The series of wildfires in Los Angeles has become one of the country’s worst natural disasters in history and still continues to rage. Tens of thousands of residents have been forced to evacuate their neighborhoods, and hundreds of homes have been burned to the ground. The situation remains highly volatile because the conflagration has been fueled by monthslong dry conditions, persistent high winds, and unseasonably warm temperatures.
Our hearts go out to those who have been displaced by the fires and especially to the families who have lost everything in this apocalyptic weather event that continues to churn and threaten thousands of people and their homes. We care about all our subscribers, advertisers, sponsors, and friends going through this horrific event, so we’ve made charitable donations to help those in need.
Anyone who has seen coverage of this catastrophe surely feels as sympathetic as we do about the dire plights facing the residents in the L.A. basin, so we encourage you to give generously to offer your assistance. Please check out the options of ways for you to help in the list we’ve compiled below.
Shelter and Emergency Relief
American Red Cross The Red Cross is providing shelter, food, emotional support, and health services to displaced residents.
How to Help: Donate at redcross.org, call 1-800-RED CROSS, or text REDCROSS to 90999 to make a $10 contribution.
United Way of Greater Los Angeles United Way is assessing needs and working with community partners to aid long-term recovery efforts.
Pasadena Humane Pasadena Humane is caring for animals displaced by the fires and seeks donations of food, crates, and blankets. They also need foster homes for larger dogs.
California Community Foundation – Wildfire Recovery Fund This fund supports long-term solutions for communities affected by wildfires in Los Angeles County.
The Pacific Coast Highway is an iconic scenic road along the California, Oregon, and Washington coasts. (Photo by Kevin Wing)
The December 2024 issue of Rider celebrated the magazine’s 50th anniversary. Over the past half century, we have published thousands of travels stories, favorite rides, tour tests, and features highlighting must-ride roads throughout the U.S. and on every continent except Antarctica. As part of the special anniversary issue, we selected 50 of the best motorcycle roads in America.
Out of 3.9 million miles of roads in this country, these are just a drop in the bucket, covering a mere 13,467 miles. There are thousands more great roads out there, so get going!
(The road are listed more or less alphabetically by state rather than in rank order.)
1. Dalton Highway (Alaska / 414 miles)
1. Dalton Highway (Alaska / 414 miles)
Paralleling the Trans‑Alaska Pipeline, this gravel supply road that goes from Fairbanks to Prudhoe Bay is a bucket‑list adventure route that crosses the Arctic Circle and the Continental Divide. (Photo by Jeff Davison)
This route in the Ozark Mountains, which starts and ends in Jasper, Arkansas, and includes AR 7, AR 43, and AR 74, has hundreds of tight curves and crosses the Buffalo National River twice. (Photo by Bill Stermer)
The Ozarks offer a smorgasbord of roads that wind through dense hardwood forests, over scenic ridges, and along burbling rivers. This stretch of AR 23 is one of the region’s best. (Photo by Greg Drevenstedt)
4. Talimena National Scenic Byway (Arkansas, Oklahoma / 54 miles)
4. Talimena National Scenic Byway (Arkansas, Oklahoma / 54 miles)
This winding road from Mena, Arkansas, (AR 88) to Talihina, Oklahoma, (OK 1) runs along the ridges of Rich Mountain and Winding Stair Mountain in Ouachita National Forest. (Photo by David Bell)
U.S. 191 in eastern Arizona, which follows a trail used in 1540 by Spanish explorer Francisco Vasquez de Coronado, includes an open‑pit copper mine, high‑alpine meadows and ridges, and hundreds of curves. (Photo by Greg Drevenstedt)
From the Colorado Plateau to the red rocks of Sedona, through the historic towns of Jerome and Prescott, and across valleys and over mountains, these sibling state routes offer a greatest‑hits tour of central Arizona. (Photo by Kevin Wing)
Rides up and down CA 1 have been a regular part of Rider’s history since our first issue. This legendary road follows California’s rugged coastline and offers world‑class scenery and epic riding. (Photo by Kevin Wing)
From U.S. 101 near Fortuna, riding east on this stretch of CA 36 passes through Grizzly Creek Redwoods State Park before turning into a fantastic roller coaster that seems like it will never end. (Photo by Greg Drevenstedt)
Paralleling U.S. 101, this meandering route (CA 254) passes through groves of old‑growth coast redwoods that tower hundreds of feet above the road and follows the wild and scenic Eel River. (Photo by Greg Drevenstedt)
Mile for mile, this section of U.S. 550 between Ouray and Silverton, Colorado, is one of the most scenic anywhere. It passes through the rugged San Juan Mountains and summits several high passes. (Photo by Sara Liberte)
11. Mount Blue Sky Scenic Byway (Colorado / 28 miles)
11. Mount Blue Sky Scenic Byway (Colorado / 28 miles)
Gaining more than 7,000 feet in 28 miles and achieving a final elevation of 14,130 feet, this is the highest paved road in North America, edging out Pikes Peak Highway by 15 feet. (Photo by Dan Schrock)
This north Georgia loop connects GA 60, GA 180, and U.S. 129 and circumnavigates Blood Mountain. A highlight is the Two Wheels of Suches motorcycle resort. (Photo by Phil Buonpastore)
Idaho is full of scenic byways. This one follows the Salmon River through the Sawtooth Mountains and crosses the Continental Divide at 7,014‑foot Lost Trail Pass. (Photo by Clement Salvadori)
14. Route 66 (Illinois, Missouri, Oklahoma, Texas, New Mexico, Arizona, California / 2,448 miles)
14. Route 66 (Illinois, Missouri, Oklahoma, Texas, New Mexico, Arizona, California / 2,448 miles)
Dubbed the “Mother Road” by John Steinbeck in The Grapes of Wrath, U.S. Route 66 was once the shortest, fastest, and most scenic route from Chicago to Los Angeles. (Photo by Mark Tuttle)
This coal country loop follows Daniel Boone’s Wilderness Road, summits 4,145‑foot Black Mountain, and includes U.S. 421, made famous by the 1958 Robert Mitchum movie Thunder Road. (Photo by Lance Oliver)
16. Red River Gorge Scenic Byway (Kentucky / 46 miles)
16. Red River Gorge Scenic Byway (Kentucky / 46 miles)
Following the wild and scenic Red River, this byway passes through a National Geologic Area that features stone arches, caves, cliffs, ravines, waterfalls, and the Nada Tunnel. (Photo via Adobe Stock/erhlif)
This scenic road around Acadia National Park on Maine’s Mount Desert Island features woodlands, rocky beaches, and glacier‑scoured granite peaks such as Cadillac Mountain. (Photo by Scott A. Williams)
18. Rangeley Lakes National Scenic Byway (Maine / 52 miles)
18. Rangeley Lakes National Scenic Byway (Maine / 52 miles)
Considered one of the most scenic routes in New England, this byway in the Appalachian Mountains of western Maine winds through woodlands and around lakes and ponds. (Photo by Alan Paulsen)
This byway follows the Keweenaw Peninsula, which extends like a dorsal fin from Michigan’s Upper Peninsula into Lake Superior. Near Copper Harbor, Brockway Mountain Drive provides sweeping views. (Photo by Chuck Cochran)
20. Tunnel of Trees Scenic Heritage Route (Michigan / 20 miles)
20. Tunnel of Trees Scenic Heritage Route (Michigan / 20 miles)
This section of M‑119, which runs along the edge of Lake Michigan between Harbor Springs and Cross Village, is a narrow, curvy path through a tunnel of foliage. (Photo by Jamie Elvidge)
21. Historic Bluff Country Scenic Byway (Minnesota / 88 miles)
21. Historic Bluff Country Scenic Byway (Minnesota / 88 miles)
This scenic byway (MN 16) in southern Minnesota begins at the Mississippi River and continues west through the Root River Valley, curving through rolling hills, dolomite bluffs, and historic towns. (Photo by Chuck Cochran)
22. Great River Road National Scenic Byway (Minnesota, Wisconsin, Iowa, Illinois, Missouri, Kentucky, Tennessee, Arkansas, Mississippi, Louisiana / 2,069 miles)
22. Great River Road National Scenic Byway (Minnesota, Wisconsin, Iowa, Illinois, Missouri, Kentucky, Tennessee, Arkansas, Mississippi, Louisiana / 2,069 miles)
This legendary road touches 10 states as it follows the mighty Mississippi River from its headwaters in Minnesota to its sprawling delta in Louisiana. (Photo via Adobe Stock/Ferrer Photography)
This national parkway from Natchez, Mississippi, to Nashville, Tennessee, follows the “Old Natchez Trace” used by Native Americans, European settlers, traders, and soldiers. (Photo by Tim Kessel)
Traversing Glacier National Park, this road cuts through the rugged Rocky Mountains and crosses the Continental Divide at 6,646‑foot Logan Pass. (Photo by Sherry Jones)
25. North Carolina Route 28 (North Carolina / 81 miles)
25. North Carolina Route 28 (North Carolina / 81 miles)
Starting at Deals Gap and ending at the Georgia state line, this wonderfully curvy road is known as Moonshiner 28 and includes part of the Mountain Waters Scenic Byway. (Photo by Trevor Denis)
26. Blue Ridge Parkway (North Carolina, Virginia / 469 miles)
26. Blue Ridge Parkway (North Carolina, Virginia / 469 miles)
This national parkway through the Appalachian highlands is the quintessential scenic ride and is known for its perfectly shaped curves, well‑maintained pavement, and countless scenic overlooks. (Photo by Steven Goode)
NH 112 is a spectacular road that twists its way through New Hampshire’s White Mountains. In the fall, it’s one of New England’s best leaf‑peeper routes. (Photo by Dan Bisbee)
28. Mount Washington Auto Road (New Hampshire / 8 miles)
28. Mount Washington Auto Road (New Hampshire / 8 miles)
This short toll road to the top of 6,288‑foot Mount Washington is often fraught with bad weather. A recorded wind speed of 231 mph on the summit was a world record until 1996. (Photo by Clement Salvadori)
29. Enchanted Circle Scenic Byway (New Mexico / 84 miles)
29. Enchanted Circle Scenic Byway (New Mexico / 84 miles)
Circling 13,167‑foot Wheeler Peak, this scenic loop includes valleys, mesas, mountains, national forests, and some of New Mexico’s most culturally rich towns and villages. (Photo by Tim DeGiusti)
30. Great Continental Divide Route (New Mexico, Colorado, Wyoming, Idaho, Montana / 2,767 miles)
30. Great Continental Divide Route (New Mexico, Colorado, Wyoming, Idaho, Montana / 2,767 miles)
This mostly off‑road route crosses five states on its way from the U.S.-Mexico border to Banff, Canada. It’s a serious undertaking by any measure. (Photo by Don Mills)
Dubbed “The Loneliest Road in America” by Life magazine, the Nevada portion of the transcontinental Lincoln Highway traverses basin‑and‑range topography and follows the Pony Express route. (Photo by Greg Drevenstedt)
32. Upper Delaware Scenic Byway (New York / 70 miles)
32. Upper Delaware Scenic Byway (New York / 70 miles)
This section of NY 97 hugs the eastern shore of the Delaware River and passes through protected park land. A highlight is the winding Hawk’s Nest portion carved into the cliffside. (Photo by Kevin Wing)
OH 555 often ranks high on lists of great motorcycle roads, and the 21 miles between Chesterhill and Ringgold are particularly fun and challenging. Part of Ohio’s Windy 9, it’s in a target‑rich environment. (Photo by Ken Frick)
Starting at the Columbia River, this route winds around its namesake peak, an 11,249‑foot active volcano, and goes through gorges, rainforests, and pastoral valleys. (Photo by Greg Drevenstedt)
35. West Cascades Scenic Byway (Oregon / 220 miles)
35. West Cascades Scenic Byway (Oregon / 220 miles)
Following the contours of the Cascades range, this route treats riders to old‑growth forests, snowcapped volcanic peaks, and the wild and scenic Clackamas River. (Photo by Greg Drevenstedt)
U.S. 6 across northern Pennsylvania, known locally as PA Route 6, takes riders through lush forests and charming small towns. Highlights include the PA Wilds region, the Kinzua Sky Walk, and the Susquehanna River. (Photo by Kenneth W. Dahse)
This stretch of U.S. 16A, which connects Custer State Park with Mount Rushmore in the Black Hills of South Dakota, includes 314 curves, 14 switchbacks, and three wooden “pigtail” bridges. (Photo by Kevin Wing)
38. Tail of the Dragon (Tennessee, North Carolina / 11 miles)
38. Tail of the Dragon (Tennessee, North Carolina / 11 miles)
This (in)famous section of U.S. 129, which borders Great Smoky Mountains National Park, claims 318 curves in just 11 miles. It’s a wild ride, but its popularity results in weekend crowds. (Photo by Ken Frick)
39. Cherohala Skyway (Tennessee, North Carolina / 43 miles)
39. Cherohala Skyway (Tennessee, North Carolina / 43 miles)
Completed in 1996 at a cost of $100M, this road through the Cherokee and Nantahala national forests (hence the name) has perfectly radiused corners, smooth pavement, and stunning views. (Photo via Adobe Stock/Mark Nortona)
Farm to Market 170 from Lajitas to Presidio is a scenic roller coaster along the Rio Grande, which serves as the U.S.-Mexico border and the southern boundary of Big Bend Ranch State Park. (Photo by Greg Drevenstedt)
Connecting Ranch Roads 335, 336, and 337 is a scenic, sometimes challenging ride through Texas Hill Country. Popular with bikers, the route includes several motorcycle‑friendly bars and shops. (Photo by Greg Drevenstedt)
UT 12, aka A Journey Through Time Scenic Byway, connects state parks, Bryce Canyon and Capitol Reef national parks, Grand Staircase‑Escalante National Monument, and Dixie National Forest. (Photo by Greg Drevenstedt)
This national parkway, which begins near the northern end of the Blue Ridge Parkway, runs along mountain ridges for the entire length of Virginia’s Shenandoah National Park. (Photo by Scott A. Williams)
VA 16 from Marion to Tazewell runs north‑south over three mountains that give the road a rolling humpbacked character, and its 32 miles have more than 400 curves. (Photo courtesy Back of the Dragon)
Stretching from Massachusetts to the Canadian border, VT 100 parallels the Green Mountains and passes through woodlands, pristine farmland, and charming villages. (Photo by Dan Bisbee)
46. North Cascades Scenic Highway (Washington / 140 miles)
46. North Cascades Scenic Highway (Washington / 140 miles)
Part of the larger Cascades Loop, WA 20 includes old‑growth forests, cascading waterfalls, alpine lakes, glaciers, and rugged mountain scenery. (Photo by Clement Salvadori)
47. Door County Coastal Byway (Wisconsin / 66 miles)
47. Door County Coastal Byway (Wisconsin / 66 miles)
This scenic loop on the Door Peninsula includes views of Lake Michigan, Green Bay, the Niagara Escarpment bluffs, and quaint shore‑side towns and villages. (Photo by Barry Mellen)
48. Coal Heritage Trail (West Virginia / 97 miles)
48. Coal Heritage Trail (West Virginia / 97 miles)
This National Scenic Byway through West Virginia’s coal country includes twisty roads up and over ridges, easy valley riding, small towns, and the New River Gorge Bridge. (Photo by Steve Shaluta)
49. U.S. Route 33 in West Virginia (West Virginia / 248 miles)
49. U.S. Route 33 in West Virginia (West Virginia / 248 miles)
One of the highest‑rated motorcycle roads in the Mountain State, U.S. 33 passes through George Washington and Monongahela national forests and the Shenandoah Valley. (Photo by Nathan Cuvelier)
U.S. 212 between Red Lodge, Montana, and Yellowstone National Park in Wyoming summits 10,947‑foot Bearfoot Pass. Journalist Charles Kuralt called it the most scenic highway in America. (Photo by James Petersen)
The updated-for-2025 Triumph Speed Twin 1200 delivers surprisingly sporty performance and agility when pointed down twisty roads. (Photos courtesy Triumph)
I was looking forward to riding the updated Triumph Speed Twin 1200, even though my excitement level was far from pegged. After all, it’s just a warmed-over Bonneville, innit?
But after hammering the Speed Twin around the twisty Spanish roads of Mallorca, I’ve come to realize it’s a special machine in its own right. Perhaps I’m being overly nostalgic or was swayed by the paella…
The Speed Twin 1200 devours corner after corner with confidence and style.
In Context | Triumph Speed Twin 1200
The Speed Twin was an offshoot of the successful Bonneville model, joining Triumph’s Modern Classic lineup in 2018. Ironically, the Speed Twin nameplate debuted in 1937, 22 years prior to the original 650cc Bonnie.
As the name implies, the Speed Twin is a sportier version of the twin-cylinder Bonneville, and it’s available in 900cc and 1,200cc variants. Globally, some 20,000 have been sold since 2018. American customers appreciated the retro-mod style of the platform, and the Speed Twin 900 became the best-selling Triumph on our shores after its debut. The top spot on the sales charts eventually was supplanted by the Trident 660 and, more recently, by the 398cc Speed/Scrambler 400 platform.
The exhaust system on the new Speed Twins looks clean and uncluttered from both sides of the bike.
Both Speed Twins have been massaged for 2025, and it was the 1,200cc variants that we tested in Spain. Key upgrades include the addition of an IMU that enables cornering ABS and lean-sensitive traction control, as well as a revvier powerplant with 5 extra ponies near the top of its 500-rpm higher rev limit. A new circular gauge pack with a TFT panel is easier to read and includes a USB-C plug for charging devices on the move.
It’s aesthetically upgraded too, featuring a more chiseled fuel tank with knee cutouts for a slimmer feeling, nicely sculped side panels with vent windows, and oodles of aluminum – er, “aluminium” – finishes, including its new flip-up filler lid. The overall package looks classic yet somehow contemporary.
The gold-anodized fork and piggyback shock reservoirs make it easy to identify RS version of the Speed Twin 1200.
DD or DH?
In Triumph-speak, the “DD” is the base model Speed Twin 1200. If you’re a more-is-better type of consumer, you’ll want to pry your wallet wider for the up-spec RS version of the Speed Twin 1200: the “DH.” Its 43mm inverted Marzocchi fork gains full adjustability, and its fully adjustable Öhlins shocks replace preload-adjustable Marzocchi dampers. It’s the sportiest Modern Classic since the demise of the Thruxton model.
The standard Speed Twin 1200 employs J.Juan front brake calipers concealed by Triumph logos. The 4-piston radially mounted binders performed far better than their humble origins might lead you to believe.
While you won’t enjoy more power from the RS’s motor, you will get a Sport ride mode the base model doesn’t have and the first quickshifter ever offered on a Modern Classic Triumph. The RS is also blessed with Brembo’s impeccable Stylema front brake calipers biting on 320mm discs, while the standard ST12 gets by with radial-mount J.Juan 4-piston calipers. Although you won’t go faster with the RS’s brushed-aluminum fenders and suede-like rider seat, you will look cooler among the cafe-racer cognoscenti.
The Speed Twin 1200 looks more like a contemporary resto-mod than a pure throwback to a bygone era.
Buenos Dias!
The Speed Twin pairs well with Mallorca, as EIC Greg Drevenstedt found out a few years ago when he sampled the original ST on the Spanish island and returned with a glowing review. When I visited, I arrived with a sharpened fine-tooth comb to discern the ST’s foibles.
Mallorca is a wonderful place to ride any motorbike.
My objectivity became skewed when I got a look at the Speed Twin 1200 in the flesh. While the traditionally styled Bonneville hews too far retro in my eyes, the ST expertly straddles the fine line between retro and modern. I especially appreciated the many aluminum accents slathered about, as well as the uninterrupted run of its exhaust system that culminates in a lovely pair of small mufflers, one on each side – a super-stylish way to meet emissions regulations.
Triumph did such a nice job concealing coolant routing that your riding buddies could be fooled into believing the Speed Twin has an air-cooled motor.
Kudos to Triumph for making a liquid-cooled engine appear air-cooled, thanks to cleverly concealed coolant routing and cylinder finning highlighted with polished edges. The engine’s case covers were reprofiled to sharpen up the Bonneville’s rounded covers. New turbine-pattern twin-spoke wheels seem airy enough to appear almost like traditional wire-spoke wheels.
Some modern motorcycles look like spaceships or insects. The Speed Twin 1200 is, as the Brits might say, a proper motorbike.
The Speed Twin 1200 has a muscular stance. Note the narrow mounting of the LED turnsignals, which sadly will become wider and more obtrusive on U.S.-market versions.
Twin Speeds | Triumph Speed Twin 1200
The Speed Twins don’t feel much different when straddling their bench seats, which are located at similar heights: 31.7 inches on the standard model and 31.9 inches on the RS. The standard riding position is quite open, with its bar ends up 0.7 inch and 0.5 inch farther back compared to the previous model; footpegs are in the same location.
The RS version of the Speed Twin has a sportier riding position than the standard model, but it’s reasonably comfortable and is less onerous than the former Thruxton model.
The RS’S bars are in the same location as the previous generation, which are lower and farther forward than the standard model but higher than the Thruxton R’s. The RS’s pegs are up 0.3 inch and 1.6 inches rearward.
Firing up the inline-Twin, ears are greeted with the rumbly note of a 270-degree firing order that sounds meaty without being boisterous. The single round gauge cluster doesn’t look as traditional as the former dual-clock analog gauge setup, but it is highly readable and includes more info. Bar-end mirrors are stylish and function well, plus they don’t stick as far outward as some mirrors of their type, and efficient self-canceling turnsignals alleviate “old man” jabs for leaving them blinking unnecessarily.
Scenery-blurring speed is easy to achieve on the Speed Twin 1200s. Note the nice aluminum finishes here and everywhere. Cruise control is optional on RS versions.
The gearbox is notchy but precise, and sufficient torque is always at hand, allowing the Twin to pull reasonably well from as low at 2,500 rpm, peaking at 4,250 rpm with the same 82.6 lb-ft as previous. More excitement is found at the other end of the rev range, with the new tuning resulting in a rev-happier engine that now surges to its 8,000-rpm rev limiter, peaking with 103.5 hp at 7,750 rpm. The previous engine would tail off around 7,000 rpm.
Another performance upgrade comes in the suspension category. The standard model’s Marzocchi suspenders are nonadjustable aside from rear preload, but the setup is better tuned than before and offers a smooth but controlled ride.
Whether it’s time to hunt apexes or just a cafe Americano at the coffee shop, the Speed Twin 1200 feels right at home.
The fork uses the same spring rate but has softer compression and rebound damping settings to offer a plush ride and reasonable control over its 4.7 inches of travel. The shocks have less compression but more rebound damping, which tames the old bike’s flouncy reactions. Dual-rate springs are retained, but their crossover point engages the stiffer spring earlier in its stroke.
Sportier riders will appreciate the extra control offered from the RS model’s suspenders, which have firmer damping at both ends and are fully adjustable. Öhlins shocks deliver 4.8 inches of travel and can be dialed in to suit a rider’s weight and preferences.
Upping for the RS version of the Speed Twin 1200 rewards riders with fully adjustable Ohlins shocks, along with an adjustable fork, quickshifter, a Sport ride mode, and stickier Metzeler Racetec rubber.
Mallorca Twist | Triumph Speed Twin 1200
The Spanish island is a rider’s paradise, with delightful twists and turns as roads rise and fall over hilly terrain. They would be ideal on a pukka sportbike, but the Speed Twins perform remarkably well as sporty steeds. Turn-in response is immediate, with a steep rake angle combining with a relatively narrow 160/60-17 rear tire to deliver more agility than expected for a 476-lb roadster.
It only required a few corners to acclimate to the Twins’ sporty responses and feel secure when leaned over at steep lean angles. It was in these situations where the traction control cut in too early in the Road ride mode, seeming to be cued mostly by lean angle rather than rear-tire slip, which took away from the excitement of getting a strong drive out of corners.
The Speed Twin 1200 RS ups the sport ante with better suspension, brakes, tires, and a more lenient Sport ride mode.
The RS’s Sport mode alleviates the primitive TC intrusion of Road mode, resulting in immediate throttle response while exiting corners. However, Sport mode has considerably sharper throttle responses, too sharp for my taste, making me wish for Road throttle tuning but with Sport’s significantly reduced traction control, which also lets the hooligans among us loft the front tire for gentle wheelies. TC can be disabled to allow full hoonery. Despite the rear-set footpegs on the RS, its cornering clearance is similar to the standard Speed Twin – footpegs can be scuffed but not readily.
Braking performance is another highlight of the Speed Twins. Rather than the Brembo M50 calipers and 305mm discs on the old Speed Twin, front rotor sizes have been bumped to 320mm. The base model’s front calipers are Triumph-branded to disguise their J.Juan origins, but they offer a reassuring firm lever and potent power. The Brembo Stylemas on the RS deliver greater precision and feedback, but the difference isn’t as great as I imagined.
The 2025 Triumph Speed Twin 1200 is more than a retro nod to the past, it’s a legitimate sports roadster in contemporary terms.
The RS rolls on high-grip Metzeler Racetec RR K3 tires, while the base M9RR Metzelers seemed nearly as sticky. The up/down quickshifter on the RS was nice to have, but gear changes in the bottom cogs weren’t executed smoothly, so I preferred to simply use the breezy assist/slipper clutch. The quickshifter isn’t available on the base model because of its different footpeg position.
Competition? | Triumph Speed Twin 1200
The Speed Twin 1200 appeals as a retro-themed roadster with considerable backroad chops. Triumph reps called out two bikes that might be cross-shopped: the Kawasaki Z900RS and BMW R 12 nineT.
The Kawi is an appealing platform, but its 948cc engine gets outgunned in this trio, although it’s priced at a relatively affordable $12,149 and weighs the same as the Triumphs. The Beemer has power ratings similar to the Trumpet, but its MSRPs start at $16,990 and can stretch past the $20K mark when optioned up. It’s also heavier and less agile.
The Speed Twin 1200 seamlessly blends yesteryear style with modern performance.
Sitting in the sweet spot is the Speed Twin 1200, which has a starting price of $13,595. The premium bits on the RS version vaults the MSRP to $15,995. Alternatives include Triumph’s T100 ($10,995) and T120 ($12,895) Bonnevilles, but those are more classically styled cruisers than sporty roadsters like the Speed Twins.
Beauty is in the eyes of the beholder, but the Speed Twins look handsome and appealing to mine. Combining laudable styling and the premium finishes throughout, Speed Twins pull on my heartstrings if not all the way to my wallet.
If the prices don’t frighten you away and you can tolerate 3.7 gallons of fuel capacity, the Speed Twins are guaranteed to satisfy riders who love classic motorbike styling blended with contemporary performance. My wallet’s getting itchy…
Triumph expects the Speed Twin 1200 will appeal to both younger riders and nostalgic vets.
In Rider Rewind, a special section in 2024 issues that celebrates moments in Rider’s 50-year history, we showcased Motorcycles of the Year for 1990-2006 in the October issue and for 2007-2023 in the November issue.
Our May 1990 issue included our Touring’s Top Ten Awards, the precursor of the Motorcycle of the Year award.
For the past 35 years, Rider’s editors have reviewed the annual batch of new and significantly updated motorcycles and narrowed them down to a handful of finalists. The Motorcycle of the Year is the bike we believe best fulfills its intended purpose and advances the state of motorcycle design, performance, and function.
Our May 1990 issue states “Among the eight motorcycle and two miscellaneous categories, there will be no ties, no honorable mentions. Just Touring’s Top Ten as determined by the Rider staff.”
In the early days, we published the Touring Top Ten, which included the best seven motorcycles in various categories, two general categories (such as Top Innovation), and a Motorcycle of the Year. We limited motorcycles to those in the current model year, and production timing used to be so early that we published the Touring Top Ten in the May issue.
As the magazine’s mission expanded, our annual awards evolved. In 1999 – our 25th anniversary – they became Rider’s Top Ten. In 2003, we adopted our current format of selecting a top tier of finalists and one winner. Production timing has changed such that the MOTY selection was pushed later into the year, and we began to include current and upcoming model years because they now often overlap.
The 1990 Bike of the Year was the BMW K1: “And even if the K1’s sizzling paint and aerodynamic bodywork fails to impress, with its unique Motronic ignition/fuel injection, Paralever rear suspension/swingarm that eliminates shaft-drive jacking and innovative approach to various rider conveniences – not to mention ABS – the K1 is truly a technological achievement for BMW, if not the motorcycle industry.”
For the 2024 Motorcycle of the Year, there were nearly 100 eligible contenders. We narrowed them down to 10 finalists and one winner.
Re-entering the motorcycle market after a decades-long hiatus, Can-Am has embraced the electric future with the Origin dual-sport and the Pulse roadster, which are propelled by a 11-kW Rotax E-Power motor with an 8.9-kWh battery, producing 47 hp and 53 lb-ft of torque. The bikes have innovative features like active regeneration and an enclosed drive chain in an oil bath with an automatic tensioning system.
CFMOTO has been selling motorcycles in the U.S. for only a few years, and it continues to expand its lineup. Its new Ibex 450 is a highly capable rally-style adventure bike powered by a 449cc parallel-Twin that makes 44 hp and 32.5 lb-ft of torque. Priced at just $6,499, it’s equipped with tubeless spoked wheels, switchable ABS and TC, adjustable suspension and seat height, and more.
Honda’s CB650R naked bike and CBR650R sportbike received expected updates like new styling, a TFT display, and revised switchgear. Unexpected was the new E-Clutch, which enables riders to start, stop, and change gears without using the clutch lever. Riders can switch between automatic and manual clutch operation, giving newbies a helping hand and veterans more flexibility.
In the evolution of the Husqvarna Svartpilen from 701 to 801, its 673cc Single was replaced with the 799cc LC8c parallel-Twin also found in KTM’s 790 Duke and 790 Adventure. Compared to the 701, the 801 has more horsepower (105), more torque (64.2 lb-ft), and a higher power-to-weight ratio. The “Black Arrow” is brimming with useful tech, is a full-tilt backroad bomber, and won’t break the bank at $10,899.
A decade after its 2015 debut, Indian’s Scout platform got a full makeover. The cast-aluminum frame was replaced with a tubular-steel unit, and the entire lineup is now powered by the SpeedPlus 1250 V-Twin, which produces 105 hp (110 on the 101 Scout) and 82 lb-ft of torque. Five models – Scout Bobber, Sport Scout, Scout Classic, Super Scout, and 101 Scout – are available in three trim levels.
SMT stands for “Supermoto Touring,” two words not normally used together to describe one motorcycle. The original 2010-2013 KTM 990 SMT was a touring variant of a big-bore Supermoto platform, while the new 890 SMT is a sport-touring variant of the 890 Adventure R mixed with some 890 Duke bits. With 17-inch wheels shod with sticky tires, it’s a hooligan’s dream with enough comfort for weekend getaways.
When Royal Enfield’s Himalayan adventure bike debuted in 2016, it was a solid but low-power, low-tech machine. It got a major overhaul this year, with a new liquid-cooled 452cc Single that makes more power (39.5 hp, up from 24) and torque (29.5 lb-ft, up from 24), a new chassis, and more modern features and styling. We were impressed with its capabilities when we tested it in the Himalayas.
The Suzuki GSX-S1000GT+, Rider’s 2022 MOTY, delivered “all the performance a street rider needs in a refined, comfortable, sophisticated package at a reasonable [price].” The new GX+ version is taller with a more upright riding position, blending sport-touring with attributes of an ADV to be the “supreme sport crossover.” It also has a 6-axis IMU and Suzuki’s first electronic suspension system.
Known for its 675cc-and-up sportbikes, ADVs, roadsters, and neo-classics, Triumph expanded its lineup with the Speed 400 roadster and Scrambler 400 X, both powered by a 398cc Single. They’re fun, stylish bikes that are beginner- and budget-friendly – just $4,995 for the Speed 400 and $5,595 for the Scrambler 400 X. If we’re going to attract the next generation, we need more bikes like these.
The MT-09 is a hugely popular bike for Yamaha, so much so that it is now in its fourth generation since being introduced in 2014. We’ve always been big fans of its rowdy inline-Triple. Updated for 2024, the bike is a riot to ride yet offers a high level of refinement and sophistication for $10,599. The SP version, which gets up-spec suspension and brakes, is even better.
Thousands of street-legal motorcycles have been released over the past 50 years, and we’ve ridden and evaluated as many of them as we could get our hands on. Most have been good, some have been great, but only a few have achieved icon status.
Two such motorcycles – Honda’s Gold Wing and BMW’s R-series GS – certainly qualify as icons, and both have won Rider’s Motorcycle of the Year award twice. The Gold Wing won in 2001 and 2018, and the BMW R-GS won in 1995 and 2005.
With the introduction of the R 1300 GS for 2024, BMW’s R-series GS can add a third Rider MOTY title to its long list of awards and accolades.
BMW R 1300 GS
Over the past two decades, the adventure-bike segment has exploded, and nearly every manufacturer offers multiple adventure models, ranging in size from less than 400cc to well over 1,200cc. The genesis of this trend – one of the few bright spots in the motorcycle industry since the Great Recession of 2008 – can be traced back to 1980, when BMW launched the R 80 G/S. It was the first motorcycle that delivered on-road comfort and performance and genuine off-road capability in equal measure.
The R-series GS evolved steadily over time, with engine displacement increasing, new features and technology being added, and market share growing. The R-series GS is BMW’s bestselling model, and the one-millionth boxer-powered GS was built in mid-2023. Last September, on the 100th anniversary of BMW Motorrad’s first production motorcycle, the new R 1300 GS was unveiled.
BMW R 1300 GS
Development of the R 1300 GS started seven years ago – two years before the R 1250 GS was introduced. Having squeezed as much as possible out of the existing platform, which started with the R 1200 GS introduced in 2004, BMW knew that taking the R-series GS into the future and maintaining its position in the market required a clean-sheet design. Only the butterfly valves and a few bolts and connectors carry over from the R 1250 GS.
The design objectives were to make the R 1300 GS lighter, more compact, more powerful, and more capable than its predecessor. The new GS weighs 26 lb less than the R 1250 GS. Displacement increased from 1,254cc to 1,300cc, peak horsepower was boosted from 136 to 145, and peak torque increased from 105 to 110 lb-ft.
BMW R 1300 GS
The R 1300 GS has new electronic rider aids, a completely new frame, and upgraded EVO Telelever and EVO Paralever suspension with optional adaptive vehicle height control. The GS’s new styling has been somewhat controversial, particularly its more aerodynamic bodywork and X-shaped matrix headlight, but BMW designers wanted to set the R 1300 GS apart from its predecessors.
After test riding the R 1300 GS on- and off-road at its global launch, we had this to say: “Hands down, the R 1300 GS is the best GS yet. The traits that the boxer-powered GS are known for – engine character, balance, comfort, and versatility – are better than ever. It looks and feels much slimmer than before, and the increased power and torque are impressive.”
Congratulations to BMW for the R 1300 GS, Rider’s 2024 Motorcycle of the Year!
The 2025 Yamaha YZF-R9 is a new supersport powered by the 890cc CP3 Triple also found in the MT-09 and MT-09 SP.
The supersport class has been withering over recent years, but the new Yamaha YZF-R9 is sure to draw the attention of sportbike enthusiasts. It’s built around Yamaha’s 3-cylinder CP3 powerplant and includes several high-end features and eye-popping good looks for a reasonable $12,499.
The new YZF-R9 is equipped with top-shelf brakes, an aluminum frame and swingarm, and wings!
The new R9 doesn’t fit into existing boxes, slotting in between the relatively tame YZF-R7 and the intimidating YZF-R1, which has prices starting at $18,999 and reaching $27,699 for the R1M version.
The sleek new R9 will inspire racetrack fantasies, paddock stand not included.
The Yamaha YZF-R9 is intended to redefine the supersport class by combining track-capable performance with streetbike accessibility. Yamaha says it provides “true supersport levels of performance in an accessible package that enhances the capability and confidence of riders across a spectrum of skill levels.”
Perhaps the most appealing aspect of the R9 is its snazzy appearance, especially its nose. Squinty LED headlights are framed by MotoGP-inspired winglets designed to offer a measure of downforce at speed. Also deserving praise is the tidy tailsection that is unencumbered by a bulky muffler – silencing takes place in a canister under the engine. Yamaha says the sleek design is the most aerodynamic it’s ever produced.
Strap on your gloves for what should be a thrilling ride on Yamaha’s new YZF-R9.
At the heart of the R9 is Yamaha’s character-rich 890cc crossplane Triple, which has garnered fans for its exuberant performance in the MT-09 and MT-09 SP. Performance specs are mostly unchanged, but the R9 receives a unique ECU tune and taller final-drive gearing, with two fewer teeth on the rear sprocket. Expect the same factory-rated 117 hp at 10,000 rpm and 69 lb-ft at 7,000 rpm. It’s backed up by a slip/assist clutch and an auto-blipping quickshifter.
The 2025 Yamaha YZF-R9 is available in three colorways, including Matte Raven Black.
The R9’s chassis diverges from the MT-09 with a new Deltabox aluminum frame that’s said to be the lightest ever offered on a Yamaha Supersport model. The frame has larger open steering head sections and was tuned to deliver supple and predictable feel at lower speeds along with a balance of rigidity for sharp handling at racetrack velocities.
Inspire your MotoGP dreams aboard a 2025 Yamaha YZF-R9.
The suspension of the R9 is also unique, swapping the MT-09’s 41mm fork for a beefier 43mm unit. The fully adjustable fork is from KYB, like the MT, but it’s a more advanced SDF design that includes high- and low-speed compression-damping adjustments. KYB also supplies the monoshock, which includes a handy hydraulic preload adjuster along with compression/rebound adjustability.
With a steep rake angle of 22.6 degrees and 3.7 inches of trail, along with a 55.9-inch wheelbase and 50/50 weight distribution, the R9 should offer agile handling qualities that will perform well on the street and on the racetrack.
The YZF-R9 looks like it would be fun untangling twisty roads.
We’re glad to see Yamaha didn’t scrimp on the R9’s brakes. The fronts are the same Brembo Stylema monoblock brake calipers and 320mm dual discs as fitted to the MT-09 SP, with a Brembo radial-pump master cylinder squeezing fluid through flex-free stainless-steel brake lines to offer high levels of power and feel.
The Yamaha YZF-R9 includes a suite of advanced rider aids informed by a 6-axis IMU for traction control (nine levels), wheelie control (three levels), slide control (three modes), adjustable engine braking, and cornering ABS with the option to switch off rear ABS for track riding. The electronics also include four power modes, launch control, and Yamaha Variable Speed Limiter (YVSL).
A 5-inch TFT instrument panel monitors a full suite of electronics.
Ergonomically, the R9 puts a rider in a forward lean to offer improved front-end feedback, but it’s not as aggressive as the R1’s committed riding position. The seat is placed at 32.7 inches, and the footpegs are fairly high to preserve adequate lean angles. If your wrists get weary before depleting the 3.7-gallon fuel tank, just click on the bike’s standard cruise control to give ’em a rest. The curb weight is 430 lb.
The R9 is blessed with full LED lighting and turnsignals integrated within the mirrors.
Electronic settings are conveyed on Yamaha’s latest-generation full-color 5-inch TFT display, which can be customized to display four street themes or a dedicated track display. Settings are navigated via Yamaha’s latest handlebar switches, with their shapes and feel refined to provide intuitive operation. Smartphone compatibility is offered via Yamaha’s free Y-Connect app, and navigation is available through the free Garmin StreetCross app.
The blue triangle outlines the R9’s ergonomics in comparison with the more upright R7 (green) and the more committed R1 (red).
After seeing the stunning Yamaha YZF-R9 in person with its next-generation R-series styling and learning it retails for less than $13K, we think Yamaha might be reinvigorating the sportbike market. The R9 will begin arriving at dealers in March 2025, giving you time to save up $12,499 for your choice of Matte Raven Black, Team Yamaha Blue, or Intensity White/Redline.
In 2024, the Husqvarna Svartpilen 801 was introduced as an updated model from the Svartpilen 701, equipped with a larger-displacement twin-cylinder engine, a new frame, new tech, and other changes. For 2025, the Husqvarna Vitpilen 801 joins the ranks with many of those same updates, replacing the Vitpilen 701.
2025 Husqvarna Vitpilen 801
Husqvarna’s Svartpilen (“black arrow” in Swedish) and Vitpilen (“white arrow”) are visually distinct from other motorcycles with their unique styling. The Svartpilen features a street-tracker look, while the Vitpilen has a cafe-racer vibe. Also in Husqvarna’s lineup are the Svartpilen 401 and Vitpilen 401.
2025 Husqvarna Vitpilen 801
The new Vitpilen 801, like the Svartpilen 801, replaces the previous 693cc single-cylinder engine with the liquid-cooled 799cc LC8c parallel-Twin also found in the KTM 790 Duke and 790 Adventure. The engine has a bore and stroke of 88 x 65.7mm and a compression ratio of 12.5:1. It’s paired with a Power Assist Slipper Clutch and a 6-speed gearbox.
Also new for both models is a tubular chromium-molybdenum steel frame that uses the engine as a stressed member. The cast-aluminum subframe is a unique element with integrated air intakes under the seat, and it houses the airbox inside. The bikes also feature an aluminum swingarm. The Vitpilen 801 has a seat height of 32.2 inches, a fuel tank that holds 3.7 gallons, and a weight of 397 lb without fuel.
2025 Husqvarna Vitpilen 801
Up front is a WP Apex 43mm inverted fork with 5.5 inches of travel and adjustable compression and rebound damping through five-step click dials on top of the fork tubes. In the rear is a WP Apex shock that offers 5.9 inches of travel and is adjustable for rebound and preload.
Both bikes come with Husqvarna-branded J.Juan brake components, including a pair of radial 4-piston front calipers biting 300mm floating discs and a floating 2-piston rear caliper paired with a 240mm disc. Bosch 9.3MP cornering ABS with Supermoto mode is a standard feature. They ride on 17-inch cast alloy wheels, and the Vitpilen 801 comes with Michelin Road 6 tires in 120/70-17 front and 180/55-17 rear sizes. (The Svartpilen’s tires are Pirelli MT60 RS.)
2025 Husqvarna Vitpilen 801
The Vitpilen 801’s styling features the unique sharp edges and flat parts shared among the Vitpilen and Svartpilen bikes. A key design feature is the “split” that divides the main frame and subframe. The bodywork is slim and tightly wrapped around the engine and frame. Another stand-out design feature is the round LED headlight with a floating positioning light ring around it. All lighting is LED.
2025 Husqvarna Vitpilen 801
Replacing the previous round LCD display is a new 5-inch TFT display. This instrumentation allows connection to a smartphone via the Ride Husqvarna Motorcycle app, through which riders can access turn-by-turn navigation, view phone calls, and listen to music.
2025 Husqvarna Vitpilen 801
These bikes also include many rider aids and electronics. In addition to cornering ABS, they also come with cornering traction control with two additional sensors that monitor wheel slip and tilt angle. Ride modes include Street, Sport, and Rain, and a customizable Dynamic mode is available as an option.
2025 Husqvarna Vitpilen 801
Other optional features include the Easy Shift up/down quickshifter (standard on Svartpilen 801), Motor Slip Regulation, and cruise control.
The 2025 Husqvarna Vitpilen 801 will be available starting in December 2024. Pricing has not yet been announced. Visit the Husqvarna Motorcycles website for more info.
The 2025 Can-Am Pulse roadster (above) and Origin dual-sport represent Can-Am’s return to two wheels after a decades-long hiatus, this time powered by electrons. (Photos by Align Media)
There was something both eerie and mesmerizing about riding the 2025 Can-Am Pulse and Origin electric motorcycles at their launch in Austin, Texas. The Pulse roadster and Origin dual-sport are eerily silent thanks to their electric drivetrains and enclosed chains attached to single-sided swingarms, eliminating any residual noise you’d expect from a traditional motorcycle.
As a result, you’re hyper-aware of the sensation of speed, the sounds of road surfaces beneath you, and the rushing wind. You also notice other annoying noises like squeaky brake pads, suspension components, and even jacket zippers.
The Can-Am Pulse roadster (left) and Origin dual-sport (right) are both powered by 11-kW Rotax E-Power motor with an 8.9-kWh battery.
Electric motorcycles are here to stay, and although more technology is needed to match the auto sector from brands like Tesla and Rivian, Can-Am has made significant strides without compromising aesthetics or road-going feel. Going electric is a bold move for Can-Am, which last produced motorcycles in 1987. Known for its off-road prowess, Can-Am’s 125 and 250cc dirtbikes won races like the International Six Days Enduro and swept the AMA 250 Motocross National Championship in 1974.
Once known for championship-winning motocross bikes, the Can-Am Origin dual-sport is the brand’s modern-day off-road bike.
Rather than returning with a motocross bike, Can-Am is looking ahead, aiming to establish a new baseline in the electric motorcycle market dominated by brands like Zero, Energica, and LiveWire. First unveiled with minimal details in 2022, the Pulse and Origin now join Can-Am’s on-road lineup alongside the Spyder and Ryker three-wheelers.
The Can-Am Pulse and Origin both use the same 11-kW Rotax E-Power motor with an 8.9-kWh battery, producing a claimed 47 hp and 53 lb-ft of torque. While these figures may seem modest, the bikes’ instantaneous power delivery makes them comparable to a midweight 700cc ICE bike, though the top speed is electronically limited to 80 mph to preserve battery life. The Pulse accelerates from 0-60 mph in 3.8 seconds, the Origin in 4.3 seconds. Twist the throttle, and there’s no delay – just a seamless surge forward.
The Can-Am Pulse and Origin use the same battery pack, motor, and drivetrain. The battery pack is shown in yellow and serves as the main structural member of the chassis. The enclosed drive chain is part of the single-sided swingarm.
After more than five years of development, engineers built a 8.9-kWh lithium-ion battery pack. A larger battery would compromise handling, aesthetics, and the impressively low weights of 399 lb for the Pulse and 413 lb for the Origin. The battery also serves as a structural part of the frame, contributing to weight savings and a design inspired by Canadian night owls.
A liquid-cooling system manages heat for the battery, inverter, onboard charger, and motor, helping to extend battery life and optimize both range and charging times compared to air-cooled systems. Even after hours of riding in intense Austin heat, these new platforms remained cool.
The 11-kW motor is attached to the single-sided swingarm, and it sits just ahead of the rear wheel. Note the radiator for the liquid cooling system.
The regenerative braking system on the Can-Am Pulse and Origin offers two modes: Passive and Active. Passive regenerative braking operates automatically whenever you release the throttle or apply the brakes, seamlessly funneling energy back to the battery through the ECU without requiring rider input. This mode offers mild energy recovery and mimics the natural engine braking of a traditional gas-powered motorcycle, providing smooth and predictable deceleration – ideal for everyday city or highway riding.
Few motorcycle features are as sexy as a single-sided swingarm that cleanly showcases the rear wheel. ABS and dual-mode regenerative braking are standard on the Pulse and Origin.
For riders seeking more control over energy recovery or braking, Active regen steps in. You can fine-tune the regenerative settings – Off, Min, or Max – to tailor the bike’s performance to specific riding conditions. Initially, I thought I’d dislike this feature and often kept it off, but outside of dirt riding, I found myself preferring it set to Max. Active regen delivers up to four times more energy back to the battery compared to Passive mode and is engaged by twisting the throttle in reverse, much like rolling on engine braking. This setting applies a stronger braking force, making it invaluable when riding aggressively, navigating steep descents, or slowing down quickly.
We tested the Can-Am Pulse and Origin in and around Austin, Texas. Both of the slender, lightweight bikes would make great commuters.
Can-Am claims the Origin has a range up to 90 miles in the city and 71 miles in mixed riding, while the Pulse offers a city range of around 100 miles and 80 in mixed conditions. I rode each bike for about 45 miles. The above claims are accurate if you’re not pushing the bike hard or running at sustained high speeds – longer highway rides drain batteries fast. Even using the Pulse’s maximum regen settings, I had about 7 miles remaining after 45 miles.
The Pulse and Origin support Level 1 (110-volt) and Level 2 (220-volt) charging but not Level 3 DC fast charging.
The bikes come with 6.6-kW chargers that support Level 1 and Level 2 charging, lacking the faster Level 3 DC charging available on bikes like the LiveWire One. With Level 2 charging, the estimated time to charge from 20-80% is about 50 minutes, and 0-100% is about 1.5 hours. For Level 1 charging, 20-80% takes 3 hours and 10 minutes, and 0-100% takes 5 hours and 15 minutes.
One standout feature is the enclosed chain case, which keeps the chain quiet and protected with an oil bath and an automatic tensioning system. This design reduces noise and requires minimal maintenance – you change the oil in the chain case after 5,000 miles and then every 10,000 miles afterward. The enclosed chain is protected from debris and is expected to last more than 100,000 miles.
The enclosed chain case is part of the single-sided swingarm.
Although these bikes are light, Can-Am provides a reverse function. You simultaneously hold the starter button with the regen engaged until an “R” shows on the display. Then, you use the reverse throttle function to back up. This was useful while riding dirt tracks on the Origin but likely won’t be used much on the street.
Both bikes come with four riding modes: Normal, Eco, Rain, and Sport+. The Origin adds two additional modes: Off-Road and Off-Road+. I experimented with all modes, and Sport+ is ideal on the street. When venturing off-road on the Origin, Off-Road and Off-Road+ are the way to go.
Both bikes have an enormous 10.25-inch TFT display with rich, detailed graphics.
Both feature a 10.25-inch touchscreen interface with Apple CarPlay and support for over-the-air software updates. Through the Can-Am app, riders can check essential data like battery levels, remaining range, vehicle location, and estimated charging time – keeping them fully in control and connected. Android compatibility is in the works.
Both bikes come with KYB and Sachs suspension components and brakes by J.Juan, featuring a 320mm disc and a 2-piston floating caliper up front and a 240mm disc and a 1-piston floating caliper in the rear. ABS and traction control are standard. In terms of build quality, both bikes feel premium. There’s texture built into everything, from the seat that looks like a hard plastic unit to the actual paint.
Both bikes have single-disc brakes front and rear and use J.Juan components.
Can-Am Pulse: Smart City Bike
The Pulse is one of the best urban commuters available – especially for those working and residing in larger cities like Austin, Los Angeles, and New York City. I logged around 45 miles through congested traffic, wide-open highways, and tight city streets, seeing ambient temperatures as high as 109 degrees F on the display. If this were a gas-powered bike, things would have been much stickier. This commuter runs super cool, making those stop-and-go situations downtown more comfortable.
The Can-Am Pulse has a comfortable riding position that’s similar to a middleweight naked bike.
At first glance, the Pulse looks small, but don’t be fooled – its proportions are well-suited for taller riders. As someone close to 6 feet, the rider triangle (seat, pegs, and handlebars) felt perfect for me. The low 30.9-inch seat height kept my posture upright and relaxed, and the lightweight build made it easy to thread through traffic. The riding position is on par with many naked sportbikes.
The Can-Am Pulse has a sleek, modern design, and it weighs just 390 lb.
The most noticeable distinction between the road-focused Pulse and the dual-sport Origin lies in the wheels, tires, and suspension. The Pulse is equipped with 17-inch cast wheels wrapped in street-proven Dunlop Sportmax GPR-300 rubber. The suspension setup features a 41mm KYB fork that’s non-adjustable up front paired with a preload-adjustable Sachs shock at the rear, both offering 5.5 inches of travel. With that travel and a ground clearance of 5.7 inches, the Pulse handled Austin’s imperfect streets effortlessly without sacrificing comfort.
While the Pulse might look like a small commuter, its 47-hp motor offers more than enough punch to get you up to highway speeds. Out of the four modes available, I spent nearly all my time in Sport+. The difference among the modes is throttle response; power remains the same, as does battery usage.
The Can-Am Pulse’s top speed is limited to 80 mph to preserve battery life.
When battery levels drop below 10%, the bike will gradually restrict power until you’re basically in Eco mode, which feels like there is no throttle response – almost as if you could go faster doing the Fred Flintstone. Not too safe, but at least you have enough warning to get off major highways and reach a charging station. Braking is powerful, with just a one-finger pull needed on the front lever or a tap of the foot (especially when using max regen), and the nonswitchable ABS never allowed the wheels to lock during emergency braking tests.
A hundred miles is plenty for daily commuting, but for longer rides that deplete the charge during extended high-speed sections, planning your charging stops is necessary.
Can-Am Origin: The Smartest Dual-Sport
With 10 inches of suspension travel and 10.2 inches of ground clearance, the Can-Am Origin is ready to explore.
After my 45-mile urban run on the Pulse, I switched over to the Can-Am Origin and headed to a private 400-acre off-road ranch just outside Austin. The Origin showed how great EV bikes can be off-road. It’s what I’ve dubbed the “smartest dual-sport” bike, offering a blend of advanced electric technology and rugged off-road performance.
Like on the Pulse, I used Sport+ on road sections with regen at Max, providing instant throttle response and quick regen braking. While riding off-road, Off-Road+ mode was best, automatically adjusting settings for optimal performance. The Rotax E-Power motor delivered the same 47 hp but is tuned for off-road conditions. Combined with the bike’s 10 inches of front and rear suspension travel, the Origin handled off-road tracks of both loose and packed sand without issue. It’s no motocross bike, but it felt as easy to ride as a Suzuki DR-Z400 or similar dual-sport.
One of the great features of an electric bike is immediate power delivery.
While I didn’t max out the Origin’s range off-road, I estimate it would comfortably handle about 60 miles in mixed conditions. Like the Pulse, the Origin’s range is its only real limitation. The suspension, build quality, and overall performance exceed expectations, but for long days on the trails, you’ll need to plan for recharging time.
The 34.5-inch seat height might intimidate shorter riders, but once you’re moving, the bike’s lightness and balance make it easy to control. The 10.2 inches of ground clearance ensured nothing scraped, even on rugged trails, and the 43mm KYB front fork handled jumps and uneven terrain without any feeling of losing control. And of course, the 21/18-inch wheel setup helped. And wisely, Can-Am chose tube-type tires for the Origin: Dunlop D605 rubber.
One runs on oats, the other on electrons.
One of my favorite aspects of the Origin is its innovative design that significantly reduces squat due to the engine being integrated into the rear swingarm. Squat refers to the rear suspension compressing under acceleration, which can improve traction but may negatively affect handling. By housing the motor within the swingarm, the Origin maintains constant chain tension, eliminating the chain slack that typically contributes to squat in conventional motorcycles.
The Can-Am Origin is tall, narrow, and agile, and with a single-speed transmission there’s no need to shift gears.
This design simplifies drivetrain dynamics and ensures more efficient power transfer, resulting in up to 95% less squat. The bike remains stable during acceleration because the rear suspension doesn’t compress excessively, enhancing handling and control, especially on mixed terrain. This innovative approach addresses a key challenge in motorcycle dynamics, and I’m sure we’ll see more designs like this in the future.
The left switchpod has numerous backlit buttons for adjusting settings.
Range is the Only Drawback | Can-Am Pulse and Origin
If Can-Am can crack the range issue, these bikes would be unstoppable. Everything else – build quality, performance, design, and tech – is simply outstanding, especially my two favorite elements, the active regen and anti-squatting due to the motor being placed in the swingarm.
For now, the 71- to 100-mile range may limit their appeal to certain riders. But for those looking to get ahead of the curve in the electric motorcycle world – especially city dwellers who may want some limited off-road action – the 2025 Can-Am Pulse and Origin are setting a new standard.
The 2024 Royal Enfield Shotgun 650 is a custom-ready solo cruiser. (Photos courtesy Royal Enfield).
Before writing this 2024 Royal Enfield Shotgun 650 review, I looked through back issues of Rider magazine to identify some of our favorite ads over the past 50 years, which were published in the Rider Rewind section of our September issue (available exclusively to subscribers). One that caught my eye was a Royal Enfield ad that ran in our September 2003 issue announcing the addition of an electric start to its iconic Bullet.
A Royal Enfield ad that ran in the September 2003 issue of Rider magazine.
Proclaiming “What’s Next…Astro Turf at Wimbledon?”, that ad was certainly cheeky – as was one that ran a couple years earlier that celebrated living in the past – yet it accurately characterized the company that built its first motorcycle in 1901, existed in the U.K. for more than half a century, and ultimately became an Indian manufacturer based in Chennai, spanning 123 years of continuous motorcycle production.
A Royal Enfield ad that ran in the April 2000 issue of Rider magazine.
By the time those ads were published, change was already under way. Under the direction of Siddartha Lal, who became CEO of Royal Enfield in 2000 at the age of 26 (he’s the son of Vikram Lal, who was CEO of Eicher Motors, Royal Enfield’s parent company, until Siddartha succeeded him in 2006), the company began a steady march towards modernization. Siddartha Lal is a motorcycle enthusiast, and he wanted to transform Royal Enfield from an antiquated, niche brand into a global player.
2024 Royal Enfield Shotgun 650 in Stencil White
In 2009, Royal Enfield introduced an aluminum, unit-construction, fuel-injected 499cc OHV Single that replaced the decades-old cast-iron, carbureted mill. In 2014, Royal Enfield introduced the Continental GT cafe racer, which had been developed in partnership with assistance from Harris Performance (which RE later acquired).
Royal Enfield kicked it into high gear when it introduced the Himalayan adventure bike in 2016 (it made its U.S. debut in 2018) and its first twin-cylinder motorcycles, the Continental GT 650 and INT650, in 2019.
Royal Enfield was established in 1901. The Rock Store, a popular motorcycle hangout on Mulholland Highway near Los Angeles, was originally a stagecoach stop built from volcanic rock in the 1910s.
After a brief pause during the Covid-19 pandemic, more new models followed: the Meteor 350 in 2021; the Classic 350 in 2022; the Scram 411 scrambler, Super Meteor 650 cruiser, and Hunter 350 roadster in 2023; the updated and liquid-cooled Himalayan and Shotgun 650 in 2024; and the Guerilla 450 roadster recently announced for the 2025 model year. That’s six new models in the past four years plus another one on the way.
All Royal Enfield motorcycles are built in an ISO 9001-certified manufacturing facility, and they are backed by a three-year, unlimited-mileage warranty with roadside assistance.
The Royal Enfield Shotgun 650 (shown here in the Plasma Blue colorway) can be customized with more than 30 factory accessories.
The focus of this review, the Shotgun 650, is a modular cruiser that Royal Enfield says is inspired by – and ready for – customization. Multiple colorways and accessories allow owners to tailor the bike to their personal preference. In stock trim it’s a stylish solo-seat cruiser, but with a few bolt-on parts, it can be transformed to accommodate a passenger or become a lightweight tourer.
As its name suggests, the Shotgun 650 is built on the same 648cc air/oil-cooled parallel-Twin platform as the INT650, Continental GT 650, and Super Meteor 650. Designed to have classic British style, the Twin has large cooling fins and hand-polished aluminum covers. A single overhead cam actuates four valves per cylinder, and a single-piece forged, counterbalanced crankshaft with a 270-degree firing interval allows the engine to rev up smoothly and generate a mild, rumbling exhaust note.
The standard 2024 Royal Enfield Shotgun 650 comes with a solo saddle, but a passenger seat can be added.
Built to be a global model that will be pressed into duty in places outside of its home country of India, the engine has a mild 9.5:1 compression ratio, burns regular fuel, and relies on Bosch systems for fuel injection and engine management. With claimed output of 46.4 hp at 7,250 rpm (redline is 7,500) and 38.6 lb-ft of torque at 5,650 rpm, performance is more workhorse than thoroughbred.
I opted for a Shotgun 650 in the Stencil White colorway, a $200 upgrade over the standard Sheet Metal Gray. The floating solo seat is perched at an agreeable 31.3 inches above the ground, and it is firm and supportive but doesn’t allow the rider to move around much. Built around a beefy tubular-steel spine frame, the Shotgun 650 is claimed to weigh 529 lb with a 90% fuel load, which is heavy for a bike in this class (the Kawasaki Vulcan S, a comparable 650cc cruiser, weighs 494 lb).
The Royal Enfield Shotgun 650 has a classic style and a carefree spirit.
But out on the road, the Shotgun doesn’t feel heavy, and its upright riding position, mid-mount footpegs, and compact dimensions give it a playful sensibility. It cruised along comfortably on L.A.’s rough, poured-concrete freeways, with all but the worst bumps absorbed by the nonadjustable inverted Showa Separate Function-Big Piston fork with 4.7 inches of travel and Showa twin shocks with 3.5 inches of travel and five-step preload adjustability.
The Shotgun 650 rolls on cast-aluminum tubeless wheels, with an 18-inch front and a 17-inch rear. Each wheel has a single-disc brake with a 2-piston caliper, the front pinching a 320mm rotor and the rear pinching a 300mm, and ABS is standard. The brakes get the job done, but the front lever requires firm pressure, and it doesn’t offer much feedback.
Our test bike was fitted with accessory bar-end mirrors.
On canyon roads through the Malibu hills, the Shotgun was a blast (ha!). It handles easily and feels solid and reassuring. Cornering clearance is limited, but this isn’t a bike for strafing apexes. Taking wide, gliding lines through curves rewards the rider with a sense of pleasurable ease. The definition of cruise is to “travel smoothly at a moderate or economical speed,” and that’s the sort of riding at which the Shotgun excels.
Up front is an LED headlight, a large round analog gauge with a digital inset, a small round display for the Tripper navigation system, and a USB charging port. Should you want to customize the Shotgun, Royal Enfield offers more than 30 dedicated accessories, including everything from auxiliary lights, bar-end mirrors, and a windscreen to a flatter handlebar, a passenger seat, contrast-cut billet wheels, two different skid plates, four types of highway bars, and luggage.
The Shotgun 650 is a worthy addition to the unique and diverse line of Royal Enfield motorcycles that caters to those who prioritize style, function, and value. They are straightforward, no-nonsense bikes that capture the true spirit of riding without pretense.
Now in its fourth generation in 10 years, the 2024 Yamaha MT-09 has received a long list of updates and is better than ever. (Photos by Joseph Agustin)
The traditional gift for a 10th anniversary is tin or aluminum, neither of which is particularly fancy, but the latter certainly makes sense for the 2024 Yamaha MT-09. The 890cc inline-Triple-powered naked bike is built around a controlled-fill die-cast aluminum frame, its subframe and swingarm are likewise made from aluminum, and so are its lightweight spinforged wheels and other components.
A decade ago, I attended the U.S. press launch for the all-new Yamaha FZ-09 (as it was originally called) in San Francisco. Blasting around the steep, obstacle-course streets of the Golden Gate City on the fast and frisky FZ was a rollicking good time. The bike was fresh, exciting, and unique, and it felt like Yamaha had a hit on its hands.
The 2014 Yamaha FZ-09 was a bold, unique entry into the middleweight naked segment. (Photo by Tom Riles)
The FZ-09 was the first model powered by Yamaha’s new “Crossplane Concept” inline-Triple, which was inspired by the YZF-R1’s distinctive crossplane inline-Four. The R1’s engine offsets each crankpin 90 degrees from the next, which creates a cross rather than the flat plane of a 180-degree crank, and it uses an uneven firing interval for smoother throttle response, better rear-wheel traction, and unique character. With one less cylinder, the FZ-09’s CP3 has each crankpin offset 120 degrees from the next, and they fire sequentially (1-2-3) in even 240-degree intervals, and the result is much the same as with the R1’s engine.
The original 847cc CP3 inline-Triple that powered the first-generation Yamaha FZ-09.
The lively motor cranked out about 110 hp, and it was bolted into a compact bike that weighed just 414 lb soaking wet. Duly impressed, in my review I claimed that “the FZ-09 looks, sounds, and feels different from any other bike on the road. It’s part sportbike, part supermoto, and part streetfighter.” That first iteration had some teething issues, including abrupt throttle response and a brick-like seat, but it was a blast on two wheels and a steal at just $7,990. So many deposits were put down before bikes started arriving at dealerships that Yamaha doubled production.
The 2024 Yamaha MT-09 has fresh styling, revised ergonomics, updated electronics, and upgrades to its chassis and suspension. This colorway is called Midnight Cyan. Other color options are Matte Raven Black and Team Yamaha Blue.
Ten years later, we’re now on the fourth generation of the platform known in America since 2018 as the MT-09 to match its global nomenclature. Updates every few years have been fueled by the bike’s popularity – more than 30,000 have been sold in the U.S. and nearly 200,000 have been sold worldwide.
The 2024 Yamaha MT-09 has sportier ergonomics, but comfort isn’t compromised and the new riding position makes sense for the bike’s intended purpose.
As the MT-09 has grown up, it has become more refined and more sophisticated. But, unlike most teen rebels who become tax-paying adults, the MT hasn’t lost its edgy side. The biggest overhaul was in 2021, when it got a larger 890cc (up from 847cc) engine, an updated chassis, and an IMU-supported electronics package adapted from the R1.
The 2024 Yamaha MT-09 has new LED headlights and position lights, plus a whole lot more.
2024 Yamaha MT-09 Review | What’s New
Updates for 2024 are mostly enhancements. Starting with the drivetrain, the transmission has new drive dogs and gears that improve shifting engagement and reduce backlash. Yamaha’s third-generation quickshifter now works at speeds as low as 9 mph and allows downshifts during acceleration as well as upshifts during deceleration. To improve intake sound, there are now two tuned intake ducts instead of three, a new intake opening in the airbox, and, like those introduced on the 2022 Yamaha MT-10, Acoustic Amplifier Grilles atop the fuel tank that project intake sound directly into the cockpit.
Atop the redesigned fuel tank are Acoutic Amplifier Grilles, which project intake sound into the cockpit.
The MT-09’s updated styling and revised ergonomics begin at the front, with new LED headlights and position lights fitted into a stubby, Predator-esque facemask. The fuel tank was reshaped and repositioned for a more aggressive look and sportier ergonomics. Compared to the previous model, the tank is wider, lower, and has deeper knee cut-outs. The handlebar is now 1.4 inches lower, is a tad closer to the rider, and has more sweep and a sharper rise, but it also has two position settings and an additional four degrees of steering sweep on either side (32 degrees, up from 28). The net result of these changes is more weight on the front tire and a smaller turning radius, both of which make the bike easier to maneuver.
The 2024 Yamaha MT-09’s new Predator-eqsue facemask includes high/low beams in the center and postion lights that look like menacing squinted eyes.
Ergonomic changes also extend to the saddle, with the former single-piece seat replaced by separate rider and passenger saddles. Seat height for the rider remains 32.5 inches, but the seat is flatter and 0.5 inch narrower near the front to make it easier to reach the ground. The rider’s footpegs have been moved rearward and like the handlebar are adjustable with two positions. Yamaha further sweated the details by making the clutch lever adjustable over 14 positions spanning a 0.4-inch range, making the mirrors larger, and replacing the cast brake pedal with a stronger forged unit.
The 2024 Yamaha MT-09 has a new two-piece seat, and the rider’s portion is flatter and narrower in front.
Having altered the front/rear weight distribution and always on the hunt for better handling, Yamaha also made changes to the MT-09’s chassis and suspension. The CP3 Triple is a stressed member of the chassis, and the right and left side engine brackets were made thicker for more rigidity in the middle. The headstock bracket, on the other hand, was changed to allow more compliance up front.
Engine internals are unchanged, but the transmission has been updated and the engine mounts have been revised.
The MT-09 still uses a fully adjustable 41mm inverted fork made by KYB, but it has a higher spring rate and firmer damping. The KYB shock, which is adjustable for preload and rebound, uses a new linkage ratio with a flatter curve as well as firmer damping. The main brake components – dual 298mm floating front discs with 4-piston radial calipers, a single 245mm rear disc with a 1-piston caliper – are unchanged, but the front master cylinder has been upgraded to a premium Brembo radial setup.
2024 Yamaha MT-09 Review | Riding Impressions
Yamaha returned to the Bay Area for the U.S. press launch of the 2024 MT-09, but this time around we were farther south in the heart of Silicon Valley. That’s fitting since the latest MT is the most tech heavy yet. It has a larger, 5-inch (up from 3.5) TFT instrument panel with four display modes. Using the Yamaha Y-Connect app, a smartphone can be paired with the bike, allowing use of the free Garmin StreetCross app for on-screen turn-by-turn navigation.
A larger 5-inch TFT instrument panel has four display modes and rich graphics that show how different Yamaha Ride Control electronics alter riding characteristics.
Connecting the Garmin StreetCross app enables on-screen navigation.
The Yamaha Ride Control electronics suite has been simplified into three standard ride modes (Sport, Street, and Rain) as well as two customizable modes that allow all rider aids to be tailored to the rider’s preferences via the TFT menu or Y-Connect app. Parameters can be adjusted for throttle response, lean-sensitive traction control, cornering ABS, slide control, wheelie control, back-slip regulation, and the quickshifter. The handlebar switches have been redesigned to be more user-friendly and intuitive, and cruise control is now standard.
Cruising around town, the 2024 Yamaha MT-09 is a wolf in sheep’s clothing.
The MT-09’s engine alights with a familiar growl. Following the model-year 2021 update, there has been no typical exhaust pipe to speak of, just a metal box under the bike with an exit hole on the bottom. With the engines warmed up, we began our test ride on the city streets of Cupertino, where Apple is headquartered. It was a Thursday morning, and folks were driving their Teslas to Starbucks, driving their Teslas to work, or driving their Teslas to drop kids off at school. Our gang of gas-powered motorcycles might as well have been a group of Hell’s Angels.
As a slender, light, compact machine, the 2024 Yamaha MT-09 would make an ideal commuter.
At modest around-town speeds, the MT-09 is well-mannered. It’s easy to maneuver, its controls and functions make sense, and its exhaust burbles politely. As a lightweight, compact machine, it would be an ideal commuter, even more so when fitted with one of Yamaha’s accessory top trunks, available in 34-liter and 45-liter sizes.
The MT-09’s happy place.
But a sporty naked bike lives its best life in the curves. Leaving the flat suburban grid behind, we climbed into the rugged Santa Cruz Mountains, which are covered with towering redwoods and crisscrossed with fantastic roads, such as Skyline Boulevard and Big Basin Way. With its wheels wearing the latest Bridgestone Battlax Hypersport S23 tires, the MT-09 clung to the road like a cat climbing a tree, and it handled the dozens of tight transitions with confident ease.
The MT-09’s spinforged wheels are shod with new Bridgestone Battlax Hypersport 23 radials.
When riding at speed while leaned over, whether giving it throttle or applying the brakes, the changes to the MT-09’s ergonomics, weight distribution, and chassis clicked. The more committed riding position improves the rider’s sense of control, providing a more reassuring connection to the bike. Grippier tires with more weight on the front and firmer suspension damping help the MT-09 feel more planted. The bike does more of what it is supposed to do – what you want it to do – freeing up brain space for scanning ahead, judging corner speed, or admiring the blurred view out of the corner of your eye.
The Yamaha MT-09 keeps a cool head under the pressure of aggressive sport riding.
While the Acoustic Amplifier Grilles might sound like a gimmick, they actually work. They aren’t electronic; they’re not like tiny guitar amplifiers with a knob that goes up to 11. They are simply tunnels that allow intake sound to be projected directly toward the rider, kind of like those ear trumpets old folks used a long time ago, and the effect is greatest at mid to high rpm. The auditory boost adds to the visceral, spine-tingling feelings that make sport riding so addictive.
2024 Yamaha MT-09 Review | The Long Ride Home
The 2024 Yamaha MT-09 accessorized with a 34-liter top trunk, comfort seats, and a radiator guard. (Photo by the author)
Wanting to spend more time with the new MT-09 than our one-day test ride would allow, I opted to ride one home from the launch. Yamaha set me up with several accessories, including a 34-liter top case, comfort seats, and a radiator guard (see accessory pricing below spec chart). With gear stuffed into the top case and more in a duffel bag Rok-strapped to the passenger seat, I headed south for a greatest-hits tour of Central California roads.
The accessory radiator guard keeps rocks and other debris from damaging the radiator. It’s also one heckuva bug catcher!
The accessory rider and passenger comfort seats (sold separately) use special foam for additional support and they feature unique styling and white stitching.
First I had to slog through 50 miles of traffic-clogged freeway, which required a lot of lane changes. One of the upgrades on the new MT-09 is self-cancelling turnsignals. Once activated, they turn off after 15 seconds if the bike has moved more than 150 meters (492 feet). Also new is a dual-function turnsignal rocker switch. A short tap on either the left or right side of the rocker gives a short three-pulse signal for a quick lane change, while a full press gives a continuous pulse (another full press turns off the signal, or you can wait until it auto-cancels). All well and good, except that with my big gorilla thumbs I didn’t have enough finesse to do the short tap. And rather than the more common central button that you push to cancel, I’d often hit the wrong side of the rocker and mistakenly activate the other turnsignal, which meant I was giving mixed signals – literally – to those behind me. While I’m all for self-cancelling turnsignals, the dual-function rocker switch complicates what has long been a no-look, second-nature operation.
The 2024 Yamaha MT-09 has new switchgear that includes a joystick and for navigating menus and a rocker switch for the dual-function, self-cancelling turnsignals. Cruise control is a new standard feature too.
Now that I’ve covered that nitpick, let me get back to praising the MT-09, because there isn’t much else to complain about. South of Hollister is a 60-mile stretch of California Route 25 that runs parallel to the San Andreas Fault and hugs the western side of a valley between the Diablo and Gabilan mountain ranges. It was early May, and thanks to above-average winter rainfall, my ride on SR-25 was between green hillsides, lush pastures, and fields covered in wildflowers. SR-25 passes by the eastern entrance to Pinnacles National Park, and from there until its end at State Route 198, it is a playground of curves, dips, and dales. It was a Friday morning, and the road was all but empty. Bliss.
One of the wide-open curves on California’s Hudson Ranch Road. (Photo by the author)
Crossing SR-198, I continued south on Indian Valley Road, a 40-mile roughly paved farm road that’s little more than a lane wide. Farther south, I wound through wine country on State Route 41, sliced my way through the tightly banked curves of the short but sweet State Route 229 (aka Rossi’s Driveway), and then enjoyed 65 gloriously curved and fast-paced miles on State Route 58 to the edge of the Central Valley. South of Maricopa, I climbed back into the mountains on State Route 166, rode around grassland hills and along ridgelines on Hudson Ranch Road, carved through canyons on Lockwood Valley Road, and snaked over mountains and through valleys on State Route 33.
California Route 33 emerges from the fog as it climbs the mountains in Los Padres National Forest. (Photo by the author)
It was a fantastic, 425-mile day in perfect conditions with sunny skies and temperatures in the 70s. The only downside was being a human bug catcher, splattering hundreds of flying insects as I hit them at speed. After returning home, I logged another 600-plus miles on the MT-09 over the next few weeks.
Got bugs? My helmet was even worse, as you can see in the video review above. (Photo by the author)
What did I learn? The MT-09 still has the untamed spirit of the original FZ-09, but it now feels less like an unbroken bronco and more like a hot-blooded thoroughbred. It’s a more self-assured machine, ready to give the rider what he or she wants when they want it. It’s more versatile too, better equipped to perform over a wider range of uses, from trackdays to sport-touring to weekend canyon carving to daily commuting. The riding position is more committed than before, but it makes sense for the MT-09’s core mission of sport performance.
All grown up but still ready to party.
Yes, the base price of the MT-09 seems much higher than it was in 2014, but not when you take inflation into account. The $7,990 MSRP from a decade ago would be $10,532 in today’s dollars. The 2024 Yamaha MT-09 is priced at $10,599 – just $67 more, yet the current model is a much better motorcycle with many more standard features, particularly its state-of-the-art electronics package. The original FZ-09 was a steal, but the new MT-09 is an even better deal.
Even though the 2024 Yamaha MT-09 is more powerful, is more feature-packed, and performs better in every way, it costs only $67 more than the original 2014 FZ-09 when adjusted for inflation. Few bikes offer as much bang for the hard-earned buck.
2024 Yamaha MT-09 Specs
Base Price: $10,599
Price as Tested: $11,634 (see accessory pricing below)
The 2025 BMW R 1300 GS Adventure receives significant upgrades.
For 2024, the BMW R 1300 GS was massively updated, including a new and more powerful Boxer engine, a new sheet-metal main frame, a new cast-aluminum subframe, a next-gen suspension system, and more. For 2025, the BMW R 1300 GS Adventure is added to the lineup, with a few changes that make it even more capable of long-haul touring and adventure riding.
The 2025 R 1300 GS Adventure benefits from the upgrades made to the base GS, including the 1,300cc Boxer engine that produces a claimed 145 hp at 7,750 rpm and 110 lb-ft of torque at 6,500 rpm. The new engine is also lighter in weight than the previous 1,254cc engine by 9 lb, while the whole powertrain weighs 14 lb less.
Another upgrade to the GS and GSA is the laser-welded sheet-metal main frame and cast-aluminum subframe, which is said to be lighter, stiffer, narrower, and more tightly bonded to the main frame. The Telelever and Paralever suspension systems have been replaced with the next-gen EVO Telelever and Paralever systems. Both bikes also receive significant styling updates, including a replacement of the signature asymmetrical headlight with a centralized X-shaped headlight. For a more comprehensive overview of the BMW R 1300 GS upgrades, read our First Ride review here.
The BMW R 1300 GSA departs from the GS in a few key aspects meant to make it more capable for longer adventures. Most noticeable is the massive 7.9-gallon fuel tank, which holds nearly three gallons more than the tank on the GS. This large tank has rubberized trays on either side, where tools and items can be placed when stopped.
The GSA also gets longer suspension travel than the GS, from 7.5 inches front and 7.9 inches rear to 8.3 inches front and 8.7 inches rear, the same travel length found on the previous R 1250 GS Adventure. The seat height is a tall 34.3-35.0 inches, which can be reduced to 33.1-33.9 inches when stopped if equipped with the optional Adaptive Vehicle Height Control. The wheels on the GSA are spoked compared to the GS’s cast wheels, and the GSA has a wet weight of 593 lb compared to the GS’s 523 lb.
The BMW R 1300 GS Adventure also includes a few extras that do not come standard on the GS. Where the GS comes with a short Sport windscreen, the GSA has a standard large windscreen with two large transparent wind deflectors. Riders can also choose to purchase the optional electric windscreen adjustment. The GSA also includes an engine guard and a centerstand as standard, adding more adventure-ready attitude to the beefier GSA.
Electronics on the GSA include a 6.5-inch TFT with connectivity, Full Integral ABS Pro, Dynamic Brake Control, Dynamic Cruise Control, Dynamic Engine Brake Control, Dynamic Traction Control, Hill Start Assist, a keyless ignition, three riding modes, heated grips, full LED lighting, a USB-C charging port, a 12-volt power socket, and Intelligent Emergency Call.
One exciting option for the GSA is the Automated Shift Assistant, in which two electromechanical actuators automate the clutch and gearshift of the 6-speed transmission, eliminating the need to use the hand clutch lever at all.
Other optional technology includes Ride Modes Pro with three additional riding modes, Electronic Dynamic Suspension Adjustment, Adaptive Vehicle Height Control, Headlight Pro with an adaptive headlight, and Riding Assistant with Active Cruise Control, Front Collison Warning, and Lane Change Warning.
The GSA is designed to be modified, and BMW offers many accessories for this model. Riders will notice three fastening elements on the upper tank paneling that are prepared to mount the optional 12-liter tankbag with a waterproof inner bag. A range of aluminum side and top cases are available, as well as items to enhance passenger comfort, wind protection, heated seats, and more.
2025 BMW R 1300 GS Adventure with optional equipment
GSA owners can also choose options packages to equip. The Premium Package includes Ride Modes Pro, sport brakes, Riding Assistant, Shift Assistant Pro or Automated Shift Assistant, Headlight Pro, GPS prep, chrome plated headers, electrically adjustable windscreen, aluminum side case mounts, and aluminum top case mount. The Enduro Package Pro includes handlebar risers, short enduro hand levers, height-adjustable GS Vario rider footrests, hand protectors, and front turn signal relocation stalks.
2025 BMW R 1300 GS Adventure
The 2025 BMW R 1300 GS Adventure base model will be available in solid Racing Red. The Style Triple Black version, with large aluminum radiator cowls with holders for bags, comfort seats with seat heating, a luggage holder, and a high windshield with large wind defectors, comes in a black color scheme.
2025 BMW R 1300 GS Adventure Style Triple Black
The Style GS Trophy version comes in Racing Blue and Racing Red and includes a smaller Sport windscreen and sport grab handles for the passenger, large radiator cowls with mounts for bags, and aluminum tank trays.
2025 BMW R 1300 GS Adventure Style GS Trophy
The Option 719 Karakorum comes in Aurelius Green with gold accents and includes small aluminum radiator cowls, a protective grille on the auxiliary headlights, heated rider and passenger comfort seats, a luggage rack, and a small Sport windscreen.
2025 BMW R 1300 GS Adventure Option 719 Karakorum
The 2025 BMW R 1300 GS Adventure will be available in the last quarter of 2024, and pricing will be announced closer to the market launch.
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