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2024 H-D Street Glide and Road Glide First Look

Harley’s iconic Road Glide bagger is completely redesigned for 2024 but you can still easily recognize the shark nose fairing.

Harley’s iconic Road Glide bagger is completely redesigned for 2024 but you can still easily recognize the shark nose fairing. (Harley-Davidson/)

We saw Harley’s returning models announced earlier this month but now the Milwaukee brand has revealed the ones with updates for 2024. The two with the most significant revisions are the reworked 2024 Harley-Davidson Street Glide and 2024 Road Glide, both getting many of the same styling, suspension, and electronics upgrades that initially appeared on their CVO Street Glide and Road Glide counterparts last year (both of which return for 2024 unchanged).

The redesigned 2024 Street Glide (and Road Glide) now rolls with the more powerful Milwaukee-Eight 117 engine and upgraded Showa suspension.

The redesigned 2024 Street Glide (and Road Glide) now rolls with the more powerful Milwaukee-Eight 117 engine and upgraded Showa suspension. (Harley-Davidson/)

2024 Harley-Davidson Street Glide | $25,999

Headline news for both the Street Glide and Road Glide models this year is the bigger Milwaukee-Eight 117 powerplant, which adds new liquid-cooled cylinder heads as well as a new cooling system. It’s a major upgrade from last year’s standard bikes, which rolled with the M-8 107 powerplant and produced just 86 hp at 5,020 rpm (claimed); for the M-8 117 mill, we’re looking at a healthier 105 hp and 130 lb.-ft. of torque (again, H-D’s claimed numbers). While there’s no variable valve timing on this engine as on the CVO’s VVT 121ci engine, it’s still a nice boost.

Related: 2023 Harley-Davidson Street Glide Special Anniversary Review

A 12.3-inch TFT touchscreen dominates the inside of the fairing and allows access to infotainment as well as performance adjustments.

A 12.3-inch TFT touchscreen dominates the inside of the fairing and allows access to infotainment as well as performance adjustments. (Harley-Davidson/)

Harley also says the bikes are lighter as well as more powerful and comfortable than the outgoing models, and 2024 also sees the addition of a new infotainment system for both Glides, complete with a new 200-watt audio amplifier to power a pair of fairing-mounted speakers. You now navigate the menu via a huge 12.3-inch TFT color touchscreen, which is where you can also select from four ride modes: Rain, Road, Sport, and Custom. This giant screen is also where you’ll interact with the infotainment systems on both models, as it replaces all the previous analog instrumentation and most switches.

New LED lighting strips and adjustable air vanes mark the fork-mounted batwing fairing on the 2024 Street Glide.

New LED lighting strips and adjustable air vanes mark the fork-mounted batwing fairing on the 2024 Street Glide. (Harley-Davidson/)

The visuals have been tweaked too, with modern, more sculpted styling cues, particularly in the Street Glide’s redesigned fork-mounted fairing and the Road Glide’s frame-mounted unit. Both fairings also offer improved air management, according to H-D, while still keeping the classic batwing and shark nose profiles. The fuel tanks also feature a new shape, while the one-piece seat’s shape has been redesigned and the padding improved for long-haul comfort.

Redesigned fairing on the 2024 Road Glide also features a new windshield with air management and revised LED lighting arrangement.

Redesigned fairing on the 2024 Road Glide also features a new windshield with air management and revised LED lighting arrangement. (Harley-Davidson/)

2024 Harley-Davidson Road Glide | $25,999

On the suspension front, we see a new 49mm Showa fork (with Dual Bending Valve internals) that offers 4.6 inches of travel along with preload-adjustable dual shocks that increase travel to (ahem) 3 inches. The bikes also receive larger 320mm brake rotors with radial-mount calipers up front and a 300mm disc at the rear.

As the bikes are purported to be lighter this year, that should result in noticeably better stopping power. But all the upgrades to these standard models have likely made the ST versions of the Street and Road Glide redundant; the only ST you’ll find in the 2024 lineup is the completely hopped-up CVO Road Glide ST, featuring a Milwaukee-Eight 121 HO engine.

Related: 2020 Harley-Davidson CVO Road Glide First Look Preview

Both the Road Glide and the Street Glide can be ordered in Chrome or Black trim options. Base MSRP for both bikes is $25,999, but black trim adds $1,350.

Both the Road Glide and the Street Glide can be ordered in Chrome or Black trim options. Base MSRP for both bikes is $25,999, but black trim adds $1,350. (Harley-Davidson/)

2024 Harley-Davidson Street Glide / 2024 Road Glide Specifications

Price: $25,999 / $25,999
Engine: Liquid-cooled, 45-degree V-twin; 4 valves/cyl.
Displacement: 1,923cc
Bore x Stroke: 103.5 x 114.3mm
Compression Ratio: 10.3:1
Transmission/Final Drive: 6-speed/belt
Claimed Horsepower: 105 hp @ 4,600rpm
Claimed Torque: 130 lb.-ft @ 3,250rpm
Fuel System: Electronic Sequential Port Fuel Injection
Clutch: Wet, multiplate slipper/assist
Frame: Steel tube w/ two-piece backbone and bolt-on rear subframe
Front Suspension: 49mm Showa fork; 4.6 in. travel
Rear Suspension: Dual emulsion shocks, spring preload adjustable; 3.0 in. travel
Front Brake: 4-piston radial-mount calipers, dual floating 320mm discs w/ ABS
Rear Brake: 2-piston caliper, 300mm disc w/ ABS
Wheels, Front/Rear: Cast aluminum; 19 x 3.5 in. / 18 x 5 in.
Tires, Front/Rear: Dunlop H-D Series bias blackwall; 130/60B-19 / 180/55B-18
Rake/Trail: 26.0°/6.7 in. ; 26.0°/6.8 in.
Wheelbase: 64.0 in.
Ground Clearance: 5.5 in. / 5.7 in.
Seat Height: 28.1 in. / 28.3 in.
Fuel Capacity: 6.0 gal.
Claimed Wet Weight: 811 lb. / 838 lb
Contact: harley-davidson.com

Source: MotorCyclistOnline.com

2024 Harley-Davidson CVO Road Glide ST Preview

Harley celebrates the CVO program’s 25th anniversary with the release of the new 2024 CVO Road Glide ST performance bagger.

Harley celebrates the CVO program’s 25th anniversary with the release of the new 2024 CVO Road Glide ST performance bagger. (Harley-Davidson/)

Given the massive popularity of and Harley-Davidson’s success within the MotoAmerica King of the Baggers race series, it was only a matter of time before Milwaukee threw down a tribute cruiser to celebrate last year’s championship-winning racebikes. And here it is; leading the CVO lineup for 2024 is the new CVO Road Glide ST, which Harley bills as “the quickest, fastest, and most-sophisticated performance bagger” the brand has ever produced. Although it’s not quite a factory racebike, the touring bike comes dang close, with key features like the Milwaukee-Eight 121 High Output V-twin engine, fully adjustable suspension, premium Brembo braking components, and electronically controlled ride modes.

The 2024 CVO Road Glide ST flaunts its aggressive West Coast style with a deep solo seat and 6-inch riser paired with a moto handlebar that plants the rider in an attack position. The bike is available in two premium finishes; this one is called Golden White Pearl.

The 2024 CVO Road Glide ST flaunts its aggressive West Coast style with a deep solo seat and 6-inch riser paired with a moto handlebar that plants the rider in an attack position. The bike is available in two premium finishes; this one is called Golden White Pearl. (Harley-Davidson/)

With the ST designation already hinting at the CVO Road Glide ST’s performance intent, its placement in the CVO series allows this bike to also channel much of 2023′s CVO Road Glide overhaul, including a more powerful version of the Milwaukee-Eight 121 engine, electronic rider aids, and that new, more aggressive styling.

And since the CVO series is meant to showcase the best-in-class performance, paint, and parts—and 2024 is also the 25th anniversary of said series—H-D decided to throw the kitchen sink at this machine, with everything from premium color to exotic carbon fiber finishes, while mixing in a few cues from the King of the Baggers racebikes for good measure. That includes a Screamin’ Eagle graphic on the fairing sides and fuel tank, while CVO 25th Anniversary graphics celebrate the series’ milestone run.

Related: 2020 Harley-Davidson CVO Tri Glide First Ride Review

The CVO Road Glide ST embraces the “performance bagger” category courtesy of a Milwaukee-Eight 121 High Output V-twin engine tuned to produce more horsepower and torque than the Milwaukee-Eight VVT 121.

The CVO Road Glide ST embraces the “performance bagger” category courtesy of a Milwaukee-Eight 121 High Output V-twin engine tuned to produce more horsepower and torque than the Milwaukee-Eight VVT 121. (Harley-Davidson/)

Although Harley’s Factory Team Road Glide motorcycles are powered by modified Screamin’ Eagle Milwaukee-Eight 131 Performance Crate engines, the 121 mill is no slouch, especially in the High Output version seen here on the 2024 CVO Road Glide ST (exclusive to this bike). For instance, it adds a high-performance camshaft, a high-performance air intake, and an increased 5,900 rpm redline that combines to produce a claimed 127 hp and 145 lb.-ft. of torque—”the most horsepower and torque yet from a factory-installed engine in a production Harley-Davidson motorcycle” says Harley. A low final drive ratio is said to enhance acceleration performance in every gear, while selectable ride modes—Road, Sport, Track, Track Plus, Rain, and multiple Custom modes—electronically control the performance characteristics of the motorcycle.

Fully adjustable front and rear suspension includes inverted 47mm Showa 1x1 fork and adjustable Showa rear shocks with remote reservoirs.

Fully adjustable front and rear suspension includes inverted 47mm Showa 1×1 fork and adjustable Showa rear shocks with remote reservoirs. (Harley-Davidson/)

Continuing the performance theme are fully adjustable front suspension with inverted 47mm Showa 1×1 fork, and adjustable Showa rear shocks with remote reservoirs.

Harley also touts the ST’s use of alternate materials, like lightweight titanium on the mufflers, forged carbon fiber for the end caps, and forged carbon fiber composite on the front fender, seat cowl, and tank console. The wheel design and wave-style front brake rotors are also optimized to minimize unsprung weight; Harley claims 800 pounds as a dry weight for the CVO ST.

TFT touchscreen is shared with the standard Road Glide, but the CVO ST gets a more premium audio system with Rockford Fosgate speakers.

TFT touchscreen is shared with the standard Road Glide, but the CVO ST gets a more premium audio system with Rockford Fosgate speakers. (Harley-Davidson/)

Then again, the CVO ST also packs on plenty of infotainment tech, navigated via the same color touchscreen seen on the standard Road Glide, but paired with a premium audio system featuring a 500-watt amplifier and Harley-Davidson Audio powered by Rockford Fosgate Stage II 6.5-inch fairing speakers. (So much for saving weight.)

The ST also wears an aggressive West Coast custom style to make sure you get the performance intent, with a deep solo seat and 6-inch riser paired with a moto handlebar that plants the rider in an aggressive, upright position.

You’ll be able to choose from two premium paint choices when the 2024 CVO Road Glide ST hits dealerships later this month: Golden White Pearl or Raven Metallic.

MSRP is $42,999.

Source: MotorCyclistOnline.com

Kawasaki’s Original Ninja 250 Grows to a Ninja 500 Sportbike

Kawasaki now offers a new option for mid-displacement sportbike riders in the Ninja 500, the latest in a platform evolution that began with the Ninja 250 and progressed through the 300 and 400. The 500 is available in several configurations, which are listed below along with MSRPs.

Kawasaki offers midsize sportbike riders a new option in 2024 with the Ninja 500.

Kawasaki offers midsize sportbike riders a new option in 2024 with the Ninja 500. (Kawasaki/)

Ninja 500: $5,299

Ninja 500 KRT Edition: $5,499

Ninja 500 ABS: $5,699–$5,899

Ninja 500 SE ABS: $6,399

Ninja 500 KRT Edition SE ABS: $6,399

Ninja 500 SE 40th Anniversary Edition ABS: $6,599

If you’re familiar and amenable with the Ninja 400, you’ll be pleased to know that the 500 is essentially the same machine packaged with a new 451cc parallel-twin engine. That 52cc bump comes by way of a 6.8mm-longer stroke and updated compression ratio. It has a new crankshaft, con-rods, pistons, and updated hard alumite piston treatment. Kawasaki is touting 51 hp at 10,000 rpm for the new mill and 31.7 lb.-ft. of torque at 7,500 rpm.

Kawasaki increased stroke and updated several components to create the new 451cc parallel-twin engine.

Kawasaki increased stroke and updated several components to create the new 451cc parallel-twin engine. (Kawasaki/)

Apart from the increase in engine capacity and the accompanying modifications required to dial the powerplant, the 500 is a near carbon copy of the 400 mechanically. It has the same 41mm fork with 4.7 inches travel and horizontal back-link shock. Braking specs are the same, as are seat height, fuel capacity, rake and trail, frame design, fueling, and the six-speed gearbox.

The new Ninja 500 gets an updated LCD dash and more comfortable seat.

The new Ninja 500 gets an updated LCD dash and more comfortable seat. (Kawasaki/)

In terms of creature comforts, the 500 does have some amenities that the 400 lacks. These include a new LCD instrument panel with Bluetooth connectivity. When connected and utilizing the Rideology app, riders can access riding logs, bike info, call notices, the maintenance log, and communication sharing settings. The seat is a slightly different shape as well, made to improve rider comfort in the relaxed, yet sporty ride position of the bike. It has updated LED headlights and taillights as well.

Available colors vary depending on trim you select, so check with your local Kawasaki dealer to see what’s available.

The 40th Anniversary trim looks sharp on the new Ninja 500.

The 40th Anniversary trim looks sharp on the new Ninja 500. (Kawasaki/)

The 2024 Kawasaki Ninja 500.

The 2024 Kawasaki Ninja 500. (Kawasaki/)

Mechanically, the Ninja 500 is strikingly similar to its sibling, the Ninja 400.

Mechanically, the Ninja 500 is strikingly similar to its sibling, the Ninja 400. (Kawasaki/)

More power and torque while retaining its rider-friendly appeal.

More power and torque while retaining its rider-friendly appeal. (Kawasaki/)

New con-rods, crankshaft, pistons, and piston treatments are highlights of the changes made to the mill.

New con-rods, crankshaft, pistons, and piston treatments are highlights of the changes made to the mill. (Kawasaki/)

The 2024 Ninja 500, undressed.

The 2024 Ninja 500, undressed. (Kawasaki/)

2024 Kawasaki Ninja 500 Technical Specifications and Price

Price: $5,299–$6,599
Engine: 451cc, DOHC, liquid-cooled twin
Bore x Stroke: 70.0 x 58.6mm
Compression Ratio: 11.3:1
Fuel Delivery: DFI w/ dual 32mm throttle bodies
Clutch: Wet, multiplate
Transmission/Final Drive: 6-speed/chain
Frame: High-tensile steel trellis
Front Suspension: 41mm hydraulic telescopic fork, 4.7 in. travel
Rear Suspension: Horizontal back-link shock, spring preload adjustable; 5.1 in. travel
Front Brake: 2-piston caliper, 310mm semi-floating disc, ABS available
Rear Brake: 1-piston caliper, 220mm disc, ABS available
Wheels, Front/Rear: 5-spoke; 17 in. x 17 in.
Tires, Front/Rear: 110/70-17 / 150/60-17
Rake/Trail: 24.5°/3.6 in.
Wheelbase: 54.1 in.
Seat Height: 30.9 in.
Fuel Capacity: 3.7 gal.
Claimed Curb Weight: 370–377 lb.
Available: Now
Contact: kawasaki.com

Source: MotorCyclistOnline.com

2024 Triumph Scrambler 1200 XE Review

The 2024 Triumph Scrambler 1200 XE ($15,295) is a distinctive standard motorcycle that merges classic styling elements with modern technology, delivering a thrilling riding experience both on road and off. Renowned for its versatility, this streetbike is equally adept at navigating the streets as it is at conquering trails off-road. Think of it as a big, stylish dual sport motorcycle that fellas like Steve McQueen would dream of.

“That’s that look,” six-time AMA Supercross and outdoor motocross champion Jeff Stanton says. “The double pipe look. I’m a dirt track fan, Scotty Parker, Jay Springsteen days—the double pipe Harley days, and the Scrambler has that look. Put good tires on it and ride it wherever you want.”

We take a ride on Triumph’s 2024 Scrambler 1200 XE in this review.

We take a ride on Triumph’s 2024 Scrambler 1200 XE in this review. (Ernie Vigil/)

Editor’s note: We test rode the original Scrambler 1200 XE during the 2019 Triumph Scrambler 1200 XC And XE First Ride Review article and video. Watch the 2020 Triumph Scrambler 1200 XC Review MC Commute for added insight.

As usual, Triumph Motorcycles’ Scrambler 1200 XE continues to impress with its versatility off-road and on.

As usual, Triumph Motorcycles’ Scrambler 1200 XE continues to impress with its versatility off-road and on. (Adam Waheed/)

The Scrambler 1200 XE stands out with its timeless, retro-inspired design. A contemporary, production version of modified bikes ridden during films like On Any Given Sunday (read the On Any Sunday: Behind the Scenes Part 1 and On Any Sunday: Behind the Scenes, Part 2 articles), we love its classic scrambler elements such as high-mounted shotgun exhaust, wire-spoked wheels (21-inch front, 17-inch rear), and a minimalist silhouette pay homage to its British heritage. The combination of a sculpted 4-gallon fuel tank, wide handlebar, and a cozy seat reinforces its vintage appeal. The attention to detail in the design, including the high-quality finishes and iconic Triumph branding, adds to the motorcycle’s overall charm.

“I love the bike and I have it in my garage. I love riding it from farm to farm, through the fields, through the woods, to the auto parts store, to the gas station,” Stanton continues. “To me you can take it anywhere and bounce around town. It’s a great bike for running around town.”

The Scrambler 1200 XE’s ergonomics are well throughout and it is capable and relatively easy to ride in the dirt and on the road.

The Scrambler 1200 XE’s ergonomics are well throughout and it is capable and relatively easy to ride in the dirt and on the road. (Ernie Vigil/)

Powered by a punchy 1,200cc parallel-twin engine, with an uneven firing order, the Scrambler 1200 XE delivers snappy performance with nearly 76 hp at 7,300 rpm and 68 lb.-ft. torque at 5,000 revs. With a responsive throttle, the engine produces a smooth and linear power delivery, making it great for ripping holeshots from traffic signals and spirited roost-throwing escapades in the dirt. The engine and exhaust have a nice growl to it that makes riding fun. There is however some engine vibration, especially at higher revs.

Powered by a punchy 1,200cc parallel-twin engine, with an uneven firing order, the Scrambler 1200 XE delivers snappy performance with nearly 76 hp at 7,300 rpm and 68 lb.-ft. torque at 5,000 revs. With a responsive throttle, the engine produces a smooth and linear power delivery, making it great for ripping holeshots from traffic signals and spirited roost-throwing escapades in the dirt. The engine and exhaust have a nice growl to it that makes riding fun. There is however some engine vibration, especially at higher revs.

Powered by a punchy 1,200cc parallel-twin engine, with an uneven firing order, the Scrambler 1200 XE delivers snappy performance with nearly 76 hp at 7,300 rpm and 68 lb.-ft. torque at 5,000 revs. With a responsive throttle, the engine produces a smooth and linear power delivery, making it great for ripping holeshots from traffic signals and spirited roost-throwing escapades in the dirt. The engine and exhaust have a nice growl to it that makes riding fun. There is however some engine vibration, especially at higher revs. (Adam Waheed/)

The six-speed gearbox provides precise shifts and the gearing is spot-on for off-roading, i.e., first gear is low enough for steep hill climbs and second gear isn’t too tall for slower single-track rides. The torque character of the engine only aids its low-speed manners. The cable-actuated clutch ensures a light feel at the lever. Contrary to most modern chain-drive bikes, the chain final drive is on the right-hand side of the vehicle. The engine’s performance is enhanced by advanced features such as ride-by-wire technology and multiple riding modes.

The only caveat in the Scrambler 1200 XE’s off-road prowess is its propensity to head shake when traveling at moderate speeds over high-frequency bumps.

The only caveat in the Scrambler 1200 XE’s off-road prowess is its propensity to head shake when traveling at moderate speeds over high-frequency bumps. (Adam Waheed/)

Keeping speed in check are a stout set of triple disc hydraulic brakes highlighted by the jewellike and superbike-grade radial-mount Stylema Brembo brake calipers and large 320mm discs. The setup is augmented by a radial-mount master cylinder and stainless steel brake hoses. Unfortunately, a more basic single-piston Nissin rear caliper replaces the former model year’s twin-piston Brembo. It functioned adequately but lacks the sharp response we remember on the last version.

The double shotgun exhaust is a signature styling trait of the Scrambler 1200.

The double shotgun exhaust is a signature styling trait of the Scrambler 1200. (Ernie Vigil/)

One of the standout features of the Scrambler 1200 XE is its low-speed agility, especially for a 507-pound streetbike. The high-specification suspension, including fully adjustable units from Marzocchi, contribute to a plush and controlled ride. With nearly 10 inches of suspension travel, the Scrambler 1200 gobbles up bumps, whoops, and obstacles you would usually be scared to hit on a streetbike. It provides a comfortable experience over varied terrain. The chassis design and longer alloy swingarm boost grip and stability especially through the rough stuff. Although during medium-speed high-frequency bumps the XE can get nervous with a scary degree of head shake. Perhaps a steering damper from the aftermarket would quell head shake in these conditions.

True to its name, the Scrambler 1200 XE excels in off-road conditions. This motorcycle comes equipped with features like switchable ABS and IMU-powered traction control, allowing riders to customize their experience. The extended suspension travel and rugged spoked wheels shod with Pirelli Scorpion Rally STR tires provide excellent traction over pavement and dirt. The riding modes optimizes the bike’s performance for use in a variety of conditions, making it a capable companion no matter where you ride.

Triumph has prioritized rider comfort in the Scrambler 1200 XE, evident in the well-padded ribbed seat and thoughtfully positioned footpegs and handlebar (a tad wider than the previous version). The upright riding position allows for excellent visibility, and the wider handlebar provides precise control. The inclusion of cruise control enhances long-distance comfort, making it suitable for both short commutes and extended journeys. Heated grips are available for an upcharge as accessory.

The Scrambler 1200 XE is equipped with a comprehensive suite of electronics, including a stylish color instrument gauge pod, LED lighting, and the return of a keyed ignition (hooray!). The intuitive interface of the display allows easy access to information and customization of settings. The inclusion of smartphone connectivity adds a modern touch, enabling riders to access navigation and other features on the go.

Triumph’s Scrambler 1200 XE is a versatile and capable motorcycle that seamlessly blends classic styling with modern performance and technology. Whether cruising through city streets, carving up winding roads, or tackling challenging off-road trails, this motorcycle offers a thrilling and rewarding riding experience. With its distinctive design, powerful engine, and advanced features, the Triumph Scrambler 1200 XE stands as a testament to Triumph’s commitment to delivering motorcycles that cater to the desires of both seasoned riders and newcomers to the dual sport scene.

Gear Box

Helmet: Shoei Hornet X2

Jacket: Rev’It Defender 3 GTX

Gloves: Rev’It Massif

Pant: Rev’It Defender 3 GTX

Boots: Alpinestars Tech 7

2024 Triumph Scrambler 1200 XE Technical Specifications and Price

Price: $15,295
Engine: 1,200cc, SOHC, liquid-cooled parallel twin; 8 valve
Bore x Stroke: 97.6 x 80mm
Compression Ratio: 11.0:1
Fuel Delivery: EFI w/ ride-by-wire
Clutch: Wet, multiplate assist
Transmission/Final Drive: 6-speed/chain
Frame: Tubular steel
Front Suspension: Marzocchi 45mm inverted fork, adjustable spring preload, rebound and compression damping; 9.8 in. travel
Rear Suspension: Marzocchi shocks; spring preload, rebound and compression damping adjustable; 9.8 in. travel
Front Brakes: Brembo Stylema Monoblock 4-piston calipers, dual 320mm discs w/ ABS
Rear Brake: Nissin 1-piston floating caliper, 255mm disc w/ ABS
Rake/Trail: 26.9°/5.1 in.
Wheelbase: 61.8 in.
Seat Height: 34.25 in.
Fuel Capacity: 4.0 gal.
Curb Weight: 507 lb.

Source: MotorCyclistOnline.com

2024 Royal Enfield Shotgun 650 Preview

Royal Enfield released its brand-new 2024 Shotgun 650 cruiser late last year. It should hit US dealers by springtime.

Royal Enfield released its brand-new 2024 Shotgun 650 cruiser late last year. It should hit US dealers by springtime. (Royal Enfield/)

Just a couple of months after its new Super Meteor cruiser launch, Royal Enfield has taken the covers of the fourth model in its 650 twins platform with the 2024 Shotgun 650. The newest parallel-twin-engined model joins the Super Meteor as well as the INT650 and Continental GT standards in the series, and is basically the production version of the SG650 Concept shown at EICMA 2021. The new bike reworks the brand’s usual retro formula to a large degree, mashing styling elements from the bobber, retro, and modern worlds to create a more modern interpretation of their classics, though you can still see hints of that “heritage” DNA. At the launch, Enfield called the design “retro-futuristic,” and emphasized the bike’s customization potential, but underneath that unique neo-retro styling, the Shotgun shares its frame, gearbox, and brakes (in addition to the engine) with the Super Meteor cruiser.

The Shotgun’s revised geometry gives it a more aggressive stance with a shorter front fork (still inverted), tighter rake, and shorter wheelbase. Rear shocks are taller as well, raising the rear end. Here it is in Plasma Blue.

The Shotgun’s revised geometry gives it a more aggressive stance with a shorter front fork (still inverted), tighter rake, and shorter wheelbase. Rear shocks are taller as well, raising the rear end. Here it is in Plasma Blue. (Royal Enfield/)

In short, the Shotgun’s mill is that same familiar air/oil-cooled SOHC 648cc parallel twin with four valves per cylinder and a counterbalanced crankshaft with a 270-degree firing interval. There are no internal tweaks to speak of, so the engine’s power and output figures are right in line with the other 650s, spitting out a claimed 46.4 hp at 7,250 rpm and 38.6 lb.-ft. of torque at 5,650 rpm.

As with the Super Meteor, power flows through a six-speed gearbox, and it’s all packed into the same steel frame with a stout 41mm inverted Showa fork connecting to the front. The braking arrangement is identical too, with two-pot ByBre calipers and a 320mm disc front/300mm disc rear, augmented by ABS and braided stainless steel lines.

Related: 2021 Royal Enfield INT650

As the fourth model in the 650 twins platform, the Shotgun 650 rolls with the same air/oil-cooled SOHC 648cc parallel-twin engine as the Super Meteor. Wheel sizes are 18 inches front and 17 rear.

As the fourth model in the 650 twins platform, the Shotgun 650 rolls with the same air/oil-cooled SOHC 648cc parallel-twin engine as the Super Meteor. Wheel sizes are 18 inches front and 17 rear. (Royal Enfield/)

The digital-analog combo instrument cluster is all shared with the Super Meteor as well, though on the other side of that is the Shotgun’s LED headlamp, which is fitted into its own gorgeous aluminum nacelle. Back in the cockpit, you’ll also see the Tripper navigation system, but on the Shotgun 650 you also get the just launched Royal Enfield Wingman in-app feature, which keeps riders updated on the motorcycle’s live location, fuel and engine oil levels, service reminders, and more. That feature will no doubt trickle down to other models as well.

Where the Shotgun goes its own way is via different chassis geometry, with revised ergonomics, tweaked suspension, and fresh bodywork; the design team changed the bike’s stance by dropping the front end and raising the rear. In real terms, that means the fork is 33mm (1.3 inches) shorter (though it has the same Separate Function Big Piston internals) and the exposed rear shocks are 20mm (0.8 inch) taller, but offer less travel (now 3.5 inches).

Custom cues include blacked-out engine components, chopped fenders, and a smaller tank. Shown is the solo seat configuration; the bike comes with a removable passenger seat.

Custom cues include blacked-out engine components, chopped fenders, and a smaller tank. Shown is the solo seat configuration; the bike comes with a removable passenger seat. (Royal Enfield/)

Other key differences include an 18-inch front and 17-inch rear wheel on the Shotgun, as opposed to a 19/16 combo on the Super Meteor; a shorter wheelbase, at 57.7 inches; and a steeper 25.3-degree rake, with the reduced trail at 4 inches. The seat height is taller as well, sitting at 31.3 inches, with lower-set mid-mount controls positioned below, instead of the forwards on the Super Meteor. The lower, narrower handlebar also contributes to a massively changed riding position.

Related: 2023 Royal Enfield Super Meteor 650 Cruiser Review

Another very trick detail includes this sweet neo-modern aluminum nacelle enclosing an LED headlight.

Another very trick detail includes this sweet neo-modern aluminum nacelle enclosing an LED headlight. (Royal Enfield/)

One of the clever design elements on the Shotgun is the passenger seat pad/removable subframe and luggage rack. The pillion can be removed by twisting a key, revealing the solo seat bobber look you see in these photos. The rear subframe too is removable, but you’ll need to undo four bolts. This feature alone should inspire folks to personalize the bike, and at the launch, Enfield was quick to jump on that theme, saying that the Shotgun’s custom-inspired styling is meant to “act as a blank canvas for customization and personalization.”

Given the Shotgun’s minimal aesthetic and custom-influenced styling cues—we’re talking chopped fenders, harder edges, a smaller tank, and blacked-out components—it’s not hard to see that Enfield is looking to tap into the accessory aftermarket, going so far as the to release 31 of its own RE accessories (that also can be fitted to most of the other Enfield 650s, we’re told). Royal Enfield has also partnered with US apparel manufacturer Icon Motosports for a line of branded clothing and helmets, with more details to be announced.

Cockpit rear view reveals a lower, narrower handlebar and differently shaped fuel tank on the Shotgun than the Super Meteor. Instrumentation is the same. (Bar-end mirrors are accessory items.)

Cockpit rear view reveals a lower, narrower handlebar and differently shaped fuel tank on the Shotgun than the Super Meteor. Instrumentation is the same. (Bar-end mirrors are accessory items.) (Royal Enfield/)

The 2024 Royal Enfield Shotgun 650 will be launched across global markets early this year, and is expected to hit the US sometime in spring of 2024. The model will come in four colors: Stencil White, Plasma Blue, Green Drill, and Sheetmetal Grey, which will be available in all markets. At this point we only have pricing for a few markets: the bike is 6,699 pounds in the UK; and a quoted 7,590 euros for Germany and France. For comparison, those prices are slightly below the current base price of the Super Meteor in those areas. As an FYI: In the US, the base Super Meteor 650 goes for $6,999.

Stay tuned.

The Shotgun’s 43mm USD Showa fork has the same internals as the Super Meteor’s, but is 33mm shorter, giving the bike a different geometry and stance. ByBre brake arrangement is the same.

The Shotgun’s 43mm USD Showa fork has the same internals as the Super Meteor’s, but is 33mm shorter, giving the bike a different geometry and stance. ByBre brake arrangement is the same. (Royal Enfield/)

Enfield is releasing more than 30 accessories for the Shotgun 650, including bar-end mirrors, different solo seats, and contrast-cut billet rims to name a few.

Enfield is releasing more than 30 accessories for the Shotgun 650, including bar-end mirrors, different solo seats, and contrast-cut billet rims to name a few. (Royal Enfield/)

2024 Royal Enfield Shotgun Technical Specifications

MSRP: N/A
Engine: 648cc, SOHC, air/oil-cooled parallel twin
Bore x Stroke: 78.0 x 67.8mm
Compression Ratio: 9.5:1
Fuel Delivery: EFI
Clutch: Wet, multiplate
Transmission/Final Drive: 6-speed/chain
Claimed Horsepower: 47 hp @ 7,250 rpm
Frame: Steel open-cradle spine
Front Suspension: 43mm inverted fork; 4.7 in. travel
Rear Suspension: Dual exposed shocks, spring preload adjustable; 3.5 in. travel
Front Brake: 2- piston floating caliper, 320mm disc (w/ ABS)
Rear Brake: 2-piston floating caliper, 300mm disc (w/ ABS)
Wheels, Front/Rear: Cast aluminum; 18 in./17 in.
Tires, Front/Rear: 100/90-18 / 150/70-17 (tubeless)
Rake/Trail: 25.3°/4.0 in.
Wheelbase: 57.7 in.
Ground clearance: 5.5 in.
Seat Height: 31.3 in.
Fuel Capacity: 3.6 gal.
Claimed Curb Weight: 529 lb. (w/ oil and 90% fuel)
Availability: Spring 2024
Contact: royalenfieldna.com

Source: MotorCyclistOnline.com

The Craziest Motorcycle Racing Photos From Dakar

Frenchman Adrien Van Beveren of the Monster Energy Honda Team decides to light up his tires the old-fashioned way—with pavement. He finished third overall.

Frenchman Adrien Van Beveren of the Monster Energy Honda Team decides to light up his tires the old-fashioned way—with pavement. He finished third overall. (A.S.O/Julien Delfosse/)

The 2024 Dakar Rally, by the numbers:

2024 course length, in kilometers: 7,967

In miles: 4,951

Margin of victory by Rally GP winner Ricky Brabec, in minutes: 10.53

Overall time of Brabec’s win, in hours: 51:30:08

Total number of vehicles to complete Dakar 2024, out of 340: 239 Motorcycle finishers, out of 132 entrants: 96

Quad finishers, out of 10 entrants: 7

Truck finishers, out of 47 entrants: 21

Number of Hondas on winners’ podium: 2

Number of Indian motorcycles (Hero), for the first time ever: 1

Number of KTMs: 0

Historically, Dakar is a questionable activity to put humans and machines through, in terms of safety, endurance, and engineering. Even a couple of additional regional armed conflicts weren’t about to change Dakar’s plans.

Building on the 2023 edition, 2024 saw the 46th edition of the Dakar put drivers, co-pilots, riders, and their respective machines through a crucible of heat, cold, sand dunes, and rocks. The fifth event to be held in Saudi Arabia, it began in AlUla (not a typo), along the shores of the Red Sea, passing through thousands of dunes in the Empty Quarter before returning to last year’s starting point of Yanbu, south of AlUla.

Monster Energy Honda rider American Ricky Brabec won a second title to complement his first title in 2020. Botswana native Ross Branch gave Indian bike maker Hero its first Dakar podium, a first for any Indian motorcycle. Dakar die-hard Frenchman Adrien Van Beveren took a well-deserved third place for the first time in his career, also aboard a Monster Energy Honda.

On a sad note, Spanish motorcyclist Carles Falcón perished on January 15, of injuries sustained on January 7, during Stage 2. He was 45 years old.

Enjoy the pictures.

Still printed on scrolls of paper, maps give the barest idea of what awaits. José Ignacio “Nacho” Cornejo Florimo, of the Monster Energy Honda team, reviews the route.

Still printed on scrolls of paper, maps give the barest idea of what awaits. José Ignacio “Nacho” Cornejo Florimo, of the Monster Energy Honda team, reviews the route. (A.S.O/Charly Lopez/)

Jean-Loup Lepan heads into hardship during Stage 1, between AlUla and Al Henakiyah, Saudi Arabia.

Jean-Loup Lepan heads into hardship during Stage 1, between AlUla and Al Henakiyah, Saudi Arabia. (A.S.O/Florent Gooden/)

Bradley Cox (18), of the BAS World KTM Racing team, does some drifting in the desert.

Bradley Cox (18), of the BAS World KTM Racing team, does some drifting in the desert. (A.S.O/Florent Gooden/)

Rule 1: Do not jump the dunes. Emanuel Gyenes of the Autonet Motorcycle Team KTM.

Rule 1: Do not jump the dunes. Emanuel Gyenes of the Autonet Motorcycle Team KTM. (A.S.O/Eric Vargiolu/)

Juraj Varga on the Varga Motorsport Team Yamaha, Quad, duets with Jérôme Bas of Team Universal Ride KTM during Stage 2.

Juraj Varga on the Varga Motorsport Team Yamaha, Quad, duets with Jérôme Bas of Team Universal Ride KTM during Stage 2. (A.S.O/Frederic Le Floc/)

Joan Barreda Bort of the Hero Motorsports Team, Rally, works on his thousand-yard stare.

Joan Barreda Bort of the Hero Motorsports Team, Rally, works on his thousand-yard stare. (A.S.O/Florent Gooden/)

Jérémie Gerber’s TLDRacing KTM catches air during Stage 2.

Jérémie Gerber’s TLDRacing KTM catches air during Stage 2. (A.S.O/Antonin Vincent/)

Romain Dumontier’s Team Dumontier Racing Husqvarna powers through Stage 3. He finished 12th overall.

Romain Dumontier’s Team Dumontier Racing Husqvarna powers through Stage 3. He finished 12th overall. (A.S.O/Charly Lopez/)

Luciano Benavides stretches before manning his Husqvarna Factory Racing Husqvarna during Stage 4. He would finish fourth overall.

Luciano Benavides stretches before manning his Husqvarna Factory Racing Husqvarna during Stage 4. He would finish fourth overall. (A.S.O/Julien Delfosse/)

Everyday riders. Camels, as seen from above during Stage 4.

Everyday riders. Camels, as seen from above during Stage 4. (A.S.O/Charly Lopez/)

Guillaume Chollet of the Xraids Experience Team KTM crests a dune during the Stage 4.

Guillaume Chollet of the Xraids Experience Team KTM crests a dune during the Stage 4. (A.S.O/Charly Lopez/)

Libor Podmol of Podmol Dakar Team Husqvarna shows off a shiner and stitches after Stage 3.

Libor Podmol of Podmol Dakar Team Husqvarna shows off a shiner and stitches after Stage 3. (A.S.O/Julien Delfosse/)

Creating rooster tails of sand is Skyler “Mustache Man” Howes on the Monster Energy Honda Team Honda during Stage 5.

Creating rooster tails of sand is Skyler “Mustache Man” Howes on the Monster Energy Honda Team Honda during Stage 5. (A.S.O/Charly Lopez/)

Long-exposure shot at night of trucks by the bivouac during Stage 6.

Long-exposure shot at night of trucks by the bivouac during Stage 6. (A.S.O/Marcelo Machado/)

Not much of a “rest day.” A mechanic tends to repairs on the Wevers Sport Taurus T3 Max in the Challenger class.

Not much of a “rest day.” A mechanic tends to repairs on the Wevers Sport Taurus T3 Max in the Challenger class. (A.S.O/Florent Gooden/)

Ripples, dude. Toby Price of the Red Bull KTM Factory Racing KTM in action during Stage 8.

Ripples, dude. Toby Price of the Red Bull KTM Factory Racing KTM in action during Stage 8. (A.S.O/Florent Gooden/)

All roads lead somewhere, hopefully the finish. Landscape during the Somewhere between Al Duwadimi and Hail, Saudi Arabia, Stage 8.

All roads lead somewhere, hopefully the finish. Landscape during the Somewhere between Al Duwadimi and Hail, Saudi Arabia, Stage 8. (A.S.O/Charly Lopez/)

Dakar Classic brings out Porsches of a different sort, like Tomasz Staniszewski and Stanislaw Postawka’s P-Rally Porsche 944 (or perhaps 924?), Stage 9.

Dakar Classic brings out Porsches of a different sort, like Tomasz Staniszewski and Stanislaw Postawka’s P-Rally Porsche 944 (or perhaps 924?), Stage 9. (A.S.O/Aurelien Vialatte/)

Anthony Fabre, of Team ARF, guides his KTM through the powdered sand of Stage 9.

Anthony Fabre, of Team ARF, guides his KTM through the powdered sand of Stage 9. (A.S.O/J. Lindini/)

Shake a leg. Diego Gamaliel Llanos’ Xraids Experience KTM Moto during Stage 10.

Shake a leg. Diego Gamaliel Llanos’ Xraids Experience KTM Moto during Stage 10. (A.S.O/Florent Gooden/)

Whatever the problem, it’s surely electrical in nature. Jun Cai Gang diagnoses problems on his Arctic Leopard Factory Racing Arctic Leopard electric dirt bike in the Mission 1000 class, Stage 10.

Whatever the problem, it’s surely electrical in nature. Jun Cai Gang diagnoses problems on his Arctic Leopard Factory Racing Arctic Leopard electric dirt bike in the Mission 1000 class, Stage 10. (A.S.O/Charly Lopez/)

“Rim might be salvageable.” Romain Dumas’ Rebellion Racing Toyota Hilux during Stage 11.

“Rim might be salvageable.” Romain Dumas’ Rebellion Racing Toyota Hilux during Stage 11. (A.S.O/Julien Delfosse/)

Jean-Loup Lepan and Jérémie Gerber at the Stage 12 finish line. They finished 14th and 48th overall, respectively.

Jean-Loup Lepan and Jérémie Gerber at the Stage 12 finish line. They finished 14th and 48th overall, respectively. (A.S.O/Antonin Vincent/)

Ladies and gentlemen, your top three Dakar 2024 Rally GP finishers. In order, Ross Branch (second), Ricky Brabec (first), and Adrien Van Beveren (third).

Ladies and gentlemen, your top three Dakar 2024 Rally GP finishers. In order, Ross Branch (second), Ricky Brabec (first), and Adrien Van Beveren (third). (Honda/)

Source: MotorCyclistOnline.com

2024 Harley-Davidson Homecoming Festival Returns

Catch the main acts of the 2024 Harley-Davidson Homecoming Festival in Veterans Park in Milwaukee.

Catch the main acts of the 2024 Harley-Davidson Homecoming Festival in Veterans Park in Milwaukee. (Harley-Davidson/)

The Homecoming event will be marked by a number of musical acts, with headliners including Red Hot Chili Peppers, Jelly Roll, and Hardy. Other artists include Cypress Hill, The Offspring, Warren Zeiders, Hueston, Irontom, and a handful of others.

The broader Homecoming Festival is a celebration of Willie G. Davidson, grandson of H-D co-founder William A. Davidson. Willie G. was part of the company for nearly 50 years, retiring from his position as Chief Styling Officer in 2012. Events are planned for Veterans Park, the Harley-Davidson Museum, local dealerships, Harley-Davidson Powertrain Operations, and Davidson Park.

The Red Hot Chili Peppers are a headline act of the 2024 event.

The Red Hot Chili Peppers are a headline act of the 2024 event. (Harley-Davidson/)

Event-goers can plan to take a tour of company headquarters or its operations facility, catch a show and enjoy vendors outside the museum, and take part in a number of different community rides. Full details of all the events are at hdhomecoming.com.

The event will honor Willie G., grandson of the co-founder of Harley-Davidson and an almost 50-year employee with the company.

The event will honor Willie G., grandson of the co-founder of Harley-Davidson and an almost 50-year employee with the company. (Harley-Davidson/)

Two-day general admission tickets start at $200 while two-day VIP tickets will start at $475. There are a number of one-day ticket options as well as tickets for add-on experiences also.

Source: MotorCyclistOnline.com

The Craziest Dirt Bike Racing Weekend – Day in the Dirt 2023

The 26th annual Red Bull Day in the Dirt took place this past Thanksgiving weekend at Glen Helen Raceway in Southern California.

The 26th annual Red Bull Day in the Dirt took place this past Thanksgiving weekend at Glen Helen Raceway in Southern California. (Garth Milan/Red Bull Content Pool/)

The 26th annual Red Bull Day in the Dirt Motocross Grand Prix kicked off this past Thanksgiving weekend at Southern California’s Glen Helen Raceway. Known for its unique and festive atmosphere, combining the excitement of longer, grand prix-style off-road racing with a laid-back and enjoyable weekend for racers and families of all ages. Here’s a look at some of the riding action from this year’s event. Also take a peek at past events during the Red Bull Day In The Dirt Motocross Grand Prix 2019 In Photos and Red Bull Day In The Dirt 2018 In Photos galleries.

The Day in the Dirt grand prix is a run-what-ya-brung style competition with classes for virtually any type of off-road motorcycle.

The Day in the Dirt grand prix is a run-what-ya-brung style competition with classes for virtually any type of off-road motorcycle. (Garth Milan/Red Bull Content Pool/)

Hundreds of racers, of all age groups, participated in this year’s event.

Hundreds of racers, of all age groups, participated in this year’s event. (Garth Milan/Red Bull Content Pool/)

Newly signed GasGas Supercross racer Ryder DiFrancesco competed Saturday on his MC 250F.

Newly signed GasGas Supercross racer Ryder DiFrancesco competed Saturday on his MC 250F. (Garth Milan/Red Bull Content Pool/)

Glen Helen Raceway’s banked “Talladega” style turn 1 is one of the fastest and most exhilarating in motocross racing.

Glen Helen Raceway’s banked “Talladega” style turn 1 is one of the fastest and most exhilarating in motocross racing. (Garth Milan/Red Bull Content Pool/)

As usual the two-person Moto-A-GoGo team race is always a hit. Two-person teams trade off with one another lap after lap for bragging rights in the 75-minute race.

As usual the two-person Moto-A-GoGo team race is always a hit. Two-person teams trade off with one another lap after lap for bragging rights in the 75-minute race. (Garth Milan/Red Bull Content Pool/)

Compared to a typical motocross race, the Day in the Dirt grand prix features longer lap times with a few obstacles thrown in for good measure.

Compared to a typical motocross race, the Day in the Dirt grand prix features longer lap times with a few obstacles thrown in for good measure. (Garth Milan/Red Bull Content Pool/)

Sunday’s final Coup De Grace Survival Race features a Le Mans–style start with an unknown finish time.

Sunday’s final Coup De Grace Survival Race features a Le Mans–style start with an unknown finish time. (Garth Milan/Red Bull Content Pool/)

Saturday evening, the Hell on Wheels crew put its fun, quirky, and run-what-ya-brung style racing to Glen Helen’s smaller REM track.

Saturday evening, the Hell on Wheels crew put its fun, quirky, and run-what-ya-brung style racing to Glen Helen’s smaller REM track. (Garth Milan/Red Bull Content Pool/)

RJ Wageman (center) won Sunday’s final Coup De Grace Survival Race that lasted well over one hour. Jason Fichera (left) and Blayne Thompson (right) finished second and third, respectively.

RJ Wageman (center) won Sunday’s final Coup De Grace Survival Race that lasted well over one hour. Jason Fichera (left) and Blayne Thompson (right) finished second and third, respectively. (Garth Milan/Red Bull Content Pool/)

Red Bull freestyle rider Tyler Bereman races vintage during Saturday’s Hell on Wheels scrambler races.

Red Bull freestyle rider Tyler Bereman races vintage during Saturday’s Hell on Wheels scrambler races. (Garth Milan/Red Bull Content Pool/)

Good times and roost is what the annual Red Bull Day in the Dirt motocross grand prix is about.

Good times and roost is what the annual Red Bull Day in the Dirt motocross grand prix is about.

Source: MotorCyclistOnline.com

2023 Zero Motorcycles SR/F Long-Term Ride Review

Feeling very February in the Windy City aboard the Zero SR/F.

Feeling very February in the Windy City aboard the Zero SR/F. (Jim Lüning/)

Some people don’t like electric motorcycles for good reasons. But they fail to like them for the right reasons. The Zero Motorcycles SR/F is conservatively styled, short on range, and expensive. It’s also the most fun you can have on a motorcycle in the year of our Lord, 2023.

Editor’s note: we last test rode the SR/F naked bike during the 2020 Zero Motorcycles SR/F Review MC Commute article and video and the 2020 Zero Motorcycles SR/F Review write-up.

When’s the last time a new motorcycle reordered your senses and demanded you completely rethink your muscle memory and experience? There’s no engine noise, little vibration, and no smell of air-fuel mixtures. You don’t get to shift gears based on the above sensory input. It’s terrifying and thrilling. All that’s left are visuals and kinesthesia input. You have to relearn how fast feels.

What “running on fumes” looks like on the SR/F.

What “running on fumes” looks like on the SR/F. (Anders T. Carlson/)

Being February in Chicago, add thermoreception to the list. That’s a fancy way of saying it’s cold. Why test a Zero SR/F in winter? Nobody else wants a press bike in February and it’s the best way to put range issues to the test. Cold weather effects on battery life is usually an EV car debate. But winter’s long in the Midwest. Waiting for spring is boring.

Upon delivery, the regional sales director gives a short briefing. It starts with a green idiot light on the upper left corner of the TFT. When lit, the bike goes wherever it’s pointed, with or without the rider. Its 110 ponies will charge the gate without engine noise or neutral light. In other words, don’t lean, touch, or twist the throttle unless you’re sitting on the bike. For safety.

Gratuitous lifestyle shot of the fast and fun Zero SR/F.

Gratuitous lifestyle shot of the fast and fun Zero SR/F. (Jim Lüning/)

Charging protocol is reviewed. Don’t use an extension cord beyond the provided charger and plug; they get hot and melt. Ideally, you need Level 2 charging (J1772) stations. He offers more valuable pro tips and explains proprietary chargers. Tesla chargers don’t work unless you get an adapter. More on this later.

Welcome to Batman-land: Lower Wacker Drive in downtown Chicago.

Welcome to Batman-land: Lower Wacker Drive in downtown Chicago. (Jim Lüning/)

You can upgrade the charging with the Power Tank, offering an additional 3.6 kWh of battery capacity while still retaining a small lockable storage area. It’s an extra $3,200 and eliminates the nice tank storage compartment. But it’s not compatible with the 6kW Rapid Charger, which also eliminates the tank storage. So it’s a choice between rapid charging and more range. Neither option makes your SR/F into a proper touring machine, so your call. The smart money is to forget both and just enjoy the mind-melting torque on your commute to work.

Peel Out Slowly and See

Every trip on the Zero SR/F is like riding Batman’s motorcycle to the corner store for a stick of butter. A nearly imperceptible hum is all that gives away the fact it’s on. Every stoplight contest is anticlimactic. No engines are revved (not yours anyway) and you’ll beat anything you line up next to.

The Zero SR/F at rest in lower Michigan Avenue.

The Zero SR/F at rest in lower Michigan Avenue. (Jim Lüning/)

You have to grade the Zero differently. Don’t like how close the turn signal switch is to the Main Menu toggle? Relax. Not like you’ve got a clutch to worry about. Or a shifter. Your skill set based on powerbands and exiting corners means nothing. There’s just always power, all the time.

The old chestnut “loud pipes save lives” comes to mind. The first quarter-mile of riding brought the first near-death experience, thanks to a BMW. Why is it always an X5? The left-hand controls aren’t ideally placed, but the horn seems designed for heavy use. It’s a bit subdued, but doesn’t need to be heard over a liter’s worth of engine. It alerts the offending X5 of the Zero’s existence, and everybody lives.

Gray skies are depressing. So head for roads with no skies.

Gray skies are depressing. So head for roads with no skies. (Jim Lüning/)

For the next close brush with danger, the Bosch IMU Traction Control introduces itself. Cold tires, wet pavement, and painted bike paths push the rear tire wide. But rather than chopping the throttle, the power slide gently tapers off, impressing nearby school kids. You’re welcome, Kelvyn Park High School.

As initial riding begins, the first of many roadside conversations begin. “What is that?” “How much is it?” and “How much horsepower does it have?” are the most popular questions. But anyone under 18 just nods. They already know about electric bikes.

Need help settling your rear suspension? The famous Billy Goat Tavern can help.

Need help settling your rear suspension? The famous Billy Goat Tavern can help. (Jim Lüning/)

Photographer Jim Lüning’s “run and gun” photography setup. Jim Lüning

Photographer Jim Lüning’s “run and gun” photography setup. Jim Lüning (Jim Lüning/)

How to shoot the Zero SR/F? With a KLR650, of course.

How to shoot the Zero SR/F? With a KLR650, of course. (Jim Lüning/)

No Sleep Till Kenosha

EV Range anxiety is basically the opposite of whatever ICE range anxiety is called. You worry when going more than 40 mph but relax when stuck in traffic. Instead of looking for tall gas station signs, you look for car dealerships and government buildings. Or police stations, which often have chargers. The Zero app helpfully connects you to any charging stations nearby, but results may vary.

As part of unofficial Motorcyclist testing, we plan a short 51-mile test drive to Kenosha, Wisconsin, to buy New Glarus–made beverages unavailable in Illinois. To simulate a spontaneous trip, 20 minutes were taken to find Level 2 charging stations near our destination, the famous Brat Stop.

Eco mode is used exclusively, giving a top speed of 75 mph. It feels like tempting fate with battery life to use Street or Sport mode, so we leave that for later testing. At departure, the temperature is 44 degrees (Fahrenheit).

Even in Eco mode, passing power was more than adequate. Eco mode offers near-maximum regen mode for battery life. But it’s a moot point on highways. Healthy torque makes the 75 mph Eco mode limit quite obvious. It took lots of willpower not to switch to Sport, but a controlled experiment is nothing without self-control.

One boring hour later, we arrive. But first, we need to make sure the SR/F is refueling while we refuel with encased meats. First stop: the Honda dealership. Their charging station is owned by ChargePoint. ChargePoint is the largest network of independently owned charging stations in the world. And they don’t take MasterCard. Or Visa. Or any card at the station unless it’s their card. Apply for it and it’ll arrive via snail mail. You can use the app on your phone to pay the reader, which has the added benefit of providing them with free first-party data on a regular basis. Nicely done, marketing department.

The Honda dealership has no idea how this works. “They got 10 chargers at the grocery store, though.” These 10 chargers are for Teslas and nothing else. Thanks, Elon Musk and Guy from Honda dealership. No Wisconsin beverages for either of you.

But the Nissan dealership is awesome. Free Level 2 charging and an hour later, the battery reaches 69 percent charge. There should be exactly enough range to get home with a percent or two to spare. Speaking of numbers, temps have dropped to 40 degrees and rain is coming. Or here, actually. There’s 51 miles to go. Does rain and more cold affect range?

Ordinarily, heated grips aren’t worth mentioning. But they mean the difference between white and blue fingers. “High” works great on the SR/F. Do they draw a lot from the battery? Good question. There’s lots of time to ponder this on the most boring concrete slab ever, known as I-94. The shrinking range keeps things interesting. With 1 mile and 2 percent battery left, the trip detours to a riding companion’s house at the 49-mile mark to avoid trailering the bike home. Good thing the charger rode shotgun in the ample tank storage.

It took a 68 percent charge to go 51 miles there, and a 67 percent charge to go 49 miles back. “Margin of error” isn’t a term Zero engineers likely use. But it’s within it. Experiment concluded.

Thank you, Nissan of Kenosha, for your fine (and free) Level 2 charging.

Thank you, Nissan of Kenosha, for your fine (and free) Level 2 charging. (Anders T. Carlson/)

The Experiments Continue

Additional research is conducted on Chicago’s notorious Cicero Avenue. A number of vehicles are defeated in unofficial 0–30 mph testing. Unable to rev the engine, some are lulled into complacency by the lack of competitive noise. But with no clutch to dump or optimal rpm to find, the SR/F is king. The following vehicles are defeated in 0–30 mph stoplight testing:

– Tesla S (driver distracted by phone/movie)

Suzuki DR-Z Motard

– Early 2010-era BMW M5

– Suzuki GSX-R1100 (with extended swingarm)

– Honda Civic Type R (lowered)

– Subaru WRXZ (featuring truck nut and window decal accessories)

Do not conduct testing of any sort on Lake Street (note steel beams).

Do not conduct testing of any sort on Lake Street (note steel beams). (Jim Lüning/)

The 502-pound weight makes its presence felt below 30 mph. But the weight placement (i.e., the battery) is similar to anything ICE. The ZF75-10 air-cooled AC motor, positioned low and directly behind the swingarm, is largely responsible for the lower center of gravity. A fair amount of upper body and feet placement is needed for switchbacks. Turning in requires full commitment, there’s no “just look and it goes there” with the SR/F. But gobs of torque and Pirelli Diablo Rosso III tires back you up wherever you point it.

Pirelli Diablo Rosso III shoes keep the Zero more or less glued to pavement.

Pirelli Diablo Rosso III shoes keep the Zero more or less glued to pavement. (Jim Lüning/)

On that topic, five rider modes are your guardrails. There’s Sport, Eco, Street, Rain, and a custom user setting you can create using the Zero app. Rider modes can’t be switched with the throttle engaged, otherwise you’ll stare at a blinking ride mode setting for the duration of your trip. Don’t ask, long story. Rain mode decreases regen braking to the lowest possible amount, for obvious reasons. Sport mode does exactly what you think it does. Each mode changes display color, with Custom allowing you to choose. One of the shades is even named “Synapse Blue.” Tight.

Cruise control doesn’t allow you to incrementally adjust speed, which is annoying. The display is fine, if a bit paint-by-numbers. The four “quadrants” of dash info can be configured to display whatever’s of interest to you. Being February, the Ambient Temperature reading is a nice touch, but the Motor Temperature reading is unnecessary.

The Zero SR/F’s TFT display. Note the balmy 56 degrees in the Motorcyclist garage.

The Zero SR/F’s TFT display. Note the balmy 56 degrees in the Motorcyclist garage. (Jim Lüning/)

ABS can be disabled, as can traction control. If the bike itself gets disabled or stops working, the Zero app can connect you with a technician to perform remote diagnostics or even fixes, assuming it’s a software issue. For EV cognoscenti, none of this is earth-shattering news. With the Zero app, everything you do on the bike is logged, knowable, and available to Zero. Like it or not, it’s no different than your smartphone.

Be Part of the Future

If you’re still not interested in EV motorcycles, there you are. The Zero SR/F doesn’t exist because it’s checked all the boxes yet. Every emerging technology in the history of mankind comes into existence half-formed. The end user is integral to final testing. You don’t have to be part of the future. You’re welcome to watch the world pass you by.

Eventually, EV motorcycles will do everything riders want them to. The Zero SR/F is almost there. Emotions you’ve spent years or decades learning can be unlearned and remade. Nobody is coming for your two-strokes. Your olfactory love for unburned hydrocarbons isn’t being threatened. If you love acceleration and power that pushes the bounds of sanity, come on in.

The Zero SR/F in the luxurious confines of Motorcyclist’s Midwest Division facilities.

The Zero SR/F in the luxurious confines of Motorcyclist’s Midwest Division facilities. (Jim Lüning/)

The ZF75-10 air-cooled AC motor, with attractive bronze/copper livery.

The ZF75-10 air-cooled AC motor, with attractive bronze/copper livery. (Jim Lüning/)

Conservatively styled, the SR/F turns heads with torque.

Conservatively styled, the SR/F turns heads with torque. (Jim Lüning/)

The passenger seat hides a tiny storage compartment, good for paperwork or very small stacks of money.

The passenger seat hides a tiny storage compartment, good for paperwork or very small stacks of money. (Jim Lüning/)

Fully adjustable Showa rear monoshock.

Fully adjustable Showa rear monoshock. (Jim Lüning/)

Passenger peg mounts are visually integrated with the motor, one of the few distinct Zero styling cues.

Passenger peg mounts are visually integrated with the motor, one of the few distinct Zero styling cues. (Jim Lüning/)

2023 Zero Motorcycles SR/F Technical Specifications and Price

PRICE $23,795
MOTOR Z-Force 75-10 enhanced thermal efficiency, passively air-cooled, interior permanent magnet AC motor
BATTERY Z-Force li-ion intelligent integrated, 15.2 kWh (nominal capacity), 17.3 kWh (max capacity)
FINAL DRIVE Belt, clutchless direct drive
CLAIMED HORSEPOWER 110 hp (82 kW) @ 5,600 rpm
CLAIMED TORQUE 140 lb.-ft. (190 Nm)
FRAME Steel trellis
FRONT SUSPENSION 43mm Showa SFF-BP, fully adjustable; 4.7 in. travel
REAR SUSPENSION Showa monoshock, fully adjustable; 5.5 in. travel
FRONT BRAKE Dual radial-mounted 4-piston J.Juan calipers, 320mm discs w/ Bosch ABS
REAR BRAKE 1-piston J.Juan floating caliper, 240mm disc
WHEELS, FRONT/REAR 17 x 3.50 in. / 17 x 5.50 in.
TIRES, FRONT/REAR Pirelli Diablo Rosso III; 120/70-17 /180/55-17
RAKE/TRAIL 24.5°/3.7 in.
WHEELBASE 57.1 in.
SEAT HEIGHT 31.3 in.
CLAIMED CURB WEIGHT 502 lb.
WARRANTY 2 years standard motorcycle, 5 years/unlimited mileage power pack
AVAILABLE TBD
CONTACT zeromotorcycles.com

Source: MotorCyclistOnline.com

2023 Honda CRF300L and CRF300LS First Look Preview

The 2023 CRF300L lineup expands by one. Now the CRF300L (shown) and its ABS version are joined by the CRF300LS.

The 2023 CRF300L lineup expands by one. Now the CRF300L (shown) and its ABS version are joined by the CRF300LS. (Honda/)

“Dual sporting for all” could potentially be a slogan for Honda because, alongside the new XR150L, the Japanese manufacturer has released a new CRF300L, the CRF300LS, that’s designed for those with shorter inseams. The CRF300L Rally is also new and improved for ‘23.

Honda’s new CRF300LS is the only CRF300L to come in Swift Gray; the other two models come in Honda’s primary color of choice, red.

Honda’s new CRF300LS is the only CRF300L to come in Swift Gray; the other two models come in Honda’s primary color of choice, red. (Honda/)

“At Honda, we’re committed to producing motorcycles that suit riders of all experience levels and backgrounds, and the dual sport category is a great example of that,” said Brandon Wilson, American Honda manager of sports and experiential. “The CRF300L is huge among those looking for an affordable, reliable dual sport machine, and the new ‘LS’ version makes the platform an option for those who prefer a shorter seat height.”

The seat height of the CRF300LS is 2 inches shorter than the standard CRF300L.

The seat height of the CRF300LS is 2 inches shorter than the standard CRF300L. (Honda/)

Mechanically, the LS is much like the CRF300L/ABS which were also announced for the ‘23 model year, but the majority of its measurements, suspension travel, and color are different. The LS’ seat height is the main focus, which is 32.7 inches (claimed), 2 inches shorter than the CRF300L/ABS models. Ground clearance has also been lowered to 9.6 inches. Suspension travel for the LS’ 43mm telescopic fork and shock is 9.3 and 9.0 inches respectively (instead of the standard models’ 10.2-inch travel at both ends).

Related: Riding The Rocky Mountain Rocks On Honda’s CRF250L

Here’s a view of the CRF300LS’ cockpit. The black-on-white display includes a speedometer, tachometer, clock, gear position indicator, fuel mileage, and fuel indicator.

Here’s a view of the CRF300LS’ cockpit. The black-on-white display includes a speedometer, tachometer, clock, gear position indicator, fuel mileage, and fuel indicator. (Honda/)

All three motorcycles accelerate over multisurface roads with a fuel-injected 286cc liquid-cooled single-cylinder engine. Power is focused toward the lower to middle portion of the rev range which is useful for pulling away from traffic or lugging over obstacles on technical trails. Low-speed, technical riding requires constant clutch modulation, and thanks to an assist/slipper clutch, the CRF300Ls have a light clutch lever pull that helps make clutch work less strenuous.

The thumper of the CRF300L model and its variants is a 286cc liquid-cooled single with a 76mm bore by 63mm stroke and 10.7:1 compression ratio. The engine is counterbalanced to help minimize engine vibrations.

The thumper of the CRF300L model and its variants is a 286cc liquid-cooled single with a 76mm bore by 63mm stroke and 10.7:1 compression ratio. The engine is counterbalanced to help minimize engine vibrations. (Honda/)

The braking package is the same across the board with a front two-piston hydraulic caliper paired with a 256mm disc and a rear one-piston hydraulic caliper with a 220mm disc. The only difference is the inclusion of ABS, which comes as standard on both the CRF300L ABS and the CRF300LS. ABS can be disabled at the rear. These ABS-equipped models have the same MSRP of $5,699, whereas the base model has a sticker price of $5,399.

The CRF’s handlebar weights help reduce vibration. The sweep of the bar makes for a comfortable, upright riding position with plenty of bend at the elbows.

The CRF’s handlebar weights help reduce vibration. The sweep of the bar makes for a comfortable, upright riding position with plenty of bend at the elbows. (Honda/)

The CRF300L and ABS are slated to make appearances on the dealer floors come April. The CRF300LS comes a month later.

2023 Honda CRF300L/ABS/LS Technical Specifications And Price

PRICE: $5,399 (base)/$5,699 (ABS/LS)
ENGINE: 286cc, DOHC, liquid-cooled single-cylinder; 4 valves/cyl.
BORE x STROKE: 76.0 x 63.0mm
COMPRESSION RATIO: 10.7:1
FUEL DELIVERY: Fuel injection w/ 38mm throttle body
CLUTCH: Wet, multiplate slipper/assist
TRANSMISSION/FINAL DRIVE: 6-speed/chain
FRAME: Double cradle
FRONT SUSPENSION: 43mm inverted telescopic fork; 10.2 in. travel (base/ABS) / 9.3 in. travel (LS)
REAR SUSPENSION: Single shock, spring preload adjustable; 10.2 in. travel (base/ABS) / 9.0 in. travel (LS)
FRONT BRAKE: 2-piston caliper, 256mm disc (base) / w/ ABS (ABS/LS)
REAR BRAKE: 1-piston caliper, 220mm disc (base) / w/ ABS (ABS/LS)
WHEELS, FRONT/REAR: Spoked aluminum; 21 in./18 in.
TIRES, FRONT/REAR: 80/100-21 / 120/80-18
RAKE/TRAIL: 27.5°/4.3 in.
WHEELBASE: 57.2 in. (base/ABS) / 56.7 in. (LS)
SEAT HEIGHT: 34.7 in. (base/ABS) / 32.7 in. (LS)
FUEL CAPACITY: 2.1 gal.
CLAIMED WET WEIGHT: 306 lb. (base) / 311 lb. (ABS/LS)
WARRANTY: 1 year
AVAILABLE: April (base/ABS) / May (LS)
CONTACT: powersports.honda.com

The CRF300L ($5,399) and ABS-equipped version ($5,699) will be available a month before the LS ($5,699).

The CRF300L ($5,399) and ABS-equipped version ($5,699) will be available a month before the LS ($5,699). (Honda/)

Big Red styled the CRF300L to look similar to models in its CRF Performance line such as the CRF450X.

Big Red styled the CRF300L to look similar to models in its CRF Performance line such as the CRF450X. (Honda/)

Source: MotorCyclistOnline.com