Joining an already growing list of 2024 Honda motorcycles are 11 returning models. Included in Honda’s latest announcement are color options, pricing, and availability. 

This announcement adds to the list of new, updated, and returning models for 2024, including the new 2024 Honda Transalp middleweight adventure bike, which we tested in November, and the updated 2024 Shadow Phantom bobber-style cruiser, which we tested in September. See the previous Honda announcement for news on other returning models, including the Gold Wing family, the Rebel family, the NC750X, the Fury, and others. 

Related: 2024 Honda Transalp Review | Video 

Related: 2024 Honda Shadow Phantom Review | First Ride 

CBR1000RR | 2024 Honda Motorcycles 

The 2024 Honda CBR1000RR sportbike is powered by a 998cc inline 4-cylinder engine with dual-stage fuel injection. The RR also boasts a TFT display, full LED lighting, and your choice of ABS or conventional brakes. 

The 2024 Honda CBR1000RR will be available in Grand Prix Red for $16,699 without ABS and $16,999 with ABS, and it’ll arrive in dealerships in March. 

CBR600RR | 2024 Honda Motorcycles  

With eight World Supersport titles under its belt, the Honda CBR600RR returns for 2024, ready to take on the racetrack or your favorite canyon roads with its high-revving inline four-cylinder engine and high-performance Showa suspension. 

The 2024 Honda CBR600RR will be available in Grand Prix Red for $12,199 without ABS and $13,199 with ABS, and it’ll arrive in dealerships in March. 

CB1000R | 2024 Honda Motorcycles 

The CB1000R naked streetfighter is a versatile machine with the power and torque of a liter bike and an open, upright riding position. It’s powered by a 998cc inline four-cylinder engine and has a blacked-out design. 

Related: Honda CB1000R | Road Test Review 

The 2024 CB1000R will be available in Black for $12,999, and it’ll arrive in dealerships in March. 

SCL500 | 2024 Honda Motorcycles 

Released last year, the scrambler-style SCL500 is built for fun and features the same 500cc parallel-Twin from the Rebel 500, an upright riding position, a flat seat, and a high-mounted exhaust. The SCL500 also lends itself to personalization through Honda’s range of SCL500-tailored accessories. 

Related: 2023 Honda SCL500 Review | First Ride 

The 2024 Honda SCL500 will be available in Candy Orange, Matte Laurel Green Metallic, or Matte Black Metallic (new color for 2024) for $6,799, and it’ll arrive in dealerships in April. 

PCX | 2024 Honda Motorcycles 

Designed for urban environments, the Honda PCX scooter features a liquid-cooled 157cc Single, convenient underseat storage, and standard front-wheel ABS. 

The 2024 Honda PCX will be available in Matte Brown Metallic with an MSRP of $4,249, and it’ll arrive in dealerships in April. 

CRF300L | 2024 Honda Motorcycles 

The Honda CRF300L is an approachable dual-sport that provides an entry point for riders new to off-road riding. It’s powered by a liquid-cooled 286cc Single, and it’s available with or without ABS, as well as a low-seat ABS version. 

Related: Honda CRF300L and CRF300L Rally | First Ride Review 

The 2024 Honda CRF300L will be available in Red with an MSRP of $5,749 with ABS and $5,449 without ABS. The CRF300LS low-seat version will be available in Swift Gray with an MSRP of $5,749. These models will arrive at dealerships in April. 

CRF300L Rally | 2024 Honda Motorcycles 

The Rally version of the CRF300L dual-sport features comfort-focused enhancements like a windscreen, handguards, and larger fuel tank. Like the CRF300L, the Rally also comes with the option of ABS. 

Related: Honda CRF300L and CRF300L Rally | First Ride Review 

The 2024 Honda CRF300L Rally will be available in Red with an MSRP of $6,499 with ABS or $6,199 without ABS, and it’ll arrive in dealerships in April. 

XR650L | 2024 Honda Motorcycles 

Introduced in 1993, the Honda XR650L dual-sport features a simple design with a focus on reliability. It’s powered by an air-cooled 644cc Single and features a rugged steel frame and long-travel suspension, built to perform in the dirt while being street-legal for around-town transportation. 

The 2024 Honda XR650L will be available in White with an MSRP of $6,999, and it’ll arrive in dealerships in March. 

XR150L | 2024 Honda Motorcycles 

For a more affordable dual-sport option, the XR150L features an air-cooled 149cc Single, an approachable and accessible design, and a convenient rear cargo rack, ideal for around-town commuting or transportation around the campground. 

The 2024 Honda XR150L will be available in Black or White with an MSRP of $3,099, and it’ll arrive in dealerships in February. 

Trail125 | 2024 Honda Motorcycles 

The Trail125 minimoto nods to Trail models of the 1960s with a classic design, but its current version includes convenient modern features like fuel injection, an electric starter, and front-wheel ABS. 

The 2024 Trail125 will be available in Turmeric Yellow with an MSRP of $4,099, and it’ll arrive in dealerships in March. 

Montesa | 2024 Honda Motorcycles 

The Montesa Cota 4RT trials bike has been tested and proven to perform, capturing an FIM World Trials Championship Crown in the hands of Toni Bou. It features top-shelf Showa suspension, programmed fuel injection, and a dual-map ECU. The Montesa comes in the competition-ready 4RT301RR version and the standard 4RT260R. 

The 2024 Honda Montesa Cota 4RT301RR will be available in White or Red with an MSRP of $11,899, and the Montesa Cota 4RT260R will be available in Red with an MSRP of $9,299. These two models will arrive in dealerships in February. 

For more information, visit the Honda website. 

Check out more new bikes in Rider’s 2024 Motorcycle Buyers Guide  

The post Returning 2024 Honda Motorcycles | First Look  appeared first on Rider Magazine.

Under the banner “Dawn of a New Era,” the Motor Company made a global announcement today about new models added to the 2024 Harley-Davidson lineup. This year marks the 25th anniversary of H-D’s Custom Vehicle Operations division, and in addition to the CVO Street Glide and CVO Road Glide announced last June, the Motor Company will offer a CVO Road Glide ST and a CVO Pan America adventure bike. Harley-Davidson’s popular Street Glide and Road Glide baggers have also been updated.

Related: 2023 Harley-Davidson CVO Street Glide and Road Glide Review | First Ride

Street Glide and Road Glide | 2024 Harley-Davidson

Two of Harley-Davidson’s best-selling bagger models – the Street Glide and the Road Glide – now feature more streamlined bodywork first seen on their CVO counterparts. Both are powered by a Milwaukee-Eight 117 V-Twins with a revised cooling system, and new for 2024 are selectable ride modes: Road, Sport, Rain, and Custom.

Convenience and comfort have also been improved with an upgraded infotainment available through a new 12.3-inch TFT color display, additional rear suspension travel, and a revised seat.

CVO Road Glide ST | 2024 Harley-Davidson

Harley-Davidson says the new CVO Road Glide ST is the company’s “quickest, fastest, and most sophisticated performance bagger.” The West Coast-style bagger is powered by the Milwaukee-Eight 121 High Output V-Twin, an engine exclusive to this model that churns out 127 hp and 145 lb-ft of asphalt-buckling torque. Selectable ride modes include Road, Sport, Track, Track Plus, Rain, and multiple Custom modes.

Lightweight materials, including mufflers with titanium shells, an oil pan made of composite, and forged carbon fiber used in the muffler end caps, front fender, seat cowl, and tank console, along with revised wheels and wave-style front brake rotors, help keep dry weight to 800 lb, 25 lb less than the CVO Road Glide.

The CVO Road Glide ST is equipped with fully adjustable Showa suspension, with an inverted 47mm 1×1 fork and dual rear shocks with remote reservoirs, and Brembo braking components.

A full suite of infotainment is powered by Skyline OS, and a large color touchscreen replaces all analog instrumentation and most switches. Premium audio includes a 500-watt amplifier and Rockford Fosgate Stage II 6.5-inch fairing speakers.

The CVO Road Glide ST will be available in two paint schemes: Golden White Pearl or Raven Metallic. In addition to CVO 25th Anniversary graphics, a Screamin’ Eagle graphic on the fairing sides and fuel tank is inspired by the Screamin’ Eagle Harley-Davidson Factory motorcycles raced in the MotoAmerica King Of The Baggers series.

CVO Pan America | 2024 Harley-Davidson

Harley-Davidson’s Pan America has been one of the best-selling adventure bikes in the U.S. since its debut in 2021. The new CVO Pan America retains all the features of the Pan America 1250 Special, including the Revolution Max 1250 engine with multiple ride modes, semi-active suspension, and more.

Related: Harley-Davidson Pan America 1250 Special Review | First Ride

The CVO Pan America model is outfitted with adventure-ready accessories including Adaptive Ride Height suspension, aluminum top and side cases, a Screamin’ Eagle quickshifter, tubeless laced wheels, auxiliary LED forward lighting, and an aluminum skid plate. It also comes in a unique black, red, and white paint scheme with a Harley-Davidson “1” logo on the tank.

Find more details at the Harley-Davidson website.

Check out more new bikes in Rider’s 2024 Motorcycle Buyers Guide

The post 2024 Harley-Davidson Motorcycle Lineup Review | First Look appeared first on Rider Magazine.

No one can stop the wheel of time from turning, and that wheel is turning away from internal combustion engines (ICE) and toward alternative power sources. As the world investigates cleaner fuel options, motorcycle brands are following suit. Kawasaki released the Ninja e-1 and Z e-1 fully electric bikes last year, and adding to the range of power options are the new Kawasaki Ninja 7 Hybrid ABS and Z7 Hybrid ABS models, both of which employ an ICE and an electric motor to produce power. 

Related: Kawasaki Announces Ninja e-1 ABS and Z e-1 ABS Electric Motorcycles, Other Updated Models 

Kawasaki says these bikes as the first “strong” hybrid motorcycles, meaning they can run on ICE power, electric power, or both depending on the ride mode selected. Being able to select which power source is used at any given time allows riders to choose if they want a full-power experience or a fuel-efficient and zero-emission ride. Providing both in one motorcycle takes some ingenuity, and while the styling of these bikes will remind one of recognizable Ninja and Z-series motorcycles, the inner workings are different than what you’re used to. 

This First Look Review covers both the Ninja 7 and the Z7 Hybrid bikes, as these two motorcycles are essentially the same with some cosmetic differences. Like other Kawasaki models in the Ninja and Z-series families, the Ninja variant has full bodywork while the Z7 has less. One other difference is that the Z7 has a higher handlebar for a more upright riding position, although the handlebar on the Ninja 7 Hybrid is also raised higher than on other Ninjas. The rest of the details below will be the same for both hybrid motorcycles. 

Engine & Motor | Kawasaki Ninja 7 Hybrid ABS and Z7 Hybrid ABS 

The ICE unit in these bikes is the liquid-cooled 451cc parallel-Twin taken from the Kawasaki Eliminator. The engine prioritizes high-rpm performance, and the Integrated Starter Generator is a first for Kawasaki and combines starter and generator functions. The electric power source is a liquid-cooled traction motor paired with a 48V lithium-ion battery pack and rated at 7.0 kW (9.0 kW max). Unlike fully electric vehicles, the battery on these bikes charges while riding, so there’s no need to plug in to a power source before your ride. 

Related: 2024 Kawasaki Eliminator Review | Video 

The battery pack is located beneath the seat. The Integrated Starter Generator is on the left side of the ICE, and the ECU is in the tail section. All of this is placed within a lightweight trellis frame. 

Chassis | Kawasaki Ninja 7 Hybrid ABS and Z7 Hybrid ABS 

Suspension on both bikes is provided by a nonadjustable 41mm telescopic fork and a new Uni-Trak suspension with linkage positioned below the swingarm in the rear. The rear suspension also offers adjustable ride height (seat height is 31.3 inches). Both bikes use dual 300mm front disc brakes with 2-piston calipers and a single 220mm rear disc with a 1-piston caliper, and both come with ABS. Kawasaki claims that the ergonomics of these bikes optimize low- and medium-speed maneuvers. The fuel tank holds 3.7 gallons of fuel, and curb weight for the Ninja 7 is claimed at 502.7 lb (weight for the Z7 is not available). 

Ride Modes | Kawasaki Ninja 7 Hybrid ABS and Z7 Hybrid ABS 

The versatility of these two hybrid bikes is accessed through the three ride modes: Sport-Hybrid, Eco-Hybrid, and EV modes. As the name suggests, Sport-Hybrid mode is designed for sporty riding, and gives the rider access to the bike’s full power potential. In Eco-Hybrid mode, the electric motor kicks in during startup and transitions from electric to hybrid power once the engine gets up to around 2,000 rpm, optimizing fuel efficiency. For all-electric power, EV mode is designed for low-speed and short-distance rides and can only be engaged when the bike is in 4th gear or lower and with a speed of less than 15 mph. 

Unlike most ICE-powered motorcycles, the Ninja 7 Hybrid and Z7 Hybrid feature an electronically controlled 6-speed transmission – no clutch lever or left-foot shift lever is included. In Sport-Hybrid and Eco-Hybrid ride modes, riders have the option to operate the transmission manually with shift buttons on the left switchgear. The hydraulic clutch is controlled by the ECU to operate automatically. 

Rider Aids and Other Technologies | Kawasaki Ninja 7 Hybrid ABS and Z7 Hybrid ABS 

Since the ride modes put power to the ground in different ways, they each have distinct functions and rider aids available that contribute to the riding experience. In Sport-Hybrid mode, the e-boost function elevates the overall output for a brief 5-second period, providing a burst of power that Kawasaki claims matches that of a 650cc-class motorcycle. This function can be activated while riding or when stopped for a more thrilling acceleration off a standing start. 

These two bikes are also equipped with an Automatic Launch Position Finder. This feature automatically drops the transmission down to 1st gear when the bike comes to a stop, and the system can be deactivated for riders who prefer more manual control. 

Adding to this growing list of technologies is Walk Mode with a reverse function. This mode allows for easy maneuvering in a parking lot or garage and propels the bike at a speed of 2 mph. Closing the throttle beyond the “zero” position kicks the bike into reverse, again no faster than 2 mph. 

The Kawasaki Ninja 7 Hybrid and Z7 Hybrid come with a 4.3-inch TFT full-color display with Bluetooth connectivity to a smartphone via Rideology the App. The screen’s background transitions from white to black depending on ambient lighting, or it can be set to white or black for personal preference. The brightness also adjusts automatically. 

Through smartphone connectivity, riders can access a list of data and options through Kawasaki’s app, including vehicle information, a GPS-informed riding log, call or mail notifications on the display, a maintenance log, and the ability to share riding logs and location with other Rideology the App users. 

Styling and Pricing | Kawasaki Ninja 7 Hybrid ABS and Z7 Hybrid ABS 

The styling of these bikes merges recognizable Ninja and Z-series styling with a futuristic hybrid aesthetic. They both come equipped with a windshield to help deflect wind from the rider and passenger. All lighting is LED. 

Both bikes come in a silver with lime-green color scheme. Pricing has not yet been announced. 

Find more information at the Kawasaki website. 

Check out more new bikes in Rider’s 2024 Motorcycle Buyers Guide  

The post 2024 Kawasaki Ninja 7 Hybrid ABS and Z7 Hybrid ABS Review | First Look  appeared first on Rider Magazine.

Kawasaki updates its 2024 lineup with a new Ninja 500 sportbike and Z500 naked bike using the 451cc parallel-Twin found in the sport-cruiser Kawasaki Eliminator. It has also updated the Kawasaki KLX230 S dual-sport and KLX230SM supermoto. 

Related: 2024 Kawasaki Eliminator Review | First Ride 

2024 Kawasaki Ninja 500 and Z500 

Kawasaki adds to its Ninja family of motorcycles with the 2024 Kawasaki Ninja 500 and the Z500 naked version. These two new motorcycles come in standard as well as SE versions with special features, and they both include a 451cc parallel-Twin, new styling, a new LCD instrument panel, and a new seat shape. 

Engine | 2024 Kawasaki Ninja 500 and Z500 

The Ninja 500 and Z500 are powered by the liquid-cooled 451cc parallel-Twin found in the Kawasaki Eliminator sport-cruiser introduced last year. Adapted from the same engine found in the Ninja 400, this engine adds 52cc of displacement for better acceleration and performance at high rpm due to a lengthened stroke of 6.8mm. Also new to the 500s are a new crankshaft, connecting rods, and pistons suitable for the larger displacement. Additionally, the top ring land of the aluminum pistons now features a hard alumite treatment suitable for higher pressure. 

Chassis | 2024 Kawasaki Ninja 500 and Z500 

The Ninja 500 and Z500 feature a trellis frame with the engine as a stressed member and with a supersport-style short-wheelbase/long-swingarm configuration. The wheelbase is 54.1 inches, and seat heigh is 30.9 inches. The Ninja 500 weighs 377 lb, while the Z500 with less bodywork comes in at 368 lb. Fuel capacity is 3.7 gallons. 

Both bikes feature a nonadjustable 41mm telescopic front fork. In the rear is a bottom-link Uni-Trak suspension unit with five-step preload adjustability using an included tool kit. Braking power comes in the form of a single 310mm front disc gripped by a 2-piston caliper and a single 220mm rear disc with a 2-piston caliper. The star-pattern 5-spoke wheels help keep weight low. 

The Ninja 500 features an elevated position of its clip-on handlebars along with a slightly foot-forward footpeg placement for a relaxed rider triangle. The handlebar on the Z500 is taller and wider for a more upright riding position. Kawasaki claims the ergonomics on both bikes is intended to provide a balance between comfort and a sporty attitude to satisfy a wide range of rider needs. 

Technology | 2024 Kawasaki Ninja 500 and Z500 

Also new for the 500s is a high-contrast LCD instrument panel that displays odometer, gear position indicator, fuel gauge, dual trip meters, remaining range, current and average fuel consumption, coolant temperature, clock, connected device notification, service indicator, and the economical riding indicator. This last feature appears on the LCD screen to signal favorable fuel consumption conditions so that riders can optimize fuel efficiency. 

Through Rideology the App, riders can access vehicle info, a riding log, smartphone notifications, a maintenance log, and the ability to share location and riding logs with other app users. 

Styling | 2024 Kawasaki Ninja 500 and Z500 

Styling is where the Ninja 500 and the Z500 diverge. The Ninja 500 features a redesigned front end and large-volume bodywork inherited from larger-displacement Ninjas, along with compact LED headlights, built-in front turnsignals, and an LED taillight with a new design. 

The Z500 features less bodywork, as well as a triple LED headlight configuration that acts as a styling focal point. The two upper headlights serve as low beams while the lower headlight acts as the high beam. The Z500 also features a new LED taillight. 

The SE versions of the Ninja 500 and Z500 add a variety of upgrades. The SE versions of both bikes feature a full color TFT display, a USB-C outlet, a radiator screen, frame sliders, a pillion seat cover, a tank pad, and knee-grip pads. Also included on the Ninja 500 SE is a large clear windscreen and Kawasaki’s Intelligent Proximity Activation Start System, which uses a key fob to allow riders to remotely release the bike’s steering lock and main switch. The Z500 SE comes with a smoke-colored meter cover. 

Pricing | 2024 Kawasaki Ninja 500 and Z500 

The 2024 Kawasaki Ninja 500 comes standard in Metallic Spark Black / Metallic Flat Raw Graystone for $5,299. The KRT Edition adds $200. The ABS version is available in Metallic Spark Black / Metallic Flat Raw Graystone, White Silver / Metallic Moondust Gray, or Passion Red / Metallic Flat Spark Black / Metallic Matte Dark Gray from $5,699-5,899. The SE ABS and KRT SE ABS versions come in Passion Red / Metallic Flat Spark Black / Metallic Matte Dark Gray for $6,399. The SE 40th Anniversary Edition ABS comes in Lime Green / Pearl Crystal White / Blue for $6,599. 

The 2024 Kawasaki Z500 ABS comes in Candy Lime Green / Metallic Flat Spark Black / Metallic Graphite Gray for $5,599, and the SE ABS version comes in Candy Persimmon Red / Metallic Flat Spark Black / Metallic Matte Graphenesteel Gray for $6,299. 

All Kawasaki Ninja 500 and Z500 variations are available now. Visit the Kawasaki website for more information. 

2024 Kawasaki KLX230 S and KLX230SM 

The Kawasaki KLX230 S dual-sport and KLX230SM supermoto models, first introduced in 2020, also receive updates for 2024. The most notable updates for these two models are found in the chassis and the revised rear subframe, along with some other updates to the ABS system, styling, seat, and added smartphone connectivity. 

Related: 2024 Kawasaki KLX300 and KLX300SM | First Look Review 

Engine | 2024 Kawasaki KLX230 S and KLX230SM 

Powering the KLX230 S and KLX230SM is an air-cooled 233cc Single with a bore and stroke of 67.0mm x 66.0mm. The long stroke offers good low-to-mid-range torque. The intake port is 4mm narrower for 2024 (now measuring 33mm) to help contribute to low-to-mid-range performance. These bikes use a 6-speed transmission with a 45/14 final gear ratio selected for a balance of road and trail riding. 

Chassis | 2024 Kawasaki KLX230 S and KLX230SM 

Both models ride on a high-tensile steel perimeter frame, and for 2024, the rear subframe has been redesigned to trace a lower line on the machine, allowing for longer wheel travel while maintaining good ground reach. Both bikes have a 53.7-inch wheelbase. Ground clearance on the KLX230 S is 9.5 inches, while on the KLX230SM it’s 8.7 inches. 

On the KLX230 S, a 37mm telescopic fork provides 7.9 inches of travel. A new Uni-Trak rear linkage shock allows 8.9 inches of travel and is preload adjustable. Additionally, a new aluminum swingarm is 2.6 lb lighter than the previous swingarm. The new chassis design has allowed for a lower seat height of 33.3 inches, and the sidestand has also been shortened to match the lower seat height. 

The KLX230 SM, designed more for on-road use than its KLX230 S brethren, uses a 37mm inverted fork up front with 7.4 inches of front wheel travel. Like the KLX230 S, the SM adds the Uni-Trak rear linkage shock with preload adjustability. For 2024, suspension settings were revised to create a more forward-leaning posture and increase rear wheel travel to 8.8 inches. To accommodate on-road riding, the SM comes with stiffer spring settings, and the off-road footpegs from the 230S are replaced with standard footpegs with rubber pads on the SM. The SM’s seat height is 33.1 inches. 

The 2024 Kawaski KLX230 S rides on aluminum wheels, measuring 21 inches in the front and 18 inches in the rear compared to the Kawasaki KLX230SM’s 17-inch front and rear wheels that are wider than the KLX230 S wheels. The dual-sport KLX230 S comes with a 240mm front petal disc gripped by a 2-piston caliper, while the supermoto KLX230SM uses a 300mm front petal disc and 2-piston caliper. Both bikes feature the same 220mm rear disc with single-piston caliper. 

Technology | 2024 Kawasaki KLX230 S and KLX230SM 

The KLX230 S dual-sport comes standard without ABS, and an ABS version is available, while the KLX230SM supermoto comes standard with ABS. The ABS unit has been updated for 2024 with a switch on the left side of the handlebar that can be used to disable both front and rear ABS. When the bike is turned off and back on, ABS returns to default. 

Both bikes feature a new compact LED headlight and a redesigned two-toned seat with a flatter silhouette that allows more freedom of movement. Additionally, the bodywork has been smoothed over to eliminate some protruding parts. The 2-gallon fuel tank has also been redesigned.  

Also new for 2024 is smartphone connectivity through Rideology the App. The app gives riders access to vehicle information, a GPS-informed riding log, smartphone notifications on the LCD display screen, a maintenance log, and communication sharing with other app users. 

Pricing | 2024 Kawasaki KLX230 S and KLX230SM 

The 2024 Kawasaki KLX230 S comes in Lime Green / Battle Gray for $4,999 without ABS or $5,299 with ABS. The 2024 Kawasaki KLX230SM supermoto variant comes in Battle Gray for $5,599. Both bikes are available now. 

Visit the Kawasaki website for more information. 

Check out more new bikes in Rider’s 2024 Motorcycle Buyers Guide  

The post 2024 Kawasaki Ninja 500, Z500, KLX230 S, and KLX230SM Review | First Look  appeared first on Rider Magazine.

Triumph has mastered the art of efficient motorcycle design. One engine – a liquid-cooled 1,200cc parallel-Twin with SOHC, 4 valves per cylinder, and a 270-degree crankshaft – powers a diverse range of retro-styled models in the company’s lineup, including the Bonneville T120 retro standard, Speed Twin 1200 roadster, Bonneville Bobber, Bonneville Speedmaster cruiser, Thruxton RS cafe racer, and Triumph Scrambler 1200 X and XE. Different engine tuning and unique styling, chassis, exhausts, and features give each model a distinctive sound, character, and feel.

We’ve reviewed all of them over the years (most recently the Bonneville Bobber), and Triumph kicked off the first week of 2024 by hosting a launch for the updated Scrambler 1200 XE and new Scrambler 1200 X in Borrego Springs, California, a small town surrounded by the 1,000-square-mile Anza-Borrego Desert State Park.

Triumph introduced the Scrambler 1200 platform for 2019, and it offered something few production scramblers did: genuine off-road capability. Whereas many scramblers are often styling exercises, the two Scrambler 1200 models – the base XC and the up-spec XE – were equipped with an Off-Road riding mode, tubeless spoked wheels with a 21-inch front, and ample suspension travel: 7.9 inches on the XC and 9.8 inches on the XE. Such tall suspension resulted in tall seat heights: 33.1 inches on the XC and 34.25 inches on the XE. While the XE had more bells and whistles than the XC, both models were more alike than different in terms of specification and price.

For 2024, Triumph has broadened the appeal of the platform by replacing the XC with the Scrambler 1200 X, which has a more accessible seat and a different specification that allowed Triumph to hit a lower price point: $13,595, which is $1,150 less than the 2023 XC. Although the XE has been updated and retains a high level of specification, its $15,295 MSRP is $900 cheaper than last year’s model.

On the X, a lower 32.3-inch seat height was achieved by reducing suspension travel from 7.9 to 6.7 inches, and an accessory low seat can drop it to 31.3 inches. The X’s lower price point is mostly the result of changes in suspension and brakes. Whereas the previous XC and XE both had fully adjustable suspension front and rear, with a Showa fork and Öhlins dual rear shocks, the 2024 models are equipped with Marzocchi suspension that offers full adjustability on the XE but only rear preload adjustability on the X. The former XC and XE both had Brembo M50 radial monoblock front calipers, while the new X has Nissin axial calipers and the XE now has Brembo Stylema calipers.

Previously, the XC and XE were both equipped with ABS and traction control, but only on the XE were both riding aids lean-angle-sensitive. For 2024, both the X and XE have cornering-optimized ABS and traction control, with a dedicated Off-Road ABS mode that turns anti-lock braking off at the rear and adds the ability to switch traction control off.

As before, both models have throttle-by-wire and multiple ride modes – Sport, Road, Rain, Off-Road, and Rider (customizable) – that adjust throttle response, ABS, and traction control settings. The XE also has an Off-Road Pro mode that disables ABS and TC completely. All modes are selectable on the fly except Off-Road and Off-Road Pro, which require the bike to be stationary.

Let’s Go Riding! | Triumph Scrambler 1200

In late 2018, I flew to Portugal for the press launch of the first-gen Scrambler 1200, which included two days of on- and off-road riding. I spent most of my time on the XE, and I was impressed with how capable and versatile the bike was. Triumph loves to host press launches on the Iberian Peninsula because Portugal and Spain have fantastic riding and generally mild weather during the late fall and winter months. Contributing editor Kevin Duke flew to Spain last December for the Tiger 900 launch, and other Rider staffers and contributors will be heading to Spain in the coming weeks for other Triumph launches.

RELATED: 2019 Triumph Scrambler 1200 XE Ride | First Ride

GEAR UP

• Helmet: Arai XD-4
• Jacket: Rev’It Component 2 H2O
• Gloves: Fly Racing Ignitor Pro Heated / Tourmaster Overlander
• Pants: Rev’it Component H2O
• Knee Guards: Rev’it Scram
• Boots: Sidi Adventure 2 Gore-Tex

Because North America got the Scrambler 1200 X and XE later than Europe (bikes are arriving in dealerships now), Triumph America hosted a launch on domestic soil, and it couldn’t have picked a better location than Borrego Springs. The town sits in a desert valley that’s surrounded by high mountains on three sides, and just a few miles to the west is the Ocotillo Wells off-highway riding area (and beyond it is the Salton Sea, California’s largest lake).

On the third day of 2024, still fat and happy from the holidaze, I saddled on up a Scrambler 1200 X for the street ride. The long, flat bench seat accepted my bulk without complaint, and the handlebar, which is 2.6 inches narrower than the one on the XE, was at an agreeable height. Perched atop the bar is a single round instrument that combines a monochrome digital display at the top and a color TFT at the bottom. It was a cool morning, in the upper 50s, and the X was equipped with accessory handguards but not accessory heated grips. Luckily, I was wearing Fly Racing Ignitor Pro battery-powered heated gloves.

Firing up the bike, the parallel-Twin’s 270-degree crank produced a lively, rumbling exhaust note. The 1,200cc mill has a unique “high power” scrambler tune that makes a claimed 89 hp at 7,000 rpm and 81 lb-ft of torque at 4,250 rpm. For 2024, Triumph switched from dual 45mm throttle bodies to a single 50mm throttle body and revised the exhaust header for improved flow, which broadens the spread of torque in the upper rev range.

We hustled our way up San Diego County Road S22, a dramatic, winding byway that climbs from 600 feet to more than 4,000 feet in 10 miles. Because we’d be riding off-road during the launch, all the test bikes were fitted with Michelin Anakee Wild 50/50 adventure tires, which are OE-approved for both the X and XE (standard fitment are Michelin Karoo Street tires on the X and Metzeler Tourance on the XE). Riding at a spirited pace, the Scrambler 1200 X comported itself with reassuring stability and reasonable agility, but in tight corners I found myself dragging the footpegs sooner than expected.

Reaching the mountain pass, we were greeted by dark clouds and steady winds, and soon we were riding in cold rain. Damn. The same thing happened during the Scrambler 1200 street ride in Portugal, but at least this time I was wearing waterproof apparel. Our planned ride to the top of Mount Palomar was scrubbed because it was socked in with fog and getting covered in snow. After an extended coffee break to dry out and warm up, we retreated to Borrego Springs for a hot shower and lunch.

In the afternoon, we charged back up S22 for photos, which gave me an opportunity to ride the XE. Its wider handlebar opens the cockpit, a configuration that better suits my simian arms, and the taller suspension adds valuable cornering clearance. The additional suspension stroke results in more squat under acceleration and more dive under hard braking, but the chassis pitch is smooth and predictable. The Brembo Stylema calipers – some of the best binders in the biz – ratcheted up power and feedback at the front lever.

Dry, warmer roads allowed us to push the Scramblers harder in the afternoon than we did in the morning. The pleasantly lumpy Twin provided reliable grunt at nearly any rpm, and gear changes felt as light and smooth as buttercream thanks to the slip/assist clutch.

Let’s Scramble! | Triumph Scrambler 1200

After dinner at Carlee’s, an old-school dive bar and grill in the heart of Borrego Springs, we awoke the next morning to bluebird skies. The ride leader for my group on both days was none other than Jeff “Six Time” Stanton, who won six AMA 250cc motocross and supercross championships between 1989-1992. He now runs Jeff Stanton Adventures, a Michigan-based ADV training and touring company that uses Triumph Tigers and Scramblers. During the pre-ride briefing before our off-road ride on Day 2, he assured us that the route would be a walk in the park, which for a middling off-road rider like me meant it would be challenging. We were in the desert, which meant sand. Lots and lots of sand.

Within a few minutes of leaving the hotel, we turned off the pavement and onto a sandy track. We paused briefly to switch over to off-road riding modes. I was on the XE and selected Off-Road, which turns off rear ABS and reduces traction control intervention. In the soft stuff, the TC light kept flashing and killing my drive. After struggling for about a mile, I stopped and realized I was still in Road mode. On the Scrambler 1200s, the mode button must be cycled to select the desired mode, and then the menu joystick must be pressed to confirm the change. I had overlooked that second step. Frustrated as I was by the TC intervention, I selected (and confirmed) Off-Road Pro mode (all nannies off, game on) and pinned it.

In no time, I was up on the pegs, elbows out, gassing my way down sandy two-track and wide-open washes doing my best impression of Malcolm Smith, and having the time of my life. Sand is one of those surfaces that, if you can accept it rather than fight it and embrace the “gas on, brain off” riding style, brings special rewards. Keeping a light grip on the handlebar and bodyweight to the rear, letting the front tire float and find its way, and steering by weighting the pegs allows the bike to glide over the sand. At just over 500 lb wet, the Scrambler 1200 XE is more than twice the weight of dirtbikes that typically ply sandy trails, but with enough speed, it becomes a true desert sled.

After the sandy washes of Anza-Borrego Desert State Park, we entered the Ocotillo Wells OHV area and chased each other across sandy plains through Devil’s Slide, up and down steep hills and ridges near Shell Reef, and north through a rocky, hilly landscape to the Badlands. After working our way through the Arroyo Salado sand wash, we entered the tight, narrow, winding Tierra Del Sol canyon, which wasn’t much wider than the deeply rutted two-track trail at the bottom. We carved our way along the ruts like following a narrow bobsled chute, keeping our speed up to avoid getting bogged down in the sand.

By that time, we’d been riding for a few hours, and I was getting fatigued. A last-second twitch of the bars to dodge a big, embedded stone put me on a collision course with another one. I took a low-speed digger into the sand, which was a relief because it gave me a chance to catch my breath. Right behind me was Fred Britton, lead instructor at Jeff Stanton Adventures, who had been on my six riding a 650-lb Triumph Tiger 1200 Rally Explorer, making it look easy. He helped me pick up the fallen XE and encouraged me by saying “You’re doing great!”

After climbing back on the XE and climbing out of the canyon, we did photo passes on a jeep hill with sandy approaches. During all photo stops, we did passes on both the X and the XE, which provided an opportunity for quick back-to-back comparisons. Launching them off a jump gave me more appreciation for the additional suspension on the XE to absorb big hits and landings, but I also liked the extra steering leverage of its wider handlebar.

Which is Better? | Triumph Scrambler 1200

After the morning’s off-road ride, our big group crowded around a long table in a dark, dingy back room at Alamo Mexican Restaurant in Salton City for lunch. Over stale chips and watery salsa, everyone talked loudly and excitedly about the ride, the route, the challenges, the fun, and how well the Scrambler 1200s performed. While most preferred the XE for the off-road portion of the ride, some appreciated its more compact feel and lower center of gravity.

Based purely on the riding experience, I’d pick the XE over the X. Its larger size better suits my large frame, and its additional cornering clearance on the street and extra suspension stroke in the dirt are big bonuses. Its top-shelf brakes, Off-Road Pro mode, and up-spec full TFT display also make it more desirable. But for those who spend most of their time on pavement and wants or needs the lower seat height, then the X will better fit their needs – and they’ll save $1,700.

Regardless of model, what I’ve loved about the Scrambler 1200 platform since it was first unveiled in 2018 is its drop-dead gorgeous styling. With its high pipes, round headlight, sculpted tank, bench seat, and spoked wheels, it has the undeniable magnetism of a classic. But hidden beneath the surface is a full-on adventure bike equipped with the latest tech. Without the physical and visual bulk of the bodywork that most Transformer-like ADVs have, the Scrambler 1200 looks and feels lighter while also conveying a carefree spirit.

2024 Scrambler 1200 X (Scrambler 1200 XE) Specs

• Base Price: $13,595 ($15,295)
• Website: TriumphMotorcycles.com
• Warranty: 2 yrs., unltd. miles
• Engine Type: Liquid-cooled, transverse parallel-Twin, SOHC w/ 4 valves per cyl.
• Displacement: 1,200cc
• Bore x Stroke: 97.6 x 80mm
• Horsepower: 89 hp @ 7,000 rpm (factory claim)
• Torque: 81 lb-ft @ 4,250 rpm (factory claim)
• Transmission: 6-speed, cable-actuated slip/assist wet clutch
• Final Drive: Chain
• Wheelbase: 60.0 in. (61.8 in.)
• Rake/Trail: 26.2 degrees/4.9 in. (26.9 degrees/5.1 in.)
• Seat Height: 32.3 in. (34.25 in.)
• Wet Weight: 503 lb (507 lb)
• Fuel Capacity: 4.0 gal.

The post 2024 Triumph Scrambler 1200 X/XE Review | First Ride appeared first on Rider Magazine.

Paul Yaffe of Bagger Nation has recently revealed his latest creation: the BMW R 18 One Eight “C” built on a BMW R 18 Transcontinental. This custom incorporates hot-rod appeal while remaining as authentically BMW as possible and joins Yaffe’s extensive list of customized bikes. 

Yaffe is well-known to the custom motorcycle world. His bikes show up across the globe at various bike shows, rallies, and events, and he’s been awarded recognitions such as three “World’s Most Beautiful Motorcycle” awards from the Oakland Roadster Show and two “Builder of Year” and three “Trendsetter of the Year” awards from Easyriders Magazine. He was also inducted into the Sturgis Hall of Fame in 2015. 

To get accustomed with the BMW R 18 Transcontinental, Yaffe rode more than 6,000 miles on one before getting started with the project. The BMW R 18 Transcontinental was introduced for 2022 as a luxury touring version of the company’s R 18 cruiser platform. It features the same 1,802cc “Big Boxer” opposed Twin as other R 18 iterations. The Transcontinental comes with a handlebar-mounted fairing, a passenger seat, locking hard saddlebags, and a top trunk with integrated passenger backrest – everything needed for racking up miles on cross-country trips.  

Related: 2022 BMW R 18 Transcontinental | Road Test Review 

Yaffe’s goal with this custom was to create a big-wheel bagger that retained as many original BMW parts as possible. The eye-catching 26 x 5.5-inch front wheel was commissioned and cut from solid aluminum, and the 180mm front tire is handmade. To accommodate the large front wheel, the frame was stretched and raked. 

The R 18’s batwing-style fairing was cut into several pieces and restructured, and the steel front fender was made from scratch. The bike also features a chin spoiler that conceals the radiator and closes the gap between the fairing and the fuel tank. Also included is a set of Yaffe Monkey Bars. 

In keeping with Yaffe’s goal to keep as many BMW components on the bike as possible, his team retained the saddlebag lids, latches, and speakers but included a new set of “skins” that create a stretched look. The team also extended the original rear fender by crafting a second R 18 fender. 

Yaffe kept the original R 18 taillights and fitted them into handmade filler panels. He also included a spot for a license plate in the fender and stretched the side covers to cover more area and flow toward the saddlebags. 

The R 18 One Eight “C” features air suspension with a Yaffe-designed air tank and distribution system. A frame under the saddlebags accommodates components of the air suspension. The team’s goal with the side pipes was to “preserve the distinct BMW feel” of the build. They kept the classic Boxer head pipes, removed the catalytic converters from the head pipes, and installed a perforated high-flow baffle system. They also included a three-step muffler system and a wide-open megaphone for a classic hot-rod sound. 

The focus on the bike’s cosmetics was centered on elegance and simplicity. “We went to work perfecting all the fabricated body panels and smoothing everything to a glass-like finish,” said the Bagger Nation team. Painter Hector Martinez applied the gloss black paint for a timeless look, and Guys Upholstery created the oxblood red saddle and the dash console. Martinez matched the front calipers’ color to the saddle. 

The BMW R 18 One Eight “C” will debut at the Motor Bike Expo in Verona, Italy, the weekend of January 19-21, 2024. 

The post Paul Yaffe Creates Custom BMW R 18 One Eight “C”  appeared first on Rider Magazine.

Backcountry Discovery Routes has released news on an upcoming film about its new Northern California Backcountry Discovery Route (CABDR-North). The film is scheduled to premiere on Feb. 17 at the Sofia Performing Arts Center in Sacramento, California, before a three-month tour.

The adventure motorcycling non-profit Backcountry Discover Routes works to responsibly create adventure and dual-sport motorcycling routes. The company’s recent Economic Impact Study white paper shows that BDR has brought in $60 million to BDR-related areas and small communities during 2023.

Related: Backcountry Discovery Routes Announces Economic Impact of BDR Routes

Upon the film’s premiere, the company will release free GPS tracks, a digital map, FAQs, and travel resources on the BDR website, and a waterproof map of the route can be purchased on the online store.

Related: Riding South Dakota’s Black Hills BDR-X

For more information on the film and the CABDR-North route, read the press release below, and find the film’s trailer at the bottom.

The adventure motorcycling non-profit Backcountry Discovery Routes (BDR) has just released the trailer for their upcoming Northern California Backcountry Discovery Route (CABDR-North) Expedition documentary film. The feature-length film premieres on Feb. 17 at the Sofia Performing Arts Center (Sutter Theatre) in Sacramento, California, kicking off a three-month tour with over 80 film screenings planned at motorcycle dealerships and clubs across the country.

The CABDR-North represents the organization’s 13th route for adventure and dual-sport motorcycle travel, with free GPS tracks, travel resources, and BDR Motorcycle Map scheduled to accompany the film’s debut.

Motorcycle dealerships and clubs interested in hosting an CABDR-North film screening can reserve their tour date on the BDR website.

Riders looking to help BDR continue on its mission of creating and preserving ADV riding opportunities should consider joining the BDR Annual Supporter Program featuring exclusive BDR swag and industry discounts from over 40 adventure brands.

About the Northern California Backcountry Discovery Route & Film

The Northern California Backcountry Discovery Route expedition film features members of the BDR team and special guests from both BMW Motorrad USA and Zero Motorcycles as they take a first run on the all-new route, immersing themselves in Northern California’s captivating blend of landscapes, terrain, and history.

Starting in Mammoth Lakes, California, atop Minaret Vista, the 940-mile route traverses the Great Sierra Nevada Range’s conifer forests, mountain meadows, and gentle slopes, concluding in the high desert of the Modoc Plateau just north of Alturas, California, at the Oregon border. Riders enjoy blissful forested two-tracks, tackle rugged canyon, and mountain roads and ascend peaks to fire lookouts with unparalleled, 360-degree views.

Highlights of the route include quaint towns nestled in the High Sierra’s folds, with their historic inns dating back to the 1880s. Beyond the thrill of the twisty roads and scenic vistas, riders can delve into California history, discover relics of mining towns, and witness geological wonders.

The route caters to riders of varying skill levels and offers optional challenging sections, plus three expert segments.

“California.… The mere utterance of the word evokes a vision and emotion expressed in countless song and prose dedicated to a place called ‘California,’” said Ron West, Northern California BDR Route architect and BDR board member. “The birthplace of Disneyland is also nothing short of a Magic Kingdom for the adventure rider. This route, born of countless scouting trips over the last five years, captures the essence of a remote and beautiful Northern California, one that may be difficult for the casual tourist to comprehend. But we found it! Just as adventurers before you from California’s earliest days seeking gold or a new beginning, so can you find your adventure by simply downloading and following the tracks laid before you. Eureka!”

Route Release & Film Tour

The Official Film Premiere of the CABDR-North documentary will be on Saturday, Feb. 17 at 5 p.m. PST at the Sofia Performing Arts Center (Sutter Theatre) in Sacramento, California, featuring representatives from BDR, BMW Motorrad USA, Zero Motorcycles, and select industry partners and journalists.

Free GPS tracks, digital map, FAQs, and travel resources will be released on February 17th at 12 noon PST on the BDR website. The waterproof CABDR-North motorcycle map will be available for purchase at the BDR Online Store.

For those in Southern California, BDR is hosting a film screening and a mini-ADV Expo event on March 16 in the Los Angeles Arts District, at Bike Shed, a 30,000 square foot moto-venue, with a bar and restaurant, multi-brand retail space, barbershop, tattoo studio, and gallery space. During the day, the event is open to the public for free from 12 p.m. to 5 p.m., featuring representatives from major ADV brands and BDR industry partners, as well as OEM demo rides. The film screening will take place from 6 p.m. to 8 p.m. in the gallery space with admission tickets sold on the BDR website.

Every year, nearly 100 motorcycle dealerships and clubs across the country host screenings of the BDR organization’s newest film. Check the Film Tour page for a schedule of upcoming CABDR-North premieres and join your fellow adventure enthusiasts for an exciting evening of adventure motorcycle film entertainment.

Dealerships and/or clubs interested in hosting a film screening can get more information and reserve their screening date on the BDR Dealership Page.

Route Sponsors

BDR partnerships with major industry brands made this project possible.

BMW Motorrad USA is presenting their third BDR route, with the Lead Motorcycle Instructor from the BMW U.S. Rider Academy (in Greer, South Carolina) joining the CABDR-North filming expedition.

“Now, with first-hand experience of riding a BMW GS on a BDR, I have insights that will help us better prepare students who are training for a BDR ride,” said Richie Few, led motorcycle instructor at the BMW U.S. Rider Academy. “If you dream about taking your motorcycle off the beaten path or riding a BDR, join us in South Carolina and take a class at the BMW U.S. Rider Academy. Together, we can help make that dream a reality.”

Zero Motorcycles underscored their commitment to advancing the possibilities of electric adventure riding in the backcountry by providing two DSR/X motorcycles, their pioneering electric ADV model, to be tested on the route.

“For me, the Northern California BDR expedition is rooted deep,” said Trevor Doniak, chief prototype and test rider for Zero Motorcycles. “From participating in the development of the DSR/X at Zero in Santa Cruz to my personal upbringing in Northern California, this was an experience of a lifetime. The NorCal BDR will not disappoint! I’ve been riding motorcycles since I was 4 years old and love every aspect of riding. The Northern California BDR fulfilled me 10X from a motorcycle rider’s perspective.”

Edelweiss Bike Travel, Austria-based premier world-wide motorcycle tour company, has been a BDR industry supporter for many years.

Outback Motortek, producer of quality protection and multifunctional luggage systems (used by BDR recently in their Ducati DesertX build) has deep roots in metal fabrication going as far back as the early 80’s.

Northern California Backcountry Discovery Route Industry Partners

Special thanks to BDR community members and partners including:

Touratech-USA, KLIM Technical Riding Gear, Mosko Moto, Motoz Tires, SENA, Alpinestars, Colorado Motorcycle Adventures, Gaia GPS, Rev’It!, Austin Moto Adventures, Cyclops Adventure Sports, Moto Camp Nerd, West 38 Moto, Rever, Wolfman Luggage/Threadworks, Black Dog Cycle Works, Doubletake Mirror, ADVMoto Magazine, Upshift Online, and BMW MOA.

The post Northern California Backcountry Discovery Route Expedition Film appeared first on Rider Magazine.

In my career, my police motor slammed the pavement exactly five times when deploying the kickstand and dismounting the bike. And yes, it was on par with that dream we’ve all had where you show up at school with no pants and all the kids laugh at you. Exceedingly embarrassing for sure, but thankfully I’m still alive and riding because every single time I dropped my bike, I was following the Golden Rule: “Always and forever mount and dismount your motor from the high side.”

That’s right, folks. It turns out there’s a correct side of the motorcycle to get on and off from, and it isn’t the side most of you use. Sounds ridiculous, right?

Now, I know you’ve successfully accomplished the task of resting your motorcycle on its kickstand thousands of times. Heck, you’re almost psychic when it comes to surface appraisal and road camber when you boot that stand out. In fact, you’re probably cursing me in your head, arguing that which side you mount or dismount from ultimately depends on where you park your bike or which hand is holding your Milk Duds. But in motor school, I learned the best way to get on and off a motorcycle: from the “high side.” 

Perhaps it’s obvious, but in case I lost you, allow me to explain. For the most part, kickstands are deployed from the left side of the motorcycle. If you put your motorcycle on its kickstand, the bike will settle, or lean, to the left. Therefore, if you were to stand directly behind the bike, the “high” side is the right side of the bike, or the side where your throttle and front brake lever are located. Since the bike is leaned over on the stand, the seat is higher on the right side. Make sense?

Keep in mind that all vehicles in the United States travel on the right side of the road, with opposing traffic on the left. Now, let’s imagine you are riding along and need to get that super tight blue sweatshirt that you love to show off out of your saddlebag. You pull to the side of the road, kick your stand down, and start getting off the bike. But on this particularly cruel day, your bike begins to roll off its kickstand, resulting in the bike falling to the left – or “low” side – and toward traffic. 

Adding chaos to the scenario, it turns out your right leg is the one with a wonky ACL and two meniscus surgeries, so you decided to plant your left foot on the ground and started your dismount on the left (low) side of your bike as it began to fall. Regrettably, your bike starts falling directly onto your one good leg, potentially knocking you into oncoming traffic as it wraps you up and takes you down with it. Not great.

Now let’s put on our mirrored rainbow glasses and imagine you dismounted from the “high” side as your motorcycle started to fall off the kickstand. Not only will you look fabulous, but your right leg will remain planted so your left leg can gracefully swing over the seat like a gazelle’s, safely clearing you from the bike as it ponders what parts and pieces to destroy as it slams to the pavement. Embarrassing and costly? Absolutely, but pretty low risk to you physically.

The good news is this technique pays dividends not just when parked on the road but also in parking lots, your driveway, or anywhere else you throw that kickstand down. I can’t promise that your buddies won’t find some other reason to make fun of you, but like I’ve said a thousand times, you bring that crap on yourself.  

So, from now on, follow my little parking ritual: Shut off the bike, put it in 1st gear, deploy the kickstand, turn the handlebar full‑­lock left, gently ease the bike over onto the kickstand, and step off the high side of the bike. If you need a little assistance with your dismount, grab the front brake and use the handlebar for leverage. And while the process is simple enough, give it a few dry runs in the garage first. Practice makes perfect, though I can’t promise you won’t get weird looks from your friends.

Bonus Motor School Tips

As the late, great Billy Mays used to say, “But wait, there’s more!” Here are a couple more tips to help you out there on the street. 

Curb appeal: If you find yourself in a situation where you need to ride your big heavy bike off a curb, accelerate off rather than tiptoe and duck walk the front wheel off the drop where the lower fairing, oil pan, or pipes could get smashed. I’m not suggesting you channel your inner Daniel J. Canary, the man who invented the wheelie, but ride off like you would accelerate from a typical stop: in a straight line with smooth, assertive throttle (as shown in the photo below). 

And yes, I know firsthand what a great tip this is because I once watched a fellow motor officer gingerly roll his new BMW R 1250 RT‑­P off a tall curb at a DUI checkpoint. After hearing a gut‑­wrenching pile‑­driver concussion, I watched as hot oil spewed out onto the pavement. Oof. 

Brake time: If your bike has been sitting unridden for a while, be sure to work your brake levers and pump up the calipers before you take off. When I first heard this suggestion from an old motor cop, I laughed out loud. But then he walked me over to my bike, gently pushed on my front brake calipers with his boot, and asked me to grab the front brake lever. With a cocky gleam in my eye, I pulled the lever, only to have it bottom out at the throttle grip – the brakes didn’t work at all. Turns out the fluid in your brake calipers can be forced back into the master cylinder if bumped or pushed hard enough, causing the brakes to need some pumping up before they work again.

Find Quinn at Police Motor Training. Send feedback to rider@ridermagazine.com.

See all Motor School with Quinn Redeker articles here.

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The Warm & Safe Dual Remote Control Mounted Heat-Troller provides riders with the ability to power and control two pieces of heated motorcycle gear separately. Remote versions are available, but this item is permanently mounted to the motorcycle for a cleaner interface and superior ergonomics since the controls are fixed in place.  

The overall system consists of the Heat-Troller module, the remote receiver, and two fused wiring harnesses to connect the module and receiver to power. Installation is very straightforward: Simply use one of the fused wiring harnesses to connect the Heat-Troller module to switched power and the other harness to run power from the battery directly to the remote receiver. 

On my BMW R 1250 RT test mule, I mounted the Heat-Troller module underneath a fairing panel. This method of connecting the module to the harness (as opposed to hardwiring it in) allows the fairing panel to be easily removed for service when necessary – an added plus! Finally, a pair of sealed temperature control knobs with LEDs (which are hardwired into the Heat-Troller module) are then affixed in a convenient location, such as the blank panels on my RT’s dash area.  

Once installed, the only visible parts are the two temp control knobs and their corresponding LEDs, which provide visual indication for On, Off, and Polarity for your heated motorcycle gear. The knobs themselves have a tactile detent for On/Off and 300-degree rotation, so the rider can adjust from 3% to 100% power. The system can handle up to 15 amps at 13 volts, which is more than adequate to handle the typical heated jacket liner and glove combo at full blast. The device works from 7-16 volts and features internal resets for overloads and/or shorts.  

On this device, the Heat-Troller module communicates wirelessly with the remote receiver, which is placed inside the jacket liner’s pocket. (The module and receiver arrive already paired up from the factory.) It is the receiver that makes the connection between the motorcycle’s battery and the input connections on the heated motorcycle gear via the power harness. This model has dual outputs, meaning two separate pieces of heated gear can be powered independently. Single output versions are also available. 

I tested the Dual Remote Control Mounted Heat-Troller with a variety of heated motorcycle gear in my collection, including Warm & Safe’s Generation 4 heated jacket liner, an older Warm & Safe Generation 3 liner, an original Gerbing’s liner that’s 20-plus years old, a 10-year-old Gerbing’s Microwire liner, and a selection of gloves from Warm & Safe, Gerbing’s, California Heat, and others. It functioned flawlessly with everything I tested, and the compact receiver was easily stored in the left front pockets of all liners tested. There’s no reason why this Heat-Troller shouldn’t also work with almost any other brand of heated gear. 

The Warm & Safe Dual Remote Control Mounted Heat-Troller has an MSRP of $169.90 and is covered by a three-year warranty.

See all of Rider‘s Parts & Accessories reviews here.

The post Warm and Safe Dual Remote Control Mounted Heat-Troller Review | Gear  appeared first on Rider Magazine.

After breaking in the Alpinestars Bogota Pro Drystar Jacket and Pants at the Husqvarna Norden 901 Expedition press launch in South Africa, I’ve continued wearing it for the past year in Southern California. This two-piece suit is unique in that the rain liner can be worn over the top of the jacket and pants, preventing the need to strip off riding gear to insert inner rain liners whenever I run into a patch of rain, and I no longer have to pack a separate rain suit in my tailbag.

Alpinestars Bogota Pro Drystar Motorcycle Jacket 

The Bogota Pro Drystar Motorcycle Jacket has a lightweight 600-denier main shell construction with a reinforced two-layer 450-denier hard outer shell for enhanced durability with 600-denier woven reinforcements in key areas of the jacket, making it flexible in the right areas and strongest where you most need it.  

I am 5-foot-11 and 180 lb, and the size large fits me well. The jacket comes with adjustment points to provide the best fit. Arm and waist straps can be tightened or loosened, and the sliding neck clasp is a great new feature for what I’d have to say is one of the nicest fitting collars out there. The collar can instantly adjust depending on your movement or if you’re wearing a neck gaiter or balaclava, preventing any neck chaffing. The jacket also has stretch inserts around the armpits for enhanced fit and better range of movement. Pre-curved sleeves that follow the shape of the arm deliver superior range of movement whilst in the riding position.  

The ventilation on the Bogota Pro Drystar jacket is superb with two large panels on the chest chest, two waterproof zips each side of each vent, and Velcro holding the top firmly in place for when you need to keep warm.

The back of the jacket also opens up in the same way and allows the rider to tuck away about 70% of the back of the jacket for maximum air flow. You’ll still get the usual sweaty back as there is a CE Level 2 back protector in there, but air flows through this jacket beautifully. The jacket also comes with Level 2 Nucleon Flex Pro shoulder and elbow armor. There’s also an air vent running from the cuff to above the elbows that can be opened and closed via the waterproof zippers. I’ve ridden across the desert with all vents fully open and there is loads of air flow.  

As for storage on the jacket, a large rear pocket will hold the inner liner rolled up and has a Velcro seal. On the front are four accessible pockets. The outer pocket is clasped with press stands, and there are two pockets accessed via zips directly behind them. There are two internal chest pockets, an internal waterproof document pocket, and two more inner pockets on the liner for your most valuable items.  

Alpinestars Bogota Pro Drystar Motorcycle Pants 

The Bogota Pro Drystar Pant has a ripstop and 450-denier coated hard shell with 600-denier reinforcements for additional durability in key areas. CE Level 2 knee armor and bio flex hip armor are standard.  

The internal rain liner again can be worn both in or over the pants themselves. The liner is attached by a simple press stud loop system around the waist and at the ankles. The pants, like the jacket, have been treated with durable water repellent for additional weather protection. They have two hand pockets that zip closed for security and two wide ventilation panels similar to those on the jacket on the thigh area of the pants. Zips on each side and Velcro across the top secure these in place, and when needed, the panels can be rolled down into the pocket to expose most of the thigh. Opening these panels lets in a nice amount of air while standing but weren’t as effective while sitting.  

The Bogota Pro Drystar Pants have built in suspenders to help keep them up. However, they are a European fit. I have a 34-inch waist, and I needed an XL adjusted in at the waist since the Large was just too tight. The pants and jacket can be zipped together to ensure you get the best wind and rain protection. There is plenty of space for your boots with some calf adjustment and the zipper gussets, and a Velcro cuff at the base of the leg allow for ADV or MX style boots.   

Overall, the Alpinestars Bogota Pro Drystar Motorcycle Jacket and Pants is a comfortable set of three-season gear that’s not at all heavy and offers plenty of movement and protection. You could almost get away with the jacket as a four-season jacket but not the pants. Pricing is $419.95 for the jacket and $299.95 for the pants. The jacket is available in four color options (Ice Gray/Dark Gray/Yellow Fluro, Ventiver Military Olive, Dark Blue/Black/Bright Red, and Black/Black), and the pants are available in two color options (Black/Black and Ice Gray/Dark Gray/Yellow Fluro).  

See all of Rider‘s apparel reviews here.

The post Alpinestars Bogota Pro Drystar Motorcycle Jacket and Pants Review | Gear  appeared first on Rider Magazine.