 6,250 rpm. It has a seat height of 31.7 inches and a weight of 416 lb. Throttle-by-wire allows two ride modes (Road and Rain), and it comes with ABS, switchable traction control, and a combined TFT and LCD display.
The 2025 Triumph Trident 660 Tribute Special Edition adds a white, blue, and red graphic scheme inspired by “Slippery Sam,” as well as a Number 67 race graphic, a flyscreen, and Triumph Shift Assist, which enables clutchless up and down gear changes with an autoblipper on downshifts for smoother changes.
The 2025 Triumph Trident 660 Tribute Special Edition will be available for one year only with an MSRP of $8,595.
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