Since Husqvarna’s motorcycle division was acquired by KTM in 2013, the brand has produced some interesting-looking streetbikes with KTM components 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.
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.
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, 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.
The Z500’s ergonomics allow for both upright riding when wanted and a somewhat tucked-in stance for sportier riding.
The 2024 Kawasaki Z500 is upgraded from the Z400 with a larger-displacement engine, sharper styling, new technology, a new seat shape, and more upgrades. The naked bike is now powered by a 451cc parallel-Twin with a claimed max 51 hp and 31.7 lb-ft of torque. It has a trellis frame and features a short-wheelbase/long-swingarm configuration, and it’s light weight at 366 lb for the standard and 370 lb for the SE version.
We got the chance to test the Kawasaki Z500 in and around San Diego and came away impressed with the bike’s nimble handling, extra torque, and comfortable ergonomics. Watch the video below to see the 2024 Kawasaki Z500 in action, and read our full review here.
The Indian Scout gets a major revamp for the 2025 model year. Five models are available, including the Scout Bobber pictured here, with prices starting at $12,999. Photos courtesy Indian Motorcycle.
The Scout is incredibly important to Indian Motorcycle. It’s the brand’s top‑selling platform, with more than 110,000 sold since its 2015 debut. It comprises more than 40% of Indian’s total sales volume and more than 50% of its international sales. And, crucially, it’s the entry point for Indian, with 93% of Scout customers being new to the brand.
So when Indian decided to give the Scout a full make‑over treatment, it wanted to avoid screwing up a successful formula. No surprise, then, that evolution of the Scout was a better approach than revolution.
The Scout’s principal designer, Michael Song, sweating the details over a digital sketch.
“We needed to make sure we didn’t mess it up,” explained Ben Lindaman, product director for the Scout platform. “People love it, so that’s what made the development process challenging.”
That said, the Scout’s new frame goes far beyond evolution. The former cast‑aluminum frame was cast aside for a tubular‑steel design, similar to what was done to the Chief platform in 2021. Chassis geometry remains similar, with a 29‑degree rake, 4.8 inches of trail, and wheels spread 61.5 inches apart.
Ben Lindaman, product director for the Scout platform, peruses the clay model used in development. Lindaman was the project manager for the first‑generation Scout.
The Scout’s new frame, while seemingly backward in technology, provides a much cleaner chassis design than the bulkier aluminum structure that looked blocky and awkward in the area behind the front wheel. Surprisingly, Indian says the weight of the steel frame is similar to the former aluminum one.
Ola Stenegard, Indian’s director of industrial design, explained the guiding principles of the Scout redesign: timeless; keep it simple and clean; customizing is key.
Stenegard noted how the “S” line from the steering neck to the frame’s downtubes was patterned after the original Scout, which debuted in 1920, as well as even earlier Indians. And by using a steel frame, the modification process for custom builders was simplified: “Customizing is the cornerstone of what we’re doing,” he said.
Most of what you need to know about the 101 Scout is found in its front end sourced from Indian’s FTR but with revised tuning. The dual‑disc Brembo brakes are in a different league from the other Scouts.
Some of the best design work is invisible. The subframe area below the seat remains aluminum, but it’s a new casting that now encloses most of the Scout’s electronics and supports the modular electrical system. This enables shorter wiring and prevents components from being scattered around the motorcycle, resulting in a cleaner overall appearance.
The subframe casting also ties together the chassis behind the engine for optimum rigidity, and it’s now common among all Scout models. So instead of model‑specific seat pans and bracketry, all Scout seats and fenders can be used across the platform, simplifying things for customers, dealers, and the aftermarket.
The inspiration for the new 101 Scout was the legendary 101 Scout from the 1920s.
Less revolutionary is the Scout’s rolling stock, with wheels, brakes, and suspension largely carried over from previous Scouts. Indian says the Scout’s 25.6‑inch seat height is the lowest in its class. Tank‑empty weights range from 522 lb (Bobber) to 571 lb (Super Scout).
All five models are equipped with antilock brakes, full LED lighting, and self‑canceling turnsignals. Versions with analog gauges now include fuel level and fuel economy readouts.
The Limited +Tech trim level includes Indian’s touchscreen TFT instrumentation. It’s equipped with Indian’s Ride Command system and offers configurable gauges, ride stats, turn‑by‑turn navigation, and optional Ride Command+ connected services.
To further expand customer choice, the Scout is available with different trim levels. The Limited package adds cruise control, traction control, selectable ride modes (Sport, Standard, and Tour), and a USB charging port for an extra $700.
More features are included in the $1,700 Limited +Tech trim level, which adds keyless ignition and Indian’s 4‑inch round touchscreen TFT instrumentation. Thus equipped, riders can access navigation and additional ride info, plus it can be configured to view alternate layouts. It’s standard on the Super Scout and 101 Scout.
Indian Scout SpeedPlus 1250: Engine & Tonic
The Scout’s liquid‑cooled 60‑degree V‑Twin received a comprehensive overhaul. At first glance, the SpeedPlus 1250 appears to be just a simple overbore, punching out the cylinders from 99mm to 104mm and retaining its 73.6mm stroke to displace 1,250cc (76.3ci), up from the previous 1,133cc.
Meet the SpeedPlus, the 1,250cc V‑Twin providing the motivational force behind every new Scout. Pictured here is the 101 Scout, which is said to produce 111 hp and is highlighted by special badging. The louvers on the heat shielding over the headers are a tasteful touch.
However, there are myriad internal changes for the SpeedPlus – Indian says it’s at least 70% new. A fresh cylinder‑head design ups the compression ratio and contains bigger valves operated by new camshaft profiles. At the bottom end, the crankshaft is 5.8 lb lighter, contributing to the motor’s significant 10‑lb weight loss. Importantly for servicing access, the valve covers can now be removed without splitting the frame, and checking oil levels is made simpler with a new sight‑glass window.
The left side of the engine shows a tight induction area, and Indian engineers admit there’s top‑end power on the table for anyone who dares to open it up. Just below the seamless fuel tank is the power button to activate the keyless ignition module.
The old 2‑into‑2 exhaust system has been ditched in favor of a single large muffler. It looks bulkier, but it’s designed to be much easier to replace with aftermarket systems. The bike’s catalytic converters are contained in the junction prior to the muffler, so a simple swap to a slip‑on exhaust retains clean emissions even if noise might exceed regulations.
Behind this cover is the Scout’s new slip/assist clutch, which reduces lever effort and allows the clutch to slip in the event of high‑rpm downshifts.
Horsepower has been boosted from 100 to 105 hp. More important to regular riding duties is the engine’s 14% torque bump, jumping from 72 to 82 lb‑ft. Torque reaches its peak at 6,300 rpm, while peak ponies arrive at 7,250 revs, long before the 8,500‑rpm rev limiter kicks in. The 101 Scout has special electronic tuning that nudges its peak output to 111 hp, a tune that other Scouts can get via a dealer reflash for $219.99.
The Scout’s new 2‑into‑1 exhaust system is a sure sign you’re looking at a 2025 model.
Transmission duties are handled by a new slip/assist clutch that reduces lever effort and prevents rear‑wheel hopping during sloppy downshifts. The engine’s drive sprocket has its tooth count reduced by one, yielding slightly shorter overall gearing for punchier acceleration.
Advanced fluid dynamic testing allowed Indian to design a radiator 22% smaller to fit neatly between the frame rails yet retain the bike’s cooling capabilities.
Indian Scout Test Rides
Now it’s time for the fun part of motorcycle journalism – riding the new bikes! We set off on the Bobber, Classic, and Super Scouts for a trip through San Francisco and then south to oceanside Santa Cruz for an overnighter.
The next day, we took a return journey along twisty roads on the Sport Scout before a stop at the famous motorcycle hangout Alice’s Restaurant. After a quick lunch, we mounted up on the headliner of the platform, the 101 Scout, and tore up some more twisty roads before jumping on the freeway for our return to San Fran.
Indian Scout Bobber: The Rebel
The Bobber looks imposing with its fat front tire, low handlebar, and blacked‑out trim, so it’s easy to see why it has been the Scout’s best‑selling model. Its appearance is augmented by short‑cropped fenders for an aggressive look, and its headlight is capped with a minimalistic nacelle.
The Bobber cuts a dashing profile in the cut and thrust of the city. The low handlebar puts a rider in a gunfighter forward stance that will suit some but not all. Bar risers, available from Indian on other models, will bolt right on.
Our test bike was equipped with the Limited +Tech package, so no key was needed to fire it up. The 60‑degree V‑Twin sounds deep and authoritative, but it lacks the loping cadence of narrower vee angle motors like Indian’s Chief and most Harleys.
The new slip/assist clutch in the Scouts is an impressive upgrade. Pulling in the lever is an action repeated hundreds of times during a ride, and the Scout’s requires only minimal effort. Additionally, its slipper function kept the rear wheel turning even when dumped at obscenely aggressive revs during downshifts.
Once underway, the Bobber feels similar to the previous version, as its weight and geometry have barely changed, and its suspension, brakes, and tires haven’t at all. While I appreciate the butch look of the chunky Pirelli MT60RS tires, the tall sidewall of the 130/90‑16 front tire attenuates front‑end feedback.
The Scout Bobber looks undeniably tough. Starting at $12,999, it’s great value for an American‑made cruiser.
The underslung bar‑end mirrors were out of eyeshot without looking downward, and they’re in danger of scuffing the fuel tank at full lock. Happily, they can be easily switched to locations above the handlebar by swapping sides. Either way, you’ll be looking at empty perches above the bars where mirrors are mounted on the Classic and Super Scouts.
Riding through town didn’t allow for delving deep into the powerband, but the SpeedPlus impressed with its beefier reactions to small throttle inputs. The Scout now has the mid‑rpm juice to feel like it has even more than 76ci at its disposal.
Tackling Lombard Street in San Francisco, “the crookedest street in the world,” featuring eight hairpin turns on the steep one‑block section. It supposedly attracts 2 million visitors annually, but they all must go downhill on the one‑way road. We’re special.
The fuel‑injection tuning was mostly good, but some of our pre‑production bikes occasionally stalled while mired in traffic. Indian promises a more finely tuned EFI map in its production models. Otherwise, throttle response was excellent.
The Bobber is a fun ride, but it comes up short – literally – in terms of rear‑suspension compliance. To achieve its low‑slung look, it is fitted with shocks that deliver just 2 inches of travel; every other Scout model has 3 inches of stroke. It’s true what some say: Even 1 inch can make a big difference in performance.
Indian Scout Classic: The Traditional One
If you’re a rider who hasn’t yet warmed to dull colors and matte‑black trim, turn your head toward the Scout Classic. Instead of the Bobber’s tough‑looking colorways, the Classic responds with brighter paintwork and plenty of chrome accents. Full fenders – rather than bobbed ones – are gracefully old‑school. Prices start at $13,999.
The Scout Classic glistens with chrome finishes and bright colors. Also note its traditionally styled flowing fenders and perch‑mounted mirrors.
Both bikes use 16‑inch front and rear wheels, but the Scout Classic substitutes 40‑spoke wire wheels for the Bobber’s cast‑aluminum hoops. And rather than the dirt‑track‑inspired Dunlops on the Bobber, the Classic is fitted with Pirelli Night Dragon tires that proved to be more responsive and easier to steer.
The Scout Classic I rode was fitted with a windshield and saddlebags from Indian’s accessory catalog.
I found the riding position of the Classic preferable over the more compact arrangement on the Bobber. Its bars are placed higher, which makes the bike slightly easier to steer and maneuver in tighter spaces at low speeds.
The Scout Classic (and every other Scout) proved that 3 inches of travel is considerably better than the 2 inches on the Bobber. Meanwhile, the SpeedPlus drivetrain continued to impress, and for some reason, the engine never died on me like the Bobber’s.
Indian Super Scout: The Versatile One
The Super Scout takes its inspiration from the Super Chief, as they’re both equipped with a windshield, saddlebags, and a passenger seat to make them suitable for two‑up travel. And on a warm day the windshield quickly detaches for wind‑in‑the‑face riding.
The Super Scout looks like a traditional cruiser but can really scoot when prodded.
Like the Scout Classic, it has chrome finishes, longer fenders, a higher handlebar, and wire‑spoke wheels. And that appreciable extra inch. All that adds up to the heaviest Scout model, scaling in at 571 lb. Prices start at $16,499.
Significant others will appreciate the passenger accommodations and the roomy saddlebags accessed with quick‑pull tabs. Indian says the previous Scout bags can fit inside these new ones.
The handlebar placement felt neutral to my hands, and the seat felt good to my…seat. Chrome mirrors on perches aren’t my style, but they kept my rearward view unobstructed. The Super Scout’s windshield produced more noise than the accessory shield fitted to the Scout Classic I rode.
The Super Scout is a smaller‑scale version of the Super Chief and is suitable for light touring duties. It’s fitted with saddle-bags, a quick‑detach windshield, and a rear seat.
Like the Bobber, the Super rolls on the same chunky Pirelli MT60RS rubber, and again I didn’t warm to their duller responses as compared to the Night Dragons. Also feedback from the brakes was dull, the front in particular. While braided‑steel lines provide a firm lever, the Scout’s brakes are average at best.
Indian Sport Scout: Going Rogue
Remember the Scout Rogue introduced in 2022 (see our June issue), which was equipped with a quarter fairing, drop‑down mirrors, and a 19‑inch cast‑aluminum front wheel? Well, that formula can be found in the new Sport Scout, which reprises an Indian model name from the 1930s.
The Sport Scout provides a terrific balance of style and sport. Note the side‑mounted license plate holder that cleans up the bike’s tail and neatly folds sideways for parking in tight confines.
This new model also receives different ergonomics. Machined triple‑clamps fitted with 6‑inch risers and a moto‑style handlebar put riders in an aggressive posture. A sport‑style seat has a taller rear section to keep riders aboard when accessing the strong power available from the SpeedPlus.
The Sport Scout is blacked‑out like the Bobber, resulting in a menacing appearance augmented by the Rogue‑like quarter fairing.
On the road, the engine and transmission feel well‑suited to the Sport Scout. Although down on ponies compared to the 121 hp of Harley‑Davidson’s RevMax in the Sportster S, the Indian motor generates more vibration and exhibits a character more in line with a cruiser.
The Sport Scout’s best asset is the neutral steering feel provided by the 130/60‑19 Metzeler Cruisetech front tire. Going to a shorter‑profile tire enhances the feedback felt at the bars, and this arrangement was preferable over the chunky 16‑incher on some other Scouts.
Like the other Scouts, the 528‑lb Sport Scout retains its composure while leaned over in corners.
With prices starting at $13,499, the Sport Scout has the potential to topple the Bobber from the top of the sales charts – it would be my target if walking into an Indian dealership. Sure, its quarter fairing provides more style than wind protection, and I’d have to dig out extra dollars for the extra tech features I’d want to have, but it has the best capabilities‑per‑dollar ratio of any American motorcycle.
Indian 101 Scout: A Legend Reborn
The 101 Scout is perhaps the most revered Indian motorcycle ever made, so reviving the historic nameplate wasn’t taken lightly. With a special tune claimed to deliver 111 hp, the result is the highest‑performing Scout to date.
I found my happy place on a twisty road while riding the new 101 Scout. The Pathfinder LED headlight on the 101 leads the way.
In a nutshell, the 101 Scout is a Sport Scout with the front end of an Indian FTR bolted on. That not only brings the security of an inverted fork with a full range of adjustability, but also a front‑brake setup that shames the capabilities of the other Scouts. Instead of a single disc with a 2‑piston caliper, the 101 has dual 320mm discs bitten by a pair of 4‑piston Brembo radial‑mount calipers. The increase in power and feedback is astonishing.
Like the Sport Scout, it has black 6‑inch risers with machined highlights and a moto‑style handlebar, providing purposefully aggressive ergonomics. Unlike other Scouts, the 101 has piggyback shocks that are adjustable for preload and rebound/compression damping. It also sets itself apart with a custom‑stitched gunfighter‑style solo seat and exclusive 101 Scout badging, paint, and graphics.
The new 101 Scout is the fastest production Scout ever offered from the factory. It retails for $16,999, the exact price of Harley‑Davidson’s Sportster S.
I wish I could tell you that the 101’s engine tuning felt much more powerful compared to its lesser siblings, but the difference is felt only at the top of the rev range, a zone rarely accessed on public roads. I couldn’t tell the difference when riding at casual revs.
There is a more notable improvement with the 101’s suspension, especially at the rear end. The fully adjustable shocks provided extra control, and bump absorption got even better after I dialed up their rebound damping via the hand‑adjustable clickers.
Rear suspension is provided by ZF shocks with gold-anodized piggyback reservoirs that are topped by hand‑adjustable compression‑damping adjusters. Rebound damping is adjusted via a knurled knob at the bottom end of the springs.
The only negative to the 101 Scout is that the extra brake caliper and rotor adds weight to the front wheel, causing the bike to steer slower than its brethren and feel slightly less agile. I believe a single‑rotor Brembo setup would provide significantly improved braking performance relative to the other Scouts, but Indian contends that customers for a bike like this demand dual discs.
Indian’s goal with the 101 Scout was to reset the bar for American V‑Twin cruisers, and it succeeded. It offers more performance than any production Scout, and it does so with unrivaled capability and style.
Talent Scout
If you’re gonna proudly yell “Made in America” when buying a mid‑size cruiser, your choices are limited. Indian makes a solid case for itself with these new Scouts, and it intends to become the market‑share leader in the segment. After riding the new Scouts, that seems likely.
The Scout’s 3.4‑gallon fuel tank gets a makeover, featuring nicely sculpted surfacing and a new console. Note the spin‑off fuel cap that replaces the previous hinged design for an old‑school touch.
Harley‑Davidson’s 975cc Nightster has a starting price of $13,499, $500 more than the Scout Bobber. But with 91 hp and 72 lb‑ft of torque, it’s significantly down on power. The MoCo’s Sportster S has 10 extra horses over the 101 Scout and is priced identically, but its 2 inches of rear suspension travel comes up short – there’s that extra inch again.
The revamped Scout lineup features an all‑new frame and a comprehensively revised engine.
The new Scouts improve on the previous admirable Scouts in every important aspect: performance, style, execution, and desirability. Lindaman, the Scout’s product director, said this redesign should extend the Scout platform for another 10‑year run.
Somewhere along the line I’d like to see a cheaper version of the 101 Scout with a single‑disc Brembo brake setup and a pair of shocks with 4 inches of travel, which I was told would fit without further modifications. Until then, I’d be thrilled with a (very) long‑term 101 Scout loaner.
Originally built more than a century ago, Seven Bridges Road parallels and crosses Amity Creek, which cascades down a series of waterfalls for 400 vertical feet. This road was a highlight of this Minnesota motorcycle ride.
A couple summers ago, I flew to Minneapolis for a CFMOTO press launch and to visit our parent company’s home office. When CFMOTO gave me the key to a 650 ADVentura and let me loose for a day, I made a beeline north to Duluth to pay a visit to my friend Andy Goldfine and tour the Aerostich factory and store.
It was a hot, muggy morning when I left the hotel in a northern suburb of Minneapolis and made my way to Interstate 35. The 160-mile ride to Duluth took a little over two hours, and along the way, being in the Land of 10,000 Lakes, I passed countless billboards for fishing boats, fishing lakes, fish camps, and marinas. I also caught the edges of two rainstorms, which cooled me off in my mesh jacket and riding jeans. But as I-35 descended a steep hill toward downtown Duluth, the temperature dropped into the mid‑50s due to the cooling effect of Lake Superior. By the time I pulled into Aerostich’s parking lot, my teeth were chattering.
Skyline Parkway provides unparalleled views of downtown Duluth and Lake Superior.
Andy Goldfine has visited the Rider offices several times over the years, but I’d never been to the Aerostich factory before, so to get a personal tour by none other than Mr. Subjective himself was a real honor. After seeing the factory, Andy gave me the nickel tour of Duluth, and we had lunch at a cozy Italian eatery called Va Bene, where I warmed up with meatball soup and coffee.
Before we parted, Andy took pity on me for being cold and gave me an Aerostich waterproof/windproof innershell to wear under my mesh jacket. He also suggested I check out Skyline Parkway, a scenic byway that runs several hundred feet above downtown Duluth and provides excellent views of the city and Lake Superior.
The series of stone arch bridges along Seven Bridges Road are a delight to behold.
I rode north along the lakeshore to Lester Park, where the Parkway begins on Occidental Boulevard as it goes due north along Amity Creek, ascending 400 feet as it follows and crosses a long cascade of waterfalls. In less than half a mile, the road crosses the creek, and its name becomes Seven Bridges Road. (The Steve Young song “Seven Bridges Road,” which was later covered by the Eagles and Dolly Parton, is about a street in Montgomery, Alabama.) Incidentally, the first bridge on Seven Bridges Road isn’t one of the eponymous seven; it’s designated “Bridge 0.”
Originally built more than a century ago, Seven Bridges Road parallels and crosses Amity Creek, which cascades down a series of waterfalls for 400 vertical feet.
Construction of Skyline Parkway began in 1889 along a plateau that was once the gravel shoreline of an ancient glacial lake that predates Lake Superior. Ten years later, a local land developer named Samuel F. Snively began construction of Seven Bridges Road. The original bridges were built in the early 1900s, but nearly all have been rebuilt in the past few decades, and each of the stone arch bridges is a work of civil engineering art.
The northern part of Skyline Parkway is a gravel road that passes through the Hawk Ridge Nature Reserve. The wooden platform behind the sign is a bird observatory.
At the end of Seven Bridges Road, the Parkway takes a sharp left and turns to gravel as it enters the Hawk Ridge Nature Reserve. Several hiking trails branch off from the road, and the Hawk Ridge Bird Observatory is a popular place to watch raptor migrations.
The Parkway turns to pavement again as it meanders through a residential area. Riders must stay vigilant for the Parkway signs since several turns are required to stay on course. After crossing Chester Creek, the Parkway continues to wind through neighborhoods. Soon the houses on the lakeside of the road disappear, and riders are treated to expansive views of Lake Superior, downtown Duluth, and just across Saint Louis Bay, the neighboring city of Superior, Wisconsin.
The Hawk Ridge Nature Reserve is a wooded area crisscrossed with trails.
After passing Twin Ponds, Skyline Parkway runs along the edge of a golf course, goes over U.S. Route 53, and crosses several creeks before passing through wooded parkland. The scenery and views are pleasant the entire way. I jumped off the Parkway when it crossed I-35 to get back to Minneapolis, but it continues on the south side of the freeway, winding through the Magney‑Snively Natural Area before ending at Becks Road.
Overlooking downtown Duluth, the harbor, and – in the distance – Superior, Wisconsin.
If you plan to visit the Aerostich factory or will pass through Duluth during a Lake Superior Circle Tour or other Minnesota motorcycle ride, I highly recommend adding Skyline Parkway to your itinerary. Due to the icy winters in Duluth, parts of the Skyline Parkway are closed seasonally, so plan accordingly.
The MV Agusta Enduro Veloce is the storied Italian brand’s first full-production model in the fast-growing adventure touring segment. (Photos courtesy MV Agusta)
If you asked what I thought about MV Agusta around 2010, I’d quickly respond: Beautiful Italian lines and attitudes but priced for the very few.
Then, in 2012, MV introduced the F3 sportbike, offering the inline-Triple platform in relatively affordable 675 and 800 versions. The 675 performed decently for its short time in World Supersport from 2013-2020, taking five 3rd-place finishes and one runner-up.
The Triples ignited the Varese company’s new focus and opened the door to a broader range of riders – although still only for those with larger bank accounts. The F3s were followed by other models over the years, including the Dragster naked, Turismo Veloce sport-tourer, Superveloce neo-classic sportbike, the Rush hyper naked, and updated Brutale nakeds, among other special editions.
MV Agusta LXP Orioli at the 2024 AIMExpo show in Las Vegas (photo by Greg Drevenstedt)
At EICMA 2023, MV unveiled its first-ever adventure tourer – the LXP Orioli. The previous “Lucky Explorer” moniker, an homage to the Cagiva Elefant’s Paris-Dakar campaigns, was retired in favor of a tribute to Italian rally legend Edi Orioli.
This signified a transformation within the Italian brand to enter the adventure-touring market, something that made sense given its new relationship that began with Pierer Mobility – the parent company of KTM, Gas Gas, and Husqvarna – which had acquired 25.1% of the brand. This helped MV expand its lineup and launch a new product line in the brand’s historic factory in Schiranna.
The MV Agusta Enduro Veloce is available only in the Ago Red/Ago Silver color scheme, which celebrates the brand’s racing heritage.
The business news continued to grow for MV Agusta, and in March of this year, Pierer Mobility increased its stake to 50.1%, gaining majority control of the brand.
The LXP Orioli is a beautiful machine, but only 500 will be made and each one costs a princely $29,000. This exclusivity changed with the release of the new Enduro Veloce, basically a base version of the LXP Orioli, which joins the MV lineup as the brand’s first full-production motorcycle in the fast-growing adventure touring segment.
The MV Agusta Enduro Veloce continues to celebrate the company’s racing history, specifically honoring the triumphs of the 1940s-era MV Agusta 98. The 98 was famously piloted by Vincenzo Nencioni to win the Golfo di La Spezia off-road race in 1946, followed by another notable win by Carlo Ubbiali at the British Six Days race in 1949.
Our test of the MV Agusta Enduro Veloce in Sardinia included both paved roads and unpaved tracks.
The MV Agusta Enduro Veloce’s performance is particularly well-suited for twisty pavement.
To test the Enduro Veloce, I traveled to Sardinia, a Mediterranean island that’s a semi-autonomous region of Italy, where I logged 150 miles on mostly paved roads with a brief off-road excursion. Although the launch was mostly street-focused, with Bridgestone A41 (80/20) tubeless tires on its 21/18-inch spoked wheels, the small amount of dirt riding on bikes wrapped with the knobbier AX41 (50/50) tires proved the Enduro Veloce can hang with the latest adventure tourers.
I’d classify the Enduro Veloce as an 80/20 adventure tourer and a direct competitor to the Ducati Multistrada V2, Triumph Tiger 900, and BMW F 900 GS. But it’s much prettier, mostly due to MV Agusta’s focus on the “horizontal versus vertical” design philosophy, which translates to all bodylines, engine structures, graphics, paint, and every element flowing naturally from front to back and vice versa.
The MV Agusta Enduro Veloce’s bodywork emphasizes aerodynamic efficiency, maximizing smooth airflow and heat extraction.
And would you really want to drop this fine-looking piece of Italian motorcycle art that costs nearly $23,000? If it meant exploring some of the world’s best two-track backcountry, I’d say hell yeah, especially because the road sections getting to those gravel roads will be so much fun.
At the heart of the Enduro Veloce lies a 931cc powerplant that is the brand’s most radical departure from its predecessors. Unlike the 798cc Triples in other models, the Enduro Veloce’s engine is a clean-sheet design by the Varese R&D team, emphasizing lightness, compactness, and efficiency.
Weighing in at just 125.6 lb, the engine is 10% lighter than other MV Triples, yet it packs a formidable punch with claimed 124 hp at 10,000 rpm and 75.2 lb-ft of torque at 7,000 rpm. The engine’s lightness helps keep the bike’s purported dry weight to 494 lb, though the bike is likely to weigh more than 530 lb when the 5.3-gallon fuel tank is full and oil and coolant are added.
Yes, the Enduro Veloce is considerably heavier than the wet weights of around 480 lb for the KTM 890 Adventure and 490 lb for the Ducati Multistrada V2. At a photo stop, I nearly dropped the bike when my foot slid on some rocks, and it took muscle and a fellow rider (thanks, Costa!) to help arrest my fall. But while riding the MV, it felt nimble and light, even during 1st-gear speeds while turning around on tighter roads.
The real MV magic, however, begins as soon as the electronic throttle is opened. Approximately 85% of maximum torque is accessible from as low as 3,000 rpm, and it remains linear and potent up to the 7,500-rpm mark, where it gently starts to taper off. But for those looking for that extra oomph, this bike quickly revs to the “soft” 10,200 or “hard” 10,500 rev limit, keeping the exhaust note high and the riding exciting.
The Enduro Veloce’s 931cc inline-Triple is the largest three-cylinder engine in MV Agusta’s lineup.
During the first few miles, the broad spread of torque allowed me to short-shift and ride lazily, letting the grunty engine do all the work. But the Enduro Veloce has a Dr. Jekyll and Mr. Hyde quality, and soon I began revving the bike nearly to the hard limiter before shifting, awakening the bike’s hooligan side.
One of the most notable features of the Enduro Veloce is its counter-rotating crankshaft. This feature, typically reserved for high-performance racing machines, counteracts the gyroscopic effect of the wheels, enhancing the bike’s agility and responsiveness.
During acceleration, the design notably balances the load on the 21-inch front wheel, which helps retain stability and control, especially when navigating the endless tight switchbacks and uneven asphalt in Sardinia. Despite the large-diameter front wheel, the bike remained remarkably nimble and willing to obey the slightest inputs.
Unlike most motorcycles, the Enduro Veloce’s stock exhaust pipe sounds great.
The Enduro Veloce’s auditory experience is as refined as its mechanical performance. I’m a guitar player and love how a musician like Stevie Ray Vaughan can go from clean tones to screaming, deep mid-tones within seconds. The Enduro Veloce’s engine replicates this with a flick of the wrist.
The stock muffler is a big exhaust can, but it produces a symphony that crescendos near the rev limit, turning heads and signaling the raw power within. This exhaust note not only enhanced the riding pleasure but deepened my connection to the machine. The sound was most impressive above 10,000 rpm, creating an explosive pop while shifting. This process was facilitated by the smooth-operating 6-speed transmission, featuring a flawless up/down quickshifter.
The MV Agusta Enduro Veloce has an extractable 6-speed gearbox with MV Agusta’s Electronically Assisted Shift 4.0.
The Enduro Veloce delivers commendable fuel efficiency for its class, averaging around 40 mpg under mixed riding conditions. This efficiency translates to a range of more than 200 miles from its 5.3-gallon fuel tank if not riding like a loon, allowing for extensive journeys between refuels.
MV Agusta Enduro Veloce Electronics and Display
All this performance is managed by a sophisticated electronics suite. Wisely, the developers kept everything simple and intuitive to access through the controls and large 7-inch TFT display, providing simple-to-read data with beautiful graphics.
The MV Agusta Enduro Veloce has a full-color 7-inch TFT display with attractive, easy-to-read graphics.
It all begins with riding modes, with inputs calculated from the 6-axis IMU: Urban, Touring, Off-Road, and Custom All-Terrain. The typical Sport mode is noticeably missing, but since everything can be tweaked, I simply made the Custom mode my version of Sport by altering the parameters to my liking. In each riding mode, you can adjust throttle response, engine torque, and engine response (how quickly it revs). There are also two levels of engine braking separate from the riding modes, allowing riders to tailor how the bike slows down when easing off the throttle.
The Enduro Veloce features eight levels of traction control: five for road use, two for off-road, and one for wet. The TC settings be switched on the fly, including deactivation in any mode, and they can be fine-tuned depending on whether you’re rolling on the stock Bridgestone A41 80/20 tires for mainly street riding or the optional AX41 50/50 tires for heavier off-road use.
The MV Agusta Enduro Veloce has backlit switches that are intuitive to use.
The Enduro Veloce is also equipped with cornering ABS and rear-wheel lift mitigation (RLM). The ABS system is only switchable and customizable in the Off-Road and Custom modes, and both ABS and RLM can be changed while riding. Level 1 (lower intervention on the front wheel; off on the rear; cornering off; less invasive RLM) was optimal for off-road, allowing me to skid the rear and rely on some front ABS for harder braking. Level 2 offers full intervention. For the Custom mode that I was using as my personal Sport mode, I also used Level 1 ABS and totally shut it off a few times for added fun.
The MV Agusta Enduro Veloce has a 6-axis IMU and a full electronics suite that is customizable.
Three other rider aids are cruise control, wheelie control, and launch control. The cruise control performed flawlessly, relieving my throttle hand during longer highway stretches. Launch control seems more appropriate for a sportbike or a hyper naked, but hooligans will be hooligans, and I had fun with it at a few stop signs and on an isolated section of a straight road. Just push the “LC” button, pull in the clutch while in 1st, open the throttle, and when it tells you, release the clutch. This should help achieve the claimed 3.7-second acceleration from 0 to 60 mph, and the soundtrack is pure SBK.
MV Agusta Enduro Veloce Chassis, Suspension, and Brakes
The Enduro Veloce is built around a perimeter frame with a double-cradle design, complemented with a double-sided aluminum swingarm. This construction shifts from the gorgeous single-sided swingarms seen on all other MV models in its current lineup, emphasizing functionality over aesthetics.
The MV Agusta Enduro Veloce has fully adjustable Sachs suspenion with 8.3 inches of front/rear travel.
Given its price, the absence of electronic suspension on the Enduro Veloce is notable. Yet the fully adjustable Sachs suspension – with a 48mm inverted fork at the front and a rear shock featuring progressive linkage – proved highly capable. I weigh around 185 lb, and the only tweak I made throughout the test was half a turn on the shock’s preload knob. Nothing else was needed.
The suspension and wheel setup combined with the engine character impressed me all day. At first glance of the bike, with its 8.3 inches of suspension travel, 9 inches of ground clearance, and off-road ready wheels, I expected poor cornering stability. But I was wrong. The chassis remained stable throughout the corners, barely diving or squatting, allowing me to hold my line without much input. Thanks to the cornering ABS, I also experimented with some harsh, mid-corner brake jabs in an attempt to upset the chassis. The bike recovered quickly, allowing me to return to my line and finish the turns safely.
The off-road portion of our test ride on the MV Agusta Enduro Veloce was brief, but the bike handled itself well.
When I tested the bike with AX41 rubber for the off-road section, the long-travel suspension provided a plush feel. I didn’t adjust the suspension due to the short time I spent riding the dirt-ready Enduro Veloce, but the suspension in its stock settings felt ideal for lighter off-road use, allowing the bike to rebound quickly.
The MV Agusta Enduro Veloce has 21-inch front/18-inch rear tubeless spoked wheels, Brembo Stylema front calipers, and cornering ABS.
The Enduro Veloce is equipped with top-shelf Brembo Stylema radial monoblock front calipers, which clamp onto 320mm discs. The front lever feel is distinctly Brembo – accurate and responsive. This becomes evident when applying trail-braking techniques. The front lever provides substantial feedback and only a slightly bumpy feel when testing the true capabilities of the cornering ABS.
MV Agusta Enduro Veloce Ergonomics
Thanks to the design of its dual-height seat (33.5/34.3 inches), I was able to comfortably flatfoot at stops, which enhanced control and confidence, especially in slow traffic. While the seat provided reasonable comfort for most of the day, it became uncomfortable toward the end of the ride.
The MV Agusta Enduro Veloce has a dual-height rider’s seat with a separate pillion, and both have a suede-like cover.
The handlebar, which initially appeared high, offered all-day comfort for my 6-foot frame. The MX-style bar is also adjustable to accommodate more aggressive off-road stances, which is helpful for either taller riders or those standing up for most of the day.
The footpegs are well-positioned for my 34-inch inseam and height, contributing to an ideal rider triangle and relaxed riding posture. The pegs also arrive with rubber inserts that dampen vibrations at highway speeds, enhancing comfort over long distances. These inserts can be quickly removed to switch to grippier cleated pegs for better control while off-roading.
The MV Agusta Enduro Veloce’s windscreen is not adjustable.
And although I wore a peaked Arai XD-4 helmet, I didn’t experience major head buffeting – just some minor shakes at the top of 6th gear. The fairing and two-piece windscreen that’s split in the middle (but is not adjustable) optimize the airflow around the body.
MV Agusta Enduro Veloce: Other Highlights
In keeping with MV Agusta’s motto of creating “motorcycle art,” the Enduro Veloce has distinctive LED headlights. LEDs are also used for the turnsignals, taillight, and backlighting for the handlebar controls, a feature that would be handy during night rides.
The MV Agusta Enduro Veloce has LED lighting all around.
Other convenience features include a keyless ignition system and the ability to connect mobile devices to the bike through the MV Agusta My Ride App, enabling navigation, communication functions, and sharing and tracking of ride data.
Remember the days of riding European motorcycles and worrying about frequent valve checks? MV Agusta fixed that issue, and the Enduro Veloce’s maintenance scheduling is streamlined. You won’t have to worry about valve checks until 18,600 miles. MV recommends oil changes every 4,600 miles and spark plug and air filter replacements every 9,300 miles.
MV Agusta Enduro Veloce: The Final Tally
The MV Agusta Enduro Veloce marks a bold entry into the adventure-touring market, blending MV’s rich racing pedigree with modern technological ADV advancements. Its form follows function, delivering both style and performance on twisty mountain roads and rugged trails.
The MV Agusta Enduro Veloce has four ride modes: Off-Road, Urban, Touring, and Custom All-Terrain.
From the 931cc Triple’s thrilling power delivery to the sophisticated electronics suite and agile chassis, this motorcycle is designed to enhance the riding experience. The counter-rotating crankshaft and carefully tuned suspension system ensure the bike remains nimble and responsive, irrespective of the terrain, and its comfort and features make it a versatile machine. It is a great choice for riders who want a blend of style, performance, and exclusivity – the hallmarks of MV Agusta’s legacy.
Never skip leg day! In this installment of Motor School, Quinn discusses how working your legs and feet into the turning process pays huge dividends during low-speed turns. (Photos by Kevin Wing)
Hey, a smidge of Dr. Seuss-inspired thinking never hurt anybody. Moreover, while this article is dropping in May, I’m writing it during the holiday season, and I’m full steam ahead on a speed-train of hot cider and gingerbread treats, so loosen up. Now, where was I about the feet thing? The sugar coma is real.
Oh yes, your feet. Let’s kick it off with a question: When you ride your streetbike, do you ever give much thought to your feet? I don’t mean if they are cold, if they are comfortable, or if you think they look small when people, um, size you up. No, I mean do you use them to gain better control and comfort in slow-speed riding situations? Anyone?
No worries, have a gingerbread cookie and I’ll walk us through some footwork concepts while we initiate maximum carb-load protocol.
Now, if I’m known for one thing in police motorcycle competitions, it’s my extreme lean angles when I counterbalance. A close second is my ability to rapidly transition the motorcycle from one direction to the other. And while there are several techniques at play to make those things happen, a major contributing factor is how I use my feet.
No, I don’t expect you to sign up for any police motor competitions, but developing your footwork will provide you with a higher level of ability and control in street situations.
Don’t go down with the ship! A firm press on the inside peg helps maintain a steady platform when the motorcycle begins to lean.
As discussed in last month’s column (“Which Way Do You Lean?”), when executing slow-speed turns, we benefit from counterbalancing, which “counters” the motorcycle’s weight as it leans over by simultaneously shifting our weight in the opposite direction of the motorcycle. But there are two fundamental challenges riders have with this technique: 1) they don’t counterbalance nearly enough, causing the motorcycle to fall in faster than they wanted yet not as far as would allow for a tight turning radius, and 2) they struggle getting the motorcycle out of the lean once they accomplish the turn they initiated. Not great. But dammit, these cookies sure are, right?
Here’s where my feet come in to save the day. When it’s time to initiate a tight turn and lean my motorcycle over, I use my inside foot to push down on the peg. This not only helps push the motorcycle over, but simultaneously generates a stable platform from which I can push myself into a greater counterbalance position. Imagine we are turning a tight right-hand U-turn. We start to lean the motorcycle over, and the inside peg, along with the seat and bars, are all falling over, causing us to feel as if we are going down with the ship. In other words, everything we are connected to is falling over all at once. But if we use our inside foot to press against the peg as it falls over, we generate force that stabilizes us in the counterbalance position and more easily leans the bike over.
One final benefit to employing our feet is for the exact opposite reason I’ve mentioned already, namely to pick up the bike once we complete the turn. How? By adding force to the outside peg at the right moment. Three more cookies and I’ll land the plane, I promise.
Weighting the outside peg is useful in two important ways. First, by generating force in the opposite direction of the lean via shifting pressure onto the outside peg, I’m helping the motorcycle stand back up. And second, I’m taking my bodyweight away from the overall mass that needs to be picked back up, which further helps get my heavy bike upright and moving in a new direction.
Picking up what you’re putting down. Come out of the lean by shifting your weight and steadily pressing the outside peg.
Here’s what this looks like. Say I’m dropped over in a slow, tight U-turn and I am now turned around and want to pull out of the lean. At that moment, I keep my body counterbalanced but concentrate my mass so that when I add pressure to the outside peg, I help lift the bike back up yet avoid “pushing” my bodyweight to the inside of the bike. Think of this technique in the same way as getting out of a car: You step one leg out, but before you add pressure, you ensure your weight is over the foot so you don’t simply fall back inside the car when you add force, then you press yourself up and out.
With your motorcycle leaned over, you place your weight over the outside peg and then press, causing both your leg force and lack of body mass to work together to upright the bike. And just like the car example, if you press without getting your weight over the peg first, you will push your body in the direction the motorcycle is already leaned over (causing you to “fall back into the car”), which will only make it harder to stand the bike back up. Do you need another cookie, or are we clear up to this point?
To get a feel for this, we’ll work some figure-8s to practice both the drop-in and pick-up components of the technique. With your bike in 1st gear, start riding a moderate-sized figure-8 pattern. You don’t need to slip the clutch here, just execute the pattern while staying smooth and relaxed. What you are looking for is awareness of what your feet are doing (or not doing) as you turn within the pattern. Let’s focus on your inside foot first, adding pressure on the peg to gain stability, help the bike lean over, and increase counterbalance range of motion.
Once you can employ the inside foot efficiently and confidently, isolate the outside foot. Concentrate on a stable, balanced push on the peg, making sure that the push doesn’t shift your weight toward the direction of the lean. Remember, you are helping the bike pick itself up here, so shifting your weight to the inside with a bad push only hinders this goal. Once you master it, put it all together.
This technique works just fine whether you have footpegs or footboards. Yes, footboards are farther forward, and you will need to rework your foot placement, but where there’s a will there’s a way. To see this lesson in action, go to Police Motor Training with Quinn Redeker on YouTube and look for “Foot Technique For Better Riding.”
This Southern Minnesota motorcycle ride included an early morning stop at Church Hill Overlook on the Root River with a great view of the Lanesboro Stone Dam, constructed in 1868 with unmortared limestone blocks. (Photos by the author and Chad Cochran.)
Motorcyclists living in Minnesota experience long winters with plenty of time to think about roads we want to ride. It’s a sweet feeling when spring arrives and the bikes come out of hibernation.
My son, Chad, feels the same way. We kicked off the riding season with an overnight Minnesota motorcycle ride down the Great River Road (U.S. Route 61) on the western bank of the Mississippi River, through what is often referred to as Bluff Country. The area’s complex hilly terrain has been carved out over eons by the Mississippi and other waterways large and small.
Minnesota’s Great River Road is a popular motorcycle route that offers epic beauty and a chance to visit towns along one of America’s most vital corridors of commerce. Starting in April with the annual “Flood Run” charity ride, thousands of riders thunder up and down these roads and frequent the many small-town bars and restaurants along the way. I’ve been on many of these roads before, and I love riding old favorites and exploring new side routes.
We left the Twin Cities early on a Saturday morning to beat traffic, and our first stop on this Minnesota motorcycle ride was the town of Hastings, which serves as a gateway to Bluff Country. The Hastings Riverwalk is a relatively new paved trail that connects to a 10-mile walking and biking loop along the Mississippi and Vermillion rivers. You can’t miss the towering Hastings Bridge, various sculptures along the waterfront, and the original footings of the Spiral Bridge, which was built in 1895 and dismantled in 1951.
The Hastings Riverwalk, with great views of bridges, boats, and scenery along the Mississippi, is a great place to stop.
East of Hastings, we continued south on the Ravenna Trail, one of the great lesser-traveled roads that tracks closely to the Mississippi River. We took the trail to the Prairie Island Indian Reservation and Treasure Island Casino, which boasts a 788-room hotel and Vegas-style casino attracting top entertainers. Resisting the temptation for easy money, we pushed on to rejoin U.S. 61.
Our next stop was Red Wing, a town established in the 1850s to support steamboats moving up the Mississippi River toward vast available farmland. By 1873, Red Wing was a leading wheat producer, but it was eventually surpassed by Minneapolis where larger flour mills were built. Today the town is perhaps best known as the home of legendary boot maker Red Wing Shoes. The downtown St. James Hotel was founded in 1875 and has hosted U.S. presidents, Mark Twain, and other luminaries. Downhill from the hotel is the historic train station, which has old wooden benches and period signage on the walls. I could sit there all day watching the river roll by.
Continuing south, we visited Lake City, which sits on a wide stretch of the Mississippi called Lake Pepin, the birthplace of waterskiing. The lake was once a water highway used by Native Americans, and there are burial mounds and settlement ruins located nearby. Today, you’ll see raw materials being moved in barges and recreationists enjoying themselves in sailboats and ski boats.
Towering above both sides of Lake Pepin are distinctive limestone bluffs and tree-covered rock formations. With such unique scenery, it’s a challenge to keep your eyes on the road ahead. One minute you are feeling the heat from the tarmac and gazing up at high bluffs, and the next you’re ripping through dense maple forests enjoying the cool air and earthy smells. For golf lovers, the Lake Pepin Golf Course has 12 holes laid out atop the bluffs overlooking the Mississippi River Valley.
The bustling river town of Red Wing has many historic buildings, including the St. James Hotel, the old iron works, and the train station.
We arrived at the next small town on our route, Reads Landing, just in time for lunch. This was once considered as a potential capital city for Minnesota due to its booming lumber trade and strategic location on the Mississippi and Chippewa rivers. Reads Landing Brewing Company occupies an old red-brick building with an outdoor patio overlooking the river. It has a full menu and was a great place to cool off and relax.
Adding to the Great River Road’s natural beauty is an abundance of birds soaring overhead. The National Eagle Center in Wabasha houses permanently injured bald eagles and provides an opportunity for people to see these majestic creatures up close.
Lake Pepin has beautiful scenery and recreational opportunities, and it was the birthplace of water skiing.
As we continued south, we approached Winona, a vibrant college town that’s home to the Minnesota Marine Art Museum, which is located right on the river and exhibits artwork inspired by water. With a variety of dining and lodging options, recreational opportunities, live music, festivals, and shopping, Winona is a great destination for an overnight stay or weekend getaway.
Southeast of Winona, on County Road 7, is Pickwick Mill, one of the oldest flour mills in Minnesota, built in the mid-1850s. The mill was named by the area’s first postmaster, who was a fan of Charles Dickens and his novel The Pickwick Papers. During the Civil War, it produced 100 barrels of flour per day for the Union army.
After returning to U.S. 61 and riding along the Mississippi to La Crescent, we turned west on the Historic Bluff Country National Scenic Byway (State Route 16). Even away from the river, bluff topography continues with hills and cliffs creating the winding roads we all live for. Through the towns of Hokah, Houston, and Rushford, we paralleled the Root River and the Root River State Trail, a rails-to-trails bike path linking the towns of Houston and Fountain.
After nearly 50 miles on the byway, we arrived in Lanesboro, an art, entertainment, and recreational hub where we spent the night. We stayed at the historic Hotel Lanesboro, which was built in 1872 from local limestone and is on the National Registry of Historic Places. Formerly a boarding house called Mrs. B’s, it once hosted Buffalo Bill and Doc Powell. The hotel is right on the main street with many good restaurants nearby. We had a tasty dinner at the Pedal Pushers Cafe, a nod to the many bicyclists who ride the state trail.
Overlooking Lake Pepin on the Mississippi River, one of many scenic stops on this southern Minnesota motorcycle ride.
My Harley is much louder than Chad’s Royal Enfield, and I felt guilty breaking the morning silence as we headed to the towns of Preston and Harmony. This area is Amish country, and it wasn’t long before we saw our first horse and buggy. Friendly and always good for a wave, the Amish are an interesting subculture. There are about 1,000 Amish in Harmony, and you can take tours to learn more about their way of life and visit shops with baked goods, furniture, and more.
Seeing a horse with buggy tied up at a local convenience store, I pulled a quick turn to stop and take a picture. Soon two young ladies with bonnets saw me as I attempted to pocket my phone, not wanting to look like a gawking tourist. They wished me a good morning as they untied their horse and climbed aboard to clip-clop down the road.
Harmony is also home to Niagara Cave, where you can take a tour 200 feet below the surface. It’s well worth it for this mile-long underground hike to see the various rock formations and even a subterranean wedding chapel.
We continued south on U.S. Route 52 to Prosper, a stone’s throw from Iowa, where we headed east and then north on State Route 44 to Caledonia, picking up State Route 76, which has twisties so enjoyable that we rode some sections twice. SR-76 took us north most of the way back to Winona, where we backtracked north on U.S. 61 to Wabasha. We then turned west on State Route 60 and joined a pack of bikers thundering in the same direction. Alongside the road is a lone sentinel, a skeleton biker that’s a reminder to keep the rubber side down.
The Historic Bluff Country National Scenic Byway (State Route 16) parallels the Root River and goes through small towns on its way from La Crescent to Lanesboro.
As we left the river and Bluff Country behind, the terrain flattened out as we made our way to Zumbrota, home of Minnesota’s last remaining functional covered bridge. Spanning the Zumbro River, the 116-feet-long, 15-feet-wide bridge was built in 1869 and looks like a long, red barn.
We rode northwest to Northfield, where in 1876, Jesse James and the James-Younger gang rode into town to rob the First National Bank. Facing pistols, the bank clerk refused to open the safe and was shot to death. Townsfolk retaliated, resulting in a shootout that killed another resident and a couple of gang members. The gang was pursued for 400 miles over the following weeks, eventually being captured in Madelia, Minnesota. Jesse James escaped, but his luck ran out when he was killed in 1882 by one of his own men hoping to collect a $10,000 reward.
We rode west to Henderson, which sits along the Minnesota River Valley National Scenic Byway, another favorite road. Henderson is an old river town with a historic downtown district that’s a fun place to visit.
Our Minnesota motorcycle ride through Bluff Country and along the Great River Road and other scenic byways gave us a taste of the history, beauty, and variety of southern Minnesota. The roads showcase some of the best riding, relaxing, and motorcycle-friendly places the state has to offer.
This Kentucky and Tennessee motorcycle ride includes a section of the Natchez Trace Parkway, which starts less than 20 miles from downtown Nashville. The historic road follows an ancient pathway for 444 miles to Natchez, Mississippi, on the Mississippi River. (Photos by the author and Cheryl Kessel)
When a family friend decided to celebrate a milestone birthday in Nashville, our interest was piqued. Being big music fans and suckers for seeing new places, especially those with famously good motorcycling roads, my wife, Cheryl, and I decided to tag along. Others handled the search for accommodations and entertainment opportunities for the trip, so I was left to handle the most important job: securing a motorcycle for some adventuring.
None of the rental companies in Nashville had a motorcycle that matched my criteria, so I searched the Riders Share peer‑to‑peer rental website and found a BMW F 750 GS. I had never used this kind of rental service before, and after some easy back and forth with the motorcycle’s owners, our rental was secure. The owners even agreed to deliver the bike directly to our lodging for a small fee. All we had to do was pack riding gear.
Scan QR codes above or click Day #1 or Day #2 to view routes on REVER
After a late‑night arrival in Nashville, we settled into our rental apartment downtown. About noon the following day, a clean, blue GS rolled up. The friendly owners, Madison and Tim, gave me some great local knowledge tips for our first afternoon of riding.
Day 1: Leiper’s Fork and the Natchez Trace Parkway | Tennessee Motorcycle Ride
We did not have time on this trip for the complete 444 miles of the famed Natchez Trace Parkway, but I knew we had to ride part of it. Tim gave me a strategy for seeing some great locations and sampling the parkway in an afternoon of riding. Nashville is a hive of tourist activity, and leaving the metro area went how you would expect. We weaved around party buses and through the dense traffic, finally leaving behind the neon lights, blaring music, and bar‑hopping activity for a Tennessee motorcycle ride through the countryside.
The 1,572-foot-long Natchez Trace Bridge is an impressive structure both from below and from above. It carries the Natchez Trace Parkway 145 feet above State Route 96.
We headed northwest on Interstate 40 through farmland and beside impressive southern mansions, both historic and modern. Our eyes, conditioned by the muted pastel hues of our home state of Arizona, were dazzled by the vibrant greens of the Tennessee landscape. After exiting the freeway at McCrory Lane, perfectly furrowed crops and geometrically mowed estate lawns lined the sweeping corners. On State Route 96, the Natchez Trace Bridge, with its sweeping, whitewashed double arches, grew on the horizon.
A bit more riding brought us to Leiper’s Fork. The quaint village, once a virtually unknown dot on a map, has emerged as a small, thriving arts and entertainment center. It is also near sprawling estates owned by music and entertainment superstars like Faith Hill, Tim McGraw, and Nicole Kidman.
On the town’s short main street, we dropped a kickstand at the Fox & Locke Restaurant, a historic establishment with a common feature at any bar or restaurant in this neck of the woods: a stage for live performances. Cheryl ordered the classic BLT, and I chose the catfish sandwich – flaky white fish topped with a medley of slaw, grilled onions, and pickles – which was a culinary highlight of our entire vacation.
The Fox & Locke in Leiper’s Fork, Tennessee, is a favorite stop for motorcyclists near the Natchez Trace Parkway.
After a walk by the shops and galleries of the small town, we rode onto the Natchez Trace Parkway. It was almost surreal how the traffic dropped away, the road became smooth, and the terrain morphed into an undulating delight. Mowed grass lined the sweeping corners of the parkway, and wooded thickets added to the texture of the ride. I did not have to slow for traffic once on our way to the Parkway’s northern end, which included riding over the massive bridge that we rode beneath earlier. The entirety of the Natchez Trace is now on my bucket list of rides.
After exiting the Parkway, we passed another famed local eatery, the Loveless Cafe, but I was too full from lunch to indulge in their legendary biscuits and gravy. We made our way to the Belle Meade Estate and Winery for a brief tour of the historic property before rolling back into Nashville.
Nashville is a nonstop mix of neon, live music, and bustling watering holes.
We spent the night sampling what has made Nashville famous – music. I doubt there’s a Broadway Street music hall that we did not visit. Night clubs sporting the names of famous country stars teemed with tourists as music blared from every direction. Multi‑leveled bars offered performers on each floor. We opted for the rooftop settings as they tended to be less intense and crowded. Far from a lazy Southern city, Nashville is a frenzy of people and music often referred to as “Nashvegas.”
Day 2: Burning Barns and Bowling Green | Kentucky Motorcycle Ride
With country music still ringing in my ears, I geared up for a solo ride north of Nashville as Cheryl opted to sleep late. I headed northwest toward Ashland City on State Route 12, a smooth and pleasant roll through sweeping corners on a road which lived up to its designation as a state scenic parkway. From Ashland City, I made my way onto State Route 49 on a northeastern path toward Kentucky.
I was fully engulfed in farmland. End‑of‑season cornfields dried in the September sun, and various other crops were green and thriving. An unexpected sight led me to stop and reach for my cellphone. Smoke was wafting from the gables and overhangs of a large red barn. I could not help but think about the short story “Barn Burning” by one of my favorite Southern authors, William Faulkner. Just before I did my civic duty by calling 911, I noticed another barn on the horizon emitting the same white smoke. A quick Google search set me straight.
As it cures, tobacco hangs like giant bats in a Kentucky barn.
It was tobacco curing season, and farmers were drying their crop at 135‑140 degrees with carefully controlled fires within those barns. What was, at first, a concerning sight was now a source of intrigue and education for this Arizona boy. After passing by those smoldering structures, I saw another type of tobacco curing: huge red barns had doors opened wide, and tobacco hung from ceilings. If I hadn’t already done my roadside research, I may have mistaken the tobacco leaves for drying animal hides.
The ride through farmland continued as I passed from Tennessee into Kentucky, another tobacco‑producing state. The road carried new signage as Kentucky Route 383. I rolled into Franklin, a historically rich small city with a beautiful brick and stone downtown area, where Johnny Cash and June Carter were married at the First United Methodist Church. There is much to do in Franklin: thoroughbred racing and gaming at The Mint at Kentucky, tours and live dueling reenactments at the Sandford Duncan Inn, and Kentucky’s largest sunflower maze in August at Ruby Branch Farms. Kentucky is famous for its whiskey, and the Dueling Grounds Distillery is on the Kentucky Bourbon Trail Craft Tour.
A farmer took his tractor to new heights in the region’s rich farmland.
On my way out of town, I stopped at The Fork In The Road, an art installation of a Paul Bunyan‑sized utensil located at the corner of Bunch and Uls roads. Continuing north on U.S. Route 31W toward Bowling Green, I passed Octagon Hall, an eight‑sided brick home built in 1847 that is now a museum of Civil War artifacts.
Bowling Green is not just a bustling and vibrant Southern city; it is also the only place in the world where Corvettes are made. I rode past and beside several of the sleek Chevys as I made my way through the city, which is also home to the National Corvette Museum. I motored through the attractive Western Kentucky University campus with its white‑columned and red‑brick buildings. The campus also preserves several historic structures like the impressive Felts Log House, which was built by a Revolutionary War veteran around 1810 and relocated to its current location in 1980.
This unassuming building squats directly on the Tennessee/Kentucky state line.
After WKU, I made my way to the downtown district. The town square is a lively city centerpiece. A garden‑like central park sits in the shadows of historic stone buildings, and a beautiful fountain sits as the heart of the setting. My walk around the city center included several historically significant buildings and memorials. The area is well worth a visit.
The quick route back to Nashville from Bowling Green would be Interstate 65, but where’s the fun in that? I rode U.S. Route 231 south through southern Kentucky and northern Tennessee until I made the southwestern turn onto U.S. Route 31 toward Nashville. It was a nice, relaxing end to my “exposure” of this part of Tennessee and Kentucky. We ended the night back on the streets of Nashville, visiting the famed Ryman Theater, listening to country music, and sampling Tennessee whiskey.
The beautiful town square in Bowling Green, Kentucky, is a great place to drop a kickstand and stretch the legs.
Nashville, Bowling Green, and the other smaller towns I visited all exuded their own Southern charm. This was my first visit to the area, and it won’t be my last. I plan to ride the entire Natchez Trace Parkway, and the Nashville area will be either the staging location or the end game to that journey.
The 2024 Triumph Daytona 660 sportbike is powered by a 660cc inline-Triple that makes 95 hp and 51 lb-ft of torque. (Photos courtesy Triumph)
In the mid-1990s, when I cut my teeth as a motorcyclist, the Big Four Japanese manufacturers were engaged in a middleweight sportbike arms race. Every other year, each brand unveiled an updated platform, squeezing a few more ponies out of their 599cc inline-Four engine and tweaking frame geometry, suspension systems, and brakes.
As a result of this one-upmanship, middleweight sportbikes went from entry-level all-arounders to racebikes with lights and license plates. Which is great, except for the fact that only a small percentage of riders spend weekends wearing down knee pucks at the track. Add to this that a tricked-out middleweight now costs nearly what a liter-class machine does, and we arrive at something of an evolutionary dead end.
The 2024 Triumph Daytona 660 in Satin Granite/Satin Jet Black, one of three colorways available.
And yet here we are with a new Triumph Daytona 660. The storied British manufacturer enters the highly competitive middleweight class by hitting the reset button, aiming to produce an affordable, attractive sportbike that can handle commuting and light touring, as well as footpeg-scraping backroads and the occasional trackday. To see if they pulled it off, Triumph invited us to Alicante, Spain, for a full day of riding in everything from city traffic to mountain passes.
Inline-Triple | Triumph Daytona 660
The Daytona 660 is powered by an updated version of the engine that powers Triumph’s Trident 660 and Tiger Sport 660, and it’s a callback to the Daytona 675 that Triumph produced from 2006-2018, which was the first inline-Triple in the middleweight sportbike class. The Triple provides the best of both worlds: torque in the lower rev ranges like a Twin and ample mid- and top-end power like a Four.
Peeking out from the bodywork is the Triumph Daytona 660’s inline-Triple.
The Daytona 660’s 3-cylinder mill gets a trio of new 44mm throttle bodies and larger exhaust valves, and its airflow was increased with a front-mounted intake and a larger airbox. A new crankshaft with increased gear width provides smoother revving, the pistons now feature a low-friction coating, and the radiator and fan are both larger and have been repositioned for more efficient cooling. Exhaust gasses flow through a 3-into-1 header and into an underslung silencer that produces a satisfying growl that becomes a bark with a twist of the throttle.
These upgrades result in a claimed 95 hp at 11,250 rpm, a 17% increase over the Trident 660, and the Daytona’s 12,650-rpm redline is 20% higher than the Trident’s too. The engine cranks out 51 lb-ft of torque at 8,250 rpm (9% more than the Trident), with 80% of that power on tap at only 3,125 rpm. Triumph says the Daytona 660 will get you from 0-60 in just 3.6 seconds.
With the Daytona 660, Triumph offers an affordable, comfortable sportbike for everyday riders.
The Triumph Daytona 660’s sculpted bodywork looks fast even when standing still, and the bike’s design has great attention to detail.
Bespoke details | Triumph Daytona 660
At the tech briefing the night before our test ride, I got my first close look at the Daytona 660 in Satin Granite/Satin Jet Black, a color scheme that, combined with the “660” in neon green on the lower fairing, says “badass” without rubbing your nose in it. (Other colorways include Snowdonia White/Sapphire Black and Carnival Red/Sapphire Black.) The bike’s fit and finish make it look pricier than its $9,195 base price, and its styling is aggressive but exudes a bespoke elegance that stands out from its competition. Take a close look at how the fairing flows into the distinctive molding of the gas tank, or how the silencer nestles near the rear tire, and you’ll see that Triumph’s design team sweated the details. With minimal bodywork highlighting the powerplant and frame, the Daytona 660 looks impressive just leaning on its kickstand. I couldn’t wait to put some miles on it.
From city streets to winding backroads, the Triumph Daytona 660 is easy to handle and fun to ride.
Capable commuter? | Triumph Daytona 660
We started our ride in morning traffic, threading through congested urban roundabouts – the first test of Triumph’s middleweight reset. Is the Daytona 660 a comfortable, capable, and intuitive commuter? It only took a few minutes on Spanish city streets to make me appreciate the availability of useful torque from low revs. Urban stop-and-go traffic is easier to navigate on a machine with a wide powerband, so you can squirt between vehicles without fiddling with the gearbox.
A comfortable rider triangle makes the Triumph Daytona 660 a bike you can ride all day, and it would be a great sport-tourer with some accessory luggage.
At low city speeds, even after shifting into a higher gear than necessary, the Daytona’s engine delivered smooth, confidence-inspiring power without the need to wind up to high rpm. The 6-speed gearbox, which has updated input/output shafts and revised gear ratios, is well-sorted. There are no annoying searches for neutral, each shift accompanied by a satisfying “snick,” and the slip/assist clutch feels light at the lever (Triumph offers an optional quickshifter for those who want to bypass the clutch).
The Triumph Daytona 660 has an understated white-on-black instrument panel that combines LCD and TFT displays.
The cockpit design is well-suited for city riding. The instrument panel, which is a hybrid LCD/TFT display, was easy to see through my tinted visor, even in bright light, and the tachometer, fuel gauge, gear indicator, and digital speedometer are clustered thoughtfully, giving me a lot of information with a quick glance down. The clip-on bars were easy on my wrists and didn’t force me to reach or crouch. Footpeg positioning was comfortable for my 6-foot frame. Likewise, the stock seat height of 31.9 inches was in the Goldilocks zone (Triumph offers a lower seat option that drops the saddle about an inch).
The Daytona 660’s engine, drivetrain, and ergonomics come together in an impressively intuitive commuter that I felt confident flinging around unfamiliar city streets on our way to the mountains to see if Triumph kept the “sport” in their new sportbike.
We tested the Triumph Daytona 660 on twisty roads in the mountains above Alicante, Spain.
Into the mountains | Triumph Daytona 660
It was no accident that we were invited to ride the Daytona 660 through the mountains outside of Alicante. As we gained elevation, the beautifully engineered Spanish roads became downright exciting, with hairpins, sweepers, and significant elevation changes that put the bike’s chassis to the test. The radial 4-piston calipers, twin 310mm discs, and braided lines provided progressive, powerful braking without fading, even after miles of serpentine road.
The Triumph Daytona 660 is equipped with competent brakes, grippy tires, and both ABS and TC.
Response from the throttle-by-wire throttle was precise and predictable. The three riding modes – Sport, Road, and Rain – each offer a different throttle response and level of traction control. Traction control can also be shut off, and a few of my fellow riders who did so had their rear tires step out on them under hard acceleration out of turns on dusty sections of road. I kept it engaged and didn’t have any such issues. In addition to traction control, the Daytona 660 is equipped with ABS, which adds to peace of mind when pushing the bike hard in the bends.
With sporty steering geometry and a low weight of about 445 lb with a full tank of gas, the Triumph Daytona 660 carves through tight corners with ease.
The Daytona 660’s steering geometry and stock Michelin Power 6 tires made it easy to flick through chicane-like mountain sections, and the Showa suspension – a nonadjustable 41mm inverted fork and a single rear shock with preload adjustability – kept things composed on hard braking into turns and over less-than-perfect bits of tarmac. The suspension package is not top-shelf, but it is up to the task for what most riders will ask the Daytona 660 to do: keep a big grin plastered on your face as you carve up your favorite backroads.
A great first impression | Triumph Daytona 660
The Daytona 660 won me over almost immediately. The folks at Triumph clearly spent a lot of time refining this machine, as it felt sorted out in a way that not all first-generation models do. And, as I spent more time on the bike and got a chance to uncork it on beautiful mountain roads, things just got better.
Priced at $9,195, the Triumph Daytona 660 delivers good value and should fit just about any rider’s budget.
This is a powerful, agile, attractive motorcycle that ticks most of the important boxes for less than $10,000. Although our test ride kept me in the saddle for nearly eight hours, I was comfortable enough on the Daytona that I would readily sign up for touring duty, especially considering optional upgrades such as a tankbag and tailbag, heated grips, tire pressure monitoring, and the My Triumph Connectivity System that adds navigation as well as phone and music interactivity.
The Daytona 660 accomplishes what Triumph set out to do: reset the middleweight sportbike segment by offering a versatile, exciting motorcycle that is affordable enough for entry-level riders but capable enough for those with more experience and buying power. And, regardless of your moto skillset, this is a beautiful machine that outclasses the competition with design details usually reserved for pricier bikes. While this may not be the bike for riders who spend lots of time at their local track, that isn’t Triumph’s target audience. I hope Rider gets a Daytona 660 for a longer-term test, because the taste of this bike that I got in Spain left me wanting more.
The 450NK is one of four bikes in CFMOTO’s lineup powered by a liquid-cooled 449cc parallel-Twin with dual counterbalancers and a lively 270-degree crank. (Photos by Kevin Wing)
As a husky guy who’s 6 feet tall and more than 200 lb, I’m not the target buyer for small bikes, but man, I sure love riding them. Don’t get me wrong; I love riding powerful bikes (like the 190-hp KTM 1390 Super Duke R Evo I track-tested in Spain) and big bikes (like the Harley-Davidson Glides I recently rode on a nine-day, 4,200-mile tour through four states), but they require a level of respect and seriousness that I’m not always in the mood for. Sometimes I just wanna have fun.
The CFMOTO 450NK has carefree written all over it. It weighs just 364 lb, makes 50 hp at the crank, and has nothing to figure out – just hop on and ride. That’s not to say the 450NK is a toy or just a playbike. While it’s certainly slender between the knees and is easy to toss through a set of tight turns, it doesn’t feel diminutive, nor does it have a cramped cockpit. Snug, perhaps, but not cramped. The positions of the upright handlebar and footpegs are sensible, and the sculpted shape of the tank allows the rider to comfortably wrap around it, giving the sense of sitting in rather than on the bike.
Powering the 450NK is a liquid-cooled 449cc parallel-Twin that’s a workhorse in CFMOTO’s lineup. The same engine is found in the 450SS sportbike, the Ibex 450 adventure bike I recently tested, and the forthcoming 450CL-C cruiser. Dual counterbalancers help it run smoothly throughout the rev range, and its 270-degree crank gives it a delightful rumble complemented by a spicy exhaust note – not the dull drone one might expect of a bike in this class.
Except for a bit of low-speed roughness, the 450NK’s cable-actuated throttle provides good response. The slip/assist clutch makes for a light, easy pull when rowing through the 6-speed gearbox, and both the clutch lever and front brake lever are adjustable for reach. The 450NK’s 17-inch cast-aluminum wheels and narrow 110/70 front and 140/60 rear tires (made by CST, the parent company of Maxxis) contribute to the bike’s nimbleness. A light push on either end of the handlebar is all it takes to initiate a turn, and the 450NK holds its line obediently.
The 450NK’s tailsection has cut-outs in the bodywork, a small pillion, and a stylish taillight.
The bike makes a great commuter or playful canyon carver. It purrs smoothly at highway speeds and will do “the ton” with little effort. Given my body’s weight and terrible aerodynamic profile, not to mention my tendency to twist the throttle with abandon, I recorded lackluster fuel economy during this test – just 42.4 mpg, yielding about 157 miles from the 3.7-gallon tank. When our lighter and less aggressive associate editor, Allison Parker, tested the 450SS, she posted a more respectable 63 mpg. Sheesh, maybe it’s time to shed a few pounds and reduce my coffee intake.
Angular bodywork gives the 450NK a sleek streetfighter look. The bike is equipped with ABS, TC, a TFT display, and LED lighting.
The 450NK’s suspension and brakes, while competent, are about what you’d expect for a $5,399 motorcycle. The 37mm inverted fork is not adjustable, and the multi-link rear shock is only adjustable for spring preload. Damping is good for general street riding without being overly taut or too soft. The J.Juan brakes, with a 4-piston radial front caliper pinching a 320mm disc and a 1-piston floating rear caliper with a 220mm disc, provide adequate, consistent stopping power. Standard safety features include ABS and switchable traction control.
Carles Solsona, CFMOTO’s Italy-based motorcycle design director, did a great job on the 450NK’s styling, which echoes that of the 800NK. Both bikes have a V-shaped headlight nacelle with a large daytime running light, and the tops of their front fenders have a unique convex shape. The tank shrouds, radiator shrouds, lower cowling, and airy cut-outs in the tail give the 450NK a modern, go-fast look, and the Zephyr Blue colorway is especially eye-catching (the other color option is Nebula White).
Useful amenities include full LED lighting, a USB charging port, and a 5-inch color TFT instrument panel that includes Bluetooth connectivity to the CFMOTO app, which allows navigation and music to be shown on the screen. The switchgear and menus are intuitive, but the app’s navigation function needs some refinement.
The TFT is packed with info, but the small, thin font can be hard to read.
As with other bikes in CFMOTO’s lineup, the 450NK delivers good value for the money, but its most endearing trait is its approachability. After a long hiatus from riding, my brother, Paul, has returned to the joys of motorcycling, and lately we’ve been getting together for Saturday morning rides. He has taken a shine to the 450NK, which has been the perfect bike on which to sharpen skills that had become dull.
Whether you’re new to riding, returning to the fold, or are a jaded veteran, the smile that will be on your face after riding this bike is priceless.
At just $5,399, the 2024 CFMOTO 450NK provides a lot of value in a playful package.
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