BMW Motorrad unveiled the BMW R20 concept bike at the Concorso d’Eleganza Villa d’Este show in Italy. The R20 features a classic roadster design paired with sophisticated components and a minimalist style, showcasing the air/oil-cooled Big Boxer engine as its centerpiece. 

The BMW R20 is an eye-catching motorcycle, with a “hotter than pink” pop of color on the aluminum tank. The bike has been designed to highlight the 2,000cc boxer engine, with its massive cylinders jutting out horizontally, and new components – cylinder head covers, belt cover, and oil cooler – were developed for this concept. 

Related: Paul Yaffe Creates Custom BMW R 18 One Eight “C” 

The bike’s double-loop main frame is made of chromoly steel tubes, and the R20 features a new dual-sided variant of BMW’s Paralever system. In this new variant, the swingarm is made of chromoly steel, and the strut is aluminum. The exposed driveshaft adopted from the R 18 has been shortened, and the bike rides on 17-inch wheels, with a spoked wheel up front and a black disc wheel in the rear. 

Related: BMW R 18 Roctane Review 

Suspension components are provided by Öhlins, the rake is 27.5 degrees, and the wheelbase is 61 inches. Radial-mounted ISR brakes feature a pair of 6-piston front calipers and a single 4-piston rear caliper. 

Adding to the R20’s sophisticated look, the taillight is integrated into the single seat upholstered with quilted black Alcantara and fine-grain leather, and the rear has a compact, uncluttered appearance. The LED headlight is surrounded by an aluminum ring with integrated daytime running light, with the main headlight appearing the float within the ring. 

“The R20 concept is a bold interpretation of the BMW Motorrad DNA,” says Alexander Buckan, head of design for BMW Motorrad. “It combines modern technical elements with a classic roadster design. Its oversized proportions and minimalistic aesthetic make it an unmistakable character.” 

Find more information about the R20 and other BMW models at the BMW Motorrad website. 

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

The post BMW R20 Concept Unveiled  appeared first on Rider Magazine.

The MV Agusta Enduro Veloce marks the Italian brand’s entrance into the adventure-touring market, competing against bikes like the Ducati Multistrada V2, Triumph Tiger 900, and BMW F 900 GS. The Enduro Veloce is powered by a 931cc inline-Triple that delivers 124 hp and 75.2 lb-ft of torque. It has 8.3 inches of wheel travel front and rear, 9 inches of ground clearance, a 34.3-inch seat height, and Brembo brakes, as well as a sophisticated electronics suite.

To test the Enduro Veloce, we traveled to the Mediterranean island of Sardinia, where we logged miles on the island’s best routes to get a taste of what the Enduro Veloce has to offer. By the end of the day, we were impressed with the bike’s nimble handling, engine performance, and artistry.

Read our full review of the 2024 MV Agusta Enduro Veloce

2024 MV Agusta Enduro Veloce Specs

• Base Price: $22,998
• Warranty: 4 yrs., unltd. miles
• Website: MVAgusta.com
• Engine Type: Liquid-cooled, transverse inline-Triple, DOHC w/ 4 valves per cyl.
• Displacement: 931cc
• Bore x Stroke: 81.0 x 60.2mm
• Horsepower: 124 hp @ 10,000 rpm (factory claim)
• Torque: 75.2 lb-ft @ 7,000 rpm (factory claim)
• Transmission: 6-speed, hydraulically actuated slip/assist wet clutch
• Final Drive: Chain
• Frame: High-tensile steel double cradle
• Wheelbase: 63.4 in.
• Rake/Trail: 27 degrees/4.6 in.
• Seat Height: 33.5/34.3 in.
• Suspension, Front: 48mm inverted fork, fully adj., 8.3 in. travel
• Rear: Single shock, fully adj., 8.3 in. travel
• Brakes, Front: Dual 320mm discs w/ 4-piston radial monoblock calipers & ABS
• Rear: Single 265mm disc w/ 2-piston caliper & ABS
• Wheels, Front: Spoked tubeless, 21 x 2.15 in.
• Rear: Spoked tubeless, 18 x 4.0 in.
• Tires, Front: 90/90-21
• Rear: 150/70-18
• Ground Clearance: 9.1 in.
• Dry Weight: 494 lb (factory claim)
• Fuel Capacity: 5.3 gal.

Gear Up

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

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

The KTM Adventure Rider Rally invites ADV riders of any brand to come to Deadwood, South Dakota, for four days of adventure riding and KTM motorcycle demos.

The rally is based out of The Lodge in Deadwood and will take place Oct. 10-13, 2024. Participants can expect rides featuring extensive double-track trails, red dirt/clay, rocky sections, snaking turns, mountain climbs, and valleys. Landmarks in the region include Devil’s Tower, Spearfish Canyon, the Black Hills, and more.

Routes include various loops suitable for different skill levels, so all adventure riders will be able to enjoy the event. Ride groups will consist of two to four riders of similar skill level. If you’re bringing your buddies, you can register to be placed in the same ride group.

The first day of the event, Oct. 10, is the demo day, on which participants can try out KTM models from the list below. The pre-event dinner on Thursday night is also included in the cost of registration.

KTM Demo Models:

• KTM 1390 Super Duke R Evo
• KTM 1290 Super Duke GT
• KTM 890 SMT
• KTM 990 Duke
• KTM 790 Duke
• KTM 390 Duke
• KTM 1290 Super Adventure R
• KTM 1290 Super Adventure S
• KTM 890 Adventure R
• KTM 790 Adventure
• KTM 390 Adventure
• KTM 690 Enduro R
• KTM 690 SMC R
• KTM 500 EXC-F
• KTM 350 EXC-F

The next two days are ride days when participants will enjoy riding with their ride group. On Saturday, participants can recount the tales of their adventures during the included Awards Dinner. There will also be shorter rides and games on Sunday. Throughout the event, some KTM ambassadors and athletes will be present, including Marvin Musquin, Ryan Dungey, and Taylor Robert.

Registration is now open, but space is limited, so it’s recommended to register early. Registration includes an event t-shirt and hat, the pre-event dinner, breakfast from Friday to Sunday, and the Awards Dinner on Saturday. Registration costs $350, and there’s a “meals only” package for $175 for those traveling with participants. Visit the KTM website to register.

See all of Rider‘s KTM coverage here.

The post KTM Adventure Rider Rally to Take Place Oct. 10-13 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.

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.

KTM is celebrating “30 Years of Duke” this year, and we’ve already reviewed two updated models, the 390 Duke and 990 Duke. We’ve saved the best – and biggest – for last, the 1390 Super Duke R Evo. Known for years as “The Beast,” the Super Duke gets a displacement bump from 1,301cc to 1,350cc (hence the evolutionary name change from 1290 to 1390) and other upgrades for 2024. KTM says it’s 60% new.

To achieve the larger displacement, KTM bored out the Super Duke’s twin cylinders from 108mm to 110mm but left stroke the same at 71mm. There’s also a new cam shift system that alternates between two different valve lifts above and below 5,700 rpm, allowing for both a deep well of low-end torque and a screaming top end rather than having to compromise between the two. The 1390 Super Duke R Evo’s liquid-cooled, 75-degree LC8 V-Twin now makes a claimed 190 hp (up from 180) at 10,000 rpm and 107 lb-ft of torque (up from 103) at 8,000 rpm, all while meeting Euro 5+ homologation.

Other engine changes include a redesigned airbox with a reduced stack height due to shorter throttle bodies, a larger throttle body inlet diameter (60mm, up from 56), a repositioned top-feed injector for better atomization of the fuel-air mixture, and revised 5th and 6th gears. Improvements in durability have enabled longer service intervals, with valve inspection checks now required every 60,000 km (37,282 miles).

The redesigned air intake and airbox allowed KTM to increase the volume of the fuel tank from 4.2 to 4.6 gallons. Refreshed bodywork includes revised tank spoilers with new winglets that produce downforce at speed, a slimmer subframe cover, and a new, 1.5-lb-lighter LED headlight unit that’s shared with the 990 Duke.

KTM 1390 Super Duke R Evo | GEAR UP

• Helmet: Shoei X-Fifteen
• Suit: Alpinestars Missile V2
• Airbag Vest: Alpinestars Tech-Air 5
• Gloves: Alpinestars SP-8 V3 Air
• Boots: Alpinestars Supertech R Vented

As before, the 1390 Super Duke R Evo has a chromoly-steel trellis main frame that uses the engine as a stressed member, and holding up the tailsection is a cast-aluminum/composite subframe. The updated WP Apex semi-active suspension consists of a 48mm inverted fork and a rear shock with multiple modes (Auto, Comfort, Street, Sport, and Rain). The optional Suspension Pro package adds Track and Pro modes, automatic preload leveling, anti-dive, and Factory Start, which reduces rear preload when coming to a stop to lower the seat height.

Throttle-by-wire and a 6-axis IMU allow for a full suite of electronics, including ride modes (Sport, Street, and Rain), cornering ABS with a Supermoto mode that disables ABS at the rear, lean-sensitive traction control, and cruise control. The optional Tech Pack adds Motor Slip Regulation, Quickshifter+, Suspension Pro, and the Track Pack, which adds Track and Performance ride modes, engine-brake control, wheelie control, telemetry, and a lap timer.

Top-shelf Brembo Stylema monoblock calipers squeeze 320mm discs up front, and they are controlled by a Brembo MCS (multiple-click system) radial master cylinder. A self-venting Brembo clutch master cylinder eliminates the need to bleed the hydraulic clutch system. The Super Duke’s 17-inch wheels are shod with new dual-compound Michelin Power GP tires, which save 1.2 lb of unsprung weight over the previous tires. Claimed wet weight for the Super Duke is 441 lb.

We tested the 1390 Super Duke R Evo at Almeria Circuit, a racetrack in southern Spain. The English translation of the track’s website describes the 2.5-mile, 15-turn circuit as “expectacular” with “more hours of sun of Europe.” Actually, it’s a tricky track with multiple blind corners. And when we were there, it was cold with “more hours of clouds” and, after the first few sessions, “tears falling from the sky” (rain).

As a naked bike, the 1390 Super Duke R Evo has agreeable ergonomics, with an upright handlebar, adequate legroom, and a well-padded seat. Despite its “Beast” moniker, in today’s world of sophisticated electronics and refined tuning, the Super Duke is quite civilized, or at least it can be. Our slow-speed riding was limited to pit lane, but during our tests of previous models, the Super Duke has been well-behaved on city streets.

Related: 2022 KTM 1290 Super Duke R Evo Review

While learning an unfamiliar track on a cold day, the 1390 never felt edgy or twitchy. It was easy to modulate the bike’s throttle, and its handling characteristics were neutral and reassuring. After a couple sighting laps, I started to figure out Almeria’s layout and dial up my speed through the bends. It’s on corner exits that The Beast really comes alive, with heaps of torque at the ready. On the circuit’s two straights, I was able hold the throttle WFO and feel the remarkable amount of thrust the Super Duke is capable of.

Approaching the end of those straights, a firm squeeze on the right lever threw everything into reverse, returning man and machine to more manageable speeds, and a light push on the handlebar quickly initiated a lean into the next corner. As my confidence increased, the Super Duke was right there with me, always ready to give more without ever crossing that invisible line into the abyss, where things go from great to oh-shit in the blink of an eye.

Judging by the speeds at which the former racers and track rats in our group passed me, the 1390 Super Duke R Evo is capable of much more than I was able to wring out of it. Then it started raining.

We huddled and shivered in the unheated paddock as dark clouds dumped sheets of rain on the track, glum faces all around. After a while, when the downpour gave way to drizzle, the KTM guys asked if we wanted to go out on the track to do rolling burnouts and wheelies. Not being a wheelie guy, normally I’d pass, but this was the perfect opportunity to test the new adjustable wheelie control, which can be set to one of five levels, from very low to very high, or it can be turned off.

Ripping a stylin’ wheelie turned out to be easy. The Super Duke makes so much low-end torque that no clutch work is required. I selected the medium wheelie setting, got going in 2nd gear, rolled off the throttle to compress the fork, then wacked the throttle open. The front wheel came right up but wouldn’t go higher than the set lift angle thanks to intervention from the IMU-based traction control system. From zero to hero with the press of a button.

Later, I ventured out onto the track for one last session on damp pavement, but when another ride low-sided into the gravel ahead of me, I tucked my tail and returned to the paddock.

The KTM 1390 Super Duke R Evo is a potent machine, with more power, sophistication, and capability than before. While its full potential can only be unleashed on a track in the right hands in the right conditions, it’s also a helluva streetbike, provided you can resist the temptation to go too far on the wild side.

2024 KTM 1390 Super Duke R Evo Specs

• Base Price: $21,499
• Website: KTM.com
• Warranty: 1 yr., 12,000 miles (can be extended to 2 years if owner takes bike to a KTM dealer for its first service)
• Engine Type: Liquid-cooled, transverse V-Twin, DOHC w/ 4 valves per cyl.
• Displacement: 1,350cc
• Bore x Stroke: 110.0 x 71.0mm
• Horsepower: 190 hp @ 10,000 rpm (factory claim)
• Torque: 107 lb-ft @ 8,000 rpm (factory claim)
• Transmission: 6-speed, hydraulically actuated slip/assist wet clutch
• Final Drive: Chain
• Wheelbase: 58.7 in.
• Rake/Trail: 24.7 degrees/4.0 in.
• Seat Height: 32.8 in.
• Wet Weight: 441 lb
• Fuel Capacity: 4.6 gal.
• Fuel Consumption: 40 mpg (factory claim)

The post 2024 KTM 1390 Super Duke R Evo Review | First Ride appeared first on Rider Magazine.

The 2024 Triumph Daytona 660 is a new middleweight sportbike powered by a liquid-cooled 660cc inline-Triple that makes a claimed 94 hp at 11,250 rpm, with redline at 12,650 rpm, and 51 lb-ft of torque at 8,250 rpm, with more than 80% of the torque available from 3,125 rpm. Its MSRP is $9,195.

To test the Daytona 660, we rode the bike on a variety of roads in Alicante, Spain, and we found it to be a versatile, exciting motorcycle that is affordable enough for entry-level riders but capable enough for those with more experience and buying power.

Watch our video review below, and click here to read our full review.

2024 Triumph Daytona 660 Specifications

• 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)

Gear Up

• 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

The post 2024 Triumph Daytona 660 Video Review appeared first on Rider Magazine.

The Indian Scout lineup has been redesigned for model year 2025, ushering in a new generation of Indian Motorcycle’s best-selling platform. The lineup includes five distinct models, all featuring the new SpeedPlus 1250 V-Twin, a new tubular-steel frame, and other changes.

We got the chance to test all five models and came away impressed. Take a ride with us in the video below as we review the trimmed-down Scout Bobber, the traditional Scout Classic, the light-touring Super Scout, the spirited Sport Scout, and the top-of-the-line 101 Scout. Read our full review here.

2025 Indian Scout Specifications

• Base Price: $12,999 (Bobber); $13,499 (Sport Scout); $13,999 (Classic); $16,499 (Super Scout); $16,999 (101 Scout)
• Website: IndianMotorcycle.com
• Warranty: 2 yrs., unltd. miles
• Engine Type: Liquid-cooled, transverse V-Twin, DOHC w/ 4 valves per cyl.
• Displacement: 1,250cc
• Bore x Stroke: 104 x 73.6mm
• Horsepower: 105 hp (111 hp on 101 Scout) @ 7,250 rpm (factory claim)
• Torque: 82 lb-ft @ 6,300 rpm (factory claim)
• Transmission: 6-speed, cable-actuated slip/assist wet clutch
• Final Drive: Belt
• Wheelbase: 61.5 in.
• Rake/Trail: 29 degrees/4.8 in.
• Seat Height: 25.6 in.
• Wet Weight: 542 lb (Bobber); 548 lb (Sport Scout); 549 lb (101 Scout); 555 lb (Scout Classic); 589 lb (Super Scout)
• Fuel Capacity: 3.4 gal.

Gear Up

• Helmet: Arai Signet-X
• Jacket: Alpinestars Hoxton V2
• Airbag Vest: Alpinestars Tech-Air 3
• Gloves: Alpinestars Phenom
• Pants: Roadskin Elite 
• Boots: Highway 21 Journeyman

The post 2025 Indian Scout Review | Video appeared first on Rider Magazine.

Since Husqvarna’s motorcycle division was acquired by Pierer Mobility in 2013, the brand has produced some unique streetbikes with KTM engines under the model names of Vitpilen (“white arrow” in Swedish) and Svartpilen (“black arrow”), both in 401 and 701 sizes. For 2024, the Husqvarna 801 Svartpilen naked bike upgrades the lineup with a 799cc parallel-Twin, a new frame, performance components, and new rider aids and technology.

Related: Husqvarna Vitpilen 701 | Road Test Review

The 401 and 701 models have used KTM engines, and that remains the case with the Svartpilen 801, which is powered by the liquid-cooled 799cc parallel-Twin LC8c with DOHC also found in the KTM 790 Duke and 790 Adventure. It has a bore of 88mm, a stroke of 65.6mm, and a compression ratio of 12.5:1, and Husqvarna claims the engine weighs only 114.6 lb without oil, contributing to the bike’s dry weight of just 399 lb. Also included are throttle-by-wire, a PASC slipper clutch, and an Easy Shift quickshifter, which can be deactivated. 

Related: 2024 KTM 790 Adventure Review | First Look 

The tubular chromium-molybdenum steel frame uses the engine as a stressed member to reduce weight and allow a lower seat height (32.2 in.), and the subframe is cast from aluminum with integrated air intakes located under the seat. Wheelbase is just 54.6 inches. 

The WP APEX 43mm inverted fork offers 5.5 inches of travel and is adjustable for compression and rebound via easy-access five-step click dials located on top of the fork tube. In the rear, a WP APEX shock absorber provides 5.9 inches of travel and is adjustable for rebound and preload. 

Braking is provided by J.Juan. Up front are dual 300mm discs paired with 4-piston, radially-mounted calipers, and in the rear is a 240mm disc with a 2-piston floating caliper. Bosch ABS comes as standard. The bike rides on 17-inch cast alloy wheels wrapped in Pirelli MT60 RS tires in 120/70-17 front and 180/55-17 rear sizes. 

All these components are fitted into a scrambler-styled package with slim bodywork. A key design feature of the Svartpilen is the “split” that separates the frame and subframe, contributing to the bike’s unique appearance. Another interesting design feature is a light ring around the headlight, which is similar to the one on the Husqvarna Norden 901, and all lighting is LED. The two-piece seat is narrow in the front to provide easy ground access, and the 3.7-gallon fuel tank has a stylized cover.  

Standard equipment on the Husqvarna Svartpilen 801 includes the Easy Shift quickshifter, Bosch cornering ABS with Supermoto ABS Mode, cornering traction control, and three ride modes (Street, Sport, and Rain). Optional rider aids include a user-customizable Dynamic mode, an anti-wheelie mode with five levels, motor slip regulation, and cruise control. 

Instrumentation includes a 5-inch TFT display, which automatically adapts to changes in environmental light. The TFT’s configuration can be rearranged for rider preference, and all ride modes and ABS settings are visible on the screen. The display also connects to the Ride Husqvarna Motorcycles app to access turn-by-turn navigation and phone and music functions. A USB-C charging port is also included. 

The 2024 Husqvarna Svartpilen 801 has an MSRP of $10,899, and bikes will begin to arrive at dealers in April. 

For more information, visit the Husqvarna website. 

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

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