Following Suzuki Motor USA’s recent announcement of its first bikes of the 2024 lineup, the company announced it would be releasing the 2024 Suzuki Hayabusa 25th Anniversary Model.
Since its introduction, the Hayabusa sportbike has sold nearly 300,000 units around the world. Suzuki says that the bikes “unique appeal to a range of motorcycle enthusiasts continues to set it apart.”
“From drag racers and customizers to sportbike riders and sport tourers, the Hayabusa’s performance, engineering, and styling stand above all competitors.”
The 25th Anniversary Model will come in a new color scheme harkening back to a fan favorite from the bike’s second generation and include a range of features unique to this model.
2024 Suzuki Hayabusa 25th Anniversary Model
Named after the Japanese term for peregrine falcon, which Suzuki says also inspired the bike’s “wind-cheating body,” the 2024 Suzuki Hayabusa returns with the liquid-cooled 1340cc transverse inline-Four with DOHC and four valves per cylinder. When we road tested the 2022 Hayabusa, it made 173 horsepower at 9,800 rpm and 106 lb-ft of torque at 6,900 rpm on Jett Tuning’s rear-wheel dyno.
“While the Hayabusa’s ergonomics are not ideal for long days in the saddle, its creamy smooth engine transmits very little vibration to the rider, and its enormous boxy mufflers keep noise to a dull roar,” our reviewer wrote. “When hard on the gas, the four-piece band plays a lively tune, but otherwise the Suzuki sounds relaxed and understressed.”
The 2024 Suzuki Hayabusa also has a 6-speed gearbox mated to a SCAS-style clutch system, Suzuki Ram Air Direct intakes for pressurized air induction, ride-by-wire, the Suzuki Intelligent Ride System with electronic rider aids, including cruise control and the three-mode bidirectional quickshifter system, and three preset and three customizable ride modes, among a host of other features. The bike has adjustable KYB suspension, Brembo Stylema radial-mount 4-piston calipers biting dual 320mm floating fronts discs, and a Nissin 1-piston caliper and 260mm disc in the rear. ABS is standard.
Unique to the 25th Anniversary Model from a badging and branding standpoint are a 25th-anniversary emblem and raised Suzuki logos on the fuel tank, 25th-anniversary logos etched on each muffler, and the Hayabusa kanji logo applied to the drive chain plates. The bike also has gloss black cowling trim, gold-anodized brake rotor carriers and drive chain adjusters, and the single-seat cowling.
The 25th Anniversary Model Hayabusa comes in the Glass Blaze Orange & Glass Sparkle Black color combination reminiscent of one of the most popular Gen II model’s color palettes, also set off with special V-shaped red graphic.
The 25th Anniversary Hayabusa will be arriving at dealerships late summer. Pricing has not yet been announced.
The 2023 CFMOTO Ibex 800 T is more geared toward on-road touring, but it comes with standard features that make intermediate backroads a whole lotta fun as well. (Photos by Aaron Crane)
CFMOTO is no stranger to off-road vehicles. In fact, many of you may be more familiar with CFMOTO ATVs and side-by-sides, which the company has been selling in the U.S. for more than 20 years. Its first foray into the ADV market was the street-focused 650 ADVentura, announced in June of last year as part of the 2022 lineup. More recently, the company released the 2023 CFMOTO Ibex 800 T and Ibex 800 S, with the 800 T designed for “when the blacktop turns to dirt” – fitting since the bike is named after a wild mountain goat.
MSRP for the 2023 CFMOTO Ibex 800 T is $10,499. Our test bike was equipped with the optional centerstand ($279.99) and pannier set ($1,699.99), for an as-tested price of $12,479.
Both the Ibex 800 T and S are powered by a liquid-cooled 799cc parallel-Twin with DOHC and 4 valves per cylinder borrowed from the previous-generation KTM 790 Adventure that makes a claimed 94 hp and 57 lb-ft of torque and is mated to a 6-speed gearbox with a slip/assist clutch (the T also adds a quickshifter to the mix). Both bikes are equipped with throttle-by-wire and have two ride modes (Sport and Rain) and cruise control.
The Ibex 800 S ($9,499) rolls on cast wheels (19-inch front, 17-inch rear) and is aimed at street-focused riders. The Ibex 800 T ($10,499) has spoked wheels and is equipped with several upgrades, including a skid plate, heated grips, a heated seat, a quickshifter, and both USB and 12V outlets. Our Ibex 800 T test bike was equipped with the optional centerstand ($279.99) and pannier set ($1,699.99), for an as-tested price of $12,479.
The Ibex 800 T has a KYB inverted fork and rear monoshock, both fully adjustable.
When I fired up the Ibex 800 T for the first time, I found the aural quality of the engine to be kind of chirpy, but once you get moving, the billy goat gets gruff, producing a satisfying growl and a surge forward with some nice grunt in the midrange. However, the throttle-by-wire needs some fine tuning. In Sport mode, response was a bit too snatchy. This can be mitigated in Rain mode, but when the roads are dry, this seems more like a workaround than a feature. The throttle-by-wire also led to issues in the dirt, but more on that shortly.
As this is an adventure-touring bike, it seemed fitting that my first experience on the bike was about 50 miles of interstate – and 3,000 feet of elevation gain – to my house. The 800 T has an adjustable windscreen, and it was quite effective at preventing buffeting for my 6-foot frame. I kept the windscreen at the highest position, but for those wanting it somewhere else, height adjustment is tool-less and quick, offering about 2 inches of range.
The skid plate and heated grips and seat are nice up-spec features the Ibex 800 T has over its 800 S stablemate.
The Ibex 800 T rides on Maxxis MaxxVenture MA1 tires, which CFMOTO says are manufactured specifically for the bike. Their tread pattern is that of a 90/10 (road/off-road) tire, and as such, I felt the tires performed admirably on the pavement. They offered a smooth ride and weren’t noisy at high speeds, and when combined with the fully adjustable KYB suspension (6.3/5.9 inches of travel front/rear), they inspired more confidence than I was expecting when cornering. Even with the 37 lb of the accessory aluminum top and side cases added, I definitely enjoyed the ride when I was able to get it off the interstate and onto some state highways with more sweepers.
The accessory aluminum top case has a 36-liter capacity – big enough for a full-size helmet – and like the other cases, it has a lockable lid and quick-release mounting system.
CFMOTO Ibex 800 T: In It For the Distance…Mostly
There were a couple issues I noticed during those first miles on the Ibex. First, there was something about the aerodynamics of the bike that caused a high pitched, near-constant whistle between 65 and 80 mph. Thinking it might’ve been the cases (it sounded like it was coming from behind me), I pulled them off and tested again after I got home, but I still got the same result. I’m not sure what could be done to remedy this, but I would want to get it solved if this was my bike.
The Ibex 800 T comes with LED headlights, taillights, turnsignals, and fog lights.
Another minor issue is the cruise control. The buttons are large and easy to reach, but it tops out at 80 mph. In my home state of Utah, that’s the interstate speed limit, a speed that it seems like only the semis do…sometimes. The Ibex is a bike that feels steady at higher speeds, and I took it easily above 80 on a few occasions when I needed to overtake someone, but I was limited if I wanted to peg the cruise.
The Ibex 800s have the same liquid-cooled 799cc parallel-Twin as the 2019 KTM 790 Adventure.
Otherwise, this is a bike that is comfortable for the distance, especially on the highway. Its handling was a pleasure – even more enjoyable when I tested it without the added weight of the cases – and the handlebar is set at a good height and sweep and combines with an approachable 32.5-inch seat height (and a relatively wide and cushy saddle) for an upright position that matched my frame and 32-inch inseam. On a longer trip I took, I stopped every couple hours for gas, but there wasn’t any inordinate stiffness in my body as I stepped off the bike, and I was ready to hop back on as soon as it was filled up.
This Ibex 800 T has a 5-gallon tank, and we averaged 44.2 mpg and 224 miles of range. (Photo by the author)
The 7-inch TFT is clear and easy to read. The home screen includes everything you might want to see without feeling too cluttered, and the submenus offer a plethora of options, including three levels of heated grips and heated seats, handy features when I was climbing to higher elevations. Getting to the various submenus, however, requires a combination of long and quick pushes of several buttons that is reminiscent of the starting sequence of Furiosa’s rig in Mad Max: Fury Road, which can get a little cumbersome if you’re wanting to turn on those heated grips on the fly…or during the apocalypse. Once you get the sequence down, it’s pretty intuitive, but sometimes I got sent back to the main menu by accident, and there were times the menu froze up entirely for a moment.
The 90/10 Maxxis MaxxVenture MA1 tires were great on the pavement, but serious ADV riders will want to fit something more off-road ready.
The bike’s navigation feature is also a little clunky. On my longer trip, I paired the bike to my phone with the CFMOTO Ride app and set a destination. The app offered a couple alternate choices to the main route, but when I selected one and set off, the navigation kept trying to take me on the original route, attempting to reroute me every time I ignored it. Also, even though the automated voice in my helmet was giving distances in miles, the display was giving me kilometers. My colleague Allison Parker had similar issues with the navigation feature on a different CFMOTO (see her 2023 CFMOTO 300SS First Ride Review here). At least I wasn’t being given distances in inches like she was, but there are certainly a few kinks to be worked out with the app’s navigation settings.
The 7-inch TFT means there is plenty of room for everything you want to see without feeling cluttered. (Photo by the author)
However, I appreciated that all the home screen information was still displayed across the top of the navigation screen. And when it comes to connectivity and charging, the Ibex has two USB ports and a 12-volt port just below and on either side of the TFT display.
The windscreen offers 2 inches of height adjustment and provides good wind protection.
And ‘When the Blacktop Turns to Dirt’?
This is my first time on an ADV bike, and while I enjoyed the new experience, I think the Ibex 800 T in stock form won’t provide the adventure that more experienced ADV riders seek, although there are accessories that would take it up a notch. At a minimum, mounting more off-road-ready tires would be smart if you want to get dirty.
The design of the Ibex 800 T provided a comfortable standing position for my 6-foot frame with having to lean over.
While enjoying a highway tour on the bike, I spotted a dirt road in the distance that left the pavement, heading off into the hills between the sagebrush and pinyon junipers. It was a two-track intermediate dirt road, not too sandy, rutted, or rocky. I was comfortable in the standing position that suited my height without feeling strain in my back, and I rode relatively conservatively. However, I felt hindered from pushing myself a little more by that snatchy throttle. I may have been physically comfortable standing at steady speed, but slight rolling on or off of the throttle threw me off balance.
Being able to take the Ibex 800 T on this trek off the beaten path made my appreciate my first foray into the ADV bike segment. (Photo by the author)
After I came to a turn-around point on the dirt road, since I was enjoying this newfound freedom – I kept thinking about how there was no way my Harley Softail would’ve taken me on this adventure – I decided to see if putting it in Rain mode would allow me to take the pace up a little.
Some of you may see where this is going.
For stopping power, both Ibex 800 models have J.Juan components, with radial-mount 4-piston calipers biting dual 320mm discs up front and a 2-piston floating caliper pinching a single 260mm disc in the rear. The brakes did a great job on the pavement, shedding speed when necessary without feeling too grabby. Both bikes also have cornering ABS, which is where I ran into a problem in the dirt.
J.Juan radial-mount 4-piston calipers and dual 320mm discs provide confident stopping power on the pavement.
Unlike some other ADV bikes on the market, ABS cannot be turned off and there’s not an off-road ABS mode (which typically has less intervention on the front wheel and disables ABS at the rear). As I rode down the dirt road in Rain mode, even at slow speed, applying the front brake lever made the front end shudder as ABS kicked in. Down I went.
The accessory aluminum top and side cases add 37 pounds to the overall weight, but the 99 liters of total capacity are great for touring.
After I hefted the 546-lb bike back up on its rubber, I switched back to Sport mode, as I hadn’t noticed the ABS issue when riding with that setting. So for the rest of my novice dirt adventure, I was caught between wanting to push myself a little more but not feeling confident with the snatchy throttle responses.
Right on the Cusp
Even with the accessory cases, the Ibex 800 T confidently carved out the sweepers in Sport mode and made for an exhilarating ride.
Besides not having switchable ABS, most of my nits to pick with the Ibex 800 T are pretty minor and will hopefully work themselves out in future models – or at least with a Utah version that ups the cruise control limit. When all is said and done, this is a fun bike that feels like it’s right on the cusp of staking its claim as a solid adventure-touring bike for a reasonable price.
2023 CFMOTO Ibex 800 T Specs
Base Price: $10,499
Price as Tested: $12,479 (centerstand [$279.99] and pannier set [$1,699.99])
Triumph has announced that two all-new models featuring a single-cylinder, 4-valve, liquid-cooled engine will join the company’s Modern Classics lineup for 2024. The 2024 Triumph Speed 400 joins the larger Speed Twin 900 and Speed Twin 1200, while the 2024 Triumph Scrambler 400 X takes its design cues from the Scrambler 900 and Scrambler 1200, with an off-road pedigree that goes back to the first factory scramblers of the 1950s.
Triumph says the new bikes are designed to deliver a “fun, agile, and confidence-inspiring ride for riders of all ages and experience levels.”
James Wood, Triumph’s global product marketing manager, said when unveiling the Speed 400 and Scrambler 400 X that the company’s ambition with creating the small-bore bikes was to give a “whole new generation of riders the opportunity to own a Triumph.”
“This means that the brief we stepped out to deliver on was all about creating a new 400cc capacity choice for our iconic Speed and Scrambler lineups,” he said. “These would, of course, need to be genuine Triumphs but even more accessible.”
The New TR-Series Engine
The new TR-Series engine is a fuel-injected, liquid-cooled 398cc single-cylinder engine making a claimed 39.5 hp at 8,000 rpm and 27.7 lb-ft of torque at 6,500 rpm and mated to a 6-speed gearbox, a slip/assist clutch, and chain final drive.
2024 Triumph Speed 400 in Carnival Red
Wood said the “TR-Series” name was chosen to celebrate Triumph racing singles of the early 20th century: “Six Day Trial-winning machines that went on to inspire the TR-trophy racing bloodline of Singles and Twins that followed.”
Technical highlights include a 4-valve, DOHC cylinder head and a crankshaft that has been weighted and balanced to optimize inertia for low-speed rideability, as well as a finger-follower valvetrain with a low reciprocating mass and DLC coatings that reduce friction.
2024 Triumph Scrambler 400 X in Carnival Red and Phantom Black
Triumph says the new engine delivers “responsive, fun, and characterful power delivery along with an evocative, rich, and distinctive exhaust note.”
2024 Triumph Speed 400 and Scrambler 400 X
2024 Triumph Speed 400
2024 Triumph Scrambler 400 X
Wood said a key part of the company’s planning with the new range was to “really understand what riders want and value in this world.”
“What riders have told us is that style matters a great deal to them, thereby it must be beautiful, but it also must be authentic,” he said. “They want something that’s very easy to maneuver, with a height that they feel comfortable on and in control of, and to have a ride that is unintimidating and fun but that also comes with a responsive, usable plan for power delivery, plus a great sound. On top of all that, they demand a very high level of quality and reliability, preferably from a brand with credibility and desirability, and of course, all for a price that represents genuine value for money.”
2024 Triumph Speed 400
Beyond the new TR-Series engine, the Speed 400 and Scrambler 400 X share some of the latest rider-focused technology tailored to suit each model, including throttle-by-wire, switchable traction control, and Bosch dual-channel ABS, which can be deactivated on the Scrambler 400 X when riding off-road.
Dual format instruments feature a large analog speedometer and an integrated LCD screen that includes a digital tachometer, fuel range remaining, and a gear indicator. The display is also pre-enabled to show the status of accessory heated grips, if fitted, and there is a USB-C charging port.
Both the Triumph Speed 400 and Scrambler 400 X benefit from a slim standover with an accessible seat height of 31 inches on the Speed 400 and 32.9 inches on the Scrambler 400 X and low weights of 375 lb and 395 lb, respectively. Both models also have their own model-specific chassis, with a new frame, bolt-on rear subframe, and cast-aluminum swingarm paired with suspension set-ups tailored to each use.
2024 Triumph Scrambler 400 X
The Speed 400 features a 43mm inverted fork offering 5.5 inches of travel, a monoshock rear suspension unit giving 5.1 inches of travel, lightweight 17-inch wheels, and roadster-specific geometry and wheelbase, all of which Triumph says offer “an engaging and intuitive ride along with a comfortable, neutral riding position that inspires confidence for riders of all sizes and skill levels.” Stopping power comes from a 4-piston radial front brake caliper with a 300mm front disc and braided lines and a floating caliper and 230mm disc in the rear.
2024 Triumph Speed 400
The Scrambler 400 X features a longer wheelbase than the Speed 400 (55.8 inches vs. 54.2 inches), longer travel suspension (5.9 inches front and rear), and a larger 320mm front brake disc. A larger 19-inch front wheel and a wide handlebar provide greater stability and control when riding on loose surfaces. It also has a more upright riding position, and the larger cast steel brake pedal and high-grip footpegs are positioned lower and wider for a more natural standing riding position when riding off-road.
Stuart Wood, Triumph’s chief engineer, said at the unveiling that it was more than just the specifications. “We’ve put our heart and soul into setting these bikes up to give you all the character and performance you expect from us,” he said. “So they’re really fun bikes, really great response, a little bit more power than the others as well. They really are fun to ride.”
However, Triumph says that both bikes are still “instantly recognizable.” Traditional touches, like the distinctive finned cylinder head and traditional exhaust header clamps, combine with contemporary details like the upswept silencer, graphics, and “sensitively incorporated technology,” such as concealed liquid-cooling and a flowing exhaust with a hidden primary silencer. They also feature the trademark black powder-coated engine casings, tough gold anodized forks, and high-quality paint and logo detailing.
2024 Triumph Speed 400 in Caspian Blue
The Scrambler 400 X’s all-road attitude is accentuated by protection for the headlight, radiator, and sump, as well as handguards, a handlebar brace with pad, and a longer front fender.
2024 Triumph Scrambler 400 X in Matte Khaki Green and Fusion White
The 2024 Triumph Speed 400 will be offered with three two-tone paint schemes – Carnival Red, Caspian Blue, and Phantom Black – each featuring a prominent Triumph tank graphic.
2024 Triumph Speed 400 in Phantom Black
The Scrambler 400 X is also available in three color schemes, each featuring Triumph’s distinctive Scrambler tank stripe and triangle badge: Matte Khaki Green and Fusion White, Carnival Red and Phantom Black, and Phantom Black and Silver Ice options.
2024 Triumph Scrambler 400 X in Phantom Black and Silver Ice
While pricing has not yet been announced, Triumph says both the 2024 Triumph Speed 400 and Scrambler 400 X will be attractively priced versus the key competitors in each market.
James Wood said the bikes are the result of a “major five-year collaboration” with Bajaj Auto in India.
“Based on Triumph’s concept and design, Bajaj has worked hand-in-hand with our engineering team here in Italy to add that expertise in large-scale efficient and cost-effective manufacturing to our leading engineering and design capabilities.”
Wood added that the bikes will be built by Triumph factories in Thailand and Brazil, as well as Bajaj Auto in India, where both models will launch starting in July 2023. They will be on sale in all other markets in early 2024, when prices for these markets will be announced.
Photos by Kevin Wing | Illustrations by Hector Cademartori
As part of the Stayin’ Safe advanced rider training program – a method that leads a small group of experienced motorcyclists on road tours and delivers real-time, real-world coaching via in-helmet communications – I’m often asked by participants to address specific aspects of road riding unique to the region where a training tour is being conducted. As part of our Southern California training tours, I’ve been routinely asked if I would be teaching techniques for safe lane splitting.
Although it is intriguing to consider, I always decline. While I agree it would be a valuable teaching opportunity for that riding environment, I also realize it would be impractical with a group of riders since traffic dynamics change rapidly – as would recommended tactics depending on the bike and the circumstances. But perhaps the bigger challenge would be to get consensus among the riders to do it in the first place. Even if all participants are from California (and they rarely are), there are always distinct and deeply polarized views about lane splitting. Riders are adamantly for it or against it.
Lane splitting allows motorcyclists to move efficiently through grid-locked traffic while avoiding the risk of a rear-end collision.
The term “lane splitting” gets tossed around outside of California more often these days as several other states – including Utah, Montana, Arizona, and Hawaii – have legalized some form of the practice, while others are considering it. As lane splitting becomes more widespread, the volume of polarized opinions is expanding as well.
But maybe I’m getting ahead of myself. Let’s start by defining what lane splitting is. For starters, it’s not a universal term. “Splitting” is one type of lane sharing motorcyclists have been doing for years on California freeways, but there are other forms (and terms) we should know.
Riding within 10 mph of traffic flow and actively scanning the scene ahead for potential threats, the rider safely advances between lanes.
In the broadest sense, lane sharing, lane splitting, lane filtering, white lining, and a handful of other terms are used to describe the act of advancing a motorcycle through slow or stopped traffic on a multilane road (all heading the same direction, of course) by riding between lanes at a slightly higher speed than the flow of other vehicles. That’s it, in a congested traffic nutshell.
Are We Lane Splitting or Lane Filtering?
While “lane splitting” is a term used broadly to describe riding between lanes of traffic, there are distinctions between lane splitting and lane filtering.
When riding on a multilane highway such as a limited-access freeway, a motorcyclist might “split” the lanes and ride between two lines of vehicles if the traffic has slowed or come to a stop due to congestion. That’s what’s specifically referred to as lane splitting.
When riding in multiple lanes of traffic where there are intersections and traffic signals, a rider might move forward or “filter” between rows of vehicles stopped at a light, enabling the rider to move to the front of the line. This is lane filtering.
With traffic stopped for a red light, the rider slowly filters to the front of the line.
Why Do It?
The primary argument for lane splitting and lane filtering is that they are deemed safer practices that reduce opportunities for motorcyclists to be rear-ended in high-volume, stop-and-go traffic. Frankly, that’s a pretty strong argument since busy roadways are a high-risk environment for motorcyclists – perhaps even more so as increasingly distracted drivers are putting riders at higher risk.
Lane splitting is also claimed to give riders a better view through traffic as well as improved mobility. It’s contended that it allows riders to see farther ahead, actively separate themselves from threats, and strategically place their bikes in pockets of less congestion.
Lane splitting has been touted as helping to reduce fuel consumption and emissions by minimizing the time motorcycles sit in slow or stopped traffic. It also helps reduce traffic congestion because there are fewer vehicles sitting single-file in traffic lanes.
Does Lane Splitting Reduce Risk?
Yes and no. Motorcycle Lane-splitting and Safety in California, a 2015 study conducted by the Safe Transportation Research & Education Center at the University of California Berkeley, took a good long look into the matter to “increase our understanding of collisions involving lane-splitting motorcyclists and of how lane splitting impacts collision injuries.”
When the light turns green, the rider must quickly scan left and right before proceeding.
The study found that lane splitting appears to reduce certain types of crashes, specifically rear-end collisions. That’s great news. Lane-splitting riders were less than half as likely to be rear-ended than their non-lane-splitting brethren (2.6% vs. 4.6%). Those figures would look even better if some of those riders involved in a collision hadn’t been rear-ended by fellow riders who were following too closely (thanks, bud).
With fewer rear-end collisions, the analysis also showed that lane-splitting motorcyclists involved in a collision were injured less frequently than non-lane-splitters. They were half as likely to suffer a head injury (9% vs. 17%) and about a third less likely to sustain a torso injury (19% vs. 29%). Although fatalities are rare, even those were reduced by more than half (1.2% vs. 3.0%). Again, good news.
But with the good comes the bad (doesn’t it always?).
Lane splitting doesn’t eliminate crashes. Lane-sharing riders just crash differently and not as badly (provided speed is kept to a minimum).
While lane splitting and lane filtering can help a rider escape certain significant threats, it does introduce new ones. For example, there’s a smaller safety bubble. You’ll recall learning in your Motorcycle Safety Foundation or Total Control training course (you took one of those, right?) how important it is to maintain a safety cushion around your motorcycle. Riding between lanes puts motorcyclists significantly closer to other vehicles than they would be otherwise. That can make the rider more vulnerable from both sides (but less so front and rear) since there is less space to maneuver left or right – and therefore less time to react – if a driver makes a sudden move.
Wide handlebars, wide vehicles, and tightly spaced lanes can make filtering a challenge. Choose judgment over impatience when deciding whether to proceed.
The highest risk for any motorcyclist lane splitting in freeway traffic is other vehicles changing lanes. In suburban and city environments, lane filtering riders can find themselves among vehicles unexpectedly maneuvering into or out of traffic.
As a result, while lane splitting may reduce the likelihood of the rider being rear-ended, they are more than twice as likely to rear-end other vehicles (38% of lane-splitting riders vs. 16% of non-lane-splitting riders). That one’s on us.
Beyond the known hazards of riding too fast (surely you’ve heard, “speed kills”), the risk and severity of injury grows when there is an increase in the speed of the motorcycle compared to the pace of surrounding traffic – what’s known as “speed differential.” That speed difference between bike and traffic can play a significant role in causing a collision while lane splitting or filtering.
Perhaps the Greatest Challenge of All…
For the rider who is weighing the pros and cons of lane sharing, a serious consideration should be the low public awareness of lane splitting and the attitudes of other drivers.
Another U.C. Berkeley study from 2014 probed the minds of California drivers and motorcyclists. Even in California, where lane splitting and filtering have been common practices for decades, roughly half of all California drivers either believed that lane splitting was illegal (it wasn’t) or they were unsure about its legality. Such perceptions can contribute to negative attitudes about the practice. That study revealed 61% of non-motorcyclists in the Golden State disapproved of lane splitting.
Do drivers believe lane splitters are unwilling to play by the same rules others must adhere to, or that they are just acting as renegades?
The driver on his cell phone is hugging the center line and unaware of the approaching motorcycle, so the rider adjusts his position as he filters through.
I became particularly curious about the behavior of drivers and the potential impact (figuratively and literally) on motorcyclists as they consider the practice of lane sharing, especially in states where the concept has recently been introduced.
When it comes to driver behavior, I believe there are few better go-to resources than Tom Vanderbilt’s fantastic, well-researched book, Traffic: Why We Drive the Way We Do (and What It Says About Us). The author addresses the physical, psychological, and sociological aspects of traffic and how drivers, as human beings, interact with each other. I reached out to Vanderbilt to get his take on the potential challenges associated with introducing a practice like lane sharing into the general traffic environment.
“I am well aware of a dynamic that I am sure affects motorcyclists a lot, which I’ll call an ‘empathy imbalance,’” he said, defining the term as the phenomenon whereby people who drive cars may be unable to relate to motorcyclists since most car drivers don’t ride motorcycles and are unfamiliar with – and therefore unable to empathize with – the two-wheeled mode of transportation.
“So often drivers simply don’t understand the motives or behavior of the other mode,” Vanderbilt continued, “and they often translate their own confusion to some failing on the part of the other user. What might seem like rational or safe behavior on the part of a motorcyclist may seem reckless or like ‘cheating’ to a driver, who simply sees some ‘other’ they don’t fully understand.”
Vanderbilt’s advice? “Don’t think that your view of what is ‘commonsense behavior’ is shared by everyone around you.” In other words, until the practice is more common and drivers see enough people doing it – to a point where it no longer seems like strange and rebellious behavior – we should assume that lane splitting will be out of the norm for other motorists and may be viewed as unacceptable traffic behavior.
Stopped between lanes, the rider is in a tactical-ready stance, with the bike in gear and ready to go when the light changes.
The “empathy imbalance” is a compelling way to capture the mindset gap that exists out on the roadway and how that imbalance could be a chasm the size of the Grand Canyon in states where neither lane splitting nor lane filtering have ever been routine behavior. When it comes to lane sharing, especially where the practice is just being introduced, that empathy imbalance may be the greatest threat of all to motorcyclists.
Sidebar: What do Lane Splitters Look Like?
While some folks might expect lane splitters and filterers to be wild-haired outlaw rebels without causes, research paints a different picture. Contrary to the ruffian image, research reveals that lane splitters tend to be:
Regular commuters riding during weekday commuting hours
Wearing proper riding gear, including full-face helmets
Riding solo and riding sober
Splitting lanes only when traffic is at 30 mph or below
Can Lane Sharing Be Done Safely?
According to the U.C. Berkeley study, lane splitting and lane filtering appear to be relatively safe strategies and practices provided they are done in traffic traveling at 50 mph or less and motorcyclists stay within 15 mph of that traffic. Lower traffic speeds and a smaller speed differential between the bike and surrounding vehicles make it even safer.
The Motorcycle Industry Council (MIC), American Motorcyclist Association (AMA), National Highway Traffic Safety Administration (NHTSA), and Motorcycle Safety Foundation (MSF) all align in support of lane sharing as a safe strategy. The American Automobile Association (AAA), on the other hand, opposes the practice.
Avoid filtering beside large trucks and buses. This rider paused in a safer spot to avoid blind spots and the potential of the bus swinging wide.
Beyond these authorities, I turned to another trusted source in California, my friend and fellow motorcycle proficiency expert Lee Parks. Among his many credentials, Parks owns and operates Total Control Training Inc. and authored the best-selling book Total Control: High Performance Street Riding Techniques. He also runs the rider training program for California and several other states. I asked Parks for his take on lane splitting.
“Having moved here in 1992, I can’t imagine living in another state that didn’t have lane splitting,” he said. “It’s safer, saves time, reduces the chances of getting rear-ended by other road users, and reduces the travel time for everyone by taking riders out of the long lines of traffic.” Parks shared how, for him, a two-hour commute by car became a manageable 45-minute ride by motorcycle.
Is lane splitting for everyone? Parks and I share the same opinion, but he articulates it better: “It’s good for any experienced rider who has excellent situational awareness. Lane splitting is not for the faint of heart, nor those new to riding. It requires an extreme amount of focus and attention to be safe, and all riding functions must already be in your muscle memory so they don’t take away from your awareness.
“I’d add that lane splitting is only safely manageable for someone who is not impaired in any way. This includes drinking, drugs, fatigue, or being mentally distracted.”
Safer Splitting and Friendlier Filtering
Whether you’re new to the practice or have been lane splitting or filtering for years, here are things you can do to improve your odds while improving your position in traffic.
First, stick to these two speed factors when lane sharing:
1. Traffic speed is slow or stopped. The faster traffic is moving, the greater the risk of incident and injury. Choose to filter past other vehicles only when traffic is moving below 50 mph, and the slower the safer.
2. Your speed is within 10-15 mph of traffic. A small speed differential is safer. By keeping your own speed close to that of traffic, you buy critical time and space to respond to emerging threats. Work the physics in your favor!
Apply these techniques each time you move between lanes:
Look farther ahead, widen your view, and anticipate vehicles changing lanes.
Be “tactical ready,” poised to smoothly slow down or maneuver as necessary.
Stay to the left-most lanes on highways when lane splitting (between lanes #1 and #2).
Don’t linger in blind spots.
Beware of gaps that might invite other vehicles to change lanes just as you arrive.
Avoid splitting lanes near entrance and exit ramps (it’s illegal in California).
If riding with others, keep a safe distance between bikes to avoid rear-ending your buddy (or being rear-ended).
Lane-splitting riders must stay vigilant, especially when approaching gaps in traffic where a vehicle can suddenly change lanes.
Lane-splitting riders must stay vigilant, especially when approaching gaps in traffic where a vehicle can suddenly change lanes.
Of course, there is still the concern of other drivers and their response to lane-sharing motorcyclists, especially in states where the practice is not the norm. Until it is, riders should anticipate pushback from other motorists. Perhaps the best way to minimize that is to promote goodwill by being respectful, courteous, and empathetic to the other drivers who remain stuck in traffic (we’ve all been there).
Should You Do It?
It’s a personal choice – don’t ever let someone else force a lane-splitting decision for you. If you are still on the fence, here’s a little more filtering food for thought:
Not all motorcycles are created equal. While lane sharing is practiced by riders of all types, it is easier on a narrower, lighter machine. Remember, the wider your bike, the less space cushion you have as you filter between rows of cars, SUVs, trucks, and buses.
Not all riders are created equal. Experience riding in heavy traffic, ability to maneuver a motorcycle confidently at very slow speed, and maintaining a calm mind to avoid panic are important aspects of riding a motorcycle between lanes of congested traffic. Make an honest assessment of your own riding proficiency before attempting to split lanes.
Motivation matters. Lane sharing can be a valuable safety strategy to avoid rear-end collisions, and it can make commuting more efficient for all. But if your motivation is driven by impatience, resentment of other drivers who are holding up your progress, or simply because it seems that splitting might be an adrenaline rush, it may not be the best choice for you (it doesn’t do much to help driver attitudes toward the rest of us either).
Where is Lane Splitting and Lane Filtering Legal?
Even if you are willing, lane sharing is still only a legal practice in a handful of states – and to varying degrees. Lane splitting on multilane highways? That’s still only legal in California. Yep, that’s it. Lane filtering in stopped traffic can now be done to some extent in Arizona, Hawaii, Montana, and Utah, but each state has distinct restrictions (see sidebar below).
If you’re the gambling type, the states of Delaware and Arkansas don’t have legal language that expressly prohibits lane splitting and filtering, but they do have an abundance of law enforcement officers who are authorized to interpret what a “safe and legal” practice is on a case-by-case basis.
Lee Parks said he believes the challenge in new states will be educating the car drivers more so than the riders.
“It will require a lot of public service announcements and driver education to make it as accepted and ubiquitous as it is in California,” he said. “The successes and failures of those states will help drive policy for new ones to adopt one of my favorite benefits of riding in California.”
A summary of current state laws specific to lane splitting and lane filtering
California: The only state where lane splitting and lane filtering on multilane roadways are both legal practices.
Arizona: Motorcyclists may ride between lanes of stopped traffic at a red light on a multilane roadway where the speed limit is 45 mph or less and the rider is traveling no more than 15 mph. No passing on median or shoulder.
Hawaii: Riders are permitted to use the shoulder of the road to pass stopped traffic on roads with at least two lanes in each direction and a shoulder wide enough to accommodate the rider.
Montana: Riders may filter between lanes to overtake stopped or slow vehicles traveling no more than 10 mph provided that the motorcyclist stays within 10 mph of surrounding traffic and does not exceed 20 mph.
Utah: Motorcyclists may travel between lanes of stopped traffic (not slow-moving traffic) on a multilane road having a speed limit of 45 mph or less. Motorcyclists may not exceed 15 mph and may not use the shoulder or bike lanes.
My Take?
Beyond being asked by Stayin’ Safe training tour participants if I would be teaching real-world tips and techniques for safer lane splitting and lane filtering, I’m most often asked for my professional opinion on the practice. “It’s great,” I say, followed by, “and it’s not.” Practiced responsibly, it can be an effective way to avoid collisions and severe injury. When practiced irresponsibly, it can be perilous for the rider and, at a minimum, harmful to driver/rider relations.
Even after examining the data, hearing the opinions of experts, and weighing the significant pros and cons presented here, a consensus may remain elusive. When it comes to splitting lanes and filtering through traffic, it might always be a split decision among riders. Fortunately, we all have the personal option to do it or not do it. As for me, I split lanes where it is legal to do so, provided the environment, my equipment, and my state of mind are suited for it.
Now, if you’ll excuse me, I have an appointment and traffic is heavy, so I think I’d better split.
The new black midrise handlebar and blacked-out powertrain on the R 18 Roctane definitely make it stand out from its siblings.
In my early days with Rider, the BMW R 18 caught my eye. I had never ridden a BMW, and as a cruiser guy it was right up my alley. When one of my fellow editors, Allison Parker, got a chance to ride an R 18 at the BMW U.S. Rider Academy, I expressed interest to Rider EIC Greg Drevenstedt about doing the same.
A few weeks later, BMW announced a new R 18 – the Roctane – and invited Rider to get a first ride on the bike in Germany, so I made my pitch. The ride would coincide with the recently opened 100 Years of BMW Motorrad exhibition at the BMW Museum in Munich, so I figured this would be the perfect opportunity to get a little additional perspective on how we got to this point.
I came away from the trip not only wiser but after two days of riding through the Bavarian and Austrian Alps, much happier.
BMW R 18: A Growing Family
At this stop by Lake Plansee in Austria, it was hard to know what to pay more attention to, the Roctane or the scenery.
The 2024 BMW R 18 Roctane is the fifth member of the R 18 family, which launched its first model in 2020 and was inspired by the iconic BMW R 5 from the 1930s. The Roctane, which BMW describes as a “cruiser, a bagger, and everything in between,” joins the standard R 18, the R 18 Classic, the R 18 B (Bagger), and the R 18 Transcontinental.
The increased trail on the R 18 Roctane contributes to better straight-line stability, an attribute that BMW believes will be appealing to American cruiser riders.
As with the other R 18s, the Roctane has an air/oil-cooled “Big Boxer” Twin engine displacing 1,802cc (or 110ci in the parlance of American cruisers) and mated to a 6-speed transmission, a single-plate dry slipper clutch, and a nickel-plated driveshaft. We dyno’d the 2021 R 18, and it made 109 lb-feet of torque between 2,000-4,000 rpm at the rear wheel.
It’s hard not to argue that if you saw this bike coming your way, you’d want to get a second look as it passed you by.
This thing is a monster, figuratively and literally. The afternoon I arrived in Munich, I went to the BMW Museum. There are some amazing sights to be sure (more details are available here), but one area of note is dedicated to the R 18. It includes a display stand with the 1,802cc Boxer mounted on it. I had seen this display in a photo, but it wasn’t until I was standing in front of the massive engine that I truly realized why it is called the “Big Boxer.” With the partial exhaust pipes coming out of the cylinder heads and hooking down in front like mandibles, it looked like a giant alien insect head dipped in chrome.
Of course, that could’ve been the jetlag and an overactive imagination, but it was still pretty striking.
The insect overlord is here to lead the R 18 troops into battle. OK, I definitely needed sleep at this point in the trip.
Beyond the engine, the R 18 Roctane also shares the same braking and suspension systems as its siblings, with 4-piston calipers biting dual 300mm discs up front and a single 300mm disc in the rear and a 49mm telescopic fork and central rear shock with travel-dependent damping, adjustable spring preload, and 4.7/3.5 inches of travel front/rear.
As to what makes the Roctane unique from other bikes in the R 18 family, one only had to step back and look at it next to other R 18 models at the launch, including the beautiful 100 Years Edition.
Although the R 18 Roctane has the same Rock, Roll, and Rain ride modes as the other R 18s, on a day like this, I’d say there is really only a need for one: Rock.
The Roctane has a blacked-out engine and drivetrain, a Dark Chrome exhaust, a black midrise handlebar, and a larger 21-inch front wheel.
The Roctane’s chassis geometry and seating position falls between that of the standard R 18 cruiser and the R 18 B(agger). Its 7.3 inches of trail is 1.4 inches longer than the R 18 but similar to the R 18 B, while its 67.7-inch wheelbase is right in the middle of the two bikes. At 28.3 inches, its seat height is about an inch taller than the R 18 and again similar to that of the R 18 B.
I didn’t mind the Big Boxer cylinder restricting the forward movements of my legs, but I would’ve preferred bigger footboards and better shift lever and brake pedal positioning.
In the BMW Museum, there was a fascinating wall display of some of the different instrument panels used on the company’s motorcycles over the years, starting with the round analog speedo of the 1930s BMW R 61 and R 71 progressing to the much larger, rectangular display of the present-day BMW R 1250 RT and K 1600 GT.
This display at the BMW Museum shows how the times have been a-changin’, but the instrument cluster on the R 18 Roctane turns back the clock. (Don’t mind the BMW Museum typo next to the bottom TFT display.)
BMW took a different tack with the newest member of the R 18 family. Again inspired by the 1936 R 5, the Roctane’s instrument cluster is incorporated into the top of the metal headlight nacelle, with a classic analog speedometer and an inset multifunction digital display. Some may wish for a little more than the understated display, but for a cruiser, the simplicity works. On the Roctane, in addition to speed, ride mode, and gear selection, you can scroll through other info such as rpm, time, odometer, trip meters, and fuel economy.
But wait, where’s the fuel gauge? Seriously, no fuel gauge? I’d like something more than just a warning.
The 2024 BMW R 18 Roctane has a minimalist instrument cluster built into the headlight nacelle. The time of day is displayed in this photo, but the rider can also choose from a number of other options.
Personally, I love that the ride modes of the R 18 family are called Rock, Roll, and Rain. While somewhat unorthodox, there’s no question of what you’re getting here, and I sampled all three modes on our ride – Rain not necessarily by choice, but it sure is pretty in Germany this time of year.
Each mode moderates throttle response, traction control, and ABS but not the power, and while Roll and Rain were more sluggish, even in Rain, during a couple moments when I needed to overtake a car, the Roctane had what I needed. I just had to twist the throttle harder to get it. In Rock, there was no hesitation, and I was pleased to find that it wasn’t snatchy. Throttle response was immediate, powerful, and smooth, even polishing out some of the engine vibration present in Roll.
The Metzler Marathon Ultra tires were tested – and performed admirably – in a variety of weather conditions.
I would argue – and a BMW rep actually agreed with me – there isn’t really a need for Roll. Besides starting off the ride in Roll and using it coming down from the breathtaking cliffside Burghotel Falkenstein on some narrow, frost-heaved switchbacks that were wet from the previous night’s rain, I mostly kept it in Rock or Rain.
When it came to rocking, the Roctane’s ample trail contributed to reassuring straight-line stability. Blasting down the autobahn at 140 kph (that’s about 87 mph to you and me, kids), it felt solid. There was a decent amount of windblast at those speeds, so if I had to do much of that, I’d be inclined to install one of BMW’s accessory windshields.
The Roctane’s blacked-out engine nicely complements the high gloss chassis bits and Dark Chrome exhaust.
Among the journalists on hand during our ride, the general consensus was that the Roctane would be a better bike for cruising wide-open roads in the U.S. than bending through all the twists and turns in the Alps. Besides the highway stints, most of our high-speed riding over the two days consisted of long sweepers rather than twisties. Those were a true joy on the Roctane, but even for the few spots that were a little tighter, I didn’t have any problem flopping the bike from side to side, even with its 825-lb curb weight.
I was also pleased with the Metlzer Ultra Marathon tires, which were grippy in all conditions, from dry to wet to really wet on some occasions. This is a bike I would gladly take over the well-known Hogback of Scenic Byway 12 in my home state of Utah.
One of the many sweeping corners on our test route, this one wrapping around Lake Plansee in Austria, enhanced the joy of riding the Roctane.
And even though the Roctane is a long, heavy bike, the Big Boxer helps keep the weight low and provides better than expected balance and maneuverability at low speeds. The R 18 Roctane can also be equipped with optional Reverse Assist and Hill Start Control, both of which would be especially handy if the bike was loaded to capacity.
There are a few areas in which the R 18 Roctane could be improved, the first being the position of the foot controls. As we noted in our review of the R 18 Classic, the location of the shift lever relative to the footboard made it nearly impossible to get my boot underneath it. I was able to upshift with the side of my big toe sometimes, but more often than not, I just used the heel shifter. However, given the midmount controls and my 32-inch inseam, it felt awkward. The rear brake pedal seemed similarly difficult to access with my boot. I love the long footboards on my cruiser at home, but on the Roctane, I found myself envious of the guys riding the R 18s with footpegs.
“Filler stripes” that cover the space between the 27-liter top-loading, locking hard cases and the bike can be selected as accessories.
The second area in need of improvement is braking. Like other R 18s, standard equipment on the Roctane includes BMW Motorrad Integral ABS, where the hand lever applies braking force to both wheels but the foot pedal applies braking force only to the rear wheel. This is the first bike I’ve ridden with integral ABS, and while I was able to shed speed when necessary, I was surprised that the brakes didn’t feel more responsive, especially considering those big dual discs up front. I had to apply more pressure at the lever – while also trying to get my boot on that elusive rear pedal – than I would’ve guessed.
The Roctane shares the same braking as other members of the R 18 family, with 4-piston calipers biting dual 300mm discs up front and a single 300mm disc in the rear.
Finally, the top-loading, locking hard cases are stylish and easy to use, but at just 27 liters of capacity in each side, they are on the small side. (The saddlebags on the R 18 B and R 18 Transcontinental are the same size.)
What’s Next for the BMW R 18 Roctane? A Matter of Faith
BMW may not be aiming to be “the better Harley-Davidson,” but that new 21-inch front wheel on the Roctane feels like all-American cruiser.
Those who are considering the R 18 Roctane probably fall into one of three groups: 1) Those who appreciate cruisers and are curious about this one; 2) Those who love all-things-BMW Motorrad; or 3) Those who like Harley-Davidsons and have an open mind.
In any discussion of heavyweight cruisers, Harley-Davidson is always the elephant in the room, even if everyone tries to ignore it. At dinner on the first night, I had an illuminating conversation with Christian Pingitzer, BMW Motorrad’s head of product management, after he asked me about my personal bikes and I told him my main ride is a 2004 Heritage Softail Classic.
“We’re not trying to be the better Harley-Davidson,” he said at one point. “Harley is like a religion.”
One of the beautiful stops along the way during two days of riding the 2024 BMW R 18 Roctane.
It’s no secret that the R 18 models have not sold as well on this side of the pond as BMW might have hoped, and there’s no denying the Roctane bike looks more the part of an American cruiser than its predecessors. On the second day, Tim Diehl-Thiele, head of communications, said that the company was “fully on track” with sales of the R 18s in China and Europe, but “in the U.S., we need time.”
Then he went on to call H-D a “super cool brand” and also referred to it as a religion.
This is interesting to me. I’m a cruiser guy and I’m not religious, but I do agree that Harley-Davidson is like a religion. However, what I’ve come to believe since I’ve been with Rider is that BMW is something of its own religion, and they have their own passionate adherents who love the brand and ignore all the others.
The 1,802cc “Big Boxer” Twin engine is an imposing feature of the R 18 family, but it’s also a unique look that drew me to the cruisers.
Similar to how I choose to dabble when it comes to matters of faith, I also enjoy dabbling in a lot of motorcycle brands. When it comes to the Roctane, I enjoyed the thrill of the power coupled with the confidence it inspired and the comfortable cruising. And I look forward to seeing – and hopefully dabbling in – the future developments of the R 18 lineup.
The 2023 CFMOTO 300SS exceeds expectations with thoughtful features and a good fit and finish. (Photos by Yve Assad)
Last year, CFMOTO returned to the U.S. market with a seven-model lineup. The company’s list of models has since grown to 10, ranging from the 126cc Papio minibike to the Ibex 800 T adventure bike. CFMOTO’s best seller worldwide is the 300SS, a lightweight sportbike with full bodywork.
One of CFMOTO’s value propositions is affordability. The 300SS has an MSRP of $4,499, which is $400 less than the Honda CBR300R and $1,000 less than the more powerful Yamaha YZF-R3. But CFMOTO is going to have to do more than offer a better price to compete with brands that have already earned the trust of many American riders.
The semi-circle of color around the wheels adds personality to CFMOTO’s top-seller.
However, curious to see what makes the 300SS so popular, I spent a month riding it on a variety of city streets, highways, and winding country roads.
Swing a Leg Over
The 300SS is powered by a 292cc Single that makes a claimed 29 hp at 8,750 rpm and 18.7 ft-lb of torque at 7,250 rpm, numbers nearly on par with Honda’s CB300 range of bikes. It’s fairly lightweight at 364 lb, and it sports a narrow seat with a 30.7-inch height and has a 3.2-gallon fuel tank. Riding on a steel trellis frame, the 300SS has an inverted fork and a single rear shock with five-position preload adjustability. For 2023, color options are Nebula Black with red accents (as tested) and Ghost Gray with blue accents.
The 292cc engine is eager to please and easy to handle.
When I picked up our test bike and first swung a leg over it, I was immediately impressed by its appearance alone. The lines on the bodywork are well-done, the colored stripe on the wheels adds personality, and the air vents under the passenger seat make the 300SS look like it means business. Aside from looking cool, it also has good fit and finish.
The clip-on handlebars provide a sporty seating position for zipping around corners, and the carbon-fiber-styled accent on the fuel tank adds character.
The only thing about it that seemed odd was the reach to the mirrors. It’s not something I think about with a new bike often, but when I reached up to adjust the mirrors, they were so far away that I could barely touch them. However, I was able to set the mirrors where I wanted them without having to adjust them throughout the ride, so it wasn’t much of an issue.
Since I picked the bike up in a suburb of Nashville, I had to putter along for a few miles before I could really open it up and see what it could do. Right away, the bike felt easy to ride, and that held true when I was able to get up to speed. Its small size and easy-to-control clutch make it nimble and responsive. The gearing felt dialed in just right. The 292cc engine had plenty of power to zip off from a red light and get me down the interstate, but it never felt like it was trying to run away without me. The 300SS’s smaller size, flickability, and affordability make this bike a smart choice for new riders.
The 300SS comes equipped with full LED lighting, two ride modes, Bluetooth connectivity, ABS, and other thoughtful features.
For a bike with a price below its competition, the 300SS has a few features that were pleasantly surprising additions. For example, it comes equipped with two ride modes: Eco and Sport. I started out using Eco mode but switched to using Sport primarily. There’s not a big difference between the two modes, but Sport is a bit peppier and more fun. And this is a bike to have fun on. It gave me confidence in curves and had me grinning from ear to ear. Shifting gears is smooth, and the sporty seating position made me feel like I was riding faster than I was – in a good way.
Air vents under the passenger seat add to the 300SS’s sporty look.
However, that sportier seating position is not ideal for longer trips. Maybe if I were more used to the sporty ergonomics, I wouldn’t feel fatigued so quickly. As it was, I could ride the 300SS for about 45 minutes to an hour before I started looking for a spot to pull over and shake out the aches. For bopping around town or going on quick sprints close to the house, the narrow profile and firm seat were perfect and put me in a controlling position.
Rear suspension is provided by an Internal Floating Piston monoshock with five-position preload adjustability.
In the sweeping curves through the hills of rural Tennessee, the suspension was just right. The only time I regretted having firm suspension was on the potholed and bumpy Interstate 40 through Memphis, but that section of road is notoriously rough on all vehicles. Everywhere else, the suspension provided a nice balance of control and comfort.
While riding around town, several people approached me to ask about the bike and told me they thought it looked really cool. They say you shouldn’t judge a book by its cover, but there’s something to be said for a bike that’s both fun to ride and fun to look at, and the 300SS is both.
The 300SS is CFMOTO’s top-selling motorcycle, and I can understand why. Its quality build, sporty looks, and low price make it an attractive option.
Exceeding Expectations
Another nice touch for a low-price bike is the 5-inch TFT display. The display shows everything you’d expect: odometer, tachometer, speed, fuel level, voltage, temp, time, and gear. When switching ride modes, the layout changes, making it easy to tell the mode has changed but maybe a little harder to find what you’re looking for if you’ve already gotten used to the other layout.
The TFT display changes layout when switched to a different ride mode. I enjoyed both the performance and the display layout of Sport mode.
The display is easy to read as long as it’s not in direct sunlight. When the sun was behind me, I found myself having to move my head to shade the display to read it, which was a little annoying. The display also connects with the CFMOTO RIDE app for navigation and playing music. One feature I appreciated was the security alert. Once connected, the app will alert your phone if the bike is rolled without keys in it, a handy feature if someone tries to take it off your hands while you’re not around.
The mirrors provide a nice view of what’s coming up on your rear. Just make sure you adjust them before you take off, as they’re a little hard to reach while riding.
My only other beef with the display is that, while using the navigation, once the distance to your next turn or destination is less than 0.1 mile, that distance is given in inches rather than feet or yards. Maybe you’re better at judging distances than I am, but if you asked me to walk 5,864 inches in one direction, I’d have to pull out a calculator to figure out approximately how far I needed to go. It wasn’t a problem on the sparsely populated country roads, but while riding in downtown Memphis, it was hard to know if I should turn at the next block or the one after that. Even though I’d prefer measurements in feet instead of inches, having navigation on a low-price model was welcome, and I appreciated all the other information and features available through the CFMOTO RIDE app.
The seating position puts me in a controlling stance, but after about 45 minutes, I’m in need of a stretch break.
Stopping power comes from a 4-piston caliper and a 292mm disc up front and a 220mm disc and single-piston caliper in the rear, and ABS is standard. The rear brake performed its job well, but the front brake felt a little weak. Luckily, such a small bike is not hard to slow down, but if it were much heavier, I’d want more stopping power up front.
More stopping power from the front break would be a welcome upgrade, but the current setup is adequate for this lightweight bike.
Along with the Bluetooth connectivity, ride modes, and the TFT display already mentioned, the 300SS comes equipped with LED headlights, taillights, and turnsignals. This isn’t a bare-bones and cheaply made bike; it’s a well-built machine with thoughtful additions that make the riding experience even better. All-in-all, the 300SS provides a lot for your money.
The 300SS is an enjoyable and affordable ride that CFMOTO should be proud of.
CFMOTO’s 300SS gave me confidence that the brand is on track to earning its keep on American streets. It’s a fun ride with cool looks and an affordable price: the perfect recipe for attracting new riders, whether they’re new to riding in general or just new to CFMOTO. If you haven’t ridden a CFMOTO before, I’d encourage you to give it a try. I think you’ll be pleasantly surprised, and with more than 200 CFMOTO motorcycle dealers in the U.S., there’s probably one near you.
For 2023, color options are Nebula Black with red accents (shown a above) and Ghost Gray with blue accents.
BMW Motorrad has announced details on the 2024 BMW R 18 Roctane, the fifth member of the R 18 family and a bike the company calls “a cruiser, a bagger, and everything in between.”
The Roctane joins the R 18, R 18 Classic, R 18 B, and R 18 Transcontinental but borrows styling cues from other past BMW models, such as the 1936 BMW R 5, where the iconic air/oil-cooled Boxer engine is the epicenter of the “streamliner” design. Other key design features drawn from the past include the double-loop frame, exposed drive shaft, and rigid-style rear.
What Makes the BMW R 18 Roctane Rock?
The heart of the new BMW R 18 Roctane is the 1,802cc “Big Boxer” opposed Twin, mated to a 6-speed transmission and a single-plate dry slipper clutch and a nickel-plated driveshaft.
When we put the 2021 BMW R 18 on Jett Tuning’s dyno, it sent 80 horsepower at 4,500 rpm and 109 lb-ft of torque to the rear wheel at 2,900 rpm.
The new R 18 Roctane can be equipped with optional Reverse Assist and Hill Start Control, and the bike comes standard with keyless start and the same three ride modes R 18 riders are familiar with: Rain, Roll, and Rock, with distinct throttle maps and settings for Automatic Stability Control and Engine Drag Control in each mode.
The R 18 Roctane stands apart from its siblings with a blacked-out engine and drivetrain and a Dark Chrome exhaust system. The larger 21-inch front and 18-inch rear alloy wheels, combined with the mid-rise, black-coated handlebar give the Roctane what BMW calls “a more purposeful look.”
The 3.5-inch-wide front wheel is shod with a 120/70 B21 tire, while a 180/55 B18 tire wraps around the 5.5-inch rear wheel. The 21-inch front wheel extends the trail to 7.3 inches on the R 18 Roctane (vs. 5.9 inches on the standard R 18) for better straight-line stability.
Braking comes from 4-piston fixed calipers biting dual 300mm discs up front and a single 300mm disc in the rear, and BMW Motorrad Integral ABS is standard. The R 18 Roctane has a 49mm telescopic fork and a central rear shock with travel-dependent damping and adjustable spring preload, providing the same 4.7-inch/3.5-inch front/rear travel as the R 18.
Also inspired by the 1936 BMW R 5 – and almost all BMW motorcycles until the early 1970s – the R 18 Roctane’s round instrument cluster is integrated into the metal LED headlight housing and includes information such as engine rpm, gear indicator, status inquiry, and trip computer details. An adaptive headlight is still optional and works by activating separate LED elements in the main headlight depending on the lean angle.
The R 18 Roctane features a slim two-level seat that tapers towards the rear, with rear passenger straps, and is equipped with footboards and a heel-toe shifter. The 28.3-inch seat height puts the R 18 Roctane an inch higher than the standard R 18 but right about on par with the R 18 B.
The R 18 Roctane is also equipped with body-color painted saddlebags with integrated LED taillights. They offer 27 liters of storage capacity on each side and optional removable liners are available. The “filler stripes” that cover the space between the bags and the bike can be selected from the available accessories. The original BMW Motorrad Accessories range also offers soft luggage options such as the rear bag or frame bag made of waxed canvas with leather trim.
The bike has a 4.2-gal fuel tank and a claimed wet weight of 825 lb.
The 2024 BMW R 18 Roctane will come in Black Storm Metallic, Mineral Grey Metallic Matte, and Manhattan Metallic Matte starting at $18,695. It’s expected to launch in the third quarter of 2023, but Rider will be heading to Germany in late May for a first ride, so we’ll share our impressions soon.
BMW Motorrad has announced a successor to the R nineT for 2024: the BMW R 12 nineT. This new model announcement comes exactly ten years after the launch of the R nineT and is presented in celebration of “100 years of BMW Motorrad.” The R 12 nineT shares many similarities with the R nineT platform but features updates and a more classic design. More details are expected later in the year.
The BMW R nineT was introduced in 2013 with a classic roadster design and a focus on customization options. Since then, BMW has added to spin-off models including the enduro-inspired R nineT Urban G/S, the R nineT Scrambler, and the stripped-down R nineT Pure. BMW says the focus on customization will continue with the new R 12 nineT.
“The R nineT and its customizing concept established the new Heritage experience for BMW Motorrad’s 90th birthday and has become an indispensable cornerstone of our model range,” says Dr. Markus Schramm, head of BMW Motorrad. “The new R 12 nineT continues the successful heritage story surrounding the legendary BMW boxer engines with an even more classic, reduced design language, even greater degrees of freedom when it comes to customizing and, last but not least, new and innovative technology.”
BMW is well-known for its boxer engines. In fact, the very first BMW motorcycle, the R 32, was powered by a flat-Twin boxer. The R 12 nineT continues that legacy with an air/oil-cooled 2-cylinder 1,170cc boxer engine, like the R nineT before it. The addition of the number 12 in the model name reflects the engine’s displacement, a naming technique used for other BMW models.
The design of the R 12 nineT leans into a more classic appearance than its predecessor, particularly with the tank shape, seat, and side covers. BMW claims the classic look and modular design also lends more freedom for individualization.
“The purist design language is dominated by the clear tank/seat/rear line, in the style of the traditional /5 or the legendary R 90 S of the ’70s,” said Edgar Heinrich, head of design. “At first glance, the tank itself is a classic BMW boxer tank, with a typical bend in the lower edge and classic knee contact. The new R 12 NineT also features side covers in the area of the frame triangle in the authentic Roadster look – another reminiscence of BMW motorcycles of the 1970s.”
The BMW R 12 nineT will have a redesigned exhaust system with a double muffler and conical end pieces, as well as a redesigned intake system and front fender. The LED taillight unit is now integrated into the seat.
More details about the BMW R 12 nineT, including price and specifications, are expected in the second half of 2023. Visit BMW Motorrad’s website for more information.
The Super Duke GT has always had razor-sharp, confident handling, and the lighter wheels and grippier tires make it even better. (Photos by Kevin Wing)
Riding new and unfamiliar motorcycles is one of the best aspects of working for a motorcycle magazine. But what I enjoy even more is riding updated versions of motorcycles I’ve tested before, particularly those on my short list of favorites. What I love about them is still there, but performance has been elevated, refinements have been made, and features have been added. That’s very much the case with the 2023 KTM 1290 Super Duke GT.
The 1290 Super Duke GT sport-tourer returns with more power, new wheels and tires, and upgraded TFT functionality but without standard saddlebags.
Derived from the 1290 Super Duke R – a 180-hp naked sportbike known as “The Beast” – the sport-touring GT was introduced in early 2016. Rider’s former EIC Mark Tuttle got a first ride on the 1290 Super Duke GT at the global press launch in Mallorca, Spain, and he gushed about it in his review, calling it “nearly flawless, the perfect sport-touring bike for a rider who doesn’t want to give up sportbike levels of engine performance and handling.”
I’m not above petty jealousy, and Tuttle’s hi-pro glow after that launch made me green with envy. Good guy that he is, Mark twisted the arm of Tom Moen, KTM North America’s head of marketing, to get us a pre-production 1290 Super Duke GT as soon as one arrived on our shores. I flogged and hogged it for nearly 2,000 miles, obsessively guarding its keyless fob like Sméagol with the One Ring, and then I logged another 1,500 miles on a production version, disappearing from the office for days at a time.
Two years later, we tested a 2019 model, which featured updates to the GT’s engine, suspension, comfort, and instrumentation. We had mixed feelings about the refresh of the angular styling, but you can’t see what a motorcycle looks like when you’re riding it, and that’s where the magic happens. Every staffer, to a person, was strung out like an addict on the 1290 Super Duke GT’s torquey Twin and heroic handling.
The chassis consists of a chromoly-steel trellis main frame and subframe and a cast aluminum single-sided swingarm.
So you can imagine our heartbreak when the GT disappeared from KTM’s lineup for a few years, forcing us to get our fix elsewhere.
KTM 1290 Super Duke GT: Back With a Vengeance
Aggressive apex strafing is in the 1290 Super Duke GT’s DNA, but it’s also a versatile sport-tourer that’s easy to live with.
KTM has been on a roll. Its Austrian parent company, Pierer Mobility AG, has seen 12 successive years of record sales, and at the end of 2022, its three core brands – KTM, Husqvarna, and GasGas – posted a combined 13% increase over the previous year. Annual U.S. sales have topped 100,000 units and $1 billion in revenue, and last year, it surpassed Yamaha in terms of sales volume.
In 2022, KTM built and sold 268,575 motorcycles. That’s a far cry from the 6,300 motorcycles KTM produced in 1992, the year Pierer Mobility purchased the company out of bankruptcy.
On March 28, I attended the grand opening for Pierer Mobility’s new North American headquarters in Murrieta, California. CEO Stefan Pierer spent $53 million on the development, his single largest investment ever.
After enjoying the festivities and touring the facility, I loaded a KTM SX-E 3 electric dirtbike (look for a test in a future issue) into the back of my 4Runner and a 1290 Super Duke GT onto a trailer.
Weekend getaways? Daily commutes? Track days? Yes, yes, and yes.
“Where are the GT’s saddlebags?” I asked Andy Jefferson, KTM North America’s media relations manager.
“They’re no longer standard in the U.S.,” he said. “They’re available as accessories, but they’re on backorder.”
List price for the 2017 model was $19,999, and side cases were standard. They were also standard equipment on the 2019 model, but the MSRP had increased to $20,499. The base price for the 2023 model is $19,799 – back below the crucial $20K mark – but the side cases are now optional. Although they weren’t available for this test, the 30-liter bags are priced at $824.99. Our test bike was equipped with the optional Tech Pack ($999.99), which adds the Track Pack, Motor Slip Regulation, Hill Hold Control, and Quickshifter+.
Although the 32.9-inch seat has a fixed height, the handlebars, hand levers, and foot levers are all adjustable.
What makes the Super Duke GT so super is its 1,301cc LC8 V-Twin, a potent, versatile engine that’s a true workhorse in KTM’s stable; it’s also found, in various states of tune, in the 1290 Super Duke R Evo, 1290 Super Adventure R, and 1290 Super Adventure S. This V-Twin is no appliance-like powerplant that hums quietly, as dull as listening to a classic rock station with the volume turned down. No, the big LC8 turns it up to 11, making its presence known with visceral power pulses and an authoritative bark from its single exhaust pipe. Sucking fuel and air through a pair of 58mm throttle bodies and compressing it to a ratio of 13.2:1, in Sport mode the 1.3-liter mill laid down 158 hp at 10,000 rpm and 92 lb-ft of torque at 9,400 rpm at the rear wheel on Jett Tuning’s trusty dyno.
The 1,301cc LC8 V-Twin’s horsepower increases steadily with engine speed, and the torque curve is wide and flat, with more than 80 lb-ft at the rear wheel between 4,400 and 8,000 rpm. (see dyno chart below)
While the 1290 Super Duke GT is pretty incredible, it’s no Hulk ready to explode in a rage with one mistimed input. Rather, the GT is a well-behaved beast, one with finely tuned throttle response and easily controllable power. A full complement of electronics allows the ride experience to be tailored to conditions and provides a wider safety margin. Three standard ride modes (Sport, Street, and Rain) adjust throttle response and engine output, and the optional Tech Pack adds two extra modes – Track and Performance – with unique throttle-response settings, launch control, a nine-level rear wheelspin adjuster, and the ability to turn off wheelie control.
A 6-axis IMU provides inputs for KTM’s Motorcycle Stability Control, which includes cornering ABS with two modes (Road and Supermoto) and lean-angle-adaptive traction control. WP semi-active suspension has three damping modes (Sport, Street, and Comfort) and four presets for rear spring preload.
WP semi-active suspension offers multiple damping and load settings.
Ride quality and responsiveness are good in all three suspension modes, but differences between them came into sharp relief while making passes on a tight, rough section of road during our photoshoot. In Comfort mode, the chassis felt too loose, and I struggled to find confidence while cornering at speed. Switching to Street increased the sense of tautness, and my confidence ratcheted up accordingly. But it was in Sport mode where the GT’s damping felt the most disciplined and well-controlled, allowing me to dive deeper and push my limits.
Cornering ABS and lean-angle-adaptive traction control doing their job on a gravel-strewn corner.
For most of this test, I toggled back and forth between the Sport and Street ride modes, and I left ABS in Road mode. I didn’t take the GT to a track day, but with its new, grippy Continental ContiSportAttack 4 tires, I’m confident it would hold its own. Having said that, hypersport tires like the SportAttack 4s may not be the best choice for longevity. Performance mode is the street-oriented version of Track mode for those who want to be able to adjust traction control on the fly and loft the front wheel. (Yes, this is still a review of a sport-tourer.)
New wheels reduce unsprung weight by 1.1 lb each.
Confident handling has always been one of the best characteristics of the Super Duke GT. Its chromoly-steel trellis frame is strong and light, its chassis geometry balances responsiveness and stability, and its curb weight is a respectable 517 lb. New lighter wheels reduce unsprung weight by 2.2 lb, giving the GT even lighter steering response without ever feeling twitchy, thanks in part to the standard steering damper. The bike rolls in and out of corners with ease, and it stays planted when firing out of corners like a cannon. Brembo Stylema front calipers pinching big 320mm rotors and a Brembo radial front master cylinder allow speed to be scrubbed off with finely tuned authority.
Following California’s winter rains, wildflowers – such as these California poppies and sky lupines – were in full springtime bloom.
Rather than just tacking a windscreen and saddlebags on a 1290 Super Duke R, KTM invested significant development resources to make the GT suitable for touring. It has a frame-mounted fairing with integrated LED cornering lights, a hand-adjustable windscreen, a larger 6.1-gal. fuel tank (compared to 4.2 on the SDR), and a longer rear subframe that better accommodates a passenger and loaded saddlebags.
A wide, aerodynamic fairing, handguards, and a hand-adjustable windscreen provide decent wind protection, but the Super Duke GT is a sport-tourer that leans more toward “sport.”
Standard comfort and convenience features include cruise control, handguards, heated grips, tire-pressure monitoring, self-canceling turnsignals, and the KTM Race On keyless system, which uses an electronic fob to power on the bike and to lock and unlock the steering and fuel filler cap.
The tailsection and passenger footpeg brackets have mounts for the optional saddlebags.
Compared to the Super Duke R, the GT has more relaxed ergonomics, with lower footpegs, a taller and wider handlebar, and seats that are larger and more supportive. Rider ergonomics can be dialed in with an adjustable handlebar, adjustable levers, and three different positions for the shift and rear brake levers.
Updates for 2023 include a larger 7-inch color TFT display with new graphics, Turn by Turn+ navigation that integrates with the TFT via the KTMconnect app, and redesigned switches with adjustable backlighting. Like several other KTM models we’ve tested, the GT has two customizable quick-access buttons that allow the rider to change ride mode, damping mode, etc. without going through the menu, and information shown on the bottom of the main TFT screen can be customized with four favorites.
The larger 7-inch color TFT display has day/night modes and customizable favorites.
Screens for each settings menu have bright, easy-to-read graphics.
Also new are two storage compartments that fold away inside each side of the fairing. Due to the proximity of the fork tubes, neither can be opened unless the handlebar is turned one way or the other to move the nearest fork tube away from the inner fairing. The left storage compartment has a USB charging port, but the compartment itself is too small for my iPhone, and I doubt many other smartphones would fit either.
LED cornering lights are integrated into the fairing.
Fountain of Youth
My invitation to join AARP should arrive in a few months, and the older I get, the harder it is to stay in shape. These days, mysterious aches and pains come and go, injuries take longer to heal, and what hair I haven’t lost has turned gray. But as soon as I swing a leg over a motorcycle and fire it up, I feel like Benjamin Button. My biological clock switches into reverse, and I feel younger, friskier, more alive.
Every motorcycle has this effect to some degree, but a few, like the KTM 1290 Super Duke GT, have extra mojo. Riding them is like taking a pill packed with special vitamins A, C, and E (adrenaline, confidence, and excitement).
This bike is the pointy end of the sport-touring spear, and it’s sharper than ever.
New to the Royal Enfield lineup is the 2023 Hunter 350, a light, affordable roadster designed to navigate the city streets. (Photos by Brandon Bunch and Josh Shipps)
The Royal Enfield Hunter 350 is an urban prowler, designed to explore the concrete jungle with grace and agility. We tested this new roadster in and around San Diego to see if it truly excels in the city as intended and if it has enough mojo to keep pace out of town as well.
Royal Enfield has been in continuous production since 1901, and the brand excels in the small- to mid-sized motorcycle segment. It also excels in honoring its British heritage with a classic-meets-modern aesthetic, making for motorcycles that catch your eye and take you back to simpler times.
The Hunter 350 might be small for American standards, but that doesn’t mean it isn’t a blast to ride.
While Royal Enfields are plentiful in India, where the bikes are produced and smaller-displacement bikes are the norm rather than the exception, the brand has been making strong headway in North America the past few years as well. Ron Luttrell, VP of sales and dealer development, reported that Royal Enfield has seen a 317% growth in U.S. sales since 2019 and that they’ve recently reached their goal of 10,000 units sold in North America. Not too shabby. With the introduction of the Hunter 350, it’s clear Royal Enfield is looking to hold onto that forward momentum.
Royal Enfield is known for its retro-inspired aesthetic, and the Hunter 350 fits that brand image with an added shot of youthful energy.
Next-Gen Geometry
Royal Enfield’s Hunter 350 shares the same 349cc J-series Single as the Classic 350 and Meteor 350. When we tested the 2021 Meteor 350, the engine put out 18 hp and 18 lb-ft of torque at the rear wheel on Jett Tuning’s dyno. While the engine has been tuned for relaxed urban riding, what truly makes the Hunter 350 stand apart from its stablemates is its chassis geometry. With a shorter wheelbase and a steeper rake, as well as a lower curb weight, the Hunter provides a more accessible, nimble riding experience than what you might find on the Classic or the Meteor. That, coupled with an attractive and youthful styling, will allow the Hunter 350 to attract and fill the needs of a different rider demographic.
A shorter wheelbase, steeper rake, and smaller wheels make the Hunter 350 feel right at home in urban environments.
At the U.S. press launch in San Diego, the Hunter’s MSRP, which had been kept hush-hush until that moment, was revealed. The bike will start at $3,999, with some color options adding $200. When the price went up on the big screen, the journalists expressed their surprise, followed by applause. This low price, coupled with the bike’s youthful style and smaller size, is sure to bring in new and young riders.
The number of color options is also sure to please riders on the hunt for a motorcycle that fits their style. The Dapper White, Dapper Ash, and Dapper Grey will be priced at the lower $3,999, while the two-toned Rebel Black, Rebel Blue, and Rebel Red colorways retail for $4,199. All six color options were available for our test ride, and I immediately claimed the Rebel Red before anyone else could take it.
A wide range of colorways is always appreciated, and the different logo styles on the tanks add another touch of individuality.
Swinging a leg over the bike in the hotel parking lot, I immediately felt at ease. The upright seating position was comfy, and the contoured seat was plush but supportive. With a 31.1-inch seat height, the Hunter 350 had me tip-toeing, but I was the only journalist at the launch who couldn’t flat-foot on it (I’m 5-foot-1). Even with my short legs, I had no trouble reaching everything I needed to reach.
The uncluttered and simple design added to the at-ease feel of the motorcycle. A single round digital and analog instrument display was easy to read and didn’t offer too many options or information to distract me from the simple joy of riding. There’s something to be said for having a customizable display with all the bells and whistles, but sometimes those things get in the way of a pure motorcycling experience.
The Hunter 350 is powered by Royal Enfield’s 349cc Single, producing 18 hp and 18 lb-ft of torque. It’s the same engine found in the Classic 350 and Meteor 350.
After getting acquainted with our mounts, we rolled out onto the street, and that’s when the real fun began.
Good Times
We started the first half of the day riding through San Diego, from neighborhoods to downtown, including shop-lined streets and beach-side roads. I have never ridden a motorcycle that feels so at home in the city. This motorcycle made me feel like I was much better at slow-speed turns than I am. It’s small enough to squeeze into tight spaces and wheel around without trouble.
The agility of the Hunter 350 was a treat through the streets of San Diego.
The maneuverability of this bike is mostly due to its chassis geometry, something Royal Enfield said it put a lot of effort into getting just right for this type of riding environment. The Hunter has a 25-degree rake and a wheelbase of just 53.9 inches using 17-inch front and rear wheels. It’s lighter than the other Royal Enfield models with the 350 engine, with a claimed curb weight of 400 lb (the Meteor 350 and Classic 350 have curb weights of 421 lb and 430 lb, respectively). All of these characteristics give the Hunter an agility that took stress out of riding through busy city streets.
Royal Enfield worked hard to find the perfect balance between price, maneuverability, and stylish looks.
The Hunter’s styling certainly belongs in the retro-inspired Royal Enfield family, but it looks like the cool teenage cousin who just flew in from the city for a family holiday, the one all the other kids are jealous of. The bike has a youthful character, in both riding experience and personality, that will make anyone feel young again.
The seating, handlebar, and foot peg positions were all a comfortable fit for my smaller stature.
For braking, the Hunter 350 comes with a 300mm disc with a twin piston ByBre caliper up front, a 270mm disc with a single piston ByBre caliper in the rear, and ABS. I found braking power to be dialed in well for the sudden and frequent stopping of city riding. The suspension consists of a nonadjustable 41mm fork with 5.1 inches of travel and dual rear shocks with six-step adjustable preload and 4.8 inches of travel. The suspension also felt well-suited for its intended purpose. None of these components are state-of-the-art, but they did their job well for a bike with a price tag of about $4K, which is all I could ask of them.
After a great lunch in Barrio Logan, we got out of town to see how the Hunter 350 handled faster speeds and curvier roads.
Far and Wide
After experiencing how well-suited the Hunter 350 is to an urban environment, I was curious to find out if it could hold its own outside of town. Would that slow-speed agility affect the bike’s stability at higher speeds? To my delight, there was no compromise to be found. On the twisty roads up Otay Mountain, we pushed the Hunter 350 to its limit.
As comfortable as the Hunter 350 is in an urban environment, it can hold its own on open roads as well.
There’s something exciting about experiencing the full range of a motorcycle’s capabilities, from a slow roll around traffic to a full-out dash through the hills. Royal Enfield hit the sweet spot between granting the Hunter enough power to keep up with highway speeds while maintaining the bike’s tight stance and agility.
Without ride modes, a customizable display, and other distractions, a ride on the Hunter 350 takes me back to simpler times.
That being said, if you’re commuting on the interstate every day, this might not be the ideal ride for you. With a top speed of about 75 mph, we were riding full-out on the freeway to get back to the hotel. The Hunter 350 held that speed smoothly and comfortably, but it would be preferable to have a little power on reserve in case I need to dart away from a dangerous situation, and the Hunter 350 didn’t have that. But I appreciated how steadily it could hold its top speed without feeling too stressed or overworked.
Leaving the Hunter 350 in 4th gear gave me enough power to keep up with 70-mph traffic. The 5th gear is more suited to casual cruising.
All Good Things…
All too soon, our riding day had come to an end. A testament to the Hunter 350 is that, after a full day of riding on a variety of roads, I was ready to keep going. Taller riders might feel fatigued more quickly by the Hunter’s smaller stature, but this model fit me so well and was so stress-free to ride that I saw no reason to get off it. If it weren’t for my rumbling stomach calling for the taco bar and the fact that I’d be completely lost in San Diego without a guide, I’d have been tempted to roll right on past the hotel’s parking lot and keep going.
The stress-free handling of the Hunter 350 had me ready to keep riding at the end of the day.
This proabably isn’t the motorcycle that your Harley-or-nothing leather-clad uncle is going to buy, but for riders looking for a fun, agile, and affordable option, the Hunter 350 hits the nail on the head. I love to see more affordable motorcycles entering the market, and I believe this is an option that will make owning a motorcycle and experiencing the rides we all love a little more attainable for a new generation of motorcyclists.
The Hunter 350’s affordable price, easy handling, and retro-meets-modern styling is an attractive package for both new and experienced riders.
