In a reported nod to Honda’s history, dating all the way back to the 1960s when the CL72 and CL77 were offered, American Honda recently announced a new 2023 Honda SCL500 scrambler-style motorcycle that is coming to the U.S. market and is based on the Rebel 500 platform. Honda says the SCL500 “combines modern ride quality and comfort with authentic retro styling, and delivers the result at an attractive price.”
Honda also announced the return of several other models, many of which have received improvements, including the bobber-style 2024 Shadow Phantom cruiser, the 2024 Shadow Aero classic cruiser, and the 2024 ADV 160 scooter. The 2023 PCX scooter and 2024 Grom miniMOTO will return unchanged.
“More than any manufacturer, Honda has consistently demonstrated an ability to deliver fun, retro motorcycles that scratch a nostalgic itch while offering the performance and reliability for which Honda is so well known,” said Brandon Wilson, American Honda manager of Sports & Experiential. “That’s the case with the all-new SCL500, and we’re confident it will be a hit with American customers. ”
2023 Honda SCL500
2023 Honda SCL500 in Matte Laurel Green Metallic
The all-new SCL500 features all the key “scrambler” styling elements – upright riding position, high-routed exhaust, block tires, ample suspension travel and a retro aesthetic – in a bike that Honda says will be enjoyable for both new riders and more seasoned enthusiasts.
The SCL500 shares the liquid-cooled 471cc parallel-Twin engine of the Rebel 500 and is mated to a 6-speed transmission and slip/assist clutch. A 41mm front fork provides 5.9 inches of travel, and in the rear, a Pro-Link single shock with nine-position spring preload adjustability offers 4.5 inches. For stopping power, a 2-piston caliper grabs a 310mm front disc and 240mm rear disc, and ABS is standard.
The SCL500 rides on multi-spoke cast-aluminum wheels, 19 inches in the front and 17 inches in the rear, wrapped in Dunlop Trailmax Mixtour tires. It has 6.1 inches of ground clearance and a 31.1-inch seat height. With a 3.2-gal fuel tank, the bike comes in with a curb weight of 419 lb.
Because personalization is vital to many fans of the scrambler genre, a wide range of Honda accessories is offered for the SCL500.
The 2023 Honda SCL500 will be available in June and will come in Candy Orange or Matte Laurel Green Metallic starting at $6,799.
2024 Honda Shadow Phantom
2024 Honda Shadow Phantom in Deep Pearl Gray Metallic
For the 2024 model year, the Honda Shadow Phantom cruiser will return with the same liquid-cooled 745cc 52-degree V-Twin, 5-speed transmission, and shaft final drive, but it will include updates to its bobber styling and with improved performance.
Styling updates include a two-tone gas tank, new handlebar, handlebar clamps, headlight cover, air-cleaner cover, display instruments, turn signals, and machine-cut cylinder-head fins. The Shadow Phantom also has an updated single seat, and a passenger seat and footpegs are offered for those who want to bring a plus-one along for the ride.
2024 Honda Shadow Phantom in Orange Metallic
From a performance standpoint, a new ABS version is available for the new model year, and a 276mm rear disc brake replaces the drum brake of the 2023 model. Otherwise, braking in the front will still be provided by a 2-piston caliper gripping at 296mm disc.
Travel in the front has been increased by half an inch (from 4.6 inches to 5.1 inches) but remains the same 3.5 inches in the rear courtesy of dual shocks with five-position spring-preload adjustability.
Seat height has dropped slightly, from 25.8 inches to 25.6 inches, and the 2024 model shaved 6 pounds off the curb weight for a total of 543 lb. And at 3.9 gal, the fuel tank holds an additional two-tenths of a gallon over its predecessor.
The 2024 Honda Shadow Phantom comes in Deep Pearl Gray Metallic or Orange Metallic starting at $8,399 for the non-ABS version (not available in California) or the $8,699 for the ABS version.
2024 Honda Shadow Aero
For the 2024 model year, the Honda Shadow Aero classic cruiser, which features the same engine and drive train of its Shadow stablemate, is updated with new colors, as well as the new 276mm rear disc brake for the standard version, a feature that was previously reserved for the ABS trim level.
Braking in the front is the same as the Shadow Phantom, as is rear suspension and travel. However, in the front, the 41mm fork offers 5.5 inches of travel over the 5.1 inches of the Shadow Phantom.
Seat height is slightly taller at 26 inches, and with a 3.7-gal fuel tank, the bike comes in with a curb weight of 560 lb.
Black has replaced the Ultra Blue Metallic colorway on the 2024 Honda Shadow Aero, and the bike starts at $7,949 for the non-ABS version (not available in California) or $8,249 for the ABS version.
2024 Honda ADV160
2023 Honda ADV160 in Red Metallic
Renamed for the 2024 model year, the ADV160 touts a new, larger-displacement engine that delivers improved performance and reduced emissions. Also incorporated are updates that Honda says are aimed at boosting comfort and convenience, but the company added that the “capable-but-rugged ‘City Adventure’ concept remains, delivering an enjoyable sense of exploration on even the most mundane urban commutes.”
The 2024 Honda ADV160 has a liquid-cooled 157cc single-cylinder, four-stroke engine. The engine, drive train, and 2.4-gal fuel tank are mounted low in the frame for a low center of gravity. It has Showa suspension, with a 31mm telescopic fork and twin shocks providing 5.1/4.0 inches of travel front/rear. When it comes to stopping, it has a single 240mm front disc with ABS and a rear 131mm drum brake.
2024 Honda ADV160 in Pearl Smoky Gray
From a practicality standpoint, the ADV160 has a low curb weight (294 lb), automatic transmission, a two-stage tool-free adjustable windscreen, ample underseat storage (big enough for a full-face helmet), and the Honda SMART key system.
The 2024 Honda ADV160 will be available in July and will come in Red Metallic or Pearl Smoky Gray starting at $4,499.
The 2023 CFMOTO 300SS exceeds expectations with thoughtful features and a good fit and finish. (Photos by Yve Assad)
Last year, CFMOTO returned to the U.S. market with a seven-model lineup. The company’s list of models has since grown to 10, ranging from the 126cc Papio minibike to the Ibex 800 T adventure bike. CFMOTO’s best seller worldwide is the 300SS, a lightweight sportbike with full bodywork.
One of CFMOTO’s value propositions is affordability. The 300SS has an MSRP of $4,499, which is $400 less than the Honda CBR300R and $1,000 less than the more powerful Yamaha YZF-R3. But CFMOTO is going to have to do more than offer a better price to compete with brands that have already earned the trust of many American riders.
The semi-circle of color around the wheels adds personality to CFMOTO’s top-seller.
However, curious to see what makes the 300SS so popular, I spent a month riding it on a variety of city streets, highways, and winding country roads.
Swing a Leg Over
The 300SS is powered by a 292cc Single that makes a claimed 29 hp at 8,750 rpm and 18.7 ft-lb of torque at 7,250 rpm, numbers nearly on par with Honda’s CB300 range of bikes. It’s fairly lightweight at 364 lb, and it sports a narrow seat with a 30.7-inch height and has a 3.2-gallon fuel tank. Riding on a steel trellis frame, the 300SS has an inverted fork and a single rear shock with five-position preload adjustability. For 2023, color options are Nebula Black with red accents (as tested) and Ghost Gray with blue accents.
The 292cc engine is eager to please and easy to handle.
When I picked up our test bike and first swung a leg over it, I was immediately impressed by its appearance alone. The lines on the bodywork are well-done, the colored stripe on the wheels adds personality, and the air vents under the passenger seat make the 300SS look like it means business. Aside from looking cool, it also has good fit and finish.
The clip-on handlebars provide a sporty seating position for zipping around corners, and the carbon-fiber-styled accent on the fuel tank adds character.
The only thing about it that seemed odd was the reach to the mirrors. It’s not something I think about with a new bike often, but when I reached up to adjust the mirrors, they were so far away that I could barely touch them. However, I was able to set the mirrors where I wanted them without having to adjust them throughout the ride, so it wasn’t much of an issue.
Since I picked the bike up in a suburb of Nashville, I had to putter along for a few miles before I could really open it up and see what it could do. Right away, the bike felt easy to ride, and that held true when I was able to get up to speed. Its small size and easy-to-control clutch make it nimble and responsive. The gearing felt dialed in just right. The 292cc engine had plenty of power to zip off from a red light and get me down the interstate, but it never felt like it was trying to run away without me. The 300SS’s smaller size, flickability, and affordability make this bike a smart choice for new riders.
The 300SS comes equipped with full LED lighting, two ride modes, Bluetooth connectivity, ABS, and other thoughtful features.
For a bike with a price below its competition, the 300SS has a few features that were pleasantly surprising additions. For example, it comes equipped with two ride modes: Eco and Sport. I started out using Eco mode but switched to using Sport primarily. There’s not a big difference between the two modes, but Sport is a bit peppier and more fun. And this is a bike to have fun on. It gave me confidence in curves and had me grinning from ear to ear. Shifting gears is smooth, and the sporty seating position made me feel like I was riding faster than I was – in a good way.
Air vents under the passenger seat add to the 300SS’s sporty look.
However, that sportier seating position is not ideal for longer trips. Maybe if I were more used to the sporty ergonomics, I wouldn’t feel fatigued so quickly. As it was, I could ride the 300SS for about 45 minutes to an hour before I started looking for a spot to pull over and shake out the aches. For bopping around town or going on quick sprints close to the house, the narrow profile and firm seat were perfect and put me in a controlling position.
Rear suspension is provided by an Internal Floating Piston monoshock with five-position preload adjustability.
In the sweeping curves through the hills of rural Tennessee, the suspension was just right. The only time I regretted having firm suspension was on the potholed and bumpy Interstate 40 through Memphis, but that section of road is notoriously rough on all vehicles. Everywhere else, the suspension provided a nice balance of control and comfort.
While riding around town, several people approached me to ask about the bike and told me they thought it looked really cool. They say you shouldn’t judge a book by its cover, but there’s something to be said for a bike that’s both fun to ride and fun to look at, and the 300SS is both.
The 300SS is CFMOTO’s top-selling motorcycle, and I can understand why. Its quality build, sporty looks, and low price make it an attractive option.
Exceeding Expectations
Another nice touch for a low-price bike is the 5-inch TFT display. The display shows everything you’d expect: odometer, tachometer, speed, fuel level, voltage, temp, time, and gear. When switching ride modes, the layout changes, making it easy to tell the mode has changed but maybe a little harder to find what you’re looking for if you’ve already gotten used to the other layout.
The TFT display changes layout when switched to a different ride mode. I enjoyed both the performance and the display layout of Sport mode.
The display is easy to read as long as it’s not in direct sunlight. When the sun was behind me, I found myself having to move my head to shade the display to read it, which was a little annoying. The display also connects with the CFMOTO RIDE app for navigation and playing music. One feature I appreciated was the security alert. Once connected, the app will alert your phone if the bike is rolled without keys in it, a handy feature if someone tries to take it off your hands while you’re not around.
The mirrors provide a nice view of what’s coming up on your rear. Just make sure you adjust them before you take off, as they’re a little hard to reach while riding.
My only other beef with the display is that, while using the navigation, once the distance to your next turn or destination is less than 0.1 mile, that distance is given in inches rather than feet or yards. Maybe you’re better at judging distances than I am, but if you asked me to walk 5,864 inches in one direction, I’d have to pull out a calculator to figure out approximately how far I needed to go. It wasn’t a problem on the sparsely populated country roads, but while riding in downtown Memphis, it was hard to know if I should turn at the next block or the one after that. Even though I’d prefer measurements in feet instead of inches, having navigation on a low-price model was welcome, and I appreciated all the other information and features available through the CFMOTO RIDE app.
The seating position puts me in a controlling stance, but after about 45 minutes, I’m in need of a stretch break.
Stopping power comes from a 4-piston caliper and a 292mm disc up front and a 220mm disc and single-piston caliper in the rear, and ABS is standard. The rear brake performed its job well, but the front brake felt a little weak. Luckily, such a small bike is not hard to slow down, but if it were much heavier, I’d want more stopping power up front.
More stopping power from the front break would be a welcome upgrade, but the current setup is adequate for this lightweight bike.
Along with the Bluetooth connectivity, ride modes, and the TFT display already mentioned, the 300SS comes equipped with LED headlights, taillights, and turnsignals. This isn’t a bare-bones and cheaply made bike; it’s a well-built machine with thoughtful additions that make the riding experience even better. All-in-all, the 300SS provides a lot for your money.
The 300SS is an enjoyable and affordable ride that CFMOTO should be proud of.
CFMOTO’s 300SS gave me confidence that the brand is on track to earning its keep on American streets. It’s a fun ride with cool looks and an affordable price: the perfect recipe for attracting new riders, whether they’re new to riding in general or just new to CFMOTO. If you haven’t ridden a CFMOTO before, I’d encourage you to give it a try. I think you’ll be pleasantly surprised, and with more than 200 CFMOTO motorcycle dealers in the U.S., there’s probably one near you.
For 2023, color options are Nebula Black with red accents (shown a above) and Ghost Gray with blue accents.
Testing the 2023 Suzuki GSX-8S in the Martime Alps of France.
In this video review, we test the all-new 2023 Suzuki GSX-8S, a middleweight naked sportbike powered by a 776cc 4-stroke DOHC parallel-Twin that’s also found in the V-Strom 800DE. Priced at just $8,849 in the U.S., the GSX-8S delivers style, performance, sophistication, and versatility in an affordable package.
We traveled to France for the global press launch of the Suzuki GSX-8S, where we tested the bike on city streets and on mountain roads in the Maritime Alps. Watch the video for our impressions, and check out our detailed First Ride Review.
The Yamaha MT-09 SP is the perfect bike for track days and canyon rides, but it’ll turn heads in town too.(Photos by Aaron Crane)
In January of this year, EIC Greg Drevenstedt asked me what was on my list of “riding resolutions” for 2023. I had heard about the Yamaha Champions Riding School from content we had published, and even though I have no false pretenses about my future as a professional racer, I told him I would love to attend one of the YCRS classes – even better on a bike like the Yamaha MT-09 SP.
The reason for the latter is that I knew my normal cruiser was clearly not going to be the optimal bike for the two-day ChampSchool class I would attend at the end of January at the Las Vegas Motor Speedway. Since the program has “Yamaha” in the name, we opted for one of their bikes.
The Yamaha MT-09 naked bike was introduced in 2014 and was a crowd pleaser from the jump. In 2021, the bike received a major overhaul, and the up-spec MT-09 SP was introduced. Displacement on the MT-09’s CP3 inline-Triple was bumped from 847cc to 890cc, and claimed output increased to 117 hp and 69 lb-ft of torque. Yamaha also updated the throttle-by-wire and slip/assist clutch and added a quickshifter.
A 6-axis IMU derived from the YZF-R1 manages the bike’s traction control, slide control, and front-wheel lift control systems. The IMU was designed to be smaller and lighter, and along with other weight-shaving measures, including spin-forged aluminum wheels and an aluminum swingarm, the MT-09 comes in at a trim 417 lb, with the up-spec SP at 419 lb. Both bikes also have two levels of ABS intervention and four D-Mode engine maps that regulate engine response and output.
Weighing in at just 419 lb, it’s easy to get the MT-09 SP from Point A around the corners to Point B.
To create the MT-09 SP, which retails for $11,499 (a $1,700 premium over the standard MT-09), Yamaha added high- and low-speed compression adjustability and sportier damping to the KYB 41mm inverted fork and swapped the KYB rear shock for a premium Öhlins unit that is fully adjustable and includes a remote preload adjuster. The SP also has standard cruise control and styling inspired by the YZF-R1M.
Southern California to Southern Utah
I picked up the MT-09 SP from Cypress, California, the weekend before ChampSchool. The first thing I noticed when I fired up the bike was the sound. It’s not the low rumble I’m used to from my V-Twin, but it emits a nice throaty bellow from the symmetrical muffler with dual outlets mounted under the bike. The pleasing tones continue into the mid- and upper-range thanks to the three variable-length intake ducts that also came along with the 2021 upgrade.
The MT-09 SP has the same engine as the MT-09 but boasts an Öhlins rear shock with a remote preload adjuster.
With the suspension and other settings dialed in, I set off for the 450-mile ride back to my home in southern Utah. On the unfamiliar California highway system, I was glad to be on the MT-09 SP. Its throttle-by-wire provides smooth, crisp response. Even in D-Mode 2 (moderate engine response), overtaking was a breeze when I needed to, and when a quick stop was required, the radial-mounted Nissin master cylinder, 4-piston calipers, and dual 298mm floating discs up front worked in concert nicely.
My mid-January ride started in beautiful weather, but right around San Bernadino, I hit a 20-mph headwind that stuck around for almost the entire 200 miles to Las Vegas. Enter cruise control.
I’ve never ridden a bike with cruise control – and I was okay with that fact. It seemed like there was something inherently unnatural about cruise control on a motorcycle, and on a bike like the MT-09 SP, it felt akin to taking your hands off the steering wheel of a rocket (and yes, I’m aware it’s actually called a “reaction wheel,” but you get the idea). However, with those kinds of winds on the naked bike, I felt more like I was just fighting to hold on as opposed to controlling the motorcycle, and cruise control became my new best friend.
An upright seating position makes long miles easier.
However, I think the cruise control could use some improvement. Once it’s turned on and engaged, cruise control can be disengaged by applying the brakes, throttle, or clutch, but the on/off, set, and resume buttons are a stretch from the left grip, and they’re small. With my winter gloves on, when I had disengaged the cruise control and then attempted to reach my thumb across to hit resume, several times I inadvertently ended up hitting the on/off button by mistake, which resulted in deceleration when I didn’t want to slow down. Then I had to start the process over, turning it back on and re-setting my speed. The placement and size (or style) of the cruise control buttons could be made more user-friendly.
One place I certainly wasn’t using the cruise control was at the Las Vegas Speedway, and this is where the MT-09 SP really shined.
Taking a breather between track sessions at ChampSchool with the Yamaha MT-09 SP. Is it obvious that I’m not used to track leathers?
The quickshifter was a thing of beauty for getting up to speed (at the behest of my instructor to practice blipping the engine on downshifts, I didn’t use the quickshifter there, but it was smooth when I tried it elsewhere). The quickshifter has up/down arrows that light up on the 3.5-inch color TFT display when it’s possible to use the feature in each gear, which is handy. However, despite the manual’s recommended speeds for shifting, I found the transition from 1st to 2nd kind of clunky at the recommended 12 mph. It was definitely smoother if I accelerated a little more before using the quickshifter.
The 3.5-inch color TFT display shows everything you’d expect, as well as quickshifter up/down indicators.
The MT-09 SP combines traction control, slide control, and wheelie control into four TCS settings: 1 (minimal intervention), 2 (moderate intervention), Manual (settings can be customized), and Off. At the track, at my instructor’s recommendation, I had TCS mode set at level 2, which is moderate intervention across the board. There was one particular turn where I felt the rear end slip out a little on multiple passes, but the traction control did its job with subtle intervention.
For someone who had never been on a track, I felt surprisingly comfortable on the MT-09 SP – several instructors said, “Oh yeah, that’s a good one.” I was able to trust in its abilities while practicing the finer details of track riding. And when it came to riding the MT-09 SP in a favorite canyon closer to my home, all the thought-out details that went into the 2021 upgrade – from the lighter curb weight, stiffer chassis, and throttle-by-wire to the up-spec suspension of the SP – worked together for some nice carving, as well as quick evasive maneuvering around a couple corners where heavy precipitation had loosened some rocks from the roadside cliffs and dropped them in my unsuspecting path.
The 2021 upgrades to the MT-09, combined with the up-spec features of the MT-09 SP, add up to a tidy package full of good times.
As I mentioned in my report on the YCRS ChampSchool, I’ve always been more of a cruiser guy than a sportbike guy, but after more than 1,300 miles on the 2023 Yamaha MT-09 SP, including track, interstate, around town, and canyon riding, I’d gladly take more rides on the dark side.
The new Suzuki GSX-8S combines versatility, style, and performance into a strong value equation for its sub-$9,000 MSRP.
I’m the kind of shopper who likes to have it all in one package if I can. I love a bike that excels in its category, but for the day-to-day, you can’t beat a motorcycle that ticks all the boxes without feeling like any of those boxes are being compromised. The new Suzuki GSX-8S middleweight streetfighter comes pretty darn close to checking all the right boxes for me. It’s a harmonic blend of power, price, stability, comfort, and fun.
The GSX-8S’ 445 lb curb weight was manageable in both slow riding in the city and on twisty mountain roads.
At the Suzuki GSX-8S press launch in Antibes, France, I got to test this new model out on both the city streets and the mountainous, curvy roads through the Maritime Alps. Before getting into my review of the 8S, I’d like to give southern France two enthusiastic thumbs up. It was the perfect location for a first ride of the 8S and provided a full day of exquisite roads and sights. Don’t even get me started on the seafood.
The GSX-8S is a new model for Suzuki, with an all-new 776cc 4-stroke DOHC parallel-Twin engine and a new chassis. The engine can also be found in the V-Strom 800DE, which is also new for 2023.
Suzuki says the new engine performs similarly to the V-Twin in the SV650 models but provides more power for riders looking for a little more excitement. It features Suzuki’s patented Cross Balancer system, which allows the engine to be slimmer and more compact while reducing vibrations. Bore and stroke are 84mm and 70mm. The new engine makes a claimed 82 hp peaking at 8,500 rpm and a claimed 57.5 lb-ft of torque at 6,800 rpm.
The wide, tapered handlebar and upright riding position lent to all-day comfort.
Starting out from the hotel in Antibes and navigating the busy city streets on our way toward the mountains, what I noticed almost immediately was how much grunt was available at low revs. Power delivery was immediate and became very smooth once I switched into the gentler “B” ride mode. I could put this bike in 2nd gear and roll through the stop-and-go, then give it a twist when the traffic opened up, all without really needing to change gears. That low-to-mid range torque, coupled with the smooth throttle response, made this bike stress-free to ride through the city streets.
Once we were out of the city and picking up speed, I noticed that the engine didn’t have the same get-up-and-go at higher rpms. However, that initial pull after bumping up a gear was pure pleasure, and it made passing slower-moving traffic a breeze.
The 8S has great balance, but Suzuki missed an opportunity by not offering a lower seat for shorter riders such as myself.
The 2023 Suzuki GSX-8S comes in Pearl Cosmic Blue (shown), Pearl Tech White, and Metallic Matte Black No. 2 / Glass Sparkle Black.
Along with the new engine, the 8S also features a new chassis with a compact design. It has a steel frame, an aluminum swingarm, a 3.7-gal. fuel tank, and a wide, tapered aluminum handlebar. The KYB inverted fork and monoshock KYB rear suspension both have 5.1 inches of travel, and the shock is preload-adjustable with a tool.
I may have wished for a little grippier of tires than the Dunlop RoadSports, but they still got me around the corners.
The seat was comfortable and provided plenty of room to move around, and it was slim enough that a light hug with my knees kept me securely in place. The wide handlebar offered plenty of leverage, and the upright seating position kept me comfortable for a whole day of riding without feeling fatigued at the end of the day.
I was perfectly content with the traction control set to level 3 for most of my ride.
The 31.9-inch seat height of the 8S was a stretch for my 5-foot-1-inch frame. I could graze the pavement with the tips of my toes when the bike was completely upright, but I needed to lean it over to get enough contact between pavement and boot to support myself when stopped.
The GSX-8S’ up/down quickshifter, three ride modes, and four traction-control settings make for great riding in any conditions.
This leads me to one of my favorite aspects of the 8S: its balance. Even when rolling through very slow traffic, I rarely needed to put a foot down at all, and when I did, the bike’s weight is carried low enough that it was easy to hold up at a lean. Its curb weight of 445 lb was manageable in both slow riding in the city and out on the twisty mountain roads.
The 8S comes equipped with ABS brakes, and stopping power comes from dual Nissin radial-mounted 4-piston calipers and floating rotors in the front and a 1-piston caliper and a single disc in the rear. I never braked hard enough to engage the ABS during our test ride, but it was nice to know it was there if I needed it.
The all-new 776cc 4-stroke DOHC parallel-Twin engine in the GSX-8S can also be found in the new 2023 V-Strom 800DE.
If I could make one change to the 8S, it would be the tires. The Dunlop RoadSport 2 radial tires on the 8S were alright but not awe-inspiring by any means. I didn’t feel much feedback from the tires, making it unclear to me if I still had enough grip for greater lean angles or not. For everyday commuting, the RoadSports are fine, but if you want to experience all what the 8S has to offer, a grippier set of tires might provide more confidence.
The 8S’ chief designer said Suzuki “aimed to satisfy all riders” with the GSX-8S. I won’t speak for everyone else, but I’d say it was mission accomplished for me.
“We did not aim for the highest powered or lightest weight motorcycle,” said the 8S’ chief designer during the technical presentation the night before our test ride. “We aimed to satisfy all riders.” The other designers and engineers present also drove home the point that they listened to customers’ needs and requests when building the 8S to create an all-around motorcycle that satisfies a wide range of riders.
They demonstrated that desire to please all riders during our test ride as well. Any time we stopped for a coffee break or lunch, the Suzuki designers and engineers were eager to listen to our feedback and ask questions about our first impressions. Several of them came to me directly, saying they were interested in the perspective of a younger, smaller woman. I appreciated that level of dedication to their product and the desire to continue to improve and meet riders’ needs.
The 41mm KYB inverted fork and monoshock KYB rear suspension both provide 5.1 inches of travel.
To that end, the GSX-8S includes a full suite of rider aids as standard. Along with ABS, it comes with a 5-inch TFT display with day/night modes, an up/down quickshifter, three ride modes, and four traction-control settings.
I enjoyed the layout of the TFT display. It was easy to see, and it showed all the information I needed without making any of it difficult to find. Another consideration that made the bike user-friendly is how easy it is to switch ride modes and the TC levels and that both modes are always visible on the display. The ride mode switch on the left side of the handlebar has obvious buttons and a simple design.
The 5-inch TFT display has day and night modes and showed everything on the home screen that I wanted to see.
The three ride modes really did contribute to a different style of riding. The throttle response in Ride Mode A was a bit too aggressive for me, especially in town. Ride Mode B smoothed out that jumpiness without compromising the low-rpm torque that I enjoyed so much. I didn’t spend much time in Ride Mode C because B hit the spot so well for me.
I had the traction control set to level 3 for most of the ride. Perhaps with grippier tires, I would’ve felt more confident with less TC, but since I was in a new environment, on a new bike, and with less experience than the other journalists along for the ride, I appreciated the extra help.
The Suzuki GSX-8S has dual Nissin radial-mounted 4-piston calipers and 310mm floating rotors in the front and a 1-piston caliper and a 240mm single disc in the rear.
With my preferred settings dialed in, even on a new bike on alpine roads that were much tighter and steeper than what I’m used to back home in Tennessee, I really started to enjoy the 8S and the beautiful scenery and roads. The 8S offered enough to keep things exciting for the more experienced riders, but it was also tamable for someone like me who couldn’t push the bike to its limits in the same way.
One for All
With my ride mode and traction settings dialed in, I could appreciate both the bike and the beautiful scenery.
Suzuki wanted the 8S to be a well-rounded bike that pleases both experienced and beginner riders. If I were a couple inches taller, I’d agree completely. Riding taller bikes is something I’m still trying to get comfortable with, and a tall seat height is a factor that can add some intimidation and apprehension for shorter riders.
Suzuki offers a range of useful and stylish accessories for the 8S, such as soft side cases, a flyscreen, cowls for the passenger seat and lower engine, billet brake and clutch levers, lever guards, frame sliders, fuel tank protectors, and a USB socket, but it missed an opportunity to make the 8S more accessible by not offering a lower seat. Aside from having a longer reach to the pavement than I’d like, the 8S’s balance, maneuverability, and fun factor truly do make it an approachable ride.
The 2023 Suzuki GSX-8S has angular stacked LED headlights and and strips of position lights.
After a full day of riding the 8S through the city and the mountains of Southern France, I have a couple of pieces of advice to impart: 1) If you’re looking for a bike that is greater than the sum of its parts and performs well for a wide range of situations and riding levels, the new Suzuki GSX-8S should be one of the bikes on your list. 2) If you find yourself in Antibes with an empty belly, you’re doing something wrong.
The GSX-8S performs well for a wide range of situations and riding levels.
The 2024 Triumph Street Triple 765 RS on the Jerez MotoGP track in Spain. (Photo by Kingdom Creative)
We review the updated and upgraded Triumph Street Triple 765 R and Street Triple 765 RS, which hit a sweet spot in the sporty motorcycle market. They’re comfortable enough for commuting and light-duty touring, cool enough to hold its head high at bike nights, and fast enough for scorching trackdays. With prices starting at $9,995 for the R, the Street Triple 765 offers undeniable value for a sporting naked streetbike.
We traveled to Jerez, Spain, where we spent two days flogging the Street Triple 765 R and Street Triple 765 RS on the street and track. From their torquey midrange and soulful wailing Triple to their chassis, components, tech, and styling, there’s a lot to love about this pair of middleweight streetfighters. Watch the video below to see the Street Triple R and RS in action and get our impressions. For more details, you can also read our First Ride Review.
CFMOTO USA has announced the newest addition to its 2023 lineup: the CFMOTO 450SS. The company says the light-midweight sportbike is “poised to be a flagship in one of the most popular and fast-growing modern motorcycle segments.”
The 2023 CFMOTO 450SS is powered by a liquid-cooled DOHC 450cc parallel-Twin with a 270-degree crankshaft making a claimed 50 hp at 9,500 rpm and 28.8 lb-ft of torque at 7,600 rpm. The engine, which has an 11.5:1 compression ratio and Bosch EFI, is mated to a 6-speed gearbox with a slip/assist clutch.
CFMOTO says the 450SS is suited to city and canyon riding but is especially suited to the track as a result of several of the bike’s features. Optional reverse shifting is possible with a “quick change” in position of the connecting rod on the gear shifter. The “performance-tuned” suspension comes in the form of a nonadjustable 37mm inverted fork and a preload-adjustable multi-link rear shock. Stopping power comes from a single radially-mounted Brembo M40 4-piston caliper biting a single 320mm disc up front and a single-piston floating caliper pinching a 270mm disc in the rear, and Continental ABS is standard.
The 450SS rolls on 17-inch aluminum alloy wheels with 110/70-R17 front and 150/60-R17 tires.
As far as design, the 450SS was put through “extensive aerodynamic wind tunnel testing,” and GP racing-derived winglets enhance stability by providing a claimed 1.6 times downforce at higher speeds. A chromoly steel frame, aluminum alloy wheels, and 3.8-gal fuel tank contribute to a trim 370-lb wet weight. The bike has a 53.5-inch wheelbase and a 31-inch seat height.
2023 CFMOTO 450SS in Zircon Black.
2023 CFMOTO 450SS in Nebula Black.
The 450SS has full LED lighting and a 5-inch TFT display with Bluetooth and CFMOTO Ride App connectivity.
The 2023 CFMOTO 450SS comes in Nebula Black or Zircon Black starting at $5,499. For more information, visit the CFMOTO website.
The MT-10 accessorized for sport-touring. (Photos by Kevin Wing and the author.)
Some rides are more challenging than others. Sometimes we seek out the challenge, and sometimes the challenge finds us. It was a little of both when I found myself stopped on the side of the road, trying to stay upright on a Yamaha MT-10 while being battered by 60-mph winds and sandblasted by a dust storm.
It was Valentine’s Day, and I was headed for Las Vegas to attend the AIMExpo dealer show while a winter storm was sending a freight train of frigid air down from the Sierra Nevada mountains. South of me on Interstate 15 in the Mojave Desert, tractor-trailers were being overturned by the wind. I had avoided that route because I’ve ridden it a million times and find it boring, so I was taking a longer, more scenic ride along part of the Eastern Sierra Scenic Byway (U.S. Route 395) and through Death Valley.
While I expected it to be a cold, windy day – and was warmly cocooned in my Zerofit HeatRub baselayers, Gerbing’s 12V heated jacket liner and gloves, and traffic-cone-orange Aerostich R-3 suit – I didn’t anticipate it would be quite this bad. My arms and neck were sore from leaning into the wind for the past couple of hours, and things went from bad to worse after I filled up in Olancha and turned east on California Route 190 across the Owens Valley. The snowcapped Sierras were partly obscured by dusty haze, and soon I became engulfed in a beige cloud and got blitzed by stinging sand.
This photo doesn’t do the dust storm justice, but the video does. Check it out here or below.
After a few gusts nearly knocked me off the road, I slowed way down and turned on my hazard flashers. At one point, I stopped on the side of the road to get my bearings near the Olancha Dunes OHV area, with my legs splayed like outriggers and my feet planted firmly on the ground. I didn’t dare get off the bike or it would have toppled over, but I managed to dig my phone out of my pocket to capture a video of the blasting sand starting to cover the road and slamming into me and the bike like millions of miniature BBs.
Once you’re in it, you’re in it. You can either wait it out or proceed with caution.
Sport-Touring on the 2023 Yamaha MT-10
In calmer days last fall, I traveled to North Carolina to attend the press launch for the Yamaha MT-10, a naked sportbike based on the YZF-R1 that was updated with engine refinements, R1-sourced electronics, new styling, and revised ergonomics.
Yamaha’s accessory top case comes in three sizes: 30L, 39L (shown), and 50L. It not only provides lockable storage, it also provides a backrest for a passenger. Soft side cases (20L each) are also available.
The MT-10’s suck-squeeze-bang-blow comes courtesy of a 998cc inline-Four with a crossplane crankshaft that produces sound and feel like a V-Four, and its aural symphony is amplified by acoustic sound grilles atop the air intakes on either side of the tank.
At the launch, we rode stock MT-10s in the Cyan Storm colorway, which has a mix of gloss black and gray bodywork with bright blue wheels. One of the Yamaha guys rode a Matte Raven MT-10 fitted with factory accessories: Windscreen ($249.99), GYTR Frame Sliders ($209.99), Comfort Seat ($299.99), Rear Rack/Top Case Mount ($250.99), 39L Top Case ($241.99), and Universal Mount ($24.99). After the launch, Yamaha agreed to let us borrow the accessorized bike for an extended test.
Compact, light, and agile, the MT-10 is like a cat with catnip in the corners.
The first thing we did was take the MT-10 down to Jett Tuning for a dyno run. Measured where the rubber meets the road, the MT-10’s quartet of 249.5cc cylinders chuffed out 138.5 hp at 10,200 rpm and 76.5 lb-ft of torque at 9,000 rpm. Yes, that’ll do nicely.
Then we flogged it around town and up and down the canyon roads that make Southern California such a land of milk and honey for motorcyclists. The balance and smoothness of an inline-Four is always a delight, but the MT-10’s particular blend of herbs and spices is truly mouth-watering. Twist the throttle hard, and the bike leaps forward, emits a joyful noise, and flashes an amber light as the wheelie control keeps the front wheel close to the ground.
Flash forward to my trip in February. The temperatures had been in the 40s all morning, and after making it through the dust storm and climbing out of the Owens Valley, it dropped into the 30s by the time I stopped for a photo in front of the Death Valley National Park sign. It was a Tuesday, and there were few cars on the road – just the way I like it.
A gritted-teeth smile and a powdered MT-10 after the first dust storm.
No matter how many times I visit Death Valley, I never get tired of it. Covering nearly 5,271 square miles, you could fit Rhode Island and Delaware within its borders and still have 1,237 square miles left over. It’s a place of extremes, contrasts, and wonders. And with nearly 1,000 miles of paved and unpaved roads ranging from tame to intense, it’s a two-wheeled playground.
I savored the long, winding descent into Panamint Valley, enjoyed the sweeping curves up to 4,956-foot Towne Pass, and cruised the 17 miles back down to sea level at Stovepipe Wells in Death Valley. After passing Mesquite Dunes, I was engulfed in another dust storm near the Devil’s Cornfield, where clumps of arrowweed resemble corn stalks. Even though wind was battering me, dust was obscuring the wide-open views that make Death Valley such a unique place, and hours of being cold were beginning to take their toll, it felt good to be hundreds of miles away from my desk.
Deep in Death Valley. Nelson-Rigg’s Commuter Tank Bag and Hurricane 2.0 Waterproof Backpack/Tail Pack came in handy.
The windscreen provided more protection than the MT-10’s stock flyscreen but not by much. The comfort seat, however, was a huge improvement over the stock seat. It has a flatter shape, more supportive foam, and a suede-like finish. The top case provides 39 liters of lockable storage, and I used it as a solid anchor point for my Nelson-Rigg Hurricane 2.0 Waterproof Backpack/Tail Pack that sat on the passenger seat. For those who want more storage, Yamaha sells a 50L Top Case ($298.99), Side Case Brackets ($249.99), and MT Soft ABS Side Cases ($484.99).
The MT-10’s stock tinted flyscreen’s height is just above the black mesh screen seen above, so the accessory clear windscreen adds 4-5 inches of height. It send airflow into the top of the chest/shoulder area.
By the time I made it to Las Vegas, the MT-10 no longer looked Matte Raven but a light gray because it was so powdered with dust and grit. In my hotel room, I poured handfuls of sand out of the pockets of my Aerostich suit.
Rolling on the throttle through a smooth corner on the MT-10 delivers a visceral sound and feel.
As I wrote about in First Gear last month, it wasn’t just me at AIMExpo. Our dispersed editorial team also came together in Las Vegas, and we enjoyed a group ride to Hoover Dam and Valley of Fire State Park. In the hotel parking garage after the ride, my colleague Kevin Duke pointed out the center of the MT-10’s rear tire was getting thin on tread. Admittedly, of the 2,000 miles on the bike’s odometer, most of them had been ridden with little to no lean angle, but I figured the tire had enough life left to get me home.
From Vegas, I rode north on I-15 to St. George, Utah, where I spent the weekend with my father and stepmother. Wanting to avoid the interstate for the long ride home, Dad helped me plot out a route west through the sparsely inhabited interior of Nevada.
Sunrise at Snow Canyon just north of St. George, Utah. It stayed below freezing for the next two hours.
On Presidents Day, I suited up, plugged in my heated apparel, and set off north from St. George on State Route 18, which passes by Snow Canyon on its way to Enterprise. Dawn was just breaking, and it was below freezing – and it stayed that way for the next two hours, mostly down in the 20s. My heated gear did its best to keep up; my core was warm, but my hands, even with the heated, insulated gloves turned to the highest setting, were still cold. The accessory I most wished the MT-10 had was heated grips (Yamaha doesn’t offer them).
Cathedral Gorge State Park.
After crossing into Nevada, my teeth chattered as I rode over 6,718-foot Panaca Summit, and then I made a brief stop at Cathedral Gorge State Park, which has walls of eroded bentonite clay that look like intricate sandcastles. Continuing southwest on U.S. Route 93, I went from cold to colder over 6,243-foot Oak Springs Summit. At Crystal Springs, I turned onto Nevada Route 375, known as the Extraterrestrial Highway because it passes near Area 51, the infamous secret government facility where there have been reports of UFO sightings.
Nevada Route 375 is known as the Extraterrestrial Highway. With its beady headlights, the MT-10 looks a bit extraterrestrial itself.
Nevada is known for its “basin and range” topography, with abrupt changes in elevation as you travel over steep mountains and across wide, flat valleys. I passed over two more of Nevada’s summits – Hancock and Coyote, both around 5,500 feet – before reaching the rundown town of Rachel, home to the Little A’le’inn bar/restaurant/motel, the Alien Cowpoke gas station, and scattered mobile homes.
This is the only UFO I saw in the vicinity of Area 51.
Other than a few overpriced souvenirs, Rachel didn’t have much to offer. Route 375 passes through vast emptiness, but there was no evidence of Area 51 or anything otherworldly.
These guys kept a bug eye on me while I gassed up at Alien Cowpoke in Rachel.
My dogleg westward route eventually brought me to the old mining town of Tonopah for gas. I entered California by way of Nevada Route 266, which took me over 7,420-foot Lida Summit, the highest pass of the day.
It was cold and windy for 1,600 miles.
After crossing the state line, I stopped at a ranch that straddles both sides of California Route 168. Nearly 15 years ago, on a moonless night at that very spot, I crashed a Ducati GT1000. I had no business riding through an open range area after dark, but I had left home late and was on my way to meet my father at the Bonneville Salt Flats. I suddenly came upon a herd of black cows on the road, grabbed a handful of brake lever, locked up the front wheel, and went down.
All things considered, I was lucky. It could have been much worse that night. My apparel was thrashed, but I wasn’t hurt and the bike was rideable. The Swiss Army knife that I carry in my pocket to this day still bears scratch marks from sliding along the pavement during that crash. Had I not stopped this time around to preserve the memory with a photo, I wouldn’t have noticed that the MT-10’s rear tire, with just 2,600 miles on it, was worn down to the cords. Bridgestone Battlax Hypersport S22 tires are marvelously grippy, but they’re not much for longevity.
Luckily these are the only scars from my crash 15 years ago.
I rode slowly and gingerly for the next 50 miles, which, regrettably, also happened to be the curviest section of my entire trip. I made it over 6,373-foot Gilbert Pass and 7,271-foot Westgard Pass on my way to Big Pine, a small town that sits in the shadow of the Sierras on U.S. 395. I was safe and sound, but I was 250 miles from home.
Cords showing after just 2,600 miles. No burnouts, I promise!
Unwilling to risk a catastrophic blowout, I got a motel room and hunkered down. The next day, my dear wife drove up to Big Pine in our 4Runner with a motorcycle trailer and rescued me. It’s not how I wanted the trip to end, but once again, it could have been much worse. Maybe my guardian angel lives at that ranch out on Route 168.
A stunning view of the Sierras during what turned out to be the last few miles of my ride.
How about a Tracer 10 GT?
The MT-10’s performance, handling, and ergonomics make it a great streetbike, and with some accessories, it makes for a very sporty sport-tourer. In fact, we’d love to see a Tracer 10 GT version with an even taller windscreen, a lower fairing, heated grips, wind-blocking handguards, hard saddlebags, and higher-mileage sport-touring tires. Hey Yamaha, whaddaya think?
Hunting for apexes at Circuito de Jerez in Spain. (Photos by Kingdom Creative)
The updated and upgraded Triumph Street Triple 765 hits a sweet spot in the sporty motorcycle market. It’s comfortable enough for commuting and light-duty touring, cool enough to hold its head high at bike nights, and fast enough for scorching trackdays. With prices starting at $9,995, it offers undeniable value for a sporting naked streetbike.
The Street Triple has been one of our favorite sports roadsters since its 2007 inception as an offshoot of the 675cc Daytona. Surprisingly lively and always playful, it was like a more exotic and more stimulating Suzuki SV650, another longtime fave that punches above its weight.
The Street Triple R (left) retails for $9,995, while the RS version (right) demands a $2,600 premium.
The Street Triple 765 arrived in 2017 with a power-to-weight ratio that would humble the original 885cc Speed Triple, the Street’s older brother and one of the godfathers of the naked sportbike genre.
The revised Street Triple was a bigger, more capable machine that came in three variants: S, R, and RS, with outputs ranging from 111 hp to 121 hp.
Triumph launched its first Street Triple 765 in southern Spain, so it was fitting that we were invited back to Spain to sample the new version on Andalusian roads and the famous Jerez racetrack.
Triumph Street Triple 765Revamped
The Street Triple remained entirely composed at the racetrack thanks to class-leading electronics and an excellent chassis.
Categorized in the U.S. as a 2024 model, the Street Triple gets an extensive overhaul this year. It enjoys many welcome upgrades and is available in three versions.
Along with the R and RS we tested, Triumph is offering a special Moto2 Edition to celebrate its involvement as the engine supplier in MotoGP’s junior category since 2019. It’s basically an RS but with clip-on handlebars, carbon bodywork, and an Öhlins fork, and it’s limited to 765 units for each of its two colorways. Retailing for $15,395, as of press time it’s sold out in most global markets but is still available in America.
2024 Triumph Street Triple 765 Moto2 in Crystal White with Triumph Racing Yellow rear subframe
Triumph reps boasted about how they took lessons learned in the Moto2 program and applied them to the streetbike. The bore and stroke of the inline-Triple remain unchanged, but most internals have been changed, including pistons, con-rods, camshafts, and valves. The piston crowns and combustion chamber are now fully machined for optimal flow and combustion, combining for a higher 13.25:1 compression ratio. The intake uses trumpets that are 20mm shorter for a stronger pull up top, and the exhaust now has just one catalyzer instead of two.
The Street Triple proved to be a willing accomplice on unfamiliar Spanish backroads.
The result, according to Triumph, is an increase in power from the midrange on up. The R version claims 118 hp that arrives at 11,500 rpm, 500 revs earlier than the previous motor’s 116 ponies. The higher-spec RS variant delivers 128 hp at 12,000 rpm, a jump of 7 hp from the previous model. Torque on all models is bumped by 4% to a creditable 59 lb-ft.
New to the Street Triple is the addition of an IMU that enables precise traction-control modulation and cornering ABS. Also coming standard and cued to the IMU is one of the most seamless up/down quickshifters we’ve sampled, which uses a pressure-sensitive actuator rather than a basic switch.
The RS includes bar-end mirrors instead of the R’s more traditional mirrors atop the handlebar.
Styling remains similar but freshened, with a new, sharply creased fuel tank with integrated side panels and a stubby new stainless-steel muffler tucked in next to the gullwing aluminum swingarm. The distinctive dual headlights with LED eyebrows are topped with a mini wind deflector that’s more integrated than on previous models. Scrolling LED turnsignals are a nice upmarket touch.
The chassis remains the same but tweaks to ride heights have modestly sharpened the steering geometry to aid agility. A shuffling of transmission and final-drive ratios has slightly shortened up the overall gearing for snappier engine responses.
Tall mirrors identify this Street Triple as an R version.
The R version of the Street Triple makes a good case for saving money over its pricier RS brother. It very well could be the most appealing sub-$10,000 sporty bike on the market.
The Street Triple’s new exhaust is more plainly visible without the chin fairing of the RS.
It would be unfair to cast the R as a “budget bike,” as it includes a plethora of desirable features. An aluminum frame helps keep weight to a tidy 417 lb wet, fully adjustable Showa suspension can be dialed in to personal preferences, and a Brembo brake package with radial-mount monoblock calipers provides secure speed bleeding through braided steel lines. Tire valves directed to the sides are another pleasing accoutrement.
Ergonomics are pleasantly familiar, placing a rider in a modestly leaned-over forward cant and now with a half-inch wider handlebar to aid agility. Long-legged riders may feel a bit cramped because of the high footpeg position that supplies a generous amount of lean angle before they begin dragging. The seat is reasonably comfortable and roomy, but short riders will whine about the 32.5-inch seat height. A lower accessory seat reduces height by 1 inch.
The Street Triple R, priced at $10K, is an undeniable value. Note the mirror positioning compared to the RS.
While the RS gets a vivid 5-inch TFT instrument panel, the R gets a more basic LCD screen augmented by a diminutive TFT panel. It’s perfectly adequate if not visually brilliant. Both can be connected to phones via Bluetooth.
The star of the Street Triple show is its compact three-cylinder engine that emits some of the most pleasing sounds ever trumpeted by a motorcycle – a mix of inline-Four scream tempered by a hint of twin-cylinder thrum. In addition to being delightfully sonorous and pleasingly smooth, it’s blessed with a wide swell of power that can easily carry a higher gear than typically optimum yet lunges for horizons with a howling top-end climax. Torque peaks at 5,500 rpm, which is below the halfway point of its rev range.
The Street Triple R has everything you need for an entertaining streetbike – except wind protection.
New throttle maps for the three ride modes (Rain, Road, and Sport) are finely tuned to deliver precise and user-friendly throttle responses. Traction and wheelie control settings are tied into each ride mode. The “Rider” mode can be tailored to personal preferences. A slip-assist clutch eases lever effort and sloppy downshifts.
Handling is another Street Triple strong point, now with minimally less rake and trail. It quickly bends into corners and provides confidence-inspiring feedback. The suspensions of the bikes on our street ride were set up to be compliant on the damp and occasionally bumpy Spanish backroads, but preload and damping (both compression and rebound) can be dialed up to suit rider weights and inclinations.
The Street Triple R is classy, thrilling, and capable.
The RS version has higher-end brake components, but there’s nothing wrong with the R’s for street usage. Brembo M4.32 calipers bite on 310mm rotors up front and provide strong power and the security of cornering ABS. The brake lever next to the Nissin axial master cylinder has a wide adjustment range to suit hands of all sizes. Application of the front brake subtly engages the rear brake to help settle the chassis during corner entries, but it’s entirely seamless and can be disabled in Rider mode settings.
Story continues below 2024 Triumph Street Triple 765 R photo gallery
2024 Triumph Street Triple 765 RS On the Track
The Street Triple demonstrated its sporting prowess at the Circuito de Jerez MotoGP track.
The RS version of the Street Triple includes everything good about the R and dials it up to a more premium and slightly faster experience. Stylewise, you’ll notice the addition of a chin fairing, a cowl on the passenger seat, and a stitched seat. The RS also includes a deflector in front of the rear sprocket to prevent errant items or digits from entering, an item unappreciated until it’s needed. Ask me how I know.
New engine internals help bring output to a claimed 128 hp on the Street Triple RS. Also new the muffler, now with a single catalyzer instead of a pair of them.
The RS’s cockpit is graced by TFT instrumentation that includes a lap-timer function, along with more comprehensive switch cubes. Unlike the R, the RS can be fitted with cruise control as an option. Heated grips are another option, which were gratefully fitted to the bikes on our chilly street ride. Bar-end mirrors replace the ones mounted atop the handlebar on the R.
Knee down but not dragging footpegs demonstrates the cornering clearance of the Street Triple.
While engine internals are unchanged from the R, different ECU settings endow it with 10 extra ponies at its top end, to 128 hp at 12,000 rpm. A higher-end Showa fork damps bumps up front, while an Öhlins shock does duty out back. Sticky Pirelli SuperCorsas replace the R’s ContiRoad rubber.
Riding a naked sportbike on a MotoGP racetrack seemed incongruous before I arrived at Circuito de Jerez, but that proved not to be the case. The Street Triple RS was fully capable of cutting quick laps, suffering only a lack of wind protection while traveling at speeds reaching 140 mph at the end of the back straightaway.
Following the tire tracks of MotoGP riders at Circuito de Jerez was a rare treat on a streetbike.
The RS adds a Track setting to the R’s ride modes, which disables the linked brakes and cornering ABS for a purer riding experience. Track mode also ups the limits of traction control, wheelie control, and ABS interventions. Kudos to Triumph for enabling high limits for the electronic nannies on track. Unlike some systems that intervene too early when riding aggressively, I wasn’t tempted to disable any of the RS’s safety nets. The TC indicator lamp frequently flashed on the TFT, but intervention was so smooth that I mostly wouldn’t have otherwise noticed it.
The Street Triple proves you don’t need a faired sportbike to cut quick laps on track.
The bike’s handling prowess is enhanced by sharper steering geometry due to a slightly taller rear ride height, tightening the rake angle to 23.2 degrees from the R’s 23.7 with a marginal decrease in trail. The bike proves to be agile but without any hint of instability, even when the front tire is dancing just above the tarmac during acceleration events out of lower-speed corners. It’s notable that no steering damper is fitted and isn’t needed.
Tucked in and blasting through the air to 140-mph speeds at the Jerez racetrack.
Although I have no complaints about the R’s brakes for street use, I was happy to have the RS’s higher-spec units at the racetrack. The front brakes begin with a radial-style Brembo master cylinder that includes an adjustable lever ratio as well as an adjustable span feeding Brembo’s class-leading Stylema monoblock calipers. They are nothing short of stellar. Oddly, the lovely black Brembo MCS lever’s adjustment range doesn’t bring it as close to the grip as the plain-looking silver lever on the R.
The hills are alive with the sound of music from the Street Triple’s sonorous three-cylinder engine.
The RS proved to be far more worthy of racetrack exploration than I had imagined. Its versatile and punchy motor allowed a choice of gears in corners, so it could be tractored out smartly or revved out until it screamed. Throttle modulation is excellent, and its quickshifter is a wonderful aid on track. Cornering clearance is bountiful, so you’ll need to be a bit of a track hero to drag its pegs.
Story continues below 2024 Triumph Street Triple 765 R photo gallery
What’s Not to Like About the Triumph Street Triple 765?
A sign of motorcycle excellence is when a reviewer must search for things to complain about, and that’s the case here. Really tall or really short riders might complain about the rider triangle layout, but it fit me well – I’d be comfortable enough to use it for light-duty touring and tolerate the wind blast or find a fashionable windscreen.
We know it’s a superb bike when my biggest complaint is that I couldn’t clearly see the shift lights while revving the bike out at the track. Unless you’re cutting hot laps at a racetrack, this is a complete non-issue. A larger fuel tank would be nice, but a 150-mile range isn’t a deal-breaker.
The combination of a sonorous and thrilling motor, low weight, admirable electronics, and a playful character places the Street Triple near the top of my most desirable streetbikes. It’s more debonair than the 3-cylinder Yamahas (MT-09, XSR900) and will blow away a KTM 790 Duke. Just as thrilling and likely a bit more agile is the 890 Duke R, but the KTM retails up at $12,949 and lacks the Triumph’s soul-stirring soundtrack.
Which brings me back to the Street Triple R. It’s astonishing that a semi-exotic and highly refined motorcycle with such outsized performance capabilities can be had for less than $10K. At a $2,600 saving over the admittedly cooler RS, I’d say it’s one of the best values in motorcycling.
Along with the chin fairing, the RS version of the Street Triple includes a seat cowl for a sportier appearance.
2023 Suzuki GSX-S750Z in Pearl Brilliant White and Champion Yellow No. 2
Suzuki has announced it is rounding out the 2023 lineup with the return of the GSX-S750Z ABS, GSX-S750Z, and GSX250R ABS. Suzuki says the bikes feature “proven designs and advanced technology, making each ideal for riders of all skill levels looking for some excitement in style.”
2023 Suzuki GSX-S750Z and GSX-S750Z ABS
2023 Suzuki GSX-S750Z in Metallic Oort Gray No. 3 and Glass Sparkle Black
For the 2GSX-S750Z naked sportbike line, Suzuki has made a slight bump in the names and color choices. The 2023 GSX-S750Z is essentially the 2022 GSX-S750, which will no longer be available as a 2023 model. And the former branding of the GSX-S750Z, which represented the inclusion of ABS will now be the GSX-S750Z ABS.
Both the GSX-S750Z and the GSX-S750Z ABS feature a fuel-injected, DOHC 749cc four-cylinder engine using GSX-R architecture. The bikes have the Easy Start system; Low RPM Assist, which adjusts the engine speed when you’re starting out and at low speeds to prevent it from stalling; and the Suzuki Dual Throttle Valve (SDTV) system, which reportedly contributes to better throttle response and torque at the low- to mid-rpm range. Suzuki’s Advanced Traction Control has four modes (1, 2, 3, or OFF) that the rider can adjust at rest or on the fly via a handlebar-mounted control.
When we tested the 2018 Suzuki GSX-750, our reviewer said the bike “fires up easily with a single button push, and with plenty of power on tap once the engine speed passes about 5,000 rpm, the light bike takes off like a bottle rocket, yet it’s still easy to ride at lower engine speeds.”
Suzuki says the GSX-S750Z chassis combines “the best qualities of a tubular girder streetbike frame and a twin-spar sportbike frame, providing precise handling.” The bikes have an inverted KYB fork with gold-anodized tubes and spring preload adjustment up front and link-type rear suspension with seven-way adjustable spring preload. Radial-mounted, 4-piston Nissin brake calipers squeeze twin 310mm wave-style brake rotors up front with a single-piston rear caliper out back. Both bikes still roll on 10-spoke cast aluminum wheels shod with Bridgestone Battlax Hypersport S21 radial tires.
2023 Suzuki GSX-S750Z in Pearl Brilliant White and Champion Yellow No. 2
The 2023 Suzuki GSX-S750Z ABS features a Metallic Oort Gray No. 3 and Glass Sparkle Black color scheme starting at $9,149, while the GSX-S750Z comes in a vivid Pearl Brilliant White and Champion Yellow No. 2 combination starting at $8,649.
2023 Suzuki GSX250R ABS
2023 Suzuki GSX250R ABS in Metallic Diamond Red and Pearl Nebular Black
Suzuki says it’s fully faired GSX250R ABS sportbike delivers “easy-to-control performance, great fuel efficiency, nimble handling, and modern styling inspired by Suzuki’s championship-winning sportbike heritage.”
The GSX250R ABS returns with the fuel-injected 248cc parallel-Twin refined to maximize low- to mid-range torque. With a 4-gal. tank, Suzuki claims fuel economy of approximately 73.6 mpg, making for 250 miles of range, and the company says the low seat height (31.1 inches), slim fuel tank, and roomy ergonomics make the GSX250R ABS a good bike for beginning riders.
The bike has a KYB telescopic front fork and a rear mono-shock with seven-way adjustable spring preload. Stopping power comes from single front and rear petal-style stainless steel rotors gripped by 2-piston Nissin calipers in the front and a single piston in the rear. ABS comes standard. Ten-spoke cast aluminum wheels are shod with IRC tires.
2023 Suzuki GSX250R ABS in Metallic Diamond Red and Pearl Nebular Black
The 2023 Suzuki GSX250R ABS features a new, two-tone Metallic Diamond Red and Pearl Nebular Black color scheme starting at $4,999.
