Keep up with the latest in motorcycling gear, parts, accessories, and products with Rider’s New and Cool Motorcycle Gear monthly installments. The items in this list are available now.
Royal Enfield Himalayan 450 Rally Bundle Kit
Royal Enfield Himalayan 450 owners can now make their motorcycle even more adventure-ready with the Rally Bundle Kit, available at your local dealer. This kit of nine Genuine Motorcycle Accessories is designed to enhance off-road riding. It includes an engine guard, a handlebar pad, a silver radiator guard, a rally seat, a rally fender, adventure rail bags, adventure handguards, a tail pack, and a headlight grill. Each item can be purchased separately, and customers can use the online configurator to view accessories. The kit is available for $1,424.91.
HeliBars Tour Performance Riser for BMW R 1300 GS/Adventure
The HeliBars Tour Performance Riser for BMW R 1300 GS and R 1300 GS Adventure offers better handling and greater long-distance comfort. This riser reuses all factory cables and hardware and is machined from 6061 T6 aluminum. With the riser installed, the handlebar is 1.25 inches taller and 1.5 inches more rearward. Installation is simple, and instructions are available to download prior to purchase. Like all HeliBars products, this riser is designed to help riders find their perfect comfort zone for all-day riding. It’s priced at $159 and comes with a one-year warranty.
The updated Shinko SR999 Long Haul White Wall tires offer exceptional tread life and performance for V-Twin and metric cruiser riders. The new silica-rich compound delivers great traction with minimal wear and performs in wet and cold weather. The tires include an enhanced rubber blend formulated for high mileage and good grip, and the elevated tread depth offers extended wear. The tires also include a reinforced carcass for stability and aramid belting to support substantial loads. Additionally, the white walls create a classic look. Visit your dealer for pricing.
Nelson-Rigg Hurricane Dry Duffle Bags are 100% waterproof with electronically heat welded seams to protect your items. They are available in 25-liter, 40-liter, or 60-liter sizes and can be stacked. Via the Rigg Strap system, the bags can be easily mounted to most motorcycles. They include a watertight roll closure with an air purge valve and quick-release buckles, removable internal stiffeners to help the bags hold their shape when empty, and dual-purpose carry handles that can be used as compression straps. Available for $109.05-149.95 with a lifetime warranty.
Speed and Strength Off the Chain Apparel Collection
Speed and Strength’s new Off the Chain collection includes a diverse range of riding gear and apparel designed for urban and street riders. Seven jackets are included, like the Dogs of War Textile Jacket 2.0 (shown) made from a durable cotton-ply denim blend with CE-approved Vault armor and a four-way stretch for unrestricted movement. Jeans in the collection include the Hammer Down for men and Tough Love for women, both with Vault armor and aramid reinforcement included. Visit the Speed and Strength website or your local dealer to browse the full collection.
Saeng airLift Windscreen Edging offers riders a quiet and smooth riding experience by reducing wind noise, buffeting, and shaking. This product, now in its fourth generation, works by calming the air pocket, not only creating a more comfortable ride but also reducing fatigue and preventing hearing loss. It can be pressed onto most motorcycle windscreens in minutes and removed and fitted to other windscreens as well. This edging provides a quick and easy way to add better wind protection to your bike without needing to upgrade your windscreen. Available starting at $44.70.
Motogadget’s mo.blaze Disc bar-end turnsignals feature a discreet design and offer superior lighting. Visible from all sides when switched on, these turnsignals utilize TranzLight technology to miniaturize the housing and direct light through the crystal-like plastic body. Three high-power LEDs use intensiLED for high-performance lighting with maximum efficiency, offering a claimed lifetime of 50,000 hours. The body is CNC-machined, black-anodized, and laser-marked. The turnsignals’ low-profile design makes them compatible with many motorcycles. Available for $99.
John Britten: The Man and His Revolutionary Motorcycles, by Tim Hanna
Making its North American debut is a revised edition of John Britten, a biography published by Octane Press and written by Tim Hanna. It explores the inspiring life of John Britten, who headed a small team in New Zealand to build a groundbreaking machine to win the Battle of the Twins in 1991 at Daytona. Writing the 550-page book took six years of research, and the biography delves into Britten’s early life, his prototypes, his setbacks and failures, and the story of the Britten V-Twin. This revised edition includes a new foreword and new photography. Available now for $39.95.
From May 23-25, 2025, moto enthusiasts can visit the Bike Shed London to see the results of a unique collaboration between Royal Enfield and The Great Frog, a London-based jewelry brand. The two brands worked together to create a custom-inspired Brit chopper based on the Royal Enfield Super Meteor 650, a limited-edition handcrafted silver ring, and an exclusive apparel line.
The Super Meteor 650, on which the collaboration custom was based, was introduced in 2023 as a British-classic styled cruiser. It’s powered by an air/oil-cooled 648cc parallel-Twin, has an upright and neutral seating position, and features both chrome and black finishes. For more information about the Super Meteor 650, check out our ride review. The custom bike of this collaboration puts a darker spin on the Super Meteor.
“The custom-built Brit chopper on the Super Meteor 650 is a true work of art – handcrafted, raw, and full of character,” said Mohit Dhar Jayal, chief brand officer of Royal Enfield. “We’re thrilled to showcase it at Bike Shed London for enthusiasts around the world.”
The design of the bike, ring, and apparel are rooted in The Great Frog’s association with rock-and-roll style. The sterling silver ring is handmade in London by artisans, and the apparel will be sold exclusively at The Great Frog stores in London, Los Angeles, and New York City.
“Both TGF and Royal Enfield have stood the test of time have drawn upon their heritage to come together to distill this lineage and create a modern-day interpretation of the early Brit chopper,” said Reino Lehtonen-Riley, creative director and head designed of The Great Frog. “Rather than slavishly copying the past, we took the same ethos of those before us but with today’s technology.”
The bike will be unveiled at The Bike Shed Moto Show, with ticket prices starting at £33.49. This weekend-long event will showcase more than 250 custom bikes and offer exhibitions, food and drink vendors, tattoo artists, barbers, and much more. See the custom Super Meteor at the show throughout the weekend, and visit The Great Frog’s and Royal Enfield’s websites for more information.
The new 2025 Royal Enfield Classic 650 is built on the Super Meteor 650 platform and borrows the Classic 350’s post-war British retro styling, providing a larger and more capable option for vintage-style fans.
Much of Royal Enfield’s motorcycle offerings feature retro-inspired designs, but none to the same degree as the Classics. The Classic 650’s teardrop fuel tank, round headlight, and curved fenders, along with plenty of chrome, draw direct inspiration from Royal Enfield models of the mid-20th century. Hidden in the Classic 650’s vintage design are modern conveniences like standard ABS, LED lighting, an inset LCD screen, and a USB-C charging port.
2025 Royal Enfield Classic 650 in Vallam Red
“The Classic is what keeps us rooted and real to our philosophy of pure motorcycling,” said B. Govindarajan, CEO of Royal Enfield. “The new Classic 650 not only upholds and embodies this spirit, it serves it up in a double measure on our world-class 650 Twin platform.”
The Classic’s 648cc parallel-Twin carries over directly from the Super Meteor 650 and Shotgun 650 with no changes, producing a claimed 46.4 hp at 7,250 rpm and 38.6 lb-ft of torque. Also borrowed from the Super Meteor and Shotgun is the steel-tube frame. Its wheelbase is 58.1 inches, and claimed curb weight is 536 lb with the bike’s 3.9-gallon fuel tank 90% full – making the Classic 650 the heaviest model in Royal Enfield’s lineup.
2025 Royal Enfield Classic 650 in Teal
The bike’s 19-inch front and 18-inch rear wheels are spoked, and brakes include a 320mm front disc with 2-piston floating caliper and a 300mm rear disc with 2-piston floating caliper. Suspension is provided by Showa, with a 43mm telescopic fork and twin shocks, but neither are adjustable.
2025 Royal Enfield Classic 650 in Bruntingthorpe Blue
The Classic 650 will be available in Vallam Red, Bruntingthorpe Blue, Teal, or Black Chrome. Pricing for the U.S. has not been announced, but the Classic 650 will start at £6499 in the U.K. (about $8,147 at current exchange rates), putting it lower than the Shotgun and Super Meteor starting prices.
Royal Enfield Flying Flea C6 in the “Timeless” colorway
Royal Enfield launches into the EV market with the announcement of its new sub-brand, Flying Flea. Under this brand, the classic-styled Flying Flea C6 motorcycle is said to come on the market by the spring of 2026, followed by the scrambler-styled Flying Flea S6.
Technical details about these two electric motorcycles are sparse for now, but Royal Enfield has stated that it has invested funds in Stark Future, the Barcelona-based manufacturer of electric off-road bikes. The company has also stated it has begun development of an EV manufacturing plant in Chennai, India, and that all aspects of the new electric bikes are being developed in-house by Royal Enfield engineers in India and the U.K.
Flying Flea gets its name from a Royal Enfield model from the 1940s, and it’s meant to highlight the city-focused bikes’ light weight and agility, although specific figures like weight have not been announced.
“Flying Flea combines distinctive style, city-focused practicality, and cutting-edge technology,” said Royal Enfield CEO B. Govindarajan. “This is the start of a fresh, sustainable ride for us and offers the world an elegant, effective, and sustainable everyday transportation.”
The first model to be produced under the new brand will be the Flying Flea C6, which takes design inspiration from the WWII-era model. The forged aluminum girder fork is a key aspect of this classic-inspired styling. It will also feature a visually distinctive forged aluminum frame and a magnesium battery case.
Royal Enfield says the C6 will be equipped with a round touchscreen cluster. The central vehicle control unit is said to offer more than 200,000 ride-mode combinations, monitor the bike to alert the rider if it’s moved, and accept over-the-air updates. The brand also claims the new EV will be equipped with lean-angle-sensitive ABS and cruise control.
Royal Enfield Flying Flea C6 in “Heritage” colorway
That’s all we know for now, and we’ll continue to share news and updates as they become available.
The 2025 Royal Enfield Bear 650 adds scrambler styling and features to the INT 650 platform, offering a midsized scrambler option with Royal Enfield’s classic design and a starting price of less than $7K. Compared to the INT, the Bear features Showa suspension, a stiffer steering head, a 2-into-1 exhaust system, full LED lighting, and a circular TFT instrument panel.
We spent a day playing around on the Bear 650 in Palm Springs, California, and surrounding areas, putting the bike through its paces on street and on dirt. While the Bear’s power is modest, we enjoyed the bike’s total package of simplicity, accessibility, and style, and we suspect Royal Enfield customers will too.
The Bear 650 has a taller suspension than its INT 650 sibling, which along with its higher handlebar, creates more room to accommodate taller riders.
Royal Enfield has pulled the wraps off its new Bear 650, a scramblerized version of the popular INT 650 with longer-travel suspension and a new exhaust system for its air-cooled parallel-Twin engine.
Inspiration for the 2025 Royal Enfield Bear 650 was drawn from a victory in the prestigious Big Bear Run in 1960, when 16-year-old rookie Eddie Mulder used a Royal Enfield to outrun more than 700 riders in the grueling endurance race around the California mountain town of Big Bear.
The Bear 650 is available in five colorways, with MSRPs starting at $6,849 and stretching up to $7,199.
“The Bear 650 channels the same spirit of raw instinct, sheer impulse, and relentless determination – it embodies the ethos of a true scrambler ‘full-send’ mindset,” said B. Govindarajan, CEO of Royal Enfield. “It’s built to deliver confidence and control across all terrains – whether you are navigating urban streets or dusty trails.”
Winning the Big Bear Run was the launching pad for Mulder’s venerable racing career, earning flat-track victories on Triumphs and winning the Pike’s Peak hillclimb nine times before going on to become one of Hollywood’s best stunt riders.
Fittingly, Mulder was with us for the Bear 650’s unveiling in Palm Springs, California. After pulling off the cover from the top-of the-range Two Four Nine model – 249 being Mulder’s race number when he won the Big Bear Run – he remarked with teary eyes, “I’m very, very proud.”
Eddie Mulder (left) helped unveil the 2025 Royal Enfield Bear 650, and this Two Four Nine edition is a tribute to him winning the 1960 Big Bear Run on a Royal Enfield.
Scrambler Formula | Royal Enfield Bear 650
Although the Bear has much in common with the INT 650, the revisions made to create a scrambler version were substantial.
First up is a suspension with longer travel to handle mild off-roading. Instead of the INT’s conventional fork, the Bear is fitted with a 43mm inverted fork featuring Showa’s Separate Function Big Piston (SF-BP) technology as seen on Enfield’s Meteor and Shotgun models. The nonadjustable legs provide 5.1 inches of travel, while new Showa shocks deliver 4.5 inches and have preload adjustability.
To handle the extra forces exerted from the longer and stiffer inverted fork, engineers bulked up the frame’s steering head area for additional rigidity. The frame revisions are enhanced by a larger-diameter front axle that is said to improve handling responses.
The 2025 Royal Enfield Bear 650 in its optional Petrol Green colorway.
Up front is a 19-inch spoked wheel, while a 17-incher rolls in back. Both hoops are shod with tires produced by Indian manufacturer MRF specially for the Bear 650. Lessons were learned examining tires from other manufacturers, and the tread blocks in the MRF rubber look similar to Pirelli’s Scorpion Rally tires. The 100/90-19 front tire is backed up by a radial-ply 140/80-17 rear, both ends requiring tubes for pneumatics.
Also unique to the Bear 650 is its 2-into-1 exhaust system. A stylishly small muffler is made possible by the exhaust pre-chamber tucked in ahead of the rear tire, which houses the catalytic converter and does some muffling of its own. The exhaust is claimed to deliver an 8% increase in torque (to 41.7 lb-ft at 5,150 rpm), while horsepower remains static with 46.4 hp at 7,250 rpm. There are no other changes to the air/oil-cooled engine aside from its black finishes.
We were told that Enfield’s domestic customers love chrome finishes, so the Bear’s handlebar is chromed. Instead of a one-piece unit with a welded cross-brace, the Bear uses a bolt-on brace so that the chrome finish resists pitting and corrosion better than a welded-on piece.
Visually, you’ll notice a scrambler-style bench seat atop a kicked-up frame loop that enables strapping on heavier loads for light-duty touring. Aiding the bike’s scrambler appearance is the panel below the seat that resembles a vintage number plate. The INT’s 3.6-gallon fuel tank remains but is augmented with a new flip-up lever on the filler cap. For the first time on Enfield’s 650cc platform, all lighting on the Bear is via LEDs.
Another upgrade over the INT is the adoption of the circular TFT instrument panel used on Enfield’s Himalayan and Guerilla. Dubbed Tripper Dash, the 4-inch pod provides readouts for rudimentary items (gear position, fuel, time, temperature) and is topped with an analog-style tachometer. The panel includes a USB-C charging port and can be linked to your phone to integrate with Google Maps for navigation and to stream music or receive calls and messages.
Bear Scrambles | Royal Enfield Bear 650
The Bear 650 is available in five colorways, with MSRPs starting at $6,849.
Royal Enfield planned what I’ll assume was an awesome loop around the town of Big Bear for the Bear 650’s launch. Sadly, the area suffered a devastating wildfire a few weeks before the launch event, forcing relocation to a hub near Palm Springs. No matter, as our route would take us from the desert floor through the quaint mountain town of Idyllwild to twisty roads more than 6,000 feet above sea level.
The Bear 650 looks wonderful in person, leaning into the vibe of bikes from the desert racing scene of the 1960s. Royal Enfield nailed the look, creating a scrambler that embodies the style of a bygone era that many look upon wistfully. A key element is the air-cooled lump resplendent with cylinder fins and without a clunky radiator and fugly hoses.
Royal Enfield’s air-cooled 648cc engine provides an authentic vintage scrambler appearance. This Boardwalk White colorway is priced at only $6,849.
While a 650cc scrambler might sound unintimidating, the Bear requires a fair bit of oomph to lift it off its sidestand. At 476 lb with 90% of fuel, it’s kinda porky for a midsize streetbike. Riders short on inseam length might find the Bear’s 32.7-inch seat height lofty, but it was a good fit for me, and I appreciated the extra legroom offered over its INT sibling.
Firing up the Bear, ears are greeted with a throaty rumble from its parallel-Twin motor and 270-degree firing order. It’s not loud, but it is authoritative. Hands are greeted by barrel-shaped grips tastefully embossed with Royal Enfield logos and capped by chrome bar-ends. Both hand levers are adjustable for reach, and the big TFT screen is easy to read.
Contrasting with the Bear’s hefty feeling are its control inputs. Clutch pull is light, the transmission swaps gears with fluidity, and throttle response is smooth. Around town, the motor feels peppy if not potent.
The Bear 650 is a well-considered redesign of the INT 650, and larger riders will appreciate the roomier ergonomic layout.
Leaving the mid-century-modern chic of urban Palm Springs squirted us westward for a highway stint. The Bear purrs along politely, with a counterbalancer quelling vibration from the docile motor, aided by a tall 6th-gear ratio. The new fork felt compliant and well-tuned, but the new shocks seemed stiff under my 140-lb body, especially for a tallish scrambler.
The handlebar is considerably higher than the INT’s, opening up the cockpit while still retaining a slight forward lean to help cut through 80-mph air. The Bear’s extra legroom alleviates knee crimping on longer rides, but your butt must endure a thinly padded saddle. Pleasingly, the seat’s flat profile allows plenty of room to scooch around to mitigate pressure points.
For me, the rider triangle was perfect, but I had a few ergonomic quibbles. The right-side engine case bulges out awkwardly and limits foot room, and when riding on the balls of my feet, the muffler shielding prevented my right heel from fully tucking in.
A Royal Enfield rep described the Bear 650 as an ideal bike for short-hop adventures.
Bear Canyon | Royal Enfield Bear 650
The Bear 650 was a decent highway traveler while droning along I-10, and our pulses quickened when we reached Banning and took the exit for State Route 243 for the twisty southbound climb up Mt. San Jacinto to Idyllwild.
The Bear 650 leans into sweeping corners confidently if not briskly, and it requires a decent shove on the inside bar to lever the bike over in tight turns. Chassis geometry (26.1-degree rake angle and 4.6 inches of trail with a 57.5-inch wheelbase) is fairly middle of the road. The Bear’s taller suspension yields 7.2 inches of ground clearance, which kept the pegs from dragging no matter how hard we tried.
The new Bear 650 does a fine job untangling twisty roads for a scrambler-style motorbike.
Carried over from the INT 650 is a ByBre braking system with standard ABS. Up front is a single-action twin-piston caliper paired with a 320mm disc, while a 1-piston caliper bites on a 270mm rear disc. Braided lines provide a reassuring firm feel at the levers, and the brakes are up to the task of slowing the Bear from the modest speeds it can attain, but they’re not as strong as what’s available on pricier adventure bikes.
As we ascended the mountain, the pace of our group hotted up into hooligan journalist mode. At higher velocities, I began to feel the front tire’s tread blocks squirming, but not nearly enough to make me back off. However, a few mid-corner bumps at speed caused the shocks to rebound too quickly and top out at the end of their stroke, indicating a spring rate too heavy or rebound damping too light.
The Bear 650 gets a new inverted fork and preload-adjustable shocks from Showa. The author’s small size and light weight made the shocks feel too stiff.
At a mid-ride stop, I checked the shocks and was surprised they were on their minimum preload setting. In fact, the shocks on all the bikes were at their lowest amount of preload. Engineers explained to me over lunch that they selected a spring rate to ensure the Bears were able to carry extra weight for luggage and/or for pillion riders. Heavier riders complained about the shocks less than I did, but lightweights like me might want to “spring” the money for softer springs for a more compliant, better-balanced ride.
Dirty Bear | Royal Enfield Bear 650
This image captures the type of off-road terrain the Bear 650 is best suited for.
Any scrambler worth its salt deserves some time in the dirt, so we pointed the Bear onto a gravelly and rocky two-track trail to find out how it performs off-road. The torquey and willing motor meted tractable power for good traction from the rear tire, and a button on the right-side switchgear disables rear ABS so riders can be in full control of what the rear end is doing in low-traction situations.
Although not a true adventure bike, the Bear 650’s capabilities off-road open up opportunities for venturing off the beaten path.
While the Bear did well off-road, it falls short of what a true dual-sport or pukka adventure bike can accomplish in the dirt. A 19-inch front tire can’t deliver the same level of confidence as a 21-incher in sandy conditions, and the mild motor is unable to loft the front end to avoid obstacles unless you’re in 1st gear and have strong arms. That said, the Bear is able to deftly navigate non-technical dirt roads and trails.
Back on the pavement, the Bear’s throttle cables were stretched again. Although the mildly tuned motor lacks top-end lunge, it was able to nudge the speedo over the 100-mph mark despite the thin air atop the mountain. Braking power was adequate, and the fun factor was stellar.
The Bear 650 performed well on the mild off-roading loop we took, although it gets overwhelmed in deep sand and over big bumps.
Hot Springs | Royal Enfield Bear 650
The fresh air at 6,000 feet grew 25 degrees hotter as we descended the mountain into Palm Springs. The Bear 650 again impressed with its usefulness in city traffic, and it also impressed several bystanders with its vintage scrambler style.
It’s usually hyperbole when someone states about a new motorcycle that there isn’t another bike on the market like it. But with the Bear 650, it’s a true statement, as there are no other scramblers with an air-cooled motor in the 650cc class. It not only looks terrific, it also looks authentic, which isn’t always the case with some other retro bikes.
The Golden Shadow colorway of our test bike features a tank badge and gold fork, adding $250 to the base model.
As much as motojournos want to believe that a careful examination of the finest details of every bike they review will make the difference to customers’ purchasing decisions, we know that nothing sells bikes better than its image. In that respect, the Bear 650 is a homerun – a scrambler with style and attitude and versatility, all at a reasonable price.
The most cost-effective way to get a Bear 650 is by choosing the Boardwalk White colorway, priced at $6,849. Add $150 for Petrol Green or Wild Honey. The Golden Shadow version we tested retails for $7,099, and the Eddie Mulder tribute Two Four Nine stretches up to $7,199.
Royal Enfield claims its bikes are “engaging, uncomplicated, accessible, and fun to ride; vehicles for exploration and self-expression.” In actuality, that statement perfectly sums up what the Bear 650 can be for its new owners. We predict it will be a sales hit.
The new Bear 650 inspires your scrambler dreams.
SIDEBAR: What’s In A Name?
Royal Enfield’s INT 650 has an awkward name – do we say “Int” or “I-N-T”? This is a question riders outside North America never have to ask. Their bikes are called Interceptor 650s.
If the Interceptor name sounds familiar, it’s probably because you remember Honda’s Interceptor sportbikes from the 1980s. Although Honda no longer sells a motorcycle with that designation, it still owns the trademark to the name on our shores. Hence our INT 650.
Interestingly, Royal Enfield formerly owned the worldwide trademark for the Interceptor name because it sold a 736cc Interceptor in the 1960s. But rights to the trademark in the U.S. eventually lapsed, opening the door for American Honda to snatch it up.
Ironically, it’s not the first time Honda has plucked Royal Enfield’s old catalog for names. The Hornet and the Fury were previous Royal Enfield models before Honda nicked the names for their own bikes.
The Bear 650 lineup is headlined by the Two Four Nine model that honors the race number used by Eddie Mulder to win the 1960 Big Bear Run.
The Royal Enfield Build. Train. Race. program invites women riders from Brazil to build their own Royal Enfield motorcycle, train with professional coaches, and compete in the road-racing series at tracks across the U.S.
The Royal Enfield Build. Train. Race. all-women program is expanding for the 2025 season by inviting ladies from Brazil to apply for the road-race series. Women from the U.S. and Canada have been welcomed to the program since its inaugural season in 2020, and Royal Enfield hopes that adding Brazil to the list will expand the series’ reach and give more ladies the opportunity to take part.
Brazil is the largest and fastest-growing market for Royal Enfield outside of India, and it has the largest BTR viewership outside of North America, so there are sure to be plenty of applicants hoping to secure their spot on the 2025 roster. All applicants must meet the same requirements, including being at least 18 years of age and speaking English. For the upcoming year, the flat-track series remains open only to the U.S. and Canada, while the road-race series will accept applicants from the U.S., Canada, and Brazil.
BTR participants compete in high-energy races during the program, providing a jumping-off point to build a career in motorcycle racing.
For all participants, Royal Enfield will cover all transportation and lodging costs associated with participation in the program. In addition, riders are allowed and encouraged to return home between training sessions and race weekends.
“We’re blown away by the enthusiasm that follows our racers and this entire program,” said Adrian Sellers, head of custom and motorsport at Royal Enfield. “Introducing international racers to our teams is a natural step towards taking the Build. Train. Race. program outside North America. Tapping into the enthusiastic market of Brazil will add an appealing dynamic to the 2025 season and allow us to assess the possibilities of further international expansion for Build.Train.Race. in the future. There are so many incredibly talented female racers around the world.”
Registration is open now and will remain open until Nov. 22, 2024. Those wishing to participate are encouraged to visit the Build. Train. Race. website to view guidelines and send in their applications.
In Rider Rewind, a special section in 2024 issues that celebrates moments in Rider’s 50-year history, we showcased Motorcycles of the Year for 1990-2006 in the October issue and for 2007-2023 in the November issue.
Our May 1990 issue included our Touring’s Top Ten Awards, the precursor of the Motorcycle of the Year award.
For the past 35 years, Rider’s editors have reviewed the annual batch of new and significantly updated motorcycles and narrowed them down to a handful of finalists. The Motorcycle of the Year is the bike we believe best fulfills its intended purpose and advances the state of motorcycle design, performance, and function.
Our May 1990 issue states “Among the eight motorcycle and two miscellaneous categories, there will be no ties, no honorable mentions. Just Touring’s Top Ten as determined by the Rider staff.”
In the early days, we published the Touring Top Ten, which included the best seven motorcycles in various categories, two general categories (such as Top Innovation), and a Motorcycle of the Year. We limited motorcycles to those in the current model year, and production timing used to be so early that we published the Touring Top Ten in the May issue.
As the magazine’s mission expanded, our annual awards evolved. In 1999 – our 25th anniversary – they became Rider’s Top Ten. In 2003, we adopted our current format of selecting a top tier of finalists and one winner. Production timing has changed such that the MOTY selection was pushed later into the year, and we began to include current and upcoming model years because they now often overlap.
The 1990 Bike of the Year was the BMW K1: “And even if the K1’s sizzling paint and aerodynamic bodywork fails to impress, with its unique Motronic ignition/fuel injection, Paralever rear suspension/swingarm that eliminates shaft-drive jacking and innovative approach to various rider conveniences – not to mention ABS – the K1 is truly a technological achievement for BMW, if not the motorcycle industry.”
For the 2024 Motorcycle of the Year, there were nearly 100 eligible contenders. We narrowed them down to 10 finalists and one winner.
Re-entering the motorcycle market after a decades-long hiatus, Can-Am has embraced the electric future with the Origin dual-sport and the Pulse roadster, which are propelled by a 11-kW Rotax E-Power motor with an 8.9-kWh battery, producing 47 hp and 53 lb-ft of torque. The bikes have innovative features like active regeneration and an enclosed drive chain in an oil bath with an automatic tensioning system.
CFMOTO has been selling motorcycles in the U.S. for only a few years, and it continues to expand its lineup. Its new Ibex 450 is a highly capable rally-style adventure bike powered by a 449cc parallel-Twin that makes 44 hp and 32.5 lb-ft of torque. Priced at just $6,499, it’s equipped with tubeless spoked wheels, switchable ABS and TC, adjustable suspension and seat height, and more.
Honda’s CB650R naked bike and CBR650R sportbike received expected updates like new styling, a TFT display, and revised switchgear. Unexpected was the new E-Clutch, which enables riders to start, stop, and change gears without using the clutch lever. Riders can switch between automatic and manual clutch operation, giving newbies a helping hand and veterans more flexibility.
In the evolution of the Husqvarna Svartpilen from 701 to 801, its 673cc Single was replaced with the 799cc LC8c parallel-Twin also found in KTM’s 790 Duke and 790 Adventure. Compared to the 701, the 801 has more horsepower (105), more torque (64.2 lb-ft), and a higher power-to-weight ratio. The “Black Arrow” is brimming with useful tech, is a full-tilt backroad bomber, and won’t break the bank at $10,899.
A decade after its 2015 debut, Indian’s Scout platform got a full makeover. The cast-aluminum frame was replaced with a tubular-steel unit, and the entire lineup is now powered by the SpeedPlus 1250 V-Twin, which produces 105 hp (110 on the 101 Scout) and 82 lb-ft of torque. Five models – Scout Bobber, Sport Scout, Scout Classic, Super Scout, and 101 Scout – are available in three trim levels.
SMT stands for “Supermoto Touring,” two words not normally used together to describe one motorcycle. The original 2010-2013 KTM 990 SMT was a touring variant of a big-bore Supermoto platform, while the new 890 SMT is a sport-touring variant of the 890 Adventure R mixed with some 890 Duke bits. With 17-inch wheels shod with sticky tires, it’s a hooligan’s dream with enough comfort for weekend getaways.
When Royal Enfield’s Himalayan adventure bike debuted in 2016, it was a solid but low-power, low-tech machine. It got a major overhaul this year, with a new liquid-cooled 452cc Single that makes more power (39.5 hp, up from 24) and torque (29.5 lb-ft, up from 24), a new chassis, and more modern features and styling. We were impressed with its capabilities when we tested it in the Himalayas.
The Suzuki GSX-S1000GT+, Rider’s 2022 MOTY, delivered “all the performance a street rider needs in a refined, comfortable, sophisticated package at a reasonable [price].” The new GX+ version is taller with a more upright riding position, blending sport-touring with attributes of an ADV to be the “supreme sport crossover.” It also has a 6-axis IMU and Suzuki’s first electronic suspension system.
Known for its 675cc-and-up sportbikes, ADVs, roadsters, and neo-classics, Triumph expanded its lineup with the Speed 400 roadster and Scrambler 400 X, both powered by a 398cc Single. They’re fun, stylish bikes that are beginner- and budget-friendly – just $4,995 for the Speed 400 and $5,595 for the Scrambler 400 X. If we’re going to attract the next generation, we need more bikes like these.
The MT-09 is a hugely popular bike for Yamaha, so much so that it is now in its fourth generation since being introduced in 2014. We’ve always been big fans of its rowdy inline-Triple. Updated for 2024, the bike is a riot to ride yet offers a high level of refinement and sophistication for $10,599. The SP version, which gets up-spec suspension and brakes, is even better.
Thousands of street-legal motorcycles have been released over the past 50 years, and we’ve ridden and evaluated as many of them as we could get our hands on. Most have been good, some have been great, but only a few have achieved icon status.
Two such motorcycles – Honda’s Gold Wing and BMW’s R-series GS – certainly qualify as icons, and both have won Rider’s Motorcycle of the Year award twice. The Gold Wing won in 2001 and 2018, and the BMW R-GS won in 1995 and 2005.
With the introduction of the R 1300 GS for 2024, BMW’s R-series GS can add a third Rider MOTY title to its long list of awards and accolades.
BMW R 1300 GS
Over the past two decades, the adventure-bike segment has exploded, and nearly every manufacturer offers multiple adventure models, ranging in size from less than 400cc to well over 1,200cc. The genesis of this trend – one of the few bright spots in the motorcycle industry since the Great Recession of 2008 – can be traced back to 1980, when BMW launched the R 80 G/S. It was the first motorcycle that delivered on-road comfort and performance and genuine off-road capability in equal measure.
The R-series GS evolved steadily over time, with engine displacement increasing, new features and technology being added, and market share growing. The R-series GS is BMW’s bestselling model, and the one-millionth boxer-powered GS was built in mid-2023. Last September, on the 100th anniversary of BMW Motorrad’s first production motorcycle, the new R 1300 GS was unveiled.
BMW R 1300 GS
Development of the R 1300 GS started seven years ago – two years before the R 1250 GS was introduced. Having squeezed as much as possible out of the existing platform, which started with the R 1200 GS introduced in 2004, BMW knew that taking the R-series GS into the future and maintaining its position in the market required a clean-sheet design. Only the butterfly valves and a few bolts and connectors carry over from the R 1250 GS.
The design objectives were to make the R 1300 GS lighter, more compact, more powerful, and more capable than its predecessor. The new GS weighs 26 lb less than the R 1250 GS. Displacement increased from 1,254cc to 1,300cc, peak horsepower was boosted from 136 to 145, and peak torque increased from 105 to 110 lb-ft.
BMW R 1300 GS
The R 1300 GS has new electronic rider aids, a completely new frame, and upgraded EVO Telelever and EVO Paralever suspension with optional adaptive vehicle height control. The GS’s new styling has been somewhat controversial, particularly its more aerodynamic bodywork and X-shaped matrix headlight, but BMW designers wanted to set the R 1300 GS apart from its predecessors.
After test riding the R 1300 GS on- and off-road at its global launch, we had this to say: “Hands down, the R 1300 GS is the best GS yet. The traits that the boxer-powered GS are known for – engine character, balance, comfort, and versatility – are better than ever. It looks and feels much slimmer than before, and the increased power and torque are impressive.”
Congratulations to BMW for the R 1300 GS, Rider’s 2024 Motorcycle of the Year!
The 2024 Royal Enfield Shotgun 650 is a custom-ready solo cruiser. (Photos courtesy Royal Enfield).
Before writing this 2024 Royal Enfield Shotgun 650 review, I looked through back issues of Rider magazine to identify some of our favorite ads over the past 50 years, which were published in the Rider Rewind section of our September issue (available exclusively to subscribers). One that caught my eye was a Royal Enfield ad that ran in our September 2003 issue announcing the addition of an electric start to its iconic Bullet.
A Royal Enfield ad that ran in the September 2003 issue of Rider magazine.
Proclaiming “What’s Next…Astro Turf at Wimbledon?”, that ad was certainly cheeky – as was one that ran a couple years earlier that celebrated living in the past – yet it accurately characterized the company that built its first motorcycle in 1901, existed in the U.K. for more than half a century, and ultimately became an Indian manufacturer based in Chennai, spanning 123 years of continuous motorcycle production.
A Royal Enfield ad that ran in the April 2000 issue of Rider magazine.
By the time those ads were published, change was already under way. Under the direction of Siddartha Lal, who became CEO of Royal Enfield in 2000 at the age of 26 (he’s the son of Vikram Lal, who was CEO of Eicher Motors, Royal Enfield’s parent company, until Siddartha succeeded him in 2006), the company began a steady march towards modernization. Siddartha Lal is a motorcycle enthusiast, and he wanted to transform Royal Enfield from an antiquated, niche brand into a global player.
2024 Royal Enfield Shotgun 650 in Stencil White
In 2009, Royal Enfield introduced an aluminum, unit-construction, fuel-injected 499cc OHV Single that replaced the decades-old cast-iron, carbureted mill. In 2014, Royal Enfield introduced the Continental GT cafe racer, which had been developed in partnership with assistance from Harris Performance (which RE later acquired).
Royal Enfield kicked it into high gear when it introduced the Himalayan adventure bike in 2016 (it made its U.S. debut in 2018) and its first twin-cylinder motorcycles, the Continental GT 650 and INT650, in 2019.
Royal Enfield was established in 1901. The Rock Store, a popular motorcycle hangout on Mulholland Highway near Los Angeles, was originally a stagecoach stop built from volcanic rock in the 1910s.
After a brief pause during the Covid-19 pandemic, more new models followed: the Meteor 350 in 2021; the Classic 350 in 2022; the Scram 411 scrambler, Super Meteor 650 cruiser, and Hunter 350 roadster in 2023; the updated and liquid-cooled Himalayan and Shotgun 650 in 2024; and the Guerilla 450 roadster recently announced for the 2025 model year. That’s six new models in the past four years plus another one on the way.
All Royal Enfield motorcycles are built in an ISO 9001-certified manufacturing facility, and they are backed by a three-year, unlimited-mileage warranty with roadside assistance.
The Royal Enfield Shotgun 650 (shown here in the Plasma Blue colorway) can be customized with more than 30 factory accessories.
The focus of this review, the Shotgun 650, is a modular cruiser that Royal Enfield says is inspired by – and ready for – customization. Multiple colorways and accessories allow owners to tailor the bike to their personal preference. In stock trim it’s a stylish solo-seat cruiser, but with a few bolt-on parts, it can be transformed to accommodate a passenger or become a lightweight tourer.
As its name suggests, the Shotgun 650 is built on the same 648cc air/oil-cooled parallel-Twin platform as the INT650, Continental GT 650, and Super Meteor 650. Designed to have classic British style, the Twin has large cooling fins and hand-polished aluminum covers. A single overhead cam actuates four valves per cylinder, and a single-piece forged, counterbalanced crankshaft with a 270-degree firing interval allows the engine to rev up smoothly and generate a mild, rumbling exhaust note.
The standard 2024 Royal Enfield Shotgun 650 comes with a solo saddle, but a passenger seat can be added.
Built to be a global model that will be pressed into duty in places outside of its home country of India, the engine has a mild 9.5:1 compression ratio, burns regular fuel, and relies on Bosch systems for fuel injection and engine management. With claimed output of 46.4 hp at 7,250 rpm (redline is 7,500) and 38.6 lb-ft of torque at 5,650 rpm, performance is more workhorse than thoroughbred.
I opted for a Shotgun 650 in the Stencil White colorway, a $200 upgrade over the standard Sheet Metal Gray. The floating solo seat is perched at an agreeable 31.3 inches above the ground, and it is firm and supportive but doesn’t allow the rider to move around much. Built around a beefy tubular-steel spine frame, the Shotgun 650 is claimed to weigh 529 lb with a 90% fuel load, which is heavy for a bike in this class (the Kawasaki Vulcan S, a comparable 650cc cruiser, weighs 494 lb).
The Royal Enfield Shotgun 650 has a classic style and a carefree spirit.
But out on the road, the Shotgun doesn’t feel heavy, and its upright riding position, mid-mount footpegs, and compact dimensions give it a playful sensibility. It cruised along comfortably on L.A.’s rough, poured-concrete freeways, with all but the worst bumps absorbed by the nonadjustable inverted Showa Separate Function-Big Piston fork with 4.7 inches of travel and Showa twin shocks with 3.5 inches of travel and five-step preload adjustability.
The Shotgun 650 rolls on cast-aluminum tubeless wheels, with an 18-inch front and a 17-inch rear. Each wheel has a single-disc brake with a 2-piston caliper, the front pinching a 320mm rotor and the rear pinching a 300mm, and ABS is standard. The brakes get the job done, but the front lever requires firm pressure, and it doesn’t offer much feedback.
Our test bike was fitted with accessory bar-end mirrors.
On canyon roads through the Malibu hills, the Shotgun was a blast (ha!). It handles easily and feels solid and reassuring. Cornering clearance is limited, but this isn’t a bike for strafing apexes. Taking wide, gliding lines through curves rewards the rider with a sense of pleasurable ease. The definition of cruise is to “travel smoothly at a moderate or economical speed,” and that’s the sort of riding at which the Shotgun excels.
Up front is an LED headlight, a large round analog gauge with a digital inset, a small round display for the Tripper navigation system, and a USB charging port. Should you want to customize the Shotgun, Royal Enfield offers more than 30 dedicated accessories, including everything from auxiliary lights, bar-end mirrors, and a windscreen to a flatter handlebar, a passenger seat, contrast-cut billet wheels, two different skid plates, four types of highway bars, and luggage.
The Shotgun 650 is a worthy addition to the unique and diverse line of Royal Enfield motorcycles that caters to those who prioritize style, function, and value. They are straightforward, no-nonsense bikes that capture the true spirit of riding without pretense.
The Royal Enfield Borderless Warranty Program is a new initiative by Royal Enfield to encourage riders to explore farther while being able to take advantage of Royal Enfield’s vast network of authorized dealers.
All Royal Enfield motorcycles currently under warranty and all new motorcycles purchased from Royal Enfield dealers are eligible for this program. Under the program, if a Royal Enfield rider is riding in a country that is not the rider’s home country or the place where the bike it registered, that rider can still take their bike to a Royal Enfield dealer if it suffers any factory defects or needs maintenance covered by the factory warranty.
Royal Enfield’s dealership network includes 3,000-plus locations in 70-plus countries, and riders who will be traveling in another country can find their closest dealer through Royal Enfield’s website. Riders who plan to travel to another country are encouraged to register with Royal Enfield’s Ride Assistance form for uninterrupted ride support while that rider is away from home.
Those interested in taking advantage of the Borderless Warranty Program can find more details on the Royal Enfield website. A few important things to know about the program are that bikes that are privately imported to another country are not eligible, the rider should carry proof of ownership and registration documents with them, and the length of time and covered items for the program are the same as described on the regular warranty.
“At Royal Enfield, we are dedicated to fostering a vibrant global community of riders who share our passion for exploration and adventure,” said Yadvinder Singh Guleria, chief commercial officer of Royal Enfield. “With the introduction of the Royal Enfield Borderless Warranty Program, we aim to redefine customer experience by offering unprecedented levels of support and assurance to riders across the world.”
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