New to the U.S. market for 2025, the Honda NT1100 DCT sport-tourer is based on the Africa Twin platform, is only available with Honda’s Dual-Clutch Transmission in the U.S., and is powered by a 1,084cc parallel-Twin that makes 101 hp and 86.2 lb-ft of torque. It includes five riding modes, Selectable Torque Control, ABS, dual radial-mounted front brakes, and a 6.5-inch TFT display with Apple CarPlay.
We took the new NT1100 DCT on a spirited ride along canyon roads from Costa Mesa to Borrego Springs in California, testing the bike’s features, handling, and performance. From the Dual-Clutch Transmission and high-revving engine to the Showa SFF-BP fork and adjustable windscreen, there’s a lot to say about this sport-tourer. In this video review, Quinn Redeker shares his honest thoughts and impressions.
The Buell SuperTouring sport-tourer, designed to offer high levels of both performance and comfort, enters production this fall.
The Buell SuperTouring sport-tourer will begin production this fall, with pre-orders coming available on July 1. According to Buell, the SuperTouring is designed to offer thrilling performance along with comfort for touring solo or two-up.
More details will be announced closer to production. So far, we know the SuperTouring will offer a claimed 185 hp and 102 lb-ft of torque and have a wet weight of 439 lb. It’ll include Buell’s Fuel in Frame design as well.
Also included are dual-disc Brembo front brakes with EBC rotors, Fox suspension and a steering stabilizer, and a custom Saddlemen seat designed for two-up riding. The bodywork will be made of carbon fiber, the tires will be Dunlop Sportmax Q5As, and the Buell footpegs are redesigned for better grip and are placed to allow good legroom without compromising cornering clearance.
“We are beyond excited to release the Buell SuperTouring shortly ahead of the Super Cruiser,” said Bill Melvin, Buell Motorcycle Co. owner and CEO. “It is a big year for Buell; we are back and excited to see our team’s hard work and dedication come to fruition.”
Customization options will include a secondary exhaust and 36-liter saddlebags for $1,500, cut tips with the bags for $2,000, and a quickshifter for $495.
MSRP for the Buell SuperTouring is $23,995, and Buell is offering an exclusive early-bird discount for customers who wish to pre-order the bike. Running from July 1 to Aug. 31, pre-order deposits are $1,000 and grant the customer a discount pricing of $22,495. Starting Sept. 1, orders will be open to the general public at MSRP. Buell says pre-orders will be fulfilled first once production starts, and the SuperTouring will be available in the U.S. and Canada to start, with plans to extend to other markets in the future.
Visit the Buell website for more information and to place a pre-order. We’ll release more details as they become available, and you can sign up for our enewsletter to catch all of Rider’s motorcycle news and reviews.
The 2025 Honda NT1100 DCT is a new-to-the-U.S. sport-tourer derived from the Africa Twin. (Photos by Simon Cudby)
First thing’s first: Although the 2025 Honda NT1100 DCT is new to the U.S. market, Honda introduced this platform in Europe in 2022. So while this motorcycle is “new” to you and me, it’s not “first-model-year-glitches” new. By the time I got my sticky little fingers on it, Honda had already sold over 12,000 NT1100s, giving them ample time to work out whatever little niggles this platform had since its introduction. That’s important, because while my two-day test ride doesn’t speak to long-term reliability, thousands of units sold over three years surely does.
The only color option is Pearl Hawkeye Blue. The panniers (32L right, 33L left) are accessories. An accessory top case is also available.
I should also mention that the U.S. model will only be available with a 6-speed automatic Dual Clutch Transmission. That means there is no clutch lever or shift lever like your cool neighbor Bob might be familiar with. Sure, as a manual clutch guy since I was 9 years old, I was initially a little nervous about spending two days with a DCT, even though it’s been available on various Honda products since 2010, with hordes of motorcycle faithful waving off a traditional clutch system ever after. But I gleefully abandoned any concerns precisely two minutes into the ride, and so will you. More on that later.
The NT1100 DCT is powered by a 1,084cc parallel-Twin that makes 101 hp and 86.2 lb-ft of torque. As the model name implies, all U.S. models are equipped with a 6-speed automatic Dual Clutch Transmission.
Once I geared up and swung my leg over the NT1100, I noticed it felt a bit taller, slimmer, and lighter than other sport-tourers I’d ridden in the past. As a former motor officer, I’ve spent substantial seat time on the Honda ST1300, Kawasaki Concours 14, Yamaha FJR1300, and BMW models from the 1150RT-P up to the current 1250RT-P. Compared to those, the NT1100 is most definitely less imposing, say more along the lines of the Africa Twin, from which this platform is derived. The bar placement is a little higher and wider than the above-mentioned sport-tourers, the 5.4-gallon tank feels comparatively narrower between my legs, and the five-position manually adjustable (one hand does the trick) windscreen seems far smaller. That said, I also noticed my legs tuck in nicely inside the bodywork, the grips are heated, and the seat is thick and wide, with almost 3 inches of padding. These are just a few signs that the NT1100 had touring on the brain when it was born.
The windscreen is adjustable for height/angle over five positions. Wind deflectors between the windscreen and fairing are standard.
Upon firing the 1,084cc parallel-Twin Unicam motor to life, I was rewarded with a smooth but somewhat grunty undertone at idle. I also noticed a lack of vibration or engine chatter that sometimes accompanies motors that make themselves known at standstill. This has to do in large part with the fact that the engine uses biaxial balance shafts, which substantially knock down unwanted vibrations at all rpm, including idle. This balancing act has the added benefit of allowing Honda to solid mount the motor for better chassis rigidity. I appreciated the responsive yet friendly voice of the 101 horses as I blipped the throttle-by-wire while waiting impatiently to unpack the 86.2 lb-ft of torque trapped inside the compact but cozy NT1100.
To shift or not to shift (manually), that is the question.
The DCT offers three different riding experiences. I could select D for Drive, which would do it all for me, enabling automatic upshifts and downshifts while keeping comfort and fuel economy in mind. I could select S for Sport, and the ECU would let the engine rev a little higher before upshifts and would cause downshifts to occur a bit higher in the rev range for added engine braking. Or I could select MT for Manual Transmission, putting me in complete control of shifting via triggers next to the left-hand grip. After rereading my horoscope, I decided on the closest option to a traditional clutch system and selected MT.
The right switch cluster has a kill switch, DCT controls, and cruise control.
Upon making my selection and pushing the button, I noted an immediate and direct mechanical engagement into 1st gear. There was zero “clutch creep” or any indication the motorcycle wasn’t safe and controlled under me, but just in case, my friendly neighborhood Honda man advised me that the NT1100 comes with an emergency brake, a physical lever you throw (mounted on the handlebar and using a dedicated rear caliper) that prevents the bike from rolling if you’re on an incline. This includes every time you shut the bike off, because it automatically goes into neutral and can roll on the slightest of inclines. It sounded odd, but after setting the E-brake a few times, I decided I liked it. Simply put: It’s foolproof and, without question, I am a fool.
The NT1100’s parallel-Twin delivers power in a smooth, direct manner.
As I rolled on a small amount of throttle, I was rewarded with immediate forward thrust. Yes, it was smooth and controllable for sure but very direct, with no unnecessary slipping or driveline slop. Once I hit the street and accelerated, the motor pulled impressively from down low all the way through to redline, which I hit almost immediately due to my failure to shift gears. Turns out the bike still needed me to remain engaged and participatory in the shifting process, so I began using my left index finger and thumb to click through the gears, forgetting all about the lack of a clutch or toe shift lever thereafter. Old dogs can learn new tricks.
A 6.5-inch touchscreen TFT display is paired with a lower LCD panel. Wireless Apple CarPlay and Android Auto connectivity is standard.
Over the course of the next hour of riding, I began playing with the five riding modes via easily accessible switches on the left grip cluster. Once I made my selection and visually confirmed it on the 6.5-inch TFT display, the power delivery, engine braking, and ABS intervention were immediately altered. This on-the-fly adjustability, coupled with my ability to play with Selectable Torque Control, meant I had a mild-to-wild option at the push of a button. But because the NT1100 was so composed even in its wildest setting (and the weather was flawless), I chose to minimize intervention and maximize power output.
The NT1100 rolls on Metzeler Roadtec sport-touring tires, and a pair of Nissin 4-piston radial calipers handle braking up front.
When it came time to scrub in the new 17-inch radial Metzeler Roadtec tires (and footpeg feelers) on the miles and miles of twisties between Costa Mesa and Borrego Springs, California, the motor really showed me what all the fanfare was about. It didn’t matter how I ate up the tarmac. In some areas I would lug the motor from point to point, and other places I would pin the throttle, hold the gear, and stretch the rev ceiling to the moon waiting for my next turn point. The engine didn’t care; it was equally potent in either situation. And I never got caught off guard when I hustled past the landscape. When I twisted the throttle, I received perfectly metered power pulses, and the more I twisted, the more I got.
The left switch cluster seems overwhelming at first, and I often hit the downshift button when trying to toot the horn, but I soon got the hang of what to push when.
And do you remember how I mentioned I was all about the Manual Transmission mode for the DCT because I wanted to oversee all the shifting action? Well, the whole damn system worked so exceedingly well that I ended up just leaving it in Drive mode and generating an up- or downshift with my fingers when I decided I wanted a slightly different gear. And just like the Drive mode, I could set the DCT to Sport mode and still manually override the current gear by the push of a button. In short, no matter what mode I was in, I was still in charge and able to fine-tune adjustments to my gearing at any point. Could I just set it and forget it and have it do everything for me? Sure, but it took my ego a few miles of manual mode to finally let that happen.
For the police-style riding I do at competitions, I rely on the clutch A LOT. I had to adapt my style to the no-clutch-lever DCT during slow-speed maneuvers.
Where this DCT does require a rethink is in slow-speed tight environments where you would normally slip your clutch to modulate your speeds, like tight U-turns or slow-speed cone riding. With this system, I found I needed to drag the rear brake a bit and apply gentle throttle to get things done. The brake became the modulator of my momentum, while the throttle provided the needed power to the driveline. I did tight full-lock figure-eight patterns using this approach, and it’s doable in small doses.
Adding a set of color-matched panniers will set you back $1,195.88: the panniers are $779.95, the panier mount kit is $164.95, the pannier color panel kit is $209.08, and the 1-key inner cylinder set (which keys the bags to the ignition key; two are required) is $20.95 x 2.
If I had to pick an unsung hero on my ride, it would most definitely be the twin radial-mounted front brakes that worked beautifully everywhere. They were strong and fade-free and maintained good power and predictable modulation at all application points. Most notably, I didn’t suffer any unneeded intrusion from the ABS, which was a big relief when I pushed into threshold braking.
The 43mm inverted Showa Separate Function Fork-Big Piston is adjustable for spring preload only. I found the fork under-sprung, even with preload cranked all the way up.
Unfortunately, as sublime as the brakes were, they revealed a significant amount of front-end dive in the Showa SFF-BP fork. With one fork tube handling compression and the other rebound, I found the fork to be under-sprung when the speeds picked up and I began making quick direction changes. Even after I grabbed a flathead screwdriver and set the preload adjuster to max, they still felt too soft for my liking. That said, the non-adjustable compression and rebound settings did a good job of helping keep the fork somewhat planted when they rapidly moved through their range of motion.
The Honda NT1100 has the right ergonomics for a sport-tourer: an upright seating position, a comfortable reach to the bar, and ample legroom.
As for the rear shock, I was able to stiffen the bike up a bit and settle it back down all with a spin of a preload knob, with a range of adjustability that should suit two-up rides without issue. I would rate the suspension a solid B (an A if you dropped in a higher-rate spring in the fork) because for all the unwanted fork dive I’m whining about, the NT1100 dropped into corners willingly, tracked through mid-corners predictably, and maintained stability and traction upon corner exit, all the while remaining comfortable and composed on long stretches of highway.
Other things I noted while at speed, in no particular order: The windscreen is, in my opinion, far too small for meaningful touring. I experienced significant buffeting in all positions and speeds. No, it’s not a deal breaker, but I’d plan to step up your paper route and buy a bigger option when it becomes available. And the TFT touchscreen display looked and worked beautifully, allowing me to keep my gloves on the entire time I operated it.
The Honda NT1100 is a smooth operator.
What wasn’t as easy to operate was the turnsignal, because most times I made the attempt, I inadvertently hit the DCT paddle located directly underneath it and facilitated an unwanted downshift. I must have bumped it 20 times over two days of riding. Not great.
On the technology side, I appreciated accessing the USB-A port to keep my phone charged while I connected to the wireless Apple CarPlay (Android Auto is also standard). And while I seamlessly engaged the cruise control and it worked as advertised, I ended up shutting it off because it’s not an adaptive system that adjusts my speed and following distances, so I got tired of continuing to readjust it.
Yes, the NT1100 has chain final drive. All you shaft lovers can add your complaints below.
My overall opinion of this motorcycle is highly favorable. With an MSRP of $11,899, you get a wonderful do-it-all motorcycle with Honda reliability. That’s tough to beat. And for the relatively low additional cost of a larger windscreen and a fork spring swap, I could (and would) take this motorcycle just about anywhere my idiot friends decided we should go. Does it have all the power, comfort, adjustability, technology, and cache of more expensive motorcycles? No, but I’d venture that if you fancy yourself a mile-munching motorcyclist, it won’t matter much to you. The 2025 Honda NT1100 will go as long and far as you dare, with enough creature comforts to help compensate for the fact that the brain might still feel 12 years old but the body surely does not.
2025 Honda NT1100 DCT in Pearl Hawkeye Blue with accessory panniers
2025 Honda NT1100 Specs
Base Price: $11,899
Price as Tested: $13,095 (panniers, pannier mount kit, pannier color panels, lockset)
This 2026 motorcycle buyers guide highlights new or significantly updated street-legal models available in the U.S. As with previous buyers guides, we will also include 2027 teasers as soon as manufacturers let us know about them. We will continually update this guide as new models are available, so be sure to bookmark this page and check back often.
Organized in alphabetical order by manufacturer, our guide includes photos, pricing, key update info, and links to first looks or – when available – Rider‘s first rides, road tests, and video reviews of the motorcycles.
2026 BMW R 12 G/S
2026 BMW R 12 G/S in Light White
Inspired by the BMW R 80 G/S of the 1980s, the new 2026 BMW R 12 G/S puts an off-road spin on the existing R 12 roadster. Its engine remains the same air-/oil cooled, 1,170cc boxer with DOHC, and it comes with a 6-speed and shaft drive. Also carrying over from the R 12 family is the one-piece tubular bridge steel frame, with a tubular steel rear frame bolted on. The R 12 G/S’s footpegs are positioned under the flat solo seat and the aluminum tube handlebar is positioned high and close to the rider, and standard seat height is 33.9 inches. The G/S rides on 21-inch front and 17-inch rear cross-spoke wheels, and suspension is fully adjustable with 8.3 inches of travel up front and 7.9 inches in the rear. Ground clearance is 9.4 inches. The bike includes ABS Pro, three ride modes, Engine Drag Torque Control, traction control, full LED lighting, a round instrument display, and a 12V socket.
The 2026 BMW R 12 G/S comes standard in Night Black Matte with an MSRP of $16,395. The nostalgic Light White paint option includes G/S graphics and a red seat, and the Option 719 Aragonit option includes Sand Rover Matte / Racing Red Matte / Mineral Gray Metallic Matte paint.
Replacing the BMW R 1250 R is the new 2026 BMW R 1300 R. It receives the same updated 1,300cc liquid-cooled boxer as the R 1300 GS. Displacement is increased from 1,254cc to 1,300cc. Horsepower is increased from 136 hp to 145 hp at 7,750 rpm, and peak torque is increased from 105 lb-ft to 110 lb-ft at a slightly higher 6,500 rpm. The new powertrain has a weight savings of 14 lb compared to the previous one. The sheet-metal steel frame is also new and is said to offer higher levels of stiffness and a more compact package than the previous frame. The previous tubular-steel subframe is replaced with a die-cast aluminum unit. Ergonomics are updated for a sportier, more aggressive riding position. Slightly rear-set footpegs and a flatter handlebar position the rider farther over the front wheel for improved front-end feedback. Standard seat height on the base model is 30.9 inches. Also new is a 47mm inverted telescopic fork and revised EVO Paralever suspension. Ride modes include Rain, Road, and Eco as standard, and engine Drag Torque Control, Dynamic Traction Control, and Integral ABS Pro are standard.
The base 2026 BMW R 1300 R is available in Snapper Rocks Metallic. The Exclusive variant features Racing Blue Metallic, the Performance variant comes in a Lightwhite color, and the Option 719 Kilauea variant has a Blackstorm Metallic color. Pricing starts at $16,595.
The 2026 BMW R 1300 RS sport-tourer is updated with a more powerful engine, revised styling, more aggressive ergonomics, a new chassis, and more – all aimed to make the machine sportier than its predecessor. The engine is the same updated liquid-cooled 1,300cc boxer as in the R 1300 R above, making 145 hp and 110 lb-ft. Ride modes include Road, Rain, and Eco as standard, with Eco working in collaboration with BMW ShiftCam technology to maximize range. The sheet-metal steel frame is also new and is said to offer higher levels of stiffness and a more compact package than the previous frame. The previous tubular-steel subframe is replaced with a die-cast aluminum unit. Rear-set footpegs and a flatter handlebar position the rider farther forward over the front wheel. The handlebar is also 1.4 inches wider than before. Seat height is 31.1 inches. Also new is a 47mm inverted telescopic fork and revised EVO Paralever suspension, offering 5.5 inches of travel up front and 5.1 inches in the rear.
The BMW R 1300 RS comes standard in Racing Blue. The Style Triple Black variant includes Black Storm Metallic paint. he Option 719 Cuyamaca variant comes in Brooklyn Gray Metallic paint, and the Style Performance option comes in Light White. Pricing starts at $16,995.
The 2026 BMW R 1300 RT is updated to make it even more capable and comfortable for long-distance touring. The engine is the same updated liquid-cooled 1,300cc boxer as in the R 1300 R above, making 145 hp and 110 lb-ft. Ride modes include Road, Rain, and Eco as standard. The frame has been updated to a new steel sheet metal unit, said to offer more stiffness than the previous frame. Also new is an aluminum lattice tube subframe, which also allows two-stage seat height adjustment for the rider’s seat and longer, more comfortable seats for both rider and passenger. Suspension is upgraded with electronically adjustable EVO Telelever and EVO Paralever systems, offering 5.9 inches of front travel and 6.2 inches in the rear. New 17-inch cast-aluminum wheels shave 3.0 lbs compared to the previous wheels. Fully Integral ABS Pro comes as standard. As standard, the RT also comes with two 27-liter saddlebags that have been redesigned to fit more closely to the motorcycle without sacrificing passenger legroom.
The 2026 BMW R 1300 RT base model comes in Alpine White with Mineral Gray Metallic Matte. The Style Triple Black comes with Black Storm Metallic paint, the Style Impulse version is in Racing Blue Metallic paint, and the Option 719 Camargue option comes in Blue Ridge Mountain Metallic paint. Pricing starts at $22,495.
Limited to only 1,200 units worldwide, the new 2026 Triumph Speed Triple 1200 RX takes the updated 2025 Speed Triple 1200 RS to the next level. The clip-ons are 2.71 inches lower and 2.04 inches farther forward than on the RS, while the footpegs are 0.57 inch higher and 1 inch farther rearward to create a more focused riding position. Complementing the RS’s new Öhlins SmartEC3 semi-active electronic suspension, the RX receives an integrated Öhlins SD EC steering damper. The RX also received a new Akrapovič muffler with a titanium outer wrap and mounting bracket and a carbon fiber endcap and exhaust valve cover, finished with a laser-etched Akrapovič logo. The upgraded performance seat features an embossed RX logo. All other components are carried over from the Speed Triple 1200 RS.
The 2026 Triumph Speed Triple 1200 RX comes in Triumph Performance Yellow and Granite with an MSRP of $21,495.
Due to the popularity of the 2025 Special Edition model, Triumph has announced a 2026 Triumph Trident 660 Special Edition version with new colors. Compared to the 2025 Special Edition, the 2026 version will also benefit from the model’s updates announced for the 2025 model year, including optimized cornering ABS and traction control, the Triumph Shift Assist up/down quickshifter, cruise control, and Sport ride mode to join previous Road and Rain modes. Finally, the Showa 41mm inverted fork was upgraded to a Separate Function Fork-Big Piston version. The 2026 model retains the 2025’s special Cobalt Blue and Diablo Red highlights, along with the ’67 race number graphic on the tank, but the white of the previous model is swapped for glossy Sapphire Black paint for the new edition. Diablo Red wheels, a flyscreen with graphic details, and sculpted belly pan are also included.
The 2026 Triumph Trident 660 Triple Tribute Special Edition will be available starting at $8,745.
The 2026 BMW R 1300 RS sport-tourer is updated with a more powerful engine, revised styling, more aggressive ergonomics, a new chassis, and more – all aimed to make the machine sportier than its predecessor.
The 6.5-inch TFT display offers smartphone connectivity.
The updated liquid-cooled boxer engine can also be found in the R 1300 GS, R 1300 R, and R 1300 RT. It gets a bump in displacement from 1,245cc to 1,300cc with a larger bore of 106.55mm and a shorter stroke of 73mm. The compression ratio increased from 12.5:1 to 13.3:1. The new engine gets a boost of 9 hp to a peak of 145 hp at 7,750 rpm, and torque is increased by 5 lb-ft to 110 lb-ft at 6,500 rpm. Despite the engine being more powerful than before, it weighs 8.6 lb less than the outgoing model’s and retains the same fuel consumption.
2026 BMW R 1300 RS Option 719 Cuyamaca
Ride modes include Road, Rain, and Eco as standard, with Eco working in collaboration with BMW ShiftCam technology to maximize range. The optional Riding Modes Pro package includes Dynamic and Dynamic Pro modes. As standard, the RT comes with Engine Drag Torque Control and Dynamic Traction Control. The optional Riding Assistant includes Active Cruise Control and Front Collision Warning.
The Style Triple Black, Option 719 Cuyamaca, and Style Performance variants all come with an embossed passenger seat.
Also available as an option, Automated Shift Assistant eliminates the need for the rider to operate the clutch at all, providing a fully automatic drive mode. Riders can switch between manual and automatic shifting modes as desired.
The sheet-metal steel frame is also new and is said to offer higher levels of stiffness and a more compact package than the previous frame. The previous tubular-steel subframe is replaced with a die-cast aluminum unit. BMW claims that the more compact powertrain and chassis concentrate mass toward the center of the bike for improved handling and more neutral riding dynamics.
2026 BMW R 1300 RS in Racing Blue
Ergonomics were updated to create a sportier riding position. Rear-set footpegs and a flatter handlebar position the rider farther forward over the front wheel. The handlebar is also 1.4 inches wider than before. Seat height is 31.1 inches, and customers can choose optional Sport seats or Comfort seats for rider and passenger.
Also new is a 47mm inverted telescopic fork and revised EVO Paralever suspension, offering 5.5 inches of travel up front and 5.1 inches in the rear. The base model comes with semi-active electronic Dynamic ESA, and Dynamic Suspension Adjustment is available as an option. DSA combines dynamic front and rear adjustments with corresponding spring rate adjustment based on the selected ride mode and riding conditions.
New LED headlights appear smaller than before.
The optional sports suspension, available on the Style Performance variant, includes a longer fork and rear shock to increase ground clearance and lean angle and raises seat height by 0.4 inch.
The BMW R 1300 RS receives new 17-inch cast-aluminum wheels weighing 3 lb less than the previous wheels. Brakes include dual 310mm front discs paired with radial-mounted 4-piston calipers and a single 285mm rear disc with 2-piston caliper. Fully Integral ABS Pro and Dynamic Brake Control are standard.
2026 BMW R 1300 RS Style Triple Black
Styling has been updated to create a sportier, more aggressive appearance, featuring a full fairing broken by cut-outs and recesses and a visually smaller LED headlight. The 6.5-inch TFT screen features smartphone connectivity, and 12V and USB-C sockets are included. The optional GPS Prep feature is now electronically lockable and allows quick attachment of a navigation device. Intelligent Emergency Call comes as standard.
BMW offers a wide range of options for the R 1300 RS. In addition to the options already mentioned, riders can also choose heated grips and seats, saddlebags, a top case, a tankbag with tank ring mount, a high windshield, and more.
The switchcube controls the instrumentation and other functions.
The BMW R 1300 RS comes standard in Racing Blue. The Style Triple Black variant includes Black Storm Metallic paint, an engine spoiler, a dark chrome plated rear silencer, and embossed graphic on the passenger seat.
The Option 719 Cuyamaca variant comes in Brooklyn Gray Metallic paint and includes a painted seat insert, an embossed graphic on the passenger seat, dark chrome plated rear silencer and exhaust, and Option 719 badge, Milled Pack Shadow, and Sport wheels.
2026 BMW R 1300 RS Style Performance
The Style Performance is the most fully equipped option. It comes in Light White paint and includes Sport suspension, a gold fork, a red rear shock, a Sport short handlebar, Sport shorthand levers, DTC-Shift and Sport screens, adjustable footpegs, the Sport rider seat and passenger seat, Sport tires, Desing Option wheels, and dark chrome plated silencer and exhaust.
Alongside the BMW R 1300 R and R 1300 RS, the BMW R 1300 RT sport-tourer has been redesigned for 2026 and includes a more powerful engine, updated styling, improved ergonomics, a new chassis, and more. The goal of the changes to the RT was to make it even more capable and comfortable for long-distance touring.
The design of the front end reduces visual weight compared to the previous model.
As with the R 1300 GS, the liquid-cooled boxer in the R 1300 RT is increased from 1,245cc to 1,300cc with a larger bore of 106.5mm (previously 102.5) and a shorter stroke of 73mm (previously 76), with a compression ratio of 13.3:1 compared to the outgoing model’s 12.5:1. Horsepower is increased from 136 hp to 145 hp at 7,750 rpm, and peak torque is increased from 105 lb-ft to 110 lb-ft at a higher 6,500 rpm. Redline is 9,000 rpm. The updated engine weighs 8.6 lb less than the outgoing model, and the entire powertrain weighs 14.3 lb less. Fuel consumption remains the same despite the increase in power.
2026 BMW R 1300 RT in Impulse with Racing Blue Metallic paint
Ride modes include Road, Rain, and Eco as standard, with Eco working in collaboration with BMW ShiftCam technology to maximize range. The optional Riding Modes Pro package includes Dynamic and Dynamic Pro modes. As standard, the RT comes with Engine Drag Torque Control, Dynamic Traction Control, and Dynamic Cruise Control.
Available as an option, Automated Shift Assistant removes the need for the rider to operate the clutch at all, providing a fully automatic drive mode. Riders can select either manual or automated shifting, and the automated shifting mode adapts gear shifts based on the riding style.
The frame has been updated to a new steel sheet metal unit, said to offer more stiffness than the previous frame. Also new is an aluminum lattice tube subframe, which also allows two-stage seat height adjustment for the rider’s seat and longer, more comfortable seats for both rider and passenger. Suspension is upgraded with electronically adjustable EVO Telelever and EVO Paralever systems, offering 5.9 inches of front travel and 6.2 inches in the rear. New 17-inch cast-aluminum wheels shave 3.0 lbs compared to the previous wheels.
Optional electronic Dynamic Chassis Adjustment includes the returning Dynamic Suspension Adjustment features alongside two new rider-selectable riding positions, one designed to maximize stability and the second providing easier steering and handling.
The optional topcase is available for the Triple Black, Impulse, or Option 719 variants.
Brakes include dual 310mm front discs mated to 4-piston radially mounted calipers and a 285mm rear disc with a 2-piston caliper. Fully Integral ABS Pro comes as standard and activates both front and rear brakes whenever one is used, optimized for each riding mode.
The position of the footpegs and seat has remained the same as the previous model, but the new BMW R 1300 RT features a revised handlebar position to create a more active riding position. The bar is now farther forward, wider, and less swept back. The height and angle of the rider’s seat can be adjusted by 0.8 inch, and minimum seat height is 30.7 inches.
2026 BMW R 1300 RT in Triple Black
As standard, the RT also comes with two 27-liter saddlebags that have been redesigned to fit more closely to the motorcycle without sacrificing passenger legroom. For those seeking even more comfort and touring convenience, BMW offers options like the Comfort Passenger Package (heated seats, grips, and backrest) and the electrically operated Variable Luggage System (total 33 liters storage, interior lighting, USB-C charging cable).
The R 1300 RT’s styling has also been updated with the goal of reducing the bike’s visual mass, especially noticeable in the simplified front of the bike. The rear of the tank is flat, and the painted trim around the front gives it a sleek and strong appearance. The luggage, optional topcase, and seats also feature a more streamlined and cohesive design.
2026 BMW R 1300 RT Impulse variant
The display on the BMW R 1300 RT is a 10.25-inch color TFT panel, offering the newly developed Connectivity Hub (for connecting accessories like heated vests), a split-screen view, and smartphone connection. The standard audio system can be upgraded to the Audio Pro system with better speakers and an adaptive function to adjust sound based on speed.
The Style Triple Black (shown), Impulse, and Option 719 variants use a forged handlebar in place of the base model’s tubular handlebar.
The R 1300 RT also comes standard with a new LED headlight (can be upgraded to adaptive Headlight Pro), a ventilated smartphone charging compartment with USB-C port, and Intelligent Emergency Call.
The 2026 BMW R 1300 RT base model comes in Alpine White with Mineral Gray Metallic Matte. The Style Triple Black comes with Black Storm Metallic paint, a sport windshield, and forged handlebar. The Style Impulse version is in Racing Blue Metallic paint with forged handlebar, variable wind deflectors, and Design Option wheels. The Option 719 Camargue option comes in Blue Ridge Mountain Metallic paint with forged handlebar, variable wind deflectors, Option 719 Sport wheels, and Shadow Pack controls.
We rip around on the new Triumph Sport 800 adventure-sport tourer in Portugal. (Photos by Kingdom Creative)
If you were riding a motorcycle on the roads near the southern edge of Portugal, you’d feel lucky to be on the new 2025 Triumph Tiger Sport 800. Its balance of agility, comfort, technology, and performance are exceptional. Essentially, it’s a Tiger Sport 660 with Street Triple 765 performance, resulting in a machine I dubbed “the practical hooligan” after riding it around the wonderful roads of Portugal.
This “tall-rounder” joins a cadre of sporty adventure-tourers filtering into the market, bikes that give up off-road capabilities but retain an open ergonomic triangle and longer-travel suspension suitable for sport-touring duties. BMW’s S 1000 XR was one of the first when it debuted in 2015, and Yamaha’s Tracer 9 is one of our favorite recent examples.
An open rider triangle, high-performance engine, and sporty chassis come together to form what we call the “practical hooligan.”
A Triumph Stew | 2025 Triumph Tiger Sport 800
The Tiger Sport 800 is distinct from the dirt-worthy 888cc Tiger 900s or even the defunct Tiger 850 Sport, all of which use Triumph’s T-plane Triple crankshaft timing that emits a Twin-like exhaust note. This new 798cc Triple is a hybrid of the 900 (with a shorter stroke) and the lovable Street Triple 765 with its screamer crankshaft timing.
The bike’s 798cc Triple makes 113 hp at 10,750 rpm and 66 lb-ft at 6,850 rpm.
The result is a sonorous motor with enhanced top-end power. It cranks out 113 hp at 10,750 rpm, which is 6 horses up from the 900, while torque dips from 66 lb-ft at 6,850 rpm to 62 lb-ft at 8,500 rpm. Despite its more high-strung nature, the 798cc mill exhibits a flat and usable torque curve.
As for the Tiger 800’s chassis, Triumph borrowed from the Tiger 660, using its steel frame but augmenting it with a new aluminum swingarm. The frame was tweaked to fit in three 44mm throttle bodies that replace the single fuel mixer on its 80-hp little brother.
The graphite/sapphire black Tiger retails for $12,495. Other colorways, like the Cosmic Yellow of our test bike, cost an extra $125.
As befits a sport-adventure bike, the Tiger Sport 800 has more suspension travel than most streetbikes: 5.9 inches at both ends. Up front is a 41mm inverted Showa separate-function cartridge fork with adjustable compression and rebound damping. The Showa shock is adjustable for rebound damping and spring preload, the latter via a remote hydraulic adjuster to conveniently and quickly accommodate various loads.
Triumph built the Tiger 800 to be used as a sport-touring rig, so cruise control is standard equipment, as are the hand-adjustable windscreen, integrated deflectors in the side fairing panels, and self-canceling turnsignals.
J.Juan calipers were more than powerful enough to keep up with the Tiger, and the Michelin Pilot Road 5 tires provided confident handling.
Attractive luggage options are available. Stuart Wood, Triumph’s chief engineer, expects most customers will purchase the accessory hardshell saddlebags, which are available for a reasonable $640. The bags secure via neatly integrated slots in the tailsection, use ignition-matched keys, and combine for 57 liters of capacity. They are included in the GT Pack, which adds handguards and heated grips for $1,156. A 47-liter topbox and its mounting plate retail for $432.
Pleased to Meet You | 2025 Triumph Tiger Sport 800
The Tiger Sport 800 looks almost debonaire in the flesh, with clean lines and a welcome absence of overstyling that’s seen on several contemporary motorbikes. The bodywork looks modern without crossing over into garish. The tailsection is particularly tidy, considering its integrated grab handles and unobtrusive saddlebag mounts.
This sport-tourer is ready to hit the road as-is, but it can be made even more touring-ready with the addition of Triumph’s accessory hardshell saddlebags, topcase, handguards, or heated grips.
Rather than employing a massive muffler to meet emissions requirements, most of the Tiger 800’s muffling is accomplished in an under-engine box ahead of the rear wheel. The stainless-steel headers merge into the chamber and exit through a diminutive side-mounted stainless-steel silencer – nice and clean.
Instrumentation is provided by the Tiger Sport 660’s gauges, which consists of an LCD upper section augmented with a 2.7-inch color TFT screen below. It looks a little pedestrian compared to the Tiger 900’s 7-inch TFT, but it includes Bluetooth connectivity for turn-by-turn navigation, phone notifications, and music info through the Triumph Connectivity System.
Instrumentation includes an LCD screen above a small 2.7-inch TFT screen.
Triumph trumpeted the Tiger’s low cost of ownership compared to its rivals, with class-leading service intervals (10,000 miles / 12 months) and valve adjustments unnecessary until 20,000 miles. All parts are covered by a two-year, unlimited-mile warranty.
“The Tiger Sport 800 is designed to deliver a perfect balance between thrilling sports performance and long-distance touring capability,” says Triumph. We’ll see about that.
Saddle Up | 2025 Triumph Tiger Sport 800
I was pleased with the Tiger’s narrow midsection, which allowed secure footing despite the 32.7-inch seat height. A 4.9-gallon fuel tank nestles between knees and offers a 236-mile range in mixed riding, according to Triumph. Full of fuel, the Tiger scales in at a husky 471 lb.
Before heading out for our ride, I asked Stuart Wood which bike he’d choose to be on for this ride: the wonderful Speed Twin 1200 we tested a few months earlier or this new Tiger. Although Wood is justifiably proud of the ST12, he said he would choose the playful Tiger.
The Tiger Sport 800 offers the open cockpit of an adventure bike paired with street-going 17-inch wheels and sport-touring tires.
Triumph brought some of its homeland’s inclement weather to Portugal, so we began our day on wet roads. The slick conditions gave us a chance to sample the bike’s Rain mode. Unlike most Rain modes, the Tiger’s supplies relatively loose interventions from traction control, with throttle response mildly attenuated.
The cockpit is a pleasant place from which to rack up miles. The Tiger has a comfortable and commanding riding position, with roomy ADV-like ergonomics that permit altering butt and leg positions as they become stale. The generous amount of suspension travel makes bumpy roads smoother.
The windscreen is adjustable by hand and provides more protection than we expected.
Wind protection is exceptional for a bike without a full fairing. The modestly sized windscreen is hand-adjustable to suit rider sizes and preferences, as well as changeable weather conditions. More impressive is the shelter offered for legs, as the fairing’s small extension panels were surprisingly effective at keeping rain from soaking my lower limbs above the boot area.
Putting the Sport into Sport-Touring | 2025 Triumph Tiger Sport 800
The Tiger dips into corners neutrally and briskly, thanks in part to the leverage-inducing handlebar position. The Michelin Pilot Road 5 tires felt secure in the wet conditions and confidence-inspiring when the roads dried. A 6-axis IMU offers a full suite of electronic rider aids, like lean-sensitive traction control and ABS, which Triumph says is predictive (as well as reactive) to offer seamless responses.
Brisk handling and a characterful Triple bring out smiles.
So the new Tiger is comfy and steers nicely – that’s not really uncommon. But what makes the Tiger Sport 800 special is its sportiness, taking a big swig of the Street Triple’s vivacious character to create one of the most playful sport-tourers I’ve ever ridden.
Triumph’s latest Triple sings like a 765 but with a more robust spread of power, pulling smoothly from as low as 3,000 rpm regardless of the ride mode selected. First gear is barely needed, even on tight canyon corners, and 3rd gear can ably transport you from 25 to 75 mph without breathing hard.
Get out to the best motorcycling roads in comfort and enjoy playful performance and power when you get there.
The engine’s invigorating payoff begins as revs climb through the midrange. It delivers a lovely surge of grunt beginning around 7,000 rpm, and the surge gets evermore thrilling as the tachometer stretches into quintuple digits. This could be the revviest sport-touring motor on the market, and it’s easily kept on the boil with a slip/assist clutch and one of the best quickshifters in the business.
The Tiger’s chassis is fully up to the sporty nature of its engine. Steering is adroit, and the bike retains its composure even when ridden like a sportbike. I don’t think there’s another sport-tourer on the market I’d rather take to a trackday.
Shedding speed is the responsibility of radial-mount 4-piston calipers biting on 310mm dual discs. The monoblock calipers are from J.Juan, which is a name not nearly as prestigious as Brembo, but they likely perform better than you expect. Braided-steel lines provide a firm lever, and the strength of the brakes is far beyond adequate.
All lighting is LED, including the center-mounted Daytime Running Lamp mandated in Europe. DRLs are brighter and more focused than the “position” lights used on bikes destined for the U.S. market.
Final Analysis | 2025 Triumph Tiger Sport 800
Upon arriving back at the hotel, I chatted up Wood again, offering praise for the Tiger Sport 800’s breadth of capabilities, from commuting to touring to sportbiking. When I described the bike as “the practical hooligan,” he chuckled and said I nailed it.
The Tiger Sport 800 hits a sweet spot in the market – powerful enough to run with the big dogs but in a smaller, easier-to-manage package that’s financially achievable for many riders, with prices starting at $12,495. The amiable Tiger Sport 660 stickers at $9,695, but its performance levels can’t come close to those of its 798cc sibling.
BMW’s F 900 XR would be a decent alternative, as it looks similar to the Tiger and is priced about the same. However, it’s unlikely that gearheads would prefer the Beemer’s 105-hp parallel-Twin motor over Triumph’s splendid Triple.
The Tiger 800 might not have a full fairing, but its adjustable windscreen and fairing extensions keep the rider protected from wind and rain.
Yamaha’s Tracer 9 is a worthy competitor, as it also uses a 3-cylinder engine and is priced nearly the same as the Tiger even though saddlebags and a 7-inch TFT screen are standard equipment. However, I’ll bet the Yamaha’s futuristic styling won’t please as many eyes as the Tiger.
I’m an avowed fan of Triumph’s Street Triple 765, and this Tiger Sport 800 has about 85% of the Street Trip’s performance, with 25% more comfort and maybe 70% more wind protection. It puts the sport into adventure-sport touring, and it might be my favorite motorcycle of the year.
Honda has announced the introduction of three bikes being brought into the U.S. market for model-year 2025 that had previously been sold overseas. New to our market are the NT1100 sport-tourer and the Honda CB750 Hornet and CB1000 Hornet SP naked bikes. Also included in this announcement are updates to the Rebel 300 and 500. Eleven other models return unchanged.
2025 Honda NT1100 DCT
2025 Honda NT1100 DCT in Pearl Hawkeye Blue
New to U.S. soil this year is the NT1100 DCT sport-tourer based on the Africa Twin. It was introduced in Europe in 2022 and has since sold 12,000 units.
The NT11000 DCT shares the liquid-cooled 1,084cc parallel-Twin of the Africa Twin. Its Dual Clutch Transmission offers three modes: Drive for daily city and highway riding, Sport for sportier riding, and Manual to give the rider full control of gear shifts via handlebar triggers. The DCT also includes incline detection to adapt gear shifts depending on the grade of a hill.
The NT1100 DCT is powered by the 1,084cc parallel-Twin of the Africa Twin.
Other technologies included are Honda Selectable Torque Control with an integrated wheelie mitigation system, cornering ABS, Rear Lift Control, and cruise control. Ride modes include Urban, Rain, Tour, and two User modes, and the bike includes heated grips as standard.
The bike also borrows the Africa Twin’s steel semi-double-cradle frame. Wheelbase is 60.4 inches, ground clearance is 6.8 inches, curb weight is 547 lb, and seat height is 32.3 inches. Suspension is provided by Showa with a 43mm inverted fork and a Showa shock, both offering adjustable preload and 5.9 inches of travel. Brakes include two 310mm front rotors squeezed by 4-piston radial-mount calipers. In the rear is a 256mm rotor and a 1-piston caliper.
This windscreen is adjustable to five positions.
This sport-tourer comes loaded with additional features as standard. It includes self-canceling turnsignals, 12V and USB auxiliary sockets, a centerstand, a manually adjustable windscreen with 6.5 inches of adjustment, an extended fender, and dual LED headlights. The seat is wide and thick, and the standard upper and lower wind deflectors help protect rider and passenger from the elements. The 6.5-inch TFT screen offers three display options, as well as Apple CarPlay, Android Auto, and Bluetooth connectivity.
The 2025 Honda NT1100 DCT will be available in Pearl Hawkeye Blue with an MSRP of $11,899.
2025 Honda CB750 Hornet
2025 Honda CB750 Hornet in Pearl White
The CB750 Hornet, which was first offered in Europe in 2023, comes to the U.S. with a few updates for the 2025 model year. Honda is targeting this naked bike at younger riders who are looking for a step up from a beginner bike, “riders seeking everyday practicality and thrilling performance.”
The bike is powered by a 755cc parallel-Twin with a 270-degree crankshaft, a bore and stroke of 87.0mm x 63.5mm, and a compression ratio of 11.0:1. Also included are three ride modes that adjust the level of engine power, engine brake, and torque control, a slip/assist clutch, and an up/down quickshifter that can be set to Soft, Medium, or Hard. Wheelie control is also included.
The CB750’s steel diamond frame weighs 36.6 lb, and suspension consists of a Showa 41mm SFF-BP inverted fork and a Pro-Link seven-stage preload-adjustable fork, each offering 5.1 inches of travel. Brakes are provided by Nissin, with two 296mm petal front discs gripped by radial-mount, 4-piston calipers. Wheels are 17 inches, wheelbase is 55.9 inches, curb weight is 422 lb, and seat height is 31.3 inches.
The CB750 Hornet has a 5-inch TFT screen with smartphone connectivity.
Updates for 2025 include a new dual LED headlight unit, revised suspension settings, and a new 5-inch TFT screen. The screen offers smartphone connection via the Honda RoadSync app to allow turn-by-turn navigation, phone calls, and music.
The 2025 Honda CB750 Hornet will be available in Matte Black Metallic or Matte Pearl White with MSRP starting at $7,999.
2025 Honda CB750 Hornet in Matte Black Metallic
2025 Honda CB1000 Hornet SP
2025 Honda CB1000 Hornet SP in Matte Black Metallic
The Honda CB1000 Hornet SP streetfighter also makes its entrance to the U.S. market this year. It features an aggressive design, a CBR1000RR-derived 4-cylinder engine, and premium suspension and brake components.
The bike’s styling includes a dual LED headlight, a fuel tank that mimics folded wings, and a minimal seat to give it a narrow waist. The 5-inch TFT screen is customizable between Bar, Circle, or Simple design patterns and connects to a smartphone via the Honda RoadSync app.
Powering the CB1000 Hornet SP is a 1,000cc 4-cylinder engine with DOHC, a slip/assist clutch, and an up/down quickshifter (adjustable to three levels). Bore and stroke are 76.0mm x 55.1mm, and the compression ratio is 11.7:1. The bike also has a 4-2-1 exhaust design and a 4.5-gallon fuel tank. Ride modes include Sport, Standard, Rain, and two User modes, and each adjusts power, engine brake, and torque control.
The CB1000 Hornet SP’s fuel tank is meant to resemble folded wings.
The bike’s steel twin-spar frame positions weight forward for optimized handling and agility. Rake and rail are set to 25 degrees and 3.9 inches, and wheelbase is 57.3 inches. It has a seat height of 31.9 inches and a curb weight of 465 lb. Up front, suspension is provided via a fully adjustable 41mm Showa SFF-BP inverted fork, and the rear has a fully adjustable Öhlins TTX36 shock with Pro-Link. Slowing things down are dual 310mm floating front discs pinched by radial-mount Brembo Stylema 4-piston calipers.
The 2025 Honda CB1000 Hornet SP will be available in Matte Black Metallic with an MSRP of $10,999.
2025 Honda Rebel 300 and 500
2025 Honda Rebel 300 in Matte Black Metallic
These two beginner-friendly cruisers return for 2025 with a few shared updates. Both models feature a revised handlebar position, a more comfortable seat, and a front paint-matched fender. Everything else remains the same.
The 2025 Honda Rebel 300 will be available in Matte Black Metallic with an MSRP of $4,849.
2025 Honda Rebel 500 ABS in Pearl Beige
The 2025 Honda Rebel 500 will be available in three trim levels: standard, ABS, and ABS SE. The standard model will be available in Matte Black Metallic with an MSRP of $6,499. The ABS version will come in Matte Black Metallic or Pearl Beige starting at $6,799. The ABS SE option comes in Pearl Blue starting at $6,999.
2025 Returning Models
The following models are returning for model year 2025. Included in the announcement are colors and prices for each model.
2025 Honda SCL500 in Matte Black Metallic
The scrambler-styled 2025 Honda SCL500 will be available in Matte Black Metallic for $6,799.
2025 Honda CB650R in Pearl Smoky Gray
The 2025 Honda CB650R naked bike with Honda’s E-Clutch technology will be available in Pearl Smoky Gray for $9,399.
2025 Honda CBR650R in Grand Prix Red
The 2025 Honda CBR650R sportbike with E-Clutch will be available in Grand Prix Red for $9,899.
2025 Honda CRF300L in Red
The 2025 Honda CRF300L dual-sport will be available in Red for the base model or Swift Gray for the CRF300LS (low seat) version, staring at $5,749.
2025 Honda CRF300L Rally in Red
The 2025 Honda CRF300L Rally dual-sport will be available in Red for $6,499.
2025 Honda PCX in Pearl Gray
The 2025 Hoda PCX, a 157cc urban scooter, will come in Pearl Gray for $4,249.
2026 Returning Models
Honda has also announced colors and prices for five 2026 models.
2026 Honda CBR600RR in Deep Pearl Gray
The 2026 Honda CBR600RR sportbike comes in Deep Pearl Gray. The base model will be available for $12,199, and the ABS version will be priced at $13,199.
2026 Honda CBR1000RR in Pearl White
The 2026 Honda CBR1000RR superbike will comes in Pearl White for $16,999 for the base model or $17,299 with ABS.
2026 Honda Grom ABS n Pearl White
The 2026 Honda Grom minimoto will come with Candy Blue, Pearl White, or Cherry Red for $3,599. The ABS version will be available in Pearl White for $3,799. The SP version will come in Matte Black Metallic for $3,699.
2026 Honda ADV160 in Pearl Smoky Gray
The 2026 Honda ADV160 scooter will come in Pearl Smoky Gray for $4,499.
2026 Honda Metropolitan in Red
Finally, the 2026 Honda Metropolitan compact scooter will come in Denim Blue Metallic or Red with an MSRP of $2,649.
The 2025 Triumph Tiger Sport 800 combines sporty performance with touring comfort into an entertaining and versatile package. This bike uses the frame of the Tiger 660 paired with a 3-cylinder 798cc engine that makes a claimed 113 hp and 62 lb-ft of torque, and it really sings when it’s wound out. It includes fully adjustable Showa suspension, integrated wind deflectors, an adjustable windscreen, Michelin Road 5 sport-touring tires, and integrated saddlebag mounts. Also included are cornering traction control and ABS, three ride modes, and cruise control as standard.
To test out the Tiger 800 Sport, we traveled to Portugal and put this mid-size sport-tourer through its paces. We came away impressed with the bike’s blend of performance, versatilty, and accommodating ergonomics – we dubbed it a “practical hooligan.” Competing with bikes like the Yamaha Tracer 9 GT+ and the BMW F 900 XR, the Tiger retails for $12,495.
2025 Suzuki Hayabusa in Metallic Mystic Silver & Pearl Vigor Blue
The final wave of 2025 Suzuki motorcycles has been announced, including sport, crossover, sport-touring, and adventure models. Other 2025 Suzukis that have already been announced can be found on the Suzuki section of our website. All models in this announcement return unchanged except for the Hayabusa, which gets new colors and an update to S.I.R.S., and the GSX-S1000, which gets a new 5-inch TFT display.
2025 Suzuki Hayabusa
2025 Suzuki Hayabusa in Metallic Matte Steel Green & Metallic Matte Titanium Silver
The Hayabusa, which celebrated its 25th anniversary in 2024, is an iconic open-class sportbike now in its third generation. It’s powered by a 1,340cc inline-Four in a twin-spar aluminum frame and features fully adjustable KYB suspension and Brembo Stylema front brake calipers. For 2025, The Suzuki Intelligent Ride System now includes an updated launch control system and new Smart Cruise Control system, which will not cancel if the rider changes gears using the quickshifter.
2025 Suzuki Hayabusa in Glass Sparkle Black
The 2025 Suzuki Hayabusa will be available in Glass Sparkle Black, Metallic Mystic Silver & Pearl Vigor Blue, or Metallic Matte Steel Green & Metallic Matte Titanium Silver. MSRP starts at $19,399.
2025 Suzuki GSX-S1000 in Metallic Matte Sword Silver
This street-focused sportbike is powered by a 999cc GSX-R-based inline-Four and includes a twin-spar aluminum frame, adjustable KYB suspension, and Brembo brakes. For 2025, the GSX-S1000 gets a new 5-inch TFT display screen with a scratch-resistant surface and anti-reflective coating.
2025 Suzuki GSX-S1000 in Glass Sparkle Black
The 2025 Suzuki GSX-S1000 will be available in Glass Sparkle Black or Metallic Matte Sword Silver with MSRP starting at $11,909.
2025 Suzuki GSX-8S in Glass Sparkle Black / Pearl Cosmic Blue
The GSX-8S naked bike, first introduced in 2023, is powered by a 776cc parallel-Twin and features KYB suspension, Nissin brakes, an upright riding position, ride modes, a 5-inch TFT screen, a quickshifter, and other features. The fully faired 8R version, introduced in 2024, was included in an earlier announcement with new color options.
2025 Suzuki GSX-8S in Metallic Matte Black No. 2
The 2025 Suzuki GSX-8S will be available in Glass Sparkle Black / Pearl Cosmic Blue or Metallic Matte Black No. 2 with an MSRP of $9,209.
2025 Suzuki GSX-250R in Metallic Diamond Red and Pearl Nebular Black
This beginner-friendly sportbike is powered by a 248cc parallel-Twin and includes ABS, a slim 4-gallon fuel tank for easy stand-over, KYB suspension, Nissin petal-style brakes, and an LCD instrument panel. It also offers a claimed fuel economy of 73.6 mpg.
The 2025 Suzuki GSX-250R will be available in Metallic Diamond Red and Pearl Nebular Black with an MSRP of $5,149.
2025 Suzuki SV650 ABS in Pearl Matte Shadow Green / Metallic Matte Black No. 2
This naked bike is powered by a 645cc V-Twin and includes Low RPM Assist to prevent stalling, a tubular steel-trellis frame, Tokico brakes, ABS, Suzuki’s Easy Start System, and an LCD info screen. It has a seat height of 30.9 inches, a claimed curb weight of 430 lb, and a fuel capacity of 3.8 gallons.
The 2025 Suzuki SV650 ABS will be available in Pearl Matte Shadow Green / Metallic Matte Black No. 2 with an MSRP of $8,049.
A finalist for Rider’s 2024 Motorcycle of the Year award, the GSX-S1000GX+ crossover is based on the GSX-S1000GT+ but is taller and offers a more upright riding position, blending characteristics of a sport-tourer and adventure bike. It features Suzuki’s first electronic suspension system, as well as throttle-by-wire and a 6-axis IMU to inform a full suite of rider aids in the Suzuki Intelligent Ride System.
The 2025 Suzuki GSX-S1000GX+ will be available in Metallic Triton Blue with an MSRP of $18,599.
This sport-tourer won Rider’s 2022 Motorcycle of the Year award, offering impressive touring comfort matched with exciting performance. It’s powered by a 999cc inline-Four adapted from the GSX-R1000 K5 that produces 136 hp at 10,200 rpm and 73 lb-ft of toque at 9,3000 rpm. It’s equipped with Suzuki Intelligent Ride System, traction control, cruise control, an up/down quickshifter, 25.7-liter side cases, and a 6.5-inch TFT display with Bluetooth connectivity.
2025 Suzuki GSX-S1000GT+ in Metallic Oort Gray No. 3
For 2025, this model receives Smart Cruise Control, which continues to operate when the rider uses the quickshifter.
The 2025 Suzuki GSX-S1000GT+ will be available in Metallic Oort Gray No. 3 or Pearl Vigor Blue with an MSRP of $14,299.
The V-Strom 800 is the street-focused version of the V-Strom 800DE. Like the DE and GSX-8S, the V-Strom 800 is powered by a 776cc parallel-Twin with a 270-degree crankshaft and includes throttle-by-wire, an up/down quickshifter, and Suzuki Clutch Assist System. It has a steel backbone-style frame, a Showa SFF-BP inverted fork, a gas-charged Showa shock, dual Nissin front brakes, ABS, ride modes, traction control, Easy Start, and Low RPM Assist.
The 2025 Suzuki V-Strom 800 will be available in Candy Daring Red with an MSRP of $10,109.
2025 Suzuki V-Strom 800DE in Champion Yellow No. 2
These two models are the most dirt-capable V-Stroms in Suzuki’s lineup and share the engine and frame of the V-Strom 800 described above. They include a 21-inch front wheel, spoked rims, and the longest suspension travel and most ground clearance of any V-Strom model, with 8.7 inches of front and rear travel and 8.75 inches of ground clearance. Also included is a trail-oriented Gravel traction control mode and rider-adjustable ABS. The Adventure version adds quick-release 37-liter aluminum sidecases, accessory bars, and an aluminum skidplate.
2025 Suzuki V-Strom 800DE Adventure in Pearl Tech White
The 2025 Suzuki V-Stom 800DE will be available in Champion Yellow No. 2 or Glass Sparkle Black with an MSRP of $11,709. The 2025 Suzuki V-Strom 8000DE Adventure will be available in Pearl Tech White with an MSRP of $13,159.
2025 Suzuki V-Strom 1050 in Metallic Oort Gray No. 3
This adventure bike, as well as the DE version below, is powered by a 1,037cc V-Twin in a twin-spar aluminum frame. Suspension is fully adjustable, and the 19- and 17-inch wheels are cast-aluminum. Also included are cruise control, an up/down quickshifter, lean-sensitive ABS, traction control, ride modes, a 5-inch TFT instrument panel, and a USB port. The standard windscreen is hand-adjustable, the fuel tank holds 5.3 gallons, and the curb weight is 534 lb.
The 2025 Suzuki V-Strom 1050 will be available in Metallic Matte Black No. 2 or Metallic Oort Gray No. 3 with an MSRP of $15,409.
2025 Suzuki V-Strom 1050DE in Glass Sparkle Black / Metallic Matte Black No. 2
The V-Strom 1050DE includes the engine, frame, and features of the V-Strom 1050 but adds off-road capability. The DE gets 21-inch front and 17-inch rear spoked wheels wrapped in Dunlop TrailMax MixTour Adventure tires, and it gets a Gravel traction control mode. ABS can also be switched off on the rear. Other additions include an accessory bar, an aluminum skid plate, a smaller windscreen, a wider tapered aluminum handlebar, and a taller ground clearance of 7.5 inches.
The 2025 Suzuki V-Strom 1050DE will be available in Glass Sparkle Black / Metallic Matte Black No. 2 with an MSRP of $16,299.
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