2024 Ducati Hypermotard 698 Mono RVE in Graffiti graphics
The new 2024 Ducati Hypermotard 698 Mono joins Ducati’s lineup as the first Ducati in nearly 30 years to feature a single-cylinder engine, called the Superquadro Mono. In typical Ducati fashion, the Hypermotard 698 Mono leans on its Panigale pedigree of top performance and technology but in a compact and lightweight package that’s sure to be a fun ride.
2024 Ducati Hypermotard 698 Mono RVE (left) and standard (right)
The new Superquadro Mono is a 659cc Single with a claimed max power of 77.5 hp at 9,750 rpm, power levels unheard of from a single-cylinder engine. Peak torque of 46.5 lb-ft arrives at 8,000 rpm, and the motor has a lofty rev limit of 10,250 rpm. The engine is derived from one cylinder of the Superquadro V-Twin found in the 1299 Panigale. In the Hypermotard 698 Mono, the 116mm bore remains but with a longer stroke of 62.4mm, giving it 659cc of displacement. The Superquardo Mono also inherits the Superquadro V-Twin’s combustion chamber, titanium intake and steel exhaust valves, and Ducati’s Desmodromic valve timing. Fitting the optional Termignoni exhaust increases power by 7 hp for a max of 84.5 hp, according to Ducati.
In terms of style, the Hypermotard 698 Mono leans into a racing aesthetic with sharp lines and a slim profile. Adding to its look is a tall and flat seat, a high front mudguard, and a sharp tailsection, along with a compact LED headlight and double silencers mounted up high on the sides of the tail. The upmarket RVE version, which includes a bi-directional quickshifter, comes in a “Graffiti” livery with black and red graphics.
2024 Ducati Hypermotard 698 Mono RVE
The Hypermotard’s steel trellis frame features various sections and thicknesses to cut weight, resulting in a frame weight of 16 lb. Cast-aluminum rims, brake discs with aluminum flanges, and an aluminum double-sided swingarm also help to keep weight down. Ducati says it weighs in at just 333 lb with its fuel tank empty.
2024 Ducati Hypermotard 698 Mono in Ducati Red
The Hypermotard 698 Mono has a tall seat height of 35.6 inches for its flat seat covered in grip fabric. Up front, 8.5 inches of travel is provided by a fully adjustable inverted 45mm Marzocchi fork, which is paired with a fully adjustable Sachs monoshock with 9.8 inches of travel. Providing braking power is a Brembo M4.32 4-piston radial-mount caliper biting a 330mm front brake disc and a 240mm disc at the rear. The Hypermotard rides on 17-inch 5-spoke alloy wheels wrapped in Pirelli Diablo Rosso IV tires.
On the electronics side of things, the Hypermotard 698 Mono is equipped with several rider aides, including cornering ABS, traction control, wheelie control, engine brake control, and power launch. A bi-directional quickshifter is supplied as standard on the RVE version and is available as an option on the standard version. All of this is managed by a 3.8-inch LCD display with white characters on a black background.
Riding modes include Sport, Road, Urban, and Wet, and each adjusts traction control, engine brake control, and ABS levels.
This model is Ducati’s first to offer four levels of ABS, two of which integrate the Slide-by-Brake functionality to facilitate backing in during cornering. Level 4 provides the most ABS assistance and is ideal for low-grip conditions and riding on wet roads. Level 3 is designed for less experienced riders at the track to provide a more manageable experience. Level 2 allows more sliding into corners, and Level 1 is for experienced riders who want the least amount of intervention. In Level 1, ABS is only active in the front.
The bike also offers four levels of wheelie control to regulate front-wheel lift. Level 4 allows the least front-wheel lift, and Level 1 allows the most lift. The Ducati Performance software is available as an accessory and adds Wheelie Assist to help riders execute wheelies by regulating engine torque based on how far the front wheel is off the ground. The Ducati Performance software is only available with the Termignoni Ducati Performance exhaust and is not street legal.
2024 Ducati Hypermotard 698 Mono RVE
The 2024 Ducati Hypermotard 698 Mono will be available in Ducati Red with an MSRP of $12,995. The RVE version with Graffiti graphics, a black frame, and a quickshifter will be available for $14,495. Both versions will begin arriving at dealerships in February 2024.
2023 Suzuki GSX-R750 in Pearl Brilliant White and Metallic Matte Stellar Blue
Suzuki Motor USA has announced its first group of 2024 motorcycles: the Suzuki GSX-R750 sportbike, the DR650S and DR-Z400S dual-sports, and the DR-Z400SM supermoto.
These bikes return for 2024 offering the same specs and features riders have come to appreciate over the years, but the GXS-R750, DR-Z400S, and DR-Z400SM have been refreshed with new colors or graphics.
2024 Suzuki GXS-R750
2023 Suzuki GSX-R750 in Pearl Brilliant White-Metallic Triton Blue
The 2024 Suzuki GSX-R750 is the latest version of the legendary bike that was launched in 1985 and went on to win multiple roadracing championships, including becoming a dominant force in MotoAmerica Supersport racing over the past two seasons. Suzuki says it wants to continue this trend and that the 2024 GSX-R750 “aims to thrill riders with laser-like handling and exhilarating acceleration.”
The GSX-R750 has a fuel-injected 4-cylinder 750cc engine mated to a 6-speed transmission. Suzuki Drive Mode Selector (S-DMS) lets the rider adjust the power delivery.
The twin-spar aluminum frame contributes to a 419-lb wet weight and combines with an inverted Showa Big Piston Front Fork (BPF) for agile handling, while twin Brembo monoblock, radial mounted 4-piston calipers in the front and a Nissin single-piston caliper in the rear provide stopping power.
2023 Suzuki GSX-R750 in Metallic Matte Black No. 2 and Glass Sparkle Black
For 2024, the GSX-R750 revisits Suzuki’s classic blue and white livery with Pearl Brilliant White and Metallic Triton Blue. It is also offered in Pearl Brilliant White and Metallic Matte Stellar Blue or classy Metallic Matte Black No. 2 and Glass Sparkle Black. The GSX-R750 starts at $12,999.
Offering high performance for a low price tag, the 2024 Suzuki DR650S dual-sport bike returns with its air/oil-cooled, 4-stroke 644cc single-cylinder engine with push-button electric starting and mounted in a steel semi-double cradle frame.
The DR650S rides on aluminum spoked wheels shod with tube-type tires, a 90/90-21 tire in front and a 120/90-17 in the rear. The bike has a 366-lb wet weight, 10.4 inches of ground clearance, and 10.2 inches of suspension travel. The front fork is height-adjustable, and the seat height can be lowered from 34.8 inches to 33.2 with an optional Low Side Stand Kit.
2023 Suzuki DR650S in Solid Black and Iron Gray
The 2024 Suzuki DR650S returns with Solid Black and Iron Gray paint and contrasting black and orange graphics or bright Solid Special White #2 bodywork with blue and black graphics starting at $7,099.
2024 Suzuki DRZ400S and DRZ400SM
The Suzuki DR-Z400 line celebrates its 25th anniversary in 2024.
2023 Suzuki DR-Z400S in Champion Yellow
Both the DRZ400S and DRZ400SM are street-legal and have a 4-stroke, liquid-cooled DOHC 398cc single-cylinder engine with push-button electric starting and mated to a 5-speed constant mesh transmission with a wet multi-plate clutch.
2023 Suzuki DR-Z400S in Solid Black
The DRZ400S rides on black aluminum Excel rims (21 inches in front, 18 in the rear) laced with bright stainless-steel spokes that are set up to accept rim locks if the rider chooses to mount more focused dual-sport rubber. Stock tires are 80/100-21 up front and 120/90-18 in the rear. The DRZ400SM has wider spoked 17-inch wheels, 120/70 up front and 140/70 in the rear.
2023 Suzuki DR-Z400SM in Grand Blue and Solid Black
Other key differences between the DR-Z400S and DR-Z400SM come in the area of handling and stopping power, including an inverted front fork and 300mm floating front brake disc on the DR-Z400SM. Suspension is fully adjustable on both bikes.
The SM also comes in a little heavier, with a 322-lb wet weight (317 lb on the S), as well as a lower seat height (35.0 inches vs. 36.8 inches) and ground clearance (10.2 inches vs. 11.8 inches).
2023 Suzuki DR-Z400SM in Solid Black
The 2024 DR-Z400S is available in Champion Yellow bodywork enhanced with new blue and silver graphics or Solid Black bodywork with gray and silver graphics starting at $7,199.
The 2024 DR-Z400SM is available in Grand Blue and Solid Black or the Solid Black bodywork with angular graphics complement the motorcycle’s styling starting at $7,899.
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.
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 Yamaha MT-09 SP is the perfect bike for track days and canyon rides, but it’ll turn heads in town too.(Photos by Aaron Crane)
In January of this year, EIC Greg Drevenstedt asked me what was on my list of “riding resolutions” for 2023. I had heard about the Yamaha Champions Riding School from content we had published, and even though I have no false pretenses about my future as a professional racer, I told him I would love to attend one of the YCRS classes – even better on a bike like the Yamaha MT-09 SP.
The reason for the latter is that I knew my normal cruiser was clearly not going to be the optimal bike for the two-day ChampSchool class I would attend at the end of January at the Las Vegas Motor Speedway. Since the program has “Yamaha” in the name, we opted for one of their bikes.
The Yamaha MT-09 naked bike was introduced in 2014 and was a crowd pleaser from the jump. In 2021, the bike received a major overhaul, and the up-spec MT-09 SP was introduced. Displacement on the MT-09’s CP3 inline-Triple was bumped from 847cc to 890cc, and claimed output increased to 117 hp and 69 lb-ft of torque. Yamaha also updated the throttle-by-wire and slip/assist clutch and added a quickshifter.
A 6-axis IMU derived from the YZF-R1 manages the bike’s traction control, slide control, and front-wheel lift control systems. The IMU was designed to be smaller and lighter, and along with other weight-shaving measures, including spin-forged aluminum wheels and an aluminum swingarm, the MT-09 comes in at a trim 417 lb, with the up-spec SP at 419 lb. Both bikes also have two levels of ABS intervention and four D-Mode engine maps that regulate engine response and output.
Weighing in at just 419 lb, it’s easy to get the MT-09 SP from Point A around the corners to Point B.
To create the MT-09 SP, which retails for $11,499 (a $1,700 premium over the standard MT-09), Yamaha added high- and low-speed compression adjustability and sportier damping to the KYB 41mm inverted fork and swapped the KYB rear shock for a premium Öhlins unit that is fully adjustable and includes a remote preload adjuster. The SP also has standard cruise control and styling inspired by the YZF-R1M.
Southern California to Southern Utah
I picked up the MT-09 SP from Cypress, California, the weekend before ChampSchool. The first thing I noticed when I fired up the bike was the sound. It’s not the low rumble I’m used to from my V-Twin, but it emits a nice throaty bellow from the symmetrical muffler with dual outlets mounted under the bike. The pleasing tones continue into the mid- and upper-range thanks to the three variable-length intake ducts that also came along with the 2021 upgrade.
The MT-09 SP has the same engine as the MT-09 but boasts an Öhlins rear shock with a remote preload adjuster.
With the suspension and other settings dialed in, I set off for the 450-mile ride back to my home in southern Utah. On the unfamiliar California highway system, I was glad to be on the MT-09 SP. Its throttle-by-wire provides smooth, crisp response. Even in D-Mode 2 (moderate engine response), overtaking was a breeze when I needed to, and when a quick stop was required, the radial-mounted Nissin master cylinder, 4-piston calipers, and dual 298mm floating discs up front worked in concert nicely.
My mid-January ride started in beautiful weather, but right around San Bernadino, I hit a 20-mph headwind that stuck around for almost the entire 200 miles to Las Vegas. Enter cruise control.
I’ve never ridden a bike with cruise control – and I was okay with that fact. It seemed like there was something inherently unnatural about cruise control on a motorcycle, and on a bike like the MT-09 SP, it felt akin to taking your hands off the steering wheel of a rocket (and yes, I’m aware it’s actually called a “reaction wheel,” but you get the idea). However, with those kinds of winds on the naked bike, I felt more like I was just fighting to hold on as opposed to controlling the motorcycle, and cruise control became my new best friend.
An upright seating position makes long miles easier.
However, I think the cruise control could use some improvement. Once it’s turned on and engaged, cruise control can be disengaged by applying the brakes, throttle, or clutch, but the on/off, set, and resume buttons are a stretch from the left grip, and they’re small. With my winter gloves on, when I had disengaged the cruise control and then attempted to reach my thumb across to hit resume, several times I inadvertently ended up hitting the on/off button by mistake, which resulted in deceleration when I didn’t want to slow down. Then I had to start the process over, turning it back on and re-setting my speed. The placement and size (or style) of the cruise control buttons could be made more user-friendly.
One place I certainly wasn’t using the cruise control was at the Las Vegas Speedway, and this is where the MT-09 SP really shined.
Taking a breather between track sessions at ChampSchool with the Yamaha MT-09 SP. Is it obvious that I’m not used to track leathers?
The quickshifter was a thing of beauty for getting up to speed (at the behest of my instructor to practice blipping the engine on downshifts, I didn’t use the quickshifter there, but it was smooth when I tried it elsewhere). The quickshifter has up/down arrows that light up on the 3.5-inch color TFT display when it’s possible to use the feature in each gear, which is handy. However, despite the manual’s recommended speeds for shifting, I found the transition from 1st to 2nd kind of clunky at the recommended 12 mph. It was definitely smoother if I accelerated a little more before using the quickshifter.
The 3.5-inch color TFT display shows everything you’d expect, as well as quickshifter up/down indicators.
The MT-09 SP combines traction control, slide control, and wheelie control into four TCS settings: 1 (minimal intervention), 2 (moderate intervention), Manual (settings can be customized), and Off. At the track, at my instructor’s recommendation, I had TCS mode set at level 2, which is moderate intervention across the board. There was one particular turn where I felt the rear end slip out a little on multiple passes, but the traction control did its job with subtle intervention.
For someone who had never been on a track, I felt surprisingly comfortable on the MT-09 SP – several instructors said, “Oh yeah, that’s a good one.” I was able to trust in its abilities while practicing the finer details of track riding. And when it came to riding the MT-09 SP in a favorite canyon closer to my home, all the thought-out details that went into the 2021 upgrade – from the lighter curb weight, stiffer chassis, and throttle-by-wire to the up-spec suspension of the SP – worked together for some nice carving, as well as quick evasive maneuvering around a couple corners where heavy precipitation had loosened some rocks from the roadside cliffs and dropped them in my unsuspecting path.
The 2021 upgrades to the MT-09, combined with the up-spec features of the MT-09 SP, add up to a tidy package full of good times.
As I mentioned in my report on the YCRS ChampSchool, I’ve always been more of a cruiser guy than a sportbike guy, but after more than 1,300 miles on the 2023 Yamaha MT-09 SP, including track, interstate, around town, and canyon riding, I’d gladly take more rides on the dark side.
The new Suzuki GSX-8S combines versatility, style, and performance into a strong value equation for its sub-$9,000 MSRP.
I’m the kind of shopper who likes to have it all in one package if I can. I love a bike that excels in its category, but for the day-to-day, you can’t beat a motorcycle that ticks all the boxes without feeling like any of those boxes are being compromised. The new Suzuki GSX-8S middleweight streetfighter comes pretty darn close to checking all the right boxes for me. It’s a harmonic blend of power, price, stability, comfort, and fun.
The GSX-8S’ 445 lb curb weight was manageable in both slow riding in the city and on twisty mountain roads.
At the Suzuki GSX-8S press launch in Antibes, France, I got to test this new model out on both the city streets and the mountainous, curvy roads through the Maritime Alps. Before getting into my review of the 8S, I’d like to give southern France two enthusiastic thumbs up. It was the perfect location for a first ride of the 8S and provided a full day of exquisite roads and sights. Don’t even get me started on the seafood.
The GSX-8S is a new model for Suzuki, with an all-new 776cc 4-stroke DOHC parallel-Twin engine and a new chassis. The engine can also be found in the V-Strom 800DE, which is also new for 2023.
Suzuki says the new engine performs similarly to the V-Twin in the SV650 models but provides more power for riders looking for a little more excitement. It features Suzuki’s patented Cross Balancer system, which allows the engine to be slimmer and more compact while reducing vibrations. Bore and stroke are 84mm and 70mm. The new engine makes a claimed 82 hp peaking at 8,500 rpm and a claimed 57.5 lb-ft of torque at 6,800 rpm.
The wide, tapered handlebar and upright riding position lent to all-day comfort.
Starting out from the hotel in Antibes and navigating the busy city streets on our way toward the mountains, what I noticed almost immediately was how much grunt was available at low revs. Power delivery was immediate and became very smooth once I switched into the gentler “B” ride mode. I could put this bike in 2nd gear and roll through the stop-and-go, then give it a twist when the traffic opened up, all without really needing to change gears. That low-to-mid range torque, coupled with the smooth throttle response, made this bike stress-free to ride through the city streets.
Once we were out of the city and picking up speed, I noticed that the engine didn’t have the same get-up-and-go at higher rpms. However, that initial pull after bumping up a gear was pure pleasure, and it made passing slower-moving traffic a breeze.
The 8S has great balance, but Suzuki missed an opportunity by not offering a lower seat for shorter riders such as myself.
The 2023 Suzuki GSX-8S comes in Pearl Cosmic Blue (shown), Pearl Tech White, and Metallic Matte Black No. 2 / Glass Sparkle Black.
Along with the new engine, the 8S also features a new chassis with a compact design. It has a steel frame, an aluminum swingarm, a 3.7-gal. fuel tank, and a wide, tapered aluminum handlebar. The KYB inverted fork and monoshock KYB rear suspension both have 5.1 inches of travel, and the shock is preload-adjustable with a tool.
I may have wished for a little grippier of tires than the Dunlop RoadSports, but they still got me around the corners.
The seat was comfortable and provided plenty of room to move around, and it was slim enough that a light hug with my knees kept me securely in place. The wide handlebar offered plenty of leverage, and the upright seating position kept me comfortable for a whole day of riding without feeling fatigued at the end of the day.
I was perfectly content with the traction control set to level 3 for most of my ride.
The 31.9-inch seat height of the 8S was a stretch for my 5-foot-1-inch frame. I could graze the pavement with the tips of my toes when the bike was completely upright, but I needed to lean it over to get enough contact between pavement and boot to support myself when stopped.
The GSX-8S’ up/down quickshifter, three ride modes, and four traction-control settings make for great riding in any conditions.
This leads me to one of my favorite aspects of the 8S: its balance. Even when rolling through very slow traffic, I rarely needed to put a foot down at all, and when I did, the bike’s weight is carried low enough that it was easy to hold up at a lean. Its curb weight of 445 lb was manageable in both slow riding in the city and out on the twisty mountain roads.
The 8S comes equipped with ABS brakes, and stopping power comes from dual Nissin radial-mounted 4-piston calipers and floating rotors in the front and a 1-piston caliper and a single disc in the rear. I never braked hard enough to engage the ABS during our test ride, but it was nice to know it was there if I needed it.
The all-new 776cc 4-stroke DOHC parallel-Twin engine in the GSX-8S can also be found in the new 2023 V-Strom 800DE.
If I could make one change to the 8S, it would be the tires. The Dunlop RoadSport 2 radial tires on the 8S were alright but not awe-inspiring by any means. I didn’t feel much feedback from the tires, making it unclear to me if I still had enough grip for greater lean angles or not. For everyday commuting, the RoadSports are fine, but if you want to experience all what the 8S has to offer, a grippier set of tires might provide more confidence.
The 8S’ chief designer said Suzuki “aimed to satisfy all riders” with the GSX-8S. I won’t speak for everyone else, but I’d say it was mission accomplished for me.
“We did not aim for the highest powered or lightest weight motorcycle,” said the 8S’ chief designer during the technical presentation the night before our test ride. “We aimed to satisfy all riders.” The other designers and engineers present also drove home the point that they listened to customers’ needs and requests when building the 8S to create an all-around motorcycle that satisfies a wide range of riders.
They demonstrated that desire to please all riders during our test ride as well. Any time we stopped for a coffee break or lunch, the Suzuki designers and engineers were eager to listen to our feedback and ask questions about our first impressions. Several of them came to me directly, saying they were interested in the perspective of a younger, smaller woman. I appreciated that level of dedication to their product and the desire to continue to improve and meet riders’ needs.
The 41mm KYB inverted fork and monoshock KYB rear suspension both provide 5.1 inches of travel.
To that end, the GSX-8S includes a full suite of rider aids as standard. Along with ABS, it comes with a 5-inch TFT display with day/night modes, an up/down quickshifter, three ride modes, and four traction-control settings.
I enjoyed the layout of the TFT display. It was easy to see, and it showed all the information I needed without making any of it difficult to find. Another consideration that made the bike user-friendly is how easy it is to switch ride modes and the TC levels and that both modes are always visible on the display. The ride mode switch on the left side of the handlebar has obvious buttons and a simple design.
The 5-inch TFT display has day and night modes and showed everything on the home screen that I wanted to see.
The three ride modes really did contribute to a different style of riding. The throttle response in Ride Mode A was a bit too aggressive for me, especially in town. Ride Mode B smoothed out that jumpiness without compromising the low-rpm torque that I enjoyed so much. I didn’t spend much time in Ride Mode C because B hit the spot so well for me.
I had the traction control set to level 3 for most of the ride. Perhaps with grippier tires, I would’ve felt more confident with less TC, but since I was in a new environment, on a new bike, and with less experience than the other journalists along for the ride, I appreciated the extra help.
The Suzuki GSX-8S has dual Nissin radial-mounted 4-piston calipers and 310mm floating rotors in the front and a 1-piston caliper and a 240mm single disc in the rear.
With my preferred settings dialed in, even on a new bike on alpine roads that were much tighter and steeper than what I’m used to back home in Tennessee, I really started to enjoy the 8S and the beautiful scenery and roads. The 8S offered enough to keep things exciting for the more experienced riders, but it was also tamable for someone like me who couldn’t push the bike to its limits in the same way.
One for All
With my ride mode and traction settings dialed in, I could appreciate both the bike and the beautiful scenery.
Suzuki wanted the 8S to be a well-rounded bike that pleases both experienced and beginner riders. If I were a couple inches taller, I’d agree completely. Riding taller bikes is something I’m still trying to get comfortable with, and a tall seat height is a factor that can add some intimidation and apprehension for shorter riders.
Suzuki offers a range of useful and stylish accessories for the 8S, such as soft side cases, a flyscreen, cowls for the passenger seat and lower engine, billet brake and clutch levers, lever guards, frame sliders, fuel tank protectors, and a USB socket, but it missed an opportunity to make the 8S more accessible by not offering a lower seat. Aside from having a longer reach to the pavement than I’d like, the 8S’s balance, maneuverability, and fun factor truly do make it an approachable ride.
The 2023 Suzuki GSX-8S has angular stacked LED headlights and and strips of position lights.
After a full day of riding the 8S through the city and the mountains of Southern France, I have a couple of pieces of advice to impart: 1) If you’re looking for a bike that is greater than the sum of its parts and performs well for a wide range of situations and riding levels, the new Suzuki GSX-8S should be one of the bikes on your list. 2) If you find yourself in Antibes with an empty belly, you’re doing something wrong.
The GSX-8S performs well for a wide range of situations and riding levels.
The MT-10 accessorized for sport-touring. (Photos by Kevin Wing and the author.)
Some rides are more challenging than others. Sometimes we seek out the challenge, and sometimes the challenge finds us. It was a little of both when I found myself stopped on the side of the road, trying to stay upright on a Yamaha MT-10 while being battered by 60-mph winds and sandblasted by a dust storm.
It was Valentine’s Day, and I was headed for Las Vegas to attend the AIMExpo dealer show while a winter storm was sending a freight train of frigid air down from the Sierra Nevada mountains. South of me on Interstate 15 in the Mojave Desert, tractor-trailers were being overturned by the wind. I had avoided that route because I’ve ridden it a million times and find it boring, so I was taking a longer, more scenic ride along part of the Eastern Sierra Scenic Byway (U.S. Route 395) and through Death Valley.
While I expected it to be a cold, windy day – and was warmly cocooned in my Zerofit HeatRub baselayers, Gerbing’s 12V heated jacket liner and gloves, and traffic-cone-orange Aerostich R-3 suit – I didn’t anticipate it would be quite this bad. My arms and neck were sore from leaning into the wind for the past couple of hours, and things went from bad to worse after I filled up in Olancha and turned east on California Route 190 across the Owens Valley. The snowcapped Sierras were partly obscured by dusty haze, and soon I became engulfed in a beige cloud and got blitzed by stinging sand.
This photo doesn’t do the dust storm justice, but the video does. Check it out here or below.
After a few gusts nearly knocked me off the road, I slowed way down and turned on my hazard flashers. At one point, I stopped on the side of the road to get my bearings near the Olancha Dunes OHV area, with my legs splayed like outriggers and my feet planted firmly on the ground. I didn’t dare get off the bike or it would have toppled over, but I managed to dig my phone out of my pocket to capture a video of the blasting sand starting to cover the road and slamming into me and the bike like millions of miniature BBs.
Once you’re in it, you’re in it. You can either wait it out or proceed with caution.
Sport-Touring on the 2023 Yamaha MT-10
In calmer days last fall, I traveled to North Carolina to attend the press launch for the Yamaha MT-10, a naked sportbike based on the YZF-R1 that was updated with engine refinements, R1-sourced electronics, new styling, and revised ergonomics.
Yamaha’s accessory top case comes in three sizes: 30L, 39L (shown), and 50L. It not only provides lockable storage, it also provides a backrest for a passenger. Soft side cases (20L each) are also available.
The MT-10’s suck-squeeze-bang-blow comes courtesy of a 998cc inline-Four with a crossplane crankshaft that produces sound and feel like a V-Four, and its aural symphony is amplified by acoustic sound grilles atop the air intakes on either side of the tank.
At the launch, we rode stock MT-10s in the Cyan Storm colorway, which has a mix of gloss black and gray bodywork with bright blue wheels. One of the Yamaha guys rode a Matte Raven MT-10 fitted with factory accessories: Windscreen ($249.99), GYTR Frame Sliders ($209.99), Comfort Seat ($299.99), Rear Rack/Top Case Mount ($250.99), 39L Top Case ($241.99), and Universal Mount ($24.99). After the launch, Yamaha agreed to let us borrow the accessorized bike for an extended test.
Compact, light, and agile, the MT-10 is like a cat with catnip in the corners.
The first thing we did was take the MT-10 down to Jett Tuning for a dyno run. Measured where the rubber meets the road, the MT-10’s quartet of 249.5cc cylinders chuffed out 138.5 hp at 10,200 rpm and 76.5 lb-ft of torque at 9,000 rpm. Yes, that’ll do nicely.
Then we flogged it around town and up and down the canyon roads that make Southern California such a land of milk and honey for motorcyclists. The balance and smoothness of an inline-Four is always a delight, but the MT-10’s particular blend of herbs and spices is truly mouth-watering. Twist the throttle hard, and the bike leaps forward, emits a joyful noise, and flashes an amber light as the wheelie control keeps the front wheel close to the ground.
Flash forward to my trip in February. The temperatures had been in the 40s all morning, and after making it through the dust storm and climbing out of the Owens Valley, it dropped into the 30s by the time I stopped for a photo in front of the Death Valley National Park sign. It was a Tuesday, and there were few cars on the road – just the way I like it.
A gritted-teeth smile and a powdered MT-10 after the first dust storm.
No matter how many times I visit Death Valley, I never get tired of it. Covering nearly 5,271 square miles, you could fit Rhode Island and Delaware within its borders and still have 1,237 square miles left over. It’s a place of extremes, contrasts, and wonders. And with nearly 1,000 miles of paved and unpaved roads ranging from tame to intense, it’s a two-wheeled playground.
I savored the long, winding descent into Panamint Valley, enjoyed the sweeping curves up to 4,956-foot Towne Pass, and cruised the 17 miles back down to sea level at Stovepipe Wells in Death Valley. After passing Mesquite Dunes, I was engulfed in another dust storm near the Devil’s Cornfield, where clumps of arrowweed resemble corn stalks. Even though wind was battering me, dust was obscuring the wide-open views that make Death Valley such a unique place, and hours of being cold were beginning to take their toll, it felt good to be hundreds of miles away from my desk.
Deep in Death Valley. Nelson-Rigg’s Commuter Tank Bag and Hurricane 2.0 Waterproof Backpack/Tail Pack came in handy.
The windscreen provided more protection than the MT-10’s stock flyscreen but not by much. The comfort seat, however, was a huge improvement over the stock seat. It has a flatter shape, more supportive foam, and a suede-like finish. The top case provides 39 liters of lockable storage, and I used it as a solid anchor point for my Nelson-Rigg Hurricane 2.0 Waterproof Backpack/Tail Pack that sat on the passenger seat. For those who want more storage, Yamaha sells a 50L Top Case ($298.99), Side Case Brackets ($249.99), and MT Soft ABS Side Cases ($484.99).
The MT-10’s stock tinted flyscreen’s height is just above the black mesh screen seen above, so the accessory clear windscreen adds 4-5 inches of height. It send airflow into the top of the chest/shoulder area.
By the time I made it to Las Vegas, the MT-10 no longer looked Matte Raven but a light gray because it was so powdered with dust and grit. In my hotel room, I poured handfuls of sand out of the pockets of my Aerostich suit.
Rolling on the throttle through a smooth corner on the MT-10 delivers a visceral sound and feel.
As I wrote about in First Gear last month, it wasn’t just me at AIMExpo. Our dispersed editorial team also came together in Las Vegas, and we enjoyed a group ride to Hoover Dam and Valley of Fire State Park. In the hotel parking garage after the ride, my colleague Kevin Duke pointed out the center of the MT-10’s rear tire was getting thin on tread. Admittedly, of the 2,000 miles on the bike’s odometer, most of them had been ridden with little to no lean angle, but I figured the tire had enough life left to get me home.
From Vegas, I rode north on I-15 to St. George, Utah, where I spent the weekend with my father and stepmother. Wanting to avoid the interstate for the long ride home, Dad helped me plot out a route west through the sparsely inhabited interior of Nevada.
Sunrise at Snow Canyon just north of St. George, Utah. It stayed below freezing for the next two hours.
On Presidents Day, I suited up, plugged in my heated apparel, and set off north from St. George on State Route 18, which passes by Snow Canyon on its way to Enterprise. Dawn was just breaking, and it was below freezing – and it stayed that way for the next two hours, mostly down in the 20s. My heated gear did its best to keep up; my core was warm, but my hands, even with the heated, insulated gloves turned to the highest setting, were still cold. The accessory I most wished the MT-10 had was heated grips (Yamaha doesn’t offer them).
Cathedral Gorge State Park.
After crossing into Nevada, my teeth chattered as I rode over 6,718-foot Panaca Summit, and then I made a brief stop at Cathedral Gorge State Park, which has walls of eroded bentonite clay that look like intricate sandcastles. Continuing southwest on U.S. Route 93, I went from cold to colder over 6,243-foot Oak Springs Summit. At Crystal Springs, I turned onto Nevada Route 375, known as the Extraterrestrial Highway because it passes near Area 51, the infamous secret government facility where there have been reports of UFO sightings.
Nevada Route 375 is known as the Extraterrestrial Highway. With its beady headlights, the MT-10 looks a bit extraterrestrial itself.
Nevada is known for its “basin and range” topography, with abrupt changes in elevation as you travel over steep mountains and across wide, flat valleys. I passed over two more of Nevada’s summits – Hancock and Coyote, both around 5,500 feet – before reaching the rundown town of Rachel, home to the Little A’le’inn bar/restaurant/motel, the Alien Cowpoke gas station, and scattered mobile homes.
This is the only UFO I saw in the vicinity of Area 51.
Other than a few overpriced souvenirs, Rachel didn’t have much to offer. Route 375 passes through vast emptiness, but there was no evidence of Area 51 or anything otherworldly.
These guys kept a bug eye on me while I gassed up at Alien Cowpoke in Rachel.
My dogleg westward route eventually brought me to the old mining town of Tonopah for gas. I entered California by way of Nevada Route 266, which took me over 7,420-foot Lida Summit, the highest pass of the day.
It was cold and windy for 1,600 miles.
After crossing the state line, I stopped at a ranch that straddles both sides of California Route 168. Nearly 15 years ago, on a moonless night at that very spot, I crashed a Ducati GT1000. I had no business riding through an open range area after dark, but I had left home late and was on my way to meet my father at the Bonneville Salt Flats. I suddenly came upon a herd of black cows on the road, grabbed a handful of brake lever, locked up the front wheel, and went down.
All things considered, I was lucky. It could have been much worse that night. My apparel was thrashed, but I wasn’t hurt and the bike was rideable. The Swiss Army knife that I carry in my pocket to this day still bears scratch marks from sliding along the pavement during that crash. Had I not stopped this time around to preserve the memory with a photo, I wouldn’t have noticed that the MT-10’s rear tire, with just 2,600 miles on it, was worn down to the cords. Bridgestone Battlax Hypersport S22 tires are marvelously grippy, but they’re not much for longevity.
Luckily these are the only scars from my crash 15 years ago.
I rode slowly and gingerly for the next 50 miles, which, regrettably, also happened to be the curviest section of my entire trip. I made it over 6,373-foot Gilbert Pass and 7,271-foot Westgard Pass on my way to Big Pine, a small town that sits in the shadow of the Sierras on U.S. 395. I was safe and sound, but I was 250 miles from home.
Cords showing after just 2,600 miles. No burnouts, I promise!
Unwilling to risk a catastrophic blowout, I got a motel room and hunkered down. The next day, my dear wife drove up to Big Pine in our 4Runner with a motorcycle trailer and rescued me. It’s not how I wanted the trip to end, but once again, it could have been much worse. Maybe my guardian angel lives at that ranch out on Route 168.
A stunning view of the Sierras during what turned out to be the last few miles of my ride.
How about a Tracer 10 GT?
The MT-10’s performance, handling, and ergonomics make it a great streetbike, and with some accessories, it makes for a very sporty sport-tourer. In fact, we’d love to see a Tracer 10 GT version with an even taller windscreen, a lower fairing, heated grips, wind-blocking handguards, hard saddlebags, and higher-mileage sport-touring tires. Hey Yamaha, whaddaya think?
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.
The custom BMW R 18 B ‘Heavy Duty,’ designed by Fred Kodlin and his son Len, was unveiled at this year’s Daytona Bike Week. The bike features modifications to the frame, the addition of an air suspension system, a custom paint job by tattoo artist Marcel Sinnwell, and adaptations to the body that serve both for function and, in the case of the winglets, strictly for the sake of form. For more information, read the press release from BMW Motorrad below.
Anyone who talks about the U.S. customizing scene mentions Fred Kodlin almost in the same breath. For more than 40 years, he has dedicated himself to customizing motorbikes, from radically modified creations to sophisticated new designs. Since the 1990s, he has been incredibly successful with his custom bikes and was able to win various important Daytona shows regularly. He was the very first non-U.S. citizen to be inducted into the Sturgis Hall of Fame.
For the first time, Kodlin has now set about customizing a BMW together with his son Len: the BMW R 18 B. “The R 18 B Heavy Duty was a real father-son project,” said the boss of Kodlin Bikes in Borken, Germany, happily. “There was a lot of creative input from Len, which also goes to show that the next generation at Kodlin Bikes is already in the starting blocks.”
The biggest challenge in customizing this year’s crowd puller at the Daytona Bike Week in Florida was undoubtedly the frame. “We have completely remanufactured the upper tubes to lower the fly-line and thus the seat height of the R 18 B,” explained Fred Kodlin. “We also redid the steering head and the triple clamps so that the caster fits despite the changed steering angle and so that the bike rides well.”
The result was the R 18 B Heavy Duty, a bike in typical Kodlin style. Viewed from the side, the fly-line drops sharply to the rear from the chopped windshield taken from the Original BMW Motorrad Accessories range and finally runs harmoniously into the side cases made by Kodlin out of glass fibre-reinforced plastic and the low rear end. From the top, the R 18 B Heavy Duty is characterized by a strong waistline in the seat area and a flowing connection to the side cases.
Finally, the technical chassis highlight is an air suspension system at the front and rear, supported by a compressor placed barely visibly behind the left side case. This allows the R 18 B Heavy Duty to be lowered and raised in a fraction of a second. This is both as useful as it is spectacular: To park, lower the chassis, and it rests on hidden support points letting the bike crouch just a few centimeters above the asphalt, waiting for the next ride.
The Kodlin team also delved deeply into the subject of body construction for a good three months. A completely new sheet metal tank was created – longer than the original, flowing in shape and with indentations on the sides. The connection of the tank and rear frame was also modified for this purpose. The original mobile phone charging compartment, on the other hand, has been taken over from the R 18 B.
A front spoiler, including a three-color underfloor lighting system – a popular feature, not only in Daytona – and a front fender are also made of sheet metal, the fender fitting snugly around the 21-inch front wheel. Finally, Kodlin created a corresponding counterpart for the rear wheel from two R 18 B rear fenders joined together, in which the rear and side indicator lights are integrated in a very discreet manner.
The two side covers made of sheet metal, which form a smooth transition to the side cases, are completely custom-made. Speaking of side cases, R 18 B loudspeakers by Marshall and an amplifier are fitted inside. Kodlin’s attention to detail is also evident in the aluminum milled hinge panels of the cases in the style of the original R 18 B components.
The so-called winglets above the cylinders are another design element. They are also made of metal but do not fulfil any function in the actual sense. Rather, they underline the design of the R 18 B Heavy Duty and make it appear unmistakable, especially when viewed from the front. The customizing job is rounded off by a seat made by Kodlin and an instrument cover with covers made of Alcantara and imitation leather, as well as specially made handlebars and a self-created exhaust system.
Elaborate Paintwork by Tattoo Artist Marcel Sinnwell
Marcel Sinnwell has painted other Kodlin showbikes in the past, but these days, he only rarely picks up a spray gun for very special jobs. For example, when he paints yachts or an R 18 B Heavy Duty.
For this project, the color gradients were completely airbrushed with translucent paint. The inspiration for this was the mixing of color pigments in the paint and especially the way form streaks in the milky basecoat when first stirred. The result goes along very well with Daytona Bike Week, where complex and colorful paint schemes are more than just good form.
Additional design touches on the R 18 B Heavy Duty are provided by hand-painted pinstripes and an airbrushed pattern on the rear fender that combines Kodlin and “100 years of BMW Motorrad.” The brake calipers, gearshift, and foot brake levers and footrests, however, are BMW Motorrad standard components that have been color-matched.
BMW R 18 B: The Perfect Bike for Customizing
But Fred Kodlin by no means laid his hands on all the assemblies and parts. He said what was a particularly positive surprise for him was the bolts. “They are all made of stainless steel, with a nice Torx head,” he said. “That’s not the way it is on other bikes. The basic bike and especially the engine are very, very cleanly finished. All the electrical cables are already nicely hidden, so we didn’t have to do anything to the engine.”
For this reason, numerous R 18 B components were deliberately not replaced but at most modified. For example, the shortened hand levers and handlebar end weights. Likewise, the engine remained unchanged from a technical point of view. Only the cylinder head covers, belt cover, and intake snorkel were painted in metallic black.
Cruise control with distance control, reverse gear, and eCall have remained unchanged. These are absolutely unique features of the BMW R 18 B in the cruiser world, where these functions are not offered by any other manufacturer.
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.
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