The fork gaiters and high-routed exhaust on the 2023 Honda SCL500 are carryovers from Honda’s early scrambler models.
Scramblers had their heyday during the ’60s, which was before my time, but I’m a big fan of their spirit and style. They embody a carefree attitude and the freedom to go wherever, as well as a simplicity not offered by many modern, hyper-focused bikes. The best word to describe the new 2023 Honda SCL500 is “playful.” It blends cool retro style, a user-friendly engine and chassis, and a budget-friendly price.
The 2023 Honda SCL500 in Candy Orange is sure to turn heads.
Scramblers are perfect for Ventura, California, the coastal surf town that I call home, and that’s exactly where Honda hosted its press launch for the SCL500. A lightweight, no-frills motorcycle is great for bopping around city streets, cruising up the coast, exploring backroads, and even getting a little frisky in the dirt, though the only time we left the pavement during our test ride was to turn around in dirt pull-outs during photo stops.
Inspiration for the SCL500 comes from Honda’s own back catalog, namely the 250cc CL72 from 1962-65 and the 305cc CL77 from 1965-67. Like the SCL500, these early scramblers were based on streetbikes, and all three models share common styling elements: fork gaiters, knee pads on the gas tank, bench seats, high-routed exhausts, and twin rear shocks.
Another thing the SCL500 has in common with those early CLs is a parallel-Twin engine, though the older versions were air-cooled while the modern one has a radiator. The SCL’s 471cc Twin is a versatile mill that’s also found in the CBR500R sportbike, CB500F naked bike, CB500X adventure bike, and Rebel 500 cruiser. (The last time we put any of these bikes on the dyno was 2017. The CB500F made 46 hp and 31 lb-ft of torque at the rear wheel, and the Rebel 500 made 41 hp and 30 lb-ft.)
The Dunlop Mixtour tires’ block-tread pattern, combined with their thinner width, made for fun and confident cornering.
As much as I appreciate high-tech features on many of today’s motorcycles, there’s something to be said for a bike with nothing to figure out. Swing a leg over the SCL500, thumb the starter button, drop it into gear, and then just ride. Throttle response is user-friendly, power delivery is linear, and the slip-assist clutch makes gear changes effortless. The engine is smooth and doesn’t vibrate much, nor does it radiate excess heat. But it doesn’t exude much character either.
The SCL500 shares the parallel-Twin found in earlier Honda CLs but is blacked out and liquid-cooled instead of air-cooled.
A sturdy tubular-steel trellis frame holds everything together, and the bike, which has a narrow 3.2-gal. tank, is slender between the knees. The SCL500’s suspension, a nonadjustable 41mm fork and dual shocks with two-step preload adjustment, has 5.3/5.7 inches of front/rear travel, which is more generous than its adventure-ish CB500X stablemate (4.7/5.5 inches).
The SCL500’s handlebar width and light weight make it easy to throw into corners.
For a sub-$7,000 bike, the ride is surprisingly plush, though the suspension’s softness leads to some fork dive during braking and seesawing over big bumps. More rebound damping would be nice, at least for a 200-lb galoot like me.
Scramblers are great bikes for getting around towns like Ventura.
The SCL500 rolls on 19-inch front and 17-inch rear cast wheels shared with the CB500X, and the SCL is shod with Dunlop Mixtour block-tread tires that provide reasonably good grip and handling. ABS is standard, and there are single-disc Nissin brakes front and rear, with a 2-pot caliper pinching a 310mm disc in front and a 1-pot caliper slowing a 240mm disc out back. The brakes don’t offer much power or feel, but they’re perfectly fine for riders who are newer, lighter, or less aggressive than I am.
The high footpegs made things a little tight for my frame, but with the fun I was having, they couldn’t have been much lower.
The SCL500’s chassis geometry favors stability over agility, which further adds to the bike’s approachability. But its lightness (just 419 lb ready to ride), the width of its handlebar, and the narrowness of its tires (110/80-19 front, 150/70-17 rear) mean that the SCL can be tossed around like a ragdoll.
2-piston Nissin calipers pinch a single 310mm disc up front and offer sufficient stopping power depending on the type of rider.
With my 34-inch inseam, I was a little folded up on the SCL500 with its low 31.1-inch seat height and high footpegs. The cleated footpegs have vibration-damping rubber inserts that can be removed to add a skosh more legroom, but the better option for me was the accessory tall seat, which adds another inch of foam for more height and support. At $64.95, it’s reasonably priced, though it only comes in brown.
The SCL500 is the kind of bike that lends itself to customization. In addition to the tall seat, other factory accessories include a headlight visor, a high front fender, handguards, a number plate-style rear side cover, rally footpegs, a center tank pad, a 14-liter left-side soft saddlebag, a rear carrier, a 38-liter top case, heated grips, and a 12V socket. Vance & Hines also offers a high-output slip-on exhaust that is compliant in all 50 states.
The 2023 Honda SCL500 in Matte Laurel Green Metallic
The SCL500 screams for customization, as seen in this factory-accessorized version.
Other than limited legroom for my frame, my only real complaint about the SCL500 is its instrumentation. It has a single round instrument panel that’s light-on-black LCD. Available features includes a clock, a gear position indicator, a speedometer, a fuel gauge, and multifunction display that can be scrolled through for different info (odometer, tripmeter A/B, average mpg A/B, instant mpg, and reserve fuel tripmeter). The instrument panel lacks a tachometer, it’s difficult read in bright sunlight, and it’s all but useless when wearing polarized sunglasses. For a retro bike like this, an analog speedometer with an inset multifunction display would be sweet.
Like the bike, the SCL500 instrumentation is simple but also hard to read. I would’ve preferred something more retro.
After logging just over 100 miles in and around Ventura, mostly on backroads where I did my best to wring the SCL’s neck, the bike’s fuel economy reading was 60.6 mpg. That translates to 194 miles of range, which would be even higher for a typical owner who cruises around or commutes in a less caffeinated, type-A state of mind.
The SCL500 suspension offers better travel than its CB500X stablemate, but bigger riders may wish for more adjustment options.
All in all, the Honda SCL500 is a helluva lot of fun, and in Candy Orange, it turns a lot of heads (a more subdued Matte Laurel Green Metallic color option is also available).
American Honda has announced the return of two its popular miniMOTO models for the 2024 model year: the Honda Monkey and Honda Super Cub. The company states it believes the bikes will appeal to both new riders as well as nostalgic fans of these past models, which played important roles in Honda’s history.
2024 Honda Monkey
Originally introduced in the early 1960s for a Honda-owned Japanese amusement park called Tama Tech, the 2024 Honda Monkey remains true to its roots, with attributes that Honda calls “fun yet practical.”
The Monkey features an fuel-injected air-cooled 124cc Single mated to a 5-speed transmission. It has an inverted fork with 4.3 inches of travel and twin rear shocks with 4 inches of travel. When the Monkey needs to stop running, braking comes from a 220mm disc up front with ABS and 190mm disc in the rear.
2024 Honda Monkey in Pearl Nebular Red
Honda says the small stature (30.5-inch seat height), light weight (231-lb curb weight), and practical performance combine to deliver “an approachable, enjoyable riding experience for a wide variety of riders.” The Monkey has a 1.5-gallon tank, and the 2023 model reported 169 mpg.
The 2024 Honda Monkey will be available in September in Pearl Nebula Red, as well as a new Pearl Black color, starting at $4,299.
2024 Honda Super Cub C125
2024 Honda SuperCub C125 in Pearl Gray
With over 100 million units sold worldwide since its introduction in 1958, the Honda Super Cub offers a combination of practical simplicity and retro styling.
Honda says the step-through chassis, clutch-free 4-speed transmission, and lightweight design (238-lb curb weight) “inspire confidence,” while the air-cooled 124cc Single delivers impressive fuel efficiency and plenty of power for zipping around town. The 2024 Super Cub has a telescopic fork with 3.9 inches of travel, twin rear shocks with 3.6 inches of travel, a 220mm front disc brake, and a 110mm rear drum brake. Other features include front-wheel ABS, fuel injection, and an electric starter.
This 2024 motorcycle buyers guide highlights new or significantly updated street-legal models available in the U.S. As with previous buyers guides, we will include 2025 teasers too as soon as manufacturers let us know about them. We will continually update this guide as new models are available, so be sure to bookmark this page and check back often.
Organized in alphabetical order by manufacturer, our guide includes photos, pricing, key update info, and links to first looks or – when available – Rider‘s first rides, road tests, and video reviews of the motorcycles.
2024 BMW M 1000 XR
2024 BMW M 1000 XR
At the beginning of June, BMW released limited details on the on the newest model in its “M” lineup: the 2024 BMW M 1000 XR. Powered by the 999cc inline-Four engine from the S 1000 RR with BMW ShiftCam technology for varying the timing and valve lift, the M 1000 XR makes a claimed 200 hp and a top speed of around 174 mph. It shares the M brakes of the M 1000 RR and M 1000 R, as well as the M winglets, which create downforce for greater stability and reduced front wheel lift. Further information on the M 1000 XR is expected in the second half of 2023.
The 2024 BMW R 12 nineT is the successor to the R nineT and shares many similarities with the R nineT platform but features updates and a more classic design. The bike has the same air/oil-cooled 2-cylinder 1,170cc boxer engine as the previous R nineT but with a more classic appearance than its predecessor, particularly with the tank shape, seat, and side covers. BMW claims the classic look and modular design also lends more freedom for individualization. The bike will also have a redesigned exhaust system, intake system, and front fender. More details about the BMW R 12 nineT, including price and specifications, are expected in the second half of 2023.
2024 BMW R 18 Roctane (Photos by Jörg Künstle, Markus Jahn, and the author)
The 2024 BMW R 18 Roctane is the fifth member of the R 18 family. It features the same 1,802cc “Big Boxer” opposed Twin as its siblings as well as the same braking and suspension systems, with 4-piston calipers biting dual 300mm discs up front and a single 300mm disc in the rear and a 49mm telescopic fork and central rear shock with travel-dependent damping, adjustable spring preload, and 4.7/3.5 inches of travel front/rear. The Roctane sets itself apart from the other R 18s with a blacked-out engine and drivetrain, a Dark Chrome exhaust, a black midrise handlebar, the instrument cluster incorporated into the top of the metal headlight nacelle, and a larger 21-inch front wheel, as well as other varying dimensions.
The 2024 BMW R 18 Roctane will come in Black Storm Metallic, Mineral Grey Metallic Matte, and Manhattan Metallic Matte starting at $18,695.
At the annual Club BRP event in August 2022, Can-Am unveiled two all-new, all-electric motorcycles – the Origin dual-sport and the Pulse roadster (below). Detailed specs won’t be provided until mid-2023 (at Can-Am’s 50th anniversary celebration), but both will be powered by BRP’s all-new, proprietary Rotax E-Power technology, said to provide “highway-worthy speeds with plenty of horsepower and torque.”
The Can-Am Origin has rally-style bodywork, fork guards, and spoked wheels, in diameters that appear to be 21 inches in front and 18 inches out back, common sizes for off-road tires. The final drive is enclosed, and Can-Am reps would not reveal whether power is sent to the rear wheel via chain (used on nearly all dual-sports) or belt (used on many production electric bikes).
The Can-Am Pulse has the muscular stance of a streetfighter, with racy-looking cast wheels shod with sportbike rubber and a sculpted “tank” that keeps the bike’s profile in line with conventional gas-powered motorcycles. The Origin dual-sport (above) and Pulse roadster share key design elements: distinctive LED headlights, large TFT displays, edgy white and gray bodywork, a bright yellow panel covering their battery packs, inverted forks, single-sided swingarms, single-disc brakes front and rear, and solo seats. Rear cowls may cover pillion seats; passenger footpegs are not visible on either machine, but production versions will likely have passenger accommodations.
The 2024 Honda ADV160 touts a new, larger-displacement liquid-cooled 157cc single-cylinder engine designed to improve performance and reduce emissions. It has Showa suspension front and back, a front disc brake with ABS, and a rear drum brake. Also incorporated are updates that Honda says are aimed at boosting comfort and convenience. The 2024 Honda ADV160 will be available in July and will come in Red Metallic or Pearl Smoky Gray starting at $4,499.
2024 Honda Shadow Phantom in Deep Pearl Gray Metallic
The 2024 Honda Shadow Phantom still features the liquid-cooled 745cc 52-degree V-Twin, 5-speed transmission, and shaft final drive but sees several updates to styling, both in form and function. A rear disc brake replaces the previous drum brake, front travel has increased from 4.6 inches to 5.1 inches, the seat height dropped slightly, and Honda shaved 6 pounds off the curb weight for a total of 543 lb. There is also a new ABS version of the bike.
The 2024 Honda Shadow Aero shares the same engine, drive train, braking, and rear suspension and travel, with front travel stretched out another four-tenths of an inch, which is also the bump in seat height, as well as a slightly smaller tank and an overall curb weight of 560 lb.
2024 Honda Shadow Aero
The 2024 Honda Shadow Phantom comes in Deep Pearl Gray Metallic or Orange Metallic starting at $8,399 for the non-ABS version (not available in California) or the $8,699 for the ABS version.
On the 2024 Honda Shadow Aero, Black has replaced the Ultra Blue Metallic colorway, starting at $7,949 for the non-ABS version (not available in California) or $8,249 for the ABS version.
Harkening back to the ZL900 Eliminator introduced in 1985, the 2024 Kawasaki Eliminator returns to its sportbike-powered roots, with a liquid-cooled 451cc parallel-Twin engine adapted from the Ninja 400. A 6.8mm longer stroke helps create strong low-end torque. The engine is mated to a 6-speed gearbox and a slip/assist clutch. The bike has a 41mm telescopic front fork and dual rear shocks, providing 4.7/3.5 inches of travel front/rear, and stopping power comes from a 2-piston caliper clamping on a 310mm semi-floating petal front brake disc and 220mm petal disc in the rear.
Several aspects of the Eliminator’s styling pay homage to its namesake, including the taillight, a tail cowl with its own added design twist, and a round headlight, now with a modern LED lamp with dual high/low beam chambers and position lamps.
Kawasaki is also offering the 2024 Kawasaki Eliminator SE, which adds several features to the standard model, including ABS, a headlight cowl reminiscent of those found on the original Eliminator SE models, a USB-C outlet, and a seat featuring dual-pattern seat leather and stitching along the top edge.
2024 Kawasaki Eliminator SE
The Eliminator comes in Pearl Robotic White or Pearl Storm Gray for $6,649, and the Eliminator SE ABS comes in Candy Steel Furnace Orange/Ebony for $7,249.
Both the 2024 KawasakiKLX300 dual-sport and the 2024 Kawasaki KLX300SM supermoto are powered by a 292cc DOHC liquid-cooled four-valve fuel-injected Single borrowed from the KLX300R off-road bike.
The KLX300 is the more off-road capable of the two models and features a 21-inch front wheel and 18-inch rear wheel with Dunlop dual-purpose tires. The bike has 10 inches of travel up front and 9.1 inches in the rear. From a style perspective, the KLX300 gets a newly designed front cowl and front fender, a new LED headlight, and an LED taillight tucked into the rear fender. Kawasaki also gave the KLX300 a two-toned seat cover for 2024.
The road-oriented KLX300SM differs from its stablemate in 17-inch front and rear wheels, a 300mm front brake disc, and a shorter seat height of 33.9 inches, among other features. Updates to the Kawasaki KLX300SM are similar to those of the KLX300, included updated fenders, the compact LED headlight, and a new taillight. The KLX300SM also receives the two-toned seat.
2024 Kawasaki KLX300SM in Phantom Blue
The 2024 Kawasaki KLX300 will be available in Lime Green and Battle Gray for $6,199, and the Cypher Camo Gray colorway will cost $6,399. The 2024 Kawasaki KLX300SM will be available in Battle Gray and Phantom Blue for $6,599.
The 2024 Kawasaki Ninja ZX-6R supersport has a 636cc liquid-cooled inline 4-cylinder with DOHC with revised cam profiles for better low-rpm performance and cleaner emissions and a reshaped intake funnel for a claimed increase in low-to-mid rpm performance.
Kawasaki also upgraded the dual 310mm front discs and single 220mm rear disc, replacing the previous petal-style rotors with round discs. Also new are the Pirelli Diablo Rosso IV tires. The ABS unit has been updated for better control, and new ride modes have been added, including Sport, Road, and Rain, along with a customizable Rider mode in which each system can be set independently.
The bike also has a new 4.3-inch full-color TFT display with smartphone connectivity, as well as new styling inspired by the Ninja ZX-10R. The Ninja ZX-6R is available in three color schemes – Metallic Flat Spark Black/Ebony, Pearl Robotic White/Metallic Graphite Gray, and the KRT Edition in Lime Green/Ebony – for $11,299 ($12,299 with ABS).
The 2024 SuzukiHayabusa returns with the liquid-cooled 1,340cc transverse inline-Four with DOHC and four valves per cylinder mated to a 6-speed gearbox, ride-by-wire, the Suzuki Intelligent Ride System with electronic rider aids, including cruise control and the three-mode bidirectional quickshifter system, and three preset and three customizable ride modes, among a host of other features. It has KYB suspension and Brembo Stylema and Nissin brake components, and ABS is standard.
Specific to the 25th Anniversary Model are 25th-anniversary emblems and logos and raised Suzuki logos, as well as other styling and design choices specific to this model. The 25th Anniversary Model Hayabusa comes in the Glass Blaze Orange & Glass Sparkle Black color combination reminiscent of one of the most popular Gen II model’s color palettes, also set off with special V-shaped red graphic. The 25th Anniversary Hayabusa will be arriving at dealerships late summer. Pricing has not yet been announced.
2024 Triumph Scrambler 400 X in Carnival Red and Phantom Black
The all-new 2024 Triumph Scrambler 400 X will feature Triumph’s new single-cylinder, 4-valve, liquid-cooled engine making a claimed 39.5 hp at 8,000 rpm and 27.7 lb-ft of torque at 6,500 rpm and mated to a 6-speed gearbox, a slip/assist clutch, and chain final drive. The Scrambler 400 X also has throttle-by-wire, switchable traction control, and switchable Bosch dual-channel ABS.
The Scrambler 400 X features a 55.8-inch wheelbase, 5.9 inches of travel suspension front and rear, a 19-inch front wheel, and a wide handlebar to provide greater stability and control when riding on loose surfaces, as well as scrambler-style protection for both the bike and the rider.
The Scrambler 400 X is available in three two-tone color schemes, each featuring Triumph’s distinctive Scrambler tank stripe and triangle badge: Matte Khaki Green and Fusion White, Carnival Red and Phantom Black, and Phantom Black and Silver Ice options. Pricing has not yet been announced.
Similar to its Scrambler 400 X stablemate (above), the 2024 Triumph Speed 400 features the new single-cylinder, 4-valve, liquid-cooled engine making a claimed 39.5 hp at 8,000 rpm and 27.7 lb-ft of torque at 6,500 rpm and mated to a 6-speed gearbox, a slip/assist clutch, and chain final drive. The Speed 400 also has throttle-by-wire, switchable traction control, and Bosch dual-channel ABS (which can be switched off on the Scrambler 400 X).
The Speed 400 has an accessible seat height of 31 inches, a 43mm inverted fork offering 5.5 inches of travel, a monoshock rear suspension unit giving 5.1 inches of travel, and lightweight 17-inch wheels. Stopping power comes from a 4-piston radial front brake caliper with a 300mm front disc and braided lines and a floating caliper and 230mm disc in the rear.
The 2024 Triumph Speed 400 will be offered with three two-tone paint schemes – Carnival Red, Caspian Blue, and Phantom Black – each featuring a prominent Triumph tank graphic. Pricing has not yet been announced.
2024 Triumph Street Triple RS (Photo by Kingdom Creative)
The 2024 Triumph Street Triple 765 range includes the Street Triple 765 R, Street Triple 765 RS, and limited-run Moto2 Edition, which Triumph says is “the closest you can get to a Moto2 race bike for the road.”
All three models will still feature a liquid-cooled 765cc inline-Triple, which was bumped up from 675cc with the 2017 Street Triple lineup, but Triumph says engine upgrades derived directly from the Moto2 race engine program have resulted in a significant step up in performance in the range. The engine on the Street Triple R now makes a claimed 118 hp and 59 lb-ft of torque at 9,500 rpm. The Street Triple RS and Moto2 take it up another notch, making 128 hp. Other updates include new technology, high specification components, an updated chassis, and more.
L-R: 2024 Triumph Street Triple 765 Moto2 Edition, Street Triple 765 RS, and Street Triple R
The Street Triple 765 R will start at $9,995 and be available in two colorways: Silver Ice with Storm Grey and Yellow graphics or Crystal White with Storm Grey and Lithium Flame graphics. The Street Triple 765 RS will start at $12,595 and have three schemes: Silver Ice with Baja Orange and Storm Grey graphics, Carnival Red with Carbon Black and Aluminum Silver graphics, or Cosmic Yellow with Carbon Black and Aluminum Silver graphics. Finally, the Moto2 Edition will start at $15,395 and comes in two race-derived liveries: Triumph Racing Yellow with an Aluminum Silver rear sub-frame or Crystal White with Triumph Racing Yellow rear subframe. The official Moto2 branding will appear on the tank, wheel, tail unit, and silencer.
Triumph has announced that two all-new models featuring a single-cylinder, 4-valve, liquid-cooled engine will join the company’s Modern Classics lineup for 2024. The 2024 Triumph Speed 400 joins the larger Speed Twin 900 and Speed Twin 1200, while the 2024 Triumph Scrambler 400 X takes its design cues from the Scrambler 900 and Scrambler 1200, with an off-road pedigree that goes back to the first factory scramblers of the 1950s.
Triumph says the new bikes are designed to deliver a “fun, agile, and confidence-inspiring ride for riders of all ages and experience levels.”
James Wood, Triumph’s global product marketing manager, said when unveiling the Speed 400 and Scrambler 400 X that the company’s ambition with creating the small-bore bikes was to give a “whole new generation of riders the opportunity to own a Triumph.”
“This means that the brief we stepped out to deliver on was all about creating a new 400cc capacity choice for our iconic Speed and Scrambler lineups,” he said. “These would, of course, need to be genuine Triumphs but even more accessible.”
The New TR-Series Engine
The new TR-Series engine is a fuel-injected, liquid-cooled 398cc single-cylinder engine making a claimed 39.5 hp at 8,000 rpm and 27.7 lb-ft of torque at 6,500 rpm and mated to a 6-speed gearbox, a slip/assist clutch, and chain final drive.
2024 Triumph Speed 400 in Carnival Red
Wood said the “TR-Series” name was chosen to celebrate Triumph racing singles of the early 20th century: “Six Day Trial-winning machines that went on to inspire the TR-trophy racing bloodline of Singles and Twins that followed.”
Technical highlights include a 4-valve, DOHC cylinder head and a crankshaft that has been weighted and balanced to optimize inertia for low-speed rideability, as well as a finger-follower valvetrain with a low reciprocating mass and DLC coatings that reduce friction.
2024 Triumph Scrambler 400 X in Carnival Red and Phantom Black
Triumph says the new engine delivers “responsive, fun, and characterful power delivery along with an evocative, rich, and distinctive exhaust note.”
2024 Triumph Speed 400 and Scrambler 400 X
2024 Triumph Speed 400
2024 Triumph Scrambler 400 X
Wood said a key part of the company’s planning with the new range was to “really understand what riders want and value in this world.”
“What riders have told us is that style matters a great deal to them, thereby it must be beautiful, but it also must be authentic,” he said. “They want something that’s very easy to maneuver, with a height that they feel comfortable on and in control of, and to have a ride that is unintimidating and fun but that also comes with a responsive, usable plan for power delivery, plus a great sound. On top of all that, they demand a very high level of quality and reliability, preferably from a brand with credibility and desirability, and of course, all for a price that represents genuine value for money.”
2024 Triumph Speed 400
Beyond the new TR-Series engine, the Speed 400 and Scrambler 400 X share some of the latest rider-focused technology tailored to suit each model, including throttle-by-wire, switchable traction control, and Bosch dual-channel ABS, which can be deactivated on the Scrambler 400 X when riding off-road.
Dual format instruments feature a large analog speedometer and an integrated LCD screen that includes a digital tachometer, fuel range remaining, and a gear indicator. The display is also pre-enabled to show the status of accessory heated grips, if fitted, and there is a USB-C charging port.
Both the Triumph Speed 400 and Scrambler 400 X benefit from a slim standover with an accessible seat height of 31 inches on the Speed 400 and 32.9 inches on the Scrambler 400 X and low weights of 375 lb and 395 lb, respectively. Both models also have their own model-specific chassis, with a new frame, bolt-on rear subframe, and cast-aluminum swingarm paired with suspension set-ups tailored to each use.
2024 Triumph Scrambler 400 X
The Speed 400 features a 43mm inverted fork offering 5.5 inches of travel, a monoshock rear suspension unit giving 5.1 inches of travel, lightweight 17-inch wheels, and roadster-specific geometry and wheelbase, all of which Triumph says offer “an engaging and intuitive ride along with a comfortable, neutral riding position that inspires confidence for riders of all sizes and skill levels.” Stopping power comes from a 4-piston radial front brake caliper with a 300mm front disc and braided lines and a floating caliper and 230mm disc in the rear.
2024 Triumph Speed 400
The Scrambler 400 X features a longer wheelbase than the Speed 400 (55.8 inches vs. 54.2 inches), longer travel suspension (5.9 inches front and rear), and a larger 320mm front brake disc. A larger 19-inch front wheel and a wide handlebar provide greater stability and control when riding on loose surfaces. It also has a more upright riding position, and the larger cast steel brake pedal and high-grip footpegs are positioned lower and wider for a more natural standing riding position when riding off-road.
Stuart Wood, Triumph’s chief engineer, said at the unveiling that it was more than just the specifications. “We’ve put our heart and soul into setting these bikes up to give you all the character and performance you expect from us,” he said. “So they’re really fun bikes, really great response, a little bit more power than the others as well. They really are fun to ride.”
However, Triumph says that both bikes are still “instantly recognizable.” Traditional touches, like the distinctive finned cylinder head and traditional exhaust header clamps, combine with contemporary details like the upswept silencer, graphics, and “sensitively incorporated technology,” such as concealed liquid-cooling and a flowing exhaust with a hidden primary silencer. They also feature the trademark black powder-coated engine casings, tough gold anodized forks, and high-quality paint and logo detailing.
2024 Triumph Speed 400 in Caspian Blue
The Scrambler 400 X’s all-road attitude is accentuated by protection for the headlight, radiator, and sump, as well as handguards, a handlebar brace with pad, and a longer front fender.
2024 Triumph Scrambler 400 X in Matte Khaki Green and Fusion White
The 2024 Triumph Speed 400 will be offered with three two-tone paint schemes – Carnival Red, Caspian Blue, and Phantom Black – each featuring a prominent Triumph tank graphic.
2024 Triumph Speed 400 in Phantom Black
The Scrambler 400 X is also available in three color schemes, each featuring Triumph’s distinctive Scrambler tank stripe and triangle badge: Matte Khaki Green and Fusion White, Carnival Red and Phantom Black, and Phantom Black and Silver Ice options.
2024 Triumph Scrambler 400 X in Phantom Black and Silver Ice
While pricing has not yet been announced, Triumph says both the 2024 Triumph Speed 400 and Scrambler 400 X will be attractively priced versus the key competitors in each market.
James Wood said the bikes are the result of a “major five-year collaboration” with Bajaj Auto in India.
“Based on Triumph’s concept and design, Bajaj has worked hand-in-hand with our engineering team here in Italy to add that expertise in large-scale efficient and cost-effective manufacturing to our leading engineering and design capabilities.”
Wood added that the bikes will be built by Triumph factories in Thailand and Brazil, as well as Bajaj Auto in India, where both models will launch starting in July 2023. They will be on sale in all other markets in early 2024, when prices for these markets will be announced.
The Kawasaki Z650RS has a 31.5-inch seat height. (Photo by Kevin Wing)
Choices for smaller, affordable motorcycles are growing, and that’s good news for riders looking for a fun bike that won’t break the bank. Whether you’re new to riding and want something easy to handle or an experienced rider looking for a lighter or shorter bike, you have more options now than ever when it comes to finding the best motorcycles for smaller riders!
Below is Rider’s 2023 list of best motorcycles for smaller riders, an update of the popular post from 2019. This list includes motorcycles with seat heights between 31.0 and 31.9 inches with an MSRP of $17,000 or less.
When possible, we’ve included a link to our test ride reviews so you can get a sense of how each bike performs in action. We’ve also included the 2022-2023 model year’s U.S. base MSRP (as of publication), seat height, and claimed wet or dry weight. On models with options to lower the seat height or suspension, we’ve listed the standard and lowered seat heights. You can also click on a model’s name to go to the manufacturer’s webpage for a full list of specifications and details.
The models in this list are arranged by seat height, with the first model having the shortest seat height and the last model having the tallest seat height in the list.
BMW Motorrad has announced a successor to the R nineT for 2024: the BMW R 12 nineT. This new model announcement comes exactly ten years after the launch of the R nineT and is presented in celebration of “100 years of BMW Motorrad.” The R 12 nineT shares many similarities with the R nineT platform but features updates and a more classic design. More details are expected later in the year.
The BMW R nineT was introduced in 2013 with a classic roadster design and a focus on customization options. Since then, BMW has added to spin-off models including the enduro-inspired R nineT Urban G/S, the R nineT Scrambler, and the stripped-down R nineT Pure. BMW says the focus on customization will continue with the new R 12 nineT.
“The R nineT and its customizing concept established the new Heritage experience for BMW Motorrad’s 90th birthday and has become an indispensable cornerstone of our model range,” says Dr. Markus Schramm, head of BMW Motorrad. “The new R 12 nineT continues the successful heritage story surrounding the legendary BMW boxer engines with an even more classic, reduced design language, even greater degrees of freedom when it comes to customizing and, last but not least, new and innovative technology.”
BMW is well-known for its boxer engines. In fact, the very first BMW motorcycle, the R 32, was powered by a flat-Twin boxer. The R 12 nineT continues that legacy with an air/oil-cooled 2-cylinder 1,170cc boxer engine, like the R nineT before it. The addition of the number 12 in the model name reflects the engine’s displacement, a naming technique used for other BMW models.
The design of the R 12 nineT leans into a more classic appearance than its predecessor, particularly with the tank shape, seat, and side covers. BMW claims the classic look and modular design also lends more freedom for individualization.
“The purist design language is dominated by the clear tank/seat/rear line, in the style of the traditional /5 or the legendary R 90 S of the ’70s,” said Edgar Heinrich, head of design. “At first glance, the tank itself is a classic BMW boxer tank, with a typical bend in the lower edge and classic knee contact. The new R 12 NineT also features side covers in the area of the frame triangle in the authentic Roadster look – another reminiscence of BMW motorcycles of the 1970s.”
The BMW R 12 nineT will have a redesigned exhaust system with a double muffler and conical end pieces, as well as a redesigned intake system and front fender. The LED taillight unit is now integrated into the seat.
More details about the BMW R 12 nineT, including price and specifications, are expected in the second half of 2023. Visit BMW Motorrad’s website for more information.
New to the Royal Enfield lineup is the 2023 Hunter 350, a light, affordable roadster designed to navigate the city streets. (Photos by Brandon Bunch and Josh Shipps)
The Royal Enfield Hunter 350 is an urban prowler, designed to explore the concrete jungle with grace and agility. We tested this new roadster in and around San Diego to see if it truly excels in the city as intended and if it has enough mojo to keep pace out of town as well.
Royal Enfield has been in continuous production since 1901, and the brand excels in the small- to mid-sized motorcycle segment. It also excels in honoring its British heritage with a classic-meets-modern aesthetic, making for motorcycles that catch your eye and take you back to simpler times.
The Hunter 350 might be small for American standards, but that doesn’t mean it isn’t a blast to ride.
While Royal Enfields are plentiful in India, where the bikes are produced and smaller-displacement bikes are the norm rather than the exception, the brand has been making strong headway in North America the past few years as well. Ron Luttrell, VP of sales and dealer development, reported that Royal Enfield has seen a 317% growth in U.S. sales since 2019 and that they’ve recently reached their goal of 10,000 units sold in North America. Not too shabby. With the introduction of the Hunter 350, it’s clear Royal Enfield is looking to hold onto that forward momentum.
Royal Enfield is known for its retro-inspired aesthetic, and the Hunter 350 fits that brand image with an added shot of youthful energy.
Next-Gen Geometry
Royal Enfield’s Hunter 350 shares the same 349cc J-series Single as the Classic 350 and Meteor 350. When we tested the 2021 Meteor 350, the engine put out 18 hp and 18 lb-ft of torque at the rear wheel on Jett Tuning’s dyno. While the engine has been tuned for relaxed urban riding, what truly makes the Hunter 350 stand apart from its stablemates is its chassis geometry. With a shorter wheelbase and a steeper rake, as well as a lower curb weight, the Hunter provides a more accessible, nimble riding experience than what you might find on the Classic or the Meteor. That, coupled with an attractive and youthful styling, will allow the Hunter 350 to attract and fill the needs of a different rider demographic.
A shorter wheelbase, steeper rake, and smaller wheels make the Hunter 350 feel right at home in urban environments.
At the U.S. press launch in San Diego, the Hunter’s MSRP, which had been kept hush-hush until that moment, was revealed. The bike will start at $3,999, with some color options adding $200. When the price went up on the big screen, the journalists expressed their surprise, followed by applause. This low price, coupled with the bike’s youthful style and smaller size, is sure to bring in new and young riders.
The number of color options is also sure to please riders on the hunt for a motorcycle that fits their style. The Dapper White, Dapper Ash, and Dapper Grey will be priced at the lower $3,999, while the two-toned Rebel Black, Rebel Blue, and Rebel Red colorways retail for $4,199. All six color options were available for our test ride, and I immediately claimed the Rebel Red before anyone else could take it.
A wide range of colorways is always appreciated, and the different logo styles on the tanks add another touch of individuality.
Swinging a leg over the bike in the hotel parking lot, I immediately felt at ease. The upright seating position was comfy, and the contoured seat was plush but supportive. With a 31.1-inch seat height, the Hunter 350 had me tip-toeing, but I was the only journalist at the launch who couldn’t flat-foot on it (I’m 5-foot-1). Even with my short legs, I had no trouble reaching everything I needed to reach.
The uncluttered and simple design added to the at-ease feel of the motorcycle. A single round digital and analog instrument display was easy to read and didn’t offer too many options or information to distract me from the simple joy of riding. There’s something to be said for having a customizable display with all the bells and whistles, but sometimes those things get in the way of a pure motorcycling experience.
The Hunter 350 is powered by Royal Enfield’s 349cc Single, producing 18 hp and 18 lb-ft of torque. It’s the same engine found in the Classic 350 and Meteor 350.
After getting acquainted with our mounts, we rolled out onto the street, and that’s when the real fun began.
Good Times
We started the first half of the day riding through San Diego, from neighborhoods to downtown, including shop-lined streets and beach-side roads. I have never ridden a motorcycle that feels so at home in the city. This motorcycle made me feel like I was much better at slow-speed turns than I am. It’s small enough to squeeze into tight spaces and wheel around without trouble.
The agility of the Hunter 350 was a treat through the streets of San Diego.
The maneuverability of this bike is mostly due to its chassis geometry, something Royal Enfield said it put a lot of effort into getting just right for this type of riding environment. The Hunter has a 25-degree rake and a wheelbase of just 53.9 inches using 17-inch front and rear wheels. It’s lighter than the other Royal Enfield models with the 350 engine, with a claimed curb weight of 400 lb (the Meteor 350 and Classic 350 have curb weights of 421 lb and 430 lb, respectively). All of these characteristics give the Hunter an agility that took stress out of riding through busy city streets.
Royal Enfield worked hard to find the perfect balance between price, maneuverability, and stylish looks.
The Hunter’s styling certainly belongs in the retro-inspired Royal Enfield family, but it looks like the cool teenage cousin who just flew in from the city for a family holiday, the one all the other kids are jealous of. The bike has a youthful character, in both riding experience and personality, that will make anyone feel young again.
The seating, handlebar, and foot peg positions were all a comfortable fit for my smaller stature.
For braking, the Hunter 350 comes with a 300mm disc with a twin piston ByBre caliper up front, a 270mm disc with a single piston ByBre caliper in the rear, and ABS. I found braking power to be dialed in well for the sudden and frequent stopping of city riding. The suspension consists of a nonadjustable 41mm fork with 5.1 inches of travel and dual rear shocks with six-step adjustable preload and 4.8 inches of travel. The suspension also felt well-suited for its intended purpose. None of these components are state-of-the-art, but they did their job well for a bike with a price tag of about $4K, which is all I could ask of them.
After a great lunch in Barrio Logan, we got out of town to see how the Hunter 350 handled faster speeds and curvier roads.
Far and Wide
After experiencing how well-suited the Hunter 350 is to an urban environment, I was curious to find out if it could hold its own outside of town. Would that slow-speed agility affect the bike’s stability at higher speeds? To my delight, there was no compromise to be found. On the twisty roads up Otay Mountain, we pushed the Hunter 350 to its limit.
As comfortable as the Hunter 350 is in an urban environment, it can hold its own on open roads as well.
There’s something exciting about experiencing the full range of a motorcycle’s capabilities, from a slow roll around traffic to a full-out dash through the hills. Royal Enfield hit the sweet spot between granting the Hunter enough power to keep up with highway speeds while maintaining the bike’s tight stance and agility.
Without ride modes, a customizable display, and other distractions, a ride on the Hunter 350 takes me back to simpler times.
That being said, if you’re commuting on the interstate every day, this might not be the ideal ride for you. With a top speed of about 75 mph, we were riding full-out on the freeway to get back to the hotel. The Hunter 350 held that speed smoothly and comfortably, but it would be preferable to have a little power on reserve in case I need to dart away from a dangerous situation, and the Hunter 350 didn’t have that. But I appreciated how steadily it could hold its top speed without feeling too stressed or overworked.
Leaving the Hunter 350 in 4th gear gave me enough power to keep up with 70-mph traffic. The 5th gear is more suited to casual cruising.
All Good Things…
All too soon, our riding day had come to an end. A testament to the Hunter 350 is that, after a full day of riding on a variety of roads, I was ready to keep going. Taller riders might feel fatigued more quickly by the Hunter’s smaller stature, but this model fit me so well and was so stress-free to ride that I saw no reason to get off it. If it weren’t for my rumbling stomach calling for the taco bar and the fact that I’d be completely lost in San Diego without a guide, I’d have been tempted to roll right on past the hotel’s parking lot and keep going.
The stress-free handling of the Hunter 350 had me ready to keep riding at the end of the day.
This proabably isn’t the motorcycle that your Harley-or-nothing leather-clad uncle is going to buy, but for riders looking for a fun, agile, and affordable option, the Hunter 350 hits the nail on the head. I love to see more affordable motorcycles entering the market, and I believe this is an option that will make owning a motorcycle and experiencing the rides we all love a little more attainable for a new generation of motorcyclists.
The Hunter 350’s affordable price, easy handling, and retro-meets-modern styling is an attractive package for both new and experienced riders.
American Honda has confirmed the return of a handful more of their two-wheel products for the 2023 and 2024 model years. Honda says a diverse range of categories is represented in the announcement, highlighting the company’s commitment to producing “high-quality machines for casual riders, nostalgia-driven customers and niche-focused enthusiasts.” Among the products announced are an upgraded retro-inspired Trail 125 miniMOTO, returning Ruckus and Metropolitan scooters, and two returning Montesa Cota 4RT trials bikes.
“Each of these models has a rich history and a loyal following, so we’re pleased to continue offering them for our customers,” said Brandon Wilson, American Honda Manager of Sports & Experiential. “From the affordable and user-friendly Trail 125, Ruckus, and Metropolitan to the highly specialized Montesa Cota 4RT models, Honda takes great pride in serving all types of two-wheel enthusiasts, regardless of how they choose to pursue their particular adventure.”
2023 Honda Trail 125
2023 Honda Trail 125 in Pearl Organic Green
Inspired by the original Honda CT models of the 1960s, the Trail125 has what Honda says is “an authentic, vintage look, evoking the ‘You Meet the Nicest People On a Honda’ ethos for which the brand has always been known.”
The 2023 Trail 125 has a new bore and stroke, contributing to a bigger air-cooled 125cc 4-stroke SOHC Single with a 4-speed no-clutch semi-automatic transmission. It has a 27mm telescopic front fork with 4.3 inches of travel and twin shocks in the rear with 3.4 inches of travel. Braking comes from single hydraulic discs front and back (220mm/190mm front/rear) and front-wheel ABS. The Trail 125 comes standard with a luggage rack, a 1.4-gal. fuel tank, and has a curb weight of 256 lb.
For off-road exploring purposes, the 2023 Trail 125 has three additional teeth on the rear sprocket over the Honda Cub for better hill-climbing ability, upswept intake and exhaust (with a heat shield on the exhaust), 6.5 inches of clearance, a skid plate, and a pair of front brush-guard tubes.
The 2023 Honda Trail 125 comes in a new Pearl Organic Green color and starts at $3,999.
2024 Honda Ruckus
2024 Honda Ruckus in Beige
The Honda Ruckus, a scooter that Honda says many riders choose to customize to their desired look and application, returns for 2024 with new colors. The scooter still has a liquid-cooled 49cc 4-stroke Single with a carburetor and 1-speed automatic transmission.
2024 Honda Ruckus in Black
The scooter’s exposed frame with plenty of storage space, dual round headlights, and fat tires (120/90-10 front, 130/90-10 rear) give the Ruckus a unique look, and it gets a claimed 114 mpg fuel economy.
The 2024 Honda Ruckus comes in Black and Beige, starting at $2,899.
2024 Honda Metropolitan
2024 Honda Metropolitan in Blue Metallic
The Honda Metropolitan also returns for 2024. The European-inspired scooter has sleek, rounded bodywork but also comes with utility-focused features such as 22 liters of underseat storage, as well as in-dash storage and a hook for securing a bag.
2024 Honda Metropolitan in Green Metallic
The Metropolitan has a fuel-injected, liquid-cooled 49cc Single with 1-speed automatic transmission. The scooter has cable-actuated drum brakes front and back and a combined braking system that adds front braking when the rear brake is activated.
The 2024 Honda Metropolitan will be available in May in Matte Armored Green Metallic or Blue Metallic starting at $2,649.
2023 Honda Montesa Cota
2023 Honda Montesa Cota 4RT301RR in White
Following up on the last season of FIM World Trials competition in which Repsol Honda’s Toni Bou captured his record 32nd world title (16 indoor, 16 outdoor), Honda announced the return of the Montesa Cota 4RT260R (259cc) and the standard 4RT301 and race replica 4RT301RR (298cc), for which Bou reportedly played a significant role in developing.
2023 Honda Montesa Cota 4RT301 in Blue Metallic
2023 Honda Montesa Cota 4RT260R in Red
Designed, developed and produced in Barcelona, Spain — the unofficial capital of trials, and the home of the factory for Montesa (a subsidiary of Honda) — the Cota models offer options for both casual trials riders and those looking to take it to the next level.
The 2023 Montesa Cota 4RT260R has a liquid-cooled 259cc mated to a close-ratio 5-speed transmission and chain final drive.
For 10 years, Triumph Motorcycles has partnered with the Distinguished Gentleman’s Ride, an event that unites hundreds of thousands of classic and vintage style motorcycle fans all over the world to raise funds and awareness for men’s health. To celebrate this landmark anniversary, Triumph has created 250 new Bonneville T120 Black Distinguished Gentleman’s Ride Limited Edition motorcycles.
Founded in 2012 in Sydney, Australia, the DGR was created by Mark Hawwa as a way to bring together motorcycle enthusiasts focused on a common cause for good. Today the DGR spans the world with more than 90,000 riders taking to the streets in more than 800 cities. The event has raised more than $37 million for prostate cancer research and men’s mental health. Triumph became the official motorcycle partner of the DGR in 2014, bringing a commitment to increase awareness, grow participation, and ultimately increase fundraising in support of this worthy cause.
During the unveiling of the Bonneville T120 Black, Miles Perkins, Triumph’s head of brand management, called the DGR “the world’s largest road-riding charity event.”
“The numbers are important,” Perkins said, “but the impact is even greater than the money – phenomenal from the perspective of what this means to everyone involved and the joy of riding and the joy of being in the company of people united by passion for the motorcycling, for riding together, and contributing what they can to make lives better.”
One of Triumph’s most significant contributions has been in growing awareness and motivating fundraisers around the world by providing motorcycles from Triumph’s Modern Classic range as rewards for the top fundraisers.
“To me, this was a real match made in heaven,” Perkins said.
Triumph Chief Commercial Officer Paul Stroud called it “a perfect fit …. something that is much more than sponsorship.”
“Everyone involved over the last decade of the DGR, from the Triumph and DGR teams, to our dealers, the army of DGR organizers and ride hosts, and the legions of riders who passionately support this wonderful event and cause should be justifiably proud of the impact their efforts have had,” Stroud said.
In previous years, the motorcycles provided by Triumph have included a one-of-a-kind Triumph Thruxton RS DGR Edition and a custom ‘1959 Legends’ Triumph Bonneville T120 and matching Gibson Les Paul Standard guitar, awarded to the 2022 ride’s highest fundraiser as part of a collaboration between Triumph and Gibson.
This year’s bike, the Bonneville T120 Black Distinguished Gentleman’s Ride Limited Edition, features a custom DGR look. The monochrome metallic Phantom Black and Crystal White two-tone paint scheme follows a distinctive ‘dress suit’ inspired design, drawing inspiration from ‘dressing dapper’ for dinner—which is also how most riders dress for the DGR itself.
Gold fuel tank stripe detailing and hand-painted gold pinstriping on the side panels are also inspired by the DGR’s dapper clothing and accessory style, such as the classic gold pocket watch or tie-pin. The custom DGR 2023 gold script logo is featured on the fuel tank and side panels, and a brown stitched bench seat with pillion strap enhances the vintage custom look.
Each bike comes with a numbered certificate of authenticity featuring the motorcycle’s VIN and DGR edition number, hand-signed by the DGR’s Mark Hawwa and Triumph CEO Nick Bloor. There will be 250 bikes built, but only 249 will be available for purchase (for $13,495 in the U.S.), since edition number #001 will be presented to the highest fundraised for the 2023 DGR.
But of course, the DGR Limited Edition wouldn’t exist without the Triumph T120 Black. In 2022, the classically styled Bonneville T120 received a few updates to its 1,200cc liquid-cooled parallel-Twin, which makes a claimed 79 hp at 6,550 rpm and 77.4 lb-ft of torque. It has a 6-speed transmission with a slip/assist clutch and chain final drive. Other features include two ride modes (Road and Rain) and switchable traction control and cruise control.
The 2022 Bonneville T120 also shaved 15 lb off the previous generation and features new aluminum wheels (18-by-2.75 inches on the front and 17-by-4.25 inches on the rear). Stopping power comes from Brembo front brakes with a twin disc set-up and 2-piston calipers, and ABS is standard.
At the bike’s unveiling, Mark Hawwa, founder of the DGR, said that 10 years ago, they were “trying to find our feet and learn how to grow this event and really partner up with the brand that we felt had the same synergy as us.”
“I don’t think any of us ever realized that this would become such an important relationship, one that has touched even the guys that work at Triumph,” Hawwa said. “Obviously, times change, people move on, but each of those people that have been a part of the Triumph journey and DGR journey are still with us—riding motorcycles, taking part, getting dressed up and looking the part as well. It’s been an incredible 10 years, and I still pinch myself.”
Hawwa said the DGR is more than just the ride or the bike.
“For us, it’s the fact that we’ve been able to really create meaningful relationships. We’ve been able to connect a lot of people together. We’ve been able to really teach guys that it’s okay to be vulnerable and that it’s okay to talk about their health and also to educate them along the path as well.”
The Bonneville T120 Black Distinguished Gentleman’s Ride Limited Edition is considered a 2024 model year bike. There will be 50 units available in the U.S., and dealers will start taking deposits on April 14.
1972 BMW R 75/5 “Toaster” owned by Arden White in Snohomish, Washington. (Photos by Arden White and Moshe K. Levy)
The year 1969 was a tumultuous time in the motorcycle industry, marked by the rise of the Japanese and the beginning of the end for the British. Amidst this backdrop of rapidly evolving consumer sentiment, BMW introduced its /5 (“slash five”) Series for the 1970 model year. In its three years of production, the /5 family of motorcycles reinvigorated the brand with its contemporary design and ushered in BMW’s fabled “Airhead” Type 247 Boxer Twin engine, variations of which would continue to propel the marque’s R-Series motorcycles for the next 25 years.
The /5 Series, built at BMW’s newest facility in Spandau, Berlin, was available in three variants. The R 50/5 (500cc) was the most affordable, the R 60/5 (600cc) was the midrange, and the R 75/5 (750cc) was the top of the line.
Compared to its predecessor, the BMW /2 Series, the /5 Series was a thoroughly modernized ground-up redesign. It boasted up-to-date 12-volt DC electrics complete with a 180-watt alternator, an electric starter, more powerful drum brakes, and a slew of other noteworthy upgrades. The frame was of tubular steel construction with a double downward cradle for the engine, similar to the benchmark Norton Featherbed. A rear subframe was bolted onto the mainframe and served as the upper mount for the twin rear shocks. Up front, the former /2’s Earles fork was replaced with a telescopic fork on the /5, signaling a functional change of focus from utilitarian sidecar duty to improved handling as a solo motorcycle.
The 247 Airhead’s flat-Twin configuration means easy access to most serviceable components.
Of course, no discussion of the BMW /5 would be complete without an examination of the Type 247 “Airhead” flat-Twin engine. Special care was taken by the company to design a simple, reliable motor that addressed previous concerns about the /2 mill. To this end, the 247’s chain-driven camshaft runs below the crankshaft, allowing gravity assist of oil delivery to the camshaft and eliminating the periodic complete teardowns required to maintain the former /2 design’s “oil slingers.” Two valves in each hemispherical cylinder head are actuated by the camshaft through followers, pushrods, and rocker arms. A stroke of 70.6mm is constant within the /5 line, with bores of 67mm, 73.5mm, and 82mm determining the displacement of the R 50/5, R 60/5, and R 75/5 respectively.
The R 50/5 and R 60/5 models are equipped with 26mm Bing slide carburetors, while the R 75/5 features 32mm Bing CV units. On all models, the engine power is transmitted via a single-disc dry clutch to a stout 4-speed gearbox and then to the swingarm-mounted final drive via shaft.
The author’s wife on her first bike, a 1971 R 60/5 with standard 6.3-gal. tank. Now with almost 100,000 miles, it’s still going strong.
For late 1973 models, BMW lengthened the rear swingarm by approximately 2 inches, resulting in the so-called “Long Wheelbase” /5. The tell-tale signs of a Long Wheelbase model are the weld marks on the final-drive side of the swingarm where the extension was added by the factory. The extra room allowed a larger battery to be located behind the engine and gave riders some additional clearance between their shins and the carburetors. To this day, /5 enthusiasts viciously argue over whether the sharper handling merits of the original short-wheelbase models trump the high-speed stability of the long-wheelbase versions.
Either way, at barely over 460 lb, the R 75/5 was one of the lightest 750cc bikes of the era, and with a top speed of 109 mph, it was one of the fastest as well.
Fred Tausch’s 1970 R 60/5, circa 2004. Today it resides at Bob’s BMW Museum in Jessup, Maryland.
Complementing these functional upgrades to its new motorcycle line, the /5’s aesthetics were also a spicy departure from the more somber BMWs of yore. Although initially available only in the white, black, or silver colors for 1970-71, the 1972-73 models were available in seven hues, including Monza Blue and Granada Red. Further shocking traditionalists, 1972 saw the introduction of the 4-gallon “Toaster” gas tank, which featured prominent chrome accent panels on each side. Though excessive chrome on a BMW was heresy at the time, today the Toaster-tank /5 is considered valuable to collectors, as it was only produced for the 1972-73 model years.
Contrary to the initial worries from BMW traditionalists that the company had strayed too far from its function-over-form roots, the /5 motorcycle family has earned a sterling reputation for anvil-like reliability. Being classic European motorcycles, the /5s naturally have certain idiosyncrasies, but overall, the design and construction are robust. In a testament to their supreme quality, these motorcycles are still often used as daily runners 50-plus years after their initial production.
Experienced owners claim that with timely maintenance, these bikes are nearly indestructible. In fact, properly running /5s with well over 100,000 miles on them are commonplace at BMW rallies worldwide. I met an owner of one, the late Fred Tausch, at a rally in 2004. Tausch’s 1970 R 60/5 had more than 600,000 miles on its clock and was still running when its owner passed away. Details are sketchy, but supposedly the engine was only overhauled twice during this remarkable service run.
The classic BMW motorcycle community is an active one, with abundant technical support and a well-organized network of enthusiasts (aka “Airheads”) who gather regularly to celebrate their favorite machines. Parts are still plentiful, though they’re getting more expensive as time goes on.
Ultimately, the /5 Series represented an initially dramatic but ultimately triumphant gamble for BMW. These motorcycles were not the cautious evolutions of the existing /2 designs that the brand’s faithful fans had expected. The /5’s newfound emphasis on performance and style, combined with significant price increases over the /2 Series it replaced, could have easily spelled marketplace doom. Luckily, that was not the case, and the /5s became a mild hit.
