2024 Harley-Davison CVO Road Glide ST in Golden White Pearl
Under the banner “Dawn of a New Era,” the Motor Company made a global announcement today about new models added to the 2024 Harley-Davidson lineup. This year marks the 25th anniversary of H-D’s Custom Vehicle Operations division, and in addition to the CVO Street Glide and CVO Road Glide announced last June, the Motor Company will offer a CVO Road Glide ST and a CVO Pan America adventure bike. Harley-Davidson’s popular Street Glide and Road Glide baggers have also been updated.
Street Glide and Road Glide | 2024 Harley-Davidson
2024 Harley-Davison Road Glide
Two of Harley-Davidson’s best-selling bagger models – the Street Glide and the Road Glide – now feature more streamlined bodywork first seen on their CVO counterparts. Both are powered by a Milwaukee-Eight 117 V-Twins with a revised cooling system, and new for 2024 are selectable ride modes: Road, Sport, Rain, and Custom.
2024 Harley-Davison Street Glide
Convenience and comfort have also been improved with an upgraded infotainment available through a new 12.3-inch TFT color display, additional rear suspension travel, and a revised seat.
2024 Harley-Davison Street Glide
2024 Harley-Davison Road Glide
CVO Road Glide ST | 2024 Harley-Davidson
Harley-Davidson says the new CVO Road Glide ST is the company’s “quickest, fastest, and most sophisticated performance bagger.” The West Coast-style bagger is powered by the Milwaukee-Eight 121 High Output V-Twin, an engine exclusive to this model that churns out 127 hp and 145 lb-ft of asphalt-buckling torque. Selectable ride modes include Road, Sport, Track, Track Plus, Rain, and multiple Custom modes.
2024 Harley-Davison CVO Road Glide ST in Raven Metallic
Lightweight materials, including mufflers with titanium shells, an oil pan made of composite, and forged carbon fiber used in the muffler end caps, front fender, seat cowl, and tank console, along with revised wheels and wave-style front brake rotors, help keep dry weight to 800 lb, 25 lb less than the CVO Road Glide.
The CVO Road Glide ST is equipped with fully adjustable Showa suspension, with an inverted 47mm 1×1 fork and dual rear shocks with remote reservoirs, and Brembo braking components.
A full suite of infotainment is powered by Skyline OS, and a large color touchscreen replaces all analog instrumentation and most switches. Premium audio includes a 500-watt amplifier and Rockford Fosgate Stage II 6.5-inch fairing speakers.
The CVO Road Glide ST will be available in two paint schemes: Golden White Pearl or Raven Metallic. In addition to CVO 25th Anniversary graphics, a Screamin’ Eagle graphic on the fairing sides and fuel tank is inspired by the Screamin’ Eagle Harley-Davidson Factory motorcycles raced in the MotoAmerica King Of The Baggers series.
CVO Pan America | 2024 Harley-Davidson
2024 Harley-Davison CVO Pan America
Harley-Davidson’s Pan America has been one of the best-selling adventure bikes in the U.S. since its debut in 2021. The new CVO Pan America retains all the features of the Pan America 1250 Special, including the Revolution Max 1250 engine with multiple ride modes, semi-active suspension, and more.
The CVO Pan America model is outfitted with adventure-ready accessories including Adaptive Ride Height suspension, aluminum top and side cases, a Screamin’ Eagle quickshifter, tubeless laced wheels, auxiliary LED forward lighting, and an aluminum skid plate. It also comes in a unique black, red, and white paint scheme with a Harley-Davidson “1” logo on the tank.
Airing out the new 2024 Triumph Scrambler 1200 X in the California desert. (Photos by Ernie Vigil, John Hebert & courtesy Triumph)
Triumph has mastered the art of efficient motorcycle design. One engine – a liquid-cooled 1,200cc parallel-Twin with SOHC, 4 valves per cylinder, and a 270-degree crankshaft – powers a diverse range of retro-styled models in the company’s lineup, including the Bonneville T120 retro standard, Speed Twin 1200 roadster, Bonneville Bobber, Bonneville Speedmaster cruiser, Thruxton RS cafe racer, and Triumph Scrambler 1200 X and XE. Different engine tuning and unique styling, chassis, exhausts, and features give each model a distinctive sound, character, and feel.
Carving curves aboard the Scrambler 1200 XE on S22, a San Diego County road that climbs more than 3,000 feet in 10 miles.
We’ve reviewed all of them over the years (most recently the Bonneville Bobber), and Triumph kicked off the first week of 2024 by hosting a launch for the updated Scrambler 1200 XE and new Scrambler 1200 X in Borrego Springs, California, a small town surrounded by the 1,000-square-mile Anza-Borrego Desert State Park.
Triumph introduced the Scrambler 1200 platform for 2019, and it offered something few production scramblers did: genuine off-road capability. Whereas many scramblers are often styling exercises, the two Scrambler 1200 models – the base XC and the up-spec XE – were equipped with an Off-Road riding mode, tubeless spoked wheels with a 21-inch front, and ample suspension travel: 7.9 inches on the XC and 9.8 inches on the XE. Such tall suspension resulted in tall seat heights: 33.1 inches on the XC and 34.25 inches on the XE. While the XE had more bells and whistles than the XC, both models were more alike than different in terms of specification and price.
On the left is the 2024 Triumph Scrambler 1200 XE in Baja Orange / Phantom Black. On the right is the Scrambler 1200 X in Carnival Red.
For 2024, Triumph has broadened the appeal of the platform by replacing the XC with the Scrambler 1200 X, which has a more accessible seat and a different specification that allowed Triumph to hit a lower price point: $13,595, which is $1,150 less than the 2023 XC. Although the XE has been updated and retains a high level of specification, its $15,295 MSRP is $900 cheaper than last year’s model.
Marzocchi suspension is new on both the Scrambler 1200 X and XE.
On the X, a lower 32.3-inch seat height was achieved by reducing suspension travel from 7.9 to 6.7 inches, and an accessory low seat can drop it to 31.3 inches. The X’s lower price point is mostly the result of changes in suspension and brakes. Whereas the previous XC and XE both had fully adjustable suspension front and rear, with a Showa fork and Öhlins dual rear shocks, the 2024 models are equipped with Marzocchi suspension that offers full adjustability on the XE but only rear preload adjustability on the X. The former XC and XE both had Brembo M50 radial monoblock front calipers, while the new X has Nissin axial calipers and the XE now has Brembo Stylema calipers.
The Scrambler 1200 X has Nissin 2-piston axial front calipers. Metzeler Karoo Street tires are OE fitment, but test bikes we rode were shod with Michelin Anakee Wild 50/50 tires.
Previously, the XC and XE were both equipped with ABS and traction control, but only on the XE were both riding aids lean-angle-sensitive. For 2024, both the X and XE have cornering-optimized ABS and traction control, with a dedicated Off-Road ABS mode that turns anti-lock braking off at the rear and adds the ability to switch traction control off.
For 2024, the Scrambler 1200 XE’s Bremo radial monoblock front calipers got upgraded from M50 to Stylema.
As before, both models have throttle-by-wire and multiple ride modes – Sport, Road, Rain, Off-Road, and Rider (customizable) – that adjust throttle response, ABS, and traction control settings. The XE also has an Off-Road Pro mode that disables ABS and TC completely. All modes are selectable on the fly except Off-Road and Off-Road Pro, which require the bike to be stationary.
Let’s Go Riding! | Triumph Scrambler 1200
In late 2018, I flew to Portugal for the press launch of the first-gen Scrambler 1200, which included two days of on- and off-road riding. I spent most of my time on the XE, and I was impressed with how capable and versatile the bike was. Triumph loves to host press launches on the Iberian Peninsula because Portugal and Spain have fantastic riding and generally mild weather during the late fall and winter months. Contributing editor Kevin Duke flew to Spain last December for the Tiger 900 launch, and other Rider staffers and contributors will be heading to Spain in the coming weeks for other Triumph launches.
With its wide, flat seat and upright seating position, the Scrambler 1200 X and XE are both comfortable to ride, though they lack the wind protection that most ADV bikes offer. Handguards are standard on the XE and optional on the X.
Because North America got the Scrambler 1200 X and XE later than Europe (bikes are arriving in dealerships now), Triumph America hosted a launch on domestic soil, and it couldn’t have picked a better location than Borrego Springs. The town sits in a desert valley that’s surrounded by high mountains on three sides, and just a few miles to the west is the Ocotillo Wells off-highway riding area (and beyond it is the Salton Sea, California’s largest lake).
On the third day of 2024, still fat and happy from the holidaze, I saddled on up a Scrambler 1200 X for the street ride. The long, flat bench seat accepted my bulk without complaint, and the handlebar, which is 2.6 inches narrower than the one on the XE, was at an agreeable height. Perched atop the bar is a single round instrument that combines a monochrome digital display at the top and a color TFT at the bottom. It was a cool morning, in the upper 50s, and the X was equipped with accessory handguards but not accessory heated grips. Luckily, I was wearing Fly Racing Ignitor Pro battery-powered heated gloves.
The Scrambler 1200’s high pipes look fantastic and emit a great rumbling sound. Shielding and strategic location of the cat helps manage radiant heat.
Firing up the bike, the parallel-Twin’s 270-degree crank produced a lively, rumbling exhaust note. The 1,200cc mill has a unique “high power” scrambler tune that makes a claimed 89 hp at 7,000 rpm and 81 lb-ft of torque at 4,250 rpm. For 2024, Triumph switched from dual 45mm throttle bodies to a single 50mm throttle body and revised the exhaust header for improved flow, which broadens the spread of torque in the upper rev range.
We hustled our way up San Diego County Road S22, a dramatic, winding byway that climbs from 600 feet to more than 4,000 feet in 10 miles. Because we’d be riding off-road during the launch, all the test bikes were fitted with Michelin Anakee Wild 50/50 adventure tires, which are OE-approved for both the X and XE (standard fitment are Michelin Karoo Street tires on the X and Metzeler Tourance on the XE). Riding at a spirited pace, the Scrambler 1200 X comported itself with reassuring stability and reasonable agility, but in tight corners I found myself dragging the footpegs sooner than expected.
Fueling is spot-on and response from the throttle-by-wire is excellent regardless of ride mode.
Reaching the mountain pass, we were greeted by dark clouds and steady winds, and soon we were riding in cold rain. Damn. The same thing happened during the Scrambler 1200 street ride in Portugal, but at least this time I was wearing waterproof apparel. Our planned ride to the top of Mount Palomar was scrubbed because it was socked in with fog and getting covered in snow. After an extended coffee break to dry out and warm up, we retreated to Borrego Springs for a hot shower and lunch.
In the afternoon, we charged back up S22 for photos, which gave me an opportunity to ride the XE. Its wider handlebar opens the cockpit, a configuration that better suits my simian arms, and the taller suspension adds valuable cornering clearance. The additional suspension stroke results in more squat under acceleration and more dive under hard braking, but the chassis pitch is smooth and predictable. The Brembo Stylema calipers – some of the best binders in the biz – ratcheted up power and feedback at the front lever.
Despite the Scrambler 1200 XE’s nearly 10 inches of suspension travel and 21-inch front wheel, its handling feels neutral and confident on pavement.
Dry, warmer roads allowed us to push the Scramblers harder in the afternoon than we did in the morning. The pleasantly lumpy Twin provided reliable grunt at nearly any rpm, and gear changes felt as light and smooth as buttercream thanks to the slip/assist clutch.
Let’s Scramble! | Triumph Scrambler 1200
On or off-road, the Scrambler 1200 XE is a blast to ride and looks good doing it.
After dinner at Carlee’s, an old-school dive bar and grill in the heart of Borrego Springs, we awoke the next morning to bluebird skies. The ride leader for my group on both days was none other than Jeff “Six Time” Stanton, who won six AMA 250cc motocross and supercross championships between 1989-1992. He now runs Jeff Stanton Adventures, a Michigan-based ADV training and touring company that uses Triumph Tigers and Scramblers. During the pre-ride briefing before our off-road ride on Day 2, he assured us that the route would be a walk in the park, which for a middling off-road rider like me meant it would be challenging. We were in the desert, which meant sand. Lots and lots of sand.
The Scrambler 1200 X is just as capable off-road as the XE, but its reduced suspension travel is less forgiving of hard hits. All test bikes we rode were equipped with accessory engine guards.
Within a few minutes of leaving the hotel, we turned off the pavement and onto a sandy track. We paused briefly to switch over to off-road riding modes. I was on the XE and selected Off-Road, which turns off rear ABS and reduces traction control intervention. In the soft stuff, the TC light kept flashing and killing my drive. After struggling for about a mile, I stopped and realized I was still in Road mode. On the Scrambler 1200s, the mode button must be cycled to select the desired mode, and then the menu joystick must be pressed to confirm the change. I had overlooked that second step. Frustrated as I was by the TC intervention, I selected (and confirmed) Off-Road Pro mode (all nannies off, game on) and pinned it.
The Scrambler 1200 X (shown) and XE are both well-balanced and is to control during climbs and descents.
In no time, I was up on the pegs, elbows out, gassing my way down sandy two-track and wide-open washes doing my best impression of Malcolm Smith, and having the time of my life. Sand is one of those surfaces that, if you can accept it rather than fight it and embrace the “gas on, brain off” riding style, brings special rewards. Keeping a light grip on the handlebar and bodyweight to the rear, letting the front tire float and find its way, and steering by weighting the pegs allows the bike to glide over the sand. At just over 500 lb wet, the Scrambler 1200 XE is more than twice the weight of dirtbikes that typically ply sandy trails, but with enough speed, it becomes a true desert sled.
A skid plate is standard equipment on both the Scrambler 1200 X and XE.
After the sandy washes of Anza-Borrego Desert State Park, we entered the Ocotillo Wells OHV area and chased each other across sandy plains through Devil’s Slide, up and down steep hills and ridges near Shell Reef, and north through a rocky, hilly landscape to the Badlands. After working our way through the Arroyo Salado sand wash, we entered the tight, narrow, winding Tierra Del Sol canyon, which wasn’t much wider than the deeply rutted two-track trail at the bottom. We carved our way along the ruts like following a narrow bobsled chute, keeping our speed up to avoid getting bogged down in the sand.
Mixing work and play at Ocotillo Wells State Vehicular Area.
By that time, we’d been riding for a few hours, and I was getting fatigued. A last-second twitch of the bars to dodge a big, embedded stone put me on a collision course with another one. I took a low-speed digger into the sand, which was a relief because it gave me a chance to catch my breath. Right behind me was Fred Britton, lead instructor at Jeff Stanton Adventures, who had been on my six riding a 650-lb Triumph Tiger 1200 Rally Explorer, making it look easy. He helped me pick up the fallen XE and encouraged me by saying “You’re doing great!”
The Scrambler 1200 XE has a full color TFT display with multiple themes.
The Scrambler 1200 X has a more basic LCD/TFT display. Review
After climbing back on the XE and climbing out of the canyon, we did photo passes on a jeep hill with sandy approaches. During all photo stops, we did passes on both the X and the XE, which provided an opportunity for quick back-to-back comparisons. Launching them off a jump gave me more appreciation for the additional suspension on the XE to absorb big hits and landings, but I also liked the extra steering leverage of its wider handlebar.
Which is Better? | Triumph Scrambler 1200
After the morning’s off-road ride, our big group crowded around a long table in a dark, dingy back room at Alamo Mexican Restaurant in Salton City for lunch. Over stale chips and watery salsa, everyone talked loudly and excitedly about the ride, the route, the challenges, the fun, and how well the Scrambler 1200s performed. While most preferred the XE for the off-road portion of the ride, some appreciated its more compact feel and lower center of gravity.
2024 Triumph Scrambler 1200 XE in Baja Orange / Phantom Black
Based purely on the riding experience, I’d pick the XE over the X. Its larger size better suits my large frame, and its additional cornering clearance on the street and extra suspension stroke in the dirt are big bonuses. Its top-shelf brakes, Off-Road Pro mode, and up-spec full TFT display also make it more desirable. But for those who spend most of their time on pavement and wants or needs the lower seat height, then the X will better fit their needs – and they’ll save $1,700.
2024 Triumph Scrambler 1200 X in Ash Gray
Regardless of model, what I’ve loved about the Scrambler 1200 platform since it was first unveiled in 2018 is its drop-dead gorgeous styling. With its high pipes, round headlight, sculpted tank, bench seat, and spoked wheels, it has the undeniable magnetism of a classic. But hidden beneath the surface is a full-on adventure bike equipped with the latest tech. Without the physical and visual bulk of the bodywork that most Transformer-like ADVs have, the Scrambler 1200 looks and feels lighter while also conveying a carefree spirit.
What makes the Yamaha Ténéré 700 such a well-rounded bike is its capability on any surface. (Photos by Kevin Wing)
When the Yamaha Ténéré 700 was introduced in the summer of 2020, it was a rare bright spot during the dark time of lockdowns, masks, and toilet paper shortages. It was a new entry in the middleweight adventure bike class, slotting between Yamaha’s WR250R and 1,200cc Super Ténéré. Unlike midsized ADV models from BMW, KTM, and Triumph, Yamaha took a “less is more” approach with the Ténéré 700 – aka the T7 – eschewing electronic rider aids and other costly features and pricing it well below the competition at $9,999.
Contributing photographer Kevin Wing attended the T7’s debut in Tennessee, and he took a shine to it. “As someone who spends most of his time on lightweight dirtbikes without any electronic interventions, I felt immediately comfortable on the Ténéré 700 with its light clutch, smooth shifting, and excellent fueling,” he wrote in his test for the August 2020 issue (see Wing’s 2021 Yamaha Ténéré 700 review here).
With test rider Thad Wolff at the controls, the Yamaha Ténéré 700 easily jumps tall berms in a single bound. Few adventure bikes are as capable off-road as the tenacious T7.
When long-time contributor and dual-sport aficionado Arden Kysley got his hands on our Ténéré 700 test bike in California that same year, he added some factory luggage and other accessories and hit the road for 3,000 miles. “In my local mountains or out in the desert, the T7 has been an excellent partner for exploration, corner carving, and flat-out movin’ down the road,” he wrote in his 2021 tour test review. Kysely liked the T7 so much, he sold his 2009 BMW F 800 GS – which had 65,000 adventure-heavy miles on its odometer – and bought our test bike from Yamaha.
Consistent with the no-frills theme of the original, when Yamaha updated the Ténéré 700 for 2024, it didn’t go overboard. The monochrome LCD screen, which Wing and Kysely said required too much scrolling to access key info and was rendered useless when powdered with trail dust, has been replaced with a 5-inch color TFT display with smartphone connectivity. Like the old screen, the new one has a rally-style vertical orientation, and it now has two display modes: Explorer and Street.
Other updates include an additional ABS mode. Whereas the previous model’s ABS was only switchable between On and Off, the 2024 model also has an Off-Road mode that deactivates ABS at the rear only. To better access settings and menus on the TFT display and change ABS mode, there’s a new scroll wheel on the right switchgear. There are also sleek new LED turnsignals with clear lenses that replace homely amber “pumpkin” indicators, and the T7’s wiring harness has been updated to accept Yamaha’s plug-and-play accessory QSS quickshifter ($199.99), which allows for clutchless upshifts.
Most off-road adventures require miles of pavement to get to the trail, and the T7 is smooth, agile, and fun on curves and reasonably comfortable on the highway.
We had been testing a 2023 T7 for several months – that’s the bike you see on the cover and in the action shots, ridden by our capable contributor Thad Wolff – when Yamaha hosted a one-day launch for the 2024 model in December. I rode our 2023 test bike down to Yamaha’s SoCal headquarters, swapped it for a 2024 fitted with a quickshifter, and racked up a few hundred more on- and off-road miles.
The CP2 689cc parallel-Twin is a lively engine. New for 2024 is a plug-and-play accessory quickshifter.
Modular Motor
Sending power via chain to the T7’s rear wheel is Yamaha’s CP2 689cc parallel-Twin, the same compact engine also found in the MT-07 naked bike, YZF-R7 sportbike, and – in highly modified form – MT-07 DT racebike that’s used in American Flat Track. For T7 duty, the engine gets a dedicated airbox, cooling system, ECU settings, and exhaust system.
With a 48% front/52% rear weight bias and a 452-lb curb weight, the T7 lofts its front wheel with ease.
The Twin’s 270-degree crankshaft provides more evenly spaced power pulses than a 180-degree crank. It also produces a torquey feel and a lively exhaust note yet runs smoothly throughout the rev range. Fueling is spot-on, and power delivery is linear, reaching a peak of 63 hp at 9,000 rpm and 43 lb-ft of torque at 6,500 rpm at the rear wheel, as measured on Jett Tuning’s dyno. There are no ride modes, selectable engine maps, or traction control; just calibrate the twist of your wrist for direct results.
Holding the T7 together is a durable steel perimeter frame with a double-braced steering head and removable lower frame rails for engine maintenance, and the steel trellis subframe is welded to the main frame. The long cast-aluminum swingarm enhances rear-wheel traction, and the distance between the axles is a lengthy 62.8 inches.
Sitting or standing on the Ténéré 700, it feels very narrow between the knees. The two-piece seat is long and slender, with a flat section that slopes down from the pillion to its lowest point directly above the footpegs and then continues up onto the tank. If the 34.4-inch seat height is too intimidating, Yamaha offers some relief with a low seat ($129.99) that reduces height by 0.8 inch and a lowering kit ($114.99) that drops seat height by another 0.7 inch, bringing the seat down to 32.9 inches.
The stock seat is tall, narrow, and firm.
For our test on the 2024 model, we opted for the accessory one-piece rally seat ($219.99), which has cover material that’s less grippy than the stock seat and a flatter surface that makes it easier to slide fore and aft when riding over uneven terrain. By eliminating the lower dished section, the rally seat has thicker foam and sits at a lofty 36 inches.
The new color TFT dash has two display modes and smartphone connectivity to Yamaha’s Y-Connect app. (Photo by Joseph Agustin)
Yamaha Ténéré 700: Perfect for Roads Less Traveled
The popularity of adventure bikes is largely due to their versatility. The Ténéré 700 can go just about anywhere and do just about anything, and it’s aimed at riders who place a high importance on off-road capability. Its 21-inch front and 18-inch rear wheels are better for rolling over technical terrain and accommodate a wider variety of knobby tires than the 19-inch/17-inch wheels found on many adventure bikes.
Ténéré, meaning “desert” in the Tuareg language, refers to a vast, dune-filled Saharan plain that was a grueling stage in the Paris-Dakar Rally, which Yamaha won in 1979 and 1980.
The T7’s Pirelli Scorpion Rally STR tires have a 70/30 on/off-road bias, and they work quite well in the dirt yet also provide decent grip on pavement without being noisy at highway speeds. The T7 also has tube-type spoked rims, which are light and will take a beating, but they make flat repairs a more involved process than with tubeless tires.
Furthering the Ténéré 700’s off-road prowess is fully adjustable long-travel KYB suspension, which has good damping and soaks up big hits and dips like a champ. During the off-road portion of our photoshoot, Thad Wolff said he felt comfortable right away, allowing him to slide, jump, and wheelie the T7 like a big dirtbike. During my off-road ride through the mountains of Cleveland National Forest, I had fun jumping the T7 off water bars and lofting the front wheel over small gullies on the trail, maneuvers that were made easier by the bike’s 48% front/52% rear weight bias and 9.4-inch ground clearance. I appreciate the new Off-Road ABS mode because it provides more confidence in the front on sketchy, loose terrain while allowing rear-wheel skids or slides. The T7’s 452-lb curb weight is comparable to other bikes in its class. Though it’s light for a streetbike, its weight needs to be respected when riding off-road.
The big “pumpkin” turnsignals have been replaced in 2024 with clear-lens LED indicators.
But when the trail ride is done, and you’ve got miles of slab ahead of you – like the 100 miles of pavement on my route home after the press launch – the Ténéré 700 adapts like a chameleon to the new environment. Its rally-style windscreen is small but does a good job of managing airflow. The engine runs smoothly at highway speeds, and the 4.2-gallon tank was good for more than 200 miles at the 49-mpg average we recorded during our test, which included some aggressive throttle twisting. On the downside, there is no cruise control, and the stock seat leaves much to be desired for the long haul. If the taller (and thicker) rally seat isn’t a viable option, there are aftermarket saddles from companies like Seat Concepts.
A new Off-Road ABS mode deactivates anti-lock braking at the rear only. Blue anodized spoked rims look trick but require tubes.
On twisty pavement, the Ténéré 700 handles with confidence without any untoward turning resistance from the 21-inch front wheel. Its torquey Twin, moderate weight, wide handlebar, and narrow tires help the T7 rail through curves like an overgrown supermoto, and its brakes shed speed competently if not impressively.
When it comes to test bikes, I’m promiscuous. As a Rider staffer, I’ve tested hundreds of motorcycles over the past 16 years. But when it comes to personal bikes, I’m a serial monogamist. Soon after getting hired, I started borrowing former EIC Mark Tuttle’s Kawasaki KLR650, which is the bike I cut my off-road teeth on. After lots of cajoling, Mark finally sold me the KLR, and the bike and I enjoyed several faithful, adventurous years together. Eventually, having grown tired of the KLR’s finicky carburetor and lack of power, I got the seven-year itch. I sold it and bought our lighter, more powerful 2017 KTM 690 Enduro R test bike. It’s fantastic off-road, but its vibration and lack of comfort on the road get old quick.
So here I am, at a crossroads, wondering what to do next and seriously considering the new Ténéré 700 for my own garage. Thad Wolff also really likes the Ténéré 700, especially its price, simplicity, and capability, and he could see himself owning one, though he’d like to make a few modifications to improve its comfort and touring ability. I agree on all counts, and Arden Kysely’s 2021 tour test and his long-term reviews of the T7 cover some useful upgrades. Arden now has nearly 17,000 trouble-free miles on his T7, and he’s a satisfied owner – an endorsement that further stokes my desire for the T7. To help me decide, I’ll keep our test bike for as long as possible, tailor it to my needs, and report on the experience. Stay tuned.
Suzuki brings us a “sport crossover” in the form of the new GSX-S1000GX+ we tested in Portugal. (Photos by Ula Serra & Amylee Photography)
Suzuki’s new GSX-S1000GX+ is further evidence of the evolution in the sport-touring class. Formerly, the class consisted of big, heavy machines and sportier but less luxurious ones. Then came the influx of adventure bikes, which offered roomier riding positions and have become dominant in the marketplace.
The marketing materials for ADVs regularly show the bikes being ridden in desolate areas on unpaved terrain, inspiring our sense of adventure. However, ADVs are often used like crossover SUVs, with personas of rugged adventure but most often used on paved roads. So now we have crossovers that have spacious riding positions beyond what’s offered from traditional sport-tourers. Of note are BMW’s powerful S 1000 XR, Kawasaki’s capable Versys 1000 SE LT+, and our 2021 Motorcycle of the Year, Yamaha’s Tracer 9 GT, which was recently updated to the GT+.
Hot on the heels of Suzuki’s GSX-S1000GT+, our 2022 Motorcycle of the Year, is the new GX+ version that has a more open riding position, blending attributes of an ADV with a sport-tourer. Suzuki calls it the “supreme sport crossover.”
Suzuki didn’t have to start from scratch to create the GSX-S1000GX+. In a nutshell, the GX is a GT with a longer-travel suspension that automatically adjusts damping settings based on IMU-informed electronics. It has 1.2 inches more fork travel relative to the GT and 0.8 inches extra shock stroke – both just 0.4 inch less than the V-Strom 1050 adventure bike. Add in some new bodywork and a stronger subframe, and you’ve got the GX.
Other markets will receive the blue colorway depicted in the action photos, but the U.S. will receive only this Pearl Matte Shadow Green version.
The GT+ is the version of the GSX-S1000GT with hardshell saddlebags ideal for touring. Suzuki will offer a base GX in some markets, but only the GX+ version will be available on our shores. It includes saddlebags and a centerstand as standard equipment.
The GX further sets itself apart from the GT by the addition of a 6-axis Inertial Measurement Unit, which informs all the electronic systems of the bike’s acceleration, braking, and lean angles. The IMU not only allows for cornering ABS and advanced traction control, it’s also the key ingredient in Suzuki Advanced Electronic Suspension, the company’s first semi-active suspension.
Suspension damping on the GSX-S1000GX+ is automatically controlled by electronics.
SAES automatically adjusts damping rates depending on road conditions and how aggressively the bike is ridden, and riders can tailor it to their preferences by selecting Hard, Medium, and Soft modes or by customizing settings in a User mode. Moreover, the system also automatically adjusts rear preload via an electric motor to suit various loads of rider and luggage.
“These technologies,” says Suzuki, “combine to make the GX comfortable and controllable on various road surfaces, ranging from urban asphalt and cobblestones to paved country and twisted winding mountain roads while also providing an engaging and sporty riding experience.”
Sounds good, right? Not a lot of cobblestones on our shores, so Suzuki sent us off to Portugal for a riveting riding experience on its new GX.
The Suzuki GSX-S1000GX+ is perfectly suited to twisty coastal roads.
Revved Up | 2024 Suzuki GSX-S1000GX+
The GX’s cockpit is familiar to anyone who has straddled the GT, with the same user-friendly switches that navigate the various electronic settings on the 6.5-inch color TFT instrument panel. Happily, the TFT screen is mounted much higher than it is on the GT, which makes it far easier to see and use. Smartphone connectivity is enabled with Suzuki’s mySPIN app and can display maps, phone calls, and music.
The vibrant TFT instrument panel is easy to navigate and switches automatically to a dark background in low-light conditions.
The longer travel suspension of the GX bumps the seat height to 33.3 inches, 1.4 inches taller than the GT. However, the seat’s narrow front section gives legs a straight shot to the ground and wasn’t a problem for my 30-inch inseam.
At the heart of the GX is the revered K5 GSX-R1000 engine that has a bottomless well of power and an arm-ripping 150 hp up top. The 999cc inline-Four originally powered the 2005-2008 Gixxers, and Suzuki says more than 180,000 of the bulletproof K5 mills have been produced in various guises over the years. Suzuki claims 70% of max torque is available from just 3,000 rpm, with peak twist of 78 lb-ft arriving at 9,250 rpm.
While the K5 has old roots, it remains a stellar powerplant, firing up with a guttural rumble that can willingly shriek to 11,750 rpm when you’re in a hurry. Throttle response is perfectly smooth in the B ride mode but still acceptable in A mode, albeit sharper. Clutch actuation is exceedingly linear, and pulling away from stops is aided by Suzuki’s Low-RPM Assist System that automatically increases engine speed as the clutch lever is released.
With 150 hp on tap, the GSX-S1000GX+ blurs the scenery.
Kudos to Suzuki for producing one of the most seamless transmissions on the market, with a bi-directional quickshifter that fluidly swaps gears up and down without the rider needing to touch the clutch lever. A feint stab on the shifter automatically matches revs to the lower gear with a smoothness few riders can match manually. This updated system can also shift gears without interrupting the cruise-control speed setting.
The riding position of the GX is quite agreeable, with the handlebar 1.7 inches closer to the rider and 1.5 inches taller than the GT’s sportier crouch. The seat-to-peg distance expands by 0.6 inch, but legroom remains more cramped than most ADVs.
The GX+ has a comfortably upright riding position, but riders with long legs might feel cramped.
The GX’s seat isn’t as comfortable as we’d expect from a touring bike. The forward section is too narrow for long-range support, so it’s best to sit as far rearward as arms will allow. The solution is the Premium seat from Suzuki’s accessory catalog, which proved to be much more supportive. The $399.95 saddle uses double-layer padding, and its upper section has heat-shedding material to avoid toasted buns after sitting in the sun. It’s not only far more comfortable, its red stitching and tuck-and-roll surface look sharp. And the included passenger section is highlighted by a snazzy GSX-S logo. If you have short legs, opt for the accessory low seat ($175) which is narrower and 0.6 inch closer to the ground.
The GX exhibits neutral steering, tipping into corners gracefully if not quickly. It’s a lightweight sport-tourer relative to open-class bikes that typically exceed 600 lb, but it’s not light. It scales in at 511 lb with its 5-gallon tank full but without the saddlebags. A half-inch wider handlebar aids leverage, but the relatively flat profile of the 50-series rear tire inhibits the roll rate relative to more modern 55-series rubber.
The GSX-S1000GX+ is fitted with a pair of LED headlights flanked by LED position lamps that resemble eyes.
Grip from the Dunlop Roadsport 2 tires seemed only average on some of the tricky road conditions we encountered on our two-day ride. The IMU-based traction control saved my bacon more than once, mediating at different levels of intervention based on the selected ride mode or by manually adjusting TC via intuitive menus. A light on the TFT illuminates when TC is operating, and the system also controls wheelies to varying levels.
Active Duty | 2024 Suzuki GSX-S1000GX+
The balance offered by semi-active suspension deserves high praise. The automatically adjusted damping keeps the GX’s suspension well-controlled at all times. On city streets and boring highways, I set it to Soft mode for a plush ride. When a twisty canyon road presented itself, I toggled to Hard mode for sportbike levels of tautness.
The adaptability of the suspension is a boon to riders who travel on all types of roads. While we appreciate fully adjustable manual suspensions, their settings are always a compromise. More problematic is that most riders don’t (or don’t know how to) properly adjust them to suit their weights and riding styles. With the GX, rear preload is automatically set without tools, and it can be increased to a stiffer setting if you prefer. Damping settings can also be increased or decreased from the presets to suit preferences, and it can all be done by a few button pushes while riding. Magic!
The GX uses the same aluminum frame as the GT but has a longer and more robust steel-trellis subframe. Note the wires leading to the gold-colored semi-active rear shock that features automatic preload adjustment.
Less magical are a few aspects of the GX that come up a little short. The windscreen is adjustable to three positions but not without unbolting four screws, thwarting on-the-fly adaptability. Tool-less systems have been available on other bikes for more than a decade, so its absence here is annoying.
In the windscreen’s low setting, airflow is smooth up to 70 mph, but higher speeds induce head buffeting. Wind protection improves with the screen in its highest setting, but then it’s stuck there until you bring out the tools again. Digits are sheltered by handguards, but they’re not warmed without ordering heated grips from the accessory catalog. And while I’m feeling disappointed, I’ll note the lack of self-canceling turnsignals.
The layered design of the fairing manages airflow nicely, but we wish it had a hand-adjustable windscreen.
Ride On – And On | 2024 Suzuki GSX-S1000GX+
The idea of a sport crossover may seem odd, but it comes together nicely in the GSX-S1000GX+, which shines brightest by its capabilities to fulfill many roles. It’s docile and manageable in the city, and it’s reasonably comfortable and can carry a bunch of luggage on the highway. Open roads are quickly eaten up by superbike levels of power, and big speeds are shed by a competent set of Brembo front brakes and the security of cornering ABS.
The Suzuki GSX-S1000GX+ is ready for sport-touring anywhere you want to point it.
The GX+ might induce sticker shock. Priced at $18,499, it’s the most expensive Suzuki you can buy. Price creep has affected similar Japanese bikes with IMUs and semi-active suspensions: Kawaski’s 567-lb Versys 1000 SE LT+ retails for $18,899, while Yamaha’s less powerful but lighter 492-lb Tracer 9 GT+ has a $16,499 MSRP.
Is the Suzuki $2,000 better than the Yamaha? We’ll report back to you in the springtime when the GX arrives in dealers and we can take them both on a tour for a comparison test. Both are likely contenders for our 2024 Motorcycle of the Year crown.
Former AMA Superbike and Supermoto rider Chris Fillmore took the 2024 KTM 890 SMT on a Sardinian Mountain climb.
KTM has announced the reintroduction of the SMT line with the 2024 KTM 890 SMT. Last seen in the U.S. more than a decade with the KTM 990 Supermoto T, the platform blends the rowdy playfulness of a supermoto with the practicality of a sport-tourer.
The 2024 KTM 890 SMT features an 889cc LC8c parallel-Twin with DOHC and dual balancer shafts, the same platform behind the KTM 890 Adventure R with a 20% increase in rotating mass over the KTM 790 platform. KTM calls the bike a “purposeful model” between its adventure and street product ranges. The new SMT has 46 mm dual Dell’Orto throttle bodies, throttle-by-wire, a 6-speed gearbox, and a PASC slip/assist clutch.
The three standard ride modes – Sport, Street, and Rain – can be expanded by an optional Track setting that permits the rider to toggle different amounts of throttle modes and traction control through 10 levels. The SMT also has cornering Motorcycle Traction Control (MTC). Demo Mode allows sampling of the full electronic rider aids suite for the first 1,500 km.
From an ergonomic and aerodynamic standpoint, the 4.2-gallon tank has been slimmed and designed specifically for the KTM 890 SMT. The form of the tank slides the rider even farther into the bike with a wide contact patch but still compact enough for free and flowing movement, aided by the single-piece Supermoto-shaped 33.8-inch seat. The SMT offers six different handlebar positions within a 1.2-inch range, and the aerodynamics-optimized smoked windscreen is placed just above the double fender with a low splash guard on the fork legs.
Former AMA Superbike and Supermoto rider Chris Fillmore took the 2024 KTM 890 SMT on a Sardinian Mountain climb.
Chassis-wise, the KTM 890 SMT has a chromoly trellis frame with a tighter geometry and the engine as a stressed member. The WP Apex rear shock is angled farther to reduce the seat height and accommodate the longer swingarm, contributing to a forward riding position as well as reported straight-line stability. In the front is a 43mm inverted WP Apex open-cartridge fork. Suspension front and rear is fully adjustable and offers 7.1 inches of travel. The bike rides on 17-inch wheels shod with Michelin PowerGP tires. Stopping power comes from a 4-piston caliper grabbing a 320mm front disc and a 2-piston caliper and 260mm disc in the back. Cornering ABS with Supermoto mode is standard.
The 5-inch multifunctional TFT display is made from optically bonded mineral glass and is scratch- and glare-resistant and comes with a USB connector, reworked intuitive graphics, and Turn-by-Turn+ navigation (KTMConnect app needed).
Optional add-ons include heated grips and the chance to add Motor Slip Regulation for better control in low grip situations and for fast downshifts. Quickshifter+ and cruise control are also optional and ready to go with a simple activation process.
The 2024 KTM 890 SMT will be available in December. Pricing has not yet been announced.
The 2024 Royal Enfield Himalayan has undergone a complete makeover, with a larger engine, a more robust chassis, and updated styling and featuures. (Photos courtesy Royal Enfield)
You can drink a Tecate in Tecate, you can take a bath in Bath, and you can wear a fez in Fez. One of most intriguing eponymous pairings a moto-loving person can imagine is riding a Royal Enfield Himalayan in the Himalayas. The popular adventure bike has gotten a complete makeover for 2024. The question is: Can the new version bring the Himalayan into the technological present and still retain the character and charisma of the original?
The 2024 Royal Enfield Himalayan is more modern than its predecessor, yet it still retains its rugged and retro character.
Powered by an air-cooled 411cc Single, it has been a favorite of riders seeking a simple, versatile, and affordable motorcycle. Royal Enfield is a decidedly and intentionally retro manufacturer, so the company was meticulous, even plodding, in its development of an upgraded Himalayan. But the wait is over.
Where better to test the new Himalayan than in the Himalayas of northern India?
Royal Enfield Himalayan: What’s New
It is not hyperbole to say that everything about the 2024 Himalayan is new. Starting at the heart, the air-cooled 411cc Single has been replaced with a liquid-cooled 452cc Single with DOHC and 4 valves. The claimed 39.5 hp (up from a barely adequate 24) is reached at 8,000 rpm, and 29.5 lb-ft of torque (up from 24) arrives at 5,500 rpm. The new Himalayan’s entire power curve surpasses that of its predecessor, and the engine revs out farther.
The Himalayan’s new engine is a major upgrade over its predecessor, with liquid cooling, more displacement, a big boost in horsepower, unit construction, and a new 6-speed gearbox.
The forward-canted cylinder is a visual and technological departure from the previous model’s vertical air-cooled powerplant. The engine is now a stressed member of the frame, and a new gearbox has six speeds instead of five and is part of the unit-construction, semi-dry sump engine case. Located under the fuel tank is a new airbox that provides a pleasing intake growl. Exhaust gasses run through an under-frame catalytic converter that also muffles sound, which allows for an attractively short silencer.
Suspension and braking changes are just as substantial as those to the engine. The previous conventional 41mm fork has been replaced with a Showa cartridge-type inverted fork with 43mm tubes, and the rear shock is now a linkage type with adjustable preload. Suspension travel is 7.9 inches front and rear, keeping front travel the same but bumping up from 7.1 inches of previous rear travel.
As a go-anywhere, do-anything adventure bike, the Himalayan has a large 21-inch front wheel, spoked rims, and generous ground clearance and suspension travel.
As before, the Himalayan rolls on spoked wheels with tube-type rims, 21-inch front (90/90-21) and 17-inch rear (140/80-17). Royal Enfield reps said certain up-spec models will be offered with tubeless spoked wheels, but details have not yet been finalized. There are still single disc brakes front and rear, but the 2-piston front caliper now squeezes a 320mm disc (up from 300) and the 1-piston rear caliper squeezes a 270mm disc (up from 240). ABS is standard and can be disabled at the rear wheel for off-road duty.
The Himalayan’s round TFT display blends old-school style with modern functionality.
Front and center, the Himalayan has a new 4-inch TFT display that combines a multitude of innovative and modern features in a retro-style round gauge. It offers Bluetooth connectivity to a rider’s smartphone for music and navigation. The latter is powered by Google Maps and is the first of its kind for the display type and shape. On-the-fly toggling between screens is actuated by an easily accessible hand control. The Himalayan features LED lighting all around, and the tail lighting is innovatively integrated into both rear turnsignals. A USB-C port keeps a smartphone charged.
The rider portion of the two-up seat is height adjustable, and a low seat is available as an accessory. The luggage rack is standard equipment.
The overall aesthetic of the bike was crafted to retain core design elements of the original while projecting a more modern look. The midsection is narrower, and the bike has a lower center of gravity. There is an easily adjustable dual-height seat (32.5/33.3 inches; an optional low seat adjusts from 31.7 to 32.5 inches), and a beefier handlebar is adjustable fore and aft in two positions.
2024 Royal Enfield Himalayan in Hanle Black
The new model’s wheelbase is just over 2 inches longer than the original at 59.5 inches, and ground clearance is right at 9 inches. The redesigned fuel tank holds 4.5 gallons (up from 4.0), and Royal Enfield claims a range of more than 280 miles, which translates to about 62 mpg. The Himalayan is available in five colors inspired by its namesake region: Hanle Black, Kamet White, Kaza Brown, Slate Poppy Blue, and Slate Himalayan Salt.
2024 Royal Enfield Himalayan in Kamet White
2024 Royal Enfield Himalayan in Kaza Brown
2024 Royal Enfield Himalayan in Slate Poppy Blue
2024 Royal Enfield Himalayan in Slate Himalayan Salt
No adventure bike is complete without a few farkles, and the Himalayan accessory list includes handguards; a taller windscreen; touring mirrors; protectors for the engine, radiator, and headlight; aluminum panniers and top box; and a rally kit that includes a rally-style seat and tailsection and a higher aluminum exhaust can.
Before I get into the nitty gritty, you must understand that riding in northern India is like a schizophrenic dance. When traffic is light and the tarmac is intact, it is a sweeping and graceful waltz. The ballroom is stunning in the shadows of the towering Himalayas. At other times, the dance is a frenetic mosh pit of activity with the soundtrack of blaring horns. Colorfully adorned and bedazzled commercial trucks use the tarmac dance floor in any lane they choose. Small-displacement motorcycles and scooters weave and maneuver, carrying passengers and payloads in clear excess of their design limits. Cows wander and sometimes sleep in the road as if they are fully aware of their spiritual significance in Indian culture. The “dance floor” is a constantly changing platform that varies from intact to fractured to nonexistent with no warning at all. This is exactly the dance for which the new Himalayan is designed.
The roads in northern India are as unpredictable as the scenery is breathtaking.
After a briefing on how to handle riding in the region, our test ride took us up into the mountains on a crisp late October morning. The Himalayan proved to be an easy bike to adjust to. The controls are user-friendly, the shifting is precise, and response from the new throttle-by-wire is smooth and controllable. Braking, while not exemplary, was predictable, and the ABS performed well. Predictability was particularly important as I negotiated the ever-changing conditions of the northern Indian roadways.
Siddhartha Lal (on the bike) is the managing director of Royal Enfield. He’s a diehard motorcycle enthusiast and is intimately involved in the development of each model. Here he consults with the team on the new Himalayan’s ergonomics.
The work that Royal Enfield engineers put into the new model’s ergonomics is obvious. The seating position is natural and neutral with a comfortable reach to the bar, and there is ample leg room to the footpegs. What impressed me most about the new ergos is how comfortable the bike feels in a standing position. I’m 6-foot-3 with a 34-inch inseam, and some smaller bikes force me into a semi-crouch when standing. As the conditions constantly changed on our ride, it was easy to shift around on the bike and stand over its narrow midsection.
Climbing to more than 10,000 feet in elevation, it was crucial to keep the 40-hp Single in the appropriate gear. Exiting a corner in a rev range that was even slightly too low required quick downshifting to find acceleration. To that end, the new slip/assist clutch made gear changes nearly seamless. When in the right gear, the engine performed remarkably well. I wonder what kind of performance boost the engine would realize at sea level.
Weighing only 452 lb, the Himalayan is agile and confidence-inspiring on pavement.
The Himalayan is a very competent bike on pavement. The chassis is notably stiff in its new configuration with the engine as a stressed member. Cornering on the serpentine sections of Himalayan tarmac proved to be stable and confidence inspiring. I repeatedly dragged the pegs and felt comfortable doing so. Wind protection from the small screen was adequate, keeping some of the blast off my torso. However, I would opt for the accessory tall windscreen for touring.
Even with our 6-foot-3 tester aboard, the Himalayan was comfortable for stand-up riding.
On our way into the mountains, I got intermittent hints about how the bike would handle off-road. There were many sections where the ravages of the Himalayan environment had washed away the pavement, leaving dusty and rocky stretches. I often encountered these sections at high speeds, and the bike handled the changes in footing admirably. In the villages, the bike’s predictability was crucial as I negotiated that aforementioned dance – braking, weaving, and accelerating through the traffic frenzy.
The Himalayan is well-suited to off-road riding. It’s a tough little bike that’s ready for anything.
After several hours of riding into the mountains, we were given the opportunity to hit the dirt. The conditions offered up sandy and rocky sections as well as some heavily rutted inclines. The updated suspension, stout frame, and 21-inch front wheel negotiated these conditions well. The front suspension felt more sorted than the rear, but I bottomed out the rear shock only once. Cranking up the rear preload a bit would have helped. The off-road capability of the bike is enhanced by the overall light feel and relaxed ergos. It felt stable and planted in the dirt even on the road-biased tires.
At 10,000 feet in October, water crossings in the Himalayas are cold! The new Himalayan took them in stride.
Later in the day, I had the chance to ride some icy declines and limited water sections. Again, the Himalayan was up to the task. I felt fully in control of the bike on the slick sections, and switching off rear ABS negated any unsettling freewheeling sensation from the rear brake. All in all, the new Himalayan handled everything admirably. The bike was stable at speed on the tarmac, predictable in the dirt, and controllable on dodgy surfaces. What else can you ask of a lightweight ADV?
The Himalayan has LED lighting all around.
If adventure bikes are the Swiss Army knives of the motorcycling world, then the light, versatile Himalayan resides comfortably in that pocket. The new model is a marked upgrade from its already popular predecessor. This is not a bike intended to wow your riding buddies with power numbers or cutting-edge technology. Rather, it’s a reliable, comfortable, competent all-around motorcycle available at a reasonable price (U.S. pricing is not yet available, but it shouldn’t be drastically higher than the $5,449 base price of the 2023 model). If the Himalayan can handle the extremity of the conditions in the region after which it is named, it should continue to be a popular choice worldwide.
The 2024 Royal Enfield Himalayan in its element.
The answer to the question posed earlier is a resounding “yes” – the new Himalayan brings the model into the present and still emits its fair share of character and charisma.
We logged nearly 300 miles during our two-day First Ride on the 2024 BMW R 1300 GS. (Photos courtesy BMW Motorrad)
On Sept. 28, 2023, BMW Motorrad celebrated the 100th anniversary of its first production motorcycle (the R 32) by unveiling the latest version of its best-selling motorcycle, the 2024 BMW R 1300 GS. With a pedigree that goes back 43 years to the original R 80 G/S, which introduced the Gelände/Straße (“off-road/road”) concept and started the adventure bike revolution, the R 1300 GS is new from the ground up. Only the butterfly valves and a few bolts and connectors carry over from the R 1250 GS.
The alpha and omega of adventure bikes. On the left, the 2024 BMW R 1300 GS Trophy. On the right, the 1980 R 80 G/S.
Development of the R 1300 GS started six years ago – two years before the R 1250 GS was introduced. Having squeezed as much as they could out of the existing platform, which started with the R 1200 GS introduced in 2004, BMW’s designers and engineers knew that taking the R-series GS into the future and maintaining its position in the market required a clean-sheet design.
The new 1,300cc boxer Twin is more powerful yet lighter and more compact. In this cutaway view, the gearbox that was moved from behind to under the engine is visible.
BMW R 1300 GS: New from Stem to Stern
The design objectives were to make the R 1300 GS lighter, more compact, more powerful, and more capable than its predecessor. The only thing that couldn’t change was the engine configuration; the new GS had to have a flat-Twin boxer, but nearly everything else about the engine is new. Displacement increased from 1,254cc to 1,300cc, achieved by a larger 106.5mm bore (up from 102.5) and a new crankshaft that shortened the stroke to 73mm (from 76). Peak horsepower increased from 136 to 145, peak torque increased from 105 to 110 lb-ft, and there’s more torque throughout the rev range, with more than 96 lb-ft available from 3,600 to 7,800 rpm (redline is 9,000 rpm).
The next-gen EVO Paralever front suspension gives the R 1300 GS better control on and off the pavement.
This illustration shows the new timing chain arrangement.
Like its predecessor, the new boxer has air/liquid-cooled cylinders, ShiftCam variable valve timing, and DOHC with four valves per cylinder. The cams are driven by a new timing chain arrangement, with the right cylinder’s timing chain in front of the cylinder and the left cylinder’s timing chain behind the cylinder. Helping achieve the increased power and torque result are revised cam timing, larger valves (44mm intake, up from 40; 35.6mm exhaust, up from 34), and a higher compression ratio (13.3:1, up from 12.5:1).
Enduro Pro mode is part of Ride Modes Pro that’s included in the optional Premium Package. For our off-road test, bikes were also equipped with accessory engine protection bars.
The R 1300 GS has four standard ride modes: Road, Rain, Eco, and Enduro. Optional Ride Modes Pro adds three additional modes – Dynamic, Dynamic Pro, and Enduro Pro – and the two Pro modes can be customized. Each mode has presets for various standard electronic functions, including throttle response, Dynamic Traction Control, cornering ABS Pro, Dynamic Brake Control, MSR (engine braking torque), and Hill Start Control Pro, as well as optional Dynamic Suspension Adjustment.
The base model R 1300 GS comes in Light White with a Sport windscreen. The bikes we rode were equipped with an electric windscreen (the first time offered on a GS) that’s part of the Comfort Package.
Claimed wet weight for the R 1300 GS is 523 lb – 26 lb less than the R 1250 GS. Despite the increase in displacement and power, the engine is nearly 9 lb lighter, while the entire powertrain is more than 14 lb lighter. A new lithium battery shed another 5.5 lb, and reducing fuel capacity from 5.3 to 5.0 gallons saved 1.8 lb. The gearbox was moved under the engine, which was made possible by reducing the number of transmission shafts from three to two. The more compact engine allowed BMW to package everything more tightly and better centralize mass. Even though the engine was moved up to accommodate the gearbox, the bike’s overall center of gravity and weight distribution have not changed.
This is the Trophy variant of the R 1300 GS, which features tubeless cross-spoke wheels. The white cast-aluminum subframe clearly shows the departure from the tubular-steel subframe used on previous R-series GS models. A sheet-metal main frame replaces the former tubular-steel unit.
As part of the GS’s tighter packaging, the previous tubular-steel space frame has been replaced with a precisely formed and laser-welded sheet-metal main frame that uses the engine as a structural component. The tubular-steel subframe has been replaced with a cast-aluminum subframe that is said to be lighter, stiffer, narrower, and more tightly bonded to the main frame. Since the weight of the rider, passenger, and luggage is carried by the subframe, the new design improves stability and riding dynamics.
This illustration highlights the EVO Telelever front and EVO Paralever rear suspension systems as well as the optional Dynamic Suspension Adjustment. Within the black reservoirs are secondary springs that allow different spring rates to be used in on-road and off-road modes.
For three decades, the R-series GS platform has used BMW’s proprietary Telelever front suspension system, which separates suspension forces from steering inputs. The Telelever uses a swingarm that connects the frame to the lower triple clamp through a ball joint. The fork’s stanchions slide within the tubes like on a telescopic fork, but the fork doesn’t control damping; that’s handled by a single central shock between the Telelever’s swingarm and the frame. The tops of the fork stanchions are connected to the handlebar plate via ball joints. As the suspension moves through its stroke, the swingarm moves through an arc, and the upper and lower ball joints compensate for the Telelever’s torsional movement.
As with all Telelever systems, front suspension damping is controlled by a central shock.
The R 1300 GS is equipped with the next-gen EVO Telelever system, which eliminates the ball joints atop the fork tubes and instead uses a metal flex plate between the handlebar plate and the upper triple clamp. The flex plate accommodates the Telelever’s torsional movement but does so with less friction and more stiffness than the ball joints. To further reduce friction, a radial spherical plain bearing connects the upper triple clamp to the steering stem, which is guided within the frame via a cylindrical roller bearing at the top and a deep-groove ball bearing at the bottom. There’s also an extra roller bearing for the ball joint that connects the Telelever swingarm to the lower fork bridge. Increasing the front wheel axle’s diameter from 0.2 inch to 1.0 inch contributes additional stiffness to the front end, and the new axle is 1.7 oz. lighter.
On the previous Telelever system, the tops of the fork tubes connected to the handlebar plate via ball joints. On the EVO Telelever above, the tops of the fork tubes end in caps and the tubes are firmly clamped by an upper triple clamp. The bolt below the right fork cap attaches to the new flex plate that handles torsional movement as the Telelever swingarm moves through its stroke.
There’s also a new EVO Paralever rear suspension. Moving the gearbox under the engine allowed the single-sided swingarm to be made longer for better traction (wheelbase has increased by only 0.2 inch). The EVO system has a stiffer connection between the rear shock and the frame, and the swingarm bearing is arranged off-axis to the rotation of the cardan shaft joint. The driveshaft has larger universal joints, and a longer rear-axle wheel stub makes it easier to remove and mount the rear wheel.
Through a combination of weight loss, chassis redesign, and suspension updates, the R 1300 GS handles fast, twisty roads better than its predecessor.
The optional Dynamic Suspension Adjustment not only electronically adjusts damping depending on suspension mode and conditions, it also automatically adjusts preload to compensate for varying loads. Within the front and rear shocks’ remote reservoirs are secondary springs that allows DSA to use different spring rates for on-road and off-road ride modes.
Two new suspension options are also available. One is adaptive vehicle height control, which lowers seat height from 33.5 to 32.3 inches and can be set to automatically adjust seat height or to stay at the low or high heights. In the other direction, sports suspension, which is designed for aggressive off-road riding, adds 0.8 inch of front/rear travel and firmer damping.
The R 1300 GS has a sharper, more aggressive profile than the R 1250 GS.
With its sharper beak, more integrated bodywork, and new frame and subframe, the styling of the R 1300 GS is a radical departure from the R 1250 GS, so much so that initial reactions were mixed when we posted an announcement online. While styling is highly subjective, the new GS is best appreciated in person; photos don’t do it justice, and I count myself as a fan of the new look.
Replacing the previous asymmetrical headlight is a new X-shaped matrix with LED daytime running lights on the outside and high/low beam in the center. The optional Headlight Pro adds a cornering function.
The R 1300 GS has a more aggressive and aerodynamic profile, with a flatter tank and a slimmer tailsection. Perhaps most controversial of all is the centralized X-shaped headlight that replaces the asymmetrical headlight that’s been a signature GS styling element for many years. The new design was guided in part by new homologation requirements but also by a desire to create a distinctive new look that will be instantly recognizable.
Riding the BMW R 1300 GS
We spent two days riding the R 1300 GS on- and off-road for nearly 300 miles at the global press launch in southern Spain. Over the past 15 years, with thousands of miles ridden on intros, road tests, and nearly a dozen overseas tours, I’ve logged more miles on BMW R 1200/1250 GS models than any other motorcycle. 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.
Our off-road test was brief, but it provided a favorable first impression of how the R 1300 GS handles on rocky, uneven terrain.
Thanks to the stiffer chassis and new EVO Telelever/Paralever suspension, the R 1300 GS feels more stable both on-road and off-road, yet its steering is lighter and sharper. Whereas the previous Telelever setup offered responsive handling but muted feedback, the EVO Telelever sends clearer signals to the rider through the handlebar.
During our off-road test, we rode the Trophy variant of the R 1300 GS with cross-spoke wheels and Metzeler Karoo 4 tires. Balanced and predictable low-speed handling has long been a hallmark of boxer-powered GS models, and the R 1300 GS chugged along happily on singletrack gravel trails and wooded paths. At higher speeds up and down an unpaved road covered in fist-sized rocks, the GS improved upon what it’s known for: handling better off-road than a bike of its size should. Standing on the pegs felt very natural thanks to the slimmer tank and midsection and 1.2-inch-taller handlebar.
With a taller handlebar and a slimmer midsection, the R 1300 GS is well-suited to stand-up riding.
Our off-road test was no more than 10 miles total, primarily just a photo opportunity at an enduro park in a former rock quarry. We made fast runs on gravel, slow runs on rocky singletrack, and chugged up a rocky road to a vista high above the Mediterranean coast – enough for a taste test but certainly well short of a full meal. We’ll have to wait until we get a test bike to do a more thorough assessment of the bike’s off-road prowess.
Dynamic Pro mode was our preferred setting for attacking twisty backroads.
On-road is where we logged most of our miles, everything from freeways to traffic-choked city roads with slippery roundabouts to a 10-course meal of backroads that snaked from the coast up into the mountains and back down again. The GS was responsive and easy to handle in all conditions, but it really came alive on tight, twisty roads in the Sierra de las Nieves range. I was able to push harder with more confidence, especially with the firmer suspension damping in Dynamic Pro mode.
Because the EVO Telelever front suspension is stiffer, it is more stable and also communicates more feedback to the rider.
The added power and torque allow the R 1300 GS to launch forward quickly with a flick of the wrist in almost any gear or rpm, yet the bike doesn’t feel edgy or aggressive. The revamped boxer runs more smoothly, which long-distance touring riders will appreciate. Whether light pulls on the lever or hard squeezes, the GS slows down with precision and power, enhanced by the electronic wizardry of cornering ABS and semi-active suspension.
The R 1300 GS has a more slender tank and midsection, which opens up the cockpit. The tank is also flatter (and 0.3 gallon smaller), and the gray section is padded upholstery that acts like a continuation of the seat.
Not only does the new GS handle, accelerate, and stop better than the R 1250 GS, it’s also more comfortable. At 33.5 inches, its nonadjustable seat height is the same as the low position on the 1250. I’m 6-feet tall with long arms and a 34-inch inseam, and the ergonomics of R-series GS models have always suited me. The 1300’s taller handlebar opens up the rider triangle, which I found agreeable whether seated or standing. We tried two different windscreens, the short Sport windscreen and the electrically adjustable windscreen with side deflectors, and both managed airflow well, the latter providing more protection at any height.
BMW R 1300 GS: The Every Bike
State-of-the-art technology has always been an important aspect of the GS. The R 1300 GS has more standard features than before, including the electronic rider aids listed above along with a 6.5-inch TFT with connectivity, tire-pressure monitoring, heated grips, cruise control, handguards with integrated turnsignals, Keyless Ride, a 12V socket, and a smartphone charging compartment with a USB port.
2024 BMW R 1300 GS Triple Black
Since the R 1300 GS is the continuation of its best-selling model line, BMW Motorrad tried to ensure that almost any customer preference will be satisfied. Four model variants are available:
The base model R 1300 GS has a Sport windscreen and a 33.5-inch seat height, and it comes in Light White with a two-tone black/gray two-piece rider and passenger seat.
The Triple Black variant has a black-on-black color scheme, an electric high windscreen with side wind deflectors, comfort seats, comfort passenger footpegs, and a centerstand.
The Trophy variant has a red/white/blue Racing Blue Metallic colorway as well as a high rider’s seat (34.2 inches) and a Sport passenger seat that give the appearance of a one-piece rally seat.
The Option 719 Tramuntana variant has an Aurelius Green Metallic paint scheme and special finishes, a gold anodized handlebar, cross-spoke wheels with gold rims, and a rear luggage rack.
2024 BMW R 1300 GS Option 719 Tramuntana with optional Vario luggage, which now has internal lighting
There are three options packages:
The Premium Package adds lean-sensitive Headlight Pro, Dynamic Suspension Adjustment, Shift Assistant Pro, Riding Modes Pro, Sport Brakes, Central Locking, preparation for navigation, a chrome-plated exhaust manifold, Vario side and top case mounts, handguard extensions, and the new radar-enabled Riding Assistant, which includes Front Collision Warning, Active Cruise Control, and Lane Change Warning.
The Comfort Package adds an electric high windscreen, a centerstand, a Comfort passenger seat and footpegs, and a luggage rack.
The Enduro Pro Package adds handlebar risers, engine protection bars, an enduro aluminum engine guard, short enduro handlebar levers, GS adjustable rider footpegs, an exhaust mount for single seat, adjustable foot brake and gearshift levers, large frame guards, and narrower turnsignal stalks.
The left switchgear still includes the excellent Multi-Controller wheel. Above the menu button is a new “burger” button (that’s what the icon looks like) that works in conjunction with the up/down rocker switch to assist with menu navigation.
And there are more than 60 individual options and accessories. Depending on how the R 1300 GS is configured, there are seven seat heights to choose from ranging from 31.5 inches to 35 inches. There are four different suspension options to choose from: Series (manual adjustment), DSA (Dynamic Suspension Adjustment), DSA + Sport Suspension, and DSA + Adaptive Vehicle Height Control. There are different windscreens, footpegs, levers, protection bars and guards, wheels, and a dizzying area of luggage options.
The new look may take some getting used to, but this is the best GS yet.
By completely overhauling the R-series GS platform, BMW Motorrad risked alienating some of its core customers and possibly jeopardizing sales of its flagship motorcycle. But it’s also no surprise that the most powerful, capable, and sophisticated R-series GS made its debut during BMW Motorrad’s 100th anniversary. It’s the perfect motorcycle to carry the marque into its next century.
To celebrate its centennial, BMW Motorrad created 100 Years editions of its R nineT roadster and R 18 cruiser. Like the first BMW motorcycle built in 1923, both are powered by boxer Twin engines and painted black with white double pinstripes.
The BMW R nineT (“ninety”) was introduced in 2013 to celebrate BMW Motorrad’s 90th anniversary. That’s the same year the “water boxer” R 1200 GS debuted, marking a shift from air/oil cooling to air/liquid cooling. The same engine in various states of tune made its way to other R-series models, but as the first model in BMW’s new Heritage line, the R nineT retained the air/oil-cooled version of the boxer.
Designed as a modular platform that would not only allow multiple model variants but also customization by owners, the R nineT’s chassis consisted of BMW’s Paralever single-sided swingarm with shaft drive and a conventional inverted telescopic fork instead of the Telelever setup used on other R-series models. The R nineT was stylish in a classic sense, with gloss black paint that honored BMW’s long history of building black bikes, brushed aluminum tank sides and tail cowl, and spoked wheels.
The compact R nineT is fun to hustle through curves.
The first BMW R nineT was followed by a succession of cool retro-inspired models: the stripped-down Pure, the cafe-styled Racer, the high-piped Scrambler, and the ’80s throwback Urban G/S. Each one was a sweet piece of German eye candy, fun to ogle and fun to ride, though the stretched-out riding position of the Racer brought to mind a medieval torture rack (Ja, you vill tell us vhat ve vant to know!).
Rider received an R nineT Pure test bike in 2017, and its simplicity appealed to me. I threw a bag on the tank and another on the passenger seat, bungee-corded a tent on top, and hit the road for a couple of days. As I wrote in my review, “From the first time I started it until the last mile I rode it, the R nineT Pure reminded me of why I fell in love with motorcycling. It’s not about what brand you ride or a bike’s horsepower or specs. It’s about the freedom to get away, to be out in the world.”
In 2019, BMW unveiled the R nineT /5, with its tank and front fender finished in Lupine Blue with white double pinstripes, to commemorate the 50th anniversary of the “slash five” series. Two years later, to celebrate 40 years of the GS line, BMW revealed a stunning yellow-and-black version of the Urban G/S that was inspired by the R 100 GS.
It’s fitting, then, that for its centennial this year, BMW Motorrad created a 100 Years Edition of the R nineT, along with a similar commemorative edition of the R 18 cruiser. Production of both models is limited to 1,923 units worldwide to honor the year BMW started manufacturing motorcycles.
As with other R nineT models, the 100 Years Edition is powered by the classic air/oil-cooled 1,170cc opposed flat-Twin with a longitudinal crankshaft, a 6-speed transmission with a hydraulically actuated single-plate dry clutch, and shaft final drive. Claimed output for the engine is 109 hp and 85.5 lb-ft of torque – enough to push the 487-lb motorcycle down the road with gusto.
Inside the classic round headlight nacelle are LEDs with a lean-sensitive function that projects light into corners. Bridgestone Battlax T31 sport-touring tires provide confident grip when leaned over.
To appropriately honor such a signficant milestone, the R nineT 100 Years Edition is dripping with factory-custom details. Since BMW Motorrad’s earliest days, code number 719 has represented special customer requests that were fulfilled at the factory using top craftsmanship. Today, Option 719 parts are upgrades over stock items and are made of high-end materials or created using small-batch processes. The 100 Years Edition features the Option 719 Shadow and Shadow II Billet packs, a set of black anodized parts with milled surfaces, including the cylinder head covers, front engine cover, oil filler plug, seat holders, hand levers, rider and passenger footpegs, bar-end mirrors, and hydraulic reservoir covers.
Option 719 Shadow billet parts have a black anodized finish with machined edges.
Option 719 Classic spoked wheels are tubeless.
There was no doubt that a motorcycle commemorating BMW Motorrad’s 100th anniversary would be painted black with white double pinstripes, and the front fender, tank, and rear seat cover are finished in a special Avus Black. BMW motorcycles are not known for lots of chrome, but one of the company’s most iconic models – the R 75/5 with the “Toaster” tank – had chrome-plated tank panels and side covers.
The R nineT’s tank and rear seat cover feature Classic Chrome, a “paint on chrome” process that uses Chromium III, which is REACH compliant (an EU health standard). The parts are polished to a high gloss, immersed in a series of electoplating baths (copper, nickel, and chromium), painted in multiple layers, and finished in a clear coat. The result is a stunning mirror finish that fades into the black paint that surrounds it. The exhaust manifolds are also chrome plated, while the twin silencers have a brushed aluminum finish.
The multistep “paint on chrome” process results in a stunning finish on the tank and rear seat cover reminiscent of the Smoke Grey paint scheme on the original R 90 S.
Continuing the black aesthetic are Option 719 Classic spoked tubeless wheels with black anodized rims that pair well with the black on the tank knee pads, tubular steel frame, swingarm, fork tubes, and air intake snorkels. There’s a splash of color, albeit a dark one, on the two-tone black/oxblood red seat.
All those details add up to a head-turner of a motorcycle whose beauty is more than the sum of its parts. Frankly, the R nineT 100 Years Edition made me a little nervous. I was afraid of scratching it or, heaven forbid, tipping it over. But this motorcycle isn’t a showpiece – it’s meant to be ridden, and I’m happy to report that I got my jollies scraping down the peg feelers and narrowing the chicken strips without incident.
Twin Brembo radial-mount 4-piston front calipers pinching 320mm discs slow down the 487-lb R nineT with strength and finesse. Cornering ABS is standard equipment.
Those familiar – or in some cases obsessed – with the R-series air/oil-cooled boxer Twin already know its sound and feel are unmistakable: the raspy burble upon start-up, the deep bass chug-a-lug at idle, the crankshaft twist when revving it at a stop, the steady lope at cruising speeds, and the authoritative bark under acceleration. The one-two, one-two cadence of the boxer, with both pistons pushing outward and pulling inward simultaneously, each 360 degrees from the other on the suck-squeeze-bang-blow cycle, is like a heartbeat: lup-dup, lup-dup, lup-dup. No wonder rolling on the throttle feels so invigorating!
As a roadster, the R nineT has an agreeable seating position, with a modest reach to a wide, upright handlebar, a reasonable amount of bend in the knee, and a flat saddle. The thinly padded seat will encourage most riders to take a break well before the 4.5-gallon tank’s low-fuel light comes on. In standard trim, the 100 Years lacks a passenger seat, though it does have passenger footpegs, and a pillion seat is available as an accessory.
The chrome tank badge marks the 100 Years Edition as one of 1,923 units worldwide.
From the bodywork to the frame and components, black is the dominant theme on the R nineT 100 Years Edition.
With a wet weight well below 500 lb and roughly 100 hp reaching the rear wheel, the R nineT scoots along briskly when asked to do so. Its compact dimensions, taut suspension, and strong brakes are perfect for a sporting pace, allowing it to bend into corners eagerly and rewarding the rider with a satisfying rush upon exit.
Oxblood red on the seat is the only splash of color.
Despite its classic styling, the R nineT 100 Years Edition is thoroughly modern. It doesn’t have BMW’s latest air/liquid-cooled 1,254cc boxer with ShiftCam variable-valve technology because the radiator and attendant plumbing would detract from the styling, but it’s equipped with Ride Modes Pro (Dynamic, Road, and Rain), ABS Pro, Automatic Stability Control, Dynamic Brake Control, Dynamic Traction Control, Dynamic Engine Brake Control, and LED lighting with an Adaptive turning headlight. As with most contemporary motorcycles, these electronic aids operate behind the scenes and don’t interfere with the riding experience.
The R nineT 100 Years Edition is as enjoyable to ride as it is to look at – except when you’re mesmerized by a passing train.
Instrumentation is appropriately subdued, with a pair of round analog gauges – speedometer on the left, tachometer on the right – with white type on a black background. Inset at the bottom of each gauge is a digital display for various settings and information. The bike is also equipped with cruise control, heated grips, and a USB charging port.
Round analog gauges have inset multifunction displays.
Atop the R nineT 100 Years Edition’s tank is a chrome badge engraved with “1 of 1,923” and the “100 Years BMW Motorrad / Make Life a Ride” logo. The badge marks this as a special bike, not just because it’s built in limited numbers and adorned with custom parts and finishes but also because of what it stands for. It represents a century of hard work and innovation, highs and lows, successes and failures. It connects the past to the present, and it is a symbol of BMW’s values, capabilities, and ambitions. And for that, it’s worthy of respect and admiration.
Here’s to 100 years of exploring backroads on boxer-powered Beemers!
The 2025 Thruxton Final Edition marks the end of production for Triumph’s legendary cafe racer.
The Thruxton is dead, long live the Thruxton! The legendary Triumph Thruxton cafe racer, with a pedigree that goes back to the 1960s, will soon have its swan song: the 2025 Triumph Thruxton Final Edition marks the end of an icon.
At a press conference about the Thruxton Final Edition, James Wood, Triumph’s global marketing manager, said, “This decision [to end production of the Thruxton] was not taken lightly,” adding that the Speed Twin “has taken over the mantle as the sports classic in our lineup with its less over-the-bars ergonomics and its own aggressive poise and good looks.”
Introduced in 1964 as a limited-edition racebike, the Triumph Thruxton found early success in endurance races, claimed all three podium places at the 1969 Thruxton 500-mile race, and became the first production motorcycle to lap the Isle of Man TT Mountain Course at more than 100 mph. With a unique blend of style, handling, and performance, the Thruxton was beloved by sport-minded “ton-up” riders the world over.
In 2004, after Triumph was resurrected and found success under the direction of John Bloor, the modern Thruxton 900 made its debut, powered by a 69-hp air/oil-cooled parallel-Twin. But the performance potential of the legendary cafe racer got a boost in 2016 with the Thruxton R, with a “high power” variant of the 1,200cc parallel-Twin that boasted a peak of 96 hp and 83 lb-ft of torque.
The Triumph Thruxton Final Edition is based on the Thruxton RS and uses Triumph’s High Power 1,200cc parallel-Twin that produces a claimed 104 hp and 83 lb-ft of torque. Its 270-degree crankshaft layout emits a deep V-Twin-like exhaust note.
The most striking feature of the Thuxton Final Edition is its exclusive Competition Green paint scheme with hand-painted gold pinstripes. A special touch is that each bike is signed by the artist who painted it.
“This gold lining really is an expert skill with only a small handful of artists in our world-leading paint facilities trained to apply this detail,” said Wood. “Each line is hand-painted using specially developed paint applied in long continuous strokes to get that gorgeous finish.”
Each Thruxton Final Edition comes with a certificate of authenticity featuring the bike’s VIN number, which is signed by members of the Thruxton 1200 design team and Triumph CEO Nick Bloor. A unique Final Edition engine badge will also be supplied with each motorcycle, with a gold-finished surround and “Final Edition” graphic infill.
“This really is the final chapter in this incredible story,” said Wood, “and a motorcycle that provides an exclusive opportunity for riders to own a piece of history as part of the one last final production run.”
Fully adjustable suspension includes a Showa Big Piston inverted fork and Öhlins piggyback shocks. Lightweight 17-inch aluminum 32-spoke wheels are fitted with grippy Metzeler Racetec RR tires. Up front, Brembo M50 radial monoblock calipers provide high-performance braking backed up by ABS.
The Thruxton’s classic styling includes two round analog gauges with LCD insets that provide at-a-glance information including riding mode setting, gear-position indicator, fuel level, and odometer. Three ride modes (Sport, Road, and Rain) adjust throttle response and traction control to suit conditions. A USB charging port is standard.
In addition to the Competition Green metallic paint scheme and gold pinstripes, the Thruxton Final Edition has contrasting black side panels and fenders, a gold Heritage Triumph logo on the tank, and Thruxton Final Edition branding.
More than 80 genuine Triumph Thruxton accessories are available, including a “passenger set-up” with a pillion seat, passenger footrests, and a grab rail. Exclusive to the Final Edition, a dedicated accessory cockpit fairing is also available, color-matched to blend perfectly with the limited-edition Competition Green paint scheme.
The 2025 Triumph Thruxton Final Edition is priced at $17,995. Orders can be placed now at Triumph dealers, with bikes arriving in dealers starting in spring of 2024. For more information, visit Triumph’s website.
Forty-three years after the BMW R 80 G/S kicked off the adventure bike movement, the 2024 BMW R 1300 GS offers more power and sophistication than any R-GS to date.
BMW Motorrad has announced a thorough overhaul for its top-selling model for 2024, now called the BMW R 1300 GS thanks to an increase in displacement from 1,254cc to 1,300cc. The GS’s signature opposed “boxer” Twin now makes a claimed 145 hp and 110 lb-ft of torque, up from 136 hp and 105 lb-ft on the R 1250 GS. With a claimed curb weight of 523 lb, the new R 1300 GS is 26 lb lighter than its predecessor.
The increased displacement results from a larger bore (106.5mm, up from 102.5) and a shorter stroke (73mm, down from 76). Not only did peak torque increase, BMW says there is a significant increase in torque throughout the rev range, with 96 lb-ft or more available between 3,600 and 7,800 rpm. The engine is also said to run more smoothly, and repositioning it within the frame reduces vibration. Returning is the BMW ShiftCam system that varies the valve timing and valve stroke on the intake side, but the camshaft drive arrangement has been revised. A new 2-into-1 stainless steel exhaust is lighter and optimized to work with ShiftCam. Of the 26 lb shaved off the GS, 8.6 lb came from the engine and another 5.7 lb from the rest of the powertrain.
The new 1,300cc Boxer makes a claimed 145 hp, making it the most powerful R-series Boxer ever.
As part of the redesign, the 6-speed gearbox was moved under the engine, which reduces the overall length of the powertrain and better centralizes mass. The transmission now uses a sensor signal transmitter and a torsion magnet for the optional Shift Assistant Pro quickshifter, which BMW says provides a more direct feel. The driveshaft now has larger universal joints that reduce rotational mass, and the rear axle now has a longer axle stub for easier mounting and dismounting of the rear wheel.
Four ride modes are standard: Road, Rain, Eco, and Enduro. The optional Riding Modes Pro adds Dynamic, Dynamic Pro, and Enduro Pro, and the “Pro” modes are customizable. The R 1300 GS can be further customized to show only preferred ride modes. Also standard is Engine Drag Torque Control (MSR), Dynamic Traction Control (DTC), Dynamic Brake Assist (DBC), and Hill Start Control (HSC).
The entire chassis of the 2024 BMW R 1300 GS has been revised. Replacing the former tubular-steel bridge main frame is a new steel sheet metal main frame, which BMW says allows for more compact packaging as well as increased stiffness. And replacing the former tubular-steel subframe is a die-cast aluminum unit that is said to be lighter, stiffer, narrower, and more tightly bonded to the main frame for added stability.
Suspension consists of the front Evo Telelever and rear Evo Paralever. The new Evo Telelever incorporates a novel flex element whereby the upper fork bridge is “pivotally and rotatably connected via a radial swivel bearing to a sturdy steering shaft tube, which in turn is guided in the main frame via a cylindrical roller bearing at the top and a deep groove ball bearing at the bottom.” BMW says the new design offers significantly greater rigidity as well as improved stability. The new Evo Paralever has a stiffer connection to the shock, a longer single-sided swingarm for increased traction, a quick-release axle, and a swingarm bearing that is now off-axis to that of the rotation of the cardan shaft joint.
The optional Dynamic ESA (Electronic Suspension Adjustment) has been updated as well. The system not only adjusts front and rear damping in real time based on settings and conditions, but it also now adjusts spring rate, automatically adjusts for different loads, and integrates with different ride modes.
Standard equipment on the R 1300 GS includes Full Integral ABS Pro, which has Pro settings that turn ABS off at the rear wheel. Optional Dynamic Brake Control prevents unintentional throttle application during braking and reduces drive torque to get the most out of the rear brake for optimal stability and shorter stopping distances.
Replacing the GS’s signature asymmetrical headlight is a new centralized LED headlight surrounded by an X-shaped matrix of four LED running lights, and the optional Headlight Pro adds cornering function. LED front turnsignals are now integrated into the handguards.
The R 1300 GS also comes standard with a 6.5-inch TFT display with Bluetooth connectivity, the Multi-Controller wheel on the left handlebar, tire-pressure monitoring, heated grips, USB and 12V outlets, Keyless Ride, and Dynamic Cruise Control. The new optional Riding Assistant adds radar sensors to enable Active Cruise Control (ACC), Front Collision Warning (FCW), and Lane Change Warning (SWW).
Three wheel options are available, all in 19×3.0-inch front and 17×4.5-inch rear sizes. Standard and Triple Black models come with cast-aluminum wheels. Trophy and Option 719 Tramuntana model variants are fitted with newly developed cross-spoke wheels featuring aluminum rings for dedicated off-road use. A third option is new Enduro forged wheels, which are intended for off-road use and are 3.9 lb lighter than the more robust cross-spoke wheels.
In terms of styling, the 2024 BMW R 1300 GS has a more aerodynamic look, with a sharper beak, a flatter tank, and a slimmer tailsection.
2024 BMW R 1300 GS Triple Black
In addition to the standard model, several variants will be available. The R 1300 GS Triple Black variant returns with blacked-out bodywork and components, comfort seats, comfort passenger footpegs, and a centerstand. It also features an electric windscreen, wind deflectors, and special cockpit trim.
2024 BMW R 1300 GS Trophy with optional Enduro forged wheels
The R 1300 GS Trophy has a Racing Blue Metallic colorway with red and white detailing and a White Metallic Matte subframe. A high rider’s seat and Sport passenger seat offer the look and ergonomics of a rally seat (34.2-inch seat height), and the seat cover continues onto the fuel tank. The Trophy also comes with radiator guards and cross-spoke wheels with black rims or optional gold rims.
2024 BMW R 1300 GS Option 719 Tramuntana with optional luggage
The new R 1300 GS Option 719 Tramuntana features cross-spoke wheels with gold rims, a gold anodized handlebar, and gold trim on the bodywork. The chassis and components are black, the fuel tank center cover is Luxor Black/Grey, and the cylinder head covers are Avus Black Metallic Matte. The side trim sections, the top of the front fender, the aluminum tank, and intake silencer are finished in Aurelius Green Metallic. Special optional equipment includes a top case carrier in Avus Black Metallic, a gray-colored handguard extension, cross-spoke wheels with black rims, and titanium-colored anodized sport brakes.
Pricing for the 2024 BMW R 1300 GS starts at $18,895. Find out more at the BMW Motorrad website.
