Category Archives: Motorcycle News

Indian Scout Teaser Video Released

Indian Scout Teaser Video

Indian Motorcycle is set to release a new Indian Scout or Scouts on April 2, and it has been teasing us with a few videos that hadn’t revealed much of anything. But today it posted a new video (see below) that shows a group of five bikes riding across a desert lakebed.

Sadly, the low light in the video doesn’t provide enough illumination to reveal many details, but there appears to be four different variants of the new Scout. For reference, Indian’s current Scout lineup consists of three main models: the classically styled Scout, the stubby Scout Bobber, and the mini-faired Scout Rogue.

In the video, the leading trio of bikes have low-mounted bar-end mirrors, while the rearmost bikes are differentiated by chrome mirrors perched atop their handlebars. Of the trailing pair, the one on the right displays a smallish windshield that suggests some sort of light-duty touring version. The one on the left could be a traditional Scout of some form.

Leading the group is a bike with a mini fairing topped with a small windscreen that looks similar to the bike on its left. One or both could be a new version of the Scout Rogue. The bike second from the left has no fairing and could be a model similar to the existing Scout Bobber.

At this point, we can only speculate based on what we see in the video, so we can’t say what could be inside them regarding their engines or chassis modifications. Full details will be released on April 2. Stay tuned!

The post Indian Scout Teaser Video Released appeared first on Rider Magazine.

Source: RiderMagazine.com

2025 CFMOTO Ibex 450 Review | First Ride

2025 CFMOTO Ibex 450 review
The 2025 CFMOTO Ibex 450 is a great addition to the ADV segment. We gave it a proper thrash at the global launch in Palawan, Philippines, and came away impressed. (Photos courtesy CFMOTO)

Adventure bikes are undeniably hot right now. Out of more than 70 new or significantly updated street-legal motorcycles announced for 2024 in the U.S. market, nearly half are dual-sport or adventure models. There are many ADVs to choose from in the 750cc-and-up displacement class, but there are few below 500cc. One of the most intriguing additions to the adventure category is the 2025 CFMOTO Ibex 450.

2025 CFMOTO Ibex 450 review
The CFMOTO Ibex 450 has rally styling with stacked headlights. The high fender is an accessory. Available colors are Tundra Gray (above) and Zephyr Blue (lead photo).

Known as the 450MT outside the U.S., the Ibex 450 is powered by a liquid-cooled 449cc parallel-Twin with DOHC, a 270-degree crank, and dual counterbalancers, and it’s mated to a 6-speed gearbox with a slip/assist clutch. Variations of this engine are found in several CFMOTO models, including the 450NK naked bike, the 450SS sportbike, and the forthcoming 450CL-C cruiser.

Related: 2023 CFMOTO 450SS | First Ride Review

Related: 2025 CFMOTO 450CL-C Review | First Look

2025 CFMOTO Ibex 450 review
The Ibex 450’s liquid-cooled 449cc parallel-Twin is shared across four models in CFMOTO’s lineup.

In the Ibex 450, the engine produces a claimed 44 hp at 8,500 rpm and 32.5 lb-ft of torque at 6,250 rpm. When Royal Enfield updated the Himalayan adventure bike for 2024, it was upgraded from an air-cooled 411cc Single to a liquid-cooled 452cc Single that makes a claimed 39.5 hp and 29.5 lb-ft of torque. The Ibex not only makes more power and torque, but its two cylinders and dual counterbalancers also deliver the goods more smoothly.

Related: 2024 Royal Enfield Himalayan Review | First Ride

2025 CFMOTO Ibex 450 review
The $6,499 CFMOTO Ibex 450 is the only adventure bike with tubeless spoked wheels that costs less than $10,000 (the KTM 790 Adventure is $10,990). The Royal Enfield Himalayan will have optional tubeless spoked wheels but pricing has not been released.

CFMOTO set out to produce a light, fully capable adventure bike at a reasonable price, and it has achieved its goal. The Ibex 450 is claimed to weigh 386 lb dry, so probably about 425 lb with its 4.6-gallon tank full. Even though it’s priced at just $6,499, it’s brimming with features not found on adventure bikes that cost thousands of dollars more. Perhaps most appealing is its tubeless spoked wheels, which greatly simplify roadside or trailside flat repairs. And they’re in 21-inch front and 18-inch rear sizes, which perform well off-road and are compatible with a wide range of dual-sport and adventure tires.

2025 CFMOTO Ibex 450 review
The CFMOTO Ibex 450’s 5-inch TFT display is easy to read even in bright sunlight.

The Ibex 450 has a chromoly steel frame, 8.7 inches of ground clearance, and adjustable KYB suspension with 8 inches of travel. It also includes a 5-inch TFT display with Bluetooth connectivity ABS that can be disabled at the rear, switchable traction control, an adjustable seat height, a windscreen with on-the-fly height adjustment, handguards, a skid plate, a radiator guard, folding mirrors, a rear rack, LED lighting, and a USB-C charging port.

2025 CFMOTO Ibex 450 review
The town of El Nido is situated on El Nido Bay, which is full of small islands covered in dark gray limestone formations. (Photo by Greg Drevenstedt)

CFMOTO hosted a global launch for the Ibex 450 in Palawan, Philippines, a province that includes several tropical islands between the South China and Sulu seas (think Survivor, Seasons 25-28). Our test ride was around El Nido, which has few paved roads, and those that are paved are made of rough poured concrete and are buzzing with small scooters and motorcycles, many of which are “tricycles” with enclosed sidecars that are the local version of a tuk-tuk. Most roads are poorly maintained dirt and gravel tracks through the island’s hilly jungle terrain that connect small villages and beaches.

2025 CFMOTO Ibex 450 review
One of the tricycles that are ubiquitous on the streets of Palawan. (Photo by Greg Drevenstedt)

We knew we weren’t in Kansas anymore when our first obstacle was a water crossing (bypassing a rotted bridge) where water buffalo kept themselves cool in the shaded water. Even though it was March, Palawan was oppressively hot, with temps and humidity levels in the 90s. The region was in a severe drought, so the unpaved roads were extremely dusty – bikes kicked up clouds of fine, powdery silt that hung in the air like smoke. We spaced out our conga line of bikes as best as we could, but like a team of sled dogs, unless you’re in the lead, the view is always the same.

2025 CFMOTO Ibex 450 review
I’ve had to dodge cows on adventure rides, but never water buffalo!

Since the standard seat height of 32.3 inches is on the low side for an adventure bike and I’ve got a 34-inch inseam, I opted for the accessory high seat ($199.99), which increases seat height to 34.3 inches and provides a much flatter seating platform. Even with the high seat, there was a fair amount of bend in my knees given the height of the footpegs, and the seat was plush and comfortable.

2025 CFMOTO Ibex 450 review
Our CFMOTO Ibex 450 test bikes were equipped with several accessories: the high seat and upper and lower crash guards. (Photo by Greg Drevenstedt)

Within the first few miles, I felt comfortable on the Ibex 450. I’ve been testing a 450NK back home, and I’ve developed a fondness for the sound and feel of the 450cc parallel-Twin, which emits a nice rumbling exhaust note. The cable-actuated throttle provides predictable response, though small inputs at low speeds felt a tad jerky. (My test bike had only 65 miles on the odometer, so it was barely broken in.) The gearbox shifted smoothly, aided by the light action of the slip/assist clutch.

2025 CFMOTO Ibex 450 review
The standard seat is deeply dished where the rider sits. In it’s standard configuration, the seat’s height is 32.3 inches. Moving the shock’s top mounting bolt to a lower hole lowers the seat height to 31.5 inches.

Given the roughness of the unpaved roads and tracks, I spent a fair amount of time standing up on the cleated footpegs (I removed the rubber inserts). The Ibex 450 feels slim between the knees, and the tank section is smooth and unobtrusive. The wide handlebar provided good steering control, and even though it is adjustable I would have liked a higher riser to accommodate my tall frame (I’m 6 feet tall with long arms).

2025 CFMOTO Ibex 450 review
Most of our test was on unpaved roads, but we also logged miles on the national highway – a two-lane, curvy road made of rough poured concrete. We’ll have to wait for a stateside test to see how the Ibex 450 performs on the open road.

GEAR UP

2025 CFMOTO Ibex 450 review
Jason Louden, Director of Product & Innovation at CFMOTO USA, makes friends with local kids during our lunch stop. (Photo by Greg Drevenstedt)

The brakes are supplied by J.Juan and consist of a single 4-piston front caliper squeezing a 320mm disc and a 1-piston rear caliper squeezing a 240mm disc. Although braking power was sufficient for my needs, especially since we were traveling at a moderate pace given the conditions, there was limited feel at the lever. I liked the convenience of turning off ABS and TC at the rear wheel by pressing a button on the handlebar (a long press turns rear ABS/TC off, and a quick tap turns them back on), but a true off-road ABS mode with less intervention at the front wheel would be a valuable addition.

2025 CFMOTO Ibex 450 review
A button on the left side of the handlebar turns ABS and TC off/on at the rear wheel. In the Ibex 450’s menu, ABS and TC can be controlled independently.

The large-diameter front and rear wheels rolled over obstacles with ease, and the CST adventure tires (which have a tread pattern similar to Pirelli Scorpion Rally STRs) provided decent grip and predictable behavior, even in loose sand and deep silt.

2025 CFMOTO Ibex 450 review
The CFMOTO Ibex 450 proved itself to be quite capable off-road, and with a few suspension adjustments it will likely be even better.

To achieve an aggressive price point, compromises must be made, and on motorcycles that typically means lower-spec brakes and suspension. The Ibex 450’s suspension adjustability (the fork is fully adjustable; the shock is adjustable for rebound and preload) is a major plus in this price range. With the standard settings used at the launch, the KYB suspension performed quite well, though it felt a little rough at low speeds and more responsive at higher speeds. I look forward to a longer test where I can dial in the fork and shock damping and preload to my size and riding style.

2025 CFMOTO Ibex 450 review
With temps in the 90s and humidity above 90%, we wished there were more water crossings.

This was no bunny slope test ride. CFMOTO mapped out a challenging route that required skill and focus. There were tricky climbs and descents littered with rocks and ruts, roads and trails with rough embedded stones, unpredictable dogs and goats hiding in the shade by the side of the road, and even a stretch of singletrack through a mango grove with unforgiving low branches.

2025 CFMOTO Ibex 450 review
There aren’t many photos from the off-road park, and this one hardly does justice to the steepness of the trails or the depth of the silt. Trust me, it wasn’t easy. But the Ibex 450 took it all in stride.

At the end of the day, after we’d sweated through our gear and depleted our energy reserves, we did laps around an off-road park with increasingly difficult terrain. The Level 1 loop was easy, much like what we’d ridden earlier in the day. Level 2 was harder with challenging climbs and descents on a heavily silted trail with switchbacks and hidden tree roots. Level 3 was harder still, climbing to the top of a small mountain and then back down the other side.

2025 CFMOTO Ibex 450 review
This drone shot of the Level 3 loop (I’m the 3rd bike) doesn’t give a sense of how steep the trail was or how tricky these switchbacks were. By the time we got to the top, we were all ready to collapse.

I’m happy to report that I made it through all three levels without dropping the bike, but the off-road park tested me as much as it tested the bike. The Ibex 450’s tractable power, moderate weight, long-travel suspension, and large-diameter wheels were helpful throughout the day and especially on those loops around the park. I never felt like something was missing or holding me back (except my 50-year-old body).

2025 CFMOTO Ibex 450 review
At the end of a long, hot, dusty, challenging day, we still managed to smile. We were riding motorcycles, and riding is fun even when it isn’t. The beer at the end of the ride never tasted so good!

2025 CFMOTO Ibex 450 review
Indeed, but we could have done with less dust. (Photo by Greg Drevenstedt)

Another useful feature of the Ibex 450 is its 5-inch TFT display, which uses bold white-on-black graphics, motorcycle illustrations that show what different settings do, and an easy-to-navigate menu system. On either side of the instruments are knobs for adjusting the windscreen height. And above the dash is a horizontal bar where a GPS or smartphone can be mounted.

2025 CFMOTO Ibex 450 review
A Tundra Gray CFMOTO Ibex 450 decked out in accessories.

The CFMOTO Ibex 450 proved itself to be not just a good adventure bike for the price, but a good adventure bike period. It has the features that adventure riders want, and it’s available with useful accessories like the high seat I tested, upper and lower crash guards (which were fitted on our test bikes; $149.99 for the upper guards, $129.99 for the lower guards), a beefier skid plate, a touring windscreen, a centerstand, hard and soft luggage, and more. At $6,499, it’s a great value, and it’s backed by a 2-year warranty.

2025 CFMOTO Ibex 450 review
The Ibex 450 looks sharp at sunset. (Photo by Greg Drevenstedt)

The Ibex 450 will be available at CFMOTO’s 350-plus U.S. motorcycle dealers starting in September, and I bet it will sell like hotcakes.

2025 CFMOTO Ibex 450 Specs

  • Base Price: $6,499
  • Price As Tested: $6,979 (high seat, upper and lower crash guards)
  • Website: CFMOTOusa.com
  • Warranty: 2 yrs., unltd. miles
  • Engine Type: Liquid-cooled, transverse parallel-Twin, DOHC w/ 4 valves per cyl.
  • Displacement: 449cc 
  • Bore x Stroke: 72.0 x 55.2mm 
  • Horsepower: 44 hp @ 8,500 rpm (factory claim) 
  • Torque: 32.5 lb-ft @ 6,250 rpm (factory claim) 
  • Transmission: 6-speed, cable-actuated slip/assist wet clutch  
  • Final Drive: Chain
  • Wheelbase: 59.3 in.
  • Rake/Trail: 26 degrees/4.1 in.
  • Seat Height: 31.5 or 32.3 in. (via shock mount)
  • Wet Weight: 425 lb (estimate based on 386 lb dry)
  • Fuel Capacity: 4.6 gal.
2025 CFMOTO Ibex 450 review
The Ibex 450 has LED lighting all around, with stacked high/low beam headlights and a central accent light.

2025 CFMOTO Ibex 450 review
A small, dusty herd of Ibexes ready to ride. (Photo by Greg Drevenstedt)

2025 CFMOTO Ibex 450 review
The Ibex 450 is called the 450MT outside the U.S.

2025 CFMOTO Ibex 450 review
Hot, dusty, and dreaming of ice-cold Gatorade.

2025 CFMOTO Ibex 450 review
Fresh pork on the move! (Photo by Greg Drevenstedt)

The post 2025 CFMOTO Ibex 450 Review | First Ride appeared first on Rider Magazine.

Source: RiderMagazine.com

Alaska Motorcycle Ride: Discovering America’s Last Frontier

Alaska Motorcycle Ride Dalton Highway
On the Dalton Highway, Sukakpak Mountain rises 4,390 feet and reflects in the Koyukuk River. Sukakpak is an Iñupiat word meaning “marten deadfall” because, seen from the north, the peak resembles a carefully balanced log used to trap marten. (Photos by the author)

It wasn’t that she was a princess. She had lived and taught on a reservation in northern Ontario where she gutted geese, chopped down trees, and drove on the ice roads. But by her own admission, my partner, Steph, was a sun ‘n’ sand type of vacationer. Riding and wild camping with no electricity was not her idea of a good time. And a hostel? Forget it. So when the opportunity arose for an Alaska motorcycle ride – taking my Suzuki V‑Strom 650 from Niagara Falls to America’s last frontier – my suggestion that she fly to Anchorage and meet me…well, it wasn’t flying. 

Alaska Motorcycle Ride Alaska Highway
Built by the U.S. Army for defense from the Japanese in WWII, the Alaska Highway opened the secluded northwest to travel and trade. In the background, the only wooden grain elevator remaining in Dawson Creek, British Columbia, reopened in 1983 as an art gallery.

But over the weeks – and from over my shoulder – the more she saw of my reading and planning and YouTube videos, the more curious she became.

Related: An Alaskan Motorcycle Adventure How-To

My late June ride across the Canadian prairies and into northern British Columbia had been an adventurous mix of wind and rain and heat so unbearable that I spent a full day in a rundown Saskatchewan hotel to recover in air‑conditioned bliss. But it wasn’t until I reached the Alaska Highway west of Haines Junction, Yukon, that I began to wonder if my riding skills would be up to the task. 

Alaska Motorcycle Ride

Scan QR code above or click here to view the route on REVER

The entire 200 miles to the Alaskan border was a constantly changing mix of gravel, chipseal, and potholes, with just enough pavement to inspire complacency. Most disconcerting were the unannounced depressions caused by permafrost. Without warning, the bike would simply drop away beneath me, only to come pounding back like an unbroken bronco. Twice I was certain I was going over the handlebars. Almost as unnerving were the lengthwise ridges that attempted to grab my tires and toss me off the road. 

Alaska Motorcycle Ride Alaska Highway
The Alaska Highway threads its way between Kluane Lake and the Kluane Mountains near Destruction Bay, Yukon. The entire 200 miles from Haines Junction to the Alaska border was an adventure in itself.

Between the irregular road surface and the wildlife, I was in no danger of nodding off. At one point, I was negotiating a corner on the loose surface when a large moose bolted into my path from the alders on my right. Brakes were almost useless in the gravel. She was so startled that she was still peeing as she charged in front of me, and I admit I checked myself for the same once she had disappeared into the brush. It wasn’t long before I encountered a grizzly and then a caribou on the shoulder, but they at least seemed content to stay put.

Alaska Motorcycle Ride Top of the World Highway
Wild camping on the Top of the World Highway near Poker Creek, Alaska.

The pavement improved measurably near Tok. In Yukon River Camp, where I fueled up for the long ride on the Dalton Highway to Prudhoe Bay – one of the “most dangerous roads in America” – I partnered up with another solo rider for mutual support should the trip go (quite literally) sideways. With no shoulder and with roadsides that often plummet 50 feet to the soggy tundra, one of the greatest dangers of the Dalton is unexpectedly becoming the focus of a search party. But the weather gods smiled on us. A sprinkling of rain the day before had dampened the notoriously blinding dust without creating the slippery, muddy mess I had feared. And I marveled at the midnight sun, which kept temperatures between 35 and 60 degrees. 

Alaska Motorcycle Ride Porcupine caribou
While camping on the Top of the World Highway near Poker Creek, Alaska, the author was awakened by an enormous herd of Porcupine caribou passing by.

After a night of primitive camping – and a surprisingly good meal – in Coldfoot, my riding partner and I spent a full day navigating the dirt and ogling the views: from the omnipresent Trans Alaskan Pipeline to the enormity of the Brooks Mountain Range and Atigun Pass, to the endless sweep of tundra on the North Slope toward the Arctic Ocean. And of course, the muskoxen we encountered as they munched on moss and lichens. Needless to say, high‑fives and a toast were in order two days later when we successfully returned to Fairbanks. This was adventure on a new scale.

Alaska Motorcycle Ride muskoxen
Just east of the Dalton Highway (aka the “Haul Road,” which runs from just north of Fairbanks to Prudhoe Bay), muskoxen roamed the windy tundra of the North Slope near the Sagavanirktok River. They live naturally only in the Canadian arctic tundra, Alaska, and Greenland. Members of the goat family, their underwool is eight times warmer than sheep’s wool yet surprisingly light.

Rolling into Anchorage, on the other hand, I was struck by how much the city was like any other. In fact, locals joke that the best part about Anchorage is that in under an hour, you can drive to Alaska. I searched out the House of Harley‑Davidson, which offers riders free camping (including restrooms and showers), and awaited Steph’s arrival.

Alaska Motorcycle Ride Trans Alaska Pipeline
The Trans Alaska Pipeline runs 800 miles from Prudhoe Bay to Valdez, a port near the Gulf of Alaska, and was engineered to shift with the permafrost, withstand forest fires (as it has done here), and adapt to temperature changes of 180 degrees F (the pipeline lengthens by almost 6 feet in summer heat).

It was a little discouraging the next morning when her flight brought with it a cold front full of clouds and rain. But I was grateful she had come and determined to make the most of our 10 days together. On the way to Flat Top Mountain for a panorama of the city, we rolled along Cange Street, which doubled as an airport runway. Each home had its own attached hangar, and prop planes were parked on several front lawns. On another city corner, we encountered a moose that casually browsed a willow before sauntering across a driveway and into a backyard.

Alaska Motorcycle Ride Dalton Highway
Staring down the Dalton: Is that a smile or grimace?

South of town, the Seward Highway hugged the narrow shore between the steep Chugach Mountains and the churning waters of Turnagain Arm. At Beluga Point, we paused to watch the tidal bore, a daily surge of seawater that can be over 3 feet high and sounds like a freight train. The tides themselves, rising to 35 feet, rival those of the East Coast’s Bay of Fundy. Naturally, we had to visit the nearby Alaska Wildlife Conservation Center where injured animals are rehabilitated. It was one place where we were guaranteed to see most of Alaska’s wildlife up close.

Alaska Motorcycle Ride Seward Boat Harbor
Seward Boat Harbor, on Resurrection Bay, is merely an introduction to the beauty in store on the Kenai Peninsula.

Believing that my intrepid partner deserved at least one nice hotel, I had booked a “glacier view” suite in the port of Whittier. This came with the bonus of riding through North America’s longest tunnel, a single‑lane route that runs 2.5 miles under an entire mountain. Besides a fish-processing plant, however, Whittier has only two large buildings, both of which are remnants of World War II: an abandoned military supply post and an apartment building that houses nearly the entire town’s population. Without even a pretense of renovations, the top floor now serves as a hotel.

Our apartment, while clean, was clad in 1960s paneling, and the bathroom was adorned floor‑to‑ceiling in pink tile. Most bizarre was the multitude of safety bars (I counted 10) fastened to the wall in the shower. Steph had started calling it the “Bates Motel,” and I suggested the handles were for grabbing when Norman dropped by. On top of that, not only was the rain incessant and obscured the view of the harbor from our window, but when we asked about the glacier, we were told we’d have to sail 6 miles out of port and around a mountain to get a glimpse. Alaskans also joke that “Everything is sh*ttier in Whittier,” and we just had to laugh. 

Alaska Motorcycle Ride Prudhoe Bay
Wading into the icy waters of Prudhoe Bay on the Arctic Ocean.

However, if our night had been a low point, the next morning was a decided high. Wearing our raingear and carrying a set of hiking poles, we set out to explore Byron Glacier. Dense forests gave way to alder thickets that soon opened to lichen‑dotted boulders. Under a steady rain, we climbed the rugged upper valley where ice lay covered in black silt. Towering high above, the jagged peaks were trimmed in white fondant while sinuous waterfalls tumbled from the sheer cliffs. Ahead, shining and motionless, the bright blue glacier stood before us, a frozen river imperceptibly carving out the valley floor. Dwarfed in this vast, timeless amphitheater, we seemed no more than fleeting specks, and tears welled up in Steph’s eyes. This was travel on a new scale.

After a cozy night in a warm log cabin, we continued to Seward where we joined a day‑long boat tour of Kenai Fjords National Park and Resurrection Bay, a rich marine ecosystem with craggy coves, deep fjords, and tiny treed islands. Every wildlife sighting brought a new gasp: Sea lions, otters, puffins, murres, and mountain goats were but a prelude to the humpbacks, fin whales, and orcas. Bald eagles watched us from branches along the shore. 

Alaska Motorcycle Ride Atigun Pass
Approaching Atigun Pass from the north on the Dalton Highway, the author pauses beside the Sagavanirktok River.

Most stunning of all was Northwestern Glacier at the head of the fjord. As a million tiny ice chunks bobbed around our boat like warning buoys, we drew ever closer and were overwhelmed by its size and the thunderous calving. The splitting columns sent booming explosions reverberating off the cliffs, followed by great walls of ice crashing into the frigid water. We stood gripped in a hallowed silence.

Arriving in Palmer the following day, we explored the Matanuska Valley, a region with a surprising claim to fame. Particularly fertile soils and summer days with 22 hours of sunlight produce record‑setting vegetables: cabbages bigger than beach balls, carrots the size of small logs, and pumpkins that must be lifted by crane. As one resident told me, “We get just as much sunlight as anywhere else – we just get it all at once.”

Alaska Motorcycle Ride Byron Glacier
The author and his partner, Steph, hiking Byron Glacier.

Along the Knik River, we were introduced to glamping in a huge canvas tent with a queen‑sized bed, an upholstered chair, and more pillows than a palace. It was a far cry from my bivy sack – and just what Steph had wanted.

Morning was a little brighter as we set off for Homer, a small town on the southwest side of the Kenai Peninsula. Twisting through wooded Cooper Landing and Soldotna, the Sterling Highway turned south and followed the coast along Cook Inlet. From Clam Gulch, we skirted the edge of the cliffs all the way to our destination. When keeping my eyes on the road became impossible, we pulled over and tramped through a field to the precipice, where we could see Sadie Peak across sparkling Kachemak Bay standing in snow‑covered glory high in the equally glorious Chugach Mountains.

Alaska Motorcycle Ride Northwestern Glacier
Northwestern Glacier is one of many photo ops at every turn in Kenai Fjords National Park.

The only thing I knew about Homer was that the Salty Dawg Saloon was perched on the end of a spit. As old as the town itself, the diminutive building has served as a school, post office, railway station, and grocery store. In 1957, it became a saloon, and shortly thereafter, as the story goes, a patron who’d grown tired of waiting for his friend stuck a dollar bill to the wall for him to buy a drink if he ever showed up. The ensuing tradition has resulted in every surface being completely papered in dollar bills. Unable to find room for my own bill, I wedged a Loonie (a Canadian dollar coin) into a picture frame and apologized (equally Canadian) to the bartender for my 76‑cent contribution.

Thirty minutes east of Homer, we bounced down a rutted dirt road to our accommodations on the Kilcher Family Homestead. In the early 1940s, professor Yule Kilcher left war‑torn Switzerland to find peace in the wilds of Alaska, where he and his wife built a log cabin and raised eight children. Living a subsistence lifestyle and clearing fields, the family eventually acquired 600 acres, where they continue to live off the land. 

Alaska Motorcycle Ride Stellavera Kilcher
Stellavera’s garden-shed-turned-lodging on the Kilcher Family Homestead.

You have undoubtedly heard the music of Jewel, one of the Kilcher grandchildren, and may even have seen episodes of their Discovery Channel series, Alaska: The Last Frontier. One daughter, Stellavera, lives off‑grid in a yurt near the cliffs and converted a garden shed into a surprisingly enchanting Airbnb. Enclosed in clear corrugated roof panels and furnished with a queen bed, heater, and lots of books, the structure – and the outdoor shower – gave us stellar views of Kachemak Bay and the ice‑glazed mountains beyond. It was spectacular.

Before we knew it, we had to return to Anchorage, where I needed to do some scheduled bike maintenance and Steph caught a flight home. The weather had deteriorated the day she arrived, and although it never kept us from the many activities we had planned, we joked that the sun would return the day she left. That is exactly what happened. Under a clear blue sky, I rolled out my bivy again, anticipating the next leg of the journey and happy to have spent 10 days with Steph in a land unlike anything we had ever known. She still loves the beach, of course, but now all she can talk about is when we can go back to Alaska, where wonder is on a new scale.

Alaska Motorcycle Ride Kachemak Bay
Fireweed adds vibrant color to the cliffs facing Sadie Peak on the far side of Kachemak Bay near Homer.

Alaska Motorcycle Ride Resources

See all of Rider‘s touring stories (organized by region and state) here.

The post Alaska Motorcycle Ride: Discovering America’s Last Frontier appeared first on Rider Magazine.

Source: RiderMagazine.com

2025 Triumph Trident 660 Tribute Special Edition Review | First Look

2025 Triumph Trident 660 Tribute Special Edition

Celebrating Triumph’s rich racing history is the new 2025 Triumph Trident 660 Tribute Special Edition, which features a race-inspired graphic scheme, Triumph Shift Assist, and a flyscreen. 

2025 Triumph Trident 660 Tribute Special Edition

The modern Triumph Trident 660 debuted for model year 2021 with a name brought back to commemorate Triumph’s first triple-cylinder motorcycle launched in 1968. A racing Trident called “Slippery Sam” claimed five consecutive Isle of Mann Production TT wins from 1971-1975, and this Tribute version for 2025 pays special homage to the Trident’s racing history. 

Related: 2021 Triumph Trident 660 Review | First Look 

2025 Triumph Trident 660 Tribute Special Edition

“Since its launch in 2020, this middleweight roadster has reinvigorated this highly competitive category, selling more than 35,600 units worldwide,” said Paul Stroud, chief commercial officer for Triumph Motorcycles. “Its triple engine and premium detailing at a great price has been successful in bringing younger and new riders to Triumph, and just as ‘Slippery Sam’ once inspired a generation, we believe this special edition has the iconic style, extra technology, and dynamic performance to appeal to today’s Triumph fans.” 

2025 Triumph Trident 660 Tribute Special Edition

The Trident 660 is powered by a liquid-cooled 660cc Triple that makes a claimed 80 hp at 10,250 rpm and 47 lb-ft of torque at 6,250 rpm. It has a seat height of 31.7 inches and a weight of 416 lb. Throttle-by-wire allows two ride modes (Road and Rain), and it comes with ABS, switchable traction control, and a combined TFT and LCD display.  

2025 Triumph Trident 660 Tribute Special Edition

Suspension is supplied by Showa, with a 41mm inverted separate-function fork delivering 4.7 inches of travel and a preload-adjustable monoshock with 5.3 inches of travel. Nissin brake calipers grip 310mm discs in the front and a 255mm disc in the rear, and the bike rides on 17-inch cast-aluminum wheels wrapped in Michelin Road 5 tires. 

2025 Triumph Trident 660 Tribute Special Edition

The 2025 Triumph Trident 660 Tribute Special Edition adds a white, blue, and red graphic scheme inspired by “Slippery Sam,” as well as a Number 67 race graphic, a flyscreen, and Triumph Shift Assist, which enables clutchless up and down gear changes with an autoblipper on downshifts for smoother changes. 

2025 Triumph Trident 660 Tribute Special Edition

The 2025 Triumph Trident 660 Tribute Special Edition will be available for one year only with an MSRP of $8,595. It will arrive in dealerships starting April 2024. Visit the Triumph website for more information. 

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

The post 2025 Triumph Trident 660 Tribute Special Edition Review | First Look appeared first on Rider Magazine.

Source: RiderMagazine.com

Get Your Kickstart on Route 66

Get Your Kickstart on Route 66
John Alger rides the historic U.S. Route 66 from Chicago, Illinois, to Amarillo, Texas, on his kickstart-only 1978 Yamaha SR500.

Dubbed the “Mother Road” by John Steinbeck in The Grapes of Wrath and known as “Main Street USA,” U.S. Route 66 will celebrate its 100th anniversary in 2026. No other road in America had such an impact on growth, migration, transportation, and popular culture. During the Great Depression and the horrific Dust Bowl of the 1930s, Route 66 was a paved pathway to a better life, transporting tens of thousands of people from the heartland to the West.

Get Your Kickstart on Route 66
Map of Route 66 courtesy of Encyclopedia Brytannica

Right after WWII, my Uncle Don traveled from California to his hometown of Springfield, Illinois, using much of Route 66 and riding a kickstart, air-cooled, single-cylinder AJS. As I pondered my own journey on the Mother Road, it seemed fitting to attempt it on my 1978 Yamaha SR500, which is also an air-cooled, kickstart Single. Over the years, I have owned several Yamahas, but the SR500 has been my preferred ride for its light weight, effortless cornering ability, competent disc brakes, and simple but elegant design. I like it so much, I own two.

Get Your Kickstart on Route 66
The author’s 1978 Yamaha SR500 on Route 66 in Tulsa, Oklahoma.

For my trip, I chose the one with 30,000 miles on the odometer. Except for upgraded brake hoses, it was bone stock. To get it ready for my Route 66 adventure, I gave it a complete engine and chassis overhaul, as well as a 535cc big bore kit, an oil cooler, and a SuperTrapp exhaust. I retained the stock air box and K&N air filter but re-jetted it as required. The new chain and sprockets were one tooth larger on the countershaft, which lowered cruising rpms and resulted in a mostly vibration-free ride.

Related: 2015 Yamaha SR400 Review | First Ride

The SR500 also has a no-frills CDI ignition system with a strong charging system, allowing me to keep my cellphone and Bluetooth full of juice, and a centerstand, a must-have for daily chain lubrication and fixing flat tires (I had one).

Get Your Kickstart on Route 66
U.S. Route 66 begins in Chicago, Illinois, within sight of the Willis Tower (formerly the Sears Tower).

Find out more about the First 100 Miles of Route 66

Since Route 66 starts in Chicago, I transported my bike from my hometown of Merritt Island, Florida, in my Chevy van. The first day of riding started in Chicago rush-hour traffic on the Kennedy Expressway, which was undergoing road construction, but after stop-and-go for two hours in record heat, I was rewarded with the U.S. 66 “Begin” sign at the corner of Adams Street and Michigan Avenue across from The Art Institute of Chicago. Just a few blocks away is the Willis Tower (formerly the Sears Tower), and a few blocks farther is the famous Lou Mitchell’s restaurant, which is over 100 years old and served a great breakfast to start my trip.

Get Your Kickstart on Route 66
Lou Mitchell’s is a legendary eatery in downtown Chicago.

Aside from the sweltering temperatures and humidity of August, Chicago’s beautiful residential areas and parks made the short trip to the suburbs quite pleasant. The first 100 miles of Route 66 is known as the Heritage Corridor, which also includes towns along the Illinois & Michigan Canal, which connected Lake Michigan to the Illinois River, and Starved Rock State Park. In Cicero, I stopped to see one of Al Capone’s houses. In Berwyn, I checked out the world’s largest laundromat, which is over 13,000 square feet and even has a bird aviary, and I also passed by one of the oldest-operating White Castle restaurants.

Get Your Kickstart on Route 66
Dick’s on 66 is located in Joliet, Illinois.

Traveling south, I found a neat roadside display in the town of Joliet called Dick’s on 66, an old towing shop decorated with several vintage vehicles and a patch of bricks purportedly from the original Route 66. Across the street is a restored gas pump and ice-cream shop. Joliet is also the home of the state prison and was featured in the 1980 movie The Blues Brothers.

In Wilmington, Illinois, I cooled down with a sundae at the Route 66 Creamery and spotted the first of five “giants” I would see on my trip: a Sinclair dinosaur on the roof of G&D Tire Company.

Get Your Kickstart on Route 66
Route 66 Creamery is in Wilmington, Illinois.

For this trip, I tried to take the oldest sections possible of Route 66, and Illinois had them clearly marked. Some sections of road looked more like abandoned driveways, with weeds growing through cracks in the concrete. My little SR500 was perfect for this kind of duty.

Get Your Kickstart on Route 66
One of the few remaining Muffler Men is located in Wilmington, Illinois. The bright green Gemini Giant holds a silver rocket and was named in honor of the Gemini space program of the 1960s.

In Towanda is Dead Man’s Curve, a sharp curve that caught many drivers unaware and was the site of numerous accidents from the 1920s to the 1950s. There’s even a preserved series of Burma Shave signs that say: Around the curve / lickety-split / beautiful car / wasn’t it? I had a 25-plus mph headwind for most of that first day, and it felt as if I was riding into a blow drier. My first night was spent at the Ghost Hollow Lodge in Chandlerville, Illinois, where I fortified myself with a dinner of venison and fresh veggies.

On the second day, I stopped in Springfield to cool down with an iced tea at Route 66 Motorheads Bar & Grill, which also has a museum and gaming room. Just south of Springfield in Carlinville, my fun was interrupted by a flat tire. I had packed tools, tire irons, a portable compressor, and a tube patch kit, but my tube was too badly mangled by the nail. Scott McDaniels of S&S ATV came to the rescue by delivering a new tube (at no charge), a local resident across the street brought me ice water, and the local city hall allowed me to do the work on the north side of their office in the shade on the concrete. It just goes to show how kind strangers can be when you are in a bind.

Get Your Kickstart on Route 66
The Old Chain of Rocks Bridge is located in Granite City, Illinois.

The repair set me back almost four hours, and I had to bypass many of the Route 66 sights from Carlinville to St. Charles, Missouri, where I stayed with friends. The following day, I unloaded my luggage and backtracked to Granite City, Illinois, to see the Old Chain of Rocks Bridge. The mile-long bridge was part of the original Route 66 from 1936 to 1965 and allowed motor vehicles to cross the Mississippi River from Illinois to Missouri. It features a 30-degree turn partway through. I had gone over this bridge in a car as a kid before it was decommissioned in 1968. It is now only open to foot traffic and bicycles.

Get Your Kickstart on Route 66
The 630-foot Gateway Arch in St. Louis, Missouri, was completed in 1965.

While in St. Louis, I also went up into the 630-foot Gateway Arch, which was completed in 1965. It is now part of the National Park Service, and with recent remodeling and upgrades, it’s a not-to-miss experience. I also visited the National Museum of Transportation on the west side of St. Louis. This may be one of the best transportation museums in the country and has the only remaining GM Aerotrains. It also has a running Chrysler Turbine Car like the one at the Henry Ford Museum in Michigan.

Get Your Kickstart on Route 66
A Chrysler Turbine Car at the National Museum of Transportation in St. Louis.

After getting my luggage loaded back on the SR500, my next stop was Times Beach, Missouri. Route 66 used to cross the Meramec River there, and the remnants of the bridge are still there, along with a Route 66 State Park. I met some folks from Europe riding Route 66 on rented Harleys, and they were aghast that I was attempting to make the same trip on my antique bike with no GPS navigation and only an EZ66 guide in my tankbag.

Get Your Kickstart on Route 66
Remnants of the Route 66 bridge in Times Beach, Missouri.

Times Beach was the site of the second largest EPA Superfund site due to a local contractor spraying dioxin on the dirt roads for dust control. All the buildings were bought by the EPA and leveled, and it’s currently considered a ghost town. West of Times Beach is the Meramec Caverns, where I ran into my new European friends again. My bike would do roughly 100 miles per tank of fuel, which coincided with my body’s need to stand up and stretch out a bit and suck down a cold beverage.

Get Your Kickstart on Route 66
A group of Europeans riding Route 66 on rented Harleys stopped at the Route Route 66 State Park in Missouri.

I stayed at the KOA in Springfield, Missouri, that night and rented a cabin. I had planned on renting a primitive campsite, but for only about $40 more, I got an air-conditioned cabin, lights, electricity, a mattress, a table, and a TV. It was a bargain!

Along the way in Missouri are a few museums and stops such as a replica 1930s Sinclair station called Gary’s Gay Parita in Ash Grove, Missouri, where the sign reads “Gas Wars” and advertises fuel at 15 cents per gallon. Another sign reads “Kendal, your 2,000 mile oil!” We have certainly come a long way!

Get Your Kickstart on Route 66
A replica 1930s Sinclair gas station called Gary’s Gay Parita in Ash Grove, Missouri.

Shortly after the Sinclair station on the Old Route 66 trail, I crossed an old truss bridge that crossed over Johnson Creek in Spencer, Missouri. Like the old sections of Route 66 in Illinois, this section looked like an abandoned road going into the backwoods. It was beautiful.

Get Your Kickstart on Route 66
Only 13 miles of Route 66 pass through Kansas.

Kansas only has a very short 13-mile section of the Old Route 66 path, and if you take that, you are blessed with crossing one of the few remaining Marsh Arch bridges left in the country – and the only remaining one on Route 66, this one having been built in the early 1900s.

Get Your Kickstart on Route 66
The Rainbow Curve Bridge was built in 1923. It’s the only remaining Marsh Arch bridge on Route 66.

Oklahoma likely has the most Route 66 sites of any state. After the road was decommissioned by the federal government for use as a federal highway, Oklahoma named it State Road 66. It’s easy to follow, although I did manage to miss a sign and ride maybe 50 miles off course. The best Route 66 Museum is in Clinton, Oklahoma. It covers the initial planning and construction of the route, along with different scenes of Americana, a video of the Dust Bowl, and more.

Get Your Kickstart on Route 66
Buck Atom, a 21-foot-tall space cowboy in Tulsa, Oklahoma, is one of the iconic Muffler Men of Route 66.

There are more giant statues to be seen as you pass through Oklahoma, including Buck Atom, the 21-foot-tall space cowboy in Tulsa holding a rocket. Tulsa also has a cool park downtown called the Cyrus Avery Centennial Plaza that has three tall old neon motel signs relocated there from the early days of Route 66. Further south is a Route 66 village with an old train, a gas station, and an oil derrick.

Get Your Kickstart on Route 66
Route 66 in Tulsa, Oklahoma.

The last section of Route 66 I rode in Oklahoma was a mostly abandoned concrete road that paralleled Interstate 40, but you could tell it was part of the original route. How many mostly abandoned four-lane concrete highways going into nowhere with no traffic do you see? At one point, I thought I was off-track, but then I saw the Texas state sign and the familiar white outlined Route 66 logo painted on the road.

In Texas, much of Route 66 is access highways on either side of the interstate, which worked just fine for my trusty mule since I could travel at more relaxed speeds in the intense heat. Along the way, you pass by the Leaning (water) Tower of Britten in Groom, Texas, and Amarillo gives you the Cadillac Ranch.

Get Your Kickstart on Route 66
Cadillac Ranch is located in Amarillo, Texas.

After visiting the Cadillac Ranch, I stopped at a KOA, and when I tried to start my bike again, it didn’t fire up. It turned out to be an issue with the ignition system, and despite having the parts from my other SR500 shipped to me to attempt a repair, it didn’t take. I cut my trip short and loaded the bike in the back of a Penske truck and headed back east.

In spite of a flat tire, intense heat and humidity, and an ignition failure, this was the most fun I can recall in most of my life. In retrospect, I should have tried making this trip on a newer bike, but part of the fun was riding a kickstart antique.

If you are considering riding this road, I would suggest waiting until 2026 for the 100-year anniversary since I heard plans in various towns along the way for some centennial events, so it should be even better.

ROUTE 66 RESOURCES:

The post Get Your Kickstart on Route 66 appeared first on Rider Magazine.

Source: RiderMagazine.com

Motor School with Quinn Redeker: Which Way Do You Lean?

Motor School Quinn Redeker Which Way Do You Lean
In this installment of “Motor School,” Quinn Redeker discusses cornering techniques. For tight, slow-speed turns, counterbalancing enables a more controlled drop, with a much tighter turning radius to boot. Photos by Kevin Wing.

I think it’s fair to say there are a few subjects we should all steer clear of if we want to foster a harmonious relationship with other humans. Politics and religion are obvious land mines. And my wife knows that recommending a culling of the herd in the garage isn’t a party‑starter. But it appears I’ve discovered a ripe one you might also have some feelings about. And knowing how domineering and strong‑willed you are, when the dust settles, I really hope we can still be friends. Okay, here goes nothing.

There exists a feverish debate amongst motorcyclists regarding two uniquely different approaches to riding. Of course, there are more than two, but these revolve around the rider’s center of balance (center line) in relation to the motorcycle’s center of balance while navigating turns. Yep, a global hot button, this one. But please don’t ask for the Gold Codes just yet.

When a motorcycle starts to lean over and fall into a turn, its center of gravity shifts inward, causing it to head toward the ground (just go with me here; it’s science). When this happens, we have a couple options. One, we can counterbalance, a technique that shifts our center of gravity to the outside of the bike’s center of gravity, effectively countering the effects of the motorcycle’s weight transfer as it falls in. Two, we can lean our body into the curve, shifting our center of gravity to the inside of the motorcycle’s center of gravity as it falls in, effectivelytrading the motorcycle’s weight with our own as the bike leans over. This on‑road technique applies to paved corners with a good surface.

Hmmm, what to do. Flip a coin? Call a friend? Ask “what would Fonzie do?” Solid options, no doubt.

But before we rush over to Arnold’s and pull Fonzie away from the Polaski twins, I’ll kick off the group share and give you my two cents on the topic. When I do police motor competitions on my BMW R 1250 RT‑P, I employ as many tricks as my tiny brain can remember to execute tight maneuvers in confined spaces. These events are 1st‑gear scenarios, and the speeds drop as low as 5 mph, triggering the bike’s mass to fall like a 650‑lb paperweight. In other words, the bike’s weight is compounded by the fact that the gyroscopic forces and inertia are greatly reduced at slower speeds, while nature’s gravity amp is cranked up to 11. Deep science, yes, but an important thing to keep in mind because it’s a major contributing factor for why we throw our feet down, break into a cold sweat, or abandon ship altogether when speed slows down and our bike leans over. 

These days I do my best to mitigate unplanned and unsettling weight shifts, so I rely on counterbalancing when I slow to walking speeds. By offsetting the bike’s lean‑in mass with counterbalancing, my big Beemer falls over slower, falls over farther, and turns a much tighter radius. All big wins. Yes, clutch control and throttle input are players in my process, but counterbalancing does most of the heavy lifting.

Sounds like we solved the riddle then, and we should counterbalance the bike whenever it leans over? Absolutely, yes. Well, unless your motorcycle has more gears in the transmission than 1st. Let me explain why and how my strategy changes when I click through the gears. 

As an Advanced Riding Clinic instructor for Total Control, I co‑teach clinics where we take students on‑track and put them through advanced concepts and techniques to help manage speed situations on the street. A major challenge we face as riders (and help mitigate as instructors) are speed situations in corners. You know that as speed increases, your motorcycle requires a greater lean angle for whatever radius you are navigating. This can be problematic if you don’t have techniques and a plan to deal with it.

Motor School Quinn Redeker Which Way Do You Lean
We need all the cornering clearance we can find when speeds pick up. A lean-in technique helps accomplish this.

Let’s imagine Future You: It’s a magical Monday, and you’re having a “personal medical issue,” so work is a no‑go. Precisely 27 minutes later, you are fully kitted up, and that pesky walking pneumonia has miraculously vanished as you drop into a long right‑hander. At that precise moment, ABBA’s “Dancing Queen” pours into your helmet speakers, and because this is your jam, mid‑corner speeds unwittingly climb. Suddenly, and without warning, your bike begins shedding unwanted poundage by grinding hard parts along the pavement as your line widens and pushes you toward the double yellows. Not great.

Future You will do one of three things here: 1) Panic and grab the brakes mid‑corner, causing abrupt weight transfer that will stand your bike up and aim it toward the portion of the roadway you are trying to avoid; 2) Eventually drag parts so much that you lever the tires off the ground and initiate a low‑side crash; or 3) Move your body’s center line to the inside of the motorcycle’s center line (leaning in), effectively trading the bike’s mass for your mass, causing the bike to reduce its lean angle, tighten its line, and maintain its speed. Leaning in doesn’t necessitate high speeds or excessive hanging off, but rather positioning oneself toward the inside of the curve for cornering. Let’s go with option 3 on this one.

Let me land the plane here. When you find yourself in 1st‑gear situations, it’s all about counterbalancing, but as soon as the speeds pick up and you click 2nd gear and beyond, shift your body’s center line to the inside of the motorcycle’s center line. If you want a live‑action example, go to my YouTube channel (Police Motor Training with Quinn Redeker) and find the video titled: “Motorcycle Technique: Counterbalance vs Lean (Road Race Style).” It provides a clear visual demonstration and explanation as to why and where I use one style over the other.

Fantastic. You’ve said nothing this whole time, so either we are in total agreement on this or I’ve offended you somewhere along the way. In either case, maybe this will build a bridge of sorts:

“We seldom learn much from someone with whom we agree.” – Mokokoma Mokhonoana

Find Quinn at Police Motor Training.

See all Motor School with Quinn Redeker articles here.

The post Motor School with Quinn Redeker: Which Way Do You Lean? appeared first on Rider Magazine.

Source: RiderMagazine.com

A Scenic Casa Grande, Arizona Motorcycle Ride

Casa Grande Arizona Motorcycle Ride
Nothing says “Arizona” like tall saguaros. These thorny towers are in the Sonoran Desert National Monument.

Arizona is known for its five Cs – copper, cattle, cotton, citrus, and climate – all of which are represented on the state’s great seal. I experienced three of them in abundance on this scenic southern Arizona loop, rolling past harvest-ready cotton fields and large dairy farms and enjoying spectacular weather. Two more Cs – cactus and cars – were also highlights of this entertaining ride. 

Casa Grande Arizona Motorcycle Ride

Scan QR code above or click here to view the route on REVER

Before you get the wrong impression from the title, I did not get locked up on this trip. “Big house” is the English translation of the Spanish “Casa Grande,” the starting and ending point of this loop ride. My trip began with a walk around the city’s downtown, which includes a tidy and interesting neon sign park, a nicely curated museum, a city park, and an impressive city square. Every January, the annual Historic Downtown Street Fair/Car and Bike Show draws upwards of 40,000 visitors to Casa Grande.

Casa Grande Arizona Motorcycle Ride
A roadside display in Casa Grande highlights some of the state’s foundational Cs.

After the stroll, I mounted my BMW R 1200 GS for the short ride to the Francisco Grande Hotel and Golf Resort. Tall palm trees stood sentinel as I rolled onto the resort’s beautiful property, which was established in the early 1960s as the spring training home of the San Francisco Giants. It was also a favorite haunt of John Wayne. After settling into my room and enjoying the incredible view, I had a delectable burger in the Duke’s Lounge and admired photos of Wayne, Willie Mays, Pat Boone, and other legendary visitors. 

See all of Rider‘s West U.S. Motorcycle Rides here.

After a great night’s sleep, I mounted my GS and rode west through cotton fields and dairy farms to my first stop, the Dwarf Car Museum. The unassuming cluster of buildings belies the treasures displayed within. I paid my $5 entry fee and walked inside. At first glance, I could have been in any cool classic car museum, but as I got closer, the cars seemed to shrink. 

Casa Grande Arizona Motorcycle Ride
The stunning and diminutive creations in the Dwarf Car Museum sit waist-high to the 6-foot-3 author. In addition to small cars, the museum also has an interesting collection of automotive memorabilia.

After scanning the whimsical, barn-like interior of the museum, I spotted a gentleman warming himself by a fire in the perfect man cave. Ernie Adams, the master builder of this eclectic and fascinating collection of diminutive classics, invited me to have a seat, and we had a nice chat about his life and his cars. Adams built his first dwarf car in the early ’60s, and they are about 11/16th scale. He bases every creation on a wheel size of 12 inches and miniaturizes everything else to that scale. Adams does not do much of the work anymore, but his son, daughter-in-law, and a friend carry on the tradition. He even has a tidy collection of vintage enduro bikes in a backroom.  

Casa Grande Arizona Motorcycle Ride
What gearhead doesn’t have a soft spot for vintage Japanese dirtbikes?

Back on the GS, it was time to head to another C: the cactus-rich majesty of the Sonoran Desert National Monument, one of the most biologically diverse deserts in North America. Saguaros tower over the sand, each striking their own unique pose. With the rugged South Maricopa Mountains serving as the perfect backdrop, I explored a few established dirt roads off State Route 84.

On Interstate 8, I opened the throttle and made my westward ride through more of this desert grandeur. Interstates have never been my choice of roads, but this stretch of I-8 is as beautiful as they come. Various cactus varieties dot the rolling hills in the foreground, and distant mountain ranges create texture in the background.

Casa Grande Arizona Motorcycle Ride
The Casa Grande Neon Sign Park in the city’s downtown area preserves vintage neon signs from historic local establishments.

The ride west was relaxed and beautiful on the way to the final landmark on my list: the Space Age Lodge in Gila Bend. I have always been a fan of the rock band Rush, especially Neil Peart, who was arguably one of the greatest drummers in rock ‘n’ roll history. After tragically losing both his daughter and wife within a span of months, Peart rode his BMW GS more than 55,000 miles through North America, Mexico, and Belize, which he chronicled in his memoir, Ghost Rider: Travels on the Healing Road. One stop on Peart’s journey was the quirky, seemingly out-of-place Space Age Lodge, and I had to see it. 

Casa Grande Arizona Motorcycle Ride
The music-loving author had to make a stop in Gila Bend to check out the Space Age Lodge, which was mentioned in Ghost Rider, Rush drummer Neil Peart’s amazing moto-centric memoir.

As I rolled out of town, one last incongruity caught my eye. Twin fighter jets crouched in front of a tiny airport on the outskirts of town. The pair of RF-101 Voodoos flew reconnaissance missions in Vietnam and now have a permanent home in Gila Bend. 

It was time to head back to Casa Grande. Besides I-8, the other road that crosses the Sonoran Desert National Monument is State Route 238. This more northern road doesn’t have the towering saguaros of the interstate, but it is a relaxed desert ride with much less traffic.

Casa Grande Arizona Motorcycle Ride
The Museum of Casa Grande is housed in a beautiful Southwestern mission-style stone building. More than 40 buildings in the city are listed on historic registers.

This southern Arizona loop is best navigated from fall to early spring, as the desert temperatures are toasty in the summer. What it lacks in curves, it makes up for with a full plate of other entertaining Cs.

Casa Grande, Arizona Motorcycle Ride Resources

The post A Scenic Casa Grande, Arizona Motorcycle Ride appeared first on Rider Magazine.

Source: RiderMagazine.com

2025 Triumph Rocket 3 Storm R/GT Review | First Look 

2025 Triumph Rocket 3 Storm R Carnival Red
2025 Triumph Rocket 3 Storm R in Carnival Red with Sapphire Black

To celebrate 20 years of the Rocket 3, a muscle bike with the largest engine in a production motorcycle, Triumph has unveiled the 2025 Triumph Rocket 3 Storm R and Rocket 3 Storm GT. Their 2,458cc in-line Triple cranks out even more power – up 15 ponies to a massive 180 hp and 166 lb-ft of torque (up 3). They also feature lighter wheels, blacked-out styling, and dark color schemes. 

2025 Triumph Rocket 3 Storm R Engine

When we tested a 2023 Triumph Rocket 3 R, we said it is “all about heart-pumping stimulation. It’s the sort of bike you lie awake at night and think about, triangulating a plan to get one into your garage. Just as Sméagol was corrupted by the Ring, the Rocket 3 will take over your thoughts and make you do naughty things. If you want to be King of the Road, there’s nothing else like it.”  

Related: 2023 Triumph Rocket 3 R Review | Road Test 

2025 Triumph Rocket 3 Storm GT Pacific Blue
2025 Triumph Rocket 3 Storm GT in Satin Pacific Blue with Matte Sapphire Black

The two versions of the Rocket 3 Storm, R and GT, share many similarities, with most differences between the two lying in the ergonomics and paint. The R is the roadster option with a seat height of 30.4 inches and mid-position foot controls with two settings that offer 0.6 inch of vertical adjustment.  

2025 Triumph Rocket 3 Storm R GT

The GT version is more touring-focused with the handlebar grips 5 inches back compared to the R, a more upright riding position, a sculpted touring rider seat set at 29.5 inches and a more generously padded passenger seat compared to the R’s, with an adjustable passenger backrest. The GT also features forward foot controls with 2 inches of adjustment over three horizontal settings. 

2025 Triumph Rocket 3 Storm GT Passenger Seat

The Rocket 3’s 16-inch rear and 17-inch front wheels have been updated with a 10-spoke cast-aluminum design to reduce unsprung mass for better steering response. These two models keep their lightweight aluminum frame that uses cast and forged elements. The bikes have 4.75-gallon fuel tanks (now with the Storm name on it), and they weigh in at 705 lb for the Rocket 3 Storm R and 699 lb for the Rocket 3 Storm GT. 

2025 Triumph Rocket 3 Storm R Granite
2025 Triumph Rocket 3 Storm R in Sapphire Black with Granite

Slowing down these massively powered motorcycles are Brembo Stylema calipers biting two 320mm discs up front and a Brembo M4.32 4-piston radial monoblock rear caliper pinching a 300mm disc in the rear. Suspension comes from a Showa monoshock with piggyback reservoir that’s fully adjustable and 47mm Showa forks that are adjustable for rebound and compression damping. 

2025 Triumph Rocket 3 Storm GT Carnival Red
2025 Triumph Rocket 3 Storm GT in Carnival Red with Sapphire Black

Completing the package is a suite of rider aids and technology as standard. The Rocket 3 Storm R and GT come with lean-sensitive cornering ABS, traction control, Ride-by-Wire, a Torque Assist clutch, Hill Hold, four ride modes (Road, Rain, Sport, Rider-configurable), cruise control, a keyless ignition and steering lock, and a USB charging socket. Instrumentation comes in the form of a color TFT operated by a five-way back-lit joystick and with two information layout design themes. 

2025 Triumph Rocket 3 Storm GT Dash

Riders can choose to outfit their Rocket 3 Storm R or GT with the optional Quickshifter or any of the 50 Genuine Triumph Accessories, including foot controls, seats, plug-and-play tech, styling parts, and others. 

The 2025 Rocket 3 Storm R will be available in Carnival Red with Sapphire Black, Satin Pacific Blue with Matte Sapphire Black, or Sapphire Black with Granite for $24,995. The 2025 Rocket 3 Storm GT will be available in the same colors but with the color split of the tank reversed, retailing for $29,795. 

Visit the Triumph website for more information. 

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

The post 2025 Triumph Rocket 3 Storm R/GT Review | First Look  appeared first on Rider Magazine.

Source: RiderMagazine.com

2024 BMW F 900 GS Review | Video

2024 BMW F 900 GS Review First Ride

The updated 2024 BMW F 900 GS adventure bike seeks to reinvigorate BMW’s middleweight platform. Upgraded from the F 850 now with a larger 895cc parallel-Twin that delivers 105 hp, a ready-to-ride low weight of 483 lb, a lower and more svelte profile, and upgraded suspension, the 2024 BMW F 900 GS just might be the best parallel-Twin adventure bike ever offered from the German company.

To see how the 2024 BMW F 900 GS performs, we travel to Málaga, Spain, for a full day of on-road and off-road riding. Watch the video below to see the F 900 GS in action, and read our full review here.

2024 BMW F 900 GS Specs 

  • Base Price: $13,495   
  • Warranty: 2 yrs., unltd. miles  
  • Website:BMWmotorcycles.com 

ENGINE  

  • Type: Liquid-cooled, parallel-Twin, DOHC w/ 4 valves per cyl.  
  • Displacement: 895cc  
  • Bore x Stroke: 86.0 x 77.0mm  
  • Horsepower: 105 hp @ 8,500 rpm (factory claim)   
  • Torque: 68.6 lb-ft @ 6,750 rpm (factory claim)  
  • Compression Ratio: 13.1:1  
  • Valve Insp. Interval: 12,000 miles  
  • Fuel Delivery: EFI w/ throttle-by-wire, 48mm throttle bodies  
  • Transmission: 6-speed, cable-actuated slip/assist wet clutch  
  • Final Drive: Chain 

CHASSIS 

  • Frame: Tubular-steel trellis frame & subframe, aluminum swingarm  
  • Wheelbase: 62.6 in.  
  • Rake/Trail: 28.0 degrees/4.7 in.  
  • Seat Height: 34.3 in.  
  • Suspension, Front: 43mm inverted fork, fully adj., 9.1 in. travel 
  • Rear: Single linkage shock, w/ adj. spring preload & rebound, 8.5 in. travel  
  • Brakes, Front: Dual 305mm discs w/ 2-piston axial calipers & cornering ABS  
  • Rear: Single 265mm disc w/ 1-piston caliper & cornering ABS  
  • Wheels, Front: Cross-spoke w/ aluminum rims, 2.15 x 21 
  • Rear: Cross-spoke w/ aluminum rims, 4.25 x 17  
  • Tires, Front: 90/90-21  
  • Rear: 150/70-17   
  • Wet Weight: 483 lb  
  • Fuel Capacity: 3.8 gal.  

Gear Up  

The post 2024 BMW F 900 GS Review | Video appeared first on Rider Magazine.

Source: RiderMagazine.com

2024 KTM 990 Duke Review | First Ride 

2024 KTM 990 Duke review
The 2024 KTM 990 Duke 96% new and replaces the 890 Duke R. We tested it in the mountains of southern Spain as part of KTM’s “30 Years of Duke” launch that included the 390 Duke and 1390 Super Duke R Evo. (Photos by Francesc Montero & Sebas Romero)

What’s the magic number? When the first Duke debuted 30 years ago, it was 602cc, which was packed into a single-cylinder engine that made 58 hp. These days (in the U.S. market), Dukes range in displacement from 249cc in the Duke 250 to 1,350cc in the 1390 Super Duke R Evo. In between, KTM offers the 390 Duke (399cc), 790 Duke (799cc), and 990 Duke (947cc). For this KTM 990 Duke review, we take one of the newest Dukes on a test ride in the mountains of southern Spain.

Related: 2024 KTM 390 Duke Review | First Ride

2024 KTM 990 Duke review
Evolution of the Duke. Front and center is the 1994 KTM 620 Duke. Behind it to the left is the 990 Duke, in the middle is the 1390 Super Duke R Evo, and behind it to the right is the 390 Duke. They are surrounded by other milestone Duke models from the past 30 years.

With its displacement approaching a liter, the new 990 Duke resides in the so-called “super middleweight” class. It replaces the 890 Duke R, but there’s more to it than just a 58cc bump in engine size. According to KTM reps at the global launch in Spain, the 990 Duke is 96% new and “more like a smaller Super Duke.”

Powering the 990 Duke is KTM’s liquid-cooled LC8c parallel-Twin with DOHC and 4 valves per cylinder – the same engine platform found across the 790/890/990 Adventure and Duke lines. Only the 990 Duke has the 947cc version that makes a claimed 123 hp at 9,500 rpm and 76 lb-ft of torque at 6,750 rpm (up from 121 hp and 73 lb-ft on the 890 Duke R). The intake mixture is fed through a 46mm throttle body and compressed at a ratio of 13.5:1, the Bosch engine management system uses throttle-by-wire, and the 6-speed transmission is mated to a PASC slip/assist wet clutch. Spent gasses exit through a new stainless-steel exhaust that’s Euro 5+ compliant.

2024 KTM 990 Duke review
The liquid-cooled LC8c parallel-Twin is a workhorse engine that powers all KTM 790/890/990 Adventure and Duke models. The frame, subframe, and swingarm are new.

Wrapped around the 990 Duke’s engine is a new frame, subframe, and swingarm. The chromoly steel frame, which uses the engine as a stressed member, is stiffer for added stability and wider at the back to pass outside rather than inside the swingarm. To compensate for the stiffer frame, the diecast aluminum subframe allows more flex, and it now houses the airbox. The swingarm, which is constructed using gravity diecast aluminum and uses a closed-lattice rather than the previous open-lattice design, is 3.3 lb lighter than the 890 Duke R’s. Curb weight with the 3.8-gallon tank fuel is a svelte 395 lb.

2024 KTM 990 Duke review
The KTM 990 Duke has a stiffer frame while its swingarm allows more flex. The net result is more responsive handling.

Gear Up | KTM 990 Duke Review

Like the 890 Duke R, the 990 Duke is equipped with adjustable WP Apex suspension, but it has a new 43mm inverted open-cartridge fork with 5.5 inches of travel and a single gas-assisted rear shock that’s mounted directly to the top of the swingarm and has 5.9 inches of travel. Convenient fork-top adjusters offer five-click adjustability for compression (left leg) and rebound (right leg). The shock also has a five-position adjuster for rebound that requires a flat-blade screwdriver, and preload is adjustable using a spanner (both tools are in a kit under the seat; compression cannot be adjusted).

2024 KTM 990 Duke review
The KTM 990 Duke’s front wheel is shared with the 1390 Super Duke R Evo, and a new rotor mount saves 2.2 lb of unsprung weight. The 4-piston calipers are made by J.Juan.

The 990 Duke rolls on 17-inch cast-aluminum wheels shod with Bridgestone Battlax S22 tires (the latest S23s weren’t yet available for homologation). The front wheel is the same as the 1390 Super Duke R Evo’s, but the rear is slightly different because the 990 has a two-sided swingarm and the 1390 has a single-sided swingarm. Slowing things down are the same 4-piston radial front calipers with 300mm discs and 2-piston rear calipers with a 240mm disc as on the 890 Duke R, but a lighter connection between the front rotors and the wheel saves roughly 2.2 lb of unsprung weight. Cornering ABS with a rear-off Supermoto mode is standard.

2024 KTM 990 Duke review
The 5-inch TFT display uses intuitive graphics that show how different settings affect the motorcycle’s behavior.

In terms of technology, the 990 Duke has a new 5-inch color TFT display with a scratch- and glare-resistant bonded-glass screen, redesigned menus, and optional KTMconnect for smartphone pairing to allow access to navigation, audio, and phone calls. All lighting is LED and there’s a USB-C charging port. Rider electronics include three standard ride modes (Sport, Street, and Rain) and two optional ride modes (Performance and Track) that adjust throttle response, lean-sensitive traction control, and wheelie control. Track mode enables a10-level rear-wheel slip adjuster that can be adjusted on the fly, launch control, a lap timer, and telemetry functions. Cruise control, Motor Slip Regulation, and an up/down quickshifter are optional.

2024 KTM 990 Duke review
The 2024 KTM 990 Duke is nicknamed “The Sniper” and is available in orange or black.

The 990 Duke has also been restyled, with a more muscular, hunched-forward stance like the 1390 Super Duke R Evo. Both share a unique headlight design with stacked low and high beams in the center that are framed by a pair of DRLs shaped like curved talons. Compared to the 890 Duke R, the 990 Duke’s seat is angled up more in the front to prevent the rider sliding forward, is flatter, has new foam, and sits at 32.4 inches, down from 32.8 on the 890. The pillion seat was moved up by 0.8 inch to give the passenger a better view and more legroom.

2024 KTM 990 Duke review
Spain is one of the most mountainous countries in Europe and it has fantastic twisty roads.

My test ride on the 990 Duke was a romp in mountains above Almería, Spain, on a cold, clear February morning that was part of the “30 Years of Duke” press launch that included the 390 Duke and 1390 Super Duke R Evo. When we did a comparison test of KTM’s full Duke lineup in 2021, the 890 Duke was a staff favorite, “a standout machine that encourages you to test its handling and your nerve, and it consistently rewards the rider with confidence-inspiring feel and agility or a gentle prod where lesser machines fall short.” We described it as “a mustang, wild at heart, straining at the bit, and embodies the essence of the Duke series: immediate power and razor-sharp cornering stripped down to the barest of essentials.”

2024 KTM 990 Duke review
The KTM 990 Duke has a unique headlight design that’s shared with the 1390 Super Duke R Evo.

Is the 990 Duke even better? Yes and no. It is an exciting machine that provides a thrilling rush of power and has a light and balanced feel, a responsive chassis, and an excellent electronics package. The Duke’s steady evolution from the 790 to the 890 to the 990 is obvious, but the 990 feels like it just turned 40, suddenly thrust into middle age. As a seven-tenths scale Super Duke (at least in terms of engine displacement; the 990’s 123 hp is 65% as much as the 1390’s 190 hp), it demands more respect and has lost a bit of its free-spiritedness.

That’s not necessarily a bad thing. It’s just a shift in focus, and with the 790 Duke back in KTM’s lineup, it makes sense.

2024 KTM 990 Duke review
The KTM 990 Duke, all grown up and serious as a heart attack.

Our launch base camp was the Circuito de Almería, located in an arid region near the southern Spanish coast where many Spaghetti Westerns were filmed. From the track, we rode north into the mountains, climbing rapidly on a road with so many hairpins it felt like riding the Alps minus the tour buses. On such a tight, technical road, the 990 Duke felt like overkill. The 390 Duke we rode the previous day would have made more sense, or perhaps KTM’s 690 SMC R supermoto.

After we did our photo passes on a 1st-gear hairpin where I struggled to find my groove, we continued climbing to the top of the mountain. Down the other side, the curves opened up and the 990 Duke felt more in its element.

2024 KTM 990 Duke review
The KTM 990 Duke is light, powerful, and agile.

On a short ride on public roads, some of which were wet or lightly glazed with ice, I didn’t try out the Performance or Track modes, or the new launch control. The Street and Sport modes provided plenty of excitement, and the more I rode the 990 Duke, the more I fell under its spell. Allow me to reiterate two key specs: 123 hp and 395 lb. That power is delivered in a direct but very manageable way to the rear wheel, which is attached to a lightweight motorcycle with a retuned chassis that ensures steering inputs hit the bullseye. Admirable qualities, but also ones that encourage a high rate of speed.

2024 KTM 990 Duke review
Compared to the 890 Duke R, the KTM 990 Duke’s seat is flatter and 0.4 inch lower.

I’ve tested enough KTMs to become accustomed to its menus and appreciate the intuitive illustrated motorcycle graphics that show how different settings affect vehicle dynamics. The new switchgear on the 990 Duke is easy to use, but there are too many steps involved in changing modes and settings on the fly. A simple “mode” button that would allow a rider to quickly toggle between ride modes would simplify the process.

So 990 may be the magic number. Nearly 20 years ago, the KTM 990 Super Duke was the first big-bore streetbike made by a small Austrian company known for its dirtbikes. Since then, KTM has become Europe’s largest motorcycle manufacturer, the Super Duke has gotten super-er, and the 990 Duke honors that legacy.

2024 KTM 990 Duke review
2024 KTM 990 Duke

2024 KTM 990 Duke Specs

  • Base Price: $12,500
  • Website: KTM.com
  • Warranty: 2 yrs., 24,000 miles
  • Engine Type: Liquid-cooled, transverse parallel-Twin, DOHC w/ 4 valves per cyl.
  • Displacement: 947cc
  • Bore x Stroke: 92.5 x 70.4mm
  • Horsepower: 123 hp @ 9,500 rpm (factory claim)
  • Torque: 76 lb-ft @ 6,750 rpm (factory claim)
  • Transmission: 6-speed, cable-actuated slip/assist wet clutch
  • Final Drive: Chain
  • Wheelbase: 58.1 in.
  • Rake/Trail: 24.2 degrees/3.9 in.
  • Seat Height: 32.5 in.
  • Wet Weight: 395 lb (factory claim)
  • Fuel Capacity: 3.9 gal.
  • Fuel Consumption: 50 mpg (factory claim)

The post 2024 KTM 990 Duke Review | First Ride  appeared first on Rider Magazine.

Source: RiderMagazine.com