As evidenced by the popularity of our series of “Best Motorcycles for Smaller Riders” lists on the Buyers Guides section of our website, seat height is an important consideration for riders, and considering the height of most adventure bikes, if there is one place you want to feel planted, it’s coming to a stop – especially with a passenger and full load. As a result, Triumph has announced the Active Preload Reduction for the Tiger 1200 range, which lowers the seat height by up to .78 inch more than even the accessory low seat option. Active Preload Reduction will be available for both new and existing Tiger 1200 owners. For more information, read the press release below.
Triumph Tiger 1200 Rally shown with Active Preload Reduction
Triumph Motorcycles has released a new enhancement to its advanced Showa semi-active suspension across the current Tiger 1200 range, which was first announced in November 2021.
The new Active Preload Reduction feature has been developed to lower the resting seat height by reducing the rear suspension preload as the Tiger 1200 slows.
For the Tiger 1200 GT, GT Pro, and GT Explorer models, there are currently two seat height settings: 33.46 inches (850mm) and 34.52 inches (870mm), while for the Rally Pro and Rally Explorer models these are 34.44 inches (875mm) and 35.23 inches (895mm). When these motorcycles are fitted with the accessory low seat option, the seat position is lowered by an additional .78 inch (20mm), giving a lowest seat height of 32.67 inches (830mm) on the GT family and 33.66 inches (855mm) on the Rally family.
The new Active Preload Reduction feature allows these seat heights to be reduced farther. Depending on the combined weight of the rider, pillion, and luggage this could further lower the height by up to .78 inch (20mm) when the motorcycle comes to a standstill, offering the rider greater ease and confidence. New Tiger 1200 owners will be able to access this new minimum preload feature by simply pressing the ‘Home’ button on the right switch cube for one second, as the feature will now come standard on all new Tiger 1200 motorcycles.
Triumph Tiger 1200 GT shown with Active Preload Reduction
“The new Tiger 1200 range is already a global success, attracting new fans and increasing Triumph’s share of this highly competitive market,” said Steve Sargent, Triumph’s chief product officer. “This new feature can be enabled on the fly, lowering the center of gravity at slower speeds, making it even more accessible, offering riders more confidence at slow speeds and better contact with the ground as they come to stop.”
The new feature will also be available to existing 2023 Tiger 1200 customers via a software update, which can be done by their authorized Triumph dealership during their next scheduled service. There will be no upgrade fee for existing customers to access the new feature, however standard dealership labor rates will apply for the service of the motorcycle.
The all-new Tiger 1200 was designed to be the world’s most capable, agile, and maneuverable large capacity adventure motorcycle, and the range includes the GT family, tailor made for the perfect road-focused adventure ride, and the Rally family, perfect for an all-terrain adventure. The Tiger 1200 GT Explorer with its 7.9-gallon (30 liter) tank was even the bike of choice for Enduro World Champion Ivan Cervantes when he broke the record for riding the farthest in 24 hours on a motorcycle.
In July 2022, Iván Cervantes won the Baja Aragón, one of the most demanding races on two wheels. To celebrate this victory, Triumph has launched the 2024 Triumph Tiger 900 Rally Aragón Edition and the Tiger 900 GT Aragón Edition motorcycles. Available for one year only, these special editions each feature unique colorways and specifications.
2024 Triumph Tiger 900 GT Aragón Edition in Diablo Red
Riding a Tiger 900 Rally Pro, Cervantes dominated the 280-mile (450km) race and crossed the finish line an impressive one hour and six minutes ahead of his rivals, which Triumph says demonstrated “the Tiger’s ability to endure some of the harshest terrain at an elite level of competition.”
Both Tiger 900 Aragón Editions feature Triumph’s liquid-cooled 888cc inline-Triple with DOHC and 4 valves per cylinder mated to a 6-speed gearbox and slip/assist clutch. When we put the 2020 Tiger 900 Rally Pro on the Jett Tuning dyno, it spun out 89.7 hp at 8,800 rpm and 59.4 lb-ft of torque at 7,300 rpm at the rear wheel. Our reviewer said the Rally Pro could “carry you and your gear comfortably through hours and hours of monotony in inclement weather, then handle the tough stuff with enough competency to allow you to enjoy the ride — and the scenery.”
2024 Triumph Tiger 900 Rally Aragón Edition in Matte Phantom Black
The 2024 Triumph Tiger 900 GT Aragón Edition carries a fully adjustable 45mm inverted Marzocchi fork and electronically adjustable rear suspension, whereas the Rally Aragón Edition features a Showa fork tuned for even greater off-road performance.
The Tiger 900 Rally Aragón dons a triple color of Matte Phantom Black, Matte Graphite, and Crystal White, featuring Racing Yellow accents paired with Triumph Tiger and Aragón Edition detailing, as well as a new and unique twin color seat design.
The GT Aragón follows suit with the Triumph Tiger and Aragón Edition detailing and a twin color seat design, but its triple color schemes are Diablo Red, Matte Phantom Black, and Crystal White.
Engine protection bars are fitted as standard to both Aragón Editions, and the Rally Aragón Edition also has fuel tank protection bars as standard. A collection of over 65 dedicated accessory options is available for both models, allowing you to tailor your machine to suit your own adventure.
2024 Triumph Tiger 900 GT Aragón Edition
2024 Triumph Tiger 900 Rally Aragón Edition
Both bikes will be available in dealers by the end of July. The Tiger 900 Rally Aragón Edition will start at $16,995, and the Tiger 900 GT Aragón Edition will start at $16,495.
This 2024 motorcycle buyers guide highlights new or significantly updated street-legal models available in the U.S. As with previous buyers guides, we will include 2025 teasers too as soon as manufacturers let us know about them. We will continually update this guide as new models are available, so be sure to bookmark this page and check back often.
Organized in alphabetical order by manufacturer, our guide includes photos, pricing, key update info, and links to first looks or – when available – Rider‘s first rides, road tests, and video reviews of the motorcycles.
2024 BMW M 1000 XR
2024 BMW M 1000 XR
At the beginning of June, BMW released limited details on the on the newest model in its “M” lineup: the 2024 BMW M 1000 XR. Powered by the 999cc inline-Four engine from the S 1000 RR with BMW ShiftCam technology for varying the timing and valve lift, the M 1000 XR makes a claimed 200 hp and a top speed of around 174 mph. It shares the M brakes of the M 1000 RR and M 1000 R, as well as the M winglets, which create downforce for greater stability and reduced front wheel lift. Further information on the M 1000 XR is expected in the second half of 2023.
The 2024 BMW R 12 nineT is the successor to the R nineT and shares many similarities with the R nineT platform but features updates and a more classic design. The bike has the same air/oil-cooled 2-cylinder 1,170cc boxer engine as the previous R nineT but with 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 bike will also have a redesigned exhaust system, intake system, and front fender. More details about the BMW R 12 nineT, including price and specifications, are expected in the second half of 2023.
2024 BMW R 18 Roctane (Photos by Jörg Künstle, Markus Jahn, and the author)
The 2024 BMW R 18 Roctane is the fifth member of the R 18 family. It features the same 1,802cc “Big Boxer” opposed Twin as its siblings as well as the same braking and suspension systems, 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. The Roctane sets itself apart from the other R 18s with a blacked-out engine and drivetrain, a Dark Chrome exhaust, a black midrise handlebar, the instrument cluster incorporated into the top of the metal headlight nacelle, and a larger 21-inch front wheel, as well as other varying dimensions.
The 2024 BMW R 18 Roctane will come in Black Storm Metallic, Mineral Grey Metallic Matte, and Manhattan Metallic Matte starting at $18,695.
At the annual Club BRP event in August 2022, Can-Am unveiled two all-new, all-electric motorcycles – the Origin dual-sport and the Pulse roadster (below). Detailed specs won’t be provided until mid-2023 (at Can-Am’s 50th anniversary celebration), but both will be powered by BRP’s all-new, proprietary Rotax E-Power technology, said to provide “highway-worthy speeds with plenty of horsepower and torque.”
The Can-Am Origin has rally-style bodywork, fork guards, and spoked wheels, in diameters that appear to be 21 inches in front and 18 inches out back, common sizes for off-road tires. The final drive is enclosed, and Can-Am reps would not reveal whether power is sent to the rear wheel via chain (used on nearly all dual-sports) or belt (used on many production electric bikes).
The Can-Am Pulse has the muscular stance of a streetfighter, with racy-looking cast wheels shod with sportbike rubber and a sculpted “tank” that keeps the bike’s profile in line with conventional gas-powered motorcycles. The Origin dual-sport (above) and Pulse roadster share key design elements: distinctive LED headlights, large TFT displays, edgy white and gray bodywork, a bright yellow panel covering their battery packs, inverted forks, single-sided swingarms, single-disc brakes front and rear, and solo seats. Rear cowls may cover pillion seats; passenger footpegs are not visible on either machine, but production versions will likely have passenger accommodations.
The 2024 Honda ADV160 touts a new, larger-displacement liquid-cooled 157cc single-cylinder engine designed to improve performance and reduce emissions. It has Showa suspension front and back, a front disc brake with ABS, and a rear drum brake. Also incorporated are updates that Honda says are aimed at boosting comfort and convenience. The 2024 Honda ADV160 will be available in July and will come in Red Metallic or Pearl Smoky Gray starting at $4,499.
2024 Honda Shadow Phantom in Deep Pearl Gray Metallic
The 2024 Honda Shadow Phantom still features the liquid-cooled 745cc 52-degree V-Twin, 5-speed transmission, and shaft final drive but sees several updates to styling, both in form and function. A rear disc brake replaces the previous drum brake, front travel has increased from 4.6 inches to 5.1 inches, the seat height dropped slightly, and Honda shaved 6 pounds off the curb weight for a total of 543 lb. There is also a new ABS version of the bike.
The 2024 Honda Shadow Aero shares the same engine, drive train, braking, and rear suspension and travel, with front travel stretched out another four-tenths of an inch, which is also the bump in seat height, as well as a slightly smaller tank and an overall curb weight of 560 lb.
2024 Honda Shadow Aero
The 2024 Honda Shadow Phantom comes in Deep Pearl Gray Metallic or Orange Metallic starting at $8,399 for the non-ABS version (not available in California) or the $8,699 for the ABS version.
On the 2024 Honda Shadow Aero, Black has replaced the Ultra Blue Metallic colorway, starting at $7,949 for the non-ABS version (not available in California) or $8,249 for the ABS version.
Harkening back to the ZL900 Eliminator introduced in 1985, the 2024 Kawasaki Eliminator returns to its sportbike-powered roots, with a liquid-cooled 451cc parallel-Twin engine adapted from the Ninja 400. A 6.8mm longer stroke helps create strong low-end torque. The engine is mated to a 6-speed gearbox and a slip/assist clutch. The bike has a 41mm telescopic front fork and dual rear shocks, providing 4.7/3.5 inches of travel front/rear, and stopping power comes from a 2-piston caliper clamping on a 310mm semi-floating petal front brake disc and 220mm petal disc in the rear.
Several aspects of the Eliminator’s styling pay homage to its namesake, including the taillight, a tail cowl with its own added design twist, and a round headlight, now with a modern LED lamp with dual high/low beam chambers and position lamps.
Kawasaki is also offering the 2024 Kawasaki Eliminator SE, which adds several features to the standard model, including ABS, a headlight cowl reminiscent of those found on the original Eliminator SE models, a USB-C outlet, and a seat featuring dual-pattern seat leather and stitching along the top edge.
2024 Kawasaki Eliminator SE
The Eliminator comes in Pearl Robotic White or Pearl Storm Gray for $6,649, and the Eliminator SE ABS comes in Candy Steel Furnace Orange/Ebony for $7,249.
Both the 2024 KawasakiKLX300 dual-sport and the 2024 Kawasaki KLX300SM supermoto are powered by a 292cc DOHC liquid-cooled four-valve fuel-injected Single borrowed from the KLX300R off-road bike.
The KLX300 is the more off-road capable of the two models and features a 21-inch front wheel and 18-inch rear wheel with Dunlop dual-purpose tires. The bike has 10 inches of travel up front and 9.1 inches in the rear. From a style perspective, the KLX300 gets a newly designed front cowl and front fender, a new LED headlight, and an LED taillight tucked into the rear fender. Kawasaki also gave the KLX300 a two-toned seat cover for 2024.
The road-oriented KLX300SM differs from its stablemate in 17-inch front and rear wheels, a 300mm front brake disc, and a shorter seat height of 33.9 inches, among other features. Updates to the Kawasaki KLX300SM are similar to those of the KLX300, included updated fenders, the compact LED headlight, and a new taillight. The KLX300SM also receives the two-toned seat.
2024 Kawasaki KLX300SM in Phantom Blue
The 2024 Kawasaki KLX300 will be available in Lime Green and Battle Gray for $6,199, and the Cypher Camo Gray colorway will cost $6,399. The 2024 Kawasaki KLX300SM will be available in Battle Gray and Phantom Blue for $6,599.
The 2024 Kawasaki Ninja ZX-6R supersport has a 636cc liquid-cooled inline 4-cylinder with DOHC with revised cam profiles for better low-rpm performance and cleaner emissions and a reshaped intake funnel for a claimed increase in low-to-mid rpm performance.
Kawasaki also upgraded the dual 310mm front discs and single 220mm rear disc, replacing the previous petal-style rotors with round discs. Also new are the Pirelli Diablo Rosso IV tires. The ABS unit has been updated for better control, and new ride modes have been added, including Sport, Road, and Rain, along with a customizable Rider mode in which each system can be set independently.
The bike also has a new 4.3-inch full-color TFT display with smartphone connectivity, as well as new styling inspired by the Ninja ZX-10R. The Ninja ZX-6R is available in three color schemes – Metallic Flat Spark Black/Ebony, Pearl Robotic White/Metallic Graphite Gray, and the KRT Edition in Lime Green/Ebony – for $11,299 ($12,299 with ABS).
The 2024 SuzukiHayabusa returns with the liquid-cooled 1,340cc transverse inline-Four with DOHC and four valves per cylinder mated to a 6-speed gearbox, 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. It has KYB suspension and Brembo Stylema and Nissin brake components, and ABS is standard.
Specific to the 25th Anniversary Model are 25th-anniversary emblems and logos and raised Suzuki logos, as well as other styling and design choices specific to this model. 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.
2024 Triumph Scrambler 400 X in Carnival Red and Phantom Black
The all-new 2024 Triumph Scrambler 400 X will feature Triumph’s new single-cylinder, 4-valve, liquid-cooled 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. The Scrambler 400 X also has throttle-by-wire, switchable traction control, and switchable Bosch dual-channel ABS.
The Scrambler 400 X features a 55.8-inch wheelbase, 5.9 inches of travel suspension front and rear, a 19-inch front wheel, and a wide handlebar to provide greater stability and control when riding on loose surfaces, as well as scrambler-style protection for both the bike and the rider.
The Scrambler 400 X is available in three two-tone 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. Pricing has not yet been announced.
Similar to its Scrambler 400 X stablemate (above), the 2024 Triumph Speed 400 features the new single-cylinder, 4-valve, liquid-cooled 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. The Speed 400 also has throttle-by-wire, switchable traction control, and Bosch dual-channel ABS (which can be switched off on the Scrambler 400 X).
The Speed 400 has an accessible seat height of 31 inches, a 43mm inverted fork offering 5.5 inches of travel, a monoshock rear suspension unit giving 5.1 inches of travel, and lightweight 17-inch wheels. 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.
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. Pricing has not yet been announced.
2024 Triumph Street Triple RS (Photo by Kingdom Creative)
The 2024 Triumph Street Triple 765 range includes the Street Triple 765 R, Street Triple 765 RS, and limited-run Moto2 Edition, which Triumph says is “the closest you can get to a Moto2 race bike for the road.”
All three models will still feature a liquid-cooled 765cc inline-Triple, which was bumped up from 675cc with the 2017 Street Triple lineup, but Triumph says engine upgrades derived directly from the Moto2 race engine program have resulted in a significant step up in performance in the range. The engine on the Street Triple R now makes a claimed 118 hp and 59 lb-ft of torque at 9,500 rpm. The Street Triple RS and Moto2 take it up another notch, making 128 hp. Other updates include new technology, high specification components, an updated chassis, and more.
L-R: 2024 Triumph Street Triple 765 Moto2 Edition, Street Triple 765 RS, and Street Triple R
The Street Triple 765 R will start at $9,995 and be available in two colorways: Silver Ice with Storm Grey and Yellow graphics or Crystal White with Storm Grey and Lithium Flame graphics. The Street Triple 765 RS will start at $12,595 and have three schemes: Silver Ice with Baja Orange and Storm Grey graphics, Carnival Red with Carbon Black and Aluminum Silver graphics, or Cosmic Yellow with Carbon Black and Aluminum Silver graphics. Finally, the Moto2 Edition will start at $15,395 and comes in two race-derived liveries: Triumph Racing Yellow with an Aluminum Silver rear sub-frame or Crystal White with Triumph Racing Yellow rear subframe. The official Moto2 branding will appear on the tank, wheel, tail unit, and silencer.
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.
Iván Cervantes claims the Guinness World Records title for “the greatest distance on a motorcycle in 24 hours (individual).” Photos courtesy Triumph Motorcycles.
Iván Cervantes recently achieved a Guinness World Record for “the greatest distance on a motorcycle in 24 hours (individual).” Cervantes broke the previous record of 2,116.39 miles with a new record of 2,493.28 miles on a Triumph Tiger 1200 GT Explorer. Cervantes made this attempt on the 7.8-mile long High-Speed Ring at the Nardò Technical Center in Italy on April 29, 2023, and the attempt was witnessed by an official Guinness World Records adjudicator.
The previous record was set by American Carl Reese on February 26, 2017. Reese rode 2,116.39 miles in 24 hours with an average speed of 88.2 mph. Cervantes broke Reese’s record with five hours to spare, adding another 376.6 miles.
Cervantes broke the Guinness World Record for “the greatest distance on a motorcycle in 24 hours (individual)” on a Triumph Tiger 1200 GT Explorer.
This Guinness World Record isn’t the first of Iván Cervantes’ achievements. He’s also a five-time Enduro World Champion, a 21-time Spanish Enduro Champion, and a five-time Spanish Motocross Champion. In 2021, Cervantes became an off-road ambassador for Triumph Motorcycles to help the company develop its range of motocross and dual-sport motorcycles.
Cervantes showing his “Why Not?” tattoo.
The Tiger 1200 GT Explorer that Cervantes used during the attempt was straight from the production line of Triumph’s factory in the UK. The bike received no modifications or changes, except for a break-in run and first service before the attempt.
The record attempt was made at the circular High-Speed Ring at the Nardò Technical Center, which is 7.8 miles in length.
“Iván’s achievement in taking the Guinness World Records title on the Tiger 1200 is simply incredible,” said Nick Bloor, CEO of Triumph. “His determination and perseverance have led him not only to beat the existing record, but to add almost 20% to the distance traveled in 24 hours.”
The Tiger has a few features that helped Cervantes accomplish this record. The bike not only needs to be able to run for 24 straight hours without taking too many breaks, it also has to be able to keep the rider comfortable enough for riding for 24 hours. The 8.93-gallon fuel tank helped keep fuel breaks down (Cervantes stopped to refuel every 17-18 laps on the 7.8-mile long track). The windshield, heated grips and seat, and LED lights for nighttime riding helped keep Cervantes in the saddle for long stretches of time, and they were especially helpful when night fell and rain started. Throughout the attempt, the only service the bike received other than refueling was a planned tire change hallway through.
Nightfall brought its own set of challenges.
“For sure, the hardest part was the weather, because it started to rain,” said Cervantes, “but this bike has a very big screen and excellent protection, which helped me a lot. It is a very special bike for me. It’s not easy to ride for 24 hours in a row but, in the end, the record is mine with this amazing bike!”
Cervantes didn’t sleep at all during the 24-hour attempt.
In order to beat the record, Cervantes rode at speeds of over 124 mph with an average speed o 104 mph over the 24 hours. He beat the record with 5 hours to spare, but instead of getting some much-needed rest, he kept going to add 376.6 miles onto the record.
For a look at what the attempt was like, check out the 18-minute documentary below.
The Kawasaki Z650RS has a 31.5-inch seat height. (Photo by Kevin Wing)
Choices for smaller, affordable motorcycles are growing, and that’s good news for riders looking for a fun bike that won’t break the bank. Whether you’re new to riding and want something easy to handle or an experienced rider looking for a lighter or shorter bike, you have more options now than ever when it comes to finding the best motorcycles for smaller riders!
Below is Rider’s 2023 list of best motorcycles for smaller riders, an update of the popular post from 2019. This list includes motorcycles with seat heights between 31.0 and 31.9 inches with an MSRP of $17,000 or less.
When possible, we’ve included a link to our test ride reviews so you can get a sense of how each bike performs in action. We’ve also included the 2022-2023 model year’s U.S. base MSRP (as of publication), seat height, and claimed wet or dry weight. On models with options to lower the seat height or suspension, we’ve listed the standard and lowered seat heights. You can also click on a model’s name to go to the manufacturer’s webpage for a full list of specifications and details.
The models in this list are arranged by seat height, with the first model having the shortest seat height and the last model having the tallest seat height in the list.
The 2024 Triumph Street Triple 765 RS on the Jerez MotoGP track in Spain. (Photo by Kingdom Creative)
We review the updated and upgraded Triumph Street Triple 765 R and Street Triple 765 RS, which hit a sweet spot in the sporty motorcycle market. They’re comfortable enough for commuting and light-duty touring, cool enough to hold its head high at bike nights, and fast enough for scorching trackdays. With prices starting at $9,995 for the R, the Street Triple 765 offers undeniable value for a sporting naked streetbike.
We traveled to Jerez, Spain, where we spent two days flogging the Street Triple 765 R and Street Triple 765 RS on the street and track. From their torquey midrange and soulful wailing Triple to their chassis, components, tech, and styling, there’s a lot to love about this pair of middleweight streetfighters. Watch the video below to see the Street Triple R and RS in action and get our impressions. For more details, you can also read our First Ride Review.
For 10 years, Triumph Motorcycles has partnered with the Distinguished Gentleman’s Ride, an event that unites hundreds of thousands of classic and vintage style motorcycle fans all over the world to raise funds and awareness for men’s health. To celebrate this landmark anniversary, Triumph has created 250 new Bonneville T120 Black Distinguished Gentleman’s Ride Limited Edition motorcycles.
Founded in 2012 in Sydney, Australia, the DGR was created by Mark Hawwa as a way to bring together motorcycle enthusiasts focused on a common cause for good. Today the DGR spans the world with more than 90,000 riders taking to the streets in more than 800 cities. The event has raised more than $37 million for prostate cancer research and men’s mental health. Triumph became the official motorcycle partner of the DGR in 2014, bringing a commitment to increase awareness, grow participation, and ultimately increase fundraising in support of this worthy cause.
During the unveiling of the Bonneville T120 Black, Miles Perkins, Triumph’s head of brand management, called the DGR “the world’s largest road-riding charity event.”
“The numbers are important,” Perkins said, “but the impact is even greater than the money – phenomenal from the perspective of what this means to everyone involved and the joy of riding and the joy of being in the company of people united by passion for the motorcycling, for riding together, and contributing what they can to make lives better.”
One of Triumph’s most significant contributions has been in growing awareness and motivating fundraisers around the world by providing motorcycles from Triumph’s Modern Classic range as rewards for the top fundraisers.
“To me, this was a real match made in heaven,” Perkins said.
Triumph Chief Commercial Officer Paul Stroud called it “a perfect fit …. something that is much more than sponsorship.”
“Everyone involved over the last decade of the DGR, from the Triumph and DGR teams, to our dealers, the army of DGR organizers and ride hosts, and the legions of riders who passionately support this wonderful event and cause should be justifiably proud of the impact their efforts have had,” Stroud said.
In previous years, the motorcycles provided by Triumph have included a one-of-a-kind Triumph Thruxton RS DGR Edition and a custom ‘1959 Legends’ Triumph Bonneville T120 and matching Gibson Les Paul Standard guitar, awarded to the 2022 ride’s highest fundraiser as part of a collaboration between Triumph and Gibson.
This year’s bike, the Bonneville T120 Black Distinguished Gentleman’s Ride Limited Edition, features a custom DGR look. The monochrome metallic Phantom Black and Crystal White two-tone paint scheme follows a distinctive ‘dress suit’ inspired design, drawing inspiration from ‘dressing dapper’ for dinner—which is also how most riders dress for the DGR itself.
Gold fuel tank stripe detailing and hand-painted gold pinstriping on the side panels are also inspired by the DGR’s dapper clothing and accessory style, such as the classic gold pocket watch or tie-pin. The custom DGR 2023 gold script logo is featured on the fuel tank and side panels, and a brown stitched bench seat with pillion strap enhances the vintage custom look.
Each bike comes with a numbered certificate of authenticity featuring the motorcycle’s VIN and DGR edition number, hand-signed by the DGR’s Mark Hawwa and Triumph CEO Nick Bloor. There will be 250 bikes built, but only 249 will be available for purchase (for $13,495 in the U.S.), since edition number #001 will be presented to the highest fundraised for the 2023 DGR.
But of course, the DGR Limited Edition wouldn’t exist without the Triumph T120 Black. In 2022, the classically styled Bonneville T120 received a few updates to its 1,200cc liquid-cooled parallel-Twin, which makes a claimed 79 hp at 6,550 rpm and 77.4 lb-ft of torque. It has a 6-speed transmission with a slip/assist clutch and chain final drive. Other features include two ride modes (Road and Rain) and switchable traction control and cruise control.
The 2022 Bonneville T120 also shaved 15 lb off the previous generation and features new aluminum wheels (18-by-2.75 inches on the front and 17-by-4.25 inches on the rear). Stopping power comes from Brembo front brakes with a twin disc set-up and 2-piston calipers, and ABS is standard.
At the bike’s unveiling, Mark Hawwa, founder of the DGR, said that 10 years ago, they were “trying to find our feet and learn how to grow this event and really partner up with the brand that we felt had the same synergy as us.”
“I don’t think any of us ever realized that this would become such an important relationship, one that has touched even the guys that work at Triumph,” Hawwa said. “Obviously, times change, people move on, but each of those people that have been a part of the Triumph journey and DGR journey are still with us—riding motorcycles, taking part, getting dressed up and looking the part as well. It’s been an incredible 10 years, and I still pinch myself.”
Hawwa said the DGR is more than just the ride or the bike.
“For us, it’s the fact that we’ve been able to really create meaningful relationships. We’ve been able to connect a lot of people together. We’ve been able to really teach guys that it’s okay to be vulnerable and that it’s okay to talk about their health and also to educate them along the path as well.”
The Bonneville T120 Black Distinguished Gentleman’s Ride Limited Edition is considered a 2024 model year bike. There will be 50 units available in the U.S., and dealers will start taking deposits on April 14.
Hunting for apexes at Circuito de Jerez in Spain. (Photos by Kingdom Creative)
The updated and upgraded Triumph Street Triple 765 hits a sweet spot in the sporty motorcycle market. It’s comfortable enough for commuting and light-duty touring, cool enough to hold its head high at bike nights, and fast enough for scorching trackdays. With prices starting at $9,995, it offers undeniable value for a sporting naked streetbike.
The Street Triple has been one of our favorite sports roadsters since its 2007 inception as an offshoot of the 675cc Daytona. Surprisingly lively and always playful, it was like a more exotic and more stimulating Suzuki SV650, another longtime fave that punches above its weight.
The Street Triple R (left) retails for $9,995, while the RS version (right) demands a $2,600 premium.
The Street Triple 765 arrived in 2017 with a power-to-weight ratio that would humble the original 885cc Speed Triple, the Street’s older brother and one of the godfathers of the naked sportbike genre.
The revised Street Triple was a bigger, more capable machine that came in three variants: S, R, and RS, with outputs ranging from 111 hp to 121 hp.
Triumph launched its first Street Triple 765 in southern Spain, so it was fitting that we were invited back to Spain to sample the new version on Andalusian roads and the famous Jerez racetrack.
Triumph Street Triple 765Revamped
The Street Triple remained entirely composed at the racetrack thanks to class-leading electronics and an excellent chassis.
Categorized in the U.S. as a 2024 model, the Street Triple gets an extensive overhaul this year. It enjoys many welcome upgrades and is available in three versions.
Along with the R and RS we tested, Triumph is offering a special Moto2 Edition to celebrate its involvement as the engine supplier in MotoGP’s junior category since 2019. It’s basically an RS but with clip-on handlebars, carbon bodywork, and an Öhlins fork, and it’s limited to 765 units for each of its two colorways. Retailing for $15,395, as of press time it’s sold out in most global markets but is still available in America.
2024 Triumph Street Triple 765 Moto2 in Crystal White with Triumph Racing Yellow rear subframe
Triumph reps boasted about how they took lessons learned in the Moto2 program and applied them to the streetbike. The bore and stroke of the inline-Triple remain unchanged, but most internals have been changed, including pistons, con-rods, camshafts, and valves. The piston crowns and combustion chamber are now fully machined for optimal flow and combustion, combining for a higher 13.25:1 compression ratio. The intake uses trumpets that are 20mm shorter for a stronger pull up top, and the exhaust now has just one catalyzer instead of two.
The Street Triple proved to be a willing accomplice on unfamiliar Spanish backroads.
The result, according to Triumph, is an increase in power from the midrange on up. The R version claims 118 hp that arrives at 11,500 rpm, 500 revs earlier than the previous motor’s 116 ponies. The higher-spec RS variant delivers 128 hp at 12,000 rpm, a jump of 7 hp from the previous model. Torque on all models is bumped by 4% to a creditable 59 lb-ft.
New to the Street Triple is the addition of an IMU that enables precise traction-control modulation and cornering ABS. Also coming standard and cued to the IMU is one of the most seamless up/down quickshifters we’ve sampled, which uses a pressure-sensitive actuator rather than a basic switch.
The RS includes bar-end mirrors instead of the R’s more traditional mirrors atop the handlebar.
Styling remains similar but freshened, with a new, sharply creased fuel tank with integrated side panels and a stubby new stainless-steel muffler tucked in next to the gullwing aluminum swingarm. The distinctive dual headlights with LED eyebrows are topped with a mini wind deflector that’s more integrated than on previous models. Scrolling LED turnsignals are a nice upmarket touch.
The chassis remains the same but tweaks to ride heights have modestly sharpened the steering geometry to aid agility. A shuffling of transmission and final-drive ratios has slightly shortened up the overall gearing for snappier engine responses.
Tall mirrors identify this Street Triple as an R version.
The R version of the Street Triple makes a good case for saving money over its pricier RS brother. It very well could be the most appealing sub-$10,000 sporty bike on the market.
The Street Triple’s new exhaust is more plainly visible without the chin fairing of the RS.
It would be unfair to cast the R as a “budget bike,” as it includes a plethora of desirable features. An aluminum frame helps keep weight to a tidy 417 lb wet, fully adjustable Showa suspension can be dialed in to personal preferences, and a Brembo brake package with radial-mount monoblock calipers provides secure speed bleeding through braided steel lines. Tire valves directed to the sides are another pleasing accoutrement.
Ergonomics are pleasantly familiar, placing a rider in a modestly leaned-over forward cant and now with a half-inch wider handlebar to aid agility. Long-legged riders may feel a bit cramped because of the high footpeg position that supplies a generous amount of lean angle before they begin dragging. The seat is reasonably comfortable and roomy, but short riders will whine about the 32.5-inch seat height. A lower accessory seat reduces height by 1 inch.
The Street Triple R, priced at $10K, is an undeniable value. Note the mirror positioning compared to the RS.
While the RS gets a vivid 5-inch TFT instrument panel, the R gets a more basic LCD screen augmented by a diminutive TFT panel. It’s perfectly adequate if not visually brilliant. Both can be connected to phones via Bluetooth.
The star of the Street Triple show is its compact three-cylinder engine that emits some of the most pleasing sounds ever trumpeted by a motorcycle – a mix of inline-Four scream tempered by a hint of twin-cylinder thrum. In addition to being delightfully sonorous and pleasingly smooth, it’s blessed with a wide swell of power that can easily carry a higher gear than typically optimum yet lunges for horizons with a howling top-end climax. Torque peaks at 5,500 rpm, which is below the halfway point of its rev range.
The Street Triple R has everything you need for an entertaining streetbike – except wind protection.
New throttle maps for the three ride modes (Rain, Road, and Sport) are finely tuned to deliver precise and user-friendly throttle responses. Traction and wheelie control settings are tied into each ride mode. The “Rider” mode can be tailored to personal preferences. A slip-assist clutch eases lever effort and sloppy downshifts.
Handling is another Street Triple strong point, now with minimally less rake and trail. It quickly bends into corners and provides confidence-inspiring feedback. The suspensions of the bikes on our street ride were set up to be compliant on the damp and occasionally bumpy Spanish backroads, but preload and damping (both compression and rebound) can be dialed up to suit rider weights and inclinations.
The Street Triple R is classy, thrilling, and capable.
The RS version has higher-end brake components, but there’s nothing wrong with the R’s for street usage. Brembo M4.32 calipers bite on 310mm rotors up front and provide strong power and the security of cornering ABS. The brake lever next to the Nissin axial master cylinder has a wide adjustment range to suit hands of all sizes. Application of the front brake subtly engages the rear brake to help settle the chassis during corner entries, but it’s entirely seamless and can be disabled in Rider mode settings.
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2024 Triumph Street Triple 765 RS On the Track
The Street Triple demonstrated its sporting prowess at the Circuito de Jerez MotoGP track.
The RS version of the Street Triple includes everything good about the R and dials it up to a more premium and slightly faster experience. Stylewise, you’ll notice the addition of a chin fairing, a cowl on the passenger seat, and a stitched seat. The RS also includes a deflector in front of the rear sprocket to prevent errant items or digits from entering, an item unappreciated until it’s needed. Ask me how I know.
New engine internals help bring output to a claimed 128 hp on the Street Triple RS. Also new the muffler, now with a single catalyzer instead of a pair of them.
The RS’s cockpit is graced by TFT instrumentation that includes a lap-timer function, along with more comprehensive switch cubes. Unlike the R, the RS can be fitted with cruise control as an option. Heated grips are another option, which were gratefully fitted to the bikes on our chilly street ride. Bar-end mirrors replace the ones mounted atop the handlebar on the R.
Knee down but not dragging footpegs demonstrates the cornering clearance of the Street Triple.
While engine internals are unchanged from the R, different ECU settings endow it with 10 extra ponies at its top end, to 128 hp at 12,000 rpm. A higher-end Showa fork damps bumps up front, while an Öhlins shock does duty out back. Sticky Pirelli SuperCorsas replace the R’s ContiRoad rubber.
Riding a naked sportbike on a MotoGP racetrack seemed incongruous before I arrived at Circuito de Jerez, but that proved not to be the case. The Street Triple RS was fully capable of cutting quick laps, suffering only a lack of wind protection while traveling at speeds reaching 140 mph at the end of the back straightaway.
Following the tire tracks of MotoGP riders at Circuito de Jerez was a rare treat on a streetbike.
The RS adds a Track setting to the R’s ride modes, which disables the linked brakes and cornering ABS for a purer riding experience. Track mode also ups the limits of traction control, wheelie control, and ABS interventions. Kudos to Triumph for enabling high limits for the electronic nannies on track. Unlike some systems that intervene too early when riding aggressively, I wasn’t tempted to disable any of the RS’s safety nets. The TC indicator lamp frequently flashed on the TFT, but intervention was so smooth that I mostly wouldn’t have otherwise noticed it.
The Street Triple proves you don’t need a faired sportbike to cut quick laps on track.
The bike’s handling prowess is enhanced by sharper steering geometry due to a slightly taller rear ride height, tightening the rake angle to 23.2 degrees from the R’s 23.7 with a marginal decrease in trail. The bike proves to be agile but without any hint of instability, even when the front tire is dancing just above the tarmac during acceleration events out of lower-speed corners. It’s notable that no steering damper is fitted and isn’t needed.
Tucked in and blasting through the air to 140-mph speeds at the Jerez racetrack.
Although I have no complaints about the R’s brakes for street use, I was happy to have the RS’s higher-spec units at the racetrack. The front brakes begin with a radial-style Brembo master cylinder that includes an adjustable lever ratio as well as an adjustable span feeding Brembo’s class-leading Stylema monoblock calipers. They are nothing short of stellar. Oddly, the lovely black Brembo MCS lever’s adjustment range doesn’t bring it as close to the grip as the plain-looking silver lever on the R.
The hills are alive with the sound of music from the Street Triple’s sonorous three-cylinder engine.
The RS proved to be far more worthy of racetrack exploration than I had imagined. Its versatile and punchy motor allowed a choice of gears in corners, so it could be tractored out smartly or revved out until it screamed. Throttle modulation is excellent, and its quickshifter is a wonderful aid on track. Cornering clearance is bountiful, so you’ll need to be a bit of a track hero to drag its pegs.
Story continues below 2024 Triumph Street Triple 765 R photo gallery
What’s Not to Like About the Triumph Street Triple 765?
A sign of motorcycle excellence is when a reviewer must search for things to complain about, and that’s the case here. Really tall or really short riders might complain about the rider triangle layout, but it fit me well – I’d be comfortable enough to use it for light-duty touring and tolerate the wind blast or find a fashionable windscreen.
We know it’s a superb bike when my biggest complaint is that I couldn’t clearly see the shift lights while revving the bike out at the track. Unless you’re cutting hot laps at a racetrack, this is a complete non-issue. A larger fuel tank would be nice, but a 150-mile range isn’t a deal-breaker.
The combination of a sonorous and thrilling motor, low weight, admirable electronics, and a playful character places the Street Triple near the top of my most desirable streetbikes. It’s more debonair than the 3-cylinder Yamahas (MT-09, XSR900) and will blow away a KTM 790 Duke. Just as thrilling and likely a bit more agile is the 890 Duke R, but the KTM retails up at $12,949 and lacks the Triumph’s soul-stirring soundtrack.
Which brings me back to the Street Triple R. It’s astonishing that a semi-exotic and highly refined motorcycle with such outsized performance capabilities can be had for less than $10K. At a $2,600 saving over the admittedly cooler RS, I’d say it’s one of the best values in motorcycling.
Along with the chin fairing, the RS version of the Street Triple includes a seat cowl for a sportier appearance.
Walking into a dealership as a shorter rider, or as someone who just wants a smaller ride, can feel a little limiting. You stroll by impressive and imposing machines that you might admire but don’t want to fight with as your main bike. You might find one or two models off in the back that are a comfortable fit, but you’re disappointed that there aren’t any more options to choose from. Luckily, options for smaller motorcycles are growing, and we’ve compiled those options into two Best Motorcycles for Smaller Riders list.
In our first Best Motorcycles for Smaller Riders post, we focused on bikes with seat heights under 30 inches. That seat height limit meant almost all the models on that list were cruisers, and while we certainly enjoy cruisin’, we like a little variety too. With this second Best Motorcycles for Smaller Riders post, we’re excited to include some sportbikes, minimotos, and an ADV. And while the seat heights may be taller than on the first list, many of the models on this list weigh and cost less than the shorter-seated cruisers.
This list consists of motorcycles with a seat height between 30.0 and 30.9 inches. When possible, we’ve included a link to our test ride review, so you can get a sense of how each bike performs in action. We’ve also included the 2022/23 model year’s U.S. base MSRP (as of publication), claimed wet weight, and seat height. On models with options to lower the seat height or suspension, we’ve listed the standard and lowered seat heights. You can also click on a model’s name to go to the manufacturer’s webpage for a full list of specifications and details.
The models in this list are arranged by seat height, with the first model having the shortest seat height and the last model having the tallest seat height in the list.
