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.
Suzuki’s new GSX-S1000GX+ is further evidence of the evolution in the sport-touring class. The marketing materials for ADVs regularly show the bikes being ridden in desolate areas on unpaved terrain, inspiring our sense of adventure. However, ADVs are often used like crossover SUVs, with personas of rugged adventure but most often used on paved roads. Hot on the heels of Suzuki’s GSX-S1000GT+, our 2022 Motorcycle of the Year, is the new GX+ version that has a more open riding position, blending attributes of an ADV with a sport-tourer. Suzuki calls it the “supreme sport crossover.”
Suzuki didn’t have to start from scratch to create the GSX-S1000GX+. In a nutshell, the GX is a GT with a longer-travel suspension that automatically adjusts damping settings based on IMU-informed electronics. It has 1.2 inches more fork travel relative to the GT and 0.8 inches extra shock stroke – both just 0.4 inch less than the V-Strom 1050 adventure bike. Add in some new bodywork and a stronger subframe, and you’ve got the GX. Watch the video to see the 2024 Suzuki GSX-S1000GX+ in action and read our full review here.
Suzuki’s new GSX-S1000GX+ is further evidence of the evolution in the sport-touring class. Formerly, the class consisted of big, heavy machines and sportier but less luxurious ones. Then came the influx of adventure bikes, which offered roomier riding positions and have become dominant in the marketplace.
The marketing materials for ADVs regularly show the bikes being ridden in desolate areas on unpaved terrain, inspiring our sense of adventure. However, ADVs are often used like crossover SUVs, with personas of rugged adventure but most often used on paved roads. So now we have crossovers that have spacious riding positions beyond what’s offered from traditional sport-tourers. Of note are BMW’s powerful S 1000 XR, Kawasaki’s capable Versys 1000 SE LT+, and our 2021 Motorcycle of the Year, Yamaha’s Tracer 9 GT, which was recently updated to the GT+.
Hot on the heels of Suzuki’s GSX-S1000GT+, our 2022 Motorcycle of the Year, is the new GX+ version that has a more open riding position, blending attributes of an ADV with a sport-tourer. Suzuki calls it the “supreme sport crossover.”
Suzuki didn’t have to start from scratch to create the GSX-S1000GX+. In a nutshell, the GX is a GT with a longer-travel suspension that automatically adjusts damping settings based on IMU-informed electronics. It has 1.2 inches more fork travel relative to the GT and 0.8 inches extra shock stroke – both just 0.4 inch less than the V-Strom 1050 adventure bike. Add in some new bodywork and a stronger subframe, and you’ve got the GX.
The GT+ is the version of the GSX-S1000GT with hardshell saddlebags ideal for touring. Suzuki will offer a base GX in some markets, but only the GX+ version will be available on our shores. It includes saddlebags and a centerstand as standard equipment.
The GX further sets itself apart from the GT by the addition of a 6-axis Inertial Measurement Unit, which informs all the electronic systems of the bike’s acceleration, braking, and lean angles. The IMU not only allows for cornering ABS and advanced traction control, it’s also the key ingredient in Suzuki Advanced Electronic Suspension, the company’s first semi-active suspension.
SAES automatically adjusts damping rates depending on road conditions and how aggressively the bike is ridden, and riders can tailor it to their preferences by selecting Hard, Medium, and Soft modes or by customizing settings in a User mode. Moreover, the system also automatically adjusts rear preload via an electric motor to suit various loads of rider and luggage.
“These technologies,” says Suzuki, “combine to make the GX comfortable and controllable on various road surfaces, ranging from urban asphalt and cobblestones to paved country and twisted winding mountain roads while also providing an engaging and sporty riding experience.”
Sounds good, right? Not a lot of cobblestones on our shores, so Suzuki sent us off to Portugal for a riveting riding experience on its new GX.
Revved Up | 2024 Suzuki GSX-S1000GX+
The GX’s cockpit is familiar to anyone who has straddled the GT, with the same user-friendly switches that navigate the various electronic settings on the 6.5-inch color TFT instrument panel. Happily, the TFT screen is mounted much higher than it is on the GT, which makes it far easier to see and use. Smartphone connectivity is enabled with Suzuki’s mySPIN app and can display maps, phone calls, and music.
The longer travel suspension of the GX bumps the seat height to 33.3 inches, 1.4 inches taller than the GT. However, the seat’s narrow front section gives legs a straight shot to the ground and wasn’t a problem for my 30-inch inseam.
At the heart of the GX is the revered K5 GSX-R1000 engine that has a bottomless well of power and an arm-ripping 150 hp up top. The 999cc inline-Four originally powered the 2005-2008 Gixxers, and Suzuki says more than 180,000 of the bulletproof K5 mills have been produced in various guises over the years. Suzuki claims 70% of max torque is available from just 3,000 rpm, with peak twist of 78 lb-ft arriving at 9,250 rpm.
While the K5 has old roots, it remains a stellar powerplant, firing up with a guttural rumble that can willingly shriek to 11,750 rpm when you’re in a hurry. Throttle response is perfectly smooth in the B ride mode but still acceptable in A mode, albeit sharper. Clutch actuation is exceedingly linear, and pulling away from stops is aided by Suzuki’s Low-RPM Assist System that automatically increases engine speed as the clutch lever is released.
Kudos to Suzuki for producing one of the most seamless transmissions on the market, with a bi-directional quickshifter that fluidly swaps gears up and down without the rider needing to touch the clutch lever. A feint stab on the shifter automatically matches revs to the lower gear with a smoothness few riders can match manually. This updated system can also shift gears without interrupting the cruise-control speed setting.
The riding position of the GX is quite agreeable, with the handlebar 1.7 inches closer to the rider and 1.5 inches taller than the GT’s sportier crouch. The seat-to-peg distance expands by 0.6 inch, but legroom remains more cramped than most ADVs.
The GX’s seat isn’t as comfortable as we’d expect from a touring bike. The forward section is too narrow for long-range support, so it’s best to sit as far rearward as arms will allow. The solution is the Premium seat from Suzuki’s accessory catalog, which proved to be much more supportive. The $399.95 saddle uses double-layer padding, and its upper section has heat-shedding material to avoid toasted buns after sitting in the sun. It’s not only far more comfortable, its red stitching and tuck-and-roll surface look sharp. And the included passenger section is highlighted by a snazzy GSX-S logo. If you have short legs, opt for the accessory low seat ($175) which is narrower and 0.6 inch closer to the ground.
The GX exhibits neutral steering, tipping into corners gracefully if not quickly. It’s a lightweight sport-tourer relative to open-class bikes that typically exceed 600 lb, but it’s not light. It scales in at 511 lb with its 5-gallon tank full but without the saddlebags. A half-inch wider handlebar aids leverage, but the relatively flat profile of the 50-series rear tire inhibits the roll rate relative to more modern 55-series rubber.
Grip from the Dunlop Roadsport 2 tires seemed only average on some of the tricky road conditions we encountered on our two-day ride. The IMU-based traction control saved my bacon more than once, mediating at different levels of intervention based on the selected ride mode or by manually adjusting TC via intuitive menus. A light on the TFT illuminates when TC is operating, and the system also controls wheelies to varying levels.
Active Duty | 2024 Suzuki GSX-S1000GX+
The balance offered by semi-active suspension deserves high praise. The automatically adjusted damping keeps the GX’s suspension well-controlled at all times. On city streets and boring highways, I set it to Soft mode for a plush ride. When a twisty canyon road presented itself, I toggled to Hard mode for sportbike levels of tautness.
The adaptability of the suspension is a boon to riders who travel on all types of roads. While we appreciate fully adjustable manual suspensions, their settings are always a compromise. More problematic is that most riders don’t (or don’t know how to) properly adjust them to suit their weights and riding styles. With the GX, rear preload is automatically set without tools, and it can be increased to a stiffer setting if you prefer. Damping settings can also be increased or decreased from the presets to suit preferences, and it can all be done by a few button pushes while riding. Magic!
Less magical are a few aspects of the GX that come up a little short. The windscreen is adjustable to three positions but not without unbolting four screws, thwarting on-the-fly adaptability. Tool-less systems have been available on other bikes for more than a decade, so its absence here is annoying.
In the windscreen’s low setting, airflow is smooth up to 70 mph, but higher speeds induce head buffeting. Wind protection improves with the screen in its highest setting, but then it’s stuck there until you bring out the tools again. Digits are sheltered by handguards, but they’re not warmed without ordering heated grips from the accessory catalog. And while I’m feeling disappointed, I’ll note the lack of self-canceling turnsignals.
Ride On – And On | 2024 Suzuki GSX-S1000GX+
The idea of a sport crossover may seem odd, but it comes together nicely in the GSX-S1000GX+, which shines brightest by its capabilities to fulfill many roles. It’s docile and manageable in the city, and it’s reasonably comfortable and can carry a bunch of luggage on the highway. Open roads are quickly eaten up by superbike levels of power, and big speeds are shed by a competent set of Brembo front brakes and the security of cornering ABS.
The GX+ might induce sticker shock. Priced at $18,499, it’s the most expensive Suzuki you can buy. Price creep has affected similar Japanese bikes with IMUs and semi-active suspensions: Kawaski’s 567-lb Versys 1000 SE LT+ retails for $18,899, while Yamaha’s less powerful but lighter 492-lb Tracer 9 GT+ has a $16,499 MSRP.
Is the Suzuki $2,000 better than the Yamaha? We’ll report back to you in the springtime when the GX arrives in dealers and we can take them both on a tour for a comparison test. Both are likely contenders for our 2024 Motorcycle of the Year crown.
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.
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.
This week, during the EICMA show in Milan, Yamaha announced updated versions of the MT-09 and MT-09 SP naked sportbikes as well as returning models in several categories, including Hyper Naked, Sport Heritage, Sport Touring, Supersport, and Scooter.
2024 Yamaha Motorcycles: Hyper Naked
Born from the “Dark Side of Japan” design concept, Yamaha says its line of Hyper Naked MT models deliver aggressive street-focused styling and supersport-level capability. In addition to the updated MT-09 and MT-09 SP, the MT-03, MT-07, MT-10, and MT-10 SP return unchanged for 2024.
2024 Yamaha MT-03
The entry-level MT-03, with a liquid-cooled 321cc parallel-Twin with DOHC and 4 valves per cylinder, returns in Midnight Cyan or Matte Stealth Black for $4,999 MSRP.
The middleweight MT-07, powered by a liquid-cooled 689cc CP2 parallel-Twin with a crossplane-style 270-degree crankshaft, DOHC, and 4 valves per cylinder returns in Team Yamaha Blue, Midnight Cyan or Matte Raven Black for $8,199 MSRP
The MT-10, powered by a liquid-cooled 998cc CP4 inline-Four with a crossplane crankshaft, DOHC, and 4 valves per cylinder, returns in Midnight Cyan for $14,499 MSRP.
Yamaha says its Sport Heritage lineup offers equal parts street-conquering performance and standout retro-inspired style. It includes two cruisers and two roadsters.
2024 Yamaha Bolt
The Bolt R-Spec cruiser, which has an air-cooled 58ci (942cc) V-Twin, returns in Raven for $8,899 MSRP.
The XSR900, a larger retro roadster powered by a liquid-cooled 890cc CP3 inline-Triple with a crossplane-style crankshaft, returns in Heritage White for $10,299 MSRP.
The perfect tool for long-distance on-road adventures, Yamaha’s sport-touring motorcycles are designed to provide strong, torquey engines, advanced technology, and all-day comfort. In addition to the 2024 Yamaha Tracer 9 GT+, the open-class FJR1300ES, powered by a liquid-cooled 1,298cc inline-Four and equipped with electronic suspension (ES), returns in Cobalt Blue for $18,299 MSRP.
Yamaha’s line of high-performance R-Series supersport motorcycles are designed for the track as well as the street, combining high-revving engines, agile chassis, and distinctive styling.
2024 Yamaha YZF-R3
The entry-level YZF-R3, with a liquid-cooled 321cc parallel-Twin with DOHC and 4 valves per cylinder, returns in Team Yamaha Blue or Vivid White for $5,499 MSRP.
The middleweight YZF-R7, with a liquid-cooled 689cc CP2 parallel-Twin with a crossplane-style 270-degree crankshaft, DOHC, and 4 valves per cylinder, returns in Team Yamaha Blue, Raven, or Matte Gray for $9,199 MSRP.
The liter-class YZF-R1, powered by a liquid-cooled 998cc CP4 inline-Four with a crossplane crankshaft, DOHC, and 4 valves per cylinder, returns in Team Yamaha Blue or Raven for $18,399 MSRP.
Yamaha says its scooters are built for economical urban fun. Reliable, efficient, and offering motorcycle-inspired capability for handling everything from rush-hour commutes to weekend get-aways.
2024 Yamaha XMAX
The XMAX, powered by a liquid-cooled 292cc Single with SOHC and 4 valves, returns in Granite Gray for $6,199 MSRP.
The 2024 Suzuki GSX-S1000GX+ is a new “crossover” motorcycle that combines the engine performance and chassis of a sport-tourer with the upright stance and long-travel suspension of an adventure bike. Think of it as the love child of a GSX-S1000GT+ and a V-Strom 1050. It’s also a direct competitor for the BMW S 1000 XR, Yamaha Tracer 9 GT+ and Kawasaki Versys 1000 SE LT+.
The GSX-S1000GX+ features Suzuki’s first electronic suspension system, which is integrated into the Suzuki Intelligent Ride System (S.I.R.S.) electronics suite. Available in the spring of 2024, the GSX-S1000GX+ will retail for $18,499.
Sharing an engine with the GSX-S1000 sportbike and GSX-S1000GT+ sport-tourer, the GX+ is powered by a long-stroke 999cc in-line Four adapted from the GSX-R1000 K5 (2005-2008) and retuned to make it more suitable for the street. When we tested a 2022 GSX-S1000, it made 136 hp at 10,200 rpm and 73 lb-ft of torque at 9,300 rpm on Jett Tuning’s rear-wheel dyno. Camshaft profiles were revised to decrease lift and valve overlap in an effort to reduce emissions and improve rideability.
Equipped with throttle-by-wire and a six-axis IMU, the GSX-S1000GX+ features the most comprehensive Suzuki Intelligent Ride System (S.I.R.S.) electronics suite yet. It includes Suzuki Drive Mode Selector Alpha (SDMS-α) with three ride modes (Active, Basic, and Comfort) that have presets for throttle response, traction control, and suspension damping.
Developed by Showa, the new the Suzuki Advanced Electronic Suspension (SAES) combines the SFF-CATM inverted telescopic fork, BFRC-lite link-style rear shock, and electronic damping control with four modes (Hard, Medium, Soft, and a customizable User mode) as well as incremental adjustability. Spring preload is adjusted manually on the fork but electronically on the rear shock. There are several proprietary algorithms programmed into the SAES system, including Suzuki Floating Ride Control, Suzuki Velocity Dependent Control, and Suzuki Deceleration Damping Control, which are designed to improve ride quality and chassis stability.
The S.I.R.S. electronics suite also includes the five-mode Suzuki Traction Control System with wheelie control and Roll Torque Control (adjusts engine output during cornering), an up/down quickshifter, Smart Cruise Control (which can be used with the quickshifter), cornering ABS, rear lift mitigation, the Suzuki Easy Start System, and Low RPM Assist. Everything is managed via menus on the 6.5-inch color TFT display, which also controls the Suzuki’s mySPIN smartphone app to display maps, phone calls, contacts, and music.
Holding the GSX-S1000GX+ together is a GSX-R-derived twin-spar cast-aluminum frame and cast-aluminum swingarm, along with a tubular-steel trellis subframe. Suspension travel is 5.9 inches front and rear, which is more than the GSX-S1000GT (4.7/5.1 inches) but less than the V-Strom 1050 (6.3/6.3 inches). The taller suspension and lower footpegs increase the distance between the rider’s hip and foot by 0.6 inch, and seat height is 33.3 inches. For added comfort, the passenger seat is 1 inch wider and 0.4 inch thicker than the one on the GSX-S1000GT.
Up front, a pair of Brembo radial-mount monoblock 4-piston calipers squeeze 310mm discs, and at the rear is a Nissin 1-piston caliper squeezing a 240mm disc. Cornering ABS is standard.
Similar to its GT stablemate, the GSX-S1000GX+ has a sharply pointed front fairing with a pair of stacked LED headlights in the center and a pair of “cat eye” LED position lights. It also has angular side panels and radiator shrouds that match the sharply creased fuel tank, which holds 5.0 gallons of fuel. The wheels, engine, components, frame, swingarm radiator shrouds, low-slung exhaust pipe, handlebar, seat, and most of the side cases are finished in black. The front fender, front fairing, fuel tank, and top side case panels are finished in a dark Pearl Matte Shadow Green, which contrasts with the silver on the side panels and rear luggage rack and the gold fork tubes.
Touring amenities include standard handguards, a three-position windscreen, a rubber-mounted handlebar, a luggage rack that holds up to 13.2 lb, a pair of 25.7-liter side cases that hold up to 11 lb each, and a centerstand. Available accessories include heated grips, premium seats, a low seat (rider seat height 32.7 inches), small and large tankbags, axle sliders, frame sliders, billet levers, logoed tank pads, and tank protection foil.
We selected the Suzuki GSX-S1000GT+ as our 2022 Motorcycle of the Year, and the Yamaha Tracer 9 GT was our 2021 Motorcycle of the Year. We look forward to seeing how the GSX-S1000GX+ stacks up against the latest Yamaha Tracer 9 GT+ and Kawasaki Versys 1000 SE LT+.
Triumph has announced the 2024 Triumph Tiger 900 range, which includes the Tiger 900 GT, Tiger 900 GT Pro, and Tiger 900 Rally Pro, with each bike providing more of what the company says its customers have grown to love about the Tiger 900.
“Just like our latest generation Street Triple, while the Tiger 900 has had a big impact, we’re never happy here at Triumph to rest on our laurels,” James Wood, Triumph’s global product marketing manager, said at the unveiling of the new Tiger 900 lineup. “As a team, we’re always pushing forward on every key dimension, always looking to make it better.”
Triumph Chief Product Officer Steve Sargent also sang the bike’s praises.
“The Tiger 900 already has an excellent reputation as an award-winner and rally competitor, enjoying success against production motorcycles as well as purpose-built off-road machines,” he said. “In fact, the Tiger 900 Rally Pro was used by World Enduro Champion Iván Cervantes, securing champion titles at the Baja Aragón Rally, 1000 Dunas Raid, and Bassela Enduro in 2022. With such an impressive pedigree, we needed to set ourselves a high target to improve the new Tiger 900. We were focused on raising the game in the middleweight category all over again.”
Wood said the new Triumph Tiger 900 range will deliver “more performance, more capability, more all-day comfort, and more attitude.”
“Basically, a significant step up, all while maintaining and delivering that unique Tiger triple character and easy agile dynamic ride.”
Some of the changes to the range include a significant engine upgrade, higher peak torque, better fuel economy, new safety features, new instrumentation, a new rider seat, and a damped handlebar mounting system to provide more long-distance comfort.
Unique to Triumph, the T-plane crank engine with its 1-3-2 firing order and distinctive, raspy triple exhaust bark, has been further developed for the new Tiger 900 range.
Revisions to the liquid-cooled 888cc inline-Triple with DOHC and 4 valves per cylinder have resulted in a claimed power increase of 13%, taking the Tiger 900 from 93.7 hp to 106.5 hp. Triumph says this has been achieved while gaining more torque and tractability at low rpms. The increased power can be felt throughout the rev-range.
However, for this increase in power, the bikes have also seen a claimed 9% increase in fuel economy, which means less emissions. Wood said the Triumph Tiger 900 line is now above 60 mpg. With a 5.3-gal fuel tank, that gives an estimated 317-mile range.
“What’s really great about our Moto2 activity, and what we learned from the Moto2 racing, is that it doesn’t just benefit the roadsters and the super sports bikes,” he said. “We take that learning and we apply it across everything we do as a company, all the engines we design, and we’ve managed to take a lot of that learning to feed into the big changes we’ve made to the engine here and deliver this extra power but also the extra efficiency.”
Each new Tiger 900 model also benefits from a specific suspension setup, designed to meet the needs of the rider for each model. The GT is fitted with Marzocchi suspension with adjustable compression and rebound damping. The GT Pro also uses Marzocchi suspension. A fully adjustable fork is matched to an electronically adjustable rear suspension unit, which allows for easy preload adjustments at the touch of a button to suit riders traveling solo, with a pillion, or fully loaded. Both bikes feature 7.1/6.7 inches of travel front/rear. The Rally Pro uses Showa suspension, offering riders full adjustability and 9.5/9.1 inches of travel front/rear.
For stopping power, Brembo Stylema brake calipers are fitted to all three new Triumph Tiger 900 models, with 4-piston monoblock calipers grabbing twin 320mm discs up front and a single-piston sliding caliper and 255mm disc in the back.
The braking system automatically balances front and rear braking effort, working in harmony with the standard optimized cornering ABS system, to improve stability under hard braking while significantly reducing stopping distances.
The road-focused GT and GT Pro have cast aluminum alloy wheels (19/17 inches, front/rear), both shod with Metzeler Tourance Next tires, and the Rally Pro uses tubeless spoked wheels with a 21-inch front wrapped in Bridgestone Battlax Adventure tires.
The 2024 Tiger 900 features new active safety features to improve visibility on the road, including a new emergency deceleration warning system, which activates the hazard lights when braking rapidly and automatically deactivates when you pull away. In addition, new marker lights provide a prominent silhouette especially at night and in poor visibility.
In addition to ABS, optimized cornering traction control comes as standard across all three Tiger 900 models. Together with the throttle-by-wire, the level of assistance can be altered with four different standard ride modes: Road, Rain, Sport, and Off-Road. The GT Pro has an additional Rider Programable mode allowing fine tuning, and the Rally Pro has six modes total, with the extra Off-Road Pro mode disabling ABS and traction control completely.
All three Tiger 900 models have a slip/assist clutch, and the GT Pro and Rally Pro are also equipped with the Triumph Shift Assist system.
The My Triumph Connectivity System is now standard on all Tiger 900 models. Music, phone, and turn-by-turn navigation can all be accessed via the new 7-inch TFT display which is bonded to the glass for a crisp, nonreflective image. A tire-pressure monitoring system is also standard on both Pro models.
2024 Triumph Tiger 900: More All-Day Comfort
The Tiger 900 range has seats that redesigned for enhanced long-distance comfort while retaining the ease of movement for the rider to find their perfect ergonomic position. All models feature 0.88 inch of adjustability, for a seat height range of 32.3-33.1 inches on the GT and GT Pro, with a range 33.9-34.6 inches on the Rally Pro. An additional accessory option drops the lower end of those ranges by an additional 0.8 inch.
“When you combine that with that really nice narrow profile, it means that the distance of your legs actually have to travel to the floor is a lot smaller,” Wood said, “making this bike really nice and accessible to a wide range of people.”
A new damped handlebar mounting system creates a more comfortable ride, and the handlebar position on the Rally Pro has been moved back by 0.6 inch for improved seated comfort as well as rider control and bike agility in the standing position when riding off-road.
The windscreen has five settings spanning 2 inches, and heated seats and grips are standard for both Pro models.
2024 Triumph Tiger 900: More Attitude
Triumph says the Tiger’s styling and adventure-focused stance has been revised and sharpened. The new bodywork now has a cleaner, more integrated design that flows from the beak through the cockpit and into the side panels.
Three new paint schemes and graphics are available for each model. The GT and GT Pro are available in Snowdonia White as standard, with two premium paint options: Graphite and Sapphire Black and Carnival Red and Sapphire Black. The 2024 Triumph Tiger 900 GT starts at $14,995, and the Tiger 900 GT Pro starts at $16,895.
The Rally Pro is available in Carbon Black and Sapphire Black, with the option to upgrade to Ash Grey and Intense Orange or Matte Khaki Green and Matte Phantom Black. The 2024 Triumph Tiger 900 Rally Pro starts at $17,395.
Orders can be placed now at Triumph dealers, with bikes available from early 2024.
Accessories
Over 50 accessories and four accessory kits are available for the new Tiger 900 range. The fully loaded Performance accessory pack includes a brand new Akrapovič silencer, the first of several new exhaust systems developed in partnership with the company. With a lightweight titanium design with carbon end caps, the new silencer delivers a 2.2-lb weight saving and an even better sound. The pack also includes front and rear scrolling indicators with new marker light feature and billet machined adventure foot pegs.
The Protection Pack showcases key practical accessories, lower and upper engine bar kits, tank pad, sump guard, fork protectors, radiator guard, and for off-road, a headlight guard kit. The Trekker and Expedition packs provide two distinct, tailored luggage options for extended touring or off-road adventures.
BMW Motorrad has announced the release of two long-distance sportbikes for 2024. The updated 2024 BMW S 1000 XR offers increased engine power, improved ergonomics, design refinements, and expanded standard features. The new 2024 BMW M 1000 XR, which was first teased in June 2023 as a prototype, is a bike that BMW says is designed to “meet the highest demands, from dynamic riding on winding roads to long-distance touring and to time spent on track.”
The new S 1000 XR shares the S 1000 RR’s liquid-cooled 999cc inline-Four with DOHC and 4 valves per cylinder mated to a 6-speed gearbox, optimized Shift Assist Pro, and a slip/assist clutch.
Compared to its predecessor, claimed power has been increased by 5 hp to 170 hp as a result of the flow-optimized geometry of the intake runners and customized engine mapping. Peak power comes at the same 11,000 rpm, and the maximum torque generated also remains at 84 lb-ft at 9,250 rpm.
The S 1000 XR comes with Dynamic Traction Control, Dynamic Brake Control, Dynamic ESA, Dynamic Engine Brake Control, and Ride Modes Pro. Stopping power still comes from dual 4-piston fixed calipers grabbing 320mm discs up front and a single floating caliper and 220mm disc in the back. Integral ABS is standard, and Race ABS is linked to the ride modes. The 43mm inverted fork and rear shock have been optimized to provide a more sensitive and comfortable ride and they offer 5.9 inches of travel front and back.
From an ergonomic standpoint, the seat of the S 1000 XR has been completely redesigned. It now offers an extra 0.4 inch of seat height (33.5 inches) and provides more space by increasing the usable length and width of the seat, allowing for better adjustment of the seating position depending on the riding conditions. A total of three different seat heights are available. The handlebar clamp has also been redesigned.
The new S 1000 XR comes with an expanded standard equipment list, including Headlight Pro with an adaptive turning light. Keyless Ride and a 12 Ah capacity battery are also now standard features. Additionally, the new BMW S 1000 XR is equipped with a standard USB charging socket. Other updates include the standard Intelligent Emergency Call feature, the option to equip the S 1000 XR with the M GPS Laptrigger, and the availability of M Carbon wheels.
The new S 1000 XR also benefits from redesigned visual elements, including new side panels and air intakes on the rear section. Additionally, the radiator trim now has a textured surface, and the previously black-colored “beak” front fender is now painted in body color.
The 2024 S 1000 XR comes standard in Blackstorm Metallic 2, Gravity Blue Metallic, or Light White / M Motorsport starting at $18,190. It’s available with the optional Premium Package and M Package as well as numerous individual options and accessories.
2024 BMW M 1000 XR
At the end of 2018, BMW Motorrad introduced the M model range strategy for motorcycles and has been offering M special equipment and M performance parts since. The BMW M 1000 XR follows the M 1000 RR superbike and the M 1000 R roadster, introduced in 2020 and 2022 respectively.
“Based on the current S 1000 XR and S 1000 RR, the product substance of the M 1000 XR – M XR for short – has been tuned to meet the specific requirements of a long-distance sports bike,” said Dominik Blass, M 1000 XR product manager. “The riding dynamics speak for themselves, both on the country roads as well as on the track and on long-distance journeys.”
The new BMW 1000 XR uses the liquid-cooled 999cc inline-Four with DOHC, 4 valves per cylinder, and throttle-b-wire adapted from the M 1000 RR that makes a claimed 201 hp at 12,750 rpm and 83 lb-ft at 11,000 rpm. The M XR engine also uses BMW ShiftCam technology for an increase in torque and pulling power in the low and medium speed range with simultaneous gain in peak power. The new M XR engine offers almost the same high torque range in the lower and middle ranges as the previous S 1000 XR engine but with the same peak power as the RR. The engine is mated to a 6-speed gearbox with a slip/assist clutch.
In the rev range above 10,000 rpm, which is relevant for supersport riding as well as for use on the track, significant improvements have been made over the engine of the S 1000 R. In the range from 10,000 rpm to 12,000 rpm, noticeably more horsepower and torque, and thus acceleration power, is available.
Increased rear wheel pulling power in all gears is also provided by a shorter secondary gear ratio through the use of a sprocket with 47 teeth (compared to 45 teeth on the S 1000 XR). In addition, 4th, 5th, and 6th gear ratios are shorter compared to the S 1000 XR.
The M XR engine is also equipped with variable intake runners. The length of the intake runners is varied in two stages by a map-controlled servomotor mounted on the airbox. At a speed of 11,000 rpm, the short intake paths favorable for achieving maximum power are opened.
BMW Motorrad’s developers pursued the overriding goal of further enhancing the new M XR in terms of power and torque delivery compared to the S 1000 XR, while at the same time significantly reducing weight for the new exhaust system. It features two three-way catalytic converters and a more steeply angled titanium rear muffler with a carbon end cap.
The new M XR features four ride modes – Rain, Road, Dynamic, and Race – as standard, as well as the additional Race Pro 1, Race Pro 2, and Race Pro 3. The latest generation of the standard Dynamic Traction Control (DTC) with a 6-axis IMU and fine adjustment has four fixed basic settings for the respective riding modes, as well as the adjustable DTC wheelie function. In the Race Pro ride modes, fine adjustment (+/- Shift) is available.
As standard, the new M XR features three throttle maps that are linked to the ride. The newly added third throttle map – Direct Throttle Response – with a very steep gradient for particularly spontaneous response, is configurable in Race Pro modes. As a further component, Engine Brake mode in Race Pro modes offers adjustability of the engine drag torque in overrun mode.
The 2024 M 1000 XR also offers Launch Control for race starts, Pit Lane Limiter for keeping to given speeds in the pit lane, Brake Slide Assist when brake drifting, and Hill Start Control Pro for comfortably starting off on inclines.
The suspension and chassis of the new M XR are based on the S 1000 XR with the aluminum bridge frame as the centerpiece. It is a welded construction consisting of four gravity die-cast elements and integrates the engine, which is inclined forward by 32 degrees, as a supporting element. The frame was designed to transmit power directly to the engine structure via the shortest possible paths. The frame, known as the “Flex Frame” due to the optimal interaction of the main frame, rear frame, and swingarm, offers further advantages due to its very narrow design.
When designing the suspension of the new M XR, BMW says the aim was to realize both the best possible lap times on the track and an exceptional riding experience on country roads. The M XR features a 45mm inverted fork with an adjustable steering damper, an upper fork bridge with an elaborately milled-over handlebar clamp, and a more front-oriented black aluminum tubular handlebar with lasered “BMW M XR” lettering.
The new M XR is equipped with the electronically controlled Dynamic Damping Control (DDC) suspension as standard. The basic settings of the DDC are linked to the ride modes. In Rain and Road mode, the DDC’s tuning focus is on compliant damping and can thus be described as sporty-comfortable. The Dynamic mode is intended for very smooth roads, and in the Race mode, the basic damping is increased for track use. In the Race Pro modes, the individually adjustable Race DDC damping characteristic optimally supports track riding and provides an even firmer damper setting. DDC is also able to take into account how much load the bike is carrying, and a new feature of the M XR’s DDC is the additional adjustability of the fork preload. Suspension travel is 5.4 inches front and rear.
The fork legs have also been modified to accommodate the new M brake calipers. The M brakes were developed directly using the experience gained with the racing brakes on BMW Motorrad factory racing machines in the Superbike World Championship. The development of the M brakes incorporated all of BMW Motorrad’s previous findings, including those from customer sport and from the ABS track functions. Front braking comprises M-design dual 4-piston fixed calipers biting 320mm floating discs. At the rear wheel, a single-piston floating caliper in M design grabs a 265mm disc.
The new M XR is equipped with lightweight forged aluminum wheels as standard, with the very low weight M Carbon wheels (3.3 lb lighter) available as part of the M Competition Package.
In addition to drive and suspension technology, aerodynamics was also a key item in the specifications for developing the M XR, which was given winglets on the front side panels with the aim of achieving faster lap times on the track and the best possible riding stability at high speeds. The additional front wheel load that results from the winglets counteracts the wheelie tendency during acceleration, the traction control system has to regulate less, more drive power is converted into acceleration, and the rider achieves a faster lap time.
The 6.5-inch TFT instrument cluster of the new M XR is essentially the same as the M RR, with four screens. The Pure Ride screen provides all the necessary information for normal operation on the road, while the three Core screen displays are designed for the track and provide a corresponding range of information. In addition, the rev counter is displayed here both in analogue form (Core 1 and 2) and in the form of a bar graph (Core 3).
In addition to the digital display of speed, rpm, selected riding modes, settings for ABS Pro and DTC, as well as the menus, detailed information about vehicle dynamics, chassis behavior, etc. is available.
The electrics and electronics of the new M XR are based on the proven systems of the S 1000 XR. However, the M XR has a battery weighing only 2.8 lb. It also features a USB charging socket installed at the rear of the vehicle as standard, as well as electronic cruise control and heated grips.
The 2024 BMW M 1000 XR comes in Light White or Blackstorm Metallic starting at $24,990. Optional upgrades include the M Competition Package and various individual options and accessories.
I love riding and testing motorcycles. However, to do the latter, I have to make a 900-mile roundtrip from my home in southern Utah across the Mojave Desert to L.A. to swap test bikes. The most direct route is on Interstate 15, which is dull for long stretches, and weather can be a challenge. In January, there’s usually snow on the ground where I live; in July, temperatures soar well above 100 degrees in the desert. Another consideration is the type of bike. Doing the trip on a naked sportbike makes for a long, achy day. But I recently returned from Southern California on a 2023 BMW R 1250 RT, and the ride home gave me a good taste of the sport-tourer’s capabilities. It’s a bike I would gladly – and comfortably – ride 500 miles a day in any season.
Where Sport Meets Touring
Sport-touring bikes must serve two masters – they must deliver sport performance but they must also be comfortable enough to ride for long periods of time. The RT does both in spades.
The bike is powered by a liquid‑cooled 1,254cc boxer Twin with throttle‑by‑wire, a 6‑speed gearbox, and a slip/assist clutch. The engine makes a claimed 136 hp at 7,750 rpm and 105 lb‑ft of torque at 6,250. Adding ShiftCam, which varies valve timing and intake valve lift, to the mix meant that the R 1250 RT gave me the power I needed whenever I needed it.
With the frequent pace changes while navigating L.A. freeways, I could easily adapt to the flow of traffic without constant gear changes. There were several occasions when I accelerated quickly, got up to a comfortable speed, and was zipping along before realizing I was still in 4th or 5th gear without any complaint from the engine. Whenever I needed to overtake on a two‑lane, a quick twist of the throttle in 4th brought immediate response, turning 60 mph into 80‑plus before I knew it and leaving the other vehicle fading in my mirrors with plenty of passing time to spare.
And all this was in Road mode. The R 1250 RT, which has a base price of $19,695, comes standard with three ride modes – Road, Rain, and Eco – as well as Hill Start Control, Dynamic Traction Control (DTC), and full integral ABS Pro. Our test bike was equipped with the optional Premium, Comfort, and Dynamic packages, for an as‑tested price of $26,570. Among the equipment included in these packages is Ride Modes Pro, which adds Dynamic mode along with engine drag torque control (reduces slip at the rear wheel), Hill Start Control Pro (automatically engages the hill‑holding function), and Dynamic Brake Control (activates in the event of emergency braking).
In Dynamic mode, DTC kicks in later than the other ride modes, and throttle response is more direct. Road mode was sufficient for most riding, but Dynamic mode added to the enjoyment of riding through twisty sections of road like I-15 through the Virgin River Gorge and, closer to home, Utah State Route 14 through Cedar Canyon.
When it came time to reign in that power, twin 4-piston calipers and 310mm discs up front and a 2-piston caliper and 277mm disc in the back provided immediate response. The Telelever architecture of the front suspension, combined with the linked cornering ABS, means that when you need to shed speed fast, the bike remains composed and doesn’t suffer from excessive front end dive. Rather, it feels like the whole bike lowers, which is especially handy when cornering.
Our bike was equipped with Gear Shift Assist Pro, but from 1st to 3rd gear, I found the quickshifter a bit clunky. I experimented with a variety of rpms but could never quite find the sweet spot. However, it was seamless from 4th to 6th.
The R 1250 RT has a 10.25-inch color TFT panel offering anything you’d need – and then some – including connectivity and integrated navigation. When I was going through the owner’s manual before picking up the bike, I thought I’d have difficulty figuring out all the functions and settings, between the menu rocker button, Multi-Controller wheel (which goes up and down and side to side), and various menu hierarchies. However, once I was on the bike, it was surprisingly intuitive. I usually kept it on Pure Ride view, which fills most of the screen with the tach but also shows the gear indicator and speed in a nice big font (for us old guys), and in the top right corner, you can use the rocker button to switch through info functions such as tripmeter, range, odometer, and fuel gauge. A push of the Multi-Controller wheel allows for a customizable split‑screen view.
All lighting is LED, the turnsignals are self‑canceling, and the standard headlight adjusts for optimal lighting on straight stretches based on ride height sensors. Our bike was outfitted with the Adaptive Headlight feature, which also optimizes lighting in corners.
For all that sport performance, the R 1250 RT is also a touring bike, and since my favorite person to tour with is my wife, I took her out for a spin to get her impressions.
When she climbed aboard, the optional Dynamic Electronic Chassis and Suspension Adjustment automatically adjusted the rear shock’s preload. It will also account for the added weight of gear in the saddlebags. The semi-active suspension has two modes – Road and Dynamic – for general-purpose or sporty riding, and in both modes, the system adjusts damping in real time to keep the chassis stable under acceleration, braking, and other conditions.
With a curb weight of 615 lb, the RT is not a light bike, and the whole package gets heavier when you add a rider, passenger, and gear, so Hill Start Control Pro came in handy when stopped on inclines. I’m pretty used to my heavy cruiser, so I didn’t have any problems pushing the BMW around, but a reverse feature would be useful.
Whether slaloming through the Virgin River Gorge or overtaking cars on the freeway, the RT runs so smooth – a quality my wife appreciated – that you can quickly find yourself going…well, too quickly. Cruise control is a good way to self-impose a speed limit. In addition to the standard Dynamic Cruise Control, which holds a set speed on descents, our bike had the optional Adaptive Cruise Control that uses a radar sensor to detect vehicles in front and adjust speed accordingly. It can be set to three distance ranges – short, medium, or long – that determine the distance behind other vehicles before the bike decelerates. The system has two settings – Comfortable or Dynamic – that affect deceleration and subsequent acceleration when the path is clear again.
The electric windscreen is another feature my wife and I appreciated. She said it provided a good bit of protection for her. I’m just shy of 6-feet, and if I sat very upright, the wind caught the top of my helmet. In a more relaxed riding position, it was quiet enough that I could clearly hear the music from the bike’s dual speakers while wearing my full-face helmet, even at 85 mph, although I needed to have the volume turned up all the way. However, with the windscreen down, I might as well not have been playing music at all. Connecting a headset would be the ideal solution.
The seat is something else that got high marks from both of us. She appreciated the width and cushiness, and I appreciated the ride duration it provided. When returning the bike, I rode for almost three hours before stopping – an easy feat for the bike’s 6.6-gallon fuel tank – and I felt just fine. The only thing my wife didn’t like was the lack of something behind her. Most of her riding has been on my cruiser with a backrest. BMW has an accessory top case that would provide some reassuring support.
You’ve Come a Long Way
In 1978, BMW Motorrad introduced its first Reise‑Tourer, or “travel tourer,” the R 100 RT. It was powered by the 980cc /7 “Airhead” boxer Twin, had a full fairing adapted from the R 100 RS, and had Krauser-made saddlebags that looked like black suitcases.
In the 45 years since, the RT has come a long way. Engine displacement has grown by 274cc, power has increased from 70 hp to 136, liquid cooling has been adopted, and innovations such as the Telelever, Paralever, and ShiftCam have been added along with a full suite of electronic rider aids.
The RT has always been a solid, comfortable, reliable touring machine, but over the years it has evolved into a sophisticated, exciting sport-tourer. Solo or two‑up, with a light or heavy load, the R 1250 RT is a highly capable and thoroughly enjoyable motorcycle. When the time came, it wasn’t easy to part with.
2023 BMW R 1250 RT Specs
Base Price: $19,695
Price as Tested: $26,570 (Premium, Comfort, and Dynamic packages)
Now in its fourth generation since the FJ-09 debuted for 2015, the 2024 Yamaha Tracer 9 GT+ sport-tourer has been updated with an eye toward refinement and sophistication.
The ‘+’ added to the model name this year brings with it a host of upgrades: a new millimeter-wave radar that continuously measures distance to vehicles ahead and enables adaptive cruise control and a world-first radar-linked Unified Brake System, integrated ride modes, the next generation of the KYB Actimatic Damper System (KADS) electronic suspension, an updated quickshifter, a new 7-inch TFT display with simplified menus, new switchgear, and integration with the Yamaha MyLink and Garmin Motorize smartphone apps.
Rider’s Editor-in-Chief Greg Drevenstedt logged 1,400 miles for our road test and he had this to say: The Yamaha Tracer 9 GT+ gets a big gold star for being a fantastic, well-rounded, well-sorted sport-tourer. Although its $16,499 MSRP is $1,500 above that of the previous model, the GT+ offers a level of technological sophistication that isn’t available on another motorcycle priced less than $25,000.
Watch the video below to see the Tracer 9 GT+ in action and read our full review.