Ready to visit the exotic bazaars of Fez and Marrakech? Ride a camel on the dunes of the Sahara Desert? Ride the best roads in Morocco, including the Atlas and Rif mountains? Join Rider Editor-in-Chief Greg Drevenstedt and his brother, Paul, on the IMTBike Morocco Adventure Motorcycle Tour, October 12-21, 2024.

This 10-day tour includes all the sights you always dreamed of visiting in Morocco. This route is for seasoned riders who want to enjoy rolling green hills, the snow-capped Atlas Mountains, and the mysterious sand dunes of the Sahara Desert all on well-maintained paved roads. You’ll explore casbahs, see oases, and have opportunities to buy hand-made rugs, drink mint tea, and ride a camel! In the evenings you’ll dine on delicious Moroccan cuisine like couscous and tagine.

The tour starts and ends in Málaga, Spain, where you’ll spend nights to kick off and conclude the tour. To get to Morocco, you’ll ride along the southern coast of Spain and take a ferry across the Mediterranean Sea.

The IMTBike Morocco Adventure Motorcycle Tour is an authentic experience that will leave a lasting impression on you. There is limited space on this tour, so sign up now!

Register for the IMTBike Morocco Adventure Motorcycle Tour

IMTBike Morocco Adventure Motorcycle Tour Facts

• Start / End: Málaga, Spain
• Total Distance: 1,432 miles / 2,306 km
• Daily Mileage: 160-220 miles / 250-350 km
• Riding Season: Autumn
• Total Time: 10 days
• Riding Days: 9 days
• Rest Days: 2 (Erfoud, Fez)
• Breakfast: 9 included breakfasts
• Dinners: 7 included dinners
• Hotel Overnights: 9 nights
• Highlights: Marrakech Djemaa el Fna Square, riding a camel in the Sahara Desert sand dunes, Fez medina tour, Atlas Mountains
• Accommodations: First-class 4- and 5-star hotels plus some Moroccan riads (palace homes converted into exotic boutique hotels). All IMTBike lodgings are hand-picked for their quality of service, local charm, and strategic locations.

IMTBike Morocco Adventure Motorcycle Tour Daily Itinerary

• Day 1: Arrival at Málaga
• Day 2: Malaga – Rabat
• Day 3: Rabat – Marrakech
• Day 4: Marrakech – Ouarzazate
• Day 5: Ouarzazate – Todra Canyon – Erfoud
• Day 6: Erfoud rest day
• Day 7: Erfoud – Fez
• Day 8: Fez rest day
• Day 9: Fez – Ceuta
• Day 10: Ceuta – Málaga / Flight home

Read detailed daily itinerary for the Morocco Adventure Motorcycle Tour

IMTBike Morocco Adventure Motorcycle Tour Pricing

Base Price: €3,910 (approx. $USD 4,242)

The base price of every tour is calculated for a single rider on a BMW G 310 R and sharing a double room. Passengers, single-room occupancy, and other BMW models incur additional charges.

Related: IMTBike Southern Spain Andalusia Tour Review

Included in Tour:

• Airport pickup on the first day of the tour
• Overnight accommodations in carefully selected 4- and 5-star hotels and boutique riads
• A delicious evening meal featuring Moroccan specialties
• Complete buffet breakfast every morning
• New model BMW motorcycle fully equipped with three BMW cases
• Tour handbook (normally about 70 pages – very comprehensive) and highlighted map
• Expert multilingual guide on a motorcycle
• Multilingual guide in support vehicle which will carry your luggage, any oversized purchases you make, or even a passenger or two
• Tour souvenirs

Related: IMTBike Essence of Northern Spain Tour Review

Not Included in Tour:

• Air ticket
• Lunches
• Gasoline
• Drinks
• Tolls
• Personal spending
• Tips

Ready for the adventure of a lifetime? Come ride with and get to know Rider Editor-in-Chief Greg Drevenstedt and his brother, Paul, who will be on the tour from beginning to end! Space is limited, so click on the link below to sign up for the tour.

Register for the IMTBike Morocco Adventure Motorcycle Tour

The post Join Rider EIC Greg Drevenstedt on the IMTBike Morocco Adventure Motorcycle Tour appeared first on Rider Magazine.

When choosing a motorcycle tire, what do you look for? The answer varies from person to person. For my street riding, I prioritize longevity, grip, and price. Due to its versatility and reliability, Bridgestone Battlax Hypersport S22 tires have been my trusted companion on the streets, during spirited canyon rides, and even on the racetrack. Given my extensive experience with the S22, I was excited to try the new Bridgestone Battlax Hypersport S23 tires.

Building on the solid foundation of the S22, Bridgestone’s goals in developing the S23 were “improved handling precision, maximum stability, and incredible grip, even in wet conditions” as well as better mileage. The S23 tires maintain the same shape and MS-Belt construction as the S22 but feature new compounds and a new tread pattern.

The updated compounds offer increased grip thanks to additional carbon and a newly developed “grip improver” that makes it easier for the tire to follow the road surface. The front shoulder and rear edge of the S23 also has optimized resin components for better grip at high lean angles.

Compared to the S22, the new tread pattern has a higher land-sea ratio (more rubber, fewer grooves) and higher pattern stiffness, contributing to improved handling, dry/wet traction, and feedback. Bridgestone’s proprietary Pulse Groove technology was added to the rear tire, improving water drainage and grip in wet conditions.

Bridgestone’s testing has shown faster dry and wet lap times, shorter braking distances, and improved mileage for the S23 compared to the S22.

For a real-world test of the new Hypersport S23s, Bridgestone hosted a press launch in Encinitas, California. There was a variety of sporty motorcycles on hand, allowing me to evaluate the tires on several motorcycles, including the Suzuki GSX-S1000, Indian FTR1200, and Buell Hammerhead 1190.

Related: Suzuki GSX-S1000 Road Test Review

Starting our ride on city streets and backroads aboard the S23-shod Suzuki, a sense of familiarity washed over me. The transition from the S22 to its successor felt seamless, like greeting an old friend. As we navigated the initial turns, the inherent stability afforded by the S23 became immediately evident, instilling confidence in every lean and maneuver.

On our way to lunch in the mountain town of Julian, I put the S23s through their paces, eager to gauge their responsiveness and grip. Despite my deliberate attempts to upset the tires, they maintained their hold on the road surface. Even when I pushed the limits, accelerating out of corners a little too fast, the S23s exhibited reassuring grip even as the TC light flashed, indicating some rear wheel slip.

After lunch, we descended from the mountains to the desert on the tightly winding roads of Banner Grade (CA Route 78), a perfect playground to test the tires’ responsiveness in the sort of twisties where most riders will put them to use. Negotiating each curve, I found my confidence bolstered by the stability and predictability of the S23s.

The ultimate test awaited us as Keith Culver, an instructor from Yamaha Champions Riding School, led our group down Engineers Road, a narrow, unpainted byway full of abrupt transitions and tight technical corners. Despite the demanding terrain, I was impressed by the front tire’s ability to maintain grip under hard, downhill braking.

On the sunny day of our test, we didn’t have an opportunity to evaluate the wet handling characteristics of the S23s. Nor did we evaluate them on a racetrack. For what it’s worth, the Yamaha Champions Riding School runs S23s on its fleet of Yamaha sportbikes.

Related: A Cruiser Guy Goes to Yamaha ChampSchool

After a full day of thrashing three different bikes shod with Bridgestone Battlax Hypersport S23 tires, I can confidently say that they exceed the excellent standards set by the S22s. They offer confident grip, reassuring stability, and outstanding handling on a variety of roads. The ZR17 tires are available in one front (120/70) and five rear (160/60, 180/55, 190/50, 190/55, and 200/55) sizes starting at $249.49.

The post Bridgestone Battlax Hypersport S23 Tire Review appeared first on Rider Magazine.

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Additional stories in the June issue of Rider:

• 2024 KTM Dukes | First Ride
• 2024 Suzuki GSX-8R | First Ride
• 2024 Triumph Speed 400 and Scrambler 400 X | First Ride
• Summer Buyers Guide
• Great American Scenic Byways Tour | On the Road
• Upper Delaware River Watershed | Favorite Ride
• Moto Fashion | Rider Rewind
• And more!

The post June 2024 appeared first on Rider Magazine.

In KTM’s current lineup, the only street-legal, track-focused sportbike is the RC 390. The RC 8C is a track-only, homologation special limited to 100 units. KTM hasn’t offered a street-legal, liter-class supersport since the 1190 RC8, which was produced from 2008-2015. But starting in 2025, the KTM 990 RC R will fill that hole in the lineup. Read KTM’s full press release below for the inside scoop. Click here for details as well as the first episode in the 990 RC R documentary series.

Related: 2024 KTM 990 Duke Review | First Ride

KTM Roars Ahead: Unleashing the Dominant KTM 990 RC R Range

The KTM 990 RC R, which is set to roll off the Mattighofen production line in early 2025, has a dedicated Supersport persona but will be homologated for street use, catering to the desires of orange enthusiasts fixated on track days and individuals seeking to maintain the adrenaline rush with an exceptionally capable street bike. The all-new development embodies the fusion of Austrian engineering excellence and the ferocious racing DNA, delivering unrivaled performance while embracing the practical demands of the road.

The 990 RC R will excite enthusiasts with its street homologated model, but its race DNA will be intentionally unveiled in early 2024 in the form of a prototype, making appearances as a wildcard entry in non-point scoring outings across select European Supersport series, igniting anticipation among fans. KTM believes in developing this newcomer to their stable in the most READY TO RACE way possible – through racing.

KTM is also filming a multi-part behind-the-scenes documentary about the R&D journey of the bike and its entry into the Supersport sector. This exclusive behind-the-scenes content will give viewers close, and not usually seen, insights into the fast-paced world of the Austrian-based factory and what it takes to craft a motorcycle from an idea into reality. Follow the final stages of the research and development process moving all the way from the very beginning to the final unveiling of the finished street homologated version of the 990 RC R. Click HERE for the inside scoop.

KTM 990 RC R: The Purpose

Over the last fifteen years, KTM metered sport-orientated road products to the public at a time when the company was extending its off-road racing prowess to the asphalt: the KTM RC8, the KTM RC 390 and the track-only, limited edition KTM RC 8C were the prime examples.

Across that period KTM has merged R&D, learning, and roadracing accomplishments at a rapid rate. The company now caters to motorcyclists seeking a machine born from competition yet engineered to be the ultimate, advanced street tool. The search to minimize hard compromises brought on by overly sporty ergonomics and handling is over. The 990 RC R has been years in the making and with a wealth of data garnered by titles and trophies in almost every category of various MotoGP categories. The bike represents the natural evolution of the current KTM RC line-up, yet its sporting potential allows for a straightforward conversion into a 990 RC R TRACK edition. True to the READY TO RACE ethos, this edition is poised to make its debut in the second quarter of 2025.

KTM 990 RC R: The Product(s)

The street homologated 990 RC R boasts an LC8c powerplant, honed for rasping torque and horsepower, pumped out through the new ergo-crafted and condensed stainless steel muffler and fettled through a shifter that can be reversed to race-shift as standard.

The steel frame has been engineered for dynamic performance, with increased weight bias towards the front end. It features a dedicated steering head angle of 25 degrees and offset for enhanced steering responsiveness. Beefed-up stiffness gives the right feel and stability under acceleration on bumpy roads or on racetracks while also maintaining agility, especially at low speeds. A diecast aluminum subframe contributes to the ride.

Ergonomics are key to the 990 RC R’s behavior. Lengthy experimentation primed the six contact points on the tank for a better connection, leaning and ‘tucking in’ to ensure comfort but also support for knees, arms, and lower pressure on the hands. A new fuel tank has been shaped as a main component of the ergo. Adjustable footrests play a part, as well as the fully adjustable WP APEX Open Cartridge Suspension and light weight cast aluminum wheels wrapped in Michelin tires.

The MotoGP heritage is evident with the wind-tunnel-chiseled aero wings that provide stability for braking and cornering and other edges and profiling around the bodywork that screams ‘racer.’

If there were any lingering doubts about the bike’s intended purpose, the minimal modifications required for the transition to the KTM 990 RC R TRACK edition should indisputably reinforce its racing pedigree. Crafted by KTM in their Austrian factory, the modifications strip away the road-legal essentials, incorporate protective components, fine-tune adjustments, customize further, and revise racing bodywork, including a full exhaust system. These modifications ensure that riders focus on lap times rather than leisurely rides. Additionally, the ease of repair, low maintenance requirements, and extensive official dealer support provide further advantages.

KTM 990 RC R: The Promise

“The KTM 990 RC R is a groundbreaking innovation for those who live for the thrill of cornering. It’s for those who lean close to the road, almost brushing their knees, and then push the limits, dragging elbow to the tarmac on the racetrack. This bike offers power and prestige without the exorbitant price tag. At last, we can unveil our KTM 990 RC R and introduce a truly exceptional motorcycle to dealerships in early 2025, fulfilling the anticipation of countless riders and race enthusiasts. Our Duke range and other street products have garnered a loyal following for their distinct character; we believe the KTM 990 RC R will quickly attain cult status because it excels at the two things it was designed for so remarkably well. Success will be evident on the track, but the unparalleled experience for customers on the road will truly set it apart.” – Riaan Neveling, Head of KTM Global Marketing

The countdown to early 2025 starts right now. Follow the final stages of development in the special documentary video series by clicking here.

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

The post 2025 KTM 990 RC R Prototype Announced appeared first on Rider Magazine.

Motorcycles equipped with quickshifters, which allow upshifts and downshifts without using the clutch, have become commonplace in the last few years. The BMW Motorrad Shift Assistant Pro is an optional quickshifter on many BMW models, including the new R 1300 GS, the M 1000 XR, and many others. Even with a quickshifter, riders must use the clutch to pull away from a stop. BMW’s new Automated Shift Assistant eliminates the need to use the clutch at all, and it will be an option on R-series models powered by boxer Twin engines. Read the full press release below.

With the new Automated Shift Assistant (ASA), BMW Motorrad presents an innovative technical solution that makes riding simpler and more comfortable. True to the motto “Simplify your ride,” the riding experience is enhanced by automation of the clutch and gear shifting process, without sacrificing the emotionally important dynamics of shifting.

The Automated Shift Assistant features a clever functional design in which two electromechanical actuators automate the clutch and gearshift of the six-speed transmission, which is the main difference to a conventional shift assistant. There is no need for a hand lever to operate the clutch manually. Starting, stopping, and maneuvering are all made easy with the Automated Shift Assistant.

Riding with the Automated Shift Assistant becomes more enjoyable thanks to fast, precise, rev- and load-adapted gear changes. The rider’s workload is reduced, which makes riding more enjoyable. In addition, the Automated Shift Assistant creates a more direct connection with the powerful boxer engine, as the precise clutch actuation makes it easier to control the riding experience via the throttle and gearshift lever.

In ‘M’ shift mode, gear changes can still be made by foot control, allowing the rider to decide when to change gears.

In ‘D’ shift mode, the Automatic Shift Assistant really comes into its own. Shift points are automatically selected by the engine control unit. In both “M” and “D” modes, the rider benefits from smooth and perfectly executed gear changes, resulting in efficient motorcycle acceleration and increased riding stability.

When shifting up, for example, the possible jolt associated with a classic manual transmission with a manual clutch is largely eliminated, as is the risk of helmet-to-helmet contact between rider and passenger.

Downshifts are also designed to be as smooth as possible, minimizing chassis disturbances. Specific characteristics of the automated shift function are assigned to the different riding modes to ensure perfect shift behavior in each riding situation. In combination with Active Cruise Control or front collision warning, the networking of functions brings the future of motorcycling to life.

Automated Shift Assistant: Automated clutch and gear shifting for a new riding experience.

In difficult riding situations, using the clutch and throttle takes a lot of concentration. If you are travelling with luggage and perhaps a passenger, using the clutch and gearshift takes up resources. The rider remains in control and has more freedom in every riding situation with the Automated Shift Assistant. Riding becomes a more relaxed and enjoyable experience.

The torquey boxer engine enables almost effortless starts on uphill gradients, for example, thanks to automated clutch operation, which also pays dividends in terms of better vehicle control off-road or on difficult surfaces.

Riding pleasure takes on a whole new meaning when you choose the automated D mode. Optimally selected gear changes create a new riding sensation. The right gear is automatically selected according to the rider’s individual riding needs, resulting in a harmonious and extremely smooth driving experience.

Automated Shift Assistant: Electromechanical clutch and gearshift actuators combined with sophisticated electronic controls.

The Automated Shift Assistant is the logical and technical evolution of the BMW Motorrad Shift Assistant Pro. Two electronically controlled electromechanical actuators operate the clutch and gearshift, enabling easy starting and automated gear changes. The rider’s shift request is transmitted to the control unit via a gearshift lever sensor, which is actuated by the conventional foot-operated gearshift lever. Additional sensors determine the revs of the transmission input shaft and the clutch position. These values are transmitted to the

TCU (Transmission Control Unit), which is closely linked to the engine control unit, for control of the clutch and shift actuation.

The clutch is operated by an electro-mechanical actuator combined with a hydraulic system with a direct hydraulic connection between the clutch master and slave cylinders. The actuator regulates the required clutch slip, engages the clutch when changing gear and disengages it when stopping.

In manual shift mode “M”, the rider can move the gearshift lever in the desired direction in the usual way. If the revs in the desired target gear are within the maximum or minimum rev range, the shift is made directly. If the engine revs fall below a gear- dependent minimum speed, downshifts are performed automatically in manual mode. This prevents the engine from stalling.

In shift mode “D” the gears are changed automatically depending on the riding mode, engine revs, throttle position and lean angle parameters. Gears are shifted according to the riding situation and dynamic requirements.

The benefits of the Automatic Shift Assistant (ASA):

• Completely eliminates the need for the rider to operate the clutch.
• Dynamic and comfortable gear changes for more riding pleasure.
• Choice of manual or automatic gear shifting.
• Automatically adapts gear shifts to the rider’s dynamic preferences in D mode.
• Eliminates the possibility of engine stalling during gear shifts.

Check out the latest bikes in Rider’s 2024 Motorcycle Buyers Guide

The post BMW Motorrad Unveils Automated Shift Assistant appeared first on Rider Magazine.

The 2024 Kawasaki Z500 is upgraded from the Z400 with a larger-displacement engine, sharper styling, new technology, a new seat shape, and more upgrades. The naked bike is now powered by a 451cc parallel-Twin with a claimed max 51 hp and 31.7 lb-ft of torque. It has a trellis frame and features a short-wheelbase/long-swingarm configuration, and it’s light weight at 366 lb for the standard and 370 lb for the SE version.

We got the chance to test the Kawasaki Z500 in and around San Diego and came away impressed with the bike’s nimble handling, extra torque, and comfortable ergonomics. Watch the video below to see the 2024 Kawasaki Z500 in action, and read our full review here.

2024 Kawasaki Z500 (SE) Specifications 

• Base Price: $5,599 ($6,299) 
• Warranty: 1 yr., unltd. miles
• Website: Kawasaki.com 
• Engine Type: Liquid-cooled, transverse parallel-Twin, DOCH w/ 4 valves per cyl. 
• Displacement: 451cc 
• Bore x Stroke: 70.0 x 58.6mm 
• Horsepower: 51.0 hp @ 10,000 rpm (factory claim) 
• Torque: 31.7 lb-ft @ 7,500 rpm (factory claim) 
• Transmission: 6-speed, cable-actuated slip/assist wet clutch 
• Final Drive: Chain 
• Wheelbase: 54.1 in. 
• Rake/Trail: 24.5 degrees/3.6 in. 
• Seat Height: 30.9 in. 
• Wet Weight: 366 lb (370 lb) 
• Fuel Capacity: 3.7 gal. 

Gear Up

• Helmet: SMK Gullwing 
• Jacket: Fly Racing Street Butane Women’s
• Gloves: Fly Racing Street Brawler 
• Pants: Alpinestars Daisy V2 Women’s Riding Denim 
• Boots: Highway 21 Axle Leather Waterproof 

The post 2024 Kawasaki Z500 Review | Video appeared first on Rider Magazine.

In the mid-1990s, when I cut my teeth as a motorcyclist, the Big Four Japanese manufacturers were engaged in a middleweight sportbike arms race. Every other year, each brand unveiled an updated platform, squeezing a few more ponies out of their 599cc inline-Four engine and tweaking frame geometry, suspension systems, and brakes.

As a result of this one-upmanship, middleweight sportbikes went from entry-level all-arounders to racebikes with lights and license plates. Which is great, except for the fact that only a small percentage of riders spend weekends wearing down knee pucks at the track. Add to this that a tricked-out middleweight now costs nearly what a liter-class machine does, and we arrive at something of an evolutionary dead end.

And yet here we are with a new Triumph Daytona 660. The storied British manufacturer enters the highly competitive middleweight class by hitting the reset button, aiming to produce an affordable, attractive sportbike that can handle commuting and light touring, as well as footpeg-scraping backroads and the occasional trackday. To see if they pulled it off, Triumph invited us to Alicante, Spain, for a full day of riding in everything from city traffic to mountain passes.

Inline-Triple | Triumph Daytona 660

The Daytona 660 is powered by an updated version of the engine that powers Triumph’s Trident 660 and Tiger Sport 660, and it’s a callback to the Daytona 675 that Triumph produced from 2006-2018, which was the first inline-Triple in the middleweight sportbike class. The Triple provides the best of both worlds: torque in the lower rev ranges like a Twin and ample mid- and top-end power like a Four.

The Daytona 660’s 3-cylinder mill gets a trio of new 44mm throttle bodies and larger exhaust valves, and its airflow was increased with a front-mounted intake and a larger airbox. A new crankshaft with increased gear width provides smoother revving, the pistons now feature a low-friction coating, and the radiator and fan are both larger and have been repositioned for more efficient cooling. Exhaust gasses flow through a 3-into-1 header and into an underslung silencer that produces a satisfying growl that becomes a bark with a twist of the throttle.

These upgrades result in a claimed 95 hp at 11,250 rpm, a 17% increase over the Trident 660, and the Daytona’s 12,650-rpm redline is 20% higher than the Trident’s too. The engine cranks out 51 lb-ft of torque at 8,250 rpm (9% more than the Trident), with 80% of that power on tap at only 3,125 rpm. Triumph says the Daytona 660 will get you from 0-60 in just 3.6 seconds. 

GEAR UP | Triumph Daytona 660

• Helmet: Arai Corsair-X
• Jacket: Alpinestars T-GP Plus R V3 Air
• Airbag Vest: Alpinestars Tech-Air 5
• Gloves: Alpinestars SP-8 v3 Air
• Pants: Alpinestars Argon Tech
• Boots: Fly Racing M21

Bespoke details | Triumph Daytona 660

At the tech briefing the night before our test ride, I got my first close look at the Daytona 660 in Satin Granite/Satin Jet Black, a color scheme that, combined with the “660” in neon green on the lower fairing, says “badass” without rubbing your nose in it. (Other colorways include Snowdonia White/Sapphire Black and Carnival Red/Sapphire Black.) The bike’s fit and finish make it look pricier than its $9,195 base price, and its styling is aggressive but exudes a bespoke elegance that stands out from its competition. Take a close look at how the fairing flows into the distinctive molding of the gas tank, or how the silencer nestles near the rear tire, and you’ll see that Triumph’s design team sweated the details. With minimal bodywork highlighting the powerplant and frame, the Daytona 660 looks impressive just leaning on its kickstand. I couldn’t wait to put some miles on it.

Capable commuter? | Triumph Daytona 660

We started our ride in morning traffic, threading through congested urban roundabouts – the first test of Triumph’s middleweight reset. Is the Daytona 660 a comfortable, capable, and intuitive commuter? It only took a few minutes on Spanish city streets to make me appreciate the availability of useful torque from low revs. Urban stop-and-go traffic is easier to navigate on a machine with a wide powerband, so you can squirt between vehicles without fiddling with the gearbox.

At low city speeds, even after shifting into a higher gear than necessary, the Daytona’s engine delivered smooth, confidence-inspiring power without the need to wind up to high rpm. The 6-speed gearbox, which has updated input/output shafts and revised gear ratios, is well-sorted. There are no annoying searches for neutral, each shift accompanied by a satisfying “snick,” and the slip/assist clutch feels light at the lever (Triumph offers an optional quickshifter for those who want to bypass the clutch).

The cockpit design is well-suited for city riding. The instrument panel, which is a hybrid LCD/TFT display, was easy to see through my tinted visor, even in bright light, and the tachometer, fuel gauge, gear indicator, and digital speedometer are clustered thoughtfully, giving me a lot of information with a quick glance down. The clip-on bars were easy on my wrists and didn’t force me to reach or crouch. Footpeg positioning was comfortable for my 6-foot frame. Likewise, the stock seat height of 31.9 inches was in the Goldilocks zone (Triumph offers a lower seat option that drops the saddle about an inch).

The Daytona 660’s engine, drivetrain, and ergonomics come together in an impressively intuitive commuter that I felt confident flinging around unfamiliar city streets on our way to the mountains to see if Triumph kept the “sport” in their new sportbike.

Into the mountains | Triumph Daytona 660

It was no accident that we were invited to ride the Daytona 660 through the mountains outside of Alicante. As we gained elevation, the beautifully engineered Spanish roads became downright exciting, with hairpins, sweepers, and significant elevation changes that put the bike’s chassis to the test. The radial 4-piston calipers, twin 310mm discs, and braided lines provided progressive, powerful braking without fading, even after miles of serpentine road.

Response from the throttle-by-wire throttle was precise and predictable. The three riding modes – Sport, Road, and Rain – each offer a different throttle response and level of traction control. Traction control can also be shut off, and a few of my fellow riders who did so had their rear tires step out on them under hard acceleration out of turns on dusty sections of road. I kept it engaged and didn’t have any such issues. In addition to traction control, the Daytona 660 is equipped with ABS, which adds to peace of mind when pushing the bike hard in the bends.

The Daytona 660’s steering geometry and stock Michelin Power 6 tires made it easy to flick through chicane-like mountain sections, and the Showa suspension – a nonadjustable 41mm inverted fork and a single rear shock with preload adjustability – kept things composed on hard braking into turns and over less-than-perfect bits of tarmac. The suspension package is not top-shelf, but it is up to the task for what most riders will ask the Daytona 660 to do: keep a big grin plastered on your face as you carve up your favorite backroads.

A great first impression | Triumph Daytona 660

The Daytona 660 won me over almost immediately. The folks at Triumph clearly spent a lot of time refining this machine, as it felt sorted out in a way that not all first-generation models do. And, as I spent more time on the bike and got a chance to uncork it on beautiful mountain roads, things just got better.

This is a powerful, agile, attractive motorcycle that ticks most of the important boxes for less than $10,000. Although our test ride kept me in the saddle for nearly eight hours, I was comfortable enough on the Daytona that I would readily sign up for touring duty, especially considering optional upgrades such as a tankbag and tailbag, heated grips, tire pressure monitoring, and the My Triumph Connectivity System that adds navigation as well as phone and music interactivity.

The Daytona 660 accomplishes what Triumph set out to do: reset the middleweight sportbike segment by offering a versatile, exciting motorcycle that is affordable enough for entry-level riders but capable enough for those with more experience and buying power. And, regardless of your moto skillset, this is a beautiful machine that outclasses the competition with design details usually reserved for pricier bikes. While this may not be the bike for riders who spend lots of time at their local track, that isn’t Triumph’s target audience. I hope Rider gets a Daytona 660 for a longer-term test, because the taste of this bike that I got in Spain left me wanting more.

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

2024 Triumph Daytona 660 Specs

• Base Price: $9,195
• Website: TriumphMotorcycles.com
• Warranty: 2 yrs., unltd. miles
• Engine Type: Liquid-cooled, transverse inline-Triple, DOHC w/ 4 valves per cyl.
• Displacement: 660cc
• Bore x Stroke: 74.0 x 51.1mm
• Horsepower: 94 hp @ 11,250 rpm (factory claim)
• Torque: 51 lb-ft @ 8,250 rpm (factory claim)
• Transmission: 6-speed, cable-actuated slip/assist wet clutch
• Final Drive: Chain
• Wheelbase: 56.1 in.
• Rake/Trail: 23.8 degrees/3.2 in.
• Seat Height: 31.9 in.
• Wet Weight: 443 lb (factory claim, 90% fuel)
• Fuel Capacity: 3.7 gal.
• Fuel Consumption: 57.6 mph (factory claim)

The post 2024 Triumph Daytona 660 Review | First Ride appeared first on Rider Magazine.

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Additional stories in the May issue of Rider:

• 2023 Honda Rebel 1100T DCT | Riden & Rated
• 2024 Harley-Davidson Road Glide and Street Glide | First Ride
• 2024 CFMOTO 450NK | First Ride
• Minnesota Travel Guide
• Southern Exposure | On the Road
• Beauty in Bluff Country | On the Road6
• From Aerostich to Skyline Parkway | Favorite Ride
• Rider-Sponsored Fuel Economy Streamliner | Rider Rewind
• And more!

The post May 2024 appeared first on Rider Magazine.

Episode 69 of the Rider Magazine Insider Podcast is sponsored by FLY Racing. Host Greg Drevenstedt invites his friend Kevin Duke, a veteran motojournalist who is editor-in-chief of American Rider, to talk about adventure bikes, which represent nearly half of the more than 70 new/updated motorcycles announced for the 2024 model year. 

LINKS: FLYracing.com, @flyracingUSA on Instagram 

Related: 2024 Motorcycle Buyers Guide: New Street Models

You can check out Episode 69 on Apple Podcasts, Spotify, Podbean, and YouTube or via the Rider Magazine Insider Podcast webpage. Please subscribe, leave us a 5-star rating, and tell your friends!

Visit the Rider Magazine Insider Podcast webpage to check out previous episodes:

• Ep. 68: Kevin Duke, Editor-in-Chief of American Rider
• Ep. 67: Ellie Cooper, author of Waiting for Mango Season
• Ep. 66: Motorcycle Cannonball team Jonas Zahn and Brenda Kuhl, PeglegSpeedShop
• Ep. 65: Tom Medema, RallyForRangers.org
• Ep. 64: Quinn Redeker, PoliceMotorTraining.com
• Ep. 63: Justin Bradshaw, REVER
• Ep. 62: Ed Conde, New England Riders
• Ep. 61: Steven Goode, Great American Scenic Byway Tour benefiting the Parkinson’s Foundation
• Ep. 60: Eric Trow, Stayin’ Safe
• Ep. 59: Nick Ienatsch, Yamaha Champions Riding School
• Ep. 58: Inna Thorn and Tim James, Backcountry Discovery Routes
• Ep. 57: Tim Card, Leukemia and Lymphoma Society Fundraiser
• Ep. 56: Kyle Petty, Kyle Petty Charity Ride Across America
• Ep. 55: Guillermo Cornejo, Riders-Share.com
• Ep. 54: Kevin Duke, Editor-in-Chief of American Rider
• Ep. 53: Killboy, Killboy.com
• Ep. 52: Perry Steed, OperationPurpose.net
• Ep. 51: Forrest Hobbs, TransAmerica Trail “purist”
• Ep. 50: Dave Scott, Part 3 on the TransAmerica Trail
• Ep. 49: Gina ‘Brooklyn’ Neumann, Leather and Lace MC
• Ep. 48: Dave Scott on the TransAmerica Trail
• Ep. 47: Neale Bayly, motojournalist and philanthropist
• Ep. 46: Dave Scott, TransAmerica Trail Part 1
• Ep. 45: C. Jane Taylor, author of Spirit Traffic
• Ep. 44: Moshe K. Levy, Moto Mouth Moshe
• Ep. 43: Can Akkaya, Superbike-Coach.com
• Ep. 42: Andre LaPlante, MotoVentures
• Ep. 41: Scott A. Williams, writer and contributor to Rider
• Ep. 40: Chris Peterman, Director of Motorcycles at CFMOTO USA
• Ep. 39: Hayley Bell, Founder and President of Global Business Development for Women Riders World Relay
• Ep. 38: Eric Trow, Rider Contributing Editor and Stayin’ Safe Principal
• Ep. 37: Bill Dragoo, Dragoo Adventure Riding Training (DART)
• Ep. 36: Gordon McCall, Director of Motorsports for The Quail Motorcycle Gathering
• Ep. 35: Rennie Scaysbrook, Pikes Peak record holder, motorcycle journalist, and racer
• Ep. 34: Cat MacLeod of Leod Escapes Motorcycle “Track and Tour”
• Ep. 33: Inna Thorn and Tim James of Backcountry Discovery Routes
• Ep. 32: C. Jane Taylor, author of Spirit Traffic
• Ep. 31: Alan Wilzig, motorcycle collector and owner of Wilzig Racing Manor
• Ep. 30: Scott Moreno, founder and owner of IMTBike Motorcycle Tours and Rentals
• Ep. 29: Greg Rice, long-distance rider and Iron Butt Rally competitor
• Ep. 28: Brian Case, Director of the Barber Advanced Design Center at the Barber Vintage Motorsports Museum
• Ep. 27: Steven Goode, motorcyclist who completed the Great American Deli Schlep to support MAZON
• Ep. 26: Nancy Gerloff and Mark Augustyn, creators of Mimi and Moto: The Motorcycle Monkeys
• Ep. 25: Jess Stone, designer of the K9 Moto Cockpit and founder of Ruffly
• Ep. 24: Eddie Braun, Hollywood stuntman who completed Evel Knievel’s Snake River Canyon jump, and star of the film “Stuntman”
• Ep. 23: Ryan McFarland, founder and CEO of Strider Bikes and All Kids Bike advocate
• Ep. 22: Americade interview with Bill, Gini, and Christian Dutcher
• Ep. 21: Peter Starr, motorcycle filmmaker, author, and MotoStarr podcast host
• Ep. 20: Jon DelVecchio, founder of Street Skills and author of “Cornering Confidence”
• Ep. 19: Lauren Trantham, founder of Ride My Road
• Ep. 18: Keith Code, founder and director of California Superbike School
• Ep. 17: Valerie Thompson, world’s fastest female motorcycle racer
• Ep. 16: Wayne Rainey, president of MotoAmerica and a motorcycle racing legend
• Ep. 15: Longhaulpaul (Paul Pelland), Chasing the Cure: a million-mile motorcycle journey for MS
• Ep. 14: Andy Goldfine, Aerostich founder and Ride to Work Day advocate
• Ep. 13: Dr. Gregory W. Frazier, America’s #1 extreme motorcycle adventurer
• Ep. 12: Daniel Calderon, Curator of Exhibitions at SFO Museum
• Ep. 11: Peter Jones, Rider columnist and author of The Bad Editor
• Ep. 10: Christian Dutcher, Director of Americade and Touratech DirtDaze Rally
• Ep. 09: Melissa Holbrook Pierson, author of The Perfect Vehicle
• Ep. 08: Rainer Buck, CEO of Edelweiss Bike Travel
• Ep. 07: Michael Lock, CEO of AMA Pro Racing
• Ep. 06: Alonzo Bodden, motorcycle enthusiast and comedian
• Ep. 05: Paul D’Orleans, publisher of The Vintagent
• Ep. 04: Eric Trow, Rider columnist and owner, Stayin’ Safe Advanced Riding Training
• Ep. 03: Clement Salvadori, traveling motorcyclist and Rider contributor
• Ep. 02: Kevin Wing, world-class motorcycle photographer and Rider contributor
• Ep. 01: Robert Pandya and Discover the Ride at the Progressive International Motorcycle Shows

The post 2024 Adventure Bikes with Kevin Duke (Part 2) | Ep. 69 Rider Magazine Insider Podcast appeared first on Rider Magazine.

Following on the heels of the luxury LXP Orioli limited-edition ADV, the 2024 MV Agusta Enduro Veloce joins the Italian brand’s lineup to compete in the ever-growing adventure bike segment. It features off-road-ready specs, technological conveniences, and Italian styling. 

Related: 21 Cool New Motorcycles at AIMExpo 2024 

The MV Agusta Enduro Veloce pays tribute to MV Agusta’s racing history, namely the 98 ridden by Vincenzo Nencioni to victory in the “Golfo di La Spezia” off-road regularity race in 1946 and another MV Agusta victory three years later by Carlo Ubbiali in the British Six Days race. 

The motorcycle is powered by a 931cc inline-Triple with DOHC and a counter-rotating crankshaft. The engine, which is designed and built at MV Agusta’s factory in Italy, produces a claimed 124 hp and 10,000 rpm and 75.2 lb-ft of torque at 7,000 rpm. MV Agusta claims that riders can harness up to 85% of the maximum torque at 3,000 rpm. Max speed is a claimed 143 mph, and the bike features an exhaust system that sounds closer to a superbike than a typical adventure bike.  

Related: MV Agusta Dragster RR SCS America Review | First Ride 

The MV Agusta Enduro Veloce’s perimeter frame has a closed double-cradle design with a double-sided aluminum swingarm. Fully adjustable Sachs suspension includes a 48mm inverted fork and a rear shock with progressive linkage. Wheel travel front and rear is 8.3 inches, and ground clearance is 9 inches. 

The seat height is 34.3 inches and can be lowered to 33.5 inches. Brembo Stylema 4-piston calipers gripping dual 320mm discs provide braking up front, and in the rear is a Brembo 2-piston caliper paired with a 265mm disc. The bike rides on 21-inch front and 18-inch rear tubeless spoked wheels wrapped in Bridgestone Battlax AX41 tires. 

The Enduro Veloce is equipped with quite a list of electronics for rider safety and convenience. The bike includes four ride modes (Urban, Touring, Off-Road, and Custom All-Terrain). Traction control comes with eight levels of intervention (five for road use, two for off-road use, and one for wet conditions), and it can be deactivated completely. It’s also possible to adapt the electronic response of the ECU based on whether the rider chooses to equip the standard Bridgestone Battlax A41 tires or swap them for the more off-road-oriented Bridgestone Battlax AX41 Adventurecross tires. 

Engine braking provides two levels of intervention, and the bike is equipped with launch control, wheelie control, cruise control, and cornering ABS with two settings and rear wheel lift-up mitigation. Also included is the Electronically Assisted Shift quickshifter for up- and down-shifting. The bike comes with full LED lighting, keyless ignition, LED backlighting for the handlebar controls, and a 7-inch TFT display with Bluetooth and wi-fi connectivity. 

As can be expected of MV Agusta, style and aesthetic are given due consideration on the Enduro Veloce. MV Agusta has created the Enduro Veloce’s design at the brand’s style center and has put the bike through extensive riding tests and software simulations. For example, the front fender was designed to ensure aerodynamic efficiency, and the lines of the front end were designed to direct airflow to the radiator for cooling. 

MV Agusta offers a range of accessories for the Enduro Veloce, including aluminum side cases, protection bars, a reinforced aluminum skid plate, additional lights, a Termignoni titanium exhaust, and more. 

The 2024 MV Agusta Enduro Veloce will be available in Ago Red and Ago Silver, but pricing has not yet been announced. Visit the MV Agusta website for more information. 

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

The post 2024 MV Agusta Enduro Veloce Preview appeared first on Rider Magazine.