Vespa has updated its two “small body” scooters – the 2024 Vespa Primavera and the 2024 Vespa Sprint S. Both models get freshened styling while maintaining a classic Vespa character, and both are available with either a gas-powered engine or an electric motor. These two Vespas also come in a wide range of trim levels and colors. 

The Vespa Primavera and Sprint originally emerged in the mid-1960s. In 2013, Vespa brought back the Primavera as a “small body” scooter with a focus on accessibility, urban convenience, and style. The Vespa Sprint was reintroduced in 2014 as the more fun-loving and youthful of the small-body scooters. Both scooters are built on a full steel body and share many components, with the major differences between the two coming in the form of styling touches and color options. 

See all of Rider’s Vespa coverage here. 

Updates for 2024 include new switchgear, new hand grips, and a new front shield. Also new are the wheels, with the Primavera having five spokes and the Sprint S having six. The seat has been updated with new materials. 

Related: The Flight of the Wasps: Touring on Vespa Scooters 

Most of the upgrades to the Vespa Primavera and Sprint S come from the electronics department. A new instrument panel combines an analog speedometer with a 3-inch LCD screen, which shows a tripmeter, fuel consumption, and average and max speed. The LCD instrumentation also permits the rider to connect to a smartphone. Smartphone connectivity comes as standard on the Vespa Primavera Tech and is available as an option on the rest of the models. In the 150cc version, the Vespa Primavera Tech options package adds a 5-inch TFT display that can show phone calls, messages, and music information once connected to a smartphone. Also new is an LED headlight, taillight, and indicators on all models. 

Both the Vespa Primavera and the Vespa Sprint S are available with either a combustion engine or an electric motor. The combustion engine versions are available in either a 50cc or 150cc displacement with an air-cooled 4-stroke engine with three valves and electronic fuel injection. The electric option includes the Primavera Tech equipment package, which adds smartphone connectivity, a keyless system, and a 5-inch TFT display. Vespa hasn’t yet released full specifications on the electric powertrain. 

Related: Piaggio Group Opens New MotoPlex in Atlanta 

In line with the theme of youthful energy, these Vespas will be available in a wide range of color options. The Primavera comes with chrome finishings and is available in Bianco Innocente, Nero Convinto, Verde Amabile, Arancio Impulsivo, or Blu Enérgico. The Primavera S trim includes a different seat, finishings, and graphics and is available in Beige Avvolgente, Nero Convinto Opaco, or Giallo Curioso. The Primavera Tech option comes in Blu Energic Opaco or Grigio Entusiasta. 

The Vespa Sprint S is available in Bianco Innocente, Nero Convinto Opaco, Verde Ambizioso, Rosso Coraggioso, or Blu Eclettico. 

Pricing for the U.S. has not yet been announced. Visit the Vespa website for more information. 

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

The post 2024 Vespa Primavera and Sprint S Review | First Look  appeared first on Rider Magazine.

Thirty years ago, Italian designer Massimo Tamburini created the Ducati 916, which became an iconic milestone in Ducati’s history and paved the way for future Ducati sportbikes. In celebration of the 30th anniversary of the 916, the company is offering a 2024 Ducati Panigale V4 SP2 30th Anniversario 916 limited to only 500 units and dressed in a special livery inspired by the bike that Carl Fogarty rode to victory in the Superbike World Championship in 1999. 

The 30th anniversary bike will feature all of the top-of-the-range components of the Panigale V4 SP2, including the liquid-cooled 1,103cc Desmosedici Stradale 90-degree V4 Producing a claimed 210 hp at 12,500 rpm and 90.6 lb-ft of torque at 11,000 rpm. 

Related: 2024 Ducati Hypermotard 698 Mono Review | First Look 

Separating the 30th Anniversario 916 version from the standard Panigale V4 SP2 are a number of details, including the striking livery. The tricolor fairing and white numberplate are inspired by the 916 from the 1999 Superbike World Championship. The tank cover features a laurel logo as it was on the 916, and the logo on the fairing is also borrowed from the 916 but with a modern twist that creates a 3D-like effect. 

A limited run and top-range motorcycle like this deserves nothing but the best, and that’s just what Ducati has given it. It features a billet aluminum racing fuel tank cap, air ducts for cooling the front brakes, wings with a double-profile design, and a carbon-fiber fender. The carbon-fiber 5-spoke wheels reduce weight by 3 lb compared to the wheels of the V4 S and 7.5 lb compared to those of the Panigale V4. 

Carrying over from the Panigale V4 SP2 are two 330mm front brake discs paired with Brembo Stylema 4-piston monoblock calipers with Bosch Cornering ABS EVO and a Brembo MCS 19.21 master cylinder with a remote adjuster. Also from the Panigale V4 SP2 is the Öhlins NPX25/30 43mm fork with electronic compression and rebound damping adjustment, and well as an Öhlins TTX36 rear suspension unit with electronic compression and rebound damping adjustment. The 17-inch wheels are shod in Pirelli Diablo Supercorsa SP tires. 

See all of Rider’s Ducati coverage here. 

The Panigale V4 SP2 30th Anniversario 916 weighs in at 381 lb, according to Ducati, and has a seat height of 33.5 inches. The wheelbase is 57.8 inches with a 24.5-degree rake and 3.94-inches of trail. Fuel capacity is 4.5 gallons. 

The billet aluminum footpegs are adjustable to fit the rider. The Ducati Quick Shift Up & Down comes as standard equipment and can be set up with either a traditional gearbox or with a racing pattern. Also included in the package is the Ducati Data Analyzer+ system, which tracks and monitors the rider’s performance. 

The Panigale V4 SP2 30th Anniversario 916 comes with a track-ready kit that includes billet aluminum caps for removing the mirrors, a removal kit for the license plate holder, and an open carbon clutch cover. This bike is available in a single-seat configuration only. A billet aluminum steering plate features a laser engraving of the model name and number, and it comes with a certificate of authenticity and a bike cover. 

The 2024 Ducati Panigale V4 SP2 30th Anniversario 916, limited to 500 units, will have an MSRP of $45,995 and arrive in dealerships in March 2024. 

For more information, visit the Ducati website. 

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

The post 2024 Ducati Panigale V4 SP2 30th Anniversario 916 Review | First Look  appeared first on Rider Magazine.

You can drink a Tecate in Tecate, you can take a bath in Bath, and you can wear a fez in Fez. One of most intriguing eponymous pairings a moto-loving person can imagine is riding a Royal Enfield Himalayan in the Himalayas. The popular adventure bike has gotten a complete makeover for 2024. The question is: Can the new version bring the Himalayan into the technological present and still retain the character and charisma of the original?

Royal Enfield, the oldest global motorcycle brand in continuous production, launched the Himalayan in 2016, but we didn’t get our first ride on one until 2018.

Powered by an air-cooled 411cc Single, it has been a favorite of riders seeking a simple, versatile, and affordable motorcycle. Royal Enfield is a decidedly and intentionally retro manufacturer, so the company was meticulous, even plodding, in its development of an upgraded Himalayan. But the wait is over.

Related: BMW G 310 GS vs. Kawasaki Versys-X 300 vs. Royal Enfield Himalayan Comparison Review

Royal Enfield Himalayan: What’s New

It is not hyperbole to say that everything about the 2024 Himalayan is new. Starting at the heart, the air-cooled 411cc Single has been replaced with a liquid-cooled 452cc Single with DOHC and 4 valves. The claimed 39.5 hp (up from a barely adequate 24) is reached at 8,000 rpm, and 29.5 lb-ft of torque (up from 24) arrives at 5,500 rpm. The new Himalayan’s entire power curve surpasses that of its predecessor, and the engine revs out farther.

The forward-canted cylinder is a visual and technological departure from the previous model’s vertical air-cooled powerplant. The engine is now a stressed member of the frame, and a new gearbox has six speeds instead of five and is part of the unit-construction, semi-dry sump engine case. Located under the fuel tank is a new airbox that provides a pleasing intake growl. Exhaust gasses run through an under-frame catalytic converter that also muffles sound, which allows for an attractively short silencer.

Related: 2023 Royal Enfield Super Meteor 650 Review | First Ride

Suspension and braking changes are just as substantial as those to the engine. The previous conventional 41mm fork has been replaced with a Showa cartridge-type inverted fork with 43mm tubes, and the rear shock is now a linkage type with adjustable preload. Suspension travel is 7.9 inches front and rear, keeping front travel the same but bumping up from 7.1 inches of previous rear travel.

As before, the Himalayan rolls on spoked wheels with tube-type rims, 21-inch front (90/90-21) and 17-inch rear (140/80-17). Royal Enfield reps said certain up-spec models will be offered with tubeless spoked wheels, but details have not yet been finalized. There are still single disc brakes front and rear, but the 2-piston front caliper now squeezes a 320mm disc (up from 300) and the 1-piston rear caliper squeezes a 270mm disc (up from 240). ABS is standard and can be disabled at the rear wheel for off-road duty.

Front and center, the Himalayan has a new 4-inch TFT display that combines a multitude of innovative and modern features in a retro-style round gauge. It offers Bluetooth connectivity to a rider’s smartphone for music and navigation. The latter is powered by Google Maps and is the first of its kind for the display type and shape. On-the-fly toggling between screens is actuated by an easily accessible hand control. The Himalayan features LED lighting all around, and the tail lighting is innovatively integrated into both rear turnsignals. A USB-C port keeps a smartphone charged.

The overall aesthetic of the bike was crafted to retain core design elements of the original while projecting a more modern look. The midsection is narrower, and the bike has a lower center of gravity. There is an easily adjustable dual-height seat (32.5/33.3 inches; an optional low seat adjusts from 31.7 to 32.5 inches), and a beefier handlebar is adjustable fore and aft in two positions.

The new model’s wheelbase is just over 2 inches longer than the original at 59.5 inches, and ground clearance is right at 9 inches. The redesigned fuel tank holds 4.5 gallons (up from 4.0), and Royal Enfield claims a range of more than 280 miles, which translates to about 62 mpg. The Himalayan is available in five colors inspired by its namesake region: Hanle Black, Kamet White, Kaza Brown, Slate Poppy Blue, and Slate Himalayan Salt.

No adventure bike is complete without a few farkles, and the Himalayan accessory list includes handguards; a taller windscreen; touring mirrors; protectors for the engine, radiator, and headlight; aluminum panniers and top box; and a rally kit that includes a rally-style seat and tailsection and a higher aluminum exhaust can.

Related: 2023 Royal Enfield Hunter 350 Review | First Ride

Royal Enfield Himalayan: Riding Impressions

Before I get into the nitty gritty, you must understand that riding in northern India is like a schizophrenic dance. When traffic is light and the tarmac is intact, it is a sweeping and graceful waltz. The ballroom is stunning in the shadows of the towering Himalayas. At other times, the dance is a frenetic mosh pit of activity with the soundtrack of blaring horns. Colorfully adorned and bedazzled commercial trucks use the tarmac dance floor in any lane they choose. Small-displacement motorcycles and scooters weave and maneuver, carrying passengers and payloads in clear excess of their design limits. Cows wander and sometimes sleep in the road as if they are fully aware of their spiritual significance in Indian culture. The “dance floor” is a constantly changing platform that varies from intact to fractured to nonexistent with no warning at all. This is exactly the dance for which the new Himalayan is designed.

Related: An India Motorcycle Trip from Head to Toe

After a briefing on how to handle riding in the region, our test ride took us up into the mountains on a crisp late October morning. The Himalayan proved to be an easy bike to adjust to. The controls are user-friendly, the shifting is precise, and response from the new throttle-by-wire is smooth and controllable. Braking, while not exemplary, was predictable, and the ABS performed well. Predictability was particularly important as I negotiated the ever-changing conditions of the northern Indian roadways.

The work that Royal Enfield engineers put into the new model’s ergonomics is obvious. The seating position is natural and neutral with a comfortable reach to the bar, and there is ample leg room to the footpegs. What impressed me most about the new ergos is how comfortable the bike feels in a standing position. I’m 6-foot-3 with a 34-inch inseam, and some smaller bikes force me into a semi-crouch when standing. As the conditions constantly changed on our ride, it was easy to shift around on the bike and stand over its narrow midsection.

Climbing to more than 10,000 feet in elevation, it was crucial to keep the 40-hp Single in the appropriate gear. Exiting a corner in a rev range that was even slightly too low required quick downshifting to find acceleration. To that end, the new slip/assist clutch made gear changes nearly seamless. When in the right gear, the engine performed remarkably well. I wonder what kind of performance boost the engine would realize at sea level.

Gear Up

• Helmet: Alpinestars Supertech M10 Flood
• Jacket: Alpinestars Ardent 3-in-1
• Gloves: Alpinestars Bogota Drystar XF
• Pants: Rev’It!
• Boots: Alpinestars RT-7 Drystar Boot

The Himalayan is a very competent bike on pavement. The chassis is notably stiff in its new configuration with the engine as a stressed member. Cornering on the serpentine sections of Himalayan tarmac proved to be stable and confidence inspiring. I repeatedly dragged the pegs and felt comfortable doing so. Wind protection from the small screen was adequate, keeping some of the blast off my torso. However, I would opt for the accessory tall windscreen for touring.

On our way into the mountains, I got intermittent hints about how the bike would handle off-road. There were many sections where the ravages of the Himalayan environment had washed away the pavement, leaving dusty and rocky stretches. I often encountered these sections at high speeds, and the bike handled the changes in footing admirably. In the villages, the bike’s predictability was crucial as I negotiated that aforementioned dance – braking, weaving, and accelerating through the traffic frenzy.

After several hours of riding into the mountains, we were given the opportunity to hit the dirt. The conditions offered up sandy and rocky sections as well as some heavily rutted inclines. The updated suspension, stout frame, and 21-inch front wheel negotiated these conditions well. The front suspension felt more sorted than the rear, but I bottomed out the rear shock only once. Cranking up the rear preload a bit would have helped. The off-road capability of the bike is enhanced by the overall light feel and relaxed ergos. It felt stable and planted in the dirt even on the road-biased tires.

Later in the day, I had the chance to ride some icy declines and limited water sections. Again, the Himalayan was up to the task. I felt fully in control of the bike on the slick sections, and switching off rear ABS negated any unsettling freewheeling sensation from the rear brake. All in all, the new Himalayan handled everything admirably. The bike was stable at speed on the tarmac, predictable in the dirt, and controllable on dodgy surfaces. What else can you ask of a lightweight ADV?

If adventure bikes are the Swiss Army knives of the motorcycling world, then the light, versatile Himalayan resides comfortably in that pocket. The new model is a marked upgrade from its already popular predecessor. This is not a bike intended to wow your riding buddies with power numbers or cutting-edge technology. Rather, it’s a reliable, comfortable, competent all-around motorcycle available at a reasonable price (U.S. pricing is not yet available, but it shouldn’t be drastically higher than the $5,449 base price of the 2023 model). If the Himalayan can handle the extremity of the conditions in the region after which it is named, it should continue to be a popular choice worldwide.

The answer to the question posed earlier is a resounding “yes” – the new Himalayan brings the model into the present and still emits its fair share of character and charisma.

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

2024 Royal Enfield Himalayan Specifications

• Base Price: N/A
• Website: RoyalEnfield.com
• Warranty: 3 yrs., unltd. miles w/ roadside assistance
• Engine Type: Liquid-cooled Single, DOHC w/ 4 valves
• Displacement: 452cc
• Bore x Stroke: 84 × 81.5mm
• Horsepower: 39.5 @ 8,000 rpm (factory claim)
• Torque: 29.5 lb-ft @ 5,500 rpm (factory claim)
• Transmission: 6-speed, cable-actuated slip/assist wet clutch
• Final Drive: Chain
• Wheelbase: 59.4 in.
• Rake/Trail: 26.5 degrees/5.0 in.
• Seat Height: 32.5/33.3 in.
• Wet Weight: 432 lb (factory claim w/ 90% fuel)
• Fuel Capacity: 4.5 gal.
• Fuel Consumption: 62 mpg (estimate)
• Range: 280+ miles (factory claim)

The post 2024 Royal Enfield Himalayan Review | First Ride appeared first on Rider Magazine.

For 2024, the Moto Guzzi V85 range has been totally revamped to include a new model: the V85 Strada, which Moto Guzzi says “embraces the core values of the V85, including lightness, practicality, and simplicity, and takes them to new heights.” Returning are the V85 TT and V85 TT Travel. All three models feature new variable valve timing, along with other performance upgrades and styling and comfort updates.  

All models in the new V85 range are powered by an air-cooled, 90-degree 853cc transverse V-Twin with 2 valves per cylinder. However, thanks to the adoption of variable valve timing, a technical solution that optimizes valve lift depending on engine speeds, Moto Guzzi says the new engine offers an increase in power from 76 hp in the previous generation to 80 hp at 7,750 rpm and improved torque, noticeable as early as 3,000 rpm and extending across the entire torque curve, with a peak of 61 lb-ft at 5,100 rpm. (compared with a peak of 60.4 lb-ft at 5,000 rpm). Another improvement involves the incorporation of knock sensors, which supply essential data to the engine-management ECU, enabling more precise and accurate adjustment of ignition timing.  

All bikes in the V85 range have a 6-speed gearbox, a single 52mm throttle body, and multimap throttle-by-wire. Suspension is provided by an 41mm inverted fork and rear monoshock, both adjustable for rebound and preload, with the preload on the V85 TT and V85 TT Travel monoshock now being adjustable via a convenient handwheel. Travel is 6.7 inches front and back. Seat height is 32.7 in, ground clearance is 8.3 inches, and with a 6-gal fuel tank, the bikes come in with curb weights (all fluids and 90% fuel) of 498 lb for the V85 Strada, 507 lb for the V85 TT, and 536 lb for the V85 TT Travel. 

Related: 2020 Moto Guzzi V85 TT | Road Test Review 

The electronic equipment on the V85 range is also expanded, featuring the incorporation of a 6-axis IMU (available as an accessory on the V85 Strada) that processes various inputs and sends the data to the ECU to enable the functionality of the Cornering ABS. The ABS system operates in conjunction with a braking setup comprising Brembo dual 4-piston calipers, metal-braided brake lines, and 320mm discs up front and a 2-piston floating caliper and 260mm disc in the back. 

All bikes have three ride modes – Road, Sport, and Rain – that manage MGCT traction control, ABS, and throttle response, with a specialized Off-Road mode designed exclusively for the V85 TT and V85 TT Travel models and featuring the lowest level of traction control intervention, ABS active only on the front wheel with dedicated calibration (and the possibility of deactivating it on the front wheel as well), smoother throttle response, and increased engine braking. The V85 TT Travel also features a Custom ride mode (available as an accessory on the V85 Strada and V85 TT), which allows full customization of electronic control levels as well as the creation of an additional personalized mode via a dedicated menu. All models in the V85 range are also equipped with cruise control. 

Related: 2020 Moto Guzzi V85 TT Travel | Road Test Review 

Another performance area that Moto Guzzi refined is aerodynamic protection, including a new windscreen with a revised shape, manually adjustable in height to 5 positions for a total range of approximately 2.75 inches and resulting in a claimed reduction in air pressure on the rider of 37% compared to the previous generation. The reduction in air pressure on the rider has also been achieved by wider and more protective handguards (available as an accessory on the V85 Strada) and a newly patented cover at the front of the tank aligned with the ignition lock to diminish airflow toward the rider’s chest and chin.  

The V85 range also features a completely redesigned instrument panel with a new, larger 5-inch TFT color display and new handlebar switches redesigned to provide more straightforward and intuitive access to all functions.  

Other refinements include a headlamp and instrument panel supports that are now molded in diecast aluminum in place of the steel tube trellis of the previous generation, giving the top fairing “a more sporting and dynamic presence,” and a newly introduced aluminum rear grab handle (offered as an accessory for the V85 Strada) for improved passenger comfort and ergonomics. Additionally, the twin cylinders feature new head covers. 

See all of Rider’s Moto Guzzi coverage here.  

2024 Moto Guzzi V85 Strada  

Moto Guzzi said the V85 Strada is the perfect “practical machine,” excelling at city rides and excursions on both urban roads and out of town. Agile and comfortable thanks to its upright riding position, the V85 Strada is characterized by a minimalist, elegant, and distinctive styling, leaving the rear end slim and streamlined, without grab handles, skid plate, and handguards (all available as accessories).  

The V85 Strada also features new aluminum alloy wheels resulting in an 8.8-lb weight reduction,  paired with road-treaded tires. The road-oriented design is further emphasized by the low front fender and the Nero Isola and Grigio Brera colors. Pricing and availability have not been released. 

2024 Moto Guzzi V85 TT  

The V85 TT keeps the adventure going even when the asphalt comes to an end. It’s equipped with wire-spoke wheels that accommodate tubeless tires (19-inch/17-inch front/rear) and a new aluminum skid plate.  

The Moto Guzzi V85 TT has a red painted frame combined with the two-tone Rosso Fuji and Grigio Tambora livery. Pricing and availability have not been released. 

2024 Moto Guzzi V85 TT Travel  

The V85 TT Travel takes touring protection to the next level, boasting a new Touring windshield with aerodynamic shapes, increased height, and 22% more surface area compared to the standard version. Additionally, new side deflectors further enhance wind protection. Moto Guzzi says this results in 50% air pressure reduction on a rider’s helmet compared to the V85 TT. Like the standard windshield, the Touring version is also manually height-adjustable to 5 positions.  

Additional equipment includes the Urban series side cases that can be unlocked using the ignition key and which now feature a new burnished finish, high capacity (37 liters on the right and 27.5 liters on the left), and reduced lateral dimensions.  

Also standard on the V85 TT Travel are heated grips and a heated seat. Completing the special equipment is the Moto Guzzi MIA multimedia platform, which allows a smartphone to be connected to the bike and combines an infotainment system for managing voice assistant, phone calls, and music using intuitive handlebar controls, as well as a navigation feature.  

The Moto Guzzi V85 TT Travel is available in Bronzo Deserto. Pricing and availability have not been released. 

In addition to those already listed, Moto Guzzi offers a wide range of accessories for all three bikes. For more information, visit the Moto Guzzi website. 

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

The post 2024 Moto Guzzi V85 Range Review | First Look appeared first on Rider Magazine.

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. 

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. 

Related: Ducati Multistrada V4 Pikes Peak | First Ride Review 

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. 

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. 

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. 

Related: Ducati DesertX | First Ride Review 

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.  

See all of Rider’s Ducati coverage here. 

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. 

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. 

For more information, visit the Ducati website. 

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

The post 2024 Ducati Hypermotard 698 Mono Review | First Look  appeared first on Rider Magazine.

Following the discontinuation of the Moto Guzzi Stelvio in 2016, the company has announced that it is launching a new version of the adventure bike for 2024.

Named after the famous Alpine pass on the Italian/Swiss border that connects two valleys through 48 legendary hairpin bends, the 2024 Moto Guzzi Stelvio is powered by the engine recently introduced on the V100 Mandello – a liquid-cooled 1,042cc transverse V-Twin with DOHC and 4 valves per cylinder – but the the Stelvio engine distinguishes itself in several respects.

Related: 2022 Moto Guzzi V100 Mandello | First Look Review

The Moto Guzzi V100 Mandello and Stelvio projects started in parallel before following quite different development paths. The Moto Guzzi engine builders received a clear directive right from the start: to craft an engine suitable for a variety of motorcycle types. For instance, the decision to create an oil sump isolated from the crankcase via a reed valve has resulted in minimal expansion of the lower portion of the engine, which enhances the essential ground clearance required for overcoming off-road challenges.

Moto Guzzi reps said that “in general, a huge effort has been made to decrease inertia as much as possible (up to 50% less than the previous 1200 8V engine), decreasing weight and giving better responsiveness.”

A counter-rotating shaft is integrated to reduce reverse torque and enable a reduction in the weight and dimensions of the crankshaft, thereby enhancing both compactness and overall performance. The outer crankcases were designed to have the structural function of reinforcing the frame, with its eight attachment points. The rider footpegs are securely fastened to the crankcases with just a few rubber pads, taking advantage of the engine’s balance to effectively eliminate vibration.

The longitudinal V-Twin makes a claimed 115 hp at 8,700 rpm and 77.4 lb-ft of torque at 6,750 rpm, with 82% available as early as 3,500 rpm and redline at 9,500 rpm. The 2024 Moto Guzzi Stelvio also has a 6-speed gearbox, throttle-by-wire, and a slip/assist clutch. The gearbox has also undergone a redesign, which the company says resulted in even smoother and more seamless gear changes achieved by relocating the cotter from the primary shaft of the gearbox to the clutch, thereby enhancing its damping capacity and overall operation. The cam gear shift was also altered to include optimized swingarm pilot cams, and the performance of the accessory quickshifter has been improved thanks to new electronic operating strategies.

The final cardan driveshaft of the Stelvio has an aluminum single-sided swingarm positioned on the left side. Compared to the one on the V100 Mandello, it has been reinforced to adapt it to off-road use. The minimal output of the driveshaft and the longitudinal extension of the swingarm have reportedly eradicated the initial upward effect upon opening the throttle, eliminating the necessity for reaction rods on the swingarm. One of the distinctive aspects of this system is the inclusion of a solitary universal joint located at the swingarm fulcrum and tilted at a 6-degree angle. This design choice not only maintains a slender central profile for the bike, reducing weight and enhancing ergonomics, but it also features a bevel gear set at an 84-degree angle (in contrast to the 90-degree angle found on other Moto Guzzi models). This arrangement allows the swingarm to accommodate a 170/60 tire fitted on a 4.5-inch tubeless spoked rim (19-inch front/17-inch rear), emphasizing the adventurous spirit of the Moto Guzzi Stelvio.

The suspension system has been exclusively tailored for the Stelvio, with a 46mm Sachs fork and a KYB shock, both adjustable for rebound and preload and offering 6.7 inches of travel front and back. The Brembo braking system incorporates dual 4-piston calipers clamping down on 320mm floating discs at the front and a 2-piston caliper and 280mm disc in the back.

See all of Rider’s Moto Guzzi coverage here.

Aerodynamics have undergone an extensive overhaul with the aim of optimizing air protection and comfort. The windscreen, which is electrically adjustable up to 2.75 inches, is shaped to deflect airflow while avoiding rear air vortices, aided by the presence of the two side deflectors. Moto Guzzi Stelvio also evokes iconic models from its heritage, drawing inspiration from elements such as the louvers present in the underseat sides. Additionally, the radiator’s placement and the concealment of rubber connection hoses from view, alongside the refinement of the electrical system, where the wiring remains completely hidden, all contribute to a clean look.

Moto Guzzi also focused on optimizing weight distribution and lowering the mass via the engine architecture and the 5.5-gallon fuel tank that extends beneath the seat, as well as the layout of the new tubular-steel frame, which uses the engine as a load-bearing element. The frame boasts four front anchor points instead of the two on V100 Mandello, giving a claimed 20% increase in rigidity.

The chassis has a 60-inch wheelbase and a 25.6-degree rake. The 32.7-inch seat height has an active riding position that keeps the back upright and the legs slightly bent, while a wide, adjustable-section aluminum handlebar contributes to off-road control while also providing a more relaxed touring posture.  

When it comes to touring, the Stelvio is the first Moto Guzzi equipped with the PFF Rider Assistance Solution offered as a factory option and built on 4D Imaging Radar technology. The system employs two radar sensors – one above the front headlight assembly and one below the rear headlight assembly – with a wide field of vision and reliable monitoring regardless of lighting and environmental conditions.

The system includes Following Cruise Control (FCC), which utilizes the front radar to adapt the speed based on the vehicle in front; Forward Collision Warning (FCW) to identify potential collisions with vehicles and objects situated in front of the motorcycle; Blind Spot Information System (BLIS), which notifies the rider of vehicles located in the blind spots detected by the rearview mirrors; and Lane Change Assist (LCA), which continuously scans the area up to 98 feet behind and identifies vehicles approaching from the side that could pose a lane-changing hazard.

The system is part of an electronics package that includes the Marelli 11MP control unit and the 6-axis IMU, which analyzes inputs and optimizes the bike’s cornering ABS. There are five ride modes (Tourism, Rain, Street, Sport, and Off-Road) with various presets for three different engine maps, four levels of traction control, three levels of engine braking, and two levels of ABS control. These settings can also be personalized, allowing riders to fine-tune the parameters to match their individual preferences.

Standard equipment includes a full LED lighting system with Daytime Running Lights (DRLs), cornering lights, and a USB port located beside the 5-inch color TFT panel, which offers a range of information, such as fuel level, air and coolant temperature, gear engaged indicator, remaining range, and instantaneous consumption.

Additional accessories include Moto Guzzi MIA, the multimedia platform enabling smartphone connectivity with the instrumentation through Bluetooth. Moto Guzzi MIA combines an infotainment system for managing voice assistant, phone calls, and music using intuitive handlebar controls, as well as a navigation feature.

Other accessories for the Stelvio include luggage, heated seats and grips, crash guards, a centerstand, TPMS, and anti-theft system, and more.

The 2024 Moto Guzzi Stelvio comes in two color variants, both matte: Giallo Savana, which features a dark yellow hue on the front of the tank and on the side panels, or Nero Vulcano, dominated by the black/gray combination with some yellow highlights on the tank and side panels. The Stelvio without the PFF Rider Assistance Solution will be priced starting at $16,390 and available in December 2023. Pricing on the Stelvio with the PFF system has not yet been announced but is expected to arrive in the second quarter of 2024.

For more information, visit the Moto Guzzi website.

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

The post 2024 Moto Guzzi Stelvio Review | First Look appeared first on Rider Magazine.

One year after Suzuki released the GSX-8S middleweight naked bike, the company has announced a fully faired sibling for 2024. The GSX-8R sportbike joins the lineup with the same 776cc parallel-Twin, slim chassis geometry, and Suzuki’s Intelligent Ride System rider aids, but with sporty ergonomics and styling that draws on the 35-year GSX-R heritage with a modern interpretation. 

Related: 2023 Suzuki GSX-8S | First Ride Review 

The 776cc parallel-Twin DOHC premiered in 2023 in the GSX-8S and the V-Strom 800DE with a claimed 83 hp peaking at 8,500 rpm and 57.5 lb-ft of torque at 6,800 rpm. A 270-degree crankshaft configuration gives the engine a rumbly exhaust note, and the Suzuki Cross Balancer system allows for a compact and lightweight design.

When we tested the new engine in the 2023 V-Strom 800DE, our reviewer said, “When a twist of the throttle requests more power, the engine responds with a torquey forward rush, and the Suzuki Cross Balancer system does a great job of quelling any excessive engine vibration.” 

Related: 2023 Suzuki V-Strom 800DE | First Ride Review 

The 8R’s has a steel-pipe frame and a cast-aluminum swingarm. The wheelbase is 57.7 inches, and the seat height is 31.9 inches. Suzuki describes the 8R’s ergonomics as “an upright, forward-leaning riding position.” The 8R has a 3.7-gallon fuel tank and a claimed curb weight of 452 lb. 

The GSX-8R gets a different suspension setup than the GSX-8S to better suit sport riding. Up front is a 41mm Showa SFF-BIP fork, and out back is a Showa monoshock with a spring preload adjuster. There are 5.1 inches of travel both front and rear.  

Braking comes in the form of dual 310mm front discs paired with radial-mounted Nissin 4-piston calipers and a single 240mm rear disc with a Nissin single-piston caliper. ABS is standard on both front and rear brakes, and the front brake lever is adjustable. The 8R rides on 17-inch cast aluminum wheels wrapped in Dunlop Roadsport 2 radial tires. 

See all of Rider‘s Suzuki coverage here.

Like the GSX-8S, the 8R comes standard with the Suzuki Intelligent Ride System’s suite of rider aids, including a quickshifter, traction control, ride modes, and more. 

The Suzuki Drive Mode Selector allows riders to choose three engine power output modes called A, B, and C, with A delivering the sharpest throttle response and C providing the gentlest throttle response, and ride modes can be changed while riding with mode and select switches on the left handlebar.  

The Suzuki Traction Control System gives riders four traction control options. Mode 1 has the lowest sensitivity and allows rear wheel spin best suited for good road conditions. In Mode 2, traction control engages sooner for average conditions, and Mode 3 eliminates wheel spin for riding on wet or slippery roads. Additionally, STCS can be turned off altogether, and STCS modes can also be changed while riding.  

The bi-directional Quick Shift System allows the rider to shift up or down without operating the clutch or throttle, and the Low RPM Assist System increases engine speed for smoother power delivery when taking off from a stop or while riding at low speeds. The 8R also comes equipped with the Suzuki Clutch Assist system that allows a small amount of clutch slip for smooth downshifts and increases plate pressure under acceleration. 

The 5-inch TFT instrumentation displays ride modes and traction control modes. It also shows speed, a gear indicator, tachometer, fuel level, and a clock. The TFT can be set to automatically shift between Day Mode and Night Mode or can be switched manually, and the brightness can be adjusted. The bottom of the display can be set to show coolant temperature, ambient air temperature, odometer, dual tripmeters, fuel consumption, or riding range. The GSX-8R also comes with full LED lighting, including a stacked pair of hexagonal headlights supplied by Koito. 

The 2024 Suzuki GSX-8R will be available in Metallic Triton Blue, Metallic Matte Sword Silver, or Pearl Ignite Yellow with an MSRP of $9,439 and a 12-month, unlimited mileage warranty. Visit the Suzuki website for more information. 

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

The post 2024 Suzuki GSX-8R Review | First Look  appeared first on Rider Magazine.

Yamaha recently announced the newest evolution of its popular hyper naked middleweight sportbike, the 2024 Yamaha MT-09 and MT-09 SP. This year marks the 10th anniversary of the bike originally known as the FZ-09 in the U.S. but which was released as the MT-09 in 2013.

The new 2024 MT-09 retains the previous model’s liquid-cooled 890cc inline-Triple with DOHC, a lightweight controlled fill diecast aluminum frame, and 6-axis IMU with a full suite of lean-sensitve rider aids, but it adds a long list of new features to further enhance the MT experience. And the MT-09 SP takes it up another notch.

Related: 2023 Yamaha MT-09 SP | First Ride Review

Adding to the electronics suite on the bikes is the addition of a new Back Slip Regulator (BSR), which uses engine RPM and wheel speed data to reduce rear wheel lock up under engine braking by controlling the level of torque produced. This is especially useful in low-grip situations when it is difficult to activate the slipper clutch. The system can be turned on or off in the Yamaha Ride Control (YRC) settings menu.

Both bikes are also equipped with Yamaha’s new third-generation Quick Shift System (QSS) for clutchless upshifts and downshifts. QSS has two settings. Setting 1 enables shifting up while accelerating and shifting down when decelerating. Setting 2 expands functionality across a wider range of situations by permitting downshifts while accelerating and upshifts when decelerating.

From a braking standpoint, the MT-09 is enhanced by a new Brembo radial master cylinder where the piston moves in a direction parallel to brake lever travel. This sends hydraulic pressure in a linear manner when the rider pulls the lever for improved controllability. The new master cylinder is paired with dual 298mm front discs and a single 245mm rear disc. The MT-09 SP levels up with Brembo Stylema monoblock calipers, which feature a slimmer piston and brake pad area compared to conventional calipers, as well as being lighter and more rigid and offering enhanced control. In addition, larger-diameter pistons create more braking force.

Suspension has also been revised for 2024, with the MT-09 sporting a 41mm inverted fork adjustable for preload, compression, and rebound, and the adjustable KYB rear shock features revised linkage settings. New for 2024, higher spring rates and updated damping characteristics are tuned to accommodate a wider range of speeds and to match new standard fitment Bridgestone Battlax Hypersport S23 tires.

On the MT-09 SP, a DLC-coated 41mm KYB fork offers full adjustability for preload, rebound, and high- and low-speed compression damping. In the back, the Öhlins shock is also fully adjustable and comes equipped with a remote preload adjuster enabling quick and easy changes.

See all of Rider’s Yamaha coverage here.

New for 2024, MT-09 riders can further customize their riding experience via Yamaha Ride Control (YRC) settings that allow the selection of engine power characteristics and electronic intervention levels. Three integrated ride modes are programmed with factory settings to suit different situations: Sport, Street, and Rain.  Additionally, riders can create two custom programs with tailored settings to suit exact preferences. YRC settings can be customized either directly within the TFT display menu or on a smartphone via the Y-Connect app.

In addition to factory and custom setting available on the standard MT-09, SP specification adds four exclusive Track modes allowing for more specialized track settings, including the option of choosing between two Engine Brake Management settings and the ability to turn rear ABS off.

Intuitive new turn signal functions further improve the riding experience. A soft click of the indicator switch will flash the turn signals three times for lane changes, while a full click will flash continuously. Turn signals will also self-cancel after 15 seconds and once the bike has travelled for more than 500 feet.

Already known for its engaging riding experience, ergonomics on the new 2024 MT-09 have been further enhanced, including a lower handlebar position with two customizable settings. Newly designed footrests sit slightly more rearward and are also adjustable. Combined with the new fuel tank design, which sits 30mm lower than the previous model, riding position is more dedicated, and handlebar steering angle is 4 degrees greater on each side for a tighter turning radius and improved low-speed maneuverability. Additionally, the new two-part seat design is slimmer for increased freedom of movement and an easier reach to the ground.

Visually speaking, a new headlight has a bi-functional LED projector that features a compact diameter lens module that is both smaller and thinner than the previous model while still providing a broad, powerful beam. Transparent twin LED position lights complete the MT-09’s more compact, sharp, and aggressive face. This theme is continued at the rear with a newly designed LED taillight with a slimmer look and new color layout, along with LED turn signals. In addition the lower position of the fuel tank, it has also been redesigned with sharper, more defined lines while still maintaining the distinctively modern street aesthetic.

And of course, you can’t forget the distinctive wail of the MT-09’s crossplane Triple powerplant. The 2024 MT-09 features a new two-duct intake design with acoustic amplifier grilles located on top of the fuel tank to accentuate high frequency induction sounds, delivering the CP3’s induction roar directly to the rider for an enhanced sensation of torque and acceleration.

Both bikes have a new 5-inch full-color TFT display replacing the 3.5-inch display on the previous model and offering four different themes to suit specific riding situations or individual preference. The screen is navigated through all-new integrated handlebar switches, and Yamaha says the buttons’ shape and feel have been extensively refined to provide intuitive operation in a compact, easy-to-use solution. For the SP, the on-track riding experience is further enhanced by a dedicated SP-exclusive Track theme featuring a prominent lap timer.

Connectivity now comes standard on the MT-09 via a built-in Communication Control Unit (CCU), allowing riders to link their smartphone to the motorcycle using Yamaha’s free Y-Connect app. As well as receiving call and message notifications on the TFT display, a new dimension is added to the ride with the option of taking calls or listening to music through use of an aftermarket Bluetooth headset (not provided). Additionally, full turn-by-turn navigation is available through the Garmin StreetCross app. Finally, riders can opt to personalize the TFT display by sending images from their smartphone via the Y-Connect app.

The 2024 MT-09 SP will also incorporate Yamaha’s Smart Key System. When the smart key is within a specified range of the motorcycle, such as in your pocket, the engine can be started by turning a newly designed switch. The new system also features a lock and unlock function for the fuel tank cap for added convenience.

The new 2024 Yamaha MT-09 will be available in either Team Yamaha Blue, Midnight Cyan, or Matte Raven Black, arriving to dealers in March 2024 for $10,599 MSRP.

The 2024 MT-09 SP comes in an R1M-inspired Liquid Metal/Raven color scheme with the SP’s hallmark polished and clear coated aluminum swingarm. The MT-09 SP will arrive in dealerships in late spring 2024 for $12,299 MSRP.

For more information, visit the Yamaha Motorsports website.

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

The post 2024 Yamaha MT-09 and MT-09 SP Review | First Look appeared first on Rider Magazine.

In July, Yamaha announced several new/updated motorcycles for 2024, including the Ténéré 700 adventure bike and Tracer 9 GT+ sport-tourer, as well as returning dual-sport and adventure models (XT250, TW200, and Super Ténéré ES).

This week, during the EICMA show in Milan, Yamaha announced updated versions of the MT-09 and MT-09 SP naked sportbikes as well as returning models in several categories, including Hyper Naked, Sport Heritage, Sport Touring, Supersport, and Scooter.

2024 Yamaha Motorcycles: Hyper Naked

Born from the “Dark Side of Japan” design concept, Yamaha says its line of Hyper Naked MT models deliver aggressive street-focused styling and supersport-level capability. In addition to the updated MT-09 and MT-09 SP, the MT-03, MT-07, MT-10, and MT-10 SP return unchanged for 2024.

2024 Yamaha MT-03

The entry-level MT-03, with a liquid-cooled 321cc parallel-Twin with DOHC and 4 valves per cylinder, returns in Midnight Cyan or Matte Stealth Black for $4,999 MSRP.

Related: Yamaha MT-03 Review | First Ride

2024 Yamaha MT-07

The middleweight MT-07, powered by a liquid-cooled 689cc CP2 parallel-Twin with a crossplane-style 270-degree crankshaft, DOHC, and 4 valves per cylinder returns in Team Yamaha Blue, Midnight Cyan or Matte Raven Black for $8,199 MSRP

Related: Yamaha MT-07 Review | Road Test

2024 Yamaha MT-10

The MT-10, powered by a liquid-cooled 998cc CP4 inline-Four with a crossplane crankshaft, DOHC, and 4 valves per cylinder, returns in Midnight Cyan for $14,499 MSRP.

Related: Yamaha MT-10 Review | First Ride

2024 Yamaha MT-10 SP

The up-spec MT-10 SP returns in Liquid Metal/Raven for $16,999 MSRP.

Related: Yamaha MT-10 SP Review | First Ride

2024 Yamaha Motorcycles: Sport Heritage

Yamaha says its Sport Heritage lineup offers equal parts street-conquering performance and standout retro-inspired style. It includes two cruisers and two roadsters.

2024 Yamaha Bolt

The Bolt R-Spec cruiser, which has an air-cooled 58ci (942cc) V-Twin, returns in Raven for $8,899 MSRP.

Related: Renting a Yamaha Star Bolt from EagleRider

2024 Yamaha V Star 250

The light and accessible V Star 250 cruiser, powered by an air-cooled 15ci (249cc) V-Twin, returns in Raven for $4,699 MSRP.

2024 Yamaha XSR700

The XSR700, a retro roadster with a liquid-cooled 689cc CP2 parallel-Twin with a crossplane-style crankshaft, returns in Raven for $8,899 MSRP.

Related: Yamaha XSR700 Review | Long-Term Ride

2024 Yamaha XSR900

The XSR900, a larger retro roadster powered by a liquid-cooled 890cc CP3 inline-Triple with a crossplane-style crankshaft, returns in Heritage White for $10,299 MSRP.

Related: Yamaha XSR900 Review | First Ride

2024 Yamaha Motorcycles: Sport Touring

2024 Yamaha FJR1300ES

The perfect tool for long-distance on-road adventures, Yamaha’s sport-touring motorcycles are designed to provide strong, torquey engines, advanced technology, and all-day comfort. In addition to the 2024 Yamaha Tracer 9 GT+, the open-class FJR1300ES, powered by a liquid-cooled 1,298cc inline-Four and equipped with electronic suspension (ES), returns in Cobalt Blue for $18,299 MSRP.

Related: Yamaha FJR1300ES Review | Road Test

2024 Yamaha Motorcycles: Supersport

Yamaha’s line of high-performance R-Series supersport motorcycles are designed for the track as well as the street, combining high-revving engines, agile chassis, and distinctive styling.

2024 Yamaha YZF-R3

The entry-level YZF-R3, with a liquid-cooled 321cc parallel-Twin with DOHC and 4 valves per cylinder, returns in Team Yamaha Blue or Vivid White for $5,499 MSRP.

Related: Yamaha YZF-R3 Review | First Ride

2024 Yamaha YZF-R7

The middleweight YZF-R7, with a liquid-cooled 689cc CP2 parallel-Twin with a crossplane-style 270-degree crankshaft, DOHC, and 4 valves per cylinder, returns in Team Yamaha Blue, Raven, or Matte Gray for $9,199 MSRP.

Related: Yamaha YZF-R7 Review | First Ride

2024 Yamaha YZF-R1

The liter-class YZF-R1, powered by a liquid-cooled 998cc CP4 inline-Four with a crossplane crankshaft, DOHC, and 4 valves per cylinder, returns in Team Yamaha Blue or Raven for $18,399 MSRP.

Related: Yamaha YZF-R1 and YZF-R1M Review | First Look

2024 Yamaha YZF-R1M

The top-of-the-line YZF-R1M returns in Carbon Fiber for $27,399 MSRP.

Related: Yamaha YZF-R1 and YZF-R1M Review | First Look

2024 Yamaha Scooters

Yamaha says its scooters are built for economical urban fun. Reliable, efficient, and offering motorcycle-inspired capability for handling everything from rush-hour commutes to weekend get-aways.

2024 Yamaha XMAX

The XMAX, powered by a liquid-cooled 292cc Single with SOHC and 4 valves, returns in Granite Gray for $6,199 MSRP.

Related: Yamaha XMAX Scooter Review | First Look

2024 Yamaha Zuma 125

The Zuma 125, powered by a liquid-cooled 125cc Single with SOHC and 4 valves, returns in Matte Black or Sand Gray for $3,799 MSRP.

For more information on all 2024 Yamaha motorcycles, visit Yamaha’s website.

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

The post More Returning 2024 Yamaha Motorcycles Announced appeared first on Rider Magazine.

The 2024 Suzuki GSX-S1000GX+ is a new “crossover” motorcycle that combines the engine performance and chassis of a sport-tourer with the upright stance and long-travel suspension of an adventure bike. Think of it as the love child of a GSX-S1000GT+ and a V-Strom 1050. It’s also a direct competitor for the BMW S 1000 XR, Yamaha Tracer 9 GT+ and Kawasaki Versys 1000 SE LT+.

Related: Suzuki GSX-S1000GT+ Review | Road Test

Related: Suzuki V-Strom 1050XT Review | Tour Test

The GSX-S1000GX+ features Suzuki’s first electronic suspension system, which is integrated into the Suzuki Intelligent Ride System (S.I.R.S.) electronics suite. Available in the spring of 2024, the GSX-S1000GX+ will retail for $18,499.

Sharing an engine with the GSX-S1000 sportbike and GSX-S1000GT+ sport-tourer, the GX+ is powered by a long-stroke 999cc inline-Four adapted from the GSX-R1000 K5 (2005-2008) and retuned to make it more suitable for the street. When we tested a 2022 GSX-S1000, it made 136 hp at 10,200 rpm and 73 lb-ft of torque at 9,300 rpm on Jett Tuning’s rear-wheel dyno. Camshaft profiles were revised to decrease lift and valve overlap in an effort to reduce emissions and improve rideability.

Equipped with throttle-by-wire and a six-axis IMU, the GSX-S1000GX+ features the most comprehensive Suzuki Intelligent Ride System (S.I.R.S.) electronics suite yet. It includes Suzuki Drive Mode Selector Alpha (SDMS-α) with three ride modes (Active, Basic, and Comfort) that have presets for throttle response, traction control, and suspension damping.

Developed by Showa, the new the Suzuki Advanced Electronic Suspension (SAES) combines the SFF-CATM inverted telescopic fork, BFRC-lite link-style rear shock, and electronic damping control with four modes (Hard, Medium, Soft, and a customizable User mode) as well as incremental adjustability. Spring preload is adjusted manually on the fork but electronically on the rear shock. There are several proprietary algorithms programmed into the SAES system, including Suzuki Floating Ride Control, Suzuki Velocity Dependent Control, and Suzuki Deceleration Damping Control, which are designed to improve ride quality and chassis stability.

The S.I.R.S. electronics suite also includes the five-mode Suzuki Traction Control System with wheelie control and Roll Torque Control (adjusts engine output during cornering), an up/down quickshifter, Smart Cruise Control (which can be used with the quickshifter), cornering ABS, rear lift mitigation, the Suzuki Easy Start System, and Low RPM Assist. Everything is managed via menus on the 6.5-inch color TFT display, which also controls the Suzuki’s mySPIN smartphone app to display maps, phone calls, contacts, and music.

Holding the GSX-S1000GX+ together is a GSX-R-derived twin-spar cast-aluminum frame and cast-aluminum swingarm, along with a tubular-steel trellis subframe. Suspension travel is 5.9 inches front and rear, which is more than the GSX-S1000GT (4.7/5.1 inches) but less than the V-Strom 1050 (6.3/6.3 inches). The taller suspension and lower footpegs increase the distance between the rider’s hip and foot by 0.6 inch, and seat height is 33.3 inches. For added comfort, the passenger seat is 1 inch wider and 0.4 inch thicker than the one on the GSX-S1000GT.

Up front, a pair of Brembo radial-mount monoblock 4-piston calipers squeeze 310mm discs, and at the rear is a Nissin 1-piston caliper squeezing a 240mm disc. Cornering ABS is standard.

Similar to its GT stablemate, the GSX-S1000GX+ has a sharply pointed front fairing with a pair of stacked LED headlights in the center and a pair of “cat eye” LED position lights. It also has angular side panels and radiator shrouds that match the sharply creased fuel tank, which holds 5.0 gallons of fuel. The wheels, engine, components, frame, swingarm radiator shrouds, low-slung exhaust pipe, handlebar, seat, and most of the side cases are finished in black. The front fender, front fairing, fuel tank, and top side case panels are finished in a dark Pearl Matte Shadow Green, which contrasts with the silver on the side panels and rear luggage rack and the gold fork tubes.

Touring amenities include standard handguards, a three-position windscreen, a rubber-mounted handlebar, a luggage rack that holds up to 13.2 lb, a pair of 25.7-liter side cases that hold up to 11 lb each, and a centerstand. Available accessories include heated grips, premium seats, a low seat (rider seat height 32.7 inches), small and large tankbags, axle sliders, frame sliders, billet levers, logoed tank pads, and tank protection foil.

We selected the Suzuki GSX-S1000GT+ as our 2022 Motorcycle of the Year, and the Yamaha Tracer 9 GT was our 2021 Motorcycle of the Year. We look forward to seeing how the GSX-S1000GX+ stacks up against the latest Yamaha Tracer 9 GT+ and Kawasaki Versys 1000 SE LT+.

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

2024 Suzuki GSX-S1000GX+ Specifications

• Base Price: $18,499
• Website: SuzukiCycles.com
• Warranty: 1 yr., unltd. miles

ENGINE

• Type: Liquid-cooled, transverse in-line Four, DOHC w/ 4 valves per cyl.
• Displacement: 999cc
• Bore x Stroke: 73.4 x 59.0mm
• Horsepower: 151 hp @ 11,000 rpm (factory claim)
• Torque: 78.2 lb-ft @ 9,250 rpm (factory claim)
• Compression Ratio: 12.2:1
• Valve Insp. Interval: 15,000 miles
• Fuel Delivery: EFI w/ throttle-by-wire, 40mm throttle bodies x 4
• Lubrication System: Wet sump, 3.6 qt. cap.
• Transmission: 6-speed, cable-actuated slip/assist wet clutch
• Final Drive: Chain

CHASSIS

• Frame: Twin-spar cast-aluminum frame, cast-aluminum swingarm, tubular-steel trellis subframe
• Wheelbase: 57.9 in.
• Rake/Trail: N/A
• Seat Height: 33.3 in.
• Suspension, Front: 43mm inverted fork, electronically adj., 5.9 in. travel
• Rear: Single linkage shock, electronically adj., 5.9 in. travel
• Brakes, Front: Dual 310mm floating discs w/ 4-piston radial monoblock calipers & ABS
• Rear: Single 240mm disc w/ 1-piston caliper & ABS
• Wheels, Front: Cast, 3.5 x 17 in.
• Rear: Cast, 6.0 x 17 in.
• Tires, Front: 120/70-ZR17
• Rear: 190/50-ZR17
• Wet Weight: 511 lb (factory claim, excluding side cases)
• Fuel Capacity: 5.0 gal.

The post 2024 Suzuki GSX-S1000GX+ Review | First Look appeared first on Rider Magazine.