We’re at the 2024 American International Motorcycle Exposition (AIMExpo) in Las Vegas, where nearly 200 vendors from around the world are displaying the latest motorcycles and products to dealers, media, and other industry insiders. Here are 21 cool new motorcycles we’ve seen at the show.
An aggressive rider posture adapts the ergonomics on the 2024 Suzuki GSX-8R from open and comfy to quite sporty when required.
The Suzuki GSX-8R takes an ironic turn in the evolution of motorcycles. For decades we’ve extolled the virtues of sporty standard-style motorcycles over dramatically more aggressive pure sportbikes, but American riders largely turned up their collective nose at naked bikes and ignored them in favor of swoopier sportbikes.
The Honda 599 and 919 came and went seemingly without notice. Same for Kawasaki’s Z750, BMW’s F 800 R, Yamaha’s FZ8, and Aprilia’s Shiver. The only really successful naked bikes were the Ducati Monster and Suzuki SV650.
A set of forged-aluminum handlebar clamps provide a sportier riding position than the naked 8S, with the bars 60mm lower and 6mm forward.
But now the script has been flipped, and sales of pure sportbikes are but a blip on the radar, while every manufacturer successfully sells sporty nakeds. A recent example is Suzuki’s GSX-8S that debuted last year. Powered by a new 776cc parallel-Twin also found in the V-Strom 800, the 8S proved to be both sporty and utilitarian, capable of nearly any type of riding.
And now here we are with the new GSX-8R, which is a slightly sportier version of the 8S, but it’s a far cry from something like a GSX-R. You’ll notice the new fairing, but you might not notice the new Showa suspension, accounting for the $440 price increase over its stablemate’s $8,999 MSRP.
The GSX-8R is available in Metallic Matte Sword Silver and Pearl Ignite Yellow, as well as the Metallic Triton Blue of our test bike.
“We wanted,” says Suzuki, “to create a new middle-class standard in the sport segment that achieves high levels of practicality and rider-friendliness.”
Road and Track | Suzuki GSX-8R Review
To demonstrate the breadth of capabilities offered by the GSX-8R, Suzuki invited us to Palm Desert in California for a ride on rural and mountain roads, followed the next day by sessions at a racetrack.
First impressions were favorable, as the 8R displays nice fit and finish details that belie its sub-$10K price tag. Three colorways are available, and I think they all look great. For my steed, I chose the Metallic Triton Blue version that best represents Suzuki’s heritage. Scaling in at 452 lb with its 3.7-gal. tank full, it’s easy enough to wheel around but not exactly light. The seat is placed at 31.9 inches.
The GSX-8R carves corners like a sportbike but without the punishing ergonomics of a sportbike.
Our street ride took place on a chilly and damp day, climbing out of town from 440 feet above sea level on the Palms to Pines Scenic Byway, cresting at nearly 5,000 feet. I was grateful to be aboard the 8R rather than the 8S, as its fairing provided welcome shelter from the elements. The windscreen is low but reasonably effective, and I was also pleased with the airflow deflection offered by the fairing, which kept my legs shielded from the wind.
On a typically sunny California day, this road invites horizon-tilting lean angles, but damp sections and automobile bottle-ups thwarted sporting maneuvers. It was difficult to determine if the Dunlop Roadsmart 2 tires lacked grip or if it was simply the fault of the cool pavement. I switched the bike’s ride mode from A (active) to B (basic) to help moderate throttle response in conjunction with the traction-control system, which can be set independently if desired.
An attractive fairing is the key distinction between the GSX-8R and its naked sibling, the GSX-8S.
Antilock brakes provide another level of security, although the system doesn’t benefit from an IMU, so it doesn’t feature a cornering ABS function. Regardless, the triple-disc brakes are precise, allowing a rider to deftly apply just a hint of application to scrub off 1 or 2 mph while angling into corners. The Nissin radially mounted front calipers deliver a firm lever feel despite not using braided-steel lines.
The most frequently used rider assist on the 8R is the standard quickshifter, which allows clutchless upshifts and auto-blipping downshifts. It works reasonably well but not with the seamlessness as experienced with other quickshifters that benefit from data gathered by IMUs.
The muffler and catalytic converter are tucked away under the chassis for a cleaner appearance that exposes the 8R’s aluminum swingarm.
After descending the mountain road, we were faced with a boring straight one that provided the opportunity to settle in and evaluate the 8R’s cockpit and ergonomics.
The tubular handlebar from the 8S is traded for a pair of clip-ons that are about 2 inches lower and a smidge farther away from a rider. They deliver a sportier riding position but one that’s a mile away from truly aggressive, similar in ergos to the GSX-S1000GT sport-tourer. A moderately tight seat-to-footpeg distance might cramp riders long of leg, but the seat proved to be comfortable after hour-long stints in the saddle.
The 5-inch TFT instrumentation from the 8S is also used on the 8R, providing a bright and readable display with a large analog tachometer. It’s a modern but basic system that is easy and intuitive to navigate via switches on the left handlebar.
The GSX-8R uses the same highly readable 5-inch color TFT instrument panel as the 8S. The lower portion can be toggled to display coolant temperature, ambient air temperature, dual tripmeters, fuel consumption, and fuel range.
Motor’n | Suzuki GSX-8R Review
This was my first chance to sample Suzuki’s first all-new engine, and the 776cc parallel-Twin proved to be amiable and sweetly tuned. It uses the Low‐RPM Assist System that automatically increases engine speed as the clutch lever is released for smooth getaways. The patented Suzuki Cross Balancer mechanism, consisting of two counterbalancers, tames vibration beyond what’s experienced from most parallel-Twins.
The 8R’s clutch cover and magneto cover have dark gray finishes that complement the body colors, with the Suzuki name revealed in a contrasting machined silver. Note the stubby outlet from the stainless-steel exhaust system that muffles and cleans in a chamber below the chassis.
The engine is friendly and vibe-free, but what it isn’t is thrilling. It makes accessible and usable power, supplying the necessary grunt to elicit satisfaction while performing most street duties, but when pointed down a deserted road, it feels a little strangled at its top end. Power hounds will wish for more.
Suspenders Surprise | Suzuki GSX-8R Review
An upgrade from the 8S is the Showa suspension that replaces the Kayaba components. There are two surprises here. First, there isn’t any suspension adjustability other than rear preload. Second, it’s remarkable how well it works at providing comfortable bump absorption as well as respectable chassis composure.
The 41mm Separate Function Fork-Big Piston inverted fork nicely holds up its end of the bargain with 5.1 inches of travel. The SFF-BP design uses an oil-bathed spring in one fork leg, while the other leg uses a big-piston damping circuit, which saves a bit of weight while delivering more precise damping characteristics. The link-type rear suspension incorporates a Showa shock that has a single-rate spring rather than the progressive coil on the 8S. It uses a cam-style spring-preload adjuster for easier adjustments than the more basic locking-ring design.
The 41mm Showa SFF-BP inverted fork provides excellent front-end feedback despite its lack of adjustability. Nissin radial-mount brake calipers deliver reassuring feedback via 310mm rotors.
As set up, I noticed the rear end lacked a bit of rebound damping and consulted with Suzuki engineers. They told me the 8R is sprung for a 165-lb rider, so to accommodate for weightier American physiques, they added a step of preload on all the test bikes. My geared-up 155-lb mass doesn’t require as much spring, so I backed off the preload one position and enjoyed better rebound-damping balance.
The final portion of our street ride was accompanied by sunny skies and dry roads that culminated in a fun descent on Montezuma Grade into Borrego Springs. Finally, we could push the 8R like a sportbike, leaning into corners briskly enough to skim the pavement with footpegs. Good front-end feedback had me salivating for exploring the bike’s limits at the twisty Chuckwalla Valley Raceway.
A position light is placed above the stacked headlights rather than to the sides as on the 8S. A duct below the windscreen was incorporated to reduce turbulence hitting riders.
Chucky Cheese | Suzuki GSX-8R Review
When we arrived at Chuckwalla, I smiled as I saw a row of GSX-8Rs ready for flogging and fitted with Dunlop Sportmax Q5+ tires. With warm pavement and grippier rubber, I donned my leathers and soon began dragging knees.
Streetbike, commuter, lightweight sport-tourer, and trackday toy, the GSX-8R can do it all.
Sportbike snobs have disdain for motorcycles without aluminum frames, but just like the Kawasaki ZX-4RR I tested last year, motorcycles with steel frames have nothing to be ashamed of aside from some extra poundage. The 8R demonstrates its GSX-R heritage and provides a capable and secure platform to explore sporting limits.
I didn’t expect a 452-lb sportbike with sport-touring ergos to comport itself so well on the racetrack, but it wasn’t the first time I’ve been mistaken, as the missus often reminds me. A firm set of trustworthy brakes combines with neutral steering responses for trustworthy composure when leaned over all the way to – and sometimes beyond – the footpegs decking out and grinding on the tarmac.
A close look at the footpegs reveals beveled nubs, an indication of the fun that was had on the 8R as well as its racetrack limits.
It’s only on the straightaways where the 8R comes up a bit short. The 776cc Twin that works so well in the V-Strom 800 and in most street scenarios with the 8S and 8R feels a bit breathless when exploring the upper reaches of the tachometer. Its redline is just shy of 10,000 rpm, but it’s claimed to produce peak power at 8,500 revs, so there’s no advantage to screaming it out. When we dyno’d the identically tuned GSX-8S, it spat out 76 hp to its rear wheel at 8,300 rpm. I discovered the 8R gathers speed better when leaving some revs on the table and shifting at 9,000 rpm.
The 8R’s speed on a racetrack is limited only by cornering clearance and mundane engine output.
Regardless, I can attest that if you took a GSX-8R to a trackday, you’d be impressed by its composure and sure-footedness while scratching pegs. Chuckwalla has a fairly smooth surface, so the rudimentary suspension wasn’t greatly taxed and held up both ends without complaint.
Sum Up | Suzuki GSX-8R Review
The GSX-8R isn’t a fire-breathing dragon like its GSX-R siblings, but it has plenty of sporting potential.
The GSX-8R’s best attribute is that it straddles a wide line in the world of motorcycling – an all-in-one machine. It’s docile and friendly for commuting duties, but it’s also fun and engaging when ridden like a sportbike. Strap on some luggage, and it can be a reasonably comfy and capable sport-touring rig. Suzuki’s accessory line offers side cases, tankbags, a taller windscreen, and heated grips to help transport you to the next horizon in style and comfort.
Complaints about the 8R are few. I would’ve liked to have seen a mildly hot-rodded motor to up the ante from the 8S, and an aluminum frame would’ve trimmed a few pounds from a moderately portly curb weight. An IMU and fuller suspension adjustability would be welcome additions.
But all those things would add to Suzuki’s build costs, resulting in a bike that would likely push past $12K. In this era of ever-increasing prices, the GSX-8R’s MSRP of $9,439 hits a sweet spot of value and capabilities that set it apart from similar offerings on the market. To ease the way into 8R ownership, Suzuki is offering 1.98% introductory financing for it.
The GSX-8R is designed to appeal to riders across a wide range of ages and levels of experience.
Prior to testing the bike, the jaded and expert journalists at the launch didn’t seem terribly excited about riding what seemed to be a relatively tame motorcycle. After two days experiencing the GSX-8R on road and track, our preconceptions had been banished. It proved to be one of those rare machines that feel greater than the sum of its parts.
The CBR600RR in Grand Prix Red joins the list of returning 2024 Honda motorcycles in the company’s latest announcement.
Joining an already growing list of 2024 Honda motorcycles are 11 returning models. Included in Honda’s latest announcement are color options, pricing, and availability.
This announcement adds to the list of new, updated, and returning models for 2024, including the new 2024 Honda Transalp middleweight adventure bike, which we tested in November, and the updated 2024 Shadow Phantom bobber-style cruiser, which we tested in September. See the previous Honda announcement for news on other returning models, including the Gold Wing family, the Rebel family, the NC750X, the Fury, and others.
The 2024 Honda CBR1000RR sportbike is powered by a 998cc inline 4-cylinder engine with dual-stage fuel injection. The RR also boasts a TFT display, full LED lighting, and your choice of ABS or conventional brakes.
The 2024 Honda CBR1000RR will be available in Grand Prix Red for $16,699 without ABS and $16,999 with ABS, and it’ll arrive in dealerships in March.
CBR600RR| 2024 Honda Motorcycles
2024 Honda CBR600RR in Grand Prix Red
With eight World Supersport titles under its belt, the Honda CBR600RR returns for 2024, ready to take on the racetrack or your favorite canyon roads with its high-revving inline four-cylinder engine and high-performance Showa suspension.
The 2024 Honda CBR600RR will be available in Grand Prix Red for $12,199 without ABS and $13,199 with ABS, and it’ll arrive in dealerships in March.
CB1000R | 2024 Honda Motorcycles
2024 Honda CB1000R in Black
The CB1000R naked streetfighter is a versatile machine with the power and torque of a liter bike and an open, upright riding position. It’s powered by a 998cc inline four-cylinder engine and has a blacked-out design.
The 2024 CB1000R will be available in Black for $12,999, and it’ll arrive in dealerships in March.
SCL500 | 2024 Honda Motorcycles
2024 Honda SCL500 in Candy Orange
Released last year, the scrambler-style SCL500 is built for fun and features the same 500cc parallel-Twin from the Rebel 500, an upright riding position, a flat seat, and a high-mounted exhaust. The SCL500 also lends itself to personalization through Honda’s range of SCL500-tailored accessories.
The 2024 Honda SCL500 will be available in Candy Orange, Matte Laurel Green Metallic, or Matte Black Metallic (new color for 2024) for $6,799, and it’ll arrive in dealerships in April.
2024 Honda SCL500 in Matte Laurel Green Metallic
PCX | 2024 Honda Motorcycles
2024 Honda PCX i Matte Brown Metallic
Designed for urban environments, the Honda PCX scooter features a liquid-cooled 157cc Single, convenient underseat storage, and standard front-wheel ABS.
The 2024 Honda PCX will be available in Matte Brown Metallic with an MSRP of $4,249, and it’ll arrive in dealerships in April.
CRF300L | 2024 Honda Motorcycles
2024 Honda CRF300L in Red
The Honda CRF300L is an approachable dual-sport that provides an entry point for riders new to off-road riding. It’s powered by a liquid-cooled 286cc Single, and it’s available with or without ABS, as well as a low-seat ABS version.
The 2024 Honda CRF300L will be available in Red with an MSRP of $5,749 with ABS and $5,449 without ABS. The CRF300LS low-seat version will be available in Swift Gray with an MSRP of $5,749. These models will arrive at dealerships in April.
CRF300L Rally | 2024 Honda Motorcycles
2024 Honda CRF300L Rally in Red
The Rally version of the CRF300L dual-sport features comfort-focused enhancements like a windscreen, handguards, and larger fuel tank. Like the CRF300L, the Rally also comes with the option of ABS.
The 2024 Honda CRF300L Rally will be available in Red with an MSRP of $6,499 with ABS or $6,199 without ABS, and it’ll arrive in dealerships in April.
XR650L | 2024 Honda Motorcycles
2024 Honda XR650L in White
Introduced in 1993, the Honda XR650L dual-sport features a simple design with a focus on reliability. It’s powered by an air-cooled 644cc Single and features a rugged steel frame and long-travel suspension, built to perform in the dirt while being street-legal for around-town transportation.
The 2024 Honda XR650L will be available in White with an MSRP of $6,999, and it’ll arrive in dealerships in March.
XR150L | 2024 Honda Motorcycles
2024 Honda XR150L in Black
For a more affordable dual-sport option, the XR150L features an air-cooled 149cc Single, an approachable and accessible design, and a convenient rear cargo rack, ideal for around-town commuting or transportation around the campground.
2024 Honda XR150L in White
The 2024 Honda XR150L will be available in Black or White with an MSRP of $3,099, and it’ll arrive in dealerships in February.
Trail125 | 2024 Honda Motorcycles
2024 Honda Trail125 in Turmeric Yellow
The Trail125 minimoto nods to Trail models of the 1960s with a classic design, but its current version includes convenient modern features like fuel injection, an electric starter, and front-wheel ABS.
The 2024 Trail125 will be available in Turmeric Yellow with an MSRP of $4,099, and it’ll arrive in dealerships in March.
Montesa | 2024 Honda Motorcycles
2024 Honda Montesa Cota 4RT301RR in White
The Montesa Cota 4RT trials bike has been tested and proven to perform, capturing an FIM World Trials Championship Crown in the hands of Toni Bou. It features top-shelf Showa suspension, programmed fuel injection, and a dual-map ECU. The Montesa comes in the competition-ready 4RT301RR version and the standard 4RT260R.
2024 Honda Montesa Cota 4RT260R in Red
The 2024 Honda Montesa Cota 4RT301RR will be available in White or Red with an MSRP of $11,899, and the Montesa Cota 4RT260R will be available in Red with an MSRP of $9,299. These two models will arrive in dealerships in February.
No one can stop the wheel of time from turning, and that wheel is turning away from internal combustion engines (ICE) and toward alternative power sources. As the world investigates cleaner fuel options, motorcycle brands are following suit. Kawasaki released the Ninja e-1 and Z e-1 fully electric bikes last year, and adding to the range of power options are the new Kawasaki Ninja 7 Hybrid ABS and Z7 Hybrid ABS models, both of which employ an ICE and an electric motor to produce power.
Kawasaki says these bikes as the first “strong” hybrid motorcycles, meaning they can run on ICE power, electric power, or both depending on the ride mode selected. Being able to select which power source is used at any given time allows riders to choose if they want a full-power experience or a fuel-efficient and zero-emission ride. Providing both in one motorcycle takes some ingenuity, and while the styling of these bikes will remind one of recognizable Ninja and Z-series motorcycles, the inner workings are different than what you’re used to.
2024 Kawasaki Ninja 7 Hybrid ABS
This First Look Review covers both the Ninja 7 and the Z7 Hybrid bikes, as these two motorcycles are essentially the same with some cosmetic differences. Like other Kawasaki models in the Ninja and Z-series families, the Ninja variant has full bodywork while the Z7 has less. One other difference is that the Z7 has a higher handlebar for a more upright riding position, although the handlebar on the Ninja 7 Hybrid is also raised higher than on other Ninjas. The rest of the details below will be the same for both hybrid motorcycles.
2024 Kawasaki Z7 Hybrid ABS
Engine & Motor | Kawasaki Ninja 7 Hybrid ABS and Z7 Hybrid ABS
The ICE unit in these bikes is the liquid-cooled 451cc parallel-Twin taken from the Kawasaki Eliminator. The engine prioritizes high-rpm performance, and the Integrated Starter Generator is a first for Kawasaki and combines starter and generator functions. The electric power source is a liquid-cooled traction motor paired with a 48V lithium-ion battery pack and rated at 7.0 kW (9.0 kW max). Unlike fully electric vehicles, the battery on these bikes charges while riding, so there’s no need to plug in to a power source before your ride.
The battery pack is located beneath the seat. The Integrated Starter Generator is on the left side of the ICE, and the ECU is in the tail section. All of this is placed within a lightweight trellis frame.
Suspension on both bikes is provided by a nonadjustable 41mm telescopic fork and a new Uni-Trak suspension with linkage positioned below the swingarm in the rear. The rear suspension also offers adjustable ride height (seat height is 31.3 inches). Both bikes use dual 300mm front disc brakes with 2-piston calipers and a single 220mm rear disc with a 1-piston caliper, and both come with ABS. Kawasaki claims that the ergonomics of these bikes optimize low- and medium-speed maneuvers. The fuel tank holds 3.7 gallons of fuel, and curb weight for the Ninja 7 is claimed at 502.7 lb (weight for the Z7 is not available).
The versatility of these two hybrid bikes is accessed through the three ride modes: Sport-Hybrid, Eco-Hybrid, and EV modes. As the name suggests, Sport-Hybrid mode is designed for sporty riding, and gives the rider access to the bike’s full power potential. In Eco-Hybrid mode, the electric motor kicks in during startup and transitions from electric to hybrid power once the engine gets up to around 2,000 rpm, optimizing fuel efficiency. For all-electric power, EV mode is designed for low-speed and short-distance rides and can only be engaged when the bike is in 4th gear or lower and with a speed of less than 15 mph.
Both hybrid models come with a windshield.
Unlike most ICE-powered motorcycles, the Ninja 7 Hybrid and Z7 Hybrid feature an electronically controlled 6-speed transmission – no clutch lever or left-foot shift lever is included. In Sport-Hybrid and Eco-Hybrid ride modes, riders have the option to operate the transmission manually with shift buttons on the left switchgear. The hydraulic clutch is controlled by the ECU to operate automatically.
Ride mode selection, manual/automatic selection, and shift buttons are located on the left switchgear.
The e-boost functionality is activated with a button on the right switchgear.
Rider Aids and Other Technologies | Kawasaki Ninja 7 Hybrid ABS and Z7 Hybrid ABS
Since the ride modes put power to the ground in different ways, they each have distinct functions and rider aids available that contribute to the riding experience. In Sport-Hybrid mode, the e-boost function elevates the overall output for a brief 5-second period, providing a burst of power that Kawasaki claims matches that of a 650cc-class motorcycle. This function can be activated while riding or when stopped for a more thrilling acceleration off a standing start.
These two bikes are also equipped with an Automatic Launch Position Finder. This feature automatically drops the transmission down to 1st gear when the bike comes to a stop, and the system can be deactivated for riders who prefer more manual control.
Adding to this growing list of technologies is Walk Mode with a reverse function. This mode allows for easy maneuvering in a parking lot or garage and propels the bike at a speed of 2 mph. Closing the throttle beyond the “zero” position kicks the bike into reverse, again no faster than 2 mph.
The Kawasaki Ninja 7 Hybrid and Z7 Hybrid come with a 4.3-inch TFT full-color display with Bluetooth connectivity to a smartphone via Rideology the App. The screen’s background transitions from white to black depending on ambient lighting, or it can be set to white or black for personal preference. The brightness also adjusts automatically.
Through smartphone connectivity, riders can access a list of data and options through Kawasaki’s app, including vehicle information, a GPS-informed riding log, call or mail notifications on the display, a maintenance log, and the ability to share riding logs and location with other Rideology the App users.
Styling and Pricing | Kawasaki Ninja 7 Hybrid ABS and Z7 Hybrid ABS
The styling of these bikes merges recognizable Ninja and Z-series styling with a futuristic hybrid aesthetic. They both come equipped with a windshield to help deflect wind from the rider and passenger. All lighting is LED.
2024 Kawasaki Ninja 500 KRT Edition in Lime Green / Ebony
Kawasaki updates its 2024 lineup with a new Ninja 500 sportbike and Z500 naked bike using the 451cc parallel-Twin found in the sport-cruiser Kawasaki Eliminator. It has also updated the Kawasaki KLX230 S dual-sport and KLX230SM supermoto.
2024 Kawasaki Z500 ABS in Candy Lime Green / Metallic Flat Spark Black / Metallic Graphite Gray
Kawasaki adds to its Ninja family of motorcycles with the 2024 Kawasaki Ninja 500 and the Z500 naked version. These two new motorcycles come in standard as well as SE versions with special features, and they both include a 451cc parallel-Twin, new styling, a new LCD instrument panel, and a new seat shape.
Engine | 2024 Kawasaki Ninja 500 and Z500
2024 Kawasaki Ninja 500 SE ABS in Passion Red / Metallic Flat Spark Black / Metallic Matte Dark Gray
The Ninja 500 and Z500 are powered by the liquid-cooled 451cc parallel-Twin found in the Kawasaki Eliminator sport-cruiser introduced last year. Adapted from the same engine found in the Ninja 400, this engine adds 52cc of displacement for better acceleration and performance at high rpm due to a lengthened stroke of 6.8mm. Also new to the 500s are a new crankshaft, connecting rods, and pistons suitable for the larger displacement. Additionally, the top ring land of the aluminum pistons now features a hard alumite treatment suitable for higher pressure.
The 451cc parallel-Twin powering the Ninja 500 and Z500 is adopted from the Kawasaki Eliminator sport-cruiser.
Chassis | 2024 Kawasaki Ninja 500 and Z500
The Ninja 500 and Z500 feature a trellis frame with the engine as a stressed member and with a supersport-style short-wheelbase/long-swingarm configuration. The wheelbase is 54.1 inches, and seat heigh is 30.9 inches. The Ninja 500 weighs 377 lb, while the Z500 with less bodywork comes in at 368 lb. Fuel capacity is 3.7 gallons.
2024 Kawasaki Ninja 500 in Metallic Spark Black / Metallic Flat Raw Graystone
Both bikes feature a nonadjustable 41mm telescopic front fork. In the rear is a bottom-link Uni-Trak suspension unit with five-step preload adjustability using an included tool kit. Braking power comes in the form of a single 310mm front disc gripped by a 2-piston caliper and a single 220mm rear disc with a 2-piston caliper. The star-pattern 5-spoke wheels help keep weight low.
2024 Kawasaki Z500 SE ABS in Candy Persimmon Red/Metallic Flat Spark Black / Metallic Matte Graphenesteel Gray
The Ninja 500 features an elevated position of its clip-on handlebars along with a slightly foot-forward footpeg placement for a relaxed rider triangle. The handlebar on the Z500 is taller and wider for a more upright riding position. Kawasaki claims the ergonomics on both bikes is intended to provide a balance between comfort and a sporty attitude to satisfy a wide range of rider needs.
Technology | 2024 Kawasaki Ninja 500 and Z500
Also new for the 500s is a high-contrast LCD instrument panel that displays odometer, gear position indicator, fuel gauge, dual trip meters, remaining range, current and average fuel consumption, coolant temperature, clock, connected device notification, service indicator, and the economical riding indicator. This last feature appears on the LCD screen to signal favorable fuel consumption conditions so that riders can optimize fuel efficiency.
Through Rideology the App, riders can access vehicle info, a riding log, smartphone notifications, a maintenance log, and the ability to share location and riding logs with other app users.
Styling | 2024 Kawasaki Ninja 500 and Z500
Styling is where the Ninja 500 and the Z500 diverge. The Ninja 500 features a redesigned front end and large-volume bodywork inherited from larger-displacement Ninjas, along with compact LED headlights, built-in front turnsignals, and an LED taillight with a new design.
2024 Kawasaki Ninja 500 SE 40th Anniversary Edition ABS in Lime Green / Pearl Crystal White / Blue
The Z500 features less bodywork, as well as a triple LED headlight configuration that acts as a styling focal point. The two upper headlights serve as low beams while the lower headlight acts as the high beam. The Z500 also features a new LED taillight.
The 2024 Kawasaki Z500 ABS features a triple LED headlight.
The SE versions of the Ninja 500 and Z500 add a variety of upgrades. The SE versions of both bikes feature a full color TFT display, a USB-C outlet, a radiator screen, frame sliders, a pillion seat cover, a tank pad, and knee-grip pads. Also included on the Ninja 500 SE is a large clear windscreen and Kawasaki’s Intelligent Proximity Activation Start System, which uses a key fob to allow riders to remotely release the bike’s steering lock and main switch. The Z500 SE comes with a smoke-colored meter cover.
Pricing | 2024 Kawasaki Ninja 500 and Z500
The 2024 Kawasaki Ninja 500 comes standard in Metallic Spark Black / Metallic Flat Raw Graystone for $5,299. The KRT Edition adds $200. The ABS version is available in Metallic Spark Black / Metallic Flat Raw Graystone, White Silver / Metallic Moondust Gray, or Passion Red / Metallic Flat Spark Black / Metallic Matte Dark Gray from $5,699-5,899. The SE ABS and KRT SE ABS versions come in Passion Red / Metallic Flat Spark Black / Metallic Matte Dark Gray for $6,399. The SE 40th Anniversary Edition ABS comes in Lime Green / Pearl Crystal White / Blue for $6,599.
2024 Kawasaki Ninja 500 ABS in White Silver / Metallic Moondust Gray
The 2024 Kawasaki Z500 ABS comes in Candy Lime Green / Metallic Flat Spark Black / Metallic Graphite Gray for $5,599, and the SE ABS version comes in Candy Persimmon Red / Metallic Flat Spark Black / Metallic Matte Graphenesteel Gray for $6,299.
All Kawasaki Ninja 500 and Z500 variations are available now. Visit the Kawasaki website for more information.
2024 Kawasaki KLX230 S and KLX230SM
2024 Kawasaki KLX230 S in Lime Green
The Kawasaki KLX230 S dual-sport and KLX230SM supermoto models, first introduced in 2020, also receive updates for 2024. The most notable updates for these two models are found in the chassis and the revised rear subframe, along with some other updates to the ABS system, styling, seat, and added smartphone connectivity.
The 2024 Kawasaki KLX230 S and KLX230SM are powered by an air-cooled 232cc Single.
Powering the KLX230 S and KLX230SM is an air-cooled 233cc Single with a bore and stroke of 67.0mm x 66.0mm. The long stroke offers good low-to-mid-range torque. The intake port is 4mm narrower for 2024 (now measuring 33mm) to help contribute to low-to-mid-range performance. These bikes use a 6-speed transmission with a 45/14 final gear ratio selected for a balance of road and trail riding.
Chassis | 2024 Kawasaki KLX230 S and KLX230SM
Both models ride on a high-tensile steel perimeter frame, and for 2024, the rear subframe has been redesigned to trace a lower line on the machine, allowing for longer wheel travel while maintaining good ground reach. Both bikes have a 53.7-inch wheelbase. Ground clearance on the KLX230 S is 9.5 inches, while on the KLX230SM it’s 8.7 inches.
2024 Kawasaki KLX230SM in Battle Gray
On the KLX230 S, a 37mm telescopic fork provides 7.9 inches of travel. A new Uni-Trak rear linkage shock allows 8.9 inches of travel and is preload adjustable. Additionally, a new aluminum swingarm is 2.6 lb lighter than the previous swingarm. The new chassis design has allowed for a lower seat height of 33.3 inches, and the sidestand has also been shortened to match the lower seat height.
2024 Kawasaki KLX230 S in Battle Gray
The KLX230 SM, designed more for on-road use than its KLX230 S brethren, uses a 37mm inverted fork up front with 7.4 inches of front wheel travel. Like the KLX230 S, the SM adds the Uni-Trak rear linkage shock with preload adjustability. For 2024, suspension settings were revised to create a more forward-leaning posture and increase rear wheel travel to 8.8 inches. To accommodate on-road riding, the SM comes with stiffer spring settings, and the off-road footpegs from the 230S are replaced with standard footpegs with rubber pads on the SM. The SM’s seat height is 33.1 inches.
The 2024 Kawasaki KLX230SM and KLX230 S feature a new compact LED headlight.
The 2024 Kawaski KLX230 S rides on aluminum wheels, measuring 21 inches in the front and 18 inches in the rear compared to the Kawasaki KLX230SM’s 17-inch front and rear wheels that are wider than the KLX230 S wheels. The dual-sport KLX230 S comes with a 240mm front petal disc gripped by a 2-piston caliper, while the supermoto KLX230SM uses a 300mm front petal disc and 2-piston caliper. Both bikes feature the same 220mm rear disc with single-piston caliper.
Technology | 2024 Kawasaki KLX230 S and KLX230SM
The KLX230 S dual-sport comes standard without ABS, and an ABS version is available, while the KLX230SM supermoto comes standard with ABS. The ABS unit has been updated for 2024 with a switch on the left side of the handlebar that can be used to disable both front and rear ABS. When the bike is turned off and back on, ABS returns to default.
Both bikes feature a new compact LED headlight and a redesigned two-toned seat with a flatter silhouette that allows more freedom of movement. Additionally, the bodywork has been smoothed over to eliminate some protruding parts. The 2-gallon fuel tank has also been redesigned.
The LCD display offers additional functionality through Rideology the App.
Also new for 2024 is smartphone connectivity through Rideology the App. The app gives riders access to vehicle information, a GPS-informed riding log, smartphone notifications on the LCD display screen, a maintenance log, and communication sharing with other app users.
Pricing | 2024 Kawasaki KLX230 S and KLX230SM
2024 Kawasaki KLX230 S in Lime Green
The 2024 Kawasaki KLX230 S comes in Lime Green / Battle Gray for $4,999 without ABS or $5,299 with ABS. The 2024 Kawasaki KLX230SM supermoto variant comes in Battle Gray for $5,599. Both bikes are available now.
Following up on the success of Triumph’s other middleweights, including the Trident 660 roadster and the Tiger Sport 660 adventure sport-tourer, Triumph has revealed a new Triple-powered middleweight sportbike for 2024, the Triumph Daytona 660.
At the unveiling of the Daytona 660, Alastair Fairgrieve, Triumph’s global product marketing manager, said the name was originally chosen to honor Buddy Elmore’s victory on a Triumph in the 1966 Daytona 200, where Elmore came from the 46th on the grid to win the race.
The name has appeared in various iterations of Triumph motorcycles over the subsequent years and returns in 2024 with the Daytona 660, which features a liquid-cooled 660cc inline-Triple with DOHC, 4 valves per cylinder, and a 240-degree firing order. It makes a claimed 94 hp at 11,250 rpm (17% higher than the Trident 660), with redline at 12,650 rpm, and 51 lb-ft of torque at 8,250 rpm (9% more than the Trident), with more than 80% of the torque available from 3,125 rpm.
The bike has a 6-speed gearbox, throttle-by-wire, a slip/assist clutch, and 3-into-1 exhaust with a low stainless-steel silencer. Triumph’s Shift Assist is available as an accessory fit for clutchless up- and downshifts.
2024 Triumph Daytona 660 in Snowdonia White
Stuart Wood, chief engineer of concept and electrical at Triumph, said the Dayton 660 is focused for “real-world use.”
“Everything we do inspires us,” Wood said. “(With) everything we do at the highest level … we’re learning, and we’re getting more into the engine. We’re looking for better economy, cleaner, and more performance all the time. And I think we’ve delivered fairly well on this one.”
The Triumph Daytona 660 has three ride modes – Sport, Road and Rain – each offering a different throttle response and level of traction control intervention, with Sport mode geared toward more aggressive road riding or track sessions. The traction control system can be turned off for riders who prefer complete freedom from electronic intervention, and a new Emergency Deceleration Warning system activates the hazard lights to alert other drivers during heavy braking.
Stopping power comes from twin 4-piston radial calipers biting 310mm floating discs up front and a single-piston sliding caliper and 220 fixed disc in the rear. ABS is standard. An inverted nonadjustable Showa SFF-BP (Separate Function Fork-Big Piston) fork provides 4.3 inches of travel, and a Showa rear monoshock offers 5.1 inches of travel and preload adjustability. When asked about the lack of adjustment on the front fork, Triumph Chief Product Officer Steve Sargent said that when supersport bikes evolved to become more track-focused, they became more tech- and spec-laden.
“The price point moved up to a point where the (middleweight) class really kind of disappeared because they got to a price point where they were not that far away from the cost of going to a larger capacity machine,” he said. “But they weren’t delivering the same kind of performance.”
Sargent said it became a question of delivering the balance between the specification and the price that a customer really wants.
“So that’s the way we’ve ended up with this bike,” he said. “We think this really hits the mark.”
Ergonomics also reflect the idea of “real-world use.” Clip-on bars are positioned above the top yoke, and footpegs have been moved slightly up and back for a balance of comfort and cornering clearance. Separate rider and passenger seats, with a rider seat height of 31.9 inches and a narrow stand-over make the Daytona 660 manageable for riders of all sizes, and an accessory low seat is also available, lowering the seat height almost an inch to 30.9 inches. The bike rides on five-spoke cast aluminum wheels wrapped in Michelin’s new Power 6 tires.
The Daytona 660 has twin LED headlights that incorporate a central air intake, as well as a contoured LED taillight. The bike has a color TFT screen integrated into a white-on-black LCD display that is compatible with the accessory fit My Triumph Connectivity System, which enables turn-by-turn navigation plus phone and music interaction.
2024 Triumph Daytona 660 in Satin Granite
The 2024 Triumph Daytona 660 will come in Carnival Red, Satin Granite, and Snowdonia White starting at $9,195, available in dealers in March 2024.
Following Suzuki’s announcements earlier this month of the all-new 2024 Suzuki GSX-S1000GX+ crossover sport-tourer and the 2024 Suzuki GSX-8R, the fully-faired and just slightly younger sibling of the GSX-8S, the company has announced more returning 2024 Suzuki motorcycles. Included in the announcement are the returning V-Strom 800DE and 800DE Adventure, SV650 ABS naked bike, GSX-250R ABS sportbike, and Boulevard C50 and M109R cruisers.
2024 Suzuki Motorcycles V-Strom 800DE in new Pearl Tech White
At the beginning of October, Suzuki announced two new V-Strom 800 models with a more street-oriented focus: the V-Strom 800 and 800 Touring. Returning for 2024, the off-road-ready V-Strom 800DE and 800DE Adventure are powered by the same 776cc parallel-Twin with a 270-degree firing order and Suzuki’s exclusive Cross Balancer system for smooth operation.
The V-Strom 800DE has a chassis with the most ground clearance and longest suspension travel of any V-Strom, and its suspension is fully adjustable. The 21-inch front and 18-inch rear spoked wheels are shod with the latest Dunlop ADV tires (tubes required). The V-Strom 800DE Adventure comes equipped with quick-release black-anodized aluminum 37-liter side cases, a sturdy accessory bar, and a skid pan to further extend riding adventures.
The Suzuki Intelligent Ride System (S.I.R.S.) includes traction control with a trail-oriented Gravel mode plus rider-adjustable ABS with two levels of sensitivity and the ability to switch off the rear wheel ABS when riding off-road.
2024 Suzuki Motorcycles V-Strom 800DE in Champion Yellow #2
Other features include a bidirectional quickshifter, a full-color TFT instrument panel, and mono-focus LED headlights vertically stacked with a position light below a height-adjustable windscreen.
2024 Suzuki Motorcycles V-Strom 800DE Adventure
The 2024 Suzuki V-Strom 800DE is available in either Champion Yellow #2 or new Pearl Tech White starting at $11,599. The V-Strom 800DE Adventure comes in new Metallic Matte Steel Green starting at $13,049.
2024 Suzuki Motorcycles: Street
2024 Suzuki SV650 ABS
2024 Suzuki Motorcycles SV650 ABS
The middleweight Suzuki SV650 has a liquid-cooled 645cc 90-degree V-Twin with DOHC. Suzuki’s Low RPM Assist feature adjusts engine speed during takeoff and low-speed operation for smoother power delivery and to help reduce the chance of a rider stalling the motorcycle on difficult starts.
The trellis-style frame is constructed of high-strength steel tubes, contributing to the motorcycle’s low weight and trim chassis, and braking is provided by a pair of Tokico 4-piston front calipers grasping 290mm stainless-steel discs. ABS is standard.
The 2024 Suzuki SV650 ABS has Glass Sparkle Black bodywork, a gold frame, and matching gold cast-aluminum wheels, and pricing starts at $7,949.
2024 Suzuki Motorcycles: Sportbike
2024 Suzuki GSX250R ABS
2024 Suzuki Motorcycles GSX250R ABS
The fully-faired GSX250R ABS returns with a liquid-cooled 248cc parallel-Twin and offers stellar gas mileage, with a claimed fuel economy of 73.6 mpg. The GSX250R ABS’s slim fuel tank helps riders easily plant their feet on the ground when stopped. It features Nissin petal-style brake rotors with ABS, KYB suspension components, and 10-spoke cast aluminum wheels. The bike has a reverse-lit LCD instrument panel and a bright halogen headlight. The position lamps and taillight use surface-emitting LEDs.
The 2024 Suzuki GSX250R ABS comes in the two-tone Metallic Diamond Red and Pearl Nebular Black paint scheme starting at $5,099.
The 2024 Suzuki Boulevard C50 gives its own style to traditional cruisers, featuring a kicked-out front fork, valance-style fenders hovering over 16-inch front and 15-inch rear tires, each mounted on spoke-style chrome wheels, and staggered, chromed dual exhausts. The C50’s liquid-cooled 50ci (805cc) 45-degree V-Twin is mated to a 5-speed gearbox. A hidden, link-style rear shock smooths the ride while giving the bike an old-school, hardtail look, and the bike has wide, buckhorn-style handlebars, forward-mount floorboards, a 27.6-inch seat height.
The 2024 Suzuki Boulevard C50 comes in Candy Daring Red starting at $9,199.
2024 Suzuki Boulevard M109R
2024 Suzuki Motorcycles Boulevard M109R
The Boulevard M109R’s liquid-cooled 109ci (1,783cc) 45-degree V-Twin is mated to a 5-speed gearbox and shaft final drive, all wrapped with aggressive styling cues like slash-cut mufflers, drag-style handlebars, a supplied solo seat cowl, a 240mm wide rear tire, and a distinctively shaped headlight nacelle that is uniquely Suzuki.
Like the brakes from a GSX-R1000R, the M109R’s radial-mounted, dual-front brake calipers deliver ample stopping performance, and suspension comes from a large-diameter inverted fork and a link-style rear shock.
The 2024 Suzuki Boulevard M109R comes in Glass Sparkle Black starting at $15,699.
In celebration of 30 years of the Duke, KTM has announced an upgrade to the KTM 1390 Super Duke R Evo. For 2024, “The Beast” is even stronger with a 49cc bump in displacement, updated styling that celebrates the lineage of the Duke platform, and improved suspension, ergonomics, and electronics.
The Beast has grown since its 2007 KTM 990 Super Duke origins. For model year 2024, the 1,301cc LC8 V-Twin from the 1290 Super Duke gets bored out from 108mm to 110mm for a displacement of 1,350cc, and a new camshaft allows for two separate valve lifts depending on rpm. The redesigned airbox has a shorter stack height, and the new throttle bodies have an increased inlet diameter of 60mm (up from 56mm). Additionally, 5th and 6th gears have been revised for better use of the rpm range.
The new model also receives upgraded suspension with the latest generation of WP’s Semi-Active Technology that provides a range of adjustability. The Suspension Control Unit adjusts damping rates in real time based on information from the IMU, and all suspension settings can be managed through the 5-inch full-color TFT display. Five damping modes are also available on the display: Auto, Comfort, Rain, Street, and Sport.
For even more suspension customization possibilities, the optional Suspension Pro pack adds two more suspension modes (Track and Pro), three preload settings (Low, Standard, and High), and an Anti-Dive setting. Also included in the package is Factory Start, which automatically reduces shock preload to lower the rear when coming to a stop.
The Super Duke’s ergonomics receive an upgrade for 2024 with a focus on performance. The tank is angled outwards for better rider support while hanging off into corners, and the handlebar has been moved lower for better control.
Slowing down The Beast are Brembo braking components, including dual 4-piston Stylema monoblock front calipers biting 320mm discs and a 2-piston rear caliper with a 240mm disc. A new Brembo multiple-click-system master cylinder is also included. The Super Duke also gets new tires in the form of Michelin Power GP tires for better grip and a lighter weight.
The Beast has been known for its aggressive styling, and that is even more evident in the 2024 1390 Super Duke R Evo. The model gets a new LED headlight unit, new tank spoilers, and new winglets, and fuel tank capacity has been increased from 4.2 to 4.6 gallons.
The Beast’s new styling is most evident in its new angular headlight unit. Position and daytime running lights are located along the edges and are auto-adjustable, and the automatic low beam is in the center.
Upgrades to the 5-inch TFT display include new graphics and a redesigned menu structure intended to offer faster access to features with fewer clicks required. The Tire Pressure Monitor System has been upgraded with more accurate software and shows tire pressures on the TFT, and it now offers custom pressure settings for track use.
The 2024 KTM 1390 Super Duke R Evo comes with three ride modes as standard (Rain, Street, and Sport), and two optional modes (Performance and Track). Each mode manages power, traction control, and throttle response. Performance mode allows for customization of traction control, throttle response, anti-wheelie control, and launch control. In Track mode, the same level of customization is available but with a “ready to race” focus with two display settings that focus on lap times and other race-focused data.
Other optional technology includes cruise control, Engine Brake Control (adjustable among five levels), anti-wheelie mode (adjustable among five levels), and KTMconnect.
The 2024 KTM 1390 Super Duke R Evo will be available in orange with red highlights or black with orange highlights. Pricing has not yet been announced.
Former AMA Superbike and Supermoto rider Chris Fillmore took the 2024 KTM 890 SMT on a Sardinian Mountain climb.
KTM has announced the reintroduction of the SMT line with the 2024 KTM 890 SMT. Last seen in the U.S. more than a decade with the KTM 990 Supermoto T, the platform blends the rowdy playfulness of a supermoto with the practicality of a sport-tourer.
The 2024 KTM 890 SMT features an 889cc LC8c parallel-Twin with DOHC and dual balancer shafts, the same platform behind the KTM 890 Adventure R with a 20% increase in rotating mass over the KTM 790 platform. KTM calls the bike a “purposeful model” between its adventure and street product ranges. The new SMT has 46 mm dual Dell’Orto throttle bodies, throttle-by-wire, a 6-speed gearbox, and a PASC slip/assist clutch.
The three standard ride modes – Sport, Street, and Rain – can be expanded by an optional Track setting that permits the rider to toggle different amounts of throttle modes and traction control through 10 levels. The SMT also has cornering Motorcycle Traction Control (MTC). Demo Mode allows sampling of the full electronic rider aids suite for the first 1,500 km.
From an ergonomic and aerodynamic standpoint, the 4.2-gallon tank has been slimmed and designed specifically for the KTM 890 SMT. The form of the tank slides the rider even farther into the bike with a wide contact patch but still compact enough for free and flowing movement, aided by the single-piece Supermoto-shaped 33.8-inch seat. The SMT offers six different handlebar positions within a 1.2-inch range, and the aerodynamics-optimized smoked windscreen is placed just above the double fender with a low splash guard on the fork legs.
Former AMA Superbike and Supermoto rider Chris Fillmore took the 2024 KTM 890 SMT on a Sardinian Mountain climb.
Chassis-wise, the KTM 890 SMT has a chromoly trellis frame with a tighter geometry and the engine as a stressed member. The WP Apex rear shock is angled farther to reduce the seat height and accommodate the longer swingarm, contributing to a forward riding position as well as reported straight-line stability. In the front is a 43mm inverted WP Apex open-cartridge fork. Suspension front and rear is fully adjustable and offers 7.1 inches of travel. The bike rides on 17-inch wheels shod with Michelin PowerGP tires. Stopping power comes from a 4-piston caliper grabbing a 320mm front disc and a 2-piston caliper and 260mm disc in the back. Cornering ABS with Supermoto mode is standard.
The 5-inch multifunctional TFT display is made from optically bonded mineral glass and is scratch- and glare-resistant and comes with a USB connector, reworked intuitive graphics, and Turn-by-Turn+ navigation (KTMConnect app needed).
Optional add-ons include heated grips and the chance to add Motor Slip Regulation for better control in low grip situations and for fast downshifts. Quickshifter+ and cruise control are also optional and ready to go with a simple activation process.
The 2024 KTM 890 SMT will be available in December. Pricing has not yet been announced.
KTM has announced two small-displacement naked-bike models – the 390 Duke and 250 Duke – that brings what the company says is “more punching power, improved handling, and clear differentiation of attitude between the displacements.”
KTM added that the new models represent the biggest change to the sub-500cc capacity Duke model range since the first KTM 390 Duke. The result is a complete redesign with new engines, an all-new chassis concept, and new styling.
Both bikes feature an entirely new generation of single-cylinder engines dubbed the “LC4c” – including displacements of 250cc and 399cc – that have been completely redesigned with newly optimized cylinder heads and gearboxes, as well as meeting the latest emissions standards. They also feature throttle-by-wire, a new Power Assist Slipper Clutch (PASC), and optional Quickshifter+.
The new LC4c engine in the 390 Duke represents a bump in displacement from the previous 373cc mill, but not only is it more powerful than the previous generation, it’s also lighter. The 250 Duke also features an improved power-to-weight ratio over the previous generation 200 Duke, with a new SOHC design that is lighter and simpler with fewer components.
2024 KTM 250 Duke in Electric Orange
The 390 Duke boasts a 43mm WP APEX open-cartridge fork with five-click adjustment on rebound and compression and a split-piston rear shock with adjustable rebound and preload. This means handling can be tailored to perfectly match the rider’s needs. Suspension on the 250 Duke is taken care of by a nonadjustable 43mm WP APEX open-cartridge big-piston fork and a WP APEX emulsion shock with preload adjustability. Travel is 5.9 inches front and rear on both bikes.
For stopping power, both bikes feature a radially-mounted 4-piston caliper grabbing a 320mm disc in front – a 20mm increase over the previous 200 Duke. Rear braking power has been increased on both bikes to a 2-piston caliper and 240mm disc, and both feature the latest version of cornering Supermoto ABS and cornering traction control.
2024 KTM 250 Duke
For 2024, a new two-piece frame design – comprising an all-new steel trellis main frame with a pressure die-cast aluminum subframe – enhances dynamics by augmenting torsional rigidity. This also adds improved agility and enhanced feedback from the chassis, with new triple clamps and a revised offset improving handling characteristics, control, and stability.
2024 KTM 250 Duke in Ceramic White
The frame is now also mated to a new curved lightweight swingarm, which contours around a relocated rear shock. This is mounted off-center to allow for a larger airbox design while reducing overall seat height, which KTM says was purposefully engineered into the new bikes’ design to allow for greater accessibility without compromising on stability or handling. The 390 Duke has a seat height that is adjustable between 31.4-32.2 inches, with a 31.4-inch seat height on the 250 Duke.
2024 KTM 390 Duke
Visually, the 390 has longer tank spoilers featuring prominent air intakes, larger radiator covers, and external LED positioning lights. The 250 casts a slim and compact shadow thanks to smaller tank spoilers compared to the 390 Duke and aligned with painted headlight surrounds.
2024 KTM 390 Duke in Electric Orange
2024 KTM 250 Duke in Ceramic White
Both models feature a 5-inch TFT display and smartphone connectivity as standard. Each bike has Street and Rain mode, and the Track screen is available on the 390 Duke for the first time. This standard feature unlocks an enlarged rpm display, launch control, and a lap timer. Unnecessary info gets reduced to the bare minimum.
The 2024 KTM 390 Duke will come in KTM’s Electronic Orange or Atlantic Blue, arriving in dealerships in December, while the 2024 KTM 250 Duke will come in Electronic Orange and Ceramic White, slated for arrival in early 2024. Pricing has not yet been announced.
