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.

Triumph has announced the 2024 Triumph Tiger 900 range, which includes the Tiger 900 GT, Tiger 900 GT Pro, and Tiger 900 Rally Pro, with each bike providing more of what the company says its customers have grown to love about the Tiger 900.

“Just like our latest generation Street Triple, while the Tiger 900 has had a big impact, we’re never happy here at Triumph to rest on our laurels,” James Wood, Triumph’s global product marketing manager, said at the unveiling of the new Tiger 900 lineup. “As a team, we’re always pushing forward on every key dimension, always looking to make it better.”

Triumph Chief Product Officer Steve Sargent also sang the bike’s praises.

“The Tiger 900 already has an excellent reputation as an award-winner and rally competitor, enjoying success against production motorcycles as well as purpose-built off-road machines,” he said. “In fact, the Tiger 900 Rally Pro was used by World Enduro Champion Iván Cervantes, securing champion titles at the Baja Aragón Rally, 1000 Dunas Raid, and Bassela Enduro in 2022. With such an impressive pedigree, we needed to set ourselves a high target to improve the new Tiger 900. We were focused on raising the game in the middleweight category all over again.”

Related: 2024 Triumph Tiger 900 Aragón Editions | First Look Review

Wood said the new Triumph Tiger 900 range will deliver “more performance, more capability, more all-day comfort, and more attitude.”

“Basically, a significant step up, all while maintaining and delivering that unique Tiger triple character and easy agile dynamic ride.”

Some of the changes to the range include a significant engine upgrade, higher peak torque, better fuel economy, new safety features, new instrumentation, a new rider seat, and a damped handlebar mounting system to provide more long-distance comfort.

2023 Triumph Tiger 900 GT Low | Tour Test Review

2024 Triumph Tiger 900: More Performance

Unique to Triumph, the T-plane crank engine with its 1-3-2 firing order and distinctive, raspy triple exhaust bark, has been further developed for the new Tiger 900 range.

Revisions to the liquid-cooled 888cc inline-Triple with DOHC and 4 valves per cylinder have resulted in a claimed power increase of 13%, taking the Tiger 900 from 93.7 hp to 106.5 hp. Triumph says this has been achieved while gaining more torque and tractability at low rpms. The increased power can be felt throughout the rev-range.

However, for this increase in power, the bikes have also seen a claimed 9% increase in fuel economy, which means less emissions. Wood said the Triumph Tiger 900 line is now above 60 mpg. With a 5.3-gal fuel tank, that gives an estimated 317-mile range.

“What’s really great about our Moto2 activity, and what we learned from the Moto2 racing, is that it doesn’t just benefit the roadsters and the super sports bikes,” he said. “We take that learning and we apply it across everything we do as a company, all the engines we design, and we’ve managed to take a lot of that learning to feed into the big changes we’ve made to the engine here and deliver this extra power but also the extra efficiency.”

2020 Triumph Tiger 900 Rally Pro | Tour Test Review

Each new Tiger 900 model also benefits from a specific suspension setup, designed to meet the needs of the rider for each model. The GT is fitted with Marzocchi suspension with adjustable compression and rebound damping. The GT Pro also uses Marzocchi suspension. A fully adjustable fork is matched to an electronically adjustable rear suspension unit, which allows for easy preload adjustments at the touch of a button to suit riders traveling solo, with a pillion, or fully loaded. Both bikes feature 7.1/6.7 inches of travel front/rear. The Rally Pro uses Showa suspension, offering riders full adjustability and 9.5/9.1 inches of travel front/rear.

For stopping power, Brembo Stylema brake calipers are fitted to all three new Triumph Tiger 900 models, with 4-piston monoblock calipers grabbing twin 320mm discs up front and a single-piston sliding caliper and 255mm disc in the back.

The braking system automatically balances front and rear braking effort, working in harmony with the standard optimized cornering ABS system, to improve stability under hard braking while significantly reducing stopping distances.

The road-focused GT and GT Pro have cast aluminum alloy wheels (19/17 inches, front/rear), both shod with Metzeler Tourance Next tires, and the Rally Pro uses tubeless spoked wheels with a 21-inch front  wrapped in Bridgestone Battlax Adventure tires.

See all of Rider‘s Triumph coverage here.

2024 Triumph Tiger 900: More Capability

The 2024 Tiger 900 features new active safety features to improve visibility on the road, including a new emergency deceleration warning system, which activates the hazard lights when braking rapidly and automatically deactivates when you pull away. In addition, new marker lights provide a prominent silhouette especially at night and in poor visibility.

In addition to ABS, optimized cornering traction control comes as standard across all three Tiger 900 models. Together with the throttle-by-wire, the level of assistance can be altered with four different standard ride modes: Road, Rain, Sport, and Off-Road. The GT Pro has an additional Rider Programable mode allowing fine tuning, and the Rally Pro has six modes total, with the extra Off-Road Pro mode disabling ABS and traction control completely.

All three Tiger 900 models have a slip/assist clutch, and the GT Pro and Rally Pro are also equipped with the Triumph Shift Assist system.

The My Triumph Connectivity System is now standard on all Tiger 900 models. Music, phone, and turn-by-turn navigation can all be accessed via the new 7-inch TFT display which is bonded to the glass for a crisp, nonreflective image. A tire-pressure monitoring system is also standard on both Pro models.

2024 Triumph Tiger 900: More All-Day Comfort

The Tiger 900 range has seats that redesigned for enhanced long-distance comfort while retaining the ease of movement for the rider to find their perfect ergonomic position. All models feature 0.88 inch of adjustability, for a seat height range of 32.3-33.1 inches on the GT and GT Pro, with a range 33.9-34.6 inches on the Rally Pro. An additional accessory option drops the lower end of those ranges by an additional 0.8 inch.

“When you combine that with that really nice narrow profile, it means that the distance of your legs actually have to travel to the floor is a lot smaller,” Wood said, “making this bike really nice and accessible to a wide range of people.”

A new damped handlebar mounting system creates a more comfortable ride, and the handlebar position on the Rally Pro has been moved back by 0.6 inch for improved seated comfort as well as rider control and bike agility in the standing position when riding off-road.

The windscreen has five settings spanning 2 inches, and heated seats and grips are standard for both Pro models.

2024 Triumph Tiger 900: More Attitude

Triumph says the Tiger’s styling and adventure-focused stance has been revised and sharpened. The new bodywork now has a cleaner, more integrated design that flows from the beak through the cockpit and into the side panels.

Three new paint schemes and graphics are available for each model. The GT and GT Pro are available in Snowdonia White as standard, with two premium paint options: Graphite and Sapphire Black and Carnival Red and Sapphire Black. The 2024 Triumph Tiger 900 GT starts at $14,995, and the Tiger 900 GT Pro starts at $16,895.

The Rally Pro is available in Carbon Black and Sapphire Black, with the option to upgrade to Ash Grey and Intense Orange or Matte Khaki Green and Matte Phantom Black. The 2024 Triumph Tiger 900 Rally Pro starts at $17,395.

Orders can be placed now at Triumph dealers, with bikes available from early 2024.

Accessories

Over 50 accessories and four accessory kits are available for the new Tiger 900 range. The fully loaded Performance accessory pack includes a brand new Akrapovič silencer, the first of several new exhaust systems developed in partnership with the company. With a lightweight titanium design with carbon end caps, the new silencer delivers a 2.2-lb weight saving and an even better sound. The pack also includes front and rear scrolling indicators with new marker light feature and billet machined adventure foot pegs.  

The Protection Pack showcases key practical accessories, lower and upper engine bar kits, tank pad, sump guard, fork protectors, radiator guard, and for off-road, a headlight guard kit. The Trekker and Expedition packs provide two distinct, tailored luggage options for extended touring or off-road adventures.

For more information, visit the Triumph Motorcycles website.

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

The post 2024 Triumph Tiger 900 Review | First Look appeared first on Rider Magazine.

BMW Motorrad has announced the release of two long-distance sportbikes for 2024. The updated 2024 BMW S 1000 XR offers increased engine power, improved ergonomics, design refinements, and expanded standard features. The new 2024 BMW M 1000 XR, which was first teased in June 2023 as a prototype, is a bike that BMW says is designed to “meet the highest demands, from dynamic riding on winding roads to long-distance touring and to time spent on track.”

See all of Rider‘s BMW coverage here.

2024 BMW S 1000 XR

The new S 1000 XR shares the S 1000 RR’s liquid-cooled 999cc inline-Four with DOHC and 4 valves per cylinder mated to a 6-speed gearbox, optimized Shift Assist Pro, and a slip/assist clutch.

Compared to its predecessor, claimed power has been increased by 5 hp to 170 hp as a result of the flow-optimized geometry of the intake runners and customized engine mapping. Peak power comes at the same 11,000 rpm, and the maximum torque generated also remains at 84 lb-ft at 9,250 rpm.

Related: 2020 BMW S 1000 XR | Tour Test Review

The S 1000 XR comes with Dynamic Traction Control, Dynamic Brake Control, Dynamic ESA, Dynamic Engine Brake Control, and Ride Modes Pro. Stopping power still comes from dual 4-piston fixed calipers grabbing 320mm discs up front and a single floating caliper and 220mm disc in the back. Integral ABS is standard, and Race ABS is linked to the ride modes. The 43mm inverted fork and rear shock have been optimized to provide a more sensitive and comfortable ride and they offer 5.9 inches of travel front and back.

From an ergonomic standpoint, the seat of the S 1000 XR has been completely redesigned. It now offers an extra 0.4 inch of seat height (33.5 inches) and provides more space by increasing the usable length and width of the seat, allowing for better adjustment of the seating position depending on the riding conditions. A total of three different seat heights are available. The handlebar clamp has also been redesigned.

The new S 1000 XR comes with an expanded standard equipment list, including Headlight Pro with an adaptive turning light. Keyless Ride and a 12 Ah capacity battery are also now standard features. Additionally, the new BMW S 1000 XR is equipped with a standard USB charging socket. Other updates include the standard Intelligent Emergency Call feature, the option to equip the S 1000 XR with the M GPS Laptrigger, and the availability of M Carbon wheels.

The new S 1000 XR also benefits from redesigned visual elements, including new side panels and air intakes on the rear section. Additionally, the radiator trim now has a textured surface, and the previously black-colored “beak” front fender is now painted in body color.

The 2024 S 1000 XR comes standard in Blackstorm Metallic 2, Gravity Blue Metallic, or Light White / M Motorsport starting at $18,190. It’s available with the optional Premium Package and M Package as well as numerous individual options and accessories.

2024 BMW M 1000 XR

At the end of 2018, BMW Motorrad introduced the M model range strategy for motorcycles and has been offering M special equipment and M performance parts since. The BMW M 1000 XR follows the M 1000 RR superbike and the M 1000 R roadster, introduced in 2020 and 2022 respectively.

Related: 2023 BMW S 1000 RR and M 1000 R | First Ride Review 

“Based on the current S 1000 XR and S 1000 RR, the product substance of the M 1000 XR – M XR for short – has been tuned to meet the specific requirements of a long-distance sports bike,” said Dominik Blass, M 1000 XR product manager. “The riding dynamics speak for themselves, both on the country roads as well as on the track and on long-distance journeys.” 

The new BMW 1000 XR uses the liquid-cooled 999cc inline-Four with DOHC, 4 valves per cylinder, and throttle-b-wire adapted from the M 1000 RR that makes a claimed 201 hp at 12,750 rpm and 83 lb-ft at 11,000 rpm. The M XR engine also uses BMW ShiftCam technology for an increase in torque and pulling power in the low and medium speed range with simultaneous gain in peak power. The new M XR engine offers almost the same high torque range in the lower and middle ranges as the previous S 1000 XR engine but with the same peak power as the RR. The engine is mated to a 6-speed gearbox with a slip/assist clutch.

In the rev range above 10,000 rpm, which is relevant for supersport riding as well as for use on the track, significant improvements have been made over the engine of the S 1000 R. In the range from 10,000 rpm to 12,000 rpm, noticeably more horsepower and torque, and thus acceleration power, is available.

Increased rear wheel pulling power in all gears is also provided by a shorter secondary gear ratio through the use of a sprocket with 47 teeth (compared to 45 teeth on the S 1000 XR). In addition, 4th, 5th, and 6th gear ratios are shorter compared to the S 1000 XR.

The M XR engine is also equipped with variable intake runners. The length of the intake runners is varied in two stages by a map-controlled servomotor mounted on the airbox. At a speed of 11,000 rpm, the short intake paths favorable for achieving maximum power are opened.

BMW Motorrad’s developers pursued the overriding goal of further enhancing the new M XR in terms of power and torque delivery compared to the S 1000 XR, while at the same time significantly reducing weight for the new exhaust system. It features two three-way catalytic converters and a more steeply angled titanium rear muffler with a carbon end cap.

The new M XR features four ride modes – Rain, Road, Dynamic, and Race – as standard, as well as the additional Race Pro 1, Race Pro 2, and Race Pro 3. The latest generation of the standard Dynamic Traction Control (DTC) with a 6-axis IMU and fine adjustment has four fixed basic settings for the respective riding modes, as well as the adjustable DTC wheelie function. In the Race Pro ride modes, fine adjustment (+/- Shift) is available.

As standard, the new M XR features three throttle maps that are linked to the ride. The newly added third throttle map – Direct Throttle Response – with a very steep gradient for particularly spontaneous response, is configurable in Race Pro modes. As a further component, Engine Brake mode in Race Pro modes offers adjustability of the engine drag torque in overrun mode.

The 2024 M 1000 XR also offers Launch Control for race starts, Pit Lane Limiter for keeping to given speeds in the pit lane, Brake Slide Assist when brake drifting, and Hill Start Control Pro for comfortably starting off on inclines. 

The suspension and chassis of the new M XR are based on the S 1000 XR with the aluminum bridge frame as the centerpiece. It is a welded construction consisting of four gravity die-cast elements and integrates the engine, which is inclined forward by 32 degrees, as a supporting element. The frame was designed to transmit power directly to the engine structure via the shortest possible paths. The frame, known as the “Flex Frame” due to the optimal interaction of the main frame, rear frame, and swingarm, offers further advantages due to its very narrow design.

When designing the suspension of the new M XR, BMW says the aim was to realize both the best possible lap times on the track and an exceptional riding experience on country roads. The M XR features a 45mm inverted fork with an adjustable steering damper, an upper fork bridge with an elaborately milled-over handlebar clamp, and a more front-oriented black aluminum tubular handlebar with lasered “BMW M XR” lettering.

The new M XR is equipped with the electronically controlled Dynamic Damping Control (DDC) suspension as standard. The basic settings of the DDC are linked to the ride modes. In Rain and Road mode, the DDC’s tuning focus is on compliant damping and can thus be described as sporty-comfortable. The Dynamic mode is intended for very smooth roads, and in the Race mode, the basic damping is increased for track use. In the Race Pro modes, the individually adjustable Race DDC damping characteristic optimally supports track riding and provides an even firmer damper setting. DDC is also able to take into account how much load the bike is carrying, and a new feature of the M XR’s DDC is the additional adjustability of the fork preload. Suspension travel is 5.4 inches front and rear.

The fork legs have also been modified to accommodate the new M brake calipers. The M brakes were developed directly using the experience gained with the racing brakes on BMW Motorrad factory racing machines in the Superbike World Championship. The development of the M brakes incorporated all of BMW Motorrad’s previous findings, including those from customer sport and from the ABS track functions. Front braking comprises M-design dual 4-piston fixed calipers biting 320mm floating discs. At the rear wheel, a single-piston floating caliper in M design grabs a 265mm disc.

The new M XR is equipped with lightweight forged aluminum wheels as standard, with the very low weight M Carbon wheels (3.3 lb lighter) available as part of the M Competition Package.

In addition to drive and suspension technology, aerodynamics was also a key item in the specifications for developing the M XR, which was given winglets on the front side panels with the aim of achieving faster lap times on the track and the best possible riding stability at high speeds. The additional front wheel load that results from the winglets counteracts the wheelie tendency during acceleration, the traction control system has to regulate less, more drive power is converted into acceleration, and the rider achieves a faster lap time.

The 6.5-inch TFT instrument cluster of the new M XR is essentially the same as the M RR, with four screens. The Pure Ride screen provides all the necessary information for normal operation on the road, while the three Core screen displays are designed for the track and provide a corresponding range of information. In addition, the rev counter is displayed here both in analogue form (Core 1 and 2) and in the form of a bar graph (Core 3).

In addition to the digital display of speed, rpm, selected riding modes, settings for ABS Pro and DTC, as well as the menus, detailed information about vehicle dynamics, chassis behavior, etc. is available.

The electrics and electronics of the new M XR are based on the proven systems of the S 1000 XR. However, the M XR has a battery weighing only 2.8 lb. It also features a USB charging socket installed at the rear of the vehicle as standard, as well as electronic cruise control and heated grips.

The 2024 BMW M 1000 XR comes in Light White or Blackstorm Metallic starting at $24,990. Optional upgrades include the M Competition Package and various individual options and accessories.

For more information, visit the BMW Motorcycles website.

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

The post 2024 BMW M 1000 XR, S 1000 XR Review | First Look appeared first on Rider Magazine.

I love riding and testing motorcycles. However, to do the latter, I have to make a 900-mile roundtrip from my home in southern Utah across the Mojave Desert to L.A. to swap test bikes. The most direct route is on Interstate 15, which is dull for long stretches, and weather can be a challenge. In January, there’s usually snow on the ground where I live; in July, temperatures soar well above 100 degrees in the desert. Another consideration is the type of bike. Doing the trip on a naked sportbike makes for a long, achy day. But I recently returned from Southern California on a 2023 BMW R 1250 RT, and the ride home gave me a good taste of the sport-­tourer’s capabilities. It’s a bike I would gladly – and comfortably – ride 500 miles a day in any season.

Where Sport Meets Touring

Sport-touring bikes must serve two masters – they must deliver sport performance but they must also be comfortable enough to ride for long periods of time. The RT does both in spades.

The bike is powered by a liquid‑­cooled 1,254cc boxer Twin with throttle‑­by‑­wire, a 6‑­speed gearbox, and a slip/assist clutch. The engine makes a claimed 136 hp at 7,750 rpm and 105 lb‑­ft of torque at 6,250. Adding ShiftCam, which varies valve timing and intake valve lift, to the mix meant that the R 1250 RT gave me the power I needed whenever I needed it.

With the frequent pace changes while navigating L.A. freeways, I could easily adapt to the flow of traffic without constant gear changes. There were several occasions when I accelerated quickly, got up to a comfortable speed, and was zipping along before realizing I was still in 4th or 5th gear without any complaint from the engine. Whenever I needed to overtake on a two‑­lane, a quick twist of the throttle in 4th brought immediate response, turning 60 mph into 80‑­plus before I knew it and leaving the other vehicle fading in my mirrors with plenty of passing time to spare.

And all this was in Road mode. The R 1250 RT, which has a base price of $19,695, comes standard with three ride modes – Road, Rain, and Eco – as well as Hill Start Control, Dynamic Traction Control (DTC), and full integral ABS Pro. Our test bike was equipped with the optional Premium, Comfort, and Dynamic packages, for an as‑­tested price of $26,570. Among the equipment included in these packages is Ride Modes Pro, which adds Dynamic mode along with engine drag torque control (reduces slip at the rear wheel), Hill Start Control Pro (automatically engages the hill‑­holding function), and Dynamic Brake Control (activates in the event of emergency braking).

In Dynamic mode, DTC kicks in later than the other ride modes, and throttle response is more direct. Road mode was sufficient for most riding, but Dynamic mode added to the enjoyment of riding through twisty sections of road like I-15 through the Virgin River Gorge and, closer to home, Utah State Route 14 through Cedar Canyon.

GEAR UP

• Helmet: SMK Titan Carbon
• Jacket: BMW Motorrad 100 Years Roadcrafted Denim
• Gloves: Joe Rocket Super Moto
• Pants: Joe Rocket Anthem Jeans
• Boots: Joe Rocket Sonic X

When it came time to reign in that power, twin 4-piston calipers and 310mm discs up front and a 2-piston caliper and 277mm disc in the back provided immediate response. The Telelever architecture of the front suspension, combined with the linked cornering ABS, means that when you need to shed speed fast, the bike remains composed and doesn’t suffer from excessive front end dive. Rather, it feels like the whole bike lowers, which is especially handy when cornering.

Our bike was equipped with Gear Shift Assist Pro, but from 1st to 3rd gear, I found the quickshifter a bit clunky. I experimented with a variety of rpms but could never quite find the sweet spot. However, it was seamless from 4th to 6th.

The R 1250 RT has a 10.25-­inch color TFT panel offering anything you’d need – and then some – including connectivity and integrated navigation. When I was going through the owner’s manual before picking up the bike, I thought I’d have difficulty figuring out all the functions and settings, between the menu rocker button, Multi-Controller wheel (which goes up and down and side to side), and various menu hierarchies. However, once I was on the bike, it was surprisingly intuitive. I usually kept it on Pure Ride view, which fills most of the screen with the tach but also shows the gear indicator and speed in a nice big font (for us old guys), and in the top right corner, you can use the rocker button to switch through info functions such as tripmeter, range, odometer, and fuel gauge. A push of the Multi-Controller wheel allows for a customizable split‑­screen view.

All lighting is LED, the turnsignals are self‑­canceling, and the standard headlight adjusts for optimal lighting on straight stretches based on ride height sensors. Our bike was outfitted with the Adaptive Headlight feature, which also optimizes lighting in corners.

Related: BMW Motorrad Unveils 2024 BMW R 1300 GS at Barber Vintage Festival | Videos

The BMW R 1250 RT Party of Two

For all that sport performance, the R 1250 RT is also a touring bike, and since my favorite person to tour with is my wife, I took her out for a spin to get her impressions.

When she climbed aboard, the optional Dynamic Electronic Chassis and Suspension Adjustment automatically adjusted the rear shock’s preload. It will also account for the added weight of gear in the saddlebags. The semi-active suspension has two modes – Road and Dynamic – for general-purpose or sporty riding, and in both modes, the system adjusts damping in real time to keep the chassis stable under acceleration, braking, and other conditions.

With a curb weight of 615 lb, the RT is not a light bike, and the whole package gets heavier when you add a rider, passenger, and gear, so Hill Start Control Pro came in handy when stopped on inclines. I’m pretty used to my heavy cruiser, so I didn’t have any problems pushing the BMW around, but a reverse feature would be useful.

Whether slaloming through the Virgin River Gorge or overtaking cars on the freeway, the RT runs so smooth – a quality my wife appreciated – that you can quickly find yourself going…well, too quickly. Cruise control is a good way to self-impose a speed limit. In addition to the standard Dynamic Cruise Control, which holds a set speed on descents, our bike had the optional Adaptive Cruise Control that uses a radar sensor to detect vehicles in front and adjust speed accordingly. It can be set to three distance ranges – short, medium, or long – that determine the distance behind other vehicles before the bike decelerates. The system has two settings – Comfortable or Dynamic – that affect deceleration and subsequent acceleration when the path is clear again.  

The electric windscreen is another feature my wife and I appreciated. She said it provided a good bit of protection for her. I’m just shy of 6-feet, and if I sat very upright, the wind caught the top of my helmet. In a more relaxed riding position, it was quiet enough that I could clearly hear the music from the bike’s dual speakers while wearing my full-­face helmet, even at 85 mph, although I needed to have the volume turned up all the way. However, with the windscreen down, I might as well not have been playing music at all. Connecting a headset would be the ideal solution.

The seat is something else that got high marks from both of us. She appreciated the width and cushiness, and I appreciated the ride duration it provided. When returning the bike, I rode for almost three hours before stopping – an easy feat for the bike’s 6.6-gallon fuel tank – and I felt just fine. The only thing my wife didn’t like was the lack of something behind her. Most of her riding has been on my cruiser with a backrest. BMW has an accessory top case that would provide some reassuring support.

You’ve Come a Long Way

In 1978, BMW Motorrad introduced its first Reise‑­Tourer, or “travel tourer,” the R 100 RT. It was powered by the 980cc /7 “Airhead” boxer Twin, had a full fairing adapted from the R 100 RS, and had Krauser-made saddlebags that looked like black suitcases.

In the 45 years since, the RT has come a long way. Engine displacement has grown by 274cc, power has increased from 70 hp to 136, liquid cooling has been adopted, and innovations such as the Telelever, Paralever, and ShiftCam have been added along with a full suite of electronic rider aids.

The RT has always been a solid, comfortable, reliable touring machine, but over the years it has evolved into a sophisticated, exciting sport-tourer. Solo or two‑­up, with a light or heavy load, the BMW R 1250 RT is a highly capable and thoroughly enjoyable motorcycle. When the time came, it wasn’t easy to part with.

2023 BMW R 1250 RT Specs

• Base Price: $19,695
• Price as Tested: $26,570 (Premium, Comfort, and Dynamic packages)
• Website: BMWMotorcycles.com
• Warranty: 3 yr., 36,000 miles
• Engine Type: Air/liquid-cooled, longitudinal opposed flat-Twin, DOHC w/ 4 valves per cyl. & ShiftCam variable valve timing
• Displacement: 1,254cc
• Bore x Stroke: 101.6 x 76.2mm
• Horsepower: 136 hp @ 7,750 rpm (factory claim, at the crank)
• Torque: 105 lb-ft @ 6,250 rpm (factory claim, at the crank)
• Transmission: 6-speed, hydraulically actuated slip/assist wet clutch
• Final Drive: Shaft
• Wheelbase: 58.5 in.
• Rake/Trail: 25.9 degrees/4.6 in.
• Seat Height: 31.7 in.
• Wet Weight: 615 lb
• Fuel Capacity: 6.6 gal.
• Fuel Consumption: 44.8 mpg
• Estimated Range: 296 miles

See all of Rider‘s BMW coverage here.

The post 2023 BMW R 1250 RT Review | Road Test appeared first on Rider Magazine.

Now in its fourth generation since the FJ-09 debuted for 2015, the 2024 Yamaha Tracer 9 GT+ sport-tourer has been updated with an eye toward refinement and sophistication.

The ‘+’ added to the model name this year brings with it a host of upgrades: a new millimeter-wave radar that continuously measures distance to vehicles ahead and enables adaptive cruise control and a world-first radar-linked Unified Brake System, integrated ride modes, the next generation of the KYB Actimatic Damper System (KADS) electronic suspension, an updated quickshifter, a new 7-inch TFT display with simplified menus, new switchgear, and integration with the Yamaha MyLink and Garmin Motorize smartphone apps.

Rider’s Editor-in-Chief Greg Drevenstedt logged 1,400 miles for our road test and he had this to say: The Yamaha Tracer 9 GT+ gets a big gold star for being a fantastic, well-rounded, well-sorted sport-tourer. Although its $16,499 MSRP is $1,500 above that of the previous model, the GT+ offers a level of technological sophistication that isn’t available on another motorcycle priced less than $25,000.

Watch the video below to see the Tracer 9 GT+ in action and read our full review.

2024 Yamaha Tracer 9 GT+ Specifications

• Base Price: $16,499
• Warranty: 1 yr., unltd. miles
• Website: YamahaMotorsports.com

ENGINE

• Type: Liquid-cooled, transverse inline-Triple, DOHC w/ 4 valves per cyl.
• Displacement: 890cc
• Bore x Stroke: 78.0 x 62.1mm
• Compression Ratio: 11.5:1
• Valve Insp. Interval: 26,600 miles
• Fuel Delivery: EFI w/ YCC-T & 41mm throttle bodies x 3
• Lubrication System: Wet sump, 3.4 qt. cap.
• Transmission: 6-speed, cable-actuated wet slip/assist clutch & up/down quickshifter
• Final Drive: O-ring chain

CHASSIS

• Frame: Cast aluminum w/ engine as stressed member, cast aluminum swingarm & steel subframe
• Wheelbase: 59.1 in.
• Rake/Trail: 25 degrees/4.3 in.
• Seat Height: 32.3/32.9 in.
• Suspension, Front: 41mm inverted fork, electronically adj. rebound & compression, manually adj. preload, 5.1 in. travel
• Rear: Single shock, electronically adj. rebound, manually adj. preload (remote), 5.4 in. travel
• Brakes, Front: Dual 298mm discs w/ 4-piston radial calipers & ABS
• Rear: Single 267mm disc w/ 2-piston caliper & ABS
• Wheels, Front: Cast, 3.50 x 17 in.
• Rear: Cast, 5.50 x 17 in.
• Tires, Front: 120/70-ZR17
• Rear: 180/55-ZR17
• Wet Weight: 492 lb
• Load Capacity: 407 lb
• GVWR: 910 lb

PERFORMANCE

• Horsepower: 108 @ 10,000 rpm (rear-wheel dyno)
• Torque: 63 lb-ft @ 7,200 rpm (rear-wheel dyno)
• Fuel Capacity: 5.0 gal.
• Fuel Consumption: 45.9 mpg
• Estimated Range: 230 miles

The post 2024 Yamaha Tracer 9 GT+ Review | Video appeared first on Rider Magazine.

If Rider’s Motorcycle of the Year, now in its 34th year, were a person, it would have graduated from college or completed military service, launched a career, got married, bought a house, and started a family. It would have a couple motorcycles in the garage, perhaps a cruiser or sport-tourer for the open road and a dual-sport or adventure bike for exploring the backcountry.

In other words, it would be like the rest of us: a dedicated motorcycle enthusiast.

Rider has been bringing you “Motorcycling at Its Best” for almost 50 years. We’ve tested nearly every street-legal motorcycle on the market, with an emphasis on real-world bikes that are within reach for most of us. For every $100,000 Arch 1s we review, we test dozens if not hundreds of motorcycles you’ll find in dealerships and garages across America, from sea to shining sea.

Related: 2022 Motorcycle of the Year

Unlike car dealers, most motorcycle dealers don’t offer test rides. Demo rides are great, but they are few and far between and often involve parade-pace conga lines that don’t allow riders to experience a motorcycle’s true capabilities. We know you count on us to provide honest, in-depth reviews to help you make informed purchase decisions – or to just keep you up to date on the latest and greatest bikes on the market.

Every year, we ride as many new or significantly updated motorcycles as we can and evaluate them within the context of their intended use. Then we put our collective heads together and identify those that best fulfill their intended purpose and advance the state of motorcycle design, performance, and function.

For 2023, there were more than 80 eligible contenders. We narrowed them down to 10 finalists and one winner.

Without further ado…

2023 Motorcycle of the Year Finalists:

1. BMW R 18 Roctane

The fifth member of the R 18 family is a unique alternative to the ubiquitous American V-Twin. It’s powered by the BMW 1,802cc “Big Boxer” Twin and features blacked-out styling, a midrise handlebar, a 21-inch front wheel, and hard saddlebags. The Roctane has admirable curb appeal, good comfort and handling, and high-tech features including Rock, Roll, and Rain ride modes.

Related: 2024 BMW R 18 Roctane | First Ride Review  

2. CFMOTO Ibex 800 T

CFMOTO has been on the gas lately, expanding its motorcycle lineup from seven to 10 models, including two versions of the Ibex 800 adventure-tourer powered by a 790cc parallel-Twin adapted from the KTM 790 Adventure. The top-of-the-line Ibex 800 T is comfortable, capable, and packed with useful features yet retails for an accessible $10,499.

Related: 2023 CFMOTO Ibex 800 T | Road Test Review 

3. Harley-Davidson CVO Street Glide/Road Glide

For a company steeped in tradition, Harley-Davidson has taken two of its most iconic models in a decidedly modern direction. The new styling, 12.3-inch TFT color touchscreen, and liquid-cooled 121ci Milwaukee-Eight V-Twin with variable valve timing are only on the limited-production, high-priced CVO versions for now, but the significant updates have catapulted these baggers into the future.

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

4. Honda SCL500

In a nod to its iconic ’60s-era CL72 and CL77 scramblers, the new Honda SCL500 is powered by a 471cc parallel-Twin and has an upright riding position, a high-routed exhaust, block-tread tires, good suspension travel, and retro styling elements like fork gaiters and gas tank knee pads. Priced at $6,799 with standard ABS, the SCL500 brings back affordable cool.

Related: 2023 Honda SCL500 Review | First Ride

5. Husqvarna Norden 901 Expedition

After introducing the highly capable Norden 901 adventure bike for 2022, Husqvarna launched the Expedition variant for 2023 with an Explorer ride mode, upgraded suspension, a beefier skid plate, and several touring-ready features, including waterproof soft saddlebags. With a 105-hp 889cc parallel-Twin and serious off-road chops, the Expedition loves to get dirty.

Related: 2023 Husqvarna Norden 901 Expedition | First Ride Review 

6. Indian Sport Chief

Built on the new Chief platform launched by Indian two years ago (Indian’s Super Chief Limited was a 2021 MOTY finalist), the Sport Chief is a West Coast club-style cruiser with a bullet fairing, a tall-but-forward handlebar, and mid-mount foot controls. With a lean-and-mean stance and a rumbling 116ci Thunderstroke V-Twin, the Sport Chief won our recent comparison with Harley’s Low Rider S.

Related: 2023 Indian Sport Chief | First Ride Review

7. Royal Enfield Super Meteor 650

Since 2019, the Royal Enfield 648cc parallel-Twin lineup has included the Continental GT cafe racer and the INT650 roadster. For 2023, they were joined by the Super Meteor 650, a cruiser that draws from Royal Enfield’s 121-year heritage. After testing it on India’s rough-and-tumble streets, we were impressed by the Super Meteor’s style, build quality, capability, and value.

Related: 2023 Royal Enfield Super Meteor 650 | Video Review

8. Suzuki V-Strom 800DE

The new Suzuki 776cc parallel-Twin, which makes a claimed 83 hp and 57.5 lb-ft of torque, powers two new-for-2023 models: the GSX-8S naked sportbike (see review on page 32) and the V-Strom 800DE adventure bike. With a 21-inch front wheel, 8.7 inches of suspension travel, 8.75 inches of ground clearance, and a gravel TC mode, the 800DE is the most off-road-capable V-Strom yet.

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

9. Triumph Street Triple 765 R

We tested the updated Triumph Street Triple 765 R and RS naked sportbikes in Spain, and as impressive as the higher-spec RS is, our reviewer favored the bang for the buck offered by the R. “It’s astonishing that a semi-exotic and highly refined motorcycle with such outsized performance capabilities can be had for less than $10K,” he said, adding that it is “one of the best values in motorcycling.”  

Related: 2024 Triumph Street Triple 765 R/RS | First Ride Review 

10. Yamaha Tracer 9 GT+ 

Winner of Rider’s 2021 MOTY award, the fourth generation of the Yamaha FJ/Tracer platform gets a new millimeter-wave radar that enables adaptive cruise control and a world-first radar-linked Unified Brake System as well as other useful updates. Powered by an exciting 890cc crossplane Triple, the Tracer 9 GT+ is one of the best sport-tourers available.

Related: 2024 Yamaha Tracer 9 GT+ Review | Road Test

And the 2023 Motorcycle of the Year winner is…

KTM 1290 SUPER DUKE GT

KTM has built bikes with “Duke” monikers for nearly 30 years, starting with the 620 Duke introduced in 1994, a lightweight, single-cylinder supermoto that was a bare-knuckled street brawler. The Duke family has grown and evolved over the years, and KTM’s U.S. lineup now includes the 200 Duke, 390 Duke, 790 Duke, 890 Duke R, 1290 Super Duke R Evo, and 1290 Super Duke GT.

We’ve tested them all, but the one that has become deeply embedded under our skin like a tattoo is the 1290 Super Duke GT sport-tourer.

Following his first ride on the then-new 2017 Super Duke GT, former EIC Mark Tuttle – not a man known to gush – described it as “nearly flawless, the perfect sport-touring bike for a rider who doesn’t want to give up sportbike levels of engine performance and handling. It’s comfortable for all-day riding, offers decent wind protection, makes enormous power, and does indeed handle and stop like a sportbike.”

After logging 3,500 miles for our first full test, we said “the GT is designed to excite you more than pamper you. … Few bikes feel so eager, so ready to take your breath away.”

It also earned a spot as a 2017 MOTY finalist: “We loved to dirty dance with KTM’s ‘Beast,’ the 1290 Super Duke R, but the GT is the version we could take home to mama. Higher, wider handlebars, wider cushier seats, lower footpegs, a bigger tank, and a nicely sized adjustable windscreen and hard bags ready the GT for long days at warp speed, all powered by that 173-hp V-Twin, which is retuned for better touring manners.”

In the years since, the 1290 Super Duke GT has only gotten better.

An update for 2019 included refinements for the liquid-cooled 1,301cc LC8 V-Twin, revised WP semi-active suspension, and improvements in lighting, wind protection, and instrumentation. It gained a few pounds, but our review stated that “the GT’s on-road performance is every bit as thrilling as it was before; it goes fast, turns fast, and stops fast with a level of precision and control that’s hard to beat.” On Jett Tuning’s dyno, it cranked out 157 hp at 10,100 rpm and 92 lb-ft of torque at 7,400 rpm at the rear wheel.

We were bereft when the GT disappeared from KTM’s lineup during the Covid years, but we were excited to see it return for 2023. Updates were few, mostly styling and instrumentation, but what we loved about the 1290 Super Duke GT remained undiluted. As we wrote in our review in the May issue: “While the 1290 Super Duke GT is pretty incredible, it’s no Hulk ready to explode in a rage with one mistimed input. Rather, the GT is a well-behaved beast, one with finely tuned throttle response and easily controllable power.”

Related: 2023 KTM 1290 Super Duke GT | Road Test Review

We also praised the GT’s high-spec components, top-notch electronic rider aids, confident handling, ride-all-day comfort, and generous 6.1-gal. fuel capacity. Although the 30-liter hard bags are no longer standard, they are available as accessories.

“This bike is the pointy end of the sport-touring spear, and it’s sharper than ever.”

’Nuff said.

Congratulations to KTM for the 1290 Super Duke GT, Rider’s 2023 Motorcycle of the Year!

To find a KTM dealer near you, visit the KTM website.

The post 2023 Motorcycle of the Year appeared first on Rider Magazine.

Suzuki Motor USA has introduced its next group of 2024 sport, sport-touring, and adventure motorcycles, as well the return of a popular scooter.

Related: Suzuki Announces First Motorcycles in 2024 Lineup

Included in the announcement are the 2024 Suzuki GSX-S1000GT and GT+ sport-tourers; the 2024 GSX-R600, GSX-R1000, GSX-R1000R, and Hayabusa sportbikes; and the 2024 GSX-S1000 and GSX-8S naked sportbikes, the latter of which was introduced last year and is powered by Suzuki’s latest 776 cc parallel-Twin platform. In the adventure bike segment, Suzuki returns with the V-Strom 650 and 1050 range of motorcycles, and rounding out this on-road wave is the Burgman 400 Scooter.

Sport-Touring

2024 Suzuki GSX-S1000GT/GT+

The 2024 GSX-S1000GT combines the performance of its GSX-R1000-based engine with a nimble, lightweight chassis to provide riders with what Suzuki calls “an exciting and comfortable GT riding experience.” The GT and GT+ are grand tourers with sportbike-level functionality, avant-garde styling, and an extensive selection of optional equipment like integrated side cases.

Related: 2022 Motorcycle of the Year – Suzuki GSX-S1000GT+

The GSX-S1000GT has a pair of horizontally arranged LED headlights, a V-shaped position light, and side-mounted LED turn signals that fashion an appearance that is distinctively Suzuki. The GT’s styling continues into the optional side cases and touring windshield for a fully integrated appearance. 

For 2024, the GSX-S1000GT+ is presented in the new Candy Daring Red or the returning Glass Sparkle Black, both with unique GT logos that tie into subframe and wheel colors. MSRP is $14,199. The GSX-S1000GT returns in Glass Sparkle Black starting at $13,449.

Key Features

• Full fairing with dual mono-focus LED headlights and V-shaped LED position light. 
• 6.5-inch TFT panel featuring Suzuki’s mySPIN connectivity application that links to a smartphone to provide access to contacts, maps, music, and phone communication. It even pairs with most Bluetooth helmet communication systems.
• The 999cc GSX-R-based engine has reported impressive peak power with strong torque in the low- to mid-range and Ride-by-Wire. 
• Twin-spar aluminum frame, fully adjustable KYB suspension, and ABS-equipped Brembo monoblock brake calipers grasping dual 310mm stainless steel floating brake rotors.
• The Suzuki Clutch Assist System (SCAS), standard bi-directional quick shift system, and cruise control. 
• The Suzuki Intelligent Ride System (S.I.R.S.) includes the three-mode Suzuki ride mode selector, the five-mode Advanced Traction Control system, Quick Shift system, and the Easy Start and Low RPM Assist systems.

Sportbikes

2024 Suzuki GSX-R600

The GSX-R600 has a compact 599cc 4-cylinder engine, a fully adjustable Showa Big Piston Front Fork (BPF) and remote reservoir rear shock, and twin Brembo monoblock radially mounted front brake calipers grasping fully floating 310mm stainless steel brake rotors. Located between the frame’s spars, the engine’s top end is canted forward to improve cylinder head charging for increased power output. According to Suzuki: “For a rider considering a mid-size sportbike that flashes middleweight performance on the track or the street, there is only one choice: the Suzuki GSX-R600.”

Three paint schemes are available for the 2024 GSX-R600 starting at $11,899: Pearl Brilliant White/Metallic Matte Stellar Blue, Pearl Brilliant White/Metallic Triton Blue, or Metallic Matte Black No. 2/Glass Sparkle Black.

Key Features

• The twin-spar aluminum frame connects the steering head with the swingarm pivot portion of the chassis in a way that balances light weight and strength. The engine is suspended below the frame to keep mass low and the wheelbase short to promote nimble handling.
• The Suzuki Drive Mode Selector (S-DMS) lets the rider adjust the engine’s power delivery to suit the riding conditions. 

2024 Suzuki GSX-8S

Introduced for 2023, the 2024 Suzuki GSX-8S naked sporbike has a compact 776cc parallel-Twin that uses a 270-degree firing order and is equipped with Suzuki’s exclusive Cross Balancer system. Suzuki calls the GSX-8S “the ideal response to rider demands in the mid-size naked street bike category.”

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

A color 5-inch TFT LCD multifunction instrument panel provides the rider access and on-the-fly control over the Suzuki Intelligent Ride System (S.I.R.S.) suite of advanced electronic control systems that includes Suzuki Drive Mode Selector, the four-mode Suzuki Traction Control System, the bi-directional Quick Shift system, and Easy Start and Low RPM Assist systems.

Starting at $8,999, the 2024 Suzuki GSX-8S comes in Pearl Cosmic Blue, Metallic Matte Black No. 2/Glass Sparkle Black, or the new Glass Matte Mechanical Grey.

Key Features 

• Suzuki Clutch Assist System (SCAS), KYB suspension, and ABS-equipped Nissin radial-mounted 4-piston brake calipers with dual brake rotors
• A sporty yet ergonomically comfortable riding position

2024 Suzuki GSX-R1000 and R1000R

Suzuki introduced the original GSX-R750 in 1985 and then proceeded to gain multiple road racing championships around the world before creating another milestone in 2001 with the introduction of the GSX-R1000. 

Related: 2017 Suzuki GSX-R1000 | First Ride Review

At the pinnacle of the GSX-R family of ultra-high-performance sportbikes, the 2024 GSX-R1000R’s versatile engine provides power that is delivered smoothly and controllably across a broad rpm range. Like the original GSX-R1000, the 2024’s compact chassis delivers nimble handling with excellent suspension feel and braking control. Advanced electronic rider aids such as traction control, launch control, and a bi-directional quickshifter enhance the riding experience.

The GSX-R1000R is equipped with Showa’s BFF and BFRC-Lite suspension components. For stopping power up front, radially mounted Brembo monoblock 4-piston calipers fed by stainless steel brake lines grasp a pair of 320mm Brembo T-drive floating brake rotors.

The 2024 GSX-R1000R is available in a new Glass Matte Mechanical Gray paint scheme with dark red wheels or the popular Metallic Matte Black No. 2/Glass Sparkle Black scheme with new, bright blue graphics on the fairing and on the black wheels. Both paint schemes are accented by gold-anodized suspension components.

The GSX-R1000R is also available in 2024 in a race-inspired Pearl Brilliant White/Metallic Triton Blue paint scheme with bright blue wheels and blue-anodized suspension components. MSRP is $18,499.

The 2024 GSX-R1000 starts at $16,349 in a new Glass Matte Mechanical Gray paint scheme with dark red wheels or the popular Metallic Matte Black No. 2/Glass Sparkle Black scheme with new bright blue graphics on the fairing and on the black wheels. 

Key Features

• Inline-Four with DOHC and the Variable Valve Timing (VVT) system, as well as a 4-2-1 exhaust with a revised muffler and heat shield.
• Electronics include an IMU, adjustable traction control, the Suzuki bi-directional Quick Shift system, and Suzuki Drive Mode Selector, plus the GSX-R1000R–specific Motion Track Anti-Lock Brake and Launch Control systems.
• The GSX-R1000R–specific black background LCD multifunction instrument panel was inspired by the GSX-RR MotoGP dash.
• Fairing houses a bright LED headlight with eyebrow position lights above the Suzuki Ram Air Direct ducts that feed the engine’s electronic throttle bodies.

2024 Suzuki GSX-S1000

The 2024 GSX-S1000 naked sportbke has a 999cc engine based on the GSX-R1000 and produces claimed high peak power with strong torque in the low- to mid-range. The bike has upright streetfighter ergonomics, a twin-spar aluminum frame, and fully adjustable KYB suspension, while braking comes from ABS-equipped Brembo monoblock 4-piston calipers with dual 310mm floating discs in front and a Nissin 1-piston caliper squeezing a 240mm disc in the rear.

Related: 2022 Suzuki GSX-S1000 | Road Test Review

Two available body colors – Metallic Triton Blue with white accents or the new Metallic Matte Sword Silver with red accents – combine with modern logos for a starting MSRP of $11,699. 

Key Features

• A stacked mono-focus LED headlight assembly and angular styling that includes MotoGP-inspired winglets for an aggressive naked sportbike stance.
• Ride-by-Wire, Suzuki Clutch Assist System (SCAS), and bi-directional Quick Shift system.
• The GSX-S1000 uses the Suzuki Intelligent Ride System (S.I.R.S.) with a three-mode Suzuki Drive Mode Selector and the five-mode Advanced Traction Control System plus the Easy Start and Low RPM Assist systems.

2024 Suzuki Hayabusa

The 2024 version of Suzuki’s flagship sportbike celebrates its 25th anniversary of production this year. The Hayabusa is propelled by an 1,340cc inline-Four with DOHC and housed managed by the Suzuki Intelligent Ride System (S.I.R.S.) Suzuki says the engine’s adjustable power delivery, traction control, cruise control, launch control, quick shift, and Motion Track ABS and Combined Brake systems “offer the Hayabusa rider unmatched options on how they want their ride to unfold.”

Related: 2024 Suzuki Hayabusa 25th Anniversary Model | First Look Review

For 2024, in addition to the recently announced 25th Anniversary Hayabusa, riders may choose from Metallic Thunder Gray/Candy Daring Red or the deep, dark Metallic Matte Black/Glass Sparkle Black combination starting at $19,099. 

Key Features 

• Ride-by-Wire electronic throttle bodies with dual fuel injectors feeding each cylinder, mixing with pressurized air from the Suzuki Ram Air Direct (SRAD) intakes in the nose of the aerodynamic fairing. The symmetrical twin silencer exhaust system is lighter than previous generations with better flow and an exciting exhaust note.
• The Hayabusa’s superbike-caliber, twin-spar aluminum frame reportedly delivers a stable ride with nimble handling that can be personalized through the adjustable KYB-supplied suspension.
• The Hayabusa employs an advanced version of the Suzuki Intelligent Ride System (S.I.R.S.): a comprehensive collection of electronic rider aids like cruise control and bi-directional Quick Shift systems. Only the Hayabusa offers this premium suite of riding aids.

Adventure Bikes

2024 Suzuki V-Strom 650

Suzuki says its V-Strom 650 models are “renowned for versatility, reliability, and value.” The 2024 V-Strom 650 has a liquid-cooled 645cc 90-degree V-Twin and rides on lightweight 10-spoke cast wheels shod with adventure-spec Bridgestone Battlax 19-inch front and 17-inch rear tubeless radial tires.

The adventure bike has 6.7 inches of ground clearance, and a spring-preload-adjustable 43mm front fork and link-type rear suspension are combined with a rebound damping adjustment and hand-operated spring preload adjuster.

Related: 2017 Suzuki V-Strom 650 ABS | First Ride Review

The 2024 Suzuki V-Strom 650 comes in Solid Iron Gray starting at $9,199.

Key Features

• Suzuki’s Advanced Traction Control system, Easy Start system and Low RPM Assist feature.
• 2-piston brake calipers and dual 310mm discs up front and a single-piston caliper and 260mm disc in the rear, plus standard ABS.
• Vertically stacked headlights and adjustable windshield.

2024 Suzuki V-Strom 650XT and 650XT Adventure

The Suzuki V-Strom 650XT and 650XT Adventure feature the same liquid-cooled 645cc 90-degree V-Twin, suspension, and braking as the V-Strom 650 but take the off-road capability up a notch with anodized aluminum spoked wheels, hand guards, and a protective lower engine cowl. The V-Strom 650XT Adventure is equipped with Suzuki’s ADV-style 37-liter black aluminum side cases, as well as mirror extensions and a handlebar cross-brace that can be used to mount accessories like a GPS.

Related: 2018 Suzuki V-Strom 650XT vs V-Strom 1000XT | Comparison Review

The 2024 Suzuki V-STROM 650XT comes in Glass Sparkle Black bodywork with new gray and gold graphics to complement the gold-anodized aluminum rims starting at $9,699.

The V-STROM 650XT Adventure is clad with Pearl Vigor Blue/Pearl Brilliant White paint with blue graphics and blue-anodized aluminum rims starting at $10,899.

Key Features

• Suzuki’s Advanced Traction Control system, Easy Start system, and Low RPM Assist feature.
• ADV fairing with vertically stacked headlights and adjustable windshield.
• Integrated mount points on the chassis for Suzuki’s accessory family of V-Strom luggage. 

2024 Suzuki V-Strom 1050

The 2024 V-Strom 1050 adventure-touring bike has a 1,037cc V-Twin that Suzuki says produces “great horsepower, all while retaining its strong pull in the lower-rpm range and good fuel economy.” It has 6.5 inches of clearance and rides on cast aluminum wheels shod with a 19-inch front and 17-inch rear Bridgestone Battlax Adventure A41 radial tires.

The Suzuki Intelligent Ride System (S.I.R.S.) includes standard cruise control, Suzuki’s bi-directional Quick Shift system, and the Motion Track Brake system that activates cornering ABS. A full-color 5-inch TFT LCD multi-function instrument panel displays the bike’s operating status and S.I.R.S. settings.

The 2024 Suzuki V-Strom 1050 will be available in a new Glass Blaze Orange and Metallic Matte Black No. 2 paint scheme starting at $15,299. 

Key Features

• Fully adjustable inverted fork, link-style rear shock, and hand-operated, hydraulic spring preload adjuster.
• Radially-mounted 4-piston brake calipers grasping dual 310mm discs up front and a 2-piston caliper and 260mm disc in the rear.
• A USB port to the side of the instrument panel supplies power for smartphones or other accessories like a GPS.

2024 Suzuki V-Strom 1050DE and 1050DE Adventure

The 2024 V-Strom 1050DE models also have a 1,037cc V-Twin engine but ride in a chassis with 7.5 inches of ground clearance and 21-inch front and 17-inch rear spoke-style wheels with Dunlop Trailmax Mixtour adventure tires. Compared to the base V-STROM 1050, the DE has a longer rake and wheelbase for better handling on gravel roads and dirt trails, a longer suspension stroke to better absorb bumps on rough surfaces, as well as wide steel foot pegs and a large diameter tapered aluminum handlebar. 

A 5-inch color TFT LCD multi-function instrument panel displays the Suzuki Intelligent Ride System (S.I.R.S.) settings that include a Gravel (G) mode in the Suzuki Traction Control System and the ability to switch off the rear ABS, as well as the bi-directional Quick Shift system. The V-STROM 1050DE further emphasizes the aggressive look of its Suzuki Dakar-inspired styling with its unique front fender, aluminum engine protector, and rugged accessory bar.

The V-Strom 1050DE Adventure is equipped with Suzuki’s black aluminum side case set with 37 liters of capacity and an LED fog lamp set. The V-Strom 1050DE Adventure is available in Pearl Vigor Blue and Pearl Brilliant White body colors starting at $17,799. 

The V-Strom 1050DE comes in Glass Sparkle Black/Metallic Matte Black starting at $16,199.

Key Features

• Fully adjustable inverted fork with 6.7 inches of travel, link-style monoshock with 6.6 inches of travel, 4-piston brake calipers that grasp dual 310mm discs in front, and a single-piston caliper and 260mm disc in the rear.
• USB port to the side of the instrument panel supplies power for smartphones or other accessories like a GPS.

Scooter

2024 Suzuki Burgman 400

The 2024 Suzuki Burgman 400 features a 400cc Single with DOHC and four valves powering a CVT automatic transmission. It has Suzuki’s dual-spark technology ignition system, and like the systems used on Suzuki’s Hayabusa and GSX-S1000GT, the Burgman features a rider-selectable Traction Control system and Suzuki’s Easy Start system.

The 2024 Suzuki Burgman 400 comes in a Metallic Matte Sword Silver paint scheme with blue wheels for $8,699.

Key Features  

• Spacious under-seat storage and two front compartments with a DC power outlet.
• Triple-disc brakes (two 260mm discs up front and a single 210mm disc in the rear) with standard Suzuki ABS.

For more information on these 2024 models, visit the Suzuki website.

See all of Rider’s Suzuki coverage here.

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

When a bike wins Rider’s Motorcycle of the Year award, as the Yamaha Tracer 9 GT did in 2021, it’s a special machine that beat out dozens of others in the year it was selected. But every motorcycle, even very good ones, can be made better. Just two years after earning MOTY honors, we have the new and improved Yamaha Tracer 9 GT+.

What does the ‘+’ at the end of the name entail? Quite a bit, actually. Tucked under the nose of the Yamaha Tracer 9 GT+ is a new millimeter-wave radar that continuously measures distance to vehicles ahead and enables two features: adaptive cruise control and a radar-linked Unified Brake System. Also new on the GT+ are integrated ride modes, the next generation of the KYB Actimatic Damper System (KADS) electronic suspension, an updated quickshifter, a new 7-inch TFT display with simplified menus, new switchgear, and integration with the Yamaha MyLink and Garmin Motorize smartphone apps.

This fourth generation of the Tracer 9 platform – which began with the FJ-09 for 2015 and became the Tracer 900 GT for 2019, the Tracer 9 GT for 2021, and now the Tracer 9 GT+ for 2024 – is about refinement. It adds useful tech and smooths out a few rough edges but retains what has made the FJ/Tracer a Rider favorite for nearly a decade. As we wrote when the Tracer 9 GT won MOTY in 2021, “Thanks to steady evolution and improvement over three generations, Yamaha has demonstrated just how good a modern sport-tourer can be, especially for riders who value agility over couch-like luxury. Performance, sophistication, comfort, versatility, load/luggage capacity – the Tracer checks all the right boxes and leaves nothing on the table.”

Returning unchanged is the star of the show – the liquid-cooled 890cc CP3 inline-Triple with a crossplane crankshaft, which made 108 hp at 10,000 rpm and 63 lb-ft of torque at 7,200 rpm at the rear wheel on Jett Tuning’s dyno. The CP3 has always been an exciting engine that’s full of character, and it continues to deliver in spades. As before, wrapped around the engine is a controlled-fill diecast Deltabox aluminum frame that is both strong and light. The GT+ also has an aluminum swingarm, a steel subframe, and lightweight spinforged wheels shod with excellent Bridgestone Battlax T32 sport-touring tires. A comprehensive electronics package, 30-liter side cases, LED cornering lights, heated grips, a height-adjustable windscreen, adjustable ergonomics, and many other useful features are all part of the deal.

Since this review takes a deep dive into the new tech, I’ll cut to the chase: The Yamaha Tracer 9 GT+ gets a big gold star for being a fantastic, well-rounded, well-sorted sport-tourer. For this test, I logged over 1,400 miles in three days, and my admiration for the bike deepened with each passing mile. Although its $16,499 MSRP is $1,500 above that of the previous model, the GT+ offers a level of technological sophistication that isn’t available on another motorcycle priced less than $25,000.

Related: Yamaha Announces Updated Ténéré 700, Other Returning 2024 Models

ACC and UBS on the Yamaha Tracer 9 GT+

A millimeter-wave (mmWave) radar system emits short-wavelength electromagnetic wave signals that are reflected by objects in their path, allowing the system to determine the distance and velocity of those objects. In the case of the Tracer 9 GT+, the radar detects vehicles ahead in the same lane – it’s unaffected by vehicles going in the same direction in adjacent lanes or approaching vehicles in opposing lanes. When adaptive cruise control (ACC) is engaged, the system shows a car icon if a vehicle is detected within a certain range. If the vehicle ahead is traveling at a slower speed than that set for cruise control, the Tracer will slow to match the lead vehicle’s speed and maintain a set distance. A trigger on the left grip allows the rider to select among four set following distances, ranging from a minimum of one second to a maximum of two seconds. With the mmWave radar box tucked into a central cavity between the headlights and weighing only 7 ounces, it has minimal impact on aesthetics or overall weight.

After riding 200 miles around Boise, Idaho, during the one-day press launch, I logged two consecutive 600-mile days riding home to Ventura, California. Day 1 took me due south from Boise through the empty high desert of southwestern Idaho, down into Nevada to Eureka, and across Nevada’s basin-and-range landscape on U.S. Route 50 – “The Loneliest Road in America” – to Carson City. On Day 2, I climbed up the eastern side of the Sierra Nevada range, rode along the shore of Lake Tahoe, crossed into California, and bagged four of the highest paved Sierra passes – Ebbetts (8,730 feet), Monitor (8,314 feet), Sonora (9,624 feet), and Tioga (9,945 feet) – before cruising south on U.S. Route 395 and west on State Routes 14 and 26 to the coast.

There were few people in these wide-open spaces, and the heaviest traffic I encountered was millions and millions of Mormon crickets that covered some of the roads in Idaho and Nevada for miles. At times I shared the road with a coyote, a few antelopes, and several fast-moving pikas, their tails sticking straight up in the air as they scurried across the hot asphalt. Temperatures ranged from 50 to 100 degrees, and several desert rainstorms provided cooling relief from the summer heat.⁠

I’ve never been a heavy user of cruise control – I’d use it occasionally to give my right arm a break, to do some stretches, or to keep the bike at a steady speed while I opened or closed vents in my jacket – but I disliked having to disengage and re-engage cruise control when I came upon other vehicles in my lane. But I used adaptive cruise control for much of my 1,200-mile trip home. I’d set it to avoid the speed creep that can happen on long rides, sometimes leading to unpleasant interactions with the local constabulary. When I’d come upon a vehicle ahead of me, ACC would adjust the bike’s speed using engine braking, and then, if necessary, the front and rear brakes. If I changed lanes to overtake the vehicle, ACC would accelerate to the set speed.

ACC works from 20-99 mph in all gears, and only if traction control, slide control, and (front wheel) lift control are turned on (which they are by default in all ride modes). When using ACC’s acceleration and deceleration toggle switch, speed can be adjusted in 1-mph or 5-mph increments. Furthermore, using inputs from the 6-axis IMU (inertial measurement unit), ACC employs cornering assist (limits acceleration when leaned over), passing assist (smooths acceleration when the turnsignal is on), KADS integration (adjusts suspension damping to limit chassis pitch), and a rider warning system if following distance is too close. While all the different features of ACC may make it sound complicated, in practice it is very intuitive to use. ACC, however, is not a collision avoidance system or some sort of autopilot; the rider needs to stay engaged at all times.

The mmWave radar system also enables a radar-linked Unified Brake System that Yamaha says is a world-first technology on the Tracer 9 GT+. Using inputs from the IMU, suspension control unit, and engine control unit, the system adjusts braking and suspension forces to help keep the motorcycle under control. If the rider applies the brakes and the radar system detects an object or vehicle in the road, UBS will apply additional front/rear braking as needed, and compression damping will be increased to prevent chassis pitch. The Brake Control (cornering ABS) system must be turned on, and UBS works whether or not ACC is engaged. UBS is not an emergency braking system; it provides assistance only if the rider is already on the brakes. To support UBS and improve overall braking performance, Yamaha increased the diameter of the Tracer’s rear brake disc from 245mm to 267mm and made the rear brake pedal slightly wider with a more beveled shape.

GEAR UP

• Helmet: Schuberth E2 Modular
• Jacket: Fly Racing CoolPro Mesh
• Gloves: Fly Racing Brawler
• Pants: Fly Racing CoolPro Mesh
• Boots: Fly Racing Milepost

I used ACC for many hours of my two-day ride home, and how it worked when I approached or passed other vehicles on the road was obvious. Perhaps because there was little traffic on the road, I don’t recall any moments of hard or abrupt braking that would have engaged the radar-linked UBS function. An icon will flash on the TFT display, similar to a traction control light flickering when rear wheel spin is being managed, but I didn’t see such an icon. Then again, if I’m braking hard to avoid hitting something, I’m focused on the road and not on the dash.

Other New New on the Yamaha Tracer 9 GT+

Whereas ACC and UBS are new features, other updates refine existing ones. The quickshifter previously allowed clutchless upshifts during acceleration and clutchless downshifts during deceleration. On the GT+, the quickshifter also allows upshifts during deceleration (e.g., to limit engine braking) and downshifts during acceleration (e.g., to assist with making a pass). Also, the quickshifter can be used when ACC is engaged.

From a user-interface perspective, two of the best upgrades on the Tracer 9 GT+ are the move from a pair of 3.5-inch TFT displays to a single 7-inch TFT display and revised switchgear. The TFT has crisp, full-color graphics, three display modes, and an anti-glare coating that makes the screen legible even in bright sunlight. Simplified menu systems are more intuitive than before, and the joystick and home button on the left grip make navigating between screens, menus, and functions easy (though occasionally I’d mistake the joystick for the turnsignal switch, which is just to the left of it). All the switches have ergonomic shapes, a tactile feel, and new backlighting.

The Tracer 9 GT+ offers Bluetooth connectivity, allowing a smartphone and up to two headsets to be connected to the bike for controlling music and phone calls. The free Yamaha MyLink app allows text messages and incoming call info to be displayed on the dash, provides weather info and alerts, and allows use of the Garmin Motorize navigation app (subscription required – $4.99/month or $39.99/year). I used both, and Garmin Motorize was especially useful because it displayed Garmin’s familiar GPS screen right on the TFT display, eliminating the hassle of mounting a separate GPS unit or my smartphone on the bike for navigation. Using the Garmin app, however, was a drain on my iPhone’s battery, going from 100% to about 50% in just a few hours. There is a USB-A outlet just below the dash, so I ran a charging cord from the outlet to the phone in my pocket as needed.

As much as I liked the features and capabilities of the Yamaha MyLink and Garmin Motorize apps, I do have a couple nits to pick. First, the Yamaha app must be paired to a smartphone via wi-fi, but when the bike is shut down (such as removing the key to open the fuel filler) and then turned back on, the bike and Yamaha MyLink app wouldn’t always reconnect automatically. Sometimes it would be just a matter of opening the app and tapping the paired device button to reestablish the connection. But occasionally it would connect and then quickly disconnect, saying “communication error.” I’d get stuck in a connect/disconnect loop until finally the app and the bike decided to start talking to each other again. When on the side of the road after a photo stop or at a gas station during a long day’s ride, such connectivity issues can be frustrating.

My other nit to pick may reflect my personal proclivities and be completely irrelevant to others. When the Garmin Motorize app is being used, a long press of the home button on the left grip switches between the main screen and the navigation screen (a short tap of the home button brings up other functions). When the navigation screen is up, only limited vehicle information is displayed: coolant temperature on the left, fuel level on the right, and along the top, speed, ride mode, gear position, quickshifter status, and one of only four data points: odometer, tripmeter 1, total travel time, and clock, which can be scrolled through using the joystick. One of my favorite data points is ambient temperature, but it’s not available on that screen.

When adaptive cruise control is engaged, ACC info replaces the engine temperature gauge on the left side of the navigation screen. Switching over to the main screen, ACC info is also shown on the left, and it replaces the vehicle info that is normally displayed on the left side of the screen. On the right side of the screen, the rider can choose three vehicle info “favorites” from among the following: ambient temperature, coolant temperature, average speed, tripmeter 1, tripmeter 2, total trip time, average mpg, instant mpg, and low-fuel tripmeter (which begins counting once low-fuel warning comes on). Three of the remaining vehicle info data points are shown on the left, and the rest can be scrolled through using the joystick but their order can’t be changed. And when ACC is engaged, the remaining vehicle info data points are not available.

Riding the Yamaha Tracer 9 GT+

Whew, that was a lot of technical info! But for those who are interested in keeping abreast of new technology, we do our best to report them. Now comes my favorite part of the review: what it’s like to ride the Yamaha Tracer 9 GT+.

As mentioned, the Tracer’s 890cc Triple is a gem of an engine. Yamaha’s “crossplane concept” design means that each crankpin is offset 120 degrees from the next, and the three cylinders fire sequentially (1-2-3) in even 240-degree intervals. The engine is versatile, remaining smooth and docile at low revs and cruising along at highway speeds with minimal vibration, but it’s ready to party with a quick twist of the throttle. Horsepower builds linearly to its peak at 10,000 rpm, while torque holds steady: 54-63 lb-ft between 3,000 and 10,200 rpm (redline is 10,500). With a max of 108 hp, the Tracer doesn’t launch out of corners like an open-class sport-tourer, but keeping revs in the sweet spot between 6,000 and 9,000 rpm will please all but the greediest power addicts.

Rather than power modes (four), suspension modes (two), and electronic rider aids (traction control, slide control, and lift control) that must be adjusted separately as on the previous model, Yamaha made the Tracer 9 GT+ more user-friendly by giving it integrated ride modes with intuitive names and presets for all of the above: Sport, Street, Rain, and a Custom mode for those who like to tinker with settings.

With an upright seating position more like an adventure tourer than a traditional sport-tourer, the Tracer 9 GT+ is comfortable for long rides and allows the rider to quickly adopt an attack stance as needed, with the wide handlebar offering ample steering leverage. With a curb weight below 500 lb, a robust chassis, and frame geometry that favors agility, the Tracer loves to dive into and out of curves and responds obediently to small inputs. Strong, responsive brakes shed speed with good feedback or stop quickly as needed, and the 6-speed transmission changes gears effortlessly with either the slip/assist clutch or the quickshifter. The adjustable windscreen and standard hand guards provide good wind protection, and the revised seat, which has a new shape and cover, is reasonably comfortable but could use more support for long days in the saddle.

We’ve been heaping praise on the FJ/Tracer platform for years, while also pointing out flaws. With each new generation, Yamaha has addressed many of those flaws while also raising the bar in terms of performance, technology, safety, and convenience. If Rider selected a Motorcycle of the Decade, the Tracer 9 GT+ would be on the short list.

2024 Yamaha Tracer 9 GT+ Specifications

• Base Price: $16,499
• Warranty: 1 yr., unltd. miles
• Website: YamahaMotorsports.com

ENGINE

• Type: Liquid-cooled, transverse inline-Triple, DOHC w/ 4 valves per cyl.
• Displacement: 890cc
• Bore x Stroke: 78.0 x 62.1mm
• Compression Ratio: 11.5:1
• Valve Insp. Interval: 26,600 miles
• Fuel Delivery: EFI w/ YCC-T & 41mm throttle bodies x 3
• Lubrication System: Wet sump, 3.4 qt. cap.
• Transmission: 6-speed, cable-actuated wet slip/assist clutch & up/down quickshifter
• Final Drive: O-ring chain

CHASSIS

• Frame: Cast aluminum w/ engine as stressed member, cast aluminum swingarm & steel subframe
• Wheelbase: 59.1 in.
• Rake/Trail: 25 degrees/4.3 in.
• Seat Height: 32.3/32.9 in.
• Suspension, Front: 41mm inverted fork, electronically adj. rebound & compression, manually adj. preload, 5.1 in. travel
• Rear: Single shock, electronically adj. rebound, manually adj. preload (remote), 5.4 in. travel
• Brakes, Front: Dual 298mm discs w/ 4-piston radial calipers & ABS
• Rear: Single 267mm disc w/ 2-piston caliper & ABS
• Wheels, Front: Cast, 3.50 x 17 in.
• Rear: Cast, 5.50 x 17 in.
• Tires, Front: 120/70-ZR17
• Rear: 180/55-ZR17
• Wet Weight: 492 lb
• Load Capacity: 407 lb
• GVWR: 910 lb

PERFORMANCE

• Horsepower: 108 @ 10,000 rpm (rear-wheel dyno)
• Torque: 63 lb-ft @ 7,200 rpm (rear-wheel dyno)
• Fuel Capacity: 5.0 gal.
• Fuel Consumption: 45.9 mpg
• Estimated Range: 230 miles

The post 2024 Yamaha Tracer 9 GT+ Review | Road Test appeared first on Rider Magazine.

Just two years after introducing the Tracer 9 GT sport-tourer, which won Rider’s 2021 Motorcycle of the Year award, an upgraded version has been announced for 2024: the Yamaha Tracer 9 GT+.

Related: Rider’s 2021 Motorcycle of the Year: Yamaha Tracer 9 GT

“We are excited to mark the return of the much-lauded Tracer 9 to the model lineup in the form of this extremely advanced new 2024 Tracer 9 GT+,” said Derek Brooks, Yamaha Motorsports Motorcycle Product Line Manager. “Already offering an incredibly sporty riding experience with its thrilling 890cc CP3 inline-Triple engine, well-sorted lightweight chassis and semi-active suspension, the new Tracer 9 GT+ ups the level of capability and comfort significantly with a long list of features that make it equally adept at attacking canyon twisties as it is tackling a multi-state tour.”

Related: 2021 Yamaha Tracer 9 GT | Road Test Review

Topping the list of updates on the 2024 Yamaha Tracer 9 GT+ are innovative electronic rider aids, including Adaptive Cruise Control and a radar-linked Unified Brake System, which are enabled by a new Millimeter Wave Radar unit that constantly measures distance to vehicles ahead. Similar to systems used in automobiles and motorcycles such as the Ducati Multistrada V4 and BMW R 18 Transcontinental, Adaptive Cruise Control automatically controls cruising speed, deceleration, and acceleration to match the speed of the vehicle in front in order to maintain a constant following distance based on four adjustable pre-sets.

The 2024 Yamaha Tracer 9 GT+ is the world’s first motorcycle to employ a radar-linked Unified Brake System, which uses inputs from the Millimeter Wave Radar and a 6-axis IMU to assist the rider’s braking input when the distance to the vehicle in front closes to a certain level while simultaneously adjusting front/rear braking bias and front/rear suspension damping force for a higher degree of braking efficiency and handling. If the vehicle ahead is determined to be too close for the given brake pressure, the system assists by adding more braking force. Yamaha says the system is not a collision avoidance system. It will only provide braking assistance when the Brake Control (BC) feature is turned on and the rider is braking, and it includes cornering brake control.

In addition to the new Adaptive Cruise Control and Unified Brake System, the 2024 Yamaha Tracer 9 GT+ is equipped with a full suite of other electronic rider aids, including the Traction Control System (TCS), Slide Control System (SCS), front-wheel LIFt control system (LIF), and Brake Control System. Yamaha says all systems work together seamlessly, each of them can be turned off, and TCS, SCS and LIF offer adjustable levels of intervention.

The 2024 Yamaha Tracer 9 GT+ also features the next generation of the KYB Actimatic Damper System (KADS) electronically controlled suspension. Using inputs from the IMU and various sensors, the system adjusts suspension damping in real time based on prevailing riding conditions. The semi-active suspension also operates in conjunction with the Adaptive Cruise Control and Unified Brake System.

An updated quickshifter not only enables rapid-fire, clutchless upshifts and downshifts, it also works in conjunction with the new Adaptive Cruise Control, allowing riders to change gears without disengaging cruise control.

With such a deep roster of electronic functions, Yamaha has given the Tracer 9 GT+ a new 7-inch TFT display, which replaces the pair of 3.5-inch displays on the previous model. Riders can choose from three different screen layouts, and below the TFT is a USB-A outlet for connecting to a smartphone.

Smartphones and Bluetooth helmet communicators can now be connected directly to the bike to make and receive phone calls or control music. Using the Yamaha MyRide-Link app allows riders to receive weather information, receive text messages, and access a range of additional features. And the Garmin Motorize app provides full-screen turn-by-turn navigation through a subscription service. All functions can be controlled using a new joystick on the left handlebar switchgear and shown on the TFT display.

Returning unchanged is Yamaha’s liquid-cooled, crossplane-crankshaft 890cc CP3 inline-Triple. When we tested the 2021 Yamaha Tracer 9 GT, it produced 108 hp at 10,000 rpm and 63 lb-ft of torque at the rear wheel on Jett Tuning’s dyno. Four integrated ride modes – Sport, Street, Rain, and Custom – have unique throttle-response maps and level presets for TCS, SCS, LIF, and semi-active suspension.

The Tracer 9 GT+ has a proprietary CF (controlled filling) aluminum die-cast frame, lightweight spin-forged wheels, a 10-level adjustable windscreen, a height-adjustable seat with new padding and cover material, adjustable footpegs, 10-level heated grips, lockable/removeable hard cases that hold a full-face helmet in each side, and cornering lights.

Available in a Storm Gray two-tone colorway, the 2024 Yamaha Tracer 9 GT+ will be in dealerships in August with an MSRP of $16,499.

For more information, visit the Yamaha website.

The post 2024 Yamaha Tracer 9 GT+ | First Look Review appeared first on Rider Magazine.