Riders competing in the BMW Motorrad International GS Trophy 2024 Namibia event, Sept. 15-20, will do so on the BMW R 1300 GS Trophy Competition Bike, a bike based on the R 1300 Style GS Trophy with a few extras to help tackle riding in East Africa.
Celebrating togetherness through competition, the BMW Motorrad International GS Trophy features off-road enthusiasts from 22 national teams competing in various tests, including GPS navigation exercises, off-road rides, and technical tests. A total of 60 riders will compete in Namibia in 2024.
The BMW R 1300 GS received significant upgrades for 2024. Displacement was increased from 1,254cc to 1,300cc, peak horsepower increased from 136 to 145, and peak torque increased from 105 to 110 lb-ft. The new GS is also 26 lb lighter than the previous R 1250 GS, the previous tubular-steel space frame has been replaced with a sheet-metal main frame, and the Telelever and Paralever suspension systems have been upgraded to the next generation. More has been changed for this updated model, which you can read more about in our First Ride Review.
BMW R 1300 GS Trophy Competition Bike (left) and F 900 GS Trophy Marshal Bike (right)
The BMW R 1300 GS Trophy Competition Bike, which is not available for sale, is very similar to the R 1300 Style GS Trophy model with the optional Enduro Package Pro. It’s fitted with handlebar risers, an engine protection bar, a skid plate and frame guard, adjustable gear shift and brake levers, GS Vario rider footrests, enduro hand levers, a headlight protection guard, and white handguard extensions. It also features off-road tires on black cross-spoked wheels and a solo seat.
The GS Trophy Marshals will guide riders through Namibia during the event, and they’ll also get specific bikes for the job. The BMW F 900 GS Trophy Marshal Bike is based on the BMW F 900 GS mid-sized ADV, which was also updated for 2024. Updates include the engine punched out to 895cc making 105 hp, larger forged pistons, a weight reduction of 31 lb, a new Akrapovič muffler, a lower tailsection, and more.
The Husqvarna Svartpilen 801 replaces the Svartpilen 701 for 2024. The visually-striking naked is powered by the 799cc LC8c parallel-Twin that’s also found in the KTM 790 Duke and 790 Adventure.
We had a chance to give the Svartpilen 801 a good flog at a press launch Husqvarna hosted in Provence, a region in southern France, where we hustled the bike around the region’s craggy mountains.
Third Eye Design’s inView wireless helmet brake and turnsignal display device, which I’ve been using since 2019, has been significantly updated for 2024. As before, it offers riders enhanced conspicuity by mimicking the motorcycle’s brake and turnsignal lights on a remote wireless ultra-bright LED cluster, which attaches to the rear of the rider’s helmet.
For 2024, the new InView2 design has been enhanced to include a Fresnal lens with 4x brighter LEDs, DOT-C2 reflective tape behind the lens that illuminates from a following vehicle’s headlights, and longer-life AA batteries. In addition, several other notable features are planned via an app refresh, due in Q4 of this year.
The system consists of three main components: the Transceiver Module, an LED Accessory Brake Light, and the aforementioned Helmet Receiver Unit (wireless LED cluster). Installation is relatively straightforward. We begin with the Transceiver Module, which has been fortified with better water protection, improved power conditioning, and more advanced electronics to accurately determine rider position. This module should be mounted in a relatively protected area, away from direct exposure to the elements. For reference as shown in Figure 1, there was plenty of room under the passenger seat on my 2019 BMW R 1250 RT test mule. Posi-Tap connectors are included to allow for wiring up 12 VDC power, as well as the power wires for brake lights, left turnsignal, and right turnsignal. Final mounting of the Transceiver Module is via included double-sided 3M foam tape, which has the added benefit of cushioning the device.
The 2.25×0.25-inch LED Accessory Brake Light connects to the Transceiver Module’s 12VDC power out wires and is designed to mount using included double-stick tape facing straight back toward the rear of the motorcycle as shown in Figure 2.
The 4-ounce, 5×2.5-inch Helmet Receiver Unit mounts to the rear of the helmet using the included 3M Dual-Lock mounting tape as shown in Figure 3. It’s powered by two AA lithium batteries, which (depending on use) can last approximately three months in regular usage. The lens is available in either clear (shown) or red.
From a user-friendliness perspective, once installed, the inView2 requires minimal attention. The Helmet Receiver Unit issues two short beeps, vibrations, and flashes when it “wakes up” and one short beep, vibration, and a flash when it goes to sleep, alerting the user that it is functioning normally. The module automatically performs diagnostics on itself, checking functionality, LEDs, orientation, and battery life, making this truly a “set it and forget it” type of installation. The InView2’s smartphone app allows for functionality testing, single button firmware upgrade, and tech support features. As of press time, the inView should work with any modern motorcycle, including those with CAN-bus.
Out on the road, I received many positive comments from other riders (and even car drivers), especially during night riding. The high, centered position of this unit made the brilliant LEDs really pop in the darkness. As a safety feature, I especially appreciated the integrated accelerometer, which automatically triggers the InView2’s brake lights during medium to aggressive downshifts, even without actuating the brakes.
The inView2 is an intelligent device, and Third Eye Design is continually working on firmware updates and additional capabilities. The company is currently planning on a Q4 2024 rollout of a crash detection and emergency dialing feature, as well as a helmet-only mode that will allow the Helmet Receiver Unit to operate in the absence of the Transceiver Module. Third Eye Design is also currently working on a means of allowing the rider to measure acceleration, cornering, and braking metrics via the InView2 device, though there is no planned date for this yet as of press time.
Overall, given its superb functionality and ease of use, I strongly recommend the InView2 to safety-minded motorcyclists who are looking for ways to enhance conspicuity – especially for night riders!
Ten years after its debut in the U.S., the Yamaha MT-09 has been updated and refined for 2024 while maintaining its wild side that we enjoyed on the first generation. Updates on this generation are extensive, including new acoustic amplifier grilles, an improved transmission, more aggressive ergonomics, a stiffer chassis, updated suspension, new Bridgestone Battlax Hypersport S23 tires, a new 5-inch TFT display, new switchgear, and a complete electronics package.
We rode the MT-09 in the Santa Cruz Mountains in California during Yamaha’s press launch and then rode the bike home after the launch, testing the MT-09 on a variety of roads. We came away impressed with the bike’s refinements and happy to see how this motorcycle has evolved in the past decade.
Triumph has announced a special edition motorcycle that’s sure to interest fans of the King of Rock ‘n’ Roll. The 2025 Triumph Bonneville T120 Elvis Presley Limited Edition is limited to only 925 units worldwide and celebrates Elvis and his Memphis Mafia group of friends who rode on Bonnevilles.
Inspiration for the Elvis Presley Limited Edition came from a story in 1965. The story attests that Elvis was hanging out with his “Memphis Mafia” friend group in Bel Air shortly after Jerry Schilling had bought a new Triumph T120 Bonneville. After Elvis took it for a ride, he ordered Bonnevilles for the whole group of nine buddies, who rode their new bikes late into the evening until neighbors complained about the noise.
Triumph Motorcycles is currently in search of the Memphis Mafia Bonnevilles, and anyone who has information about these bikes is asked to email elvistriumph@triumphmotorcycles.com.
The Bonneville T120 Elvis Presley Limited Edition has been crafted to honor its namesake. The Carnival Red color scheme was inspired by the J Daar custom Bonneville, which was created to raise money for the Elvis Presley Charitable Foundation in 2023. The bike also features “ELVIS” gold lettering on the tank, which Triumph intended to represent set lights. Also on the tank and side panels is Elvis’s signature.
A more subtle detail for Elvis fans is the “Taking Care of Business in a Flash” emblem on the front fender. The line was said to be a personal mantra of Elvis and the design featured on the necklace presented to each of his Memphis Mafia friends.
Other details include tank stripes in Aluminum Silver, hand-painted gold line detailing, and a chrome finish on selected parts, including the sweeping exhaust with peashooter silencers. Only 925 of these special edition bikes will be made, and each one will feature a numbered handlebar clamp with Elvis Presley’s signature laser-etched onto it. The three-bar tank badge and machined engine fins recreate the look from the iconic 1959 Bonneville.
Each Elvis Presley Limited Edition bike will come with a Sony gold disc in an exclusive Elvis Presley and Triumph Motorcycles record sleeve, along with a certificate of authenticity signed by Triumph CEO Nick Bloor and Jamie Salter, founder, chairman, and CEO of ABG, Elvis Presley Enterprises.
The 2025 Triumph Bonneville T120 Elvis Presley Limited Edition will be available starting at $15,495 and will arrive in dealerships starting in September 2024. Customers can reserve bikes now at their local Triumph dealer.
The Triumph Rocket 3 Storm R and GT muscle bikes receive upgrades for 2025, including even more power from their massive 2,458cc inline-Triple, lighter wheels, blacked-out styling, and dark color schemes. New tuning bumps horsepower up 15 from the previous Rocket 3 to a total of 180 hp, and torque is 166 lb-ft.
We headed to France for Triumph’s press launch to find out if these unique motorcycles are worth their $25K MSRP. Once in the saddle, we experienced a ride unlike anything offered by any other production motorcycle.
Fly Racing Trekker adventure motorcycle helmet in Kryptek Conceal colorway.
Just as many adventure bikes have beaks inspired by the high front fenders of dirtbikes and rally racebikes, most adventure helmets have peaks inspired by those found on dirtbike helmets. Sometimes called a visor, the peak helps block flying debris, errant branches, and sun glare. Fly Racing makes a wide range of dirtbike helmets, while its Trekker helmet is aimed at adventure and dual-sport riders who spend time both on and off the pavement.
The DOT/ECE-approved Trekker has a lightweight polymer shell, a wide, goggle-friendly eyeport, and a dual-density EPS liner that provides progressive impact protection. The optically correct, UV-resistant clear faceshield has coatings to prevent fogging up and to resist scratches, and its mechanism has several detents for partial or fully open positions. The shield can be removed with a Phillips-head screwdriver (a dime or penny will work in a pinch) to accommodate goggles, but I had no issue wearing goggles with the faceshield in the fully open position. The Trekker also has a drop-down sunshield with an anti-fog coating, and tinted and iridium faceshields are available.
Photo by Aaron Crane.
The Trekker has closable vents in the chinbar, atop the forehead, and on the back, and the EPS liner has ventilation channels to pull hot air through the inside of the helmet. Overall, the helmet provides decent airflow, and a removable chin curtain blocks some dust and cool air. Enveloping the rider’s head is a removable, adjustable, washable antimicrobial SpaSoft lining that’s very comfortable. There are speaker pockets for installing a helmet communicator, and the Trekker secures with a double D-ring chin strap.
The Trekker has all the features I want in an adventure helmet at a very affordable price point, and it’s reasonably light (the size medium I tested weighs 3 lb, 10 ounces). The faceshield and sunshield mechanisms work well, even after getting heavily powdered with fine silt. The peak can be removed for more of a street style helmet, but I didn’t have any issues with the peak at highway speeds. And I’m a big fan of the new-for-2024 Kryptek Conceal graphic, especially in the Slate/Black/Red colorway shown.
The Fly Racing Trekker adventure motorcycle helmet is available in sizes XS-2XL in solid colors for $189.95 and the Kryptek Conceal graphic (available in four colorways) for $219.95.
2025 Suzuki GSX-R1000RZ in Pearl Brilliant White and Metallic Triton Blue
The first wave of 2025 Suzuki motorcycles has been announced and includes sportbikes in the GSX-R family, Boulevard cruisers, the Burgman scooter, RM-Z motocross bikes, and youth dirtbikes. Although there are no significant upgrades in this first announcement for 2025, many of these returning Suzuki models get new colors and graphic options.
2025 Suzuki GSX-R1000R and GSX-R1000
2025 Suzuki GSX-R1000R in Metallic Matte Sword Silver
The GSX-R1000R and GSX-R1000 are powered by a 999cc inline-Four with variable valve timing fitted into a race-proven aluminum-framed chassis. The two models include the Suzuki Clutch Assist System, a quickshifter, TFT instrument panel, and stacked LED headlights.
The GSX-R1000R includes high-spec Showa BFF and BFRC-Life suspension components, stainless-steel brake lines, and radially mounted Brembo monoblock calipers paired with 320mm Brembo T-drive floating rotors.
2025 Suzuki GSX-R1000 in Candy Daring Red
The Suzuki GSX-R1000R is available in Candy Daring Red / Glass Black or Metallic Matte Sword Silver with an MSRP of $18,649. The GSX-R1000RZ is available in race-inspired Pearl Brilliant White and Metallic Triton Blue with an MSRP of $18,649. The Suzuki GSX-R1000 is available in Candy Daring Red or Glass Matte Sword Silver with an MSRP of $16,499.
2025 Suzuki GSX-R750
2025 Suzuki GSX-R600Z in Pearl Brilliant White / Metallic Triton Blue
Powered by a 750cc four-cylinder engine, the GSX-R750 has been one of the most popular sportbikes on the market since its introduction in 1986. It has a lightweight, twin-spar aluminum frame, a Showa BPF, a remote reservoir rear shock absorber, Suzuki Drive Mode Selector, a track-ready instrument cluster with built-in lap timer, and lightweight bodywork.
2025 Suzuki GSX-R750 in Pearl Brilliant White and Metallic Matte Stellar Blue
The Suzuki GSX-R750 is available in Pearl Brilliant White and Metallic Matte Stellar Blue or Solid Iron Gray and Glass Sparkle Black with an MSRP of $13,149. The GSX-R750Z retails for the same price and is available in Pearl Brilliant White / Metallic Triton Blue.
2025 Suzuki GSX-R600
2025 Suzuki GSX-R600 in Solid Gray and Glass Sparkle Black
The GSX-R600 is powered by a 599cc four-cylinder engine and shares many features with the GSX-R750 in a slightly smaller package. It has a twin-spar aluminum frame, radially mounted Brembo monoblock front brakes, a Showa BPF, a remote reservoir rear shock absorber, Suzuki Drive Mode Selector, a track-ready instrument cluster, and lightweight bodywork.
2025 Suzuki GSX-R600Z in Pearl Brilliant White / Metallic Triton Blue
The Suzuki GSX-R600 is available in Pearl Brilliant White and Metallic Matte Stellar Blue or Solid Iron Gray and Glass Sparkle Black with an MSRP of $11,999. The GSX-R600Z is available in Pearl Brilliant White / Metallic Triton Blue with an MSRP of $11,999.
2025 Suzuki DR650S
2025 Suzuki DR650S in Solid Black and Iron Gray
Th DR650S dual-sport returns for 2025, powered by a dependable 644cc Single mounted in a semi-double-cradle steel frame. It features electric starting and the ability to lower the seat height via the suspension. The Suzuki DR650S is available in Solid Black and Iron Gray or Solid Special White #2 with an MSRP of $7,199.
2025 Suzuki Boulevard M109R
2025 Suzuki Boulevard M109R in Glass Sparkle Black
This Suzuki performance cruiser features a 1,783cc, 54-degree V-Twin, large-diameter mufflers, shaft drive, a drag-style handlebar, a 5.2-gallon teardrop fuel tank, and dual front disc brakes with radially mounted caiipers. The Suzuki Boulevard M109R is available in Glass Sparkle Black with an MSRP of $15,799.
2025 Suzuki Boulevard C50T Special
2025 Suzuki Boulevard C50T Special in Pearl Brilliant White
The Boulevard C50T Special features traditional styling and is ready for cruising around town or long-distance touring. It’s powered by an 805cc, 45-degree V-Twin and comes with a Fast Idle System, a plush studded seat, a windshield, forward-mounted footboards, a classically-style 4.1-gallon tank, spoked wheels, and a hidden linkage-type shock. Studded saddlebags that match the seat are available as accessories.
The Boulevard C50T Special is available in Pearl Brilliant White with an MSRP of $9,799.
2025 Suzuki Boulevard C50
2025 Suzuki Boulevard C50 in Solid Iron Gray
The Boulevard C50 is a more modern take on the C50T Special with a kicked-out fork, understated tank graphics, the Auto Fast Idle System, a wide handlebar, and forward-mounted footboards. The Suzuki Boulevard C50 is available in Solid Iron Gray with an MSRP of $9,299.
2025 Suzuki Burgman 400
2025 Suzuki Burgman 400 in Metallic Matte Black No. 2
The Burgman 400 scooter is powered by a 400cc Single with a CVT automatic transmission and features Easy Start, Traction Control, LED lighting, a 15-inch front wheel, under-seat storage, two front storage compartments with a DC power outlet, and ABS. The Suzuki Burman 400 is available in Metallic Matte Black No. 2 with an MSRP of $8,799.
2025 Suzuki RM-Z450
2025 Suzuki RM-Z450 in Champion Yellow No. 2
The RM-Z450 motocross bike is powered by a 449cc 4-stroke Single nestled in an aluminum frame with a beam-style swingarm. It also features a fully adjustable Showa Balance Free fork and shock, Suzuki’s MX-Tuner 2.0 system to adjust fuel injection and ignition settings through a smartphone app, and Suzuki Holeshot Assist Control.
The RM-Z450 is eligible for the RM Army Edition program for 2025, which includes components to upgrade the bike like the Pro Circuit RM Army Edition T-6 exhaust ($1,100), Throttle Syndicate RM Army Edition Graphics kit ($149.99), and a QR code to purchase discounted matching number-plate graphics that can be customized with the rider’s name and number.
The RM-Z450 is available in Champion Yellow No. 2 with an MSRP of $9,299.
2025 Suzuki RM-Z250
2025 Suzuki RM-Z250 i Champion Yellow No. 2
The RM-Z250 is powered by a 249cc 4-stroke Single in an aluminum frame with an aluminum swingarm. KYB adjustable suspension with a coil spring fork and a rear shock with four-way damping adjustment is included, along with Suzuki’s smartphone-based MX-Tuner 2.0 for quick tuning and Suzuki Holeshot Assist Control.
The RM-Z250 is eligible for the RM Army Edition program for 2025, which includes components to upgrade the bike like the Pro Circuit RM Army Edition T-6 exhaust ($1,100), Throttle Syndicate RM Army Edition Graphics kit ($149.99), and a QR code to purchase discounted matching number plate graphics that can be customized with the rider’s name and number.
The RM-Z250 is available in Champion Yellow No. 2 with an MSRP of $8,199.
2025 Suzuki DR-Z125L
Suzuki DR-Z125L in Championship Yellow
Designed for young and smaller riders, this dirtbike is powered by a compact air-cooled 124cc Single with a Mikuni VM20SS carburetor and features a 5-speed transmission, 19-inch front and 16-inch rear wheels, a steel-tube frame with rear beam-style swingarm, spoked wheels with aluminum rims, and a 32-inch seat height.
The Suzuki DR-Z125L is available in Championship Yellow with an MSRP of $3,619.
2025 Suzuki DR-Z50
Suzuki DR-Z50 in Championship Yellow
Ideal for young or new riders, the DR-Z50 is powered by a 49cc engine, and peak power can be adjusted via a throttle limiter to allow adults to control engine output to suit younger riders. It also features an automatic clutch, a 3-speed transmission, a steel frame and swingarm, 3.8 inches of front wheel travel, an electric starter, and a low 22-inch seat height.
The Suzuki DR-Z50 is available in Championship Yellow with an MSRP of $2,599.
Replacing the Svartpilen 701, the 2024 Husqvarna Svartpilen 801 has a larger, twin-cylinder engine, new electronics, fresh styling, and more. (Photos by Marco Campelli & Sebas Romero)
Known for decades as a dirtbike brand, Husqvarna expanded its lineup to include streetbikes following its acquisition by KTM in 2013. Its most visually striking models are the Svartpilen (“Black Arrow” in Swedish) and Vitpilen (“White Arrow”), which were available in 401 and 701 versions and used single-cylinder engines adapted from the KTM 390 Duke (373cc) and 690 Duke (693cc). Vitpilens had modern cafe racer styling, while the Svartpilens leaned into the street tracker look.
Husqvarna Svartpilen 801 | Bigger is Better
For 2024, the lineup has been pared down to three models: Svartpilen 401, Svartpilen 801, and Vitpilen 401. The evolution of the Svartpilen 701 to 801 comes with a new engine platform – the 799cc LC8c parallel-Twin that’s also found in the KTM 790 Duke and 790 Adventure.
Look familiar? The Svartpilen 801’s 799cc parallel-Twin is also found in the KTM 790 Duke and 790 Adventure.
Though it doesn’t have as strong of a scrambler aesthetic as the Svartpilen 401, which has spoked wheels shod with knobby tires, the 801 nonetheless looks ready for a bare-knuckled brawl. It has a dark color palette: blacked-out engine, chassis, and wheels and a matte-black tank cover, which has sharp edges and flat sides – a common design element on all ’Pilens. There are a few bright spots of silver, such as the sharply upswept exhaust pipe, vestigial skid plate, and brushed-aluminum radiator shrouds, but no pops of color.
One of the most visually and functionally interesting parts of the 801 is the subframe. Rather than a tubular-steel trellis or some other framework covered with plastic bodywork, the Svartpilen’s tailsection is a cast-aluminum monocoque with integrated air intakes, and the airbox is housed inside.
The Svartpilen 801’s cast-aluminum subframe is a work of art.
We had a chance to give the Svartpilen 801 a good flog at a press launch Husqvarna hosted in Provence, a region in southern France known for its wine, lavender, and olives. The region’s topography is like a scrunched-up carpet, with craggy mountains crisscrossed with narrow, ridiculously twisty roads. Part of the Tour de France goes through Provence, so it was a common occurrence to rip around a blind corner and come upon a mini-peloton of cyclists hogging the road. Excusez-moi, mes amis!
Beep! Beep! Coming through!
Riding a new motorcycle on some of the best roads in Europe is always fun, and it helps make up for the dismal pay here in the motojournalism salt mines. But our test ride on the Svartpilen 801 really hit the redline on the old Fun-o-meter because we were a small, tight-knit group of American guys who knew each other well. It was like being on a hair-on-fire Sunday ride with a few mates – a fast-moving pack, like a school of barracuda. We were all there to do our jobs, but it didn’t feel like work.
Anyway, back to the bike.
I love it! The End. j/k
A fun bike on fun roads.
Husqvarna Svartpilen 801 | More Power, Less Filling
Adding an extra cylinder has transformed the larger Svartpilen. Claimed horsepower has increased from 75 to 105 (at 9,250 rpm), and torque has gone up from 53.1 lb-ft to 64.2 (at 8,000 rpm). Wet weight has gone up too, from 355 lb to 421, but the pounds each horsepower needs to push around has dropped from 4.73 to 4.0. The 801’s Twin spins up eagerly, its exhaust note is spicy, and its throttle-by-wire delivers immediate response.
Not surprisingly, the Black Arrow has a dark color palette.
Ye Olde Blacke Arrowe has an upright motocross-style tapered aluminum handlebar with a cross-brace and a seating position that’s part supermoto, part sport standard, and all fun, just right for attacking corners as if they were a hot plate of French fries. The footpegs are positioned high enough to offer good cornering clearance but low enough for reasonable all-day comfort. Same goes for the wide, flat seat, which is perched at an agreeable 32.3 inches and covered with a grippy material that includes ribs for your pleasure (or, according to Husqvarna, “heat-stamped ribs providing additional comfort and improved traction in wet conditions”).
The Svartpilen 801’s round headlight and flat-sided gas tank are common design elements on other ‘Pilens.
Above the Svartpilen’s big, round LED headlight – a design element also found on other ’Pilens as well as the Norden 901 adventure models – is a wee windscreen that’s more stylish than functional. Behind the screen is a de rigueur 5-inch color TFT with vivid graphics, easy-to-use menus for customizing the bike’s electronics, and smartphone connectivity (navigation, calls, and music). Take your pick from several ride modes (Sport, Street, and Rain), and cornering ABS with rear-off Supermoto mode, lean-sensitive traction control, and an up/down quickshifter are all part of the deal. For an extra $419.99, you can add Dynamic mode, which includes an on-the-fly rear-wheel slip adjuster, wheelie control, and motor slip regulation. Cruise control will set you back another $288.99.
Our test ride started on a cold, damp morning, and I was a little hesitant to push the Svartpilen, especially with its semi-knobby Pirelli MT 60 RS tires. The front wheel is now 17 inches in diameter, which gives the 801 a nimbler feel than with the 18-incher on the 701. At our jackrabbit pace through hairpins, quick back-and-forth transitions, and varying camber and road surface, the Svartpilen was unflappable, its steering damper quelling any twitchiness and the Pirellis holding firm to the tarmac.
The Svartpilen 801 is an agile machine that loves to lean.
Contributing to the Svarpilen’s coolness under pressure is WP Apex suspension, which has impressed us on other Husqvarna and KTM models. The 43mm inverted fork is adjustable for compression and rebound via fork-top five-position clickers, the single shock is adjustable for rebound and spring preload, and there’s 5.5/5.9 inches of front/rear travel. Damping is well-controlled and strikes a balance between sportiness and comfort like an El Camino strikes a balance between a car and a pickup.
Look, wildflowers! Wait – don’t look – it’s a long way down.
Rounding hundreds of curves while going up and down mountains and around lakes, all while dodging les cyclistes en spandex, we were constantly on and off the gas, on and off the brakes. Our bikes weren’t equipped with cruise control, but even if they were, we wouldn’t have had an opportunity to use it. The Svartpilen’s J.Juan brakes, with a pair of 4-piston radial front calipers squeezing 300mm discs, a 2-piston rear caliper pinching a 240mm discs, and steel-braided hydraulic lines, performed admirably, scrubbing off speed in fine increments and delivering as much stopping power as I needed when I needed it.
Happiness is a road full of curves but empty of traffic.
Husqvarna Svartpilen 801 | Final Thoughts
Husqvarna has carved out an interesting niche in the streetbike world. Its Svartpilen and Vitpilen naked bikes and Norden adventure bikes have unique styling that stands well apart from the competition, they’re powered by proven KTM engines, and they’re equipped with high-quality components and features.
Testing Dynamic mode.
All that’s well and good, but it’s the magic mix of 11 herbs and spices that really matters. We don’t ride spec sheets, and we can’t look at a bike when we’re riding it. How does it make us feel? Excited? Heroic? Twenty years younger?
The Svartpilen 801 is fun to ride. It quickened my pulse, tingled my nerves, and made me wish I could just keep riding it rather than fly home, sit at my desk, and write 1,200 words about it. It may be called the Black Arrow, but it warmed my heart.
California Superbike School is all about teaching students the fundamentals and building from there. The step-by-step method of instruction resulted in measurable improvement throughout the day. (Photos by etechphoto.com)
Like any hobby, sport, or activity, riding a motorcycle gets better as the rider gets better. While nothing quite compares to the initial thrills of early riding days, improving riding skills opens doors to new opportunities, builds confidence, and makes riding safer by reducing panic when unfamiliar situations arise.
NCM Motorsports Park in Bowling Green, Kentucky, is just one of 11 tracks in the U.S. that host California Superbike School yearly.
For a while, I’ve been a good enough rider for the type of riding that I do with my family and friends, which is usually relaxed day trips in low-traffic areas. But since I’ve started working as associate editor at Rider, I’ve ridden a variety of bikes in diverse locations alongside very experienced riders, and it’s led me to believe that “good enough” isn’t quite, at least not for me anymore. I want to be a better rider.
My journey to improve my riding starts with the California Superbike School’s Level I class, which I attended at the NCM Motorsports Park in Bowling Green, Kentucky. Before attending the class and with the help of Cobie Fair of CSS, I graded my current riding on a list of skills using a scale of 1-5, with 5 being the most confident. When I revisited my list after the class, I saw definite improvement almost across the board. As I continue to practice what I learned in the class, I’ll return to this brief questionnaire to measure my progress before jumping into Level II.
California Superbike School classes take place rain or shine. Luckily, we had a beautiful day with temps in the mid-80s and sunny skies.
California Superbike School: First School of Its Kind
California Superbike School was created by Keith Code in 1980 as the first of its kind track school, and it was based on the techniques and concepts that Code used to coach professional racers. Code has a long list of champions that he’s trained, and although his son, Dylan, runs the day-to-day aspects of CSS now, Keith was present when I attended the class, chatting with students and overseeing the program.
CSS founder Keith Code (right) addresses students at the beginning of the day. His son, Dylan (center), now runs California Superbike School’s day-to-day operations.
The school is divided into four levels. Those new to CSS start at Level I, regardless of experience or skill set. Levels II and III build on the techniques taught in Level I, while Level IV is a more tailored class that coaches individual students based on their unique needs. Each level can be completed in a day, and two-day camps are available.
Pricing is the same for each level, and you can choose to rent one of CSS’s track bikes, or you can save a couple hundred dollars by bringing your own bike. One-day classes are $845 to rent a bike and $645 if you bring your own. That’s a significant investment, but the class was well worth the price for me. If I’m willing to invest in gear to protect myself while riding, investing in myself to become a better and safer rider is a no-brainer.
The BMW S 1000 RR is the standard rental bike at California Superbike School. Although I rented a smaller BMW G 310 R for the day, the students who rode the S 1000 RR said they enjoyed the bike.
California Superbike School: Gotta Start Somewhere
Before the class, I used my questionnaire to grade myself after a ride close to home. Skills included setting the correct entry speed for a corner, quickly steering the bike to avoid unexpected obstacles, steady throttle use throughout the corner, choosing a good line through a decreasing radius corner, and others. Knowing I didn’t quite panic in these situations as I did in my early riding days, I felt like I was at least above a 1 rating on most of these skills, but not much beyond that, so I gave a grade of 2. By the end of the class, I confidently bumped my score up to a 2.5 or 3 on many skills on the list, and I expect those levels to continue to rise.
When asked who in the class was returning for the second day of the two-day camp, the majority raised their hands.
Upon arriving bright and early on the day of the class, I signed up at the registration table in the paddock, where coaches were greeting students and snacks, coffee, and water were available. The BMW S 1000 RR bikes rented by the school for the class were lined up outside the paddock. Knowing I’d be more comfortable on a smaller bike, I had called ahead to reserve a BMW G 310 R for myself.
When it was time to get started, we headed into the classroom for a safety presentation and an explanation about how the day would go. The coaches and instructors introduced themselves, and they explained that we would be divided into three levels for the rest of the day.
This was not only my first time at a track school; it was also my first time on a track! Now I understand why many riders enjoy track days.
Throughout the day, we stayed with our assigned group. Level I had six students including myself, and each level covered five lessons throughout the day. Each lesson started with a few minutes in the classroom, followed by a 20-minute track session to practice the exercise explained in the classroom. Right after the track session, we’d meet with our coaches to talk about the session and our individual progress on that lesson. Each group rotated through these three steps, so while our group was in the classroom, another group was on the track, and the other one was talking with their coaches. This system kept everything running smoothly, and it kept the track and other areas from becoming too crowded.
Seeing the checkered flag signaling the end of the session was my least favorite part of each session, but I looked forward to meeting with my coach to get feedback on how I could improve in the next session.
California Superbike School: Diving In
Our first lesson was about throttle control. To start, Dylan Code, the Level I instructor that day, asked our class a few questions to gauge our understanding of throttle control and address any misconceptions. He used a white board to write out and draw concepts as he explained, and he also used photos and videos of both professional racers and CSS coaches that demonstrated correct throttle control. In each lesson, Dylan broke down the basic science behind the technique in a way that was simple enough to understand and paired that knowledge with real-world examples.
Dylan Code was the Level I instructor for our class. He used a white board and a TV displaying videos and graphics to help us understand each lesson. (Photo by the author.)
As we lined our bikes up to begin our first track session, our on-track coaches introduced themselves. My coach was Lyle, and since we had a smaller group, I was his only Level I student. Even with larger class sizes, each coach will only have 2-3 students per group, which is also why it’s important to register early, as space is limited. Registering a few months in advance is the best way to ensure you’ll get a spot.
The BMW G 310 R was a great choice for me. I was able to comfortably focus on each exercise rather than worry about riding a larger bike. Most of the students in my group trailered their personal bikes to ride during the class.
Lyle explained that he’d watch me while trackside to observe how I was doing on the track with the throttle control exercise. Then he’d catch up to me and follow me to observe my progress. After following me for a few turns, he’d ride in front of me and use hand signals to communicate what I should be doing with the throttle.
Wanting to become a better rider, I attended Level I of California Superbike School with five other dedicated students.
When I started following Lyle’s hand signals as a guide to using the throttle, the classroom lesson began clicking into place, and I began to understand not just the concept of throttle control but also the feeling of correct throttle control. At each corner, my throttle usage smoothed out, and I was better able to judge a good entry speed that wouldn’t require me to make panicked adjustments in the middle of the corners. Before long, we were heading off the track and toward our coaching session.
When our group lined up before the first session, our individual coaches came out to introduce themselves and explain how they would help us with the throttle control exercise.
I met Lyle in the paddock at a table with a map of the track. Lyle made it clear that his job was to make me a better rider and asked how I felt and what I wanted to focus on. He used a dry-erase marker to mark turns where I was doing well and turns that needed improvement. He told me that in our next session, I should focus on smoothing out two particular turns and gave me advice on how to do that. After grabbing some snacks and water in the paddock, it was back to the classroom for the second lesson.
By following my coach, Lyle, I was able to get a better understanding of the right way to do the exercises.
California Superbike School: Step By Step
The lessons continued in a similar way, each one adding concepts and exercises and building on the lessons before. We were told to use no brakes at first and reintroduce brakes in a later session, again slowly adding in extra things without overwhelming students with too much to remember at once.
Lyle and I meet up in the paddock to discuss the session over a dry-erase map of the track on the table.
Once we got into the second half of the day, I told Lyle I was having a hard time choosing the best line at each corner, so although we continued working on the lessons from the classroom, we also worked on choosing lines. He marked a couple of turns where he noticed I would turn in too late or too early, and then on the track, he signaled by pointing to the ground where I should begin the turns and where I should apex. Having this visual cue was a great help, and it felt fantastic to see my lines improving after each session.
My coach, Lyle, points to the apex of the turn ahead of me to help me find my line.
Five sessions after the start of the day, it was 5 p.m. and time to get off the track. We were each given a folder with brief explanations of our levels’ lessons, a completion certificate, and more information about the school.
An instructor demonstrates lessons on a bike in the paddock. Later in the day, these students sat on the bike while the instructor guided them on body positioning.
My day at California Superbike School was everything I wanted. The step-by-step system of lessons gave me the tools to continue improving without feeling overwhelmed, and I ended the day tired but excited by my progress. The coaches told me that I’d learn more about visuals and body positioning in Level II, and I’d get the chance to try out some of their specialized training bikes.
By the end of the day, I was feeling confident in my progress and excited to return for Level II in the future.
This step in my journey to becoming a better rider covered more distance than most. Now it’s time to put in the work and practice what I’ve learned – not a bad way to spend my summer evenings.
Learn more about California Superbike School, view the schedule, and register for a class at the CSS website.
The BMW R 12 nineT merges classic flash with modern dash.
The 2024 BMW R 12 nineT is the latest addition to BMW’s storied lineup of heritage motorcycles, blending classic design elements with modern technology and performance. This classically styled roadster helps celebrate the 100th anniversary of BMW Motorrad.
The horizontally opposed twin-cylinder engine is as synonymous with BMW as V-Twins are with Harley-Davidsons. The boxer is a BMW hallmark, long known for its distinctive aesthetic and linear power delivery. A 1,170cc air/oil-cooled boxer is proudly on display in the R 12 nineT.
The R 12 nineT looks stunning, especially in its San Remo Green Metallic colorway, a $325 option over the standard Black Storm Metallic. The sculpted aluminum front fender mount is a nice touch.
The R nineT was introduced in 2013, capturing the attention of riders who wanted the appearance of a vintage cafe racer but with modern performance and capabilities. More than 110,000 have been shuffled out of BMW dealers.
For 2024, the model has changed names to include a displacement reference, the “12” added to this R 12 nineT. With a new exhaust and different tuning, the low-slung boxer produces 107 hp and is fitted into a new one-piece frame. The chassis is shared with the new R 12 cruiser ($12,345), which is detuned to 95 hp to satisfy European A2 license requirements. Both engines have identical torque curves below 6,000 rpm.
The R 12 nineT’s exhaust system has new header pipes with a crossover tube pumping burned gases to a chamber below the engine that houses the catalytic converter, now with a lambda sensor after the cat to help meet Euro 5 regulations.
The R 12 nineT starts at $16,990 including its $695 destination fee. Adding optional equipment can quickly vault MSRP. The Select Package adds $1,524 to the price and includes an up/down quickshifter, cruise control, heated grips, Hill Start Assist Pro, and Connected Ride Control with a Bluetooth interface.
A new steel-trellis frame replaces the previous two-piece frame, eliminating some fasteners and slightly reducing its weight, also resulting in a cleaner appearance. The subframe is detachable to enable customization.
Forking over another $2,275 accesses the delectable Option 719 package. It features a red frame and is capped off brilliantly by a brushed finish on the aluminum fuel tank, windscreen, rear fender, and a tail hump (a $1,020 option on its own). It also features a slathering of machined billet-aluminum components, including cylinder head covers, adjustable hand and foot controls, bar-end mirrors, and expansion-tank cover, plus a different seat and exhaust system.
The optional aluminum tailpiece helps create one of the nicest butts on a production motorcycle. The turnsignal lamps serve double duty as taillights to keep the rear end tidy.
But wait, there’s more! A minimalist 3.5-inch TFT instrument panel can be added for $145, but BMW wanted to give buyers the choice to opt for the newly designed twin round analog gauges, which are perhaps more appropriate for the retro-inspired nineT. Tubeless wire-spoke wheels are a $695 option to replace the standard cast-aluminum hoops, if that’s the look you prefer.
All versions of the nineT include keyless ignition, an IMU to inform traction control and cornering ABS, ride modes (Dynamic, Road, and Rain), full LED lighting, a USB-C charging port, and a 12-volt outlet.
The R 12 nineT has a minimalist TFT instrument panel.
BMW R 12 nineT | Test Ride
The assemblage of nineTs sitting in front of our Spanish hotel looked marvelous, especially with the aluminum tail humps blending with the fuel tank’s bare aluminum sides. The bikes look both classy and classic.
The controls might appear befuddling, but BMW’s system is fairly easy to defuddle.
With a 31.3-inch seat height, the nineT is fairly easy to straddle and hold its 485-lb curb weight upright. Its 4.2-gallon tank is 1.2 inches shorter and is also narrower between the knees than it was previously to position the rider closer to the handlebar. The riding position is sporty but not punishing, a good compromise for a cafe racer such as this. The digital instrument panel fitted to our bikes is tiny but usable.
The R 12 nineT presents a shape unique in motorcycling. The stacked pair of mufflers with conical end caps is a new feature for the 2024 model.
Firing up the engine is accompanied by the customary opposed-Twin twinge that rocks the bike to the right, with the new exhaust system emitting the traditional boxer blat. It’s not mellifluous but sounds somewhat authoritative.
The linear powerband avails its rider with good grunt regardless of engine speed, and it really comes alive in the midrange. Max torque of 85 lb-ft hits at 6,500 rpm, and its 107 hp peak arrives at 7,000 revs with another 1,500 rpm of rev-ability before hitting the redline at 8,500 rpm. Owners will want to burn premium-grade fuel, as I heard hints of preignition pinging when applying large throttle inputs in taller gears.
A traditional-looking round headlight adds retro charm but holds a modern LED lamp with integrated LED running lights.
The nineT continues to use a single-plate dry clutch, which can be overwhelmed if a rider slips it excessively, and it demands a fairly heavy pull despite its hydraulic actuation. Gearbox action feels vintage compared to most modern transmissions, requiring considerable lever travel to engage the next gear. BMW’s Shift Assist Pro is available for the first time on a nineT, but it swaps gears with lurches unbecoming of a premium roadster like this. For smoothest gearchanges, I did them manually.
A new fuel tank allows a rider to snuggle up closer to the handlebar for improved front-end feedback.
A wide handlebar supplies decent leverage to overcome a lazy 27.7-degree rake angle with 4.4 inches of trail and a long 59.5-inch wheelbase. As sporty as the nineT is, it’s not exceptionally agile, which made me wonder if the standard steering damper is necessary. Adding input through your feet is somewhat thwarted by slippery footpegs.
Suspension action from the fully adjustable 45mm inverted fork is excellent. The rear damper – also with 4.7 inches of travel – was reangled to perform better without a linkage and uses travel-dependent damping. The shaft-drive arrangement adds weight compared to a chain, which makes the rear end less responsive when absorbing bumps. A hydraulic preload adjuster knob is conveniently located near the rider’s right knee, while the adjustable rebound damping screw is on the shock.
Whether hunting for apexes or cappuccinos, the R 12 nineT will get you there in style.
When riding a debonair bike like the nineT, a rider wants to look smooth, but throttle reapplication from a closed throttle can be abrupt, and I experienced an excessive amount of engine braking during deceleration. On the plus side, the radially mounted 4-piston monoblock calipers and twin 310mm floating rotors do a fine job of shedding the levels of speed the nineT is capable of achieving.
BMW R 12 nineT | Back to the Barn
I felt conflicted about the R 12 nineT while riding it back to the hotel. It’s a special machine, no doubt, and it harks back to classic motorcycle designs with its minimalist and elegant lines. I sincerely appreciate its form factor and could imagine it sparkling in my personal garage.
The R 12 nineT glowing at golden hour, presenting an alluring profile for Beemerphiles.
On the other hand, its powertrain feels anachronistic, which came into sharp relief by riding the scintillating M 1000 XR on the same day. The nineT feels decidedly old-school, and it makes this reviewer want to paint it with the same brush as when reviewing older Moto Guzzis, highlighting the bike’s character-rich personality and overlooking its flaws.
The R 12 nineT stands out as a beautifully crafted motorcycle that pays homage to BMW’s rich heritage while incorporating modern technology. With its blend of classic aesthetics and advanced features, the nineT offers both character and capability. It won’t be the most cost-effective bike in your garage, but it might be your favorite.
Under the seat is a redesigned airbox that leads to the cylinders via a channel covered by drilled aluminum shields. This bike has the optional wire-spoke wheels fitted.
The Triumph Rocket 3 Storm R and GT are cruising into 2025 with 180 hp on tap.
Riding a motorcycle automatically makes you stand out in a crowd of vehicles. And when you want to set yourself apart from that condensed crowd, no other production machine does it better or bolder than the Triumph Rocket 3.
“It’s a bucket-list bike,” said Triumph’s senior design engineer, Alistair Fisher, at the launch of the 2025 Rocket 3 Storms, available in R and GT versions.
It all starts with the gargantuan 3-cylinder engine, which outguns the powerplant in my Honda family car, with 2,458cc to my Accord’s 2,354cc. My car keeps up with traffic quite well, with 177 hp pulling around roughly 3,300 lb.
For 2025, Triumph’s motor gets a boost to 180 hp, and the bike weighs a relatively paltry 700 lb – that’s just 3.9 lb/hp to the Accord’s 18.6, which translates into a speed-bending rocket. The Rocket also outpaces the Honda in terms of torque, with 166 lb-ft at 4,000 rpm compared to 161 lb-ft at 4,300. Triumph’s Triple is a beast and unlike anything else on the market.
A Storm is on the horizon…
Triumph Rocket 3 Storm | Rocket Roots
The first Hinckley-based Rocket III entered production in 2004 and remained in the lineup for a decade in various model trims. Then, in 2019, a completely new aluminum-framed Rocket 3 (note the absence of a Roman numeral) burst onto the moto scene, about 90 lb lighter and with finish detailing that shamed the original’s uninspired appearance. Despite its outsized proportions and premium prices, more than 18,000 second-gen Rockets have been sold.
The first generation of Hinckley-based Triumph’s Rocket III made a big splash when it debuted in 2004. The second-gen Rocket 3s are far superior in performance and beauty.
Heartened by the model’s success and its unique place in the market, Triumph has added the “Storm” nomenclature and has updated the two versions. The R is intended for sportier riders, while the GT has more of a cruiser ergonomic layout along with a small windscreen and a passenger backrest.
Accompanying the new Storm monicker is a slathering of black-anodized finishes to give the bike a darker, moodier appearance, including the fork, hand and foot controls, and aluminum subframe. It still rolls on cartoonishly fat tires (150/80-17 front, 240/50-16 rear), but new wheels trim about 1 lb from each end for a reduction in unsprung weight.
The Rocket 3 Storms are bold and bodacious, “the ultimate muscle roadster,” according to Triumph. Note the exposed rear wheel, now 1 lb lighter than previous, and Triumph’s signature dual round headlights.
The Storm’s headlining update is to its massive motor, which receives its newfound extra power not from lumpier cams or intake mods but simply from electronic tuning. Engineers told me the throttle valves of the previous engine didn’t open completely, limiting power to ensure adequate durability.
Over the years, Triumph discovered the engine could be pushed harder without sacrificing dependability, so we now have a fully unrestricted powerplant that delivers 180 hp at 7,000 rpm, up 15 ponies, as well as a 500-rpm higher rev limit. Torque gets a 3 lb-ft nudge to 166 lb-ft.
The Rocket 3 Storms have high-quality black finishes throughout, which are optional extras on most Harleys and Indians.
Triumph Rocket 3 Storm | The Cannes Can
The Cannes Film Festival is world-famous, but a few weeks earlier, the French city hosted the launch for the Rocket 3 Storms. We tested the R and GT variants on the variety of hilly roads near the Mediterranean coast.
The Rockets look imposing in the flesh, for both their enormous size and their new black finishes. If Darth Vader could ride a motorcycle around the Death Star, he’d probably choose a Rocket 3 Storm. The finish detailing is exceptional, from the black powdercoated intake cover to the hydro-formed exhaust headers.
Several brushed-aluminum components provide classy accents, including the fuel cap, oil cap, and coolant cap, as well as the tank strap running the length of the 4.76-gallon fuel cell. Lovely aluminum caps finish off the handlebar ends and serve as mounting locations for the mirrors. I also must give a shout-out to the innovative pillion footrests that fold into themselves to nearly disappear.
While not as colorful as some high-end instrument panels, the tiltable TFT screen on the Rockets supplies a wealth of information. It includes a power port, augmented with a USB outlet under the seat.
Facing the rider is a color TFT instrument panel with a mount that allows it to be tilted to suit different rider sizes. Hands are greeted by adjustable levers and quality-feeling switches that are conveniently backlit. A joystick on the left switch housing makes navigating the electronics relatively simple. Riders have their choice of two information layouts, and self-indulgent ones can personalize the start-up screen message with their name.
The Storms are equipped with three ride modes (Road, Sport, and Rain), and a custom map configurable to a rider’s specific preferences. They alter the throttle map and the traction-control settings, as well as the cornering ABS, all informed by an IMU (Inertial Measurement Unit). Hill Hold prevents the bike rolling backward when stopped by applying the rear brake until the rider re-engages the clutch.
Triumph Rocket 3 Storm GT: Giant Tremendous
I first climbed aboard the Rocket 3 Storm GT, happy to enjoy the warmth from its standard heated grips (optional on the Storm R) and the modest wind protection provided by its windscreen. The GT’s nicely stitched seat is placed at 29.5 inches to allow most legs to reach the ground flat-footed, and its footpegs are placed more forward than the R’s. Triumph engineered the GT’s foot controls to be adjustable to three positions over a 2-inch horizontal range – a nice feature.
The Storm GT is fitted with a larger windscreen than the R’s, and it has cruiser-style ergonomics.
I stuck the bike’s remote fob into my pocket and enjoyed the convenience of keyless ignition. The engine ignites quickly and twising the throttle gently rocks the bike sideways as the big crankshaft rotates below. It’s an easy reach to the handlebar, which is 4.9 inches closer to the rider than the R’s.
Considering the immense size of the powerplant, it’s startling how little effort is required to work the Torque Assist clutch. Not that the burly engine requires much clutch work, as it has the deepest well of power in motorcycling. The gearbox is smooth but notchy, and it’s a bit surprising that a quickshifter is not standard equipment on a bike that retails for $25,795 (one is available as an option).
The GT has a wider rider saddle and a more generously padded pillion seat.
Riding the Storms made me think of the way skilled but overweight dancers can move on a dance floor. This big ballerina weighs 705 lb and has a rangy 66-inch wheelbase, but it handles like a more diminutive machine. The motor’s low longitudinal crankshaft orientation plays a role, as do the lighter wheels.
Passengers on Storm GTs will enjoy the security of an adjustable-height backrest. Just above the shaft-drive swingarm are passenger pegs neatly folded away thanks to a clever pivoting mechanism.
Both Storms share the same suspension package. Up front is a beefy 47mm Showa inverted fork with tunable damping in both directions and fixed preload, with 4.7 inches of travel. The Showa shock has 4.2 inches of stroke and is fully adjustable, including a hand-twistable spring preload adjustment. The bike proved to be plusher over bumps than expected, especially considering how much area the wide tires are covering with every rotation.
Naturally, the engine is the bike’s dominant component, pulling strongly from low revs and then building to a walloping whoosh as the big Triple gains revs. The engine is coarse but lovable, sounding like a mix of a Porsche flat-Six’s howl and a voracious vacuum cleaner.
Triumph Rocket 3 Storm R: Ridiculous
The R version of the Storms places its rider in a more active stance that encourages riding it like a sportbike.
Switching over to the Storm R provided a sportier riding position, with a much lower handlebar and mid-mount foot controls vertically adjustable to two positions 0.6 inch apart. The seat is narrower than the GT’s and a bit higher at 30.4 inches. It’s priced $800 less than the GT and does without heated grips unless they’re ordered as an accessory. Curb weight is stated at 699 lb.
The Storm R puts riders in a streetfighter-esque posture. Note the fat tires, the edges of which never get scrubbed due to limited cornering clearance.
The GT is quite capable when unwinding canyon roads, but the R’s more active riding position encourages sportier behavior, and its footpegs drag a degree or so later. The bike is more agile than you’d expect, but its sporting prowess is limited by an understeer condition felt when leaned over. Despite peg-grinding lean angles, the shoulders of the 150mm-section Metzeler Cruisetec front tire remained entirely unscuffed.
A Rocket 3 Storm GT fitted with some of Triumph’s accessory items.
Velocities build quickly with 180 horses champing at the bit, so it’s reassuring to see Triumph fit top-shelf Brembos for the braking system. Up front is a pair of radial-mount Brembo Stylema monoblock 4-piston calipers biting on 320mm discs. They don’t feel as potent as usual here, so maximum deceleration is achieved with a stomp on the rear Brembo M4.32 4-piston monoblock caliper and its 300mm rear rotor, a diameter bigger than the front brake setup on some bikes.
Triumph Rocket 3 Storm | Storming Home
As our group descended the mountain roads onto a local highway, I set the standard cruise control and reflected on my day in the saddle of the Rockets.
I shouldn’t like this bike. It’s too big and bulky for my tastes. I don’t like bikes with long wheelbases and extra-fat tires, and I certainly don’t need a motorcycle with a 2.5-liter engine. I’m not a fan of giant motorcycles, and the Rocket 3 is like a caricature.
Despite its considerable size, the Rocket 3 can dance in the corners. It’s in a class of its own.
And yet I can’t deny how much the Rockets impressed me. I was spellbound by the engine’s omnipresent grunt, and I was endlessly pleased with the careful attention to detail lavished on the bike from tip to tail. This is a machine that can hold its head high at any rider hangout, standing apart from anything else in motorcycledom.
A Rocket 3 might not be the ideal choice for a single-bike garage, but it would be a brilliant addition to sit alongside a more practical bike. It’s truly unique, which is one thing. But it’s also excellent, which puts the Rocket 3 in an exclusive class of one.
The Storms are available in three two-tone color options: Carnival Red with Sapphire Black, Satin Pacific Blue with Matt Sapphire Black, or Sapphire Black with Granite seen here. The GT (left) uses the same colorways but with the color split of the tank reversed.
Austin Butler is part of the star-studded cast of “The Bikeriders,” which opens on June 21.
The Bikeriders is a film about a midwestern motorcycle club from the 1960s that hits theaters on June 21. The movie was inspired by a book of the same name originally published in 1968, which chronicled the characters and exploits of the Chicago Outlaws Motorcycle Club as it morphs from a friendly association to a biker gang.
The film adaptation is directed by Jeff Nichols (Loving; Midnight Special; Mud), who also wrote the screenplay over a period of several years. The movie stars Austin Butler (Elvis; Dune: Part 2), Tom Hardy (Mad Max: Fury Road; The Revenant), Norman Reedus (Walking Dead), and Jodie Comer (Killing Eve; The Last Duel).
Kevin Duke, editor-in-chief of our sibling publication, American Rider, got the opportunity to watch an advanced screening of the movie followed by an opportunity to interview the actors and director.
“I’m always dubious about Hollywood’s portrayal of motorcycling, but after watching an advance screening of this new film, I was really impressed with the production values and the acting,” said Duke. “Terrific performances throughout, especially from Hardy as the club leader ‘Johnny’ and Comer, the love interest of ‘Benny’ played by Butler. The motorcycles are all period-correct 1960s models, and their authentic sounds literally rumble the theater seats.”
Take a look at these interviews to learn about the efforts it took to bring vintage motorcycles to the big screen. And get yourselves to theaters on June 21 to see the film for yourself! Subscribe to our channel to get updates about all new videos.
Adriatic Moto Tours is celebrating its 20th anniversary. Company founders and owners Matej and Martina Malovrh are shown in the front row on the far left.
In a milestone year when the American Motorcyclist Association is celebrating its 100th anniversary and Rider is celebrating its 50th, our friends at Adriatic Moto Tours are celebrating 20 years of providing unique motorcycle tours in Europe.
“It all began 20 years ago in a home garage in Ljubljana, the capital of Slovenia, with two motorcycles and three enthusiastic individuals: Matej and Martina Malovrh, along with their good friend, Blaz Zganjar, all of whom are still deeply involved in running the company,” according to a retrospective blog on Adriatic Moto Tours’ website. “Matej had a vision of attracting foreign riders to our neck of the woods, and Blaz and Martina joined him in pursuit of that vision. At that time, very few foreigners knew where Slovenia was, yet we succeeded in attracting a few enthusiastic riders from overseas within the first year. Our primary marketing tool was a $50 webpage.” (You can read the full story on AMT’s website.)
Adriatic Moto Tours: Alps Adriatic Adventure
The company was founded in 2004 as SMTours (for Slovenia Moto Tours), and started with two BMWs, an F 650 GS and an R 1200 GS. The first tour explored Slovenia and Croatia and had three guests from Florida. In 2005, the same year Matej and Martina got married, the company did five guided tours. Tour offerings expanded into other countries, and in 2007 the company’s name became Adriatic Moto Tours.
Through hard work, dedication, and passion, Adriatic Moto Tours grew steadily over the years, adding more bikes to its fleet, more tours to its catalog, and more tour guides, van drivers, and support personnel to its team.
The Adriatic Moto Tours team.
Adriatic Moto Tours now offers 22 unique guided tours in various regions of Europe, including the Adriatic Coast and the Balkans, the Alps, Central Europe, the Mediterranean, and – starting in 2024 – Scandinavia, with a new tour of Norway. AMT also offers self-guided tours, custom tours, and motorcycle rentals from its base in Ljubljana.
Adriatic Moto Tours: Beautiful Balkans Adventure
Adriatic Moto Tours: Reviews
Rider staffers and contributors have reviewed seven of Adriatic Moto Tours’ guided tours, and you can read their reports below.
Beautiful Balkans Adventure, reviewed by Greg Drevenstedt. This 15-day tour explorers the mountains and coast in Slovenia, Croatia, Montenegro, and Bosnia and Hercegovina, and includes rest days in Sarajevo and Dubrovnik.
Czech Hungary Tour, reviewed by Bill Stermer. This 15-day tour explores Czech Republic, Hungary, Slovakia, Poland, and Austria and includes rest days in Budapest, Krakow, and Prague.
Adriatic Riviera Tour, reviewed by Jenny Smith. This 9-day tour explores the mountains and coast in Slovenia, Croatia, and Bosnia and Hercegovina, and includes a rest day in Dubrovnik.
Adriatic Moto Tours: Intriguing Southeast Europe
Intriguing Southeast Europe, reviewed by Jenny Smith. This unique 15-day tour explores countries that aren’t on most travelers’ radar, including Bulgaria, Serbia, Albania, and North Macedonia.
Romania to Istanbul Adventure, reviewed by Jim Horton. This 16-day tour explores Turkey, Greece, Bulgaria, and Romania, including the world-famous Transfagarasan Road and Transalpina in the Carpathian Mountains.
Sardinia & Corsica – Riders’ Heaven, reviewed by Scott A. Williams. This 9-day tour explores two Mediterranean islands – one that’s part of France, the other that’s part of Italy – that offer world-class curves and scenery.
Western Alps Adventure, reviewed by Greg Drevenstedt. This 9-day tour explores high alpine passes and charming villages in Italy, Switzerland, and France.
Adriatic Moto Tours: Western Alps Adventure
Adriatic Moto Tours: Other Notable Tours
Alps Adriatic Adventure, a 15-day tour that explores the Adriatic coast and the Alps in Croatia, Slovenia, Austria, and Italy.
Tuscany Sardinia Corsica Tour, a 16-day tour that explores the vibrant Tuscany region of Italy as well as the Mediterranean islands of Sardinia and Corsica.
Adriatic Moto Tours: South of Rome and Sicily Tour
Everyone at Rider congratulates Matej, Martina, and the entire Adriatic Moto Tours on a successful first 20 years. We can’t wait to see what you have in store for the next 20!
To find out more about Adriatic Moto Tours, visit their website.
Winner of the 2024 Americade Bring It Bike Show Adventure category on Day 2: Dan Verkleir and Harley the Dog with their 1981 Honda GL1000 Gold Wing Terraplane Sidecar.
We were excited to return to Lake George, New York, for the 41st annual Americade rally and our Bring It Bike Show. Held at Fort William Henry on the southern shore of Lake George in the Adirondack Mountains, few rallies are in such a beautiful location surrounded by world-class motorcycling roads.
For the second year in a row, Rider and American Rider magazines co-hosted the Bring It Bike Show. With thousands of cool motorcycles at Americade, we invited attendees to Bring It!
Warm, sunny days with a cool breeze off Lake George made the 2024 Americade rally one of the best yet. The Bring It Bike Show was held at the corner of Canada Street and Beach Road, and the event drew steady crowds.
The 2024 Bring It Bike Show was sponsored by Americade, Spectro Performance Oils, SMK Helmets, Monimoto, Wild Ass, and The Lighthouse Grill. For three days, May 30 to June 1, we gave daily awards in several categories as well as a daily $200 cash prize for Editors’ Choice. All daily winners were eligible for the Best of Show award, which included $1,000 in cash plus several prizes.
The bike that won Best of Show was truly a showstopper, a motorcycle that was built from the ground up by a talented 25-year-old mechanical engineer named Hunter Leonard who lives in Crown Point, New York, an hour north of Lake George.
Best of Show: Leonard Motor Works Starrettania created by Hunter Leonard (center). The award, including $1,000 cash, was presented by Americade Executive Director Christian Dutcher (left) and Rider Magazine Editor-in-Chief Greg Drevenstedt (right).
The Leonard Motor Works Starrettania is one-of-a-kind. Named after a small town in Pennsylvania (with a slightly different spelling), the Starrettania is a vintage-style electric motorcycle that Leonard started designing as a college project. It took about three years to go from the original concept to the final version entered in the Bring It Bike Show.
Although its styling is inspired by a 1930s-era motorcycle, the Leonard Motor Works Starrettania was designed using the latest CAD software, and some of its parts – fenders, headlight nacelle, tank, and instrument panel – were built using a 3D printer. Leonard fabricated the frame and many other components, and only a handful of off-the-shelf parts were used.
Modern meets classic on the Leonard Motor Works Starrettania, a vintage-style electric motorcycle with 3D-printed components. If you’re wondering what that gear on the front wheel does, it runs the speedometer. The electric motor is in the rear wheel hub.
The Starrettania is powered by four lithium batteries from a Nissan Leaf, and its electric motor is built into the rear wheel’s hub, which allows for efficient packaging of the drivetrain. Leonard says the bike has a range of about 100 miles and a top speed in excess of 92 mph.
Hunter Leonard entered the Starrettania all three days of the Bring It Bike Show, and it drew a steady stream of crowds, questions, double takes, and photos. It won the Editors’ Choice award on Thursday, and at the end of the show on Saturday, it was the unanimous winner for Best of Show. We know we’ll be seeing much more from the creative, energetic, and enthusiastic Hunter Leonard, and we’ll follow up with a profile of him and the Starrettania in the near future.
There was a little bit of everything at the 2024 Americade Bring It Bike Show, from a tiny motorcycle powered by a weedeater motor to the massive orange-and-black Gold Wing trike with custom trailer seen in this photo.
We thank our show entries, our sponsors, and all Americade staff and volunteers for making our second Bring It Bike Show such a success. We’ll be back next year, so Bring It!
Bring It Bike Show Day 1 Winners:
American Bagger (Day 1): a highly customized 2010 Harley-Davidson Ultra Classic with a stunning paint scheme inspired by 19th century Buffalo Soldiers, owned by Douglas Alexander.
Adventure (Day 1): 2012 Honda Gold Wing with matching Tote “floating” trailer, owned by Barry and Lisa Woodcock.
Anything Goes (Day 1): 1967 Harley-Davidson Sprint Electric, owned by Tom Fisher. Tom used to race the gas-powered Sprint in the AHRMA 350GP class, and then he converted it to an electric bike with a 3kW (15 hp) motor.
Editors’ Choice (Day 1): Leonard Motor Works Starrettania, designed and built by Hunter Leonard. The Starrettania also won Best of Show.
Bring It Bike Show Day 2 Winners:
American Bagger (Day 2): 2022 Harley-Davidson Road Glide Apex owned by James Pitman.
American Cruiser (Day 2): 2012 Harley-Davidson Softail Deluxed owned by Coby Borwell.
Best Custom Paint (Day 2): 2020 Harley-Davidson Road Glide Special with a stunning “hellscape” paint job owned by Frank Dumond.
Adventure (Day 2): Dan Verkleir and Harley the Dog with their 1981 Honda GL1000 Gold Wing Terraplane Sidecar.
Anything Goes (Day 2): Boss Hoss V8 owned by Kevin Taylor (not shown).
Editors’ Choice (Day 2): 1974 Honda CB750K owned by Tim Curley. Tim also won Editors’ Choice on Day 3 at the 2023 Americade Bring It Bike Show.
Bring It Bike Show Day 3 Winners:
American Bagger (Day 2): 2010 Harley-Davidson Road Glide owned by Stephen Luczkowec.
American Cruiser (Day 3): 2007 Harley-Davidson Sportster 1200 owned by Pete Ashak.
Anything Goes (Day 3): Razer Minibike powered by a 43cc weedeater motor, created and owned by David Kerl. Yes, he rode it to the show!
Editors’ Choice (Day 3): 2006 Honda Gold Wing Hannigan Trike with custom 1955 Chevy Bel-Air trailer. Ed’s trike (sans trailer) won Best Japanese (Day 2) at the 2023 Americade Bring It Bike Show.
Triumph has unveiled a limited-edition Triumph Speed Triple 1200 RR, which will be made in collaboration with the Swiss luxury watchmaker Breitling. The 2025 Triumph Speed Triple 1200 RR Breitling Limited Edition will be limited to only 270 units, and Breitling will also launch a special Triumph watch in conjunction with the motorcycle.
This special-edition motorcycle is a top-of-the-range model with high-end components. It will feature a bespoke paint scheme with premium gold hand-painted detailing, a leather seat with French stitching, a high-spec Akrapovič silencer, and lightweight carbon fiber parts. It will also include a custom Breitling start screen, the Breitling logo laser-etched onto the machined rear wheel finisher, and a gold Breitling badge on the tank.
These special parts are in addition to the Speed Triple 1200 RR’s standard quality components, including Öhlins semi-active suspension, Brembo brakes, 5-inch TFT instrumentation, and signature single rounded headlight.
“Teaming up with Breitling, we’ve united two worlds, delivering our shared passions for precision, speed, and impeccable style,” said Nick Bloor, Triumph CEO.
Together with Triumph’s launch of this limited-edition model, Breitling will launch the Chronomat B01 42 Triumph watch, which is made of titanium and 18k red gold with an anthracite dial and a perforated brown leather strap. Those who purchase the Triumph Speed Triple 1200 RR Breitling Limited Edition will also have the option of purchasing the made-to-order Chronomat B01 42 Triumph Owners Exclusive watch, which uses a carbon dial and has a brown alligator strap, in addition to the motorcycle’s unique model number engraved on the caseback.
“The Chronomat and the Speed Triple 1200 RR exemplify our joint devotion to the highest standards of design and performance,” said Georges Kern, CEO of Breitling. “With Triumph, we share a rugged spirit that combines artistry with adventure.”
The 2025 Triumph Speed Triple 1200 RR Breitling Limited Edition will be available starting in June 2024 with an MSRP of $25,995. The Breitling Chronomat B01 42 Triumph watch will be available for $10,900, and the made-to-order Chronomat B01 42 Triumph Owners Exclusive will be available for $11,900.
Our Summer Buyers Guide highlights 10 motorcycle products that will allow you to get the most out of the summer riding season. Photo by Kevin Wing.
The summer solstice, which is June 20 this year, is the longest day of the year, allowing us to maximize our riding time. With longer days, spring in full swing, and summer just around the corner, we’re in the best part of the riding season. Flowers are in bloom, hillsides are green, and the hottest months are still ahead.
Our Summer Motorcycle Gear Buyers Guide has gear you need to keep the wheels turning all summer long, from cleaning products and oil change kits to helmets, tires, accessories, and a special jacket from Vanson Leathers, which is celebrating its 50th anniversary just like Rider.
We appreciate the support these companies provide for Rider, and you can help pay that forward by supporting them. Thank you, and keep the rubber side down!
Dunlop’s Mutant combines unique components to create one of the most versatile performance street tires the company has ever produced. Light weight, a high silica ratio, Jointless Belt construction, Apex sidewall technology, Rayon Ply Casing, 4 Seasons Technology, and Dunlop’s exclusive MT Multi-Tread compounding combine to deliver high mileage, nimble handling, a compliant ride, and excellent grip in both dry and wet conditions. The Mutant is available in a range of sizes that fit hundreds of motorcycle models available in the U.S. Visit your dealer for pricing.
Get your bike shining like new with Spectro’s Motorcycle Wash and Shine, which are some of the company’s highest rated and best reviewed products. Motorcycle Wash is a spray-on/rinse-off cleaner that tackles the toughest dirt, grease, grime, bug splatter, brake dust, and road film, leaving a streak-free clean. Shine is a long-lasting spray that provides a high-gloss finish on paints, plastics, and chrome. Shine also forms an anti-static protective film with a water-beading effect. Spectro cleaning products are available at your local dealer or powersports retailer.
This GPS tracker allows you to keep tabs on your motorcycle at all times and will alert your phone if any movement is detected while you’re away from the bike. The device, placed on the bike in a discrete location, connects to the included key fob. The device is deactivated when the key fob is nearby, but when the key fob moves away from the bike, the device automatically arms and will send alerts and its GPS position to your phone if any movement is detected. It’s available for $169 and includes two months of free SIM service. The subscription rate thereafter is $49 per year.
ECSTAR Oil Change Kits include everything you need to change the oil in your Suzuki motorcycle. The kits are available with full synthetic oil (R9000), semi-synthetic oil (R7000), or mineral oil (R5000) with three or four quarts, and the R5000 DR-Z kit comes with two quarts. ECSTAR oil has been exclusively designed for Suzuki motorcycle engines and tested over thousands of racetrack laps for performance, quality, and durability. The kits include an oil filter, a drain plug gasket, and 10W-40 oil. Prices range from $34.95 for the R5000 DR-Z kit to $74.95 for the R9000 four-quart kit.
These risers, designed for the 2022-and-newer Triumph Tiger 1200 GT Explorer and Rally Explorer models, move the stock handlebar closer to the rider by 1.25 inches and up by 1 inch, and all original cable and hydraulic lines are retained. The risers are CNC machined from 6061 aluminum. The shot-peened finish provides structural strength and complements the stock handlebar color, and the clear powdercoating adds durability. Raising the handlebar provides better ergonomics and improved long-distance comfort. These risers come with a 30-day money-back guarantee and are available for $159.
Celebrating the 50th anniversary of Vanson Leathers, the Anniversary Jacket is an original Vanson signature design leather race jacket with brass hardware, a special anniversary color scheme, a slim fit, pre-curved sleeves, and an ID key fob embossed with the garment unit number for reference. Vanson Leathers made its first motorcycle jacket in 1974 and has continued making them by hand from its workshop in Fall River, Massachusetts. Vanson jackets are made from high-quality materials and built to last. This special-edition jacket is available in sizes 32-62 for $999.
Total Cycle Cleaner from S100 attacks hidden dirt and grime that regular soap and water miss, which can lead to corrosion, rust, and tarnish. Hailed by Rider as a “revolution for the Saturday morning wash,” Total Cycle Cleaner works its way into hidden nooks and crannies to clean out the grime you can’t see, then penetrates and loosens grunge so a sharp stream of water rinses it away. The cleaner comes in a 21-ounce aerosol or a variety of liquid sizes, from the 16.9-fluid-ounce starter bottle up to the 1.3-gallon canister. Available at many motorcycle retailers.
This sport-touring helmet is lightweight thanks to its Advanced Fiberglass Composite Shell. It includes a Dynamic Multi-Step Sunshield and a wide eye port for a larger field of view, and the 3D contour design ensures a secure fit. The faceshield’s Two-Way Ratchet system provides a smooth closure and better seal. The helmet is also designed to provide a comfortable fit with glasses, and the pull tab on the cheek pads allows for quick and safe removal during an emergency. The helmet also features reflective trim for better visibility. Available in a variety of color options and graphics starting at $349.99.
Bridgestone’s Battlax Sport Touring T32 and T32GT tires provide excellent performance, confidence, and contact feel in all weather conditions. State-of-the-art Pulse Groove Technology combines pulse-shaped sipes with small center deflectors to equalize water flow and improve water channeling and drainage across the tire. A redesigned tread pattern results in a 13% larger contact patch on the rear tire, increasing grip and feel, and 7% shorter wet stopping distances. The T32 and T32GT are available in most common tire sizes, with the GT option for heavier bikes.
Wild Ass Seat Cushions provide support and relief during long rides and utilize advanced air-cell technology to evenly distribute pressure to reduce discomfort and fatigue. The Classic seat cushion ($249.99) is made with medical-grade neoprene rubber, which reduces pain at pressure points and promotes blood flow. The Air Gel Cushion ($194.99) is made of three layers of polyurethane for durability and includes gel pads inserted inside each individual air cell. The Lite Cushion ($109.99) is made of lightweight polyurethane. Available in either Smart (15.5 x 14 inches) or Saddle (13 x 11.5 inches) sizes.
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