Honda has updated three of its middleweight motorcycles for the 2024 model year. Included in this announcement are the Honda NX500 adventure bike (formerly called the CB500X), the Honda CBR500R sportbike, and the Honda CB500F naked bike. 

“Honda’s midsize lineup remains a core focus for the company, as these models suit a wide range of riders, in terms of skill levels and preferred riding experience,” said Colin Miller, assistant manager of public relations at American Honda. “The advancements made with the NX500, CBR500R, and CB500F are aimed at enhancing the experience for all riders, from casual commuters to lifelong enthusiasts.” 

These models join the list of Honda motorcycles already announced for 2024, including the new Honda Transalp, the updated Honda Shadow Phantom, the updated Honda Africa Twin, the returning Gold Wing family, the Rebel family, the NC750X, the SCL500, and others.  

Related: Returning 2024 Honda Motorcycles 

2024 Honda NX500 

The CB500X adventure bike has been renamed the NX500 for 2024. Powered by a liquid-cooled 471cc parallel-Twin, the NX500 has a claimed wet weight of 432 lb (7 lb lighter than the CB500X), a wheelbase of 56.8 inches, a seat height of 32.8 inches, a 4.7-gallon fuel tank, 19-inch front and 17-inch rear wheels, and 7.1 inches of ground clearance. Suspension is provided by a 41mm fork with 5.9 inches of travel and a Pro-Link shock with nine-position spring preload adjustability and 5.3 inches of travel. Up front are dual 296mm discs with two-piston calipers, and in the rear is a single 240mm disc. ABS is standard. 

Updates for the NX500 include a new ECU, lighter wheels, upgraded suspension settings, a new LED headlight, the addition of Honda Selectable Torque Control, and a new TFT display. 

The 2024 Honda NX500 will be available in Matte Black Metallic with an MSRP of $7,399. 

2024 Honda CBR500R 

The Honda CBR500R sportbike gets refreshed for 2024. The CBR500R is also powered by the 471cc parallel-Twin. It has a wet weight of 421 lb, a wheelbase of 55.5 inches, a seat height of 31.1 inches, a 4.5-gallon tank, dual 296mm front brake discs with two-piston calipers, a 240mm rear disc, and standard ABS. Suspension consists of a 41mm Showa SFF-BP fork and a Pro-Link single shock with nine-position spring preload adjustability. 

For 2024, the Honda CBR500R receives sharper Fireblade-inspired styling, including a new fairing with winglets. Also included are new LED headlights, a new 5-inch TFT display, and Honda Selectable Torque Control. 

The 2024 Honda CBR500R will be available in Grand Prix Red or Matte Black Metallic with an MSRP of $7,399. 

2024 Honda CB500F 

The Honda CB500F naked bike shares an engine, brakes, suspension, and dimensions with the CBR500R, but with a lighter wet weight of 414 lb. Updates include new styling, a new 5-inch TFT display, and Honda Selectable Torque Control. 

The 2024 Honda CB500F will be available in Matte Black Metallic with an MSRP of $6,899. 

Visit the Honda website for more information. 

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

The post 2024 Honda NX500, CBR500R, CB500F Updates  appeared first on Rider Magazine.

Many motorcyclists – including me – got their start on a Honda Rebel, and they need not jump ship once they’re ready for something with more kick. Honda’s lineup of Rebels includes the 300, 500, and 1100, providing a ladder for riders to climb when they get the itch for something bigger. The lineup expanded last year with the addition of the Rebel 1100T DCT, a bagger-style cruiser.

Related: A Girl and Her Honda Rebel

The “T” in “1100T” stands for “touring,” and added features include a batwing fairing and saddlebags with a combined 35 liters of storage – not enough room to carry all your belongings but enough for clothes and personal items for a few days. The fairing includes a short windscreen, and taller or shorter windscreens are available as options. In standard trim, the Rebel 1100 is set up for a solo rider, but a passenger seat and footpegs are available. The 2023 test bike used for this review is Bordeaux Red Metallic; for 2024, color options include Metallic Black and Matte Armored Green Metallic.  

Related: 2024 Honda Gold Wing, Rebel, and NC750X Returning Models 

GEAR UP 

• Helmet: Scorpion EXO Covert FX 
• Jacket: Joe Rocket Wicked 
• Gloves: Joe Rocket Ballistic 
• Pants: Fly Racing Butane Overpants 
• Boots: Highway 21 Axle Leather Waterproof 

The Rebel 1100 came on the scene in 2021. It’s powered by the liquid-cooled 1,083cc Unicam parallel-Twin from the Africa Twin but modified for a cruiser application. At 87 hp and 72 lb-ft of torque, the Rebel 1100 makes less power than the Africa Twin, but peak torque arrives earlier in the rev range (4,750 rpm vs. 6,250 rpm). The engine has a 270-degree crankshaft for a rumbling V-Twin-like character, and the Rebel uses different camshaft profiles and ignition timing for its two cylinders – one makes more power below 4,000 rpm, and the other makes more power above 4,000 rpm. It comes with four ride modes (Rain, Sport, Tour, and User, which is customizable), each with different settings for throttle response, traction control, engine braking, and (on DCT versions) the transmission’s shift points. 

As with several models in Honda’s lineup, the Rebel 1100 is available with either a 6-speed manual gearbox or a 6-speed automatic Dual Clutch Transmission. The DCT is a popular option, accounting for about half of sales for models on which it’s available, including the Africa Twin, Gold Wing, and NC750X. With DCT, there is no clutch lever or foot shifter. Just release the parking brake, click the bike into Drive, and ride. Riders who want more control can switch to Manual mode and use the paddle shifters on the left side of the handlebar to click through gears. For 2024, the Rebel 1100T is available in either a manual or DCT option. 

This test was my first experience with Honda’s DCT, and I shared the same concerns as others – that an automatic motorcycle would feel strange and take away from the riding experience. It does take some time to get used to, but after more than 1,000 miles aboard the Rebel 1100T DCT, I see the merit and came to enjoy the transmission. 

The beauty of the DCT is that it allows the rider to spend more time focusing on the ride and less time worrying about shifting gears. There’s no need to shift up and down while rolling through town, which means you can pay closer attention to traffic, and your left hand won’t get tired of pulling in the clutch lever. When you head out for a more scenic ride, you have more time to admire the view. And when you get into the twisties and desire more control, you can click the bike into Manual mode and shift with the paddle shifters. 

In each of the Rebel’s four ride modes, the round LCD display shows settings for power, traction control, and engine braking, and these parameters can be adjusted in the user-configurable mode. While in Automatic mode, the shift points parameter also shows. I enjoyed the visual representation of how each mode changed the riding experience on the display, and it made it easier to set my preferred parameters. Additional features include cruise control and a USB-C charging port located under the seat. 

When riding a motorcycle with a manual transmission, I leave the bike in gear when parked. That’s not possible on the Rebel 1100T DCT, as it always switches to neutral when turned off. To keep it from rolling away, there’s a parking brake lever on the left side of the handlebar. Setting the parking brake is easy enough, but I found releasing it to be a bit difficult, which involves pulling back on the lever while pushing a button on the side, requiring two hands. This means that there are no hands on the handlebar when the brake is released, so I needed to keep my right foot on the rear brake pedal to prevent the bike from rolling when stopped on an incline. This requires a bit of learning, but it wasn’t a problem once I became used to it. 

Suspension duties are handled by Showa components, with a 43mm nonadjustable fork with 4.8 inches of travel and a pair of rear shocks with adjustable preload, piggyback reservoirs, and 3.7 inches of travel. Stopping power comes from a single radial-mount 4-piston front caliper with a 330mm disc and a 1-piston rear caliper with a 256mm disc. ABS is standard, and though few riders may need it, the Selectable Torque Control system (Honda’s term for traction control) includes three levels of wheelie control. 

With high, mid-mount footpegs, the Rebel 1100 has an impressive lean angle of 35 degrees. The wheelbase is 59.8 inches, wet weight is 520 lb, and fuel capacity is 3.6 gallons. Honda could’ve added more touring capability to this bike with a larger fuel tank. During this test, the low-fuel light came on whenever the tripmeter reached about 110 miles, and I averaged 46.4 mpg (about 167 miles of range). 

Seat height has always been approachable on Rebels, and that holds true on the 1100, which has a very low seat height of 27.5 inches. As a short rider (5-foot-1), I appreciate being able to flat-foot on a motorcycle. However, the Rebel 1100T’s footpeg position requires the rider to sit somewhat scrunched up on the bike. The seating position puts pressure on the rider’s spine, which became uncomfortable after a few hours in the saddle. Although I didn’t expect Gold Wing levels of comfort, a bagger-style cruiser like this would benefit from a more comfortable riding position. However, after a quick break at a scenic overlook or gas station, I was ready to hop back into the saddle. 

Although I found the riding position uncomfortable for long hours, the Rebel 1100T DCT is an absolute blast to ride on twisty roads. Its low weight and responsive handling make the bike easy to dip into corners, and the engine pulls strongly when accelerating out of turns. On particularly technical roads, I enjoyed switching the bike into Manual mode and clicking through gears with the paddle shifters, which offers a more simplified experience without needing to pull in the clutch or roll off the throttle, making gear changes quicker and easier. 

The Rebel 1100T’s fairing and saddlebags are the only differences between this model and the standard version, but those extras create a package that’s more practical for overnight trips. The fairing provides good wind protection and blocks wind from the chest and hands. The saddlebags add enough storage that I could pack everything I needed for a couple nights. My only complaint about the bags is that the latching mechanism is a little finicky and takes some effort to close. The top-loading bags are lockable, or they can be left unlocked for quick access. 

The trim on the Rebel 1100T might not be enough to turn it into a full-fledged long-haul touring bike, but it’s a useful addition for the type of trips I like to do, which are two or three days with minimal luggage. The bags allow me to pack my clothes and necessities without needing to wear a backpack, and the fairing provides enough protection to keep me comfortable for longer periods of time.  

On top of the Rebel’s practicality, its sporty engine, good cornering clearance, and low weight means that once I get near my destination, I can enjoy the roads in a way that a heavier bagger wouldn’t allow. As far as compromises go, this one strikes the balance to suit my needs just fine. And with the Dual Clutch Transmission, I can focus less on shifting gears and more on the ride. 

2023 Honda Rebel 1100T DCT Specifications

• Base Price: $11,299 ($11,349 in 2024) 
• Warranty: 1 yr., unltd. miles 
• Website: Powersports.Honda.com 
• Engine Type: Liquid-cooled, transverse parallel-Twin, SOHC w/ 4 valves per cyl. 
• Displacement: 1,083cc 
• Bore x Stroke: 92.0 x 81.5mm 
• Horsepower: 87 hp at 7,000 rpm (factory claim) 
• Torque: 72 lb-ft @ 4,750 rpm (factory claim) 
• Transmission: 6-speed, automatic Dual Clutch Transmission 
• Final Drive: Chain 
• Wheelbase: 59.8 inches 
• Rake/Trail: 28 degrees/4.3 in. 
• Seat Height: 27.5 in. 
• Wet Weight: 520 lb 
• Fuel Capacity: 3.6 gal. 
• Fuel Consumption: 46.4 mpg 
• Estimated Range: 167 miles 

The post 2023 Honda Rebel 1100T DCT Review | Ridden & Rated appeared first on Rider Magazine.

American Honda has announced the return of its flagship Africa Twin adventure lineup, which has been updated for the new model year. The 2024 Honda Africa Twin will be available in in four variants: the off-road focused Africa Twin and the more on-road focused Adventure Sports ES, both of which will be offered in either a manual transmission or Dual Clutch Transmission (DCT) model. The DCT models feature automatic shifting or the option to use paddle shifters, as well as four settings: Drive, Sport 1, Sport 2, and Sport 3.

Related: 2020 Honda Africa Twin CRF1100L Adventure Sports ES | Road Test Review

“The Africa Twin is a mainstay of Honda’s adventure lineup, and we’re happy to bring this platform update to our customers for 2024,” said Brandon Wilson, manager of Racing and Experiential Marketing at American Honda. “With the recent addition of the midsize Transalp, and now this updated Africa Twin, it’s clear that Honda is committed to the adventure category, and to delivering capable machines to fuel enthusiasts’ desire to explore.”

Both the Honda Africa Twin and Africa Twin Adventure Sports ES are powered by a liquid-cooled 1,083 Unicam SOHC parallel-Twin with 4 valves per cylinder and 270-degree crank mated to a 6-speed gearbox and chain final drive. The engine’s intake/exhaust has been redesigned, and compression has been increased to 10.5:1.

Both bikes also feature cruise control and throttle-by-wire with seven levels of Honda Selectable Torque Control and four power delivery modes: Tour, Urban, Gravel, and user-programmable. The Africa Twins have a new five-position windscreen, tubeless tires, and a revised fairing design, and the Adventure Sports ES features heated grips.

Stopping power remains the same on both bikes, with dual 4-piston calipers biting 310mm front discs and a 2-piston caliper and 256mm disc in the rear. Both models have switchable cornering ABS with two modes: on-road or off-road.

For suspension, the Africa Twin still has a 45mm inverted telescopic fork and Pro-Link monoshock, but travel has been reduced to 8.0 inches in front and 8.7 in the back (down from 9.1/8.7, front/rear on the 2022 Africa Twin and Adventure Sports ES). The seat height remains at 34.3 inches for the standard position, with a low position of 33.5 inches. The Africa Twin still rides on 21-inch/18-inch front/rear wheels, and with its 5-gallon tank full, it has a wet weight of 510 lb or 535 lb for DCT.

The Adventure Sports ES also has a 45mm inverted telescopic fork and Pro-Link monoshock, both now with electronic adjustment offering five suspension damper settings: hard, medium, soft, and off-road, as well as a customizable “user” setting. Travel has been reduced to 7.3 inches/7.9 inches, front/back. Seat height has also been lowered to 33.7 inches for the standard position and 32.9 inches for the low position. The Adventure Sports ES has a new 19-inch front wheel (still 18 inches in the rear), a 6.6-gallon tank, and a wet weight of 535 lb or 559 lb for DCT.

The Africa Twins feature a 6.5-inch touch-panel LCD multi-information dash with three display options and compatibility with Apple CarPlay, Android Auto, and Bluetooth.

The 2024 Africa Twin will come in Grand Prix Red starting at $14,799 for the manual transmission and $15,599 for the DCT. The Adventure Sports ES will come in Pearl White starting at $17,599 for the manual transmission and $18,399 for the DCT. Both bikes will be available in May.

For more information, visit the Honda Powersports website.

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

The post 2024 Honda Africa Twin Review | First Look appeared first on Rider Magazine.

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

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

Related: 2024 Honda Transalp Review | Video 

Related: 2024 Honda Shadow Phantom Review | First Ride 

CBR1000RR | 2024 Honda Motorcycles 

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

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

CBR600RR | 2024 Honda Motorcycles  

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

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

CB1000R | 2024 Honda Motorcycles 

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

Related: Honda CB1000R | Road Test Review 

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

SCL500 | 2024 Honda Motorcycles 

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

Related: 2023 Honda SCL500 Review | First Ride 

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

PCX | 2024 Honda Motorcycles 

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

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

CRF300L | 2024 Honda Motorcycles 

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

Related: Honda CRF300L and CRF300L Rally | First Ride Review 

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

CRF300L Rally | 2024 Honda Motorcycles 

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

Related: Honda CRF300L and CRF300L Rally | First Ride Review 

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

XR650L | 2024 Honda Motorcycles 

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

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

XR150L | 2024 Honda Motorcycles 

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

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

Trail125 | 2024 Honda Motorcycles 

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

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

Montesa | 2024 Honda Motorcycles 

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

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

For more information, visit the Honda website. 

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

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

Slotting between the CB500X and Africa Twin, the 2024 Honda Transalp is a new adventure bike powered by a 755cc parallel-Twin. The original Transalp was sold in the U.S. for only two years (1989-1990), but the model continued to evolve in Europe. The iconic bike returns to America to compete in the red-hot middleweight ADV segment.

We put the Transalp through its on-road and off-road paces during a two-day, 250-mile test amidst the vibrant autumn foliage of central Pennsylvania. Our route included the rugged Section 4 of the BDR-X PA Wilds and challenging twists near State College.

Read our full Honda Transalp review and see it in action in this video.

2024 Honda Transalp Specs 

• Base Price: $9,999 
• Warranty: 1 yr., unltd. miles 
• Website: Powersports.Honda.com 

ENGINE 

• Type: Liquid-cooled, parallel-Twin, Unicam SOHC w/ 4 valves per cyl. 
• Displacement: 755cc 
• Bore x Stroke: 87.0 x 63.5mm 
• Compression Ratio: 11.0:1 
• Valve Insp. Interval: 16,000 miles 
• Fuel Delivery: Programmed Fuel Injection, 46mm throttle bodies 
• Lubrication System: Wet sump, 4.1 qt. cap. 
• Transmission: 6-speed, cable-actuated slip/assist wet clutch 
• Final Drive: Chain 

CHASSIS

• Frame: Steel diamond truss 
• Wheelbase: 61.5 in. 
• Rake/Trail: 27 degrees/4.4 in. 
• Seat Height: 33.7 in. 
• Suspension, Front: 43mm Showa SFF-CATM telescopic inverted fork w/ spring-preload adjustment, 7.9 in. travel 
• Rear: Pro-Link system w/ single Showa remote-reservoir shock, 7.5 in. travel 
• Brakes, Front: Dual 310mm “wave” discs w/ 2-piston calipers & ABS 
• Rear: Single 256mm “wave” disc w/ single-piston caliper & ABS 
• Wheels, Front: Stainless steel spoke, aluminum rim, 21 in. 
• Rear: Stainless steel spoke, aluminum rim, 18 in. 
• Tires, Front: 90/90-21 
• Rear: 150/70R-18 
• Curb Weight: 459 lb 
• Fuel Capacity: 4.5 gal 

The post 2024 Honda Transalp Review | Video appeared first on Rider Magazine.

Making its much-anticipated debut in the American market for 2024 is the Honda XL750 Transalp, a middleweight adventure bike equipped with 21-inch front and 18-inch rear spoked wheels and ample suspension travel. Nestled between the entry-level CB500X and the liter-class Africa Twin in Honda’s current lineup, how does the Transalp fare?  

To find out, we took it for a two-day, 250-mile test run amidst the vibrant autumn foliage of central Pennsylvania. Our route included the rugged Section 4 of the Backcountry Discovery Routes BDR-X PA Wilds and winding backroads around State College. 

Related: Backcountry Discovery Routes | Ep. 58 Rider Magazine Insider Podcast 

To give the Transalp an off-road credibility check, American Honda swapped the OEM-fitment Metzeler Karoo Street or Dunlop Mixtour 90/10 on/off-road tires for more aggressive Bridgestone Adventurecross AX41 40/60 tires. It’s also worth noting that the Transalp’s spoked rims require tubes. 

Related: Bridgestone Adventurecross AX41 Adventure Tires | Gear Review 

A Storied History and Design 

After debuting in Europe in 1986, the original Transalp had a short two-year run (1989-1990) in the U.S. It had a liquid-cooled 600cc 52-degree V-Twin engine, 3 valves per cylinder, a full-cradle frame, and a box-section swingarm. Its 41mm fork offered nearly 8 inches of travel, while the rear featured Honda’s Pro-Link suspension with 7.5 inches of travel.

Dropped from Honda’s U.S. lineup in part because it was priced too high to compete with the popular Kawasaki KLR650, the Transalp sold well in Europe and continued to evolve, morphing into the XL650V in 2000 and later the XL700V in 2008. The fourth-generation XL750 Transalp is a modern adventure bike. It inherits its 755cc parallel-Twin engine from the CB750 Hornet, a naked bike that has yet to make it to our shores.

Honda Transalp: Engine, Clutch, and Transmission 

Upon starting the engine, which has a Unicam valve train and 270-degree crank like the larger Africa Twin, the Transalp makes its presence known. The short-stroke crank generates a pulsating effect that optimizes torque distribution across the rev range, particularly in the mid-to-upper range. Honda’s new Vortex Airflow Ducting induction system accelerates the intake-charge airspeed between 3,000 and 8,000 rpm for better throttle response. 

Making a claimed 83 hp at 8,500 rpm, the engine offers a well-balanced power output suitable for both on-road and off-road riding, and it operates efficiently throughout the rev range. During our two-day test, I preferred keeping the revs high, switching between 3rd and 4th gears in faster BDR sections and dropping to 2nd gear for more technical challenges. 

On Pine Flat Road, an optional rocky and muddy trail, I kept the bike in 2nd gear throughout. During slower sections, I manipulated the clutch for better traction before revving the engine up to 8,000 rpm to accelerate. The bike wheelied best in 2nd gear, either when navigating large obstacles or simply splashing through puddles. 

Honda’s slip/assist clutch, featuring F.C.C. Leaning Segment discs, reduces clutch drag torque by 30%. The system is especially noticeable in technical terrain, requiring only one finger to operate the clutch. Equally impressive is the quickshifter for clutchless up and downshifts. It operates smoothly, even between 1st and 2nd gears. 

Honda also optimized the bike’s 459-lb curb weight with a 16/45 final drive ratio and a 520 chain. This configuration minimizes high revs while cruising at 75-plus mph and contributes to fuel efficiency. Even after rigorous use, the bike averaged around 46 mpg. With a 4.5-gallon tank, expect over 200 miles between fill-ups. 

The engine counterbalancer ensures a smooth ride. It is driven off the crank’s primary gear, reducing weight and complexity while maintaining engine compactness. 

Honda Transalp: Electronics 

The Transalp has throttle-by-wire with 46mm throttle bodies and offers five ride modes: Sport, Standard, Rain, Gravel, and a customizable User mode, which allows riders to select preferred settings for throttle response, engine braking, traction control, and ABS. Adjustments to most of these parameters are only permissible when the bike is stationary, but buttons on the switchgear allows for quick mode and TC changes on the fly.

GEAR UP 

• Helmet: Arai XD-4 
• Jacket: Klim Latitude 
• Gloves: Klim Baja S4 Gloves 
• Pants: Klim Latitude 
• Boots: Spidi XPD X-Trail Outdry 

During my test ride, I found each mode to be highly effective in its designated setting. On dirt sections, I primarily used my customized User mode, configured for maximum power, minimal engine braking, and with both TC and rear ABS deactivated. This setup offered optimal traction and stopping capabilities, aligning perfectly with my riding preferences. 

One issue to note is that turning off the ignition automatically reactivates the default TC and ABS settings. To counter this, I left the ignition on during short stops, which had the added benefit of keeping my grips heated during the cold morning hours. The heated grips have four intensity levels, and they’re among the warmest OEM grip warmers I’ve encountered. 

Information about the modes and various settings is prominently displayed on a 5-inch full-color TFT display with four different layouts. The TFT provides data on speed, rpm, fuel level, engine mode, trip distance, gear position, TC, ABS, throttle map, and engine braking. The sole missing element is an ambient temperature readout – a surprising omission given the significant temperature fluctuations often encountered during backcountry rides. 

Honda Transalp: Suspension and Brakes 

For such a capable middleweight ADV bike, the Transalp’s suspension adjustability is limited to spring preload. The Showa system includes a 43mm SFF-CA fork and a Pro-Link rear shock. On paved roads, the bike demonstrated admirable stability, even under aggressive throttle and braking inputs. While the suspension felt slightly softer when navigating off-road terrain, it proved capable of handling the most demanding and intricate BDR gravel sections I encountered. 

Suspension travel is 7.9 inches at the front and 7.1 inches at the rear, and ground clearance is 8.3 inches. I weigh 185 lb, and I bottomed out the fork only twice during harsh landings, experiencing no issues with the rear shock. Fortunately, my test bike was equipped with an optional skid plate, adding an extra layer of engine protection. Without a skid plate, the bike’s exhaust system would be highly vulnerable, making off-road travel ill-advised. 

As for the braking, the 2024 Honda Transalp performed flawlessly throughout my test. It employs 2-piston front calipers working in conjunction with dual 310mm “wave” discs and a single-piston rear caliper squeezing a 256mm wave disc. Off-road, with rear ABS disengaged, these offered a well-balanced braking experience; a single finger sufficed to engage the front brake, and applying ample pressure to the rear brake facilitated effective slowing. 

On-road and with full ABS activated, the system exhibited minimal pulsation during planned emergency braking exercises. It’s important to note that to maintain a competitive price point, the Transalp lacks some preferable on-road amenities, such as cornering ABS and cruise control. However, it does come with the convenience of self-canceling turnsignals! 

Honda Transalp: Ergonomics, Seat Height, and Fairing Protection 

The Transalp’s ergonomics perform well in real-world conditions. At 33.7 inches, the seat height is on par with other adventure bikes (an optional lower seat is 32.6 inches). I’ve owned and ridden many adventure bikes, so even with my 30-inch inseam, I was able to make confident stops on uneven, rocky off-road terrain. 

The seat’s design offers ample room for positional adjustments, even letting me sit close to the gas tank during fast off-road sections to roll my back forward, sit upright, and maintain front tire traction. The handlebar is sufficiently wide, offering good steering leverage. The rider triangle felt just right, and my 5-foot-11 frame never felt cramped.  

The stock footpegs are roomy enough for my size 11.5 boots and provide good grip once the rubber padding is removed. Whether standing or seated during high-speed sections, my feet enjoyed unrestricted movement, avoiding any uncomfortable contact with passenger pegs or engine components. 

Designed by Honda’s Italian R&D team, the Transalp sports an unmistakable Italian flair in its fairing design. Although budgetary considerations led to a nonadjustable windscreen, the aerodynamics are still effective. Throughout my ride, even at speeds exceeding 80 mph, I experienced no head buffeting. 

The Final Tally 

At $9,999, the 2024 Honda XL750 Transalp is competitively priced, undercutting key rivals like the Yamaha Ténéré 700 by $800 and the Suzuki V-Strom 800DE by $1,350, though both the Yamaha and Suzuki offer more suspension adjustability. When compared to European models such as the KTM 890 Adventure, the price difference climbs to nearly $4,000, though we’re not necessarily comparing apples to apples anymore. 

The Transalp is a motorcycle that doesn’t ask you to choose between worlds. Instead, it encourages you to explore them all.  

See all of Rider‘s Honda coverage here.

2024 Honda XL750 Transalp Specs 

• Base Price: $9,999 
• Warranty: 1 yr., unltd. miles 
• Website: Powersports.Honda.com 

Engine 

• Type: Liquid-cooled, parallel-Twin, Unicam SOHC w/ 4 valves per cyl. 
• Displacement: 755cc 
• Bore x Stroke: 87.0 x 63.5mm 
• Compression Ratio: 11.0:1 
• Valve Insp. Interval: 16,000 miles 
• Fuel Delivery: Programmed Fuel Injection, 46mm throttle bodies 
• Lubrication System: Wet sump, 4.1 qt. cap. 
• Transmission: 6-speed, cable-actuated slip/assist wet clutch 
• Final Drive: Chain 

Chassis 

• Frame: Steel diamond truss 
• Wheelbase: 61.5 in. 
• Rake/Trail: 27 degrees/4.4 in. 
• Seat Height: 33.7 in. 
• Suspension, Front: 43mm Showa SFF-CATM telescopic inverted fork w/ spring-preload adjustment, 7.9 in. travel 
• Rear: Pro-Link system w/ single Showa remote-reservoir shock, 7.5 in. travel 
• Brakes, Front: Dual 310mm “wave” discs w/ 2-piston calipers & ABS 
• Rear: Single 256mm “wave” disc w/ single-piston caliper & ABS 
• Wheels, Front: Stainless steel spoke, aluminum rim, 21 in. 
• Rear: Stainless steel spoke, aluminum rim, 18 in. 
• Tires, Front: 90/90-21 
• Rear: 150/70R-18 
• Curb Weight: 459 lb 
• Fuel Capacity: 4.5 gal 

The post 2024 Honda XL750 Transalp Review | First Ride appeared first on Rider Magazine.

Honda has announced six models returning for 2024, including the Gold Wing family, the Fury, the Rebel family, and the adventure NC750X. These returning models join previously announced 2024 models, including the Ruckus and Metropolitan, the Monkey and Super Cub, the Shadow Phantom, the Shadow Aero, the ADV160, and the XL750 Transalp. 

The models in this announcement, except for the NC750X, receive new colors for 2024, and the bagger-styled Rebel 1100T will now come in a 6-speed manual transmission version to join last year’s Dual Clutch Transmission (DCT) version. 

2024 Honda Gold Wing 

The ultimate touring motorcycle returns for 2024. Powered by a liquid-cooled 1,833cc opposed 6-cylinder engine with a 7-speed manual transmission or DCT, the Gold Wing family includes touring accommodations and conveniences for the most comfortable long-distance ride available. Technologies include throttle-by-wire, four ride modes, Honda Selectable Torque Control (Tour models only), Hill Start Assist, optimized cruise control, and electronically controlled combined braking system with ABS. Android Auto and Apple CarPlay allow riders to take advantage of the 55-watt speakers, and 121 total liters of storage provide plenty of space for long-haul travel needs. 

Related: 2021 Honda Gold Wing Tour DCT | Road Test Review 

The 2024 Honda Gold Wing will arrive in November 2023, and the base model will have an MSRP of $24,700 and come in Matte Armored Green Metallic. The Gold Wing DCT in the same color will be priced at $25,700. The Gold Wing Tour will be $28,700 in Gray Metallic/Black or Pearl White, and the Tour DCT will be $29,700 in the same color. The top-line Gold Wing Tour Airbag DCT will have an MSRP of $33,000 and come in Pearl White. 

2024 Honda Fury 

The Honda Fury is a chopper-styled cruiser powered by a liquid-cooled 1,312cc V-Twin. The front is raked out to 32 degrees, and the hard-tail styling and low seat height complete the look. It has adjustable front and rear suspension, a 336mm front disc with a twin-piston caliper, and a 296mm disc with single-piston caliper in the rear. ABS comes standard. 

The 2024 Honda Fury will be available in December 2023 in a new Adventure Green color with an MSRP of $11,499. 

2024 Honda Rebel 1100 

Introduced for 2021, the Rebel 1100 cruiser is the next step up from the popular Rebel 500. It’s powered by a liquid-cooled 1,083cc parallel-Twin with a 6-speed transmission available in either manual or DCT. Last year, the bagger-styled 1100T DCT joined the family with hard saddlebags with a combined 35 liters of storage and a fairing with a short windscreen. For 2024, Honda has added a 1100T with a manual transmission. 

Related: 2021 Honda Rebel 1100 | First Ride Review 

The 2024 Honda Rebel 1100 will arrive in January 2024. The base model with a manual transmission will come in Gray Metallic or Metallic Blue with an MSRP of $9,549. The 1100 DCT will come in the same colors with an MSRP of $10,149. The bagger-styled 1100T with a manual transmission will come in Metallic Black or Matte Armored Green Metallic for $10,699, and the DCT version will come in the same colors for $11,349. 

2024 Honda Rebel 500 

The Rebel 500 is Honda’s highly popular modern cruiser and is powered by a liquid-cooled 471cc parallel-Twin. It features a peanut fuel tank, LED lighting, and blacked-out engine components. It’s available in standard and ABS versions, as well as the ABS SE version, which includes add-ons like a diamond-stitched seat and a headlight cowl.  

Related: 2020 Honda Rebel 500 ABS | Road Test Review 

The 2024 Honda Rebel 500 will be available in January 2024 in Matte Laurel Green or Pearl Black. The standard model will have an MSRP of $6,499, and the ABS will be priced at $6,799. The Rebel 500 ABS SE will come in Pearl Smoky Gray with an MSRP of $6,999. 

2024 Honda Rebel 300 

The Rebel 300 is Honda’s most approachable and affordable cruiser. With a low seat height, comfortable ergonomics, and predictable power delivery, the Rebel 300 is designed to provide new riders with confidence and fun without breaking the bank. It’s powered by a liquid-cooled 286cc Single and, like the Rebel 500 and 1100, includes a peanut fuel tank, blacked-out components, and LED lighting. 

The 2024 Honda Rebel 300 will be available in January 2024 in Pearl Black or Nitric Orange. The standard model will have an MSRP of $4,849, and the ABS version will be priced at $5,149. 

2024 Honda NC750X 

The do-it-all Honda NC750X commuter bike is powered by a liquid-cooled 745cc parallel-Twin and comes standard with DCT. It features an upright riding position and a large front storage compartment. Also included is the Honda Selectable Torque Control, which allows riders to choose between some rear-wheel spin for gravel and dirt or reduced spin. 

Related: 2019 Honda NC750X | Long-Term Report 

The 2024 Honda NC750X will be available in January 2024 in Matte Nightshade Blue with an MSRP of $9,499. 

For more information, visit the American Honda website. 

See all of Rider’s Honda coverage here. 

The post 2024 Honda Gold Wing, Rebel, and NC750X Returning Models  appeared first on Rider Magazine.

When something has been around for four decades, it’s usually because of a combination of inherent quality and general likability. Take a look at Rider magazine, for example. Next year, we celebrate our 50th birthday. There’s a reason for that. But quality doesn’t live in a vacuum. To survive – and even better, to thrive – there has to be change. Honda has succeeded in finding the next step in the evolution of the Honda Shadow Phantom, and the company hopes the changes, combined with a 40-year history, will help the bobber-style bike succeed in the middleweight cruiser market.

The Spirit of 750

The Honda Shadow was introduced in 1983 with two options. The larger of the two cruisers featured a liquid-cooled 745cc 45-degree V-Twin with SOHC and 3 valves per cylinder. It had a 6-speed gearbox, a slipper clutch, and shaft final drive. More than 19,000 Shadow 750s were sold that year.

Related: Retrospective – 1988 Honda VT800C Shadow

There were several other chapters in the Shadow story, but if we’re following the lineage to the Phantom, significant mileposts included the shift to a 52-degree V-Twin in 1988 with the 583cc Shadow VLX. The 52-degree V found its way to the larger displacement 750cc Shadow ACE in 1998, which dropped down to a 5-speed gearbox, chain final drive, and no slipper clutch. The Shadow Phantom was introduced in 2010 with blacked-out styling (the exhaust was still chrome), the introduction of fuel injection, and a return to shaft drive.

The 2024 Honda Shadow Phantom sees the blacked-out styling now carried through the exhaust – a good look that represents a more modern appeal. It still features a liquid-cooled 745cc 52-degree V-Twin, but machine-cut cylinder head fins add a nice visual contrast that makes the engine pop. There’s also a new two-tone paint scheme on the tank (Deep Pearl Gray or Orange Metallic), LED turnsignals, fork boots, shortened fenders, and a new single seat (a passenger seat and footpegs are available as accessories).

Colin Miller, American Honda assistant manager of public relations, said members of Generations Y and Z are more attracted to Honda’s Rebel platform, partially because of its more aggressive styling, and Honda is leveraging some of that style with the Shadow Phantom. Whereas the Shadow Aero still has the more laid-back appearance of a traditional cruiser with a swept-back handlebar and more relaxed seating, the revamped Phantom takes a more contemporary approach, with a new handlebar and clamp that puts the rider in more aggressive forward position. A graphic during the presentation showed the handlebar position close to that of the Harley-Davidson Forty-Eight.

And from a customization standpoint, while the previous model’s rear fender and license plate holder was one piece that had to be cut if a customer wanted to make changes, the holder on the new model can be unbolted to aid customization.

Another significant update to the Phantom is its stopping power. Braking in the front is still provided by a 2-piston caliper gripping a 296mm disc, but the previous rear brake drum has been replaced by a 276mm disc and 2-piston caliper, and a new ABS version is available for an extra $300.

Front suspension travel has been increased by half an inch (to 5.1 inches) but remains the same 3.5 inches in the rear courtesy of dual shocks with five-position spring-preload adjustability. Otherwise, seat height is essentially the same at a very cruiser-like 25.6 inches. Even though fuel capacity has been bumped 0.2 gallon to 3.9, curb weight of the 2024 model is 6 lb lighter at 543 lb.

Unlocking the Phantom Zone

The middleweight cruiser market exploded during the Covid pandemic. The wave crested in 2021, but Miller said Honda is hoping the Shadow Phantom will bring in both new riders and existing cruiser fans looking for something new. I don’t know about the younger generation – in more ways than just their riding preferences – but I can say this Gen X cruiser guy sure enjoyed the ride.

The first thing I noticed when firing up the bike was the rumble, which was surprisingly satisfying for a Japanese bike with the stock exhaust. The Phantom continued to impress as we rolled through the streets of San Dimas, California. When we tested the 2013 Shadow Aero, it made 44.7 lb-ft of peak torque at the rear wheel, with more than 40 lb-ft available between 2,200 and 5,000 rpm. I appreciated that level of low-end grunt when pulling away from intersections in town, and it held its own as we climbed 6,000 feet on State Route 39 to Crystal Lake.

Related: 2013 Honda Shadow Aero Review

The rear suspension was a little squishy in some of the bumpier parts, but that was likely a result of the preload being set for someone a little lighter than my two-plus bills. Fortunately, the new saddle is nice and cushy and didn’t give me any grief during the four hours I was on it.   

GEAR UP

• Helmet: HJC RPHA 91 Modular
• Jacket: Fly Racing Coolpro Mesh
• Gloves: Fly Racing Street Surveyor
• Pants: Highway 21 Blockhouse Jeans
• Boots: Highway 21 Low Primary Engineer  

The pull on the clutch lever was a little heavy, and I would rate it “medium.” Since I own an older cruiser, it’s not anything new to me, but many bikes today are equipped with slip/assist clutches, and once you get used to this feature, you notice when it’s not there. I was okay with the lever pull – although a slip/assist clutch would’ve lightened it – but there was a moment going up the twisty, narrow one-way route to Crystal Lake where a quick downshift, combined with some debris in the road, gave a hop of the rear wheel on a curve that was a little bracing.

At just $8,399 ($8,699 for the ABS version), the 2024 Honda Shadow Phantom may not have all the bells and whistles, but it is a very attractive proposition for either a new rider or someone looking to add another steed to their stable from a segment without a lot of competition.

Only Breath and Shadow

I had only one other issue with the Phantom. The bike has a decent 27.4-degree lean angle. However, when I put the arch of my boot on the forward-mount footpegs, if I didn’t want my toe resting on the brake pedal, the heel of my boot found the road surface before the pegs did. This required a shifting of my right boot to various positions, none of which were as comfortable or confidence-inspiring as having the peg positioned directly under my arch.

This is not to say that I was high-speed slaloming up the canyon. In fact, I was the most conservative of the riders that day on the winding SR-39. As to those peg scrapes, I was once advised by my colleague and editor-in-chief of our sibling publication American Rider, Kevin Duke: “Ride your own ride, but challenge your limits when your confidence grows.”

So I did. Most riders won’t treat the Honda Shadow like a sportbike, but it certainly responded to my prodding enough to make it a spirited ride up the winding SR-39. When it comes to riding my own ride, I like to cruise, take in the scenery, breathe the air, and get my heart pumping enough to remember I’m alive.

If you are of a like mind, you’ll be very happy with the Phantom. And for those of you wondering if it’ll haul a little ass, the Phantom has something for you as well, as I can attest based on the taillights winking in the distance ahead of me from some of the other riders in my group.

The new Phantom has brought the Shadow into the light, and it looks to be a bright future indeed.

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

2024 Honda Shadow Phantom Specs

• Base Price: $8,399
• Website: Powersports.Honda.com
• Warranty: 1 yr., unltd. miles
• Engine Type: Liquid-cooled, transverse 52-degree V-Twin, SOHC w/ 3 valves per cyl.
• Displacement: 745cc
• Bore x Stroke: 79.0 x 76.0mm
• Transmission: 5-speed, cable-actuated clutch
• Final Drive: Shaft
• Wheelbase: 64.6 in.
• Rake/Trail: 34 degrees/6.4 in.
• Seat Height: 25.6 in.
• Wet Weight: 543 lb
• Fuel Capacity: 3.9 gal.
• Fuel Consumption: 56 mpg (claimed)

See all of Rider‘s Honda coverage here.

The post 2024 Honda Shadow Phantom Review | First Ride appeared first on Rider Magazine.

American Honda has announced that the highly anticipated Honda XL750 Transalp is coming to the U.S. market for the 2024 model year.

The Transalp was originally introduced in Europe in 1986, first showing up in the U.S. for the 1989 model year with a liquid-cooled, 600cc 52-degree V-Twin with 3 valves per cylinder bolted into a full-cradle frame with a box section swingarm. A 41mm fork provided almost 8 inches of travel up front, and Pro-Link suspension offered 7.5 inches of rear-wheel travel.

Unfortunately, timing and American attitudes about motorcycles, combined with the on-road/off-road orientation of the bike, meant the Transalp only lasted two years in U.S. market.

Related: Retrospective: Honda XL600V Transalp: 1989 – 1990

However, fast forward three decades, and not only have times changed, but so has the Transalp, and after seeing considerable success in the European market, U.S. buyers are clamoring to give this new-generation middleweight adventure bike another spin.

“As the adventure category continues to thrive and evolve, customers are more eager than ever to get out and explore,” said Brandon Wilson, American Honda manager of Racing & Experiential Marketing. “The all-new, midsize XL750 Transalp joins Honda’s iconic Africa Twin and pocket-adventurer CB500X to complete our popular True Adventure lineup, ready to deliver unforgettable outdoor experiences to U.S. ADV enthusiasts from coast to coast.”

In the company’s announcement, Honda called the XL750 Transalp, “friendly but tough—perfect for extended touring trips, as well as the urban cut and thrust, and all points in between.”

See all of Rider‘s Honda coverage here.

The 2024 Honda XL750 Transalp features a liquid-cooled 755cc parallel-Twin with Honda’s Unicam design, 4 valves per cylinder, and 270-degree crank. It has a 6-speed gearbox, throttle-by-wire, a slip/assist clutch, and a standard quickshifter. The bike now comes with five ride modes – Sport, Standard, Rain, Gravel, and rider-customizable – that regulate power delivery, engine braking, and ABS intervention. It also has Honda Selectable Torque Control (HSTC) for increased or decreased rear-wheel spin.

Speaking of wheels, the 2024 Honda XL750 Transalp rides on 21/18-inch front/rear spoked wheels. For stopping power, gone is the rear drum brake, replaced by a 256mm disc, and the front now has dual discs (310mm) instead of the previous single. ABS is standard and can be turned off for the rear wheel. Suspension travel is still comparable, with a 43mm Showa SFF-CA inverted fork offering 7.9 inches of travel and Showa Pro-Link rear shock providing 7.5 inches.

The seat height is 33.7 inches, and Honda offers an available 32.6-inch accessory seat. It has 8.3 inches of clearance, a 4.5-gallon fuel tank, and a curb weight of 459 lb.

The Transalp has a 5.0-inch full-color LCD display with four display options, self-canceling turnsignals, and a USB-C port under the passenger seat. The 2024 Honda XL750 Transalp will be available in October in Matte Black Metallic starting at $9,999.

For more information, visit the Honda Powersports website.

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

The post 2024 Honda XL750 Transalp Review | First Look appeared first on Rider Magazine.

It’s been a few weeks since our test ride on the 2023 Honda SCL500, and we still have a smile on our face. The SCL500 doesn’t make much power (about 46 hp at the rear wheel) and it doesn’t have any fancy features, and that’s what we love about it. Like the ’60s-era Honda scramblers that inspired the SCL500, it’s a basic, cool-looking runabout that is ideal for cruising around town or taking short jaunts on backroads. Its simplicity is its virtue. Just pure, uncomplicated fun.

Watch the video to see the 2023 Honda SCL500 in action and read our full review.

2023 Honda SCL500 Specifications 

• Base Price: $6,799 
• Website: Powersports.Honda.com 
• Warranty: 1 yr., unltd. miles 
• Engine Type: Liquid-cooled, transverse parallel-Twin, DOHC w/ 4 valves per cyl. 
• Displacement: 471cc 
• Bore x Stroke: 67.0 x 66.8mm 
• Transmission: 6-speed, cable-actuated slip/assist wet clutch 
• Final Drive: Chain 
• Wheelbase: 58.4 in. 
• Rake/Trail: 27 degrees/4.3 in. 
• Seat Height: 31.1 in. 
• Wet Weight: 419 lb 
• Fuel Capacity: 3.2 gal. 
• Fuel Consumption: 60.6 mpg (per bike’s instruments) 

GEAR UP

• Helmet: SMK Retro Adventure 
• Jacket: Highway 21 Winchester 
• Gloves: Highway 21 Jab Full Perforated 
• Pants: Fly Racing Resistance Jeans 
• Boots: Fly Racing Tradesman 

The post 2023 Honda SCL500 Review | Video appeared first on Rider Magazine.