The updated 2024 BMW F 900 GS adventure bike seeks to reinvigorate BMW’s middleweight platform. Upgraded from the F 850 now with a larger 895cc parallel-Twin that delivers 105 hp, a ready-to-ride low weight of 483 lb, a lower and more svelte profile, and upgraded suspension, the 2024 BMW F 900 GS just might be the best parallel-Twin adventure bike ever offered from the German company.
To see how the 2024 BMW F 900 GS performs, we travel to Málaga, Spain, for a full day of on-road and off-road riding. Watch the video below to see the F 900 GS in action, and read our full review here.
The 2024 KTM 990 Duke 96% new and replaces the 890 Duke R. We tested it in the mountains of southern Spain as part of KTM’s “30 Years of Duke” launch that included the 390 Duke and 1390 Super Duke R Evo. (Photos by Francesc Montero & Sebas Romero)
What’s the magic number? When the first Duke debuted 30 years ago, it was 602cc, which was packed into a single-cylinder engine that made 58 hp. These days (in the U.S. market), Dukes range in displacement from 249cc in the Duke 250 to 1,350cc in the 1390 Super Duke R Evo. In between, KTM offers the 390 Duke (399cc), 790 Duke (799cc), and 990 Duke (947cc). For this KTM 990 Duke review, we take one of the newest Dukes on a test ride in the mountains of southern Spain.
Evolution of the Duke. Front and center is the 1994 KTM 620 Duke. Behind it to the left is the 990 Duke, in the middle is the 1390 Super Duke R Evo, and behind it to the right is the 390 Duke. They are surrounded by other milestone Duke models from the past 30 years.
With its displacement approaching a liter, the new 990 Duke resides in the so-called “super middleweight” class. It replaces the 890 Duke R, but there’s more to it than just a 58cc bump in engine size. According to KTM reps at the global launch in Spain, the 990 Duke is 96% new and “more like a smaller Super Duke.”
Powering the 990 Duke is KTM’s liquid-cooled LC8c parallel-Twin with DOHC and 4 valves per cylinder – the same engine platform found across the 790/890/990 Adventure and Duke lines. Only the 990 Duke has the 947cc version that makes a claimed 123 hp at 9,500 rpm and 76 lb-ft of torque at 6,750 rpm (up from 121 hp and 73 lb-ft on the 890 Duke R). The intake mixture is fed through a 46mm throttle body and compressed at a ratio of 13.5:1, the Bosch engine management system uses throttle-by-wire, and the 6-speed transmission is mated to a PASC slip/assist wet clutch. Spent gasses exit through a new stainless-steel exhaust that’s Euro 5+ compliant.
The liquid-cooled LC8c parallel-Twin is a workhorse engine that powers all KTM 790/890/990 Adventure and Duke models. The frame, subframe, and swingarm are new.
Wrapped around the 990 Duke’s engine is a new frame, subframe, and swingarm. The chromoly steel frame, which uses the engine as a stressed member, is stiffer for added stability and wider at the back to pass outside rather than inside the swingarm. To compensate for the stiffer frame, the diecast aluminum subframe allows more flex, and it now houses the airbox. The swingarm, which is constructed using gravity diecast aluminum and uses a closed-lattice rather than the previous open-lattice design, is 3.3 lb lighter than the 890 Duke R’s. Curb weight with the 3.8-gallon tank fuel is a svelte 395 lb.
The KTM 990 Duke has a stiffer frame while its swingarm allows more flex. The net result is more responsive handling.
Like the 890 Duke R, the 990 Duke is equipped with adjustable WP Apex suspension, but it has a new 43mm inverted open-cartridge fork with 5.5 inches of travel and a single gas-assisted rear shock that’s mounted directly to the top of the swingarm and has 5.9 inches of travel. Convenient fork-top adjusters offer five-click adjustability for compression (left leg) and rebound (right leg). The shock also has a five-position adjuster for rebound that requires a flat-blade screwdriver, and preload is adjustable using a spanner (both tools are in a kit under the seat; compression cannot be adjusted).
The KTM 990 Duke’s front wheel is shared with the 1390 Super Duke R Evo, and a new rotor mount saves 2.2 lb of unsprung weight. The 4-piston calipers are made by J.Juan.
The 990 Duke rolls on 17-inch cast-aluminum wheels shod with Bridgestone Battlax S22 tires (the latest S23s weren’t yet available for homologation). The front wheel is the same as the 1390 Super Duke R Evo’s, but the rear is slightly different because the 990 has a two-sided swingarm and the 1390 has a single-sided swingarm. Slowing things down are the same 4-piston radial front calipers with 300mm discs and 2-piston rear calipers with a 240mm disc as on the 890 Duke R, but a lighter connection between the front rotors and the wheel saves roughly 2.2 lb of unsprung weight. Cornering ABS with a rear-off Supermoto mode is standard.
The 5-inch TFT display uses intuitive graphics that show how different settings affect the motorcycle’s behavior.
In terms of technology, the 990 Duke has a new 5-inch color TFT display with a scratch- and glare-resistant bonded-glass screen, redesigned menus, and optional KTMconnect for smartphone pairing to allow access to navigation, audio, and phone calls. All lighting is LED and there’s a USB-C charging port. Rider electronics include three standard ride modes (Sport, Street, and Rain) and two optional ride modes (Performance and Track) that adjust throttle response, lean-sensitive traction control, and wheelie control. Track mode enables a10-level rear-wheel slip adjuster that can be adjusted on the fly, launch control, a lap timer, and telemetry functions. Cruise control, Motor Slip Regulation, and an up/down quickshifter are optional.
The 2024 KTM 990 Duke is nicknamed “The Sniper” and is available in orange or black.
The 990 Duke has also been restyled, with a more muscular, hunched-forward stance like the 1390 Super Duke R Evo. Both share a unique headlight design with stacked low and high beams in the center that are framed by a pair of DRLs shaped like curved talons. Compared to the 890 Duke R, the 990 Duke’s seat is angled up more in the front to prevent the rider sliding forward, is flatter, has new foam, and sits at 32.4 inches, down from 32.8 on the 890. The pillion seat was moved up by 0.8 inch to give the passenger a better view and more legroom.
Spain is one of the most mountainous countries in Europe and it has fantastic twisty roads.
My test ride on the 990 Duke was a romp in mountains above Almería, Spain, on a cold, clear February morning that was part of the “30 Years of Duke” press launch that included the 390 Duke and 1390 Super Duke R Evo. When we did a comparison test of KTM’s full Duke lineup in 2021, the 890 Duke was a staff favorite, “a standout machine that encourages you to test its handling and your nerve, and it consistently rewards the rider with confidence-inspiring feel and agility or a gentle prod where lesser machines fall short.” We described it as “a mustang, wild at heart, straining at the bit, and embodies the essence of the Duke series: immediate power and razor-sharp cornering stripped down to the barest of essentials.”
The KTM 990 Duke has a unique headlight design that’s shared with the 1390 Super Duke R Evo.
Is the 990 Duke even better? Yes and no. It is an exciting machine that provides a thrilling rush of power and has a light and balanced feel, a responsive chassis, and an excellent electronics package. The Duke’s steady evolution from the 790 to the 890 to the 990 is obvious, but the 990 feels like it just turned 40, suddenly thrust into middle age. As a seven-tenths scale Super Duke (at least in terms of engine displacement; the 990’s 123 hp is 65% as much as the 1390’s 190 hp), it demands more respect and has lost a bit of its free-spiritedness.
That’s not necessarily a bad thing. It’s just a shift in focus, and with the 790 Duke back in KTM’s lineup, it makes sense.
The KTM 990 Duke, all grown up and serious as a heart attack.
Our launch base camp was the Circuito de Almería, located in an arid region near the southern Spanish coast where many Spaghetti Westerns were filmed. From the track, we rode north into the mountains, climbing rapidly on a road with so many hairpins it felt like riding the Alps minus the tour buses. On such a tight, technical road, the 990 Duke felt like overkill. The 390 Duke we rode the previous day would have made more sense, or perhaps KTM’s 690 SMC R supermoto.
After we did our photo passes on a 1st-gear hairpin where I struggled to find my groove, we continued climbing to the top of the mountain. Down the other side, the curves opened up and the 990 Duke felt more in its element.
The KTM 990 Duke is light, powerful, and agile.
On a short ride on public roads, some of which were wet or lightly glazed with ice, I didn’t try out the Performance or Track modes, or the new launch control. The Street and Sport modes provided plenty of excitement, and the more I rode the 990 Duke, the more I fell under its spell. Allow me to reiterate two key specs: 123 hp and 395 lb. That power is delivered in a direct but very manageable way to the rear wheel, which is attached to a lightweight motorcycle with a retuned chassis that ensures steering inputs hit the bullseye. Admirable qualities, but also ones that encourage a high rate of speed.
Compared to the 890 Duke R, the KTM 990 Duke’s seat is flatter and 0.4 inch lower.
I’ve tested enough KTMs to become accustomed to its menus and appreciate the intuitive illustrated motorcycle graphics that show how different settings affect vehicle dynamics. The new switchgear on the 990 Duke is easy to use, but there are too many steps involved in changing modes and settings on the fly. A simple “mode” button that would allow a rider to quickly toggle between ride modes would simplify the process.
So 990 may be the magic number. Nearly 20 years ago, the KTM 990 Super Duke was the first big-bore streetbike made by a small Austrian company known for its dirtbikes. Since then, KTM has become Europe’s largest motorcycle manufacturer, the Super Duke has gotten super-er, and the 990 Duke honors that legacy.
2024 Royal Enfield Continental GT 650 in Apex Gray
In addition to earlier news about the all-new 2024 Royal Enfield Shotgun 650, the company has now released information and pricing on the 2024 Royal Enfield Continental GT 650 and INT650, both of which receive upgrades and new colors for the same MSRP as the 2023 versions. Also included in the announcement is the price of the Shotgun 650.
“We’re excited to be bringing some updates to the Continental GT 650 and INT650 that make them more comfortable and stylish,” said Mark Wells, chief of design at Royal Enfield. “The new Twins have the same old-school cool factor that fans have come to expect, but with some more premium touches.”
2024 Royal Enfield Continental GT 650 in Slipstream Blue
True to the Royal Enfield brand, the Continental GT 650 cafe racer and INT650 roadster feature retro-inspired aesthetics that lean on their 1960s origins. They’re both powered by an air/oil-cooled 648cc parallel-Twin that makes a claimed 46.4 hp at 6,250 rpm and 38.6 lb-ft of torque at 5,150 rpm and with electronic fuel injection – the same engine also found on the Shotgun 650 and Super Meteor 650.
Both bikes also feature a Harris Performance steel-tubular frame. Up front is a telescopic fork, and suspension in the rear is provided by piggy-back gas-charged twin shocks with preload adjustability. Braking comes in the form of a 2-piston front caliper with a 320mm disc and a 1-piston rear calipeer with a 240mm disc, and ABS is standard.
2024 Royal Enfield INT650 in Cali Green
Upgrades to the Continental GT 650 and INT650 include LED headlights, improved CEAT tires, and an improved seat design with foam-mesh material. Also included are new aluminum switch cubes, handlebar grips, and adjustable brake and clutch levers.
2024 Royal Enfield INT650 in Black Ray
These two models also get six new color options for 2024, each with their own style and personality. The 2024 Continental GT 650 will be available in two blacked-out variants: Apex Gray and Slipstream Blue. The 2024 Royal Enfield INT650 will be available in two blacked-out variants and two with a traditional chrome finish. The blacked-out color options are Barcelona Blue and Black Ray, and the colors with chrome finish are Cali Green and Black Pearl.
The 2024 Royal Enfield Continental GT 650 has an MSRP of $6,349, and the 2024 Royal Enfield INT650 starts at $6,149. The 2024 Royal Enfield Shotgun 650 has an MSRP of $6,899. All three models are on sale now at Royal Enfield dealerships throughout North America.
The BMW F 900 GS has received major upgrades for 2024, including a significant weight loss and a punchier engine. Photos courtesy BMW.
The adventure-bike market is the hottest segment in motorcycling, with new models being introduced every year. The middleweight ADV category has been dominated by Yamaha’s Ténéré 700 and KTM’s various 790/890 Adventure models, but new or updated models from Aprilia (Tuareg 660), Honda (XL750 Transalp), Suzuki (V-Strom 800), and Triumph (Tiger 900) are enticing riders to reevaluate their options.
Meanwhile, BMW has been selling mid-weight ADVs for almost two decades. The F 800 GS was introduced in 2009 but was often overshadowed by its boxer-powered bigger brothers, culminating in the recent glowingly reviewed R 1300 GS.
For 2024, BMW expects the new F 900 GS to draw a brighter light to its reinvigorated middleweight platform. After testing it on roads and on dirt, we can safely say this is the best parallel-Twin adventure bike ever offered from the German company.
The Brembo 2-piston caliper front brakes are merely adequate relative to its competition in the middleweight ADV class.
What’s New?
Quite a lot, actually. The F 850’s motor has been punched out to 895cc and now delivers 105 hp, up 10 ponies from the older mill. The former cast pistons have been cast aside for forged pistons that are 2mm larger than before.
Additionally, 31 lb of weight has been shaved off for this new iteration, now scaling in at 483 lb with its 3.8-gallon tank full. The fuel cell swaps steel for plastic to pare down about 10 lb, and a new Akrapovič muffler trims 3.7 lb. A lower tailsection trims another 5 lb, while the trellis steel frame remains unchanged.
BMW offers several seating options for the GS.
The F 900 GS also benefits from a lower and more svelte profile that eliminates much of the bulkiness of its F 850 predecessor. The bike not only looks smaller, its design language looks fresh and contemporary, aided by full LED lighting and rear turnsignals that serve double duty as brake lights.
The 6.5-inch TFT panel is a literal bright spot on the new F 900 GS.
The F 900 GS is well-equipped in its base form, with a starting price of $13,495. Standard equipment includes a six-axis IMU and two riding modes (Rain and Road), plus ABS Pro and Dynamic Traction Control. A vibrant 6.5-inch TFT display with smartphone connectivity is part of the package, as are hand guards, heated grips, an adjustable aluminum shift lever, and self-canceling turnsignals.
The 900’s suspension has been upgraded, now with a fully adjustable 43mm Showa fork holding a 21-inch front wheel. The rear damper includes adjustable preload and rebound damping to control bumps acting on a slightly lighter aluminum swingarm. Suspension travel is a generous 9.1 inches in front and 8.5 at the rear, resulting in a 34.3-inch seat height. An accessory low seat brings height down to 32.9 inches.
The GS’s 43mm inverted fork has full adjustability: preload, as well as compression and rebound damping.
BMW offers a similar but lower-spec (and more street-oriented) F 800 GS for only $10,495, with its 895cc motor downgraded to 87 hp, but it wasn’t available for testing. Also not tested was the Adventure version of the F 900 GS, which includes a 6.1-gallon fuel tank, Dynamic ESA, a luggage rack, and an aluminum bash plate. It has a starting price of $14,890.
Rebound damping can be adjusted by the gold knob ahead of the shock’s remote reservoir. Preload is adjusted hydraulically via a knurled handle on the other side of the bike.
Options Temptations
As is typical for BMW, there are a plethora of options for the F 900 GS. Ride Modes Pro supplies access to Dynamic, Enduro, and Enduro Pro rides modes, as well as Engine Drag Torque Control, which varies the amount of engine braking.
Then there’s the Premium Package that includes Ride Modes Pro, along with keyless ignition, an up/down quickshifter, tire-pressure monitoring, cruise control, and the long-lasting M Endurance Chain. It costs an extra $1,750.
The biggest improvement of BMW’s GS is found in its parallel-Twin powerplant that features a 10-hp boost along with improved torque. It includes BMW’s Active Knock Control that allows use of lower-grade fuels.
Riders who enjoy traipsing on dirt roads will be interested in the $1,495 Enduro Pro package, which includes Ride Modes Pro, fully adjustable suspension, the M Endurance chain, and a taller handlebar that is more comfortable for stand-up riding.
Other optional equipment includes protective bars, windscreens of various sizes, higher or lower seats, Intelligent Emergency Call, and a full complement of luggage options.
The windscreen seen on GS Trophy colorways is the GS’s standard-size screen, but the ones coming to the U.S. won’t have the smoked finish seen on these European-market bikes.
GS en España
BMW invited us to Málaga, Spain, to sample the F 900 GS, and in a coincidental twist, we stayed at the same hotel as during Triumph’s Tiger 900 launch just two months prior! It was illuminating to test these 900cc ADVs in the same area of southeastern Spain.
We first straddled Sao Paulo Yellow versions of the F 900 GS for a morning ride on some of Spain’s countless twisty roads. This “Passion” style colorway adds $275 to the price of the base GS, which has a black colorway. Our bikes had other options that raised their MSRP to $16,215.
The F 900’s parallel-Twin motor emits a rumbly note through its new Akrapovič muffler. Its crankshaft journals are offset by 90 degrees to create a 270/450-degree firing interval that sounds a lot like a 90-degree V-Twin. A pair of counterbalancers (one in front of and one behind the crankshaft) minimize objectionable vibrations.
The F 900 GS is fully capable of traversing unpaved trails. Hand guards are standard equipment, as are heated grips and adjustable hand levers.
Responses from this invigorated mill are much punchier than before. It pulls cleanly from as low as 2,000 rpm and builds to a meaty midrange that thrusts the Beemer forward with satisfying alacrity, aided by lower final-drive gearing. Torque swells in the 6,000-rpm range to its 68.6 lb-ft peak at 6,750 rpm then yanks harder on the way to its 105-hp zenith at 8,500 rpm.
For comparison, Triumph’s upgraded 888cc three-cylinder motor in the Tiger 900 cranks out 106.5 hp, while the output of KTM’s respected 890 parallel-Twin produces 103.6 ponies. It’s remarkable how closely the engines of these middleweight ADVs match up.
Dirt roads were tamed by the Metzeler Karoo 4 tires fitted for our ride. The rear sprocket now has 47 teeth instead of 44, lowering the overall final-drive ratio.
My 30-inch inseam was a little intimidated by the relatively tall 34.3-inch seat height, but it wasn’t a problem after my weight was aboard and the suspension compressed. The bike proved to be adept at navigating city streets on the way to mountain roads, with a light clutch pull and the assistance of the quickshifter fitted to our bikes.
The cockpit of the GS is pleasing to the eye, with an attractive 6.5-inch color TFT display front and center. It includes smartphone connectivity and can easily be navigated with BMW’s innovative Multicontroller wheel on the left grip. A 12-volt socket and a USB port ensure your devices will be charged while out on the road.
The F 900 GS proved to be very competent when bounding through the brush.
Riding on a highway section revealed a foible in the GS. Unlike the Tiger’s, the BMW’s windscreen isn’t adjustable. The accessory screen, which is 2 inches taller than stock, fitted to our test bikes induced buffeting on my helmet at higher speeds, and the lack of adjustability forced me to endure it. Any bike intended for travel should have a simple system for on-the-fly windscreen adjustments.
The GS proved to be remarkably adroit on the twisty sections of our ride. Turn-in response isn’t quite as brisk as on the Tiger due to the GS’s more relaxed steering geometry, with a 28-degree rake and 4.7 inches of trail, but the GS’s weight loss and its wide handlebar helps it carve corners adeptly. The 21-inch front tire (Bridgestone Battlax Adventure A41) slightly diminishes sporty front-end feedback, as is always the case, but not enough to inhibit acute lean angles. For what it’s worth, I was able to drag footpegs on the Tiger Rally Pro, but I didn’t on the BMW.
Cooperative throttle response allows riders to dial in the precise amount of wheelspin desired.
The long-travel suspension of the GS proved to be plush over various road surfaces, but several riders noted the rebound damping of the shock felt too loose, with the rear bouncing up excessively after hitting bumps. At a coffee stop, we all dialled in additional rebound damping on the shock, and the revised settings offered much better control. The shock’s spring preload is adjustable, but its compression-damping circuit is not.
The fully adjustable inverted fork performed well, but less impressive are the GS’s brakes. Up front are Brembo calipers, but they’re low-spec 2-piston units rather than 4-piston clampers that are typically employed on bikes in this price range. They offer plenty enough power to adequately slow the bike, sure, but they’re not up to the high standards of the class. Cornering ABS is a welcome safety feature that is included as standard equipment.
A revised handlebar arrangement places riders in a more comfortable posture while standing.
There were several opportunities on our ride to twist the throttle wide open and stretch speed limits. The newfound punchiness of the motor again impressed the seat of my pants, pulling hard enough to make me feel that a 1,200-plus-cc engine might be overkill for an ADV. Clutchless upshifts were clicked off smoothly, but snicking into lower gears without using the clutch was harsher than with the Tiger’s faultless transmission.
We were having so much fun unwinding Spain’s sinuous backroads on the GS that we didn’t want to bother stopping for lunch.
The F 900 GS feels very manageable when riding off-road.
Dirty Work
After some delicious tapas, we climbed aboard bikes in the GS Trophy colorway with BMW’s red and blue colors atop a white base coat, sure to be the likely choice for Beemerphiles. These bikes were fitted with knobbier Metzeler Karoo 4 tires better suited for the off-roading adventures in front of us. BMW’s cross-spoke wheels allow tubeless tires.
Like a well-engineered ADV should, the F 900 GS seems to shed weight when ridden off-road. Simply point it in the right direction and keep the throttle open, and it tractors up nearly any obstacle. While most of our off-roading was on non-technical terrain, we came across a few technical sections with rocks and hills that gave the GS a good test. Its suspension performed without complaint from the bike or its rider, and its punched-out motor again proved its worthiness in ADV situations, able to be lugged low in its powerband where optimum traction is delivered.
The taller accessory windscreen fitted to the bikes on our street ride induced buffeting. We wish the bike included a windscreen adjustment of some form.
I spent the entire afternoon with the bike in its Enduro Pro mode, which disables ABS at the rear tire and loosens the limits of traction control. Eventually, I switched off traction control completely, as I preferred my right hand to be fully in charge of managing traction.
The brakes that felt underwhelming on the street were nearly perfect in the dirt. They weren’t grabby or overly sensitive like some high-powered braking systems, shedding speed in precise and easy to control amounts. However, I felt the front ABS kick in on a rocky, technical downhill section, an unnerving situation. A ride mode with the name “Pro” in it should have looser parameters for ABS intervention.
Although intended to handle unpaved roads, BMW’s new GS also makes a capable sport-tourer.
On the way back into town, I was pleased that the standard-height windscreen eliminated the buffeting condition I felt at higher speeds with the taller screen. The narrow seat, however, was less pleasing, and I’d consider sourcing a different saddle if I was piling on hundreds of miles. On the plus side, a generous amount of steering lock makes the GS easy to maneuver in tight spaces, whether it’s dodging trees in a forest or Teslas in a crowded parking lot.
Best GS Yet?
Well, that would depend on what you want from a GS. The new R 1300 GS is magnificent and has a broader range of capabilities along with a more powerful engine. But after a short spin on a 1300 during a transit stage of our off-road ride, I preferred the 900’s relative agility and the way its rear tire grabbed for traction relative to the 1300’s shaft-drive arrangement.
We think the new GS looks much more attractive than the older one. The red subframe on the Sao Paulo Yellow colorway is a nice touch.
The F 900 GS faces stiff competition in the marketplace. The Tiger 900 Rally Pro is in some respects more appealing than the Beemer, with its engaging 3-cylinder engine, Brembo Stylema brakes, and adjustable windscreen. Combined with a larger fuel tank and a comfier stock seat, the Tiger is a worthy adversary.
But the BMW F 900 GS is appealing in its own right, flying the BMW flag high for aficionados of the brand. The Beemer is built in Germany, the land of technocrats and precision engineering, while the Tiger is produced in Thailand, for whatever that’s worth to ya.
For my money, on a per-dollar value, I believe the BMW F 900 GS is the best GS yet.
The new GS has a smaller and lower profile than the previous version. The new Akrapovič muffler looks sweet and is claimed to shave 3.7 lb.
Moto Guzzi fans can enjoy a ride in some of America’s most picturesque destinations during the Moto Guzzi Experience in 2024. Riders can bring their own Moto Guzzi or rent a Moto Guzzi Stelvio, V100 Mandello, or V85 for use during the event. Adding to the list of past tours, the Moto Guzzi Experience now includes four rides ranging from three to five days in length.
“We are excited to invite Moto Guzzi enthusiasts to join us on the 2024 Moto Guzzi Experience,” said Marco d’Acunzo, president and CEO of Piaggio Group Americas. “This event series promises to be a one-of-a-kind opportunity to explore the beauty of the United States while experiencing the thrill of riding our latest Moto Guzzi models on some of the most iconic routes in this beautiful country.”
The experience is open to riders of all skill levels, but spaces are limited, so participants are encouraged to reserve their spot early.
Find the 2024 Moto Guzzi Experience tour schedule below, and click the links to access ticket information and reserve your spot. Tickets are $1,500 if you bring your own Moto Guzzi bike or $2,500 to rent a motorcycle.
2024 Moto Guzzi Experience Tours
Rocky Mountains – June 5-9 (3-day ride)
Traverse the breathtaking landscapes of the southern Rocky Mountains, taking in sweeping vistas, towering peaks, and winding mountain passes throughout Northern New Mexico and Southern Colorado.
Explore the rugged beauty of the Pacific Northwest from the lush forests and mountains of Oregon’s Cascade region out to the Blue Mountains alongside the meandering riverways of Eastern Oregon.
Embark on an epic journey inside and around Yellowstone National Park, where geysers, hot springs, and wildlife await amidst the stunning backdrop of the northern Rocky Mountains on a tour that features exaggerated summits and exploits the breathtaking roads of Montana and Wyoming.
Conquer the legendary Tail of the Dragon and experience the thrill of riding some of the country’s most technical and exhilarating roads on a tour that takes you back and forth between Eastern Tennessee and North Carolina around the Blue Ridge and Smoky Mountains’ best roads.
Road or Street, these are easily the most capable OE Harley-Davidson Glide models ever built. (Photos by Brian J. Nelon and Kevin Wing)
If you have only a minute, here’s what you need to know about the 2024 Harley‑Davidson Glide models: The new OE Road/Street Glides are basically last year’s CVOs but with 117ci engines instead of the VVT 121. There, now you can go back to fettling your Shovelhead.
But, of course, there’s much more to the story about extensive revisions to America’s bestselling streetbikes. Take a ride with us from Lake Las Vegas into the surrounding remote areas.
Pricing for the Street Glide and Road Glide starts at $25,999 for Billiard Gray. Premium colors like those shown above cost extra.
Harley-Davidson Glide CVO to OE
This is the first major update to Harley’s Grand American Touring motorcycle portfolio since the Project Rushmore bikes debuted in 2013. Almost all the attributes we enjoyed about the thoroughly updated CVO Road Glide and Street Glide that debuted last summer are seen here in OE form: the same fairings, fuel tanks, and instrument panels.
The biggest deviation from CVO to OE is found in their Milwaukee‑Eight powerplants. The 117ci engines seen here use the CVO’s liquid‑cooled cylinder heads but don’t have the variable valve timing of the 121 VVT. Other changes include a 50% larger air cleaner than the Heavy Breathers on the 107s and 114s, and the throttle body steps up from 55mm to 58mm (2.3 inches). Horsepower is bumped 3% to 105 hp at 4,600 rpm, while torque is lifted 4% to 130 lb‑ft at 3,250 rpm.
The Road Glide and Street Glide are bagger icons, and they’ve been updated with fresh styling borrowed from H‑D’s CVO line.
Bodywork Work
Many graybeards turned up their noses when they first saw the fresh styling of the CVO Glides – it’s human nature to reject change. Seven months later, it seems as if the MoCo faithful are softening their harsh opinions, particularly for the elegant yet familiar Street Glide.
These new OE Harley-Davidson Glide models are basically identical to their CVO brethren, including the fuel tanks with chamfered upper edges that are 2 lb lighter than before but still hold 6 gallons. Further weight is trimmed by using a triple‑clamp fabricated by a liquid‑aluminum forging process, shaving off about 7 lb from this critical area. The new RG is purportedly 16 lb lighter than the previous RG Special; the SG has lost 18 lb relative to the old SG Special.
The heat exchanger on the bike is located behind the front wheel, with airflow directed downward so a rider isn’t affected by the radiated warmth.
The upgrade riders will have their eyes on most is the stunning TFT instrument panel. At 12.3 inches, it’s diagonally 90% larger than the previous screen. It includes three display options: Cruise, which is a traditional layout; Sport, with a central tach/speedo, leaving more space on the sides for customizable widget displays; and Tour, with most of the screen occupied by maps and directions.
It’s all managed by H‑D’s Skyline OS, and preferences can be set via the glove‑friendly touchscreen or the various handlebar buttons. Audio wattage has been doubled to 200 watts, sending tunes to two 5.25‑inch speakers in the fairings.
The 12.3‑inch TFT display is gorgeous and can be configured to suit rider preferences. It might be the best and most effective instrument panel in the business.
Ride modes are part of the package. Owners tap into different combinations of power delivery, engine braking, cornering ABS, and traction‑control parameters by selecting from Road, Sport, Rain, or Custom. H‑D’s Rider Safety Enhancements electronics suite is standard equipment, monitoring the linked brakes, cornering ABS, Drag Torque Slip Control, and Vehicle Hold Control.
Rather than the CVO’s inverted fork and radial‑mount Brembo calipers, the OE Glides make do with a retuned 49mm nonadjustable fork with 4.6 inches of travel, as well as the previous 4‑piston axial‑mount calipers.
The rear suspension receives a welcome upgrade, with travel up 43% from a scant 2.1 inches to a more reasonable 3 inches. Dual Showa shocks replace the old bikes’ dampers, now using emulsion technology in both instead of just one, which is claimed to improve responsiveness.
New Showa shocks bump suspension travel by 43% to a more adequate 3 inches. The left damper has a hydraulic adjuster for fine tuning spring‑preload settings.
Harley-Davidson Glide Guide
For the few of you who are unaware, the Street Glide and the Road Glide are essentially the same motorcycle but with different fairings. The SG uses a version of the iconic batwing fairing that was originally introduced in 1969. Ten years later saw the arrival of Harley’s sharknose fairing on the FLT Tour Glide, which was followed in 1998 by the first official Road Glide.
Like everything in life, there is a compromise to be made in choosing the Harley-Davidson Glide that works best for you. The RG’s frame‑mounted fairing offers more wind protection, while the SG’s handlebar‑mounted batwing is more svelte but contributes to slightly heavier steering and can be affected by gusty crosswinds.
From behind the bars, the SG feels like a much smaller motorcycle than the RG with its gargantuan fairing. This makes the 838‑lb SG feel more adept during low‑speed maneuvering even though they have similar weights.
A 117ci Milwaukee‑Eight might seem familiar, but it’s now fitted with liquid‑cooled cylinder heads and a new intake system.
Glides Rides
I first hopped aboard a Road Glide in its Sharkskin Blue colorway, a “premium” color that carries an $850 upcharge over the standard Billiard Gray base version. The new instrument panel enhances the bike’s high‑end impression and clearly delivers info to a rider, including tire pressures. The upgraded switchgear also impresses with a higher‑quality tactileness. The RG’s cockpit includes a pair of storage compartments, and the bin on the right side is equipped with a USB‑C connector.
The Glides roll on aluminum wheels with machine‑cut highlights, with 130/60B‑19 and 180/55B‑18 Harley‑Davidson‑branded Dunlop tires. The Glides now have adjustable front brake levers…finally.
The new 117ci motor spits out stately levels of grunt at all points of its powerband. It’s only in comparison with the CVOs’ 121ci M‑8s that it comes up a bit short. Almost everyone will think it’s more than adequate. I dialed in the Road ride mode for the smooth throttle response I desired for this mostly casual ride.
While I enjoyed the full roar emitted from the exhaust system, the output from the audio system gets overwhelmed by wind noise above 65 mph. Although rated at 200 watts, it puts out 50 watts per channel, with only two speakers – the extra 100 watts will only be heard after fitting a pair of saddlebag speakers.
LED taillights fit neatly between the fender and resculpted saddlebags that are slightly larger inside.
When I swapped over to a Street Glide, I enjoyed a more suitable riding position for my smaller physique. The SG’s lower handlebar feels more natural for my stature, while the RG’s bar places the grips just a few inches lower than my shoulders. The touchscreen display on the SG is also much closer to the rider than the RG’s, making it much more accessible.
The cockpit of the Street Glide includes this handy pop‑out drawer with a USB‑C connection point for phones.
Both Glides have adjustable vanes on the sides of their fairings to redirect airflow, plus a vent at the center of the windscreens that can be adjusted to smooth the air that hits a rider’s helmet. Another much‑appreciated feature on the SG is its slide‑out storage tray directly below the instrument panel, which is super convenient for stashing any small items.
The Street Glide and Road Glide have top‑notch instrumentation, more power, and a more capable suspension.
The smooth Nevada roads we traveled didn’t challenge the suspension, but the few bumps we hit made me grateful for the additional travel provided by the new shocks. They provide a major upgrade in ride quality compared to the previous shorty shocks. The brakes are plenty capable but not to the high levels of power offered by the hardware on the CVOs.
The Verdict
New OE Harley-Davidson Glide gripes are few. The heavy clutch requires a strong pull, and the 6‑speed transmission swaps cogs with a clunkiness unbecoming of a modern gearbox. But the upgraded motor is very satisfying, and the additional rear suspension travel is a major improvement that allows the Glides to glide over bumps that previously would shock a rider’s spine.
The only real impediment to pulling the trigger on a new Glide is their pricey MSRPs, starting at $25,999. Both bikes have chrome finishes as standard, while black finishes cost an extra $1,350. Color options beyond Billiard Gray add another $850.
While that’s a significant chunk of change, it’s far less than the CVOs, which are priced above $40K. If you gotta roll in style on a Harley bagger, these new Glides are a substantial improvement over the older ones. Even the graybeards will have to agree.
The following feature on the 10 most significant motorcycles of the last 50 years first appeared in the March issue of Rider as part of our new “Rider Rewind” feature, a monthly tribute to various aspects of either motorcycling history or the 50-year history of the magazine, which was founded in 1974.
During Rider’s 50‑year history, we’ve announced, featured, tested, and toured on thousands of motorcycles. We’ve covered a wide spectrum that includes pretty much anything with a license plate: cruisers, tourers (sport/luxury/traditional), sportbikes, standards, adventure bikes, dual‑sports, cafe racers, classics, scooters, trikes, electric bikes, and some that defy easy categorization. Here are 10 significant motorcycles that changed the course of two-wheeled history.
1. 1975 Honda GL1000 Gold Wing
We’ve got a soft spot for the Gold Wing because it was introduced soon after Rider got started. With its driveshaft and liquid‑cooled engine, the Wing has evolved over the past 49 years from a naked high‑performance machine to a luxury tourer, from four cylinders to six, and from a displacement of 1,000cc to 1,833cc. Its first dresser version all but killed the aftermarket for fairings and saddlebags, and later versions introduced the first motorcycle airbag and were available with Honda’s automatic Dual Clutch Transmission.
The R 80 G/S was the first motorcycle that delivered on‑road comfort and performance and genuine off‑road capability in equal measure, and its air‑cooled “boxer” flat‑Twin and driveshaft could be traced back to BMW’s first production motorcycle, the 1923 R 32. Between 1981 and 1985, the G/S (the slash was later dropped) notched four wins in the grueling Paris‑Dakar Rally. After launching the adventure bike revolution and becoming BMW’s bestselling model, the completely new R 1300 GS was unveiled on BMW Motorrad’s 100th anniversary.
In 1983, Harley‑Davidson was in deep trouble. Its old Shovelhead motor had run its course, so the MoCo introduced a new 80ci Evolution motor, an air‑cooled, 45‑degree V‑Twin with aluminum heads and numerous improvements. It was offered in several ’84 models, including the new custom‑look Softail, which appeared to have a classic hardtail frame but concealed dual shock absorbers under its engine. That Evo motor helped save the company, and the Softail was a huge success, paving the way for the Harley‑Davidson juggernaut of the ’90s and beyond.
Before the Gixxer appeared, a “sportbike” was a standard motorcycle to which the owner had added engine mods, a lower handlebar, and suspension and braking upgrades, all in an exhaustive and expensive effort to improve power and handling. With its oil‑cooled inline‑Four and aluminum frame, the lightweight GSX‑R750 was track‑ready right out of the box. The GSX‑R launched the sportbike wars among the Japanese Big Four, and 600cc, 750cc, and 1,000cc models sold like hotcakes and won numerous championships.
When it punched its KLR600 dual‑sport out to 650cc for 1987, Kawasaki struck a near‑perfect balance between on‑road comfort and off‑road capability, and it went on to sell a boatload of KLR650s without making significant changes for decades. A true do‑it‑all, go‑anywhere machine that was both affordable and bulletproof, the KLR became a popular choice for round‑the‑world travelers and helped launch an ADV aftermarket cottage industry. It got its first major update in 2008, and fuel injection finally arrived in 2022.
By 1989, sport‑tourers were either a low‑buck Kawasaki Concours or a high‑dollar BMW, both of which had been adapted from other models. In 1990, Honda made the bold move of introducing a purpose‑built sport‑tourer with a full fairing, integrated bodywork, removable saddlebags, and shaft drive. Its liquid‑cooled, longitudinal V‑Four was designed specifically for this model, which was known for its plush suspension, comfortable seat, and huge 7.4‑gallon tank. The ST1100 was a big hit and helped establish the open‑class sport‑touring segment.
Known for exotic, sophisticated motorcycles that win races and steal hearts, one of Ducati’s most endearing and enduring models is the Monster. Embracing simplicity, designer Miguel Galluzzi said, “All you need is a saddle, tank, engine, two wheels, and handlebars.” The M900 (nicknamed “Monster”) had a steel trellis frame, an air‑cooled 904cc L‑Twin, a “bison‑back” gas tank, a tubular handlebar, and a round headlight. An instant hit, it spawned numerous Monster models and came to define what a naked bike should look like.
Few motorcycles are as iconic as the Triumph Bonneville. First introduced in 1959 and named after the famous Utah salt flats where Triumph set a world record, the Bonneville was advertised as “the fastest production motorcycle made” and became hugely popular in the U.K. and America. After Triumph went bankrupt in the early ’80s, the marque was resurrected by John Bloor and relaunched in the mid ’90s. But it wasn’t until 2001 that a modern Bonneville was born, offering a perfect blend of retro style and modern engineering.
The FZ1 offered liter‑class sportbike performance in a comfortable, street‑friendly package that could be used for commuting, canyon carving, sport‑touring, or trackdays. Derived from the mighty YZF‑R1, its 998cc inline‑Four was retuned for midrange torque but still made 120 hp at the rear wheel. The FZ1 paved the way for powerful, practical sit‑up sportbikes such as the Aprilia Tuono, BMW S 1000 RR, and KTM Super Duke. The 2006 FZ1 (pictured) was our Motorcycle of the Year, and its spirit lives on in Yamaha’s MT‑10.
Derived from its Dakar Rally‑winning LC8 950R, KTM’s 950/990 Adventure models were the most dirt‑oriented big ADVs on the market from 2003‑2013. In 2014, KTM launched the 1190 Adventure, which offered sportbike levels of street performance while still being highly capable in the dirt. Its LC8 V‑Twin cranked out 150 hp, and its state‑of‑the‑art electronics included not only ride modes, traction control, and electronic suspension but also the world’s first cornering ABS system, ushering in the current era of high‑tech ADVs.
So do you agree? Or do you have other opinions on the most significant motorcycles of the past 50 years? Comment below or visit our Facebook or Instagram pages. We’re sure there will be some lively debate on this one.
And now that you’ve taken this blast down memory lane of our choices of the 10 most significant motorcycles, be sure to check out Rider‘s 2024 Motorcycle Buyers Guide for some newer bike choices.
Harley-Davidson has announced the latest additions to its limited-edition Harley-Davidson Icons Motorcycle Collection and the limited-run Enthusiast Motorcycle Collection, showcasing premium factory-direct custom paint and graphic treatments and paint application technology. Both collections are available now at authorized Harley-Davidson dealers, and for those heading to Daytona Bike Week, March 2-9, the bikes will also be displayed there at the Harley-Davidson Event Display Area at Daytona International Speedway.
The Harley-Davidson Icons Motorcycle Collection is an annual program for the limited release of a new model that offers a fresh interpretation of an iconic Harley-Davidson motorcycle. Each model is individually numbered and produced only once.
The Enthusiast Motorcycle Collection models celebrate Harley-Davidson riders and are inspired by their stories and legacies. This collection of Harley-Davidson motorcycles is available in limited quantities – no more than 2,000 per model – across a curated selection of three motorcycle models.
The 2024 Harley-Davidson Enthusiast collection
Harley-Davidson Icons Motorcycle Collection: Hydra-Glide Revival Model
The 2024 Hydra-Glide Revival model, the fourth installment in the Harley-Davidson Icons Motorcycle Collection, celebrates the 75th anniversary of the 1949 introduction of the Hydra-Glide telescopic front suspension for Harley-Davidson E and F models. The 2024 Icons model is inspired by the look of the motorcycles ridden in era of the upcoming film The Bikeriders, which follows the rise of a Midwestern motorcycle club as seen through the lives of its members. The film is scheduled to be released theatrically in the United States on June 21, 2024.
When Hydra-Glide equipped models were introduced, the saddle of a smooth-riding Harley-Davidson FL motorcycle was an exciting way for many Americans to explore the country on the new network of interstate highways.
The 2024 Hydra-Glide Revival model is finished in custom Redline Red paint with a Birch White panel on fuel tank sides, the same design featured on 1956 models. Details include chrome “Harley-Davidson V” tank badges inspired by 1955-56 tank badges and “Hydra-Glide” script badges located on the front fender skirt. The serialized “Hydra-Glide Revival” insert on the handlebar riser cap and Icons Motorcycle Collection graphic on the rear fender identify this limited-production model.
Additional styling features include instrument graphics inspired by those on the 1954-55 speedometer. The two-tone 21-inch detachable windshield features a color-matched lower portion in Redline Red. A chrome round air cleaner cover and chrome steel laced wheels add to the nostalgic look. Front and rear fender trim, engine guard, fork covers, powertrain, and exhaust are finished in brilliant chrome.
A solo saddle is finished with a fringed and decorated leather valance, white seam piping and red contrast stitching, and a chrome rail for a nostalgic look. A matching black leather tank strap is embellished with studs and a concho. Leather and vinyl saddlebags are detailed with chrome conchos with acrylic red centers, chrome studs and leather fringe, white seam piping, and red contrast stitching. The saddlebags are water-resistant and have keyed locks for security, as well as a rigid liner so they will hold their shape season after season.
The bike features a counter-balanced Milwaukee-Eight 114 V-Twin tuned with a Screamin’ Eagle High-Flow air cleaner. For the rider focused on performance, this engine accepts all applicable Harley-Davidson Screamin’ Eagle Stage Upgrade kits.
The Softail chassis hides adjustable mono-shock rear suspension below the seat. The bike also features electronic cruise control, an LED headlamp and auxiliary lamps, and standard ABS.
Global production of the Hydra-Glide Revival model will not exceed 1,750 units, and pricing starts at $24,999.
Featuring a paint and graphics scheme inspired by the classic sunburst wood finish first seen on rock and roll guitars, bass, and drums of the 1960s, the 2024 Harley-Davidson Tobacco Fade Enthusiast Motorcycle Collection celebrates the burst of collective energy released by live music at the corner tavern, at a motorcycle rally, or the live stage at the Harley-Davidson Homecoming Festival. Comprising the Low Rider ST, Ultra Limited, and Tri Glide Ultra models, the Enthusiast collection of bikes is perfect for any music lover.
The Tobacco Fade paint treatment is applied by Harley-Davidson using state-of-the art precision paint tools designed to execute faded panel detailing. A rich caramel-colored pinstripe accents the tone of the metallic gold panel floating just outside the sunburst fade.
The fuel tank medallion is inspired by the shape and grooves of a vinyl record, while a graphic on the front fender shaped like a guitar pick, inspired by rock band and instrument logos, speaks directly to the details in the tank medallion. Finally, the bikes have an Enthusiast Collection branded logo on top of the Tour-Pak luggage carrier or rear fender.
Beyond the Enthusiast Motorcycle Collection special styling features, each model is mechanically identical to its 2024 lineup counterpart. Adding the Enthusiast paint and graphics scheme tacks on $1,900 to the Low Rider ST for a starting price of $25,299; $2,900 to the Ultra Limited ($35,399); and $4,000 to the Tri Glide Ultra ($41,999).
For more information, visit the Harley-Davidson website.
Keeway, the motorcycle company founded in Hungary in 1999 and owned by Chinese manufacturer Zhejiang Qianjiang Motorcycle Group Co., is corporate manager and co-owner of the Benelli brand and also sells motorcycles under its own name. It has announced 2024 Keeway models for the American market, including the V302 C lightweight cruiser, the 1960s-styled Sixties 300 scooter, the smaller retro Versilia 150 scooter, and the modern Vieste 200 scooter.
2024 Keeway V302 C
The V302 C lightweight cruiser is powered by a liquid-cooled 298cc V-Twin with SOHC and 4 valves per cylinder. Keeway claims 30 hp at 8,500 rpm and 19.5 lb-ft of torque at 6,500 rpm. The V302 C has a 6-speed gearbox and belt drive.
2024 Keeway V302 C in Red
Keeway emphasizes the long and low attitude of the V302 C, which has a wheelbase of 55.9 inches, a low seat height of 27.1 inches, forward-mounted foot controls, a wide handlebar, and a claimed weight of 367 lb. An inverted fork provides 4.5 inches of travel, and dual shocks provide 1.8 inches of travel and are preload adjustable. The V302 C has single-disc brakes front and rear, and ABS is standard.
2024 Keeway V302 C in Red
Visual highlights on the 2024 Keeway V302 C include bar-end mirrors, low-profile fenders, LED lighting, shorty drag bars, and blacked-out styling. Instrumentation is fully digital with a tachometer surrounding a speedometer, fuel gauge, gear indicator, odometer, and clock.
The 2024 Keeway V302 C is available in Black, Red, or Gray, and the MSRP is $4,999.
2024 Keeway Sixties 300
At the top of Keeway’s scooter lineup for the American market is the retro Sixties 300. It’s powered by a liquid-cooled 278cc Single with 4 valves that produces a claimed 25 hp at 8,250 rpm and 17.7 lb-ft of torque at 7,000 rpm. It has a CVT transmission and a top speed of 75 mph.
2024 Keeway Sixties 300 in White
The Sixties 300 comes with a KYB fork and KYB dual shocks with preload adjustability, as well as front and rear disc brakes with Nissin calipers and Bosch ABS.
2024 Keeway Sixties 300 in Sky Blue
The Sixties 300 leans into its 1960s styling with a front-fender ornament, a front grille, rider and passenger quilted seat pads, and swoopy side panels. Also included is a digital display with analog gauges, LED lighting, under-seat storage, and a rear luggage rack.
2024 Keeway Sixties 300 in Matte Black
The Keeway Sixties 300 is available in Sky Blue, Matte Black, or White with an MSRP of $5,299.
2024 Keeway Versilia 150
The Versilia 150 scooter is the smaller sibling of the Sixties 300 and is powered by a 150cc Single with a claimed 9.7 hp at 7,000 rpm and 7.7 lb-ft of torque at 6,500 rpm, paired with a CVT transmission. Braking is provided by a single front disc and a drum in the rear.
2024 Keeway Versilia 150 in White
The Versilia 150 takes design cues from the Sixties 300 but with a more modern twist. Details include a stitched seat, a stacked LED headlight, under-seat storage, and a rear storage rack. Instrumentation includes a speedometer, odometer, fuel gauge, and clock. The Versilia 150 also includes a locking glove box with a USB port, a backpack hook, and keyless ignition.
The Keeway Versilia 150 is available in Gray, Red, or White with an MSRP of $2,499.
2024 Keeway Vieste 200
The Vieste 200 takes on a more modern appearance compared to the Sixties 300 or the Versilia 150. It’s powered by an air-cooled 172cc Single that makes a claimed 11.4 hp at 7,500 rpm and 8.9 lb-ft of torque at 5,500 rpm with a top speed of 59 mph and a CVT transmission. Suspension is provided by a telescopic fork and dual rear shocks, and braking comes from 240mm front and 215mm rear disc brakes.
2024 Keeway Vieste 200 in Blue
Instrumentation on the Vieste 200 comes in the form of analog gauges for the speedometer and tachometer along with digital displays of temperature, odometer, trip meter, clock, and fuel level. All lighting is LED, and the scooter comes with rear grab rails, two storage pockets above the footwell, a USB port, and a large storage bin under the seat.
2024 Keeway Vieste 200 in Gray
The Vieste 200 is available in Blue, Gray, or White with an MSRP of $3,399.
Janus Motorcycles has announced its latest model, the scrambler-styled Gryffin 450. The Janus Gryffin 450 has classic ’50s and ’60s style and hand-crafted components, and each one is made-to-order with the owner’s input and preferences.
Janus Motorcycles is based in Goshen, Indiana, and the company’s website states that it makes “simple, beautiful machines that are a joy to own and ride.” The Gryffin 450 joins three other models in the Janus lineup: the Halcyon 450, Halcyon 250, and Gryffin 250. It will use the same enduro-inspired air-/oil-cooled 445cc Single as the Halcyon 450, with a claimed 30 hp. The scrambler version will ride on 21-inch front and 17-inch rear wheels and will feature a high exhaust, other adventure-oriented details, and a low weight of a claimed 330 lb.
Janus Gryffin 450
“The Gryffin 450 is a close sibling to our Halcyon 450, but with some key changes that really make it excel off-pavement,” said Charlie Handsen-Reed, senior design engineer for Janus Motorcycles. “The longer suspension travel, wheel size, lower seat height, and larger fuel tank will be really welcomed by our off-road riders, and trimming another 30 lb off our already feather-weight 450 chassis will be a huge bonus for trailering, van-lifers, and for any adventuresome rider’s peace of mind and confidence.”
Part of the experience of owning a Janus is the customization offered from the made-to-order process. Like other Janus models, the Gryffin 450 will be available in a wide range of color options, pinstripe options, and other accessories. It will feature motocross footpegs, a headlight cage, pannier racks, highway bars, a skid plate, and a pillion seat.
Janus Gryffin 450
Other components included on the Gryffin 450 will be hand-formed and beaded fenders, a hand-formed and welded stainless-steel exhaust, hand-welded chassis and fork, Brembo brakes, and hand-painted graphics and pinstripes.
Janus Motorcycles will begin taking reservations for the Gryffin 450 starting Feb. 23, 2024, and all orders placed in the first 30 days will be First Edition models with serial-numbered plates, limited-edition race plates, engraved components, and commemorative packages.
Those interested in the manufacturing process of Janus motorcycles can check out the Janus YouTube channel, where the company documents their design and build process.
MSRP for the Janus Gryffin 450 will be $13,495, and the fee to place a reservation is $2,995. The first Gryffin 450 bikes are expected to be finished in July 2024.
