In this issue, we review the Honda Rebel 1100T DCT in bagger trim with saddlebags and fairing, the updated 2024 Harley-Davidson Road Glide and Street Glide, and the 2024 CFMOTO 450NK naked bike.
Kickstarts has first looks at new models from Indian Motorcycle, Triumph, and MV Agusta, and our Minnesota Travel Guide will help you plan your next moto trip to the Land of 10,000 Lakes.
This issue includes two On the Road features about exploring Tennessee and Kentucky from Nashville and a father-son motorcycle trip in southern Minnesota. And for our Favorite Ride, EIC Greg Drevenstedt takes a trip to Duluth, Minnesota, to tour the Aerostich factory and explore the surrounding area.
Our Exhaust Note comes from Tash Matsuoka, Rider’s chief editor from 1983-1989, and Quinn Redeker discusses footing while countersteering in Motor School. Celebrating Rider’s 50th anniversary, our Rider Rewind section showcases an interesting fuel economy streamliner from the 1980s.
Colorado becomes the fifth state to legalize lane filtering, allowing motorcyclists to filter through stopped traffic. Photo by Kevin Wing.
Colorado has passed a bill to allow motorcycles to lane filter between stopped cars, becoming the fifth state to legalize it after California, Utah, Montana, and Arizona.
Lane sharing remains a controversial topic. In his article “Split Decision: Are Lane Splitting and Lane Filtering Safe?” Eric Trow references studies to show the effects of lane sharing in states where it is legal and found that the practice reduces the risk of rear-end collisions and reduces injuries, although it also introduces some new risks. You can find a deeper dive into the topic of lane sharing by reading Trow’s article.
The Colorado bill goes into effect on Aug. 7, 2024, and it will allow motorcyclists to filter through stopped traffic at a speed of 15 mph or less. For more information on the bill, read the American Motorcyclists Association’s press release below.
Colorado Signs Motorcycle Lane-Filtering Legislation into Law
Colorado has become the fifth state to legalize lane filtering after Gov. Jared Polis (D) signed SB24-079 on April 4, allowing motorcycles to filter between stopped cars in traffic and at stoplights.
The bill passed through both the Colorado House and Senate behind strong bipartisan support. Colorado now joins California, Utah, Montana, and Arizona as states with lane-filtering legislation signed into law.
“The signing of SB24-079 is a significant win for motorcyclists in the state of Colorado,” AMA Central States Representative Nick Sands said. “With this new legislation, motorcyclists will now be allowed to filter through stopped traffic, giving riders the ability to legally remove themselves from vulnerable traffic situations before ever coming into contact with a distracted or inattentive driver.”
The bill — sponsored by Sens. Nick Hinrichsen (D-Pueblo) and Jim Smallwood (R-Douglas), as well as Reps. Javier Mabrey (D-Denver, Jefferson) and Ron Weinberg (R-Larimer) — will go into effect on Aug. 7, 2024. It will allow all motorcycles to pass stopped motor vehicles in the same lane. Motorcycles will be required to travel 15 miles per hour or less when filtering and will only be allowed to do so if the road has lanes wide enough to pass safely. Conditions must also allow for “prudent operation of the motorcycle while overtaking or passing.”
For the next three years, the Colorado Department of Transportation (CDOT) will collect safety data on lane filtering and issue a report to the Colorado General Assembly regarding the newly passed law.
The AMA continues to support efforts regarding lane-filtering legislation, as its success in several other states indicates its long-term viability in protecting motorcyclists on the open road.
To stay up to date on the latest lane filtering news, visit the AMA Action Center.
The AMA’s position on lane filtering, and lane splitting, can be found here.
This year’s International Women’s Day (IWD) held particular significance for me as I had the distinct privilege of touring the KTM North American headquarters for esteemed motorcycle brands such as KTM, Husqvarna, GasGas, and a newcomer to the company, MV Agusta.
The evening before the IWD ride, Olivia Goheen (MV Agusta’s Marketing Manager) invited all the female media personnel to dinner. Upon arrival at Gourmet Italia in Temecula, I greeted both familiar faces and new acquaintances. The evening unfolded with a delightful dinner, engaging conversations, and a convivial atmosphere that fostered a sense of belonging.
Touring Pierer Mobility North America
The subsequent morning began with a visit to Pierer Mobility North America headquarters, where a fleet of 13 MV Agustas awaited us. Before our ride, we toured the facility. Stepping through the grand entrance, I was greeted by a spacious layout adorned with an array of motorcycles and captivating imagery showcasing MV Agusta’s legacy.
Among the highlights of our tour was the training room, where local dealer mechanics undergo comprehensive instruction on servicing the Austrian and Italian brands. This chamber, replete with meticulously dissected motors, provided insight into the internal workings of these engines. Notably, transparent valve covers, exposed cams, and cut-out stator covers offered a tactile understanding. One particularly captivating example stood out to me: a vertically cut cylinder revealing a piston nestled at the nadir of its stroke. Additionally, an electric motorcycle motor was dissected to expose its internal data boards, exemplifying the thoroughness of the presentation.
MV Agusta F3
Following this enlightening experience, we proceeded to the electric-assist and pedal bike servicing area, catering to an assortment of brands including Husqvarna, GasGas, Felt, and R Raymond. The staff exhibited notable enthusiasm in presenting the recently arrived MV Agusta Rush 1000, which had just been transported to the facility. Exquisite craftsmanship and aesthetic elegance were prominently showcased in this meticulously designed motorcycle adorned with a striking combination of red, black, and carbon fiber accents.
Our journey then led us to the motorsports building, which is dedicated to the factory race teams. As soon as you walk through the doors, the illustrious histories of KTM, Husqvarna, and GasGas are celebrated through an impressive display of trophies on the wall. As we navigated through the bustling workshop, conversations with factory race mechanics provided invaluable insights into the meticulous preparation of the on- and off-road motorcycles destined for competition. We proceeded through the suspension assembly area before reaching the engine workshop, where an array of over 100 engines awaited deployment for various racing events. Among these engines was one meticulously tuned for optimal performance at the high elevation of Pikes Peak, Colorado.
Prior to a sumptuous lunch, we were introduced to the dedicated women of KTM NA, whose integral roles within the organization underscored a commitment to diversity and inclusivity. After lunch, we got the opportunity to ride an assortment of MV Agustas.
Riding MV Agusta Motorcycles
The motorcycle assigned to me initially was the Dragster RR SCS America, a limited production model with only 300 units handcrafted in Italy. Several features immediately caught my attention. The transparent clutch cover, the distinct separation between the seat and subframe revealing the background, and the carbon fiber wheel cover with red, white, and blue accents all contributed to the motorcycle’s unique aura. As a 5-foot-6 petite woman, I found the 33.3-inch seat height to be easily manageable, allowing both of my feet to firmly touch the ground. The riding position proved to be remarkably comfortable for a high-performance motorcycle, with the upright handlebars adding to the overall ergonomic appeal.
Upon ignition, the 5.5-inch TFT display underwent a brief but thorough eight-second diagnostic check, ensuring optimal functionality of the battery voltage and other electronic components before permitting engine startup. As I rode, the bike’s Smart Clutch System operation felt familiar to me, drawing parallels to the experience with the Rekluse clutch in my KTM 500EXC. The launch control functionality was particularly impressive, delivering rapid and seamless acceleration while keeping the front wheel down enough to prevent too much height.
MV Agusta Dragster RR SCS America
As we navigated twisty roads, I encountered a subtle bump on an uphill corner, causing the front wheel to lift momentarily. The responsiveness of the motorcycle was such that I scarcely noticed the maneuver until the front wheel returned to the ground, reflecting the seamless handling characteristic of the Dragster America special edition.
MV Agusta Dragster RR SCS America
I then transitioned to the Brutale 1000, which offered a similar riding experience as the Dragster, albeit without the SCS.
MV Agusta Brutale 1000RR
At the next stop, I switched to the F3, a visually striking red sport bike characterized by its aggressive seating position and edgy gas tank design. Equipped with a 3-cylinder 675cc engine and a built-in lap timer, the F3 exuded a sense of performance prowess.
Upon reaching a spacious open area, I had the opportunity to fully experience the performance of the F3, which exhibited a strong inclination for spirited acceleration. Despite its dynamic capabilities, prolonged riding on the F3 proved taxing on my hands and wrists, emphasizing the intensity of its performance-oriented design.
After riding several MV Agusta models, I was impressed by the diverse range of experiences afforded by the motorcycles, each offering a unique blend of performance, craftsmanship, and ergonomic comfort.
Uniting Women Riders
The day concluded with a visit to the esteemed Doffo winery, where a private dinner awaited us in the motorcycle room. Against the backdrop of fine wines and exquisite cuisine prepared by a talented female chef, we reflected on the significance of IWD. It was a fitting tribute to the countless contributions of women in motorcycling, a sentiment echoed by one of the owner’s daughters who explained her love for motorcycles and graciously extended her appreciation on this auspicious occasion.
As we departed, the camaraderie forged during our time together lingered, a testament to the bonds forged through shared passions and experiences. Indeed, this IWD celebration served as a poignant reminder of the strides made by women in traditionally male-dominated fields, inspiring us all to continue pushing boundaries and challenging stereotypes.
I am thankful to MV Agusta and Olivia Goheen for providing opportunities to connect, collaborate, and ride together, fostering a more inclusive motorcycle community. Here’s to next year’s International Women’s Day with MV Agusta and the continued empowerment of female riders. Cheers!
The Aerostich Messenger Bag is spacious and secure for carrying your stuff while riding. (Photos by Kevin Wing)
In the immortal words of George Carlin, “That’s the meaning of life: trying to find a place to keep your stuff.” I consider myself a tidy person, but really I’ve just developed Tetris-like efficiency when it comes to cramming stuff in my closet, my desk drawers, and – to my wife’s eternal chagrin – our garage. Surrounding her adorable blue Mini Cooper is a rabbit’s warren of shelves filled with bins (each one labeled, of course), boxes, motorcycle gear, and enough helmets for a small army.
When I travel by motorcycle, I bring stuff in saddlebags or a top trunk if possible, or perhaps in a tankbag or tailbag. But if I need to pick up a few things at the store or bring my laptop or camera equipment with me, the best option is a backpack or shoulder bag. Of the latter, one of the most practical and versatile is a Messenger Bag made by the folks at Aerostich in Duluth, Minnesota.
Messenger Bags come in four sizes: Letter (9 inches tall, 3.75 inches wide, 9 inches long at the bottom/12 inches long at the top; $107), Dispatch (12×7×12/18 inches; $137), Courier (12×7×18/23 inches; $147), and Parcel (14×9×18/26 inches; $157). Wanting maximum carrying capacity, I opted for the Parcel size, which is large enough to hold a full-face helmet and four bottles of wine, for example.
The bag’s outer flap is designed to accommodate bulky items like wide helmets and tall wine bottles. It is secured by a panel of hook-and-loop that runs the length of the flap – a 2-inch-wide panel of hook on the underside of the flap attaches to a 4-inch-wide panel of loop on the bag. There are also two adjustable closure straps with quick-release buckles.
Messenger Bags are made of 1000-denier polyurethane-backed Cordura, and they have a triangular cross-section with a seamless flat bottom. Inside is a yellow reinforced PVC waterproof lining, an organizer pocket (the Parcel has two), and a clip-on key loop.
The shoulder strap is made of 2-inch mil-spec nylon webbing, and a cam lock makes it easy to adjust the strap’s length. A removable 3.5×11.5-inch shoulder pad covered in Ultrasuede provides comfort when carrying heavy loads. The bag also has a carry handle at the top and a 2-inch panel of reflective 3M Scotchlite that runs the length of the outer flap.
Depending on how full the bag is and the rigidity of the contents, it usually stays in place while riding. Adjusting the shoulder strap so the bag hugs the body closely helps keep it secure, and Aerostich sells a stabilizer strap for $10.
All in all, the Messenger Bag is a great place to keep my stuff when I’m on the go. Multiple color options are available.
The 2024 Kawasaki Z500 SE provides larger displacement, more torque, and updated styling over the previous generation in a fun, easy-to-ride package. (Photos by Kevin Wing)
Last year, Kawasaki debuted a new 451cc parallel-Twin in the Eliminator cruiser. Displacement was increased over that of the Ninja 400 sportbike and Z400 naked bike with a longer stroke, resulting in an increase in torque. For 2024, Kawasaki has migrated that engine back into the Ninja and Z series, and the larger engine prompted new names – now the Ninja 500 and the Z500.
It only takes a glance at the Z500’s updated styling to understand why Kawasaki’s marketing slogan for the bike is “All Eyes on You.”
When we test rode the Eliminator, we enjoyed the extra torque and performance of the larger engine. And while there’s plenty to like about a cruiser, the Ninja and Z series have strong fanbases who will certainly be glad to see the upgraded engine in their preferred platforms. We got the opportunity to test the Z500 SE for a day in and around San Diego, and we found the engine and other upgrades particularly well-suited to the naked bike’s package and target customers.
Survey Says… | Kawasaki Z500
While developing the Z500, Kawasaki paid special attention to what customers were looking for by surveying customers interested in the Z400, as well as dealers who served these customers. The responses informed the Z500’s upgrades, resulting in a motorcycle that should suit the needs of customers who are most likely to buy it.
The added torque from the Z500’s 451cc parallel-Twin is a welcome upgrade that provides more fun while remaining predictable and manageable for newer riders.
Kawasaki found that most shoppers interested in the Z400 were beginner riders with less than one year of experience, in their mid-30s, and not interested in passenger accommodations. They were looking for a bike for commuting duties and backroad rides, and they wanted it to be capable of highway speeds and keeping up with traffic while remaining lightweight and nimble. Interestingly, while the Z400 is mostly the same as the Ninja 400 but with less bodywork and different ergonomics, Kawasaki found that customers who were looking for a naked bike were not interested in a sportbike and vice versa. Kawasaki also found that style was an important driving factor for purchase.
With the data in hand, Kawasaki designers got to work to address this list of customer needs.
Among other extras, the SE version comes with a rear seat cowl in place of the standard’s passenger seat.
Ready to Rev | Kawasaki Z500
The new engine is the most significant upgrade over the Z400. The 451cc parallel-Twin has a bore and stroke of 70.0mm and 58.6mm, and it now makes a claimed 51 hp at 10,000 rpm and 31.7 lb-ft of torque at 7,500 rpm. The torque, up from the Z400’s 28 lb-ft, also arrives 500 rpm earlier.
The 451cc parallel-Twin in the Z500 provides added torque compared to the previous engine. Also seen here are the SE version’s angular lower cowl and frame sliders.
During our test ride, we spent the morning riding around the city streets commuter-fashion, and we found the engine ideal for this role. The extra torque made for quick acceleration while remaining easily manageable and unintimidating. When we ventured onto the canyon roads south of town, the Z500 proved itself to be capable of spirited riding. Vibrations were noticeable above about 7,000 rpm, but they weren’t so bad as to become a problem.
If you’re looking for a fun, easy-to-ride, and affordable daily bike, the Z500 should be on your list.
The Z500 features a slip/assist clutch with an incredibly light feel – one of the lightest I’ve tested and another factor that would make this bike a good fit for commuting. Stopping at a stoplight or stop sign every block was no problem for my left hand. Press launches like this involve lots of U-turns for repeated photo passes, so we were especially glad of the super light clutch feel during our ride.
The Z500 loves getting out of town for the day for some fun on canyon roads.
Nimble Naked | Kawasaki Z500
The chassis comes unchanged from the Z400. Like its predecessor, the Z500 rides on a trellis frame with the engine as a stressed member. It features a short-wheelbase/long-swingarm configuration with a wheelbase of 54.1 inches, a seat height of 30.9 inches, and a fuel capacity of 3.7 gallons. The standard version weighs 366 lb, while the SE version with included accessories weighs 370 lb.
Commuting duties are easy on the Z500. The bike’s low weight, nimble handling, and light clutch feel make getting around town a breeze.
Suspension comes in the form of a 41mm Showa fork and a bottom-link Uni-Trak rear shock with five-way preload adjustability via the included tool kit. A 310mm front disc is gripped by a 2-piston caliper, and a 220mm rear disc is paired with a 2-piston caliper. Unlike previous Z-series bikes, both the standard Z500 and the SE version feature ABS.
Nissin brakes provide solid stopping power. Both versions of the Z500 come equipped with ABS.
The wheels feature a star-pattern, five-spoke design, are 17 inches front and rear, and are shod with Dunlop Sportmax GPR-300F tires.
Upon first rolling out of the hotel parking lot for our test ride, my first impression was how nimble the Z500 is. Tight turns into parking lots are stress-free, and the bike feels slim between the legs. New for the Z500 is a flatter seat shape and new seat cushion, adding comfort over the previous Z400.
The Z500’s ergonomics allow for both upright riding when wanted and a somewhat tucked-in stance for sportier riding.
The riding position is fairly upright with a handlebar that’s taller and wider than the Ninja’s. The bike also features new mirror stays meant to reduce mirror vibration, and although they still vibrate at highway speeds, they’re crystal-clear and smooth while riding around town.
The nimbleness of the Z500 made city riding easy, and it made canyon roads exciting. The bike feels as light as the spec chart claims, if not lighter. The suspension didn’t soak up every bump in the road, but the bike remained stable while being flicked through sinuous curves and inspired confidence. On Kawasaki’ list of customer needs, the Z500 gets a positive mark on being a capable and fun machine for both city traffic and backroads sprints.
Sugomi Style | Kawasaki Z500
Styling is an important factor for many motorcycle shoppers. The Z500 comes with updated styling over the Z400, and while it’s still recognizably a Z-series bike, it looks cleaner and meaner. Kawasaki has been using the term “Sugomi” to describe its Z-series styling for years, and this one looks more predator-like than ever.
2024 Kawasaki Z500
One styling highlight of the Z500 is a new triple-headlight configuration. The top two lights are low-beams, with the bottom light being high-beam. We rode during the day and didn’t get to see how the headlights illuminate the road at night, but the LED lights looked bright and clear.
Other styling changes include sharper bodywork and cleaner-looking side covers. The SE version comes with an under cowl and rear seat cowl that add to the Z500’s appearance. The upswept exhaust parallels the line of the rear section, and the bodywork floats above the engine to highlight it.
The Kawasaki Z500 SE likes to have fun on backroads.
Standard or SE? | Kawasaki Z500
We rode the SE version during our test ride, which includes a few features not found on the standard. The most noticeable difference is the color. The standard version only comes in recognizable Kawasaki Candy Lime Green, while the SE version only comes in Permission Candy Red.
The Kawasaki Z500 SE comes in Candy Persimmon Red, while the standard version is available in Candy Lime Green.
The SE also includes a 4.3-inch TFT display to replace the standard version’s LCD display. Both displays allow Bluetooth connection to a smartphone via Kawasaki’s Rideology app, where riders can check vehicle info, a riding log, a maintenance log, and other details. While both displays have the same functionality, the TFT looks much nicer and more modern, and the background can be changed to black or white.
The standard version of the Z500 has a high-contrast LCD screen with buttons on the left.
Both displays also feature the Economic Riding Indicator, which appears on the screen to indicate favorable fuel consumption. The indicator is unobtrusive on the screen, and I saw it appear during more gentle riding while keeping revs low. We prioritized fun over efficiency during our time aboard the Z500, but it might prove to be a useful feature for everyday riding.
The SE version comes with a nicer TFT display compared to the standard’s LCD display. Both displays can connect to a smartphone through Kawasaki’s Rideology app.
Additional features on the SE include LED turnsignals (the standard has LED headlights and taillights), a meter cover, a radiator screen, frame sliders, a rear seat cowl, tank and knee pads, a USB-C charger, and an undercowl. The price difference between the two versions is $700. Most of the accessories on the SE are also available for the standard version, but it’ll save you a few hundred dollars to get the SE instead of accessorizing the standard to the same degree.
The Kawasaki Z500 fits its purpose to a T. It’s a fun, easy-to-ride bike, and the upgrades since the previous Z400 make it even better without a big jump in price. Those shoppers who filled out Kawasaki’s survey should be pleased with the results of their efforts. We certainly were.
The Honda Rebel 1100T adds useful functionality to the base model with a fairing and saddlebags, making it a lightweight and relatively low-cost bagger option. And with an impressive 35-degree lean angle and sporty engine, it’s just as fun as it is practical. (Photos by Killboy)
Many motorcyclists – including me – got their start on a Honda Rebel, and they need not jump ship once they’re ready for something with more kick. Honda’s lineup of Rebels includes the 300, 500, and 1100, providing a ladder for riders to climb when they get the itch for something bigger. The lineup expanded last year with the addition of the Rebel 1100T DCT, a bagger-style cruiser.
The “T” in “1100T” stands for “touring,” and added features include a batwing fairing and saddlebags with a combined 35 liters of storage – not enough room to carry all your belongings but enough for clothes and personal items for a few days. The fairing includes a short windscreen, and taller or shorter windscreens are available as options. In standard trim, the Rebel 1100 is set up for a solo rider, but a passenger seat and footpegs are available. The 2023 test bike used for this review is Bordeaux Red Metallic; for 2024, color options include Metallic Black and Matte Armored Green Metallic.
The Rebel 1100 came on the scene in 2021. It’s powered by the liquid-cooled 1,083cc Unicam parallel-Twin from the Africa Twin but modified for a cruiser application. At 87 hp and 72 lb-ft of torque, the Rebel 1100 makes less power than the Africa Twin, but peak torque arrives earlier in the rev range (4,750 rpm vs. 6,250 rpm). The engine has a 270-degree crankshaft for a rumbling V-Twin-like character, and the Rebel uses different camshaft profiles and ignition timing for its two cylinders – one makes more power below 4,000 rpm, and the other makes more power above 4,000 rpm. It comes with four ride modes (Rain, Sport, Tour, and User, which is customizable), each with different settings for throttle response, traction control, engine braking, and (on DCT versions) the transmission’s shift points.
The Rebel 1100T DCT is the perfect steed for a ride on the Foothills Parkway, a beautiful road in Tennessee with sweeping curves and gorgeous views.
As with several models in Honda’s lineup, the Rebel 1100 is available with either a 6-speed manual gearbox or a 6-speed automatic Dual Clutch Transmission. The DCT is a popular option, accounting for about half of sales for models on which it’s available, including the Africa Twin, Gold Wing, and NC750X. With DCT, there is no clutch lever or foot shifter. Just release the parking brake, click the bike into Drive, and ride. Riders who want more control can switch to Manual mode and use the paddle shifters on the left side of the handlebar to click through gears. For 2024, the Rebel 1100T is available in either a manual or DCT option.
Buttons on the right side of the bar switch the bike from Neutral into Drive and from Manual to Automatic. There’s also a cruise control button and a switch to the right of it that adjusts cruising speed by 1 mph increments.
This test was my first experience with Honda’s DCT, and I shared the same concerns as others – that an automatic motorcycle would feel strange and take away from the riding experience. It does take some time to get used to, but after more than 1,000 miles aboard the Rebel 1100T DCT, I see the merit and came to enjoy the transmission.
The beauty of the DCT is that it allows the rider to spend more time focusing on the ride and less time worrying about shifting gears. There’s no need to shift up and down while rolling through town, which means you can pay closer attention to traffic, and your left hand won’t get tired of pulling in the clutch lever. When you head out for a more scenic ride, you have more time to admire the view. And when you get into the twisties and desire more control, you can click the bike into Manual mode and shift with the paddle shifters.
The single gauge shows a lot of information. The bottom section, seen here showing Trip A, can flip through two tripmeters, odometer, fuel range, and more options.
In each of the Rebel’s four ride modes, the round LCD display shows settings for power, traction control, and engine braking, and these parameters can be adjusted in the user-configurable mode. While in Automatic mode, the shift points parameter also shows. I enjoyed the visual representation of how each mode changed the riding experience on the display, and it made it easier to set my preferred parameters. Additional features include cruise control and a USB-C charging port located under the seat.
When riding a motorcycle with a manual transmission, I leave the bike in gear when parked. That’s not possible on the Rebel 1100T DCT, as it always switches to neutral when turned off. To keep it from rolling away, there’s a parking brake lever on the left side of the handlebar. Setting the parking brake is easy enough, but I found releasing it to be a bit difficult, which involves pulling back on the lever while pushing a button on the side, requiring two hands. This means that there are no hands on the handlebar when the brake is released, so I needed to keep my right foot on the rear brake pedal to prevent the bike from rolling when stopped on an incline. This requires a bit of learning, but it wasn’t a problem once I became used to it.
The Honda Rebel 1100T DCT tackled the Tail of the Dragon with ease.
Suspension duties are handled by Showa components, with a 43mm nonadjustable fork with 4.8 inches of travel and a pair of rear shocks with adjustable preload, piggyback reservoirs, and 3.7 inches of travel. Stopping power comes from a single radial-mount 4-piston front caliper with a 330mm disc and a 1-piston rear caliper with a 256mm disc. ABS is standard, and though few riders may need it, the Selectable Torque Control system (Honda’s term for traction control) includes three levels of wheelie control.
With high, mid-mount footpegs, the Rebel 1100 has an impressive lean angle of 35 degrees. The wheelbase is 59.8 inches, wet weight is 520 lb, and fuel capacity is 3.6 gallons. Honda could’ve added more touring capability to this bike with a larger fuel tank. During this test, the low-fuel light came on whenever the tripmeter reached about 110 miles, and I averaged 46.4 mpg (about 167 miles of range).
The bike’s sporty character and low weight were great for a spirited morning sprint on the famous Tail of the Dragon.
Seat height has always been approachable on Rebels, and that holds true on the 1100, which has a very low seat height of 27.5 inches. As a short rider (5-foot-1), I appreciate being able to flat-foot on a motorcycle. However, the Rebel 1100T’s footpeg position requires the rider to sit somewhat scrunched up on the bike. The seating position puts pressure on the rider’s spine, which became uncomfortable after a few hours in the saddle. Although I didn’t expect Gold Wing levels of comfort, a bagger-style cruiser like this would benefit from a more comfortable riding position. However, after a quick break at a scenic overlook or gas station, I was ready to hop back into the saddle.
Honda’s DCT took some time to get used to, but it was easy to appreciate its simplicity while enjoying the views along the Foothills Parkway.
Although I found the riding position uncomfortable for long hours, the Rebel 1100T DCT is an absolute blast to ride on twisty roads. Its low weight and responsive handling make the bike easy to dip into corners, and the engine pulls strongly when accelerating out of turns. On particularly technical roads, I enjoyed switching the bike into Manual mode and clicking through gears with the paddle shifters, which offers a more simplified experience without needing to pull in the clutch or roll off the throttle, making gear changes quicker and easier.
The Rebel 1100T’s fairing and saddlebags are the only differences between this model and the standard version, but those extras create a package that’s more practical for overnight trips. The fairing provides good wind protection and blocks wind from the chest and hands. The saddlebags add enough storage that I could pack everything I needed for a couple nights. My only complaint about the bags is that the latching mechanism is a little finicky and takes some effort to close. The top-loading bags are lockable, or they can be left unlocked for quick access.
As someone who started riding on a Rebel 250, it’s exciting to see how the model family has evolved.
The trim on the Rebel 1100T might not be enough to turn it into a full-fledged long-haul touring bike, but it’s a useful addition for the type of trips I like to do, which are two or three days with minimal luggage. The bags allow me to pack my clothes and necessities without needing to wear a backpack, and the fairing provides enough protection to keep me comfortable for longer periods of time.
On top of the Rebel’s practicality, its sporty engine, good cornering clearance, and low weight means that once I get near my destination, I can enjoy the roads in a way that a heavier bagger wouldn’t allow. As far as compromises go, this one strikes the balance to suit my needs just fine. And with the Dual Clutch Transmission, I can focus less on shifting gears and more on the ride.
Episode 69 of the Rider Magazine Insider Podcast is sponsored by FLY Racing. Host Greg Drevenstedt invites his friend Kevin Duke, a veteran motojournalist who is editor-in-chief of American Rider, to talk about adventure bikes, which represent nearly half of the more than 70 new/updated motorcycles announced for the 2024 model year.
After a successful inaugural BMW Motorrad Days Americas last year, the event will return to Alabama for the 2024 Barber Vintage Festival on October 11-13.
The 2023 event, also held during Barber Vintage Festival, celebrated the 100th anniversary of BMW Motorrad. BMW motorcycle enthusiasts from across the country traveled to Barber Motorsports Park to enjoy the festivities, demo ride BMW motorcycles, and connect with other BMW riders.
“Last year’s celebration of the BMW Motorrad Days Americas at the Barber Vintage Festival was so much fun, there is no way we could not be back,” said Luciana Francisco, head of marketing and product for BMW Motorrad USA. “There is no better community than the global motorcycling community, and we could not ask for a better host than the Barber Vintage Festival. Seeing so many people, from so many different backgrounds, together, celebrating our passion for riding, is truly a special experience.”
The BMW Motorrad Days Americas will include the BMW Motorrad Fan Zone with new and vintage motorcycles, a kid zone, live music, a biergarten, and a great view of vintage racing on the Barber circuit. There will also be on- and off-road demo rides of the newest BMW models, like the R 1300 GS, F 900 GS, R 12, and CE 02.
“I couldn’t be more thrilled to announce the return of BMW Motorrad Days to the Barber Vintage Festival, said George Dennis, President of ZOOM Motorsports. “It’s a celebration of passion, performance, and the vibrant community that fuels our love for two-wheel adventures.”
Tickets for the Barber Vintage Festival will go on sale on May 21, and those who purchase event passes through BMW Motorad USA will access ticket discounts.
The 2024 MV Agusta Enduro Veloce brings the company’s high levels of performance and style to the adventure segment.
Following on the heels of the luxury LXP Orioli limited-edition ADV, the 2024 MV Agusta Enduro Veloce joins the Italian brand’s lineup to compete in the ever-growing adventure bike segment. It features off-road-ready specs, technological conveniences, and Italian styling.
The MV Agusta Enduro Veloce pays tribute to MV Agusta’s racing history, namely the 98 ridden by Vincenzo Nencioni to victory in the “Golfo di La Spezia” off-road regularity race in 1946 and another MV Agusta victory three years later by Carlo Ubbiali in the British Six Days race.
The motorcycle is powered by a 931cc inline-Triple with DOHC and a counter-rotating crankshaft. The engine, which is designed and built at MV Agusta’s factory in Italy, produces a claimed 124 hp and 10,000 rpm and 75.2 lb-ft of torque at 7,000 rpm. MV Agusta claims that riders can harness up to 85% of the maximum torque at 3,000 rpm. Max speed is a claimed 143 mph, and the bike features an exhaust system that sounds closer to a superbike than a typical adventure bike.
The MV Agusta Enduro Veloce’s perimeter frame has a closed double-cradle design with a double-sided aluminum swingarm. Fully adjustable Sachs suspension includes a 48mm inverted fork and a rear shock with progressive linkage. Wheel travel front and rear is 8.3 inches, and ground clearance is 9 inches.
The seat height is 34.3 inches and can be lowered to 33.5 inches. Brembo Stylema 4-piston calipers gripping dual 320mm discs provide braking up front, and in the rear is a Brembo 2-piston caliper paired with a 265mm disc. The bike rides on 21-inch front and 18-inch rear tubeless spoked wheels wrapped in Bridgestone Battlax AX41 tires.
The Enduro Veloce is equipped with quite a list of electronics for rider safety and convenience. The bike includes four ride modes (Urban, Touring, Off-Road, and Custom All-Terrain). Traction control comes with eight levels of intervention (five for road use, two for off-road use, and one for wet conditions), and it can be deactivated completely. It’s also possible to adapt the electronic response of the ECU based on whether the rider chooses to equip the standard Bridgestone Battlax A41 tires or swap them for the more off-road-oriented Bridgestone Battlax AX41 Adventurecross tires.
Engine braking provides two levels of intervention, and the bike is equipped with launch control, wheelie control, cruise control, and cornering ABS with two settings and rear wheel lift-up mitigation. Also included is the Electronically Assisted Shift quickshifter for up- and down-shifting. The bike comes with full LED lighting, keyless ignition, LED backlighting for the handlebar controls, and a 7-inch TFT display with Bluetooth and wi-fi connectivity.
As can be expected of MV Agusta, style and aesthetic are given due consideration on the Enduro Veloce. MV Agusta has created the Enduro Veloce’s design at the brand’s style center and has put the bike through extensive riding tests and software simulations. For example, the front fender was designed to ensure aerodynamic efficiency, and the lines of the front end were designed to direct airflow to the radiator for cooling.
MV Agusta offers a range of accessories for the Enduro Veloce, including aluminum side cases, protection bars, a reinforced aluminum skid plate, additional lights, a Termignoni titanium exhaust, and more.
The 2024 MV Agusta Enduro Veloce will be available in Ago Red and Ago Silver, but pricing has not yet been announced. Visit the MV Agusta website for more information.
In its first major revamp since its 2015 debut, Indian’s Scout cruiser platform is all-new from the ground up, and the 2025 lineup includes five models, including some with names that will be familiar to any fan of Indian history: Scout Bobber, Sport Scout, Scout Classic, Super Scout, and 101 Scout. Three trim levels will be available, as well as more than 100 dedicated accessories.
Headlining the new platform is the high-performance 101 Scout, seen here facing a 1920s 101 Scout.
At the heart of the Scout platform is a new engine called the SpeedPlus 1250. The V-Twin remains liquid-cooled but has been completely redesigned, punched out from 1,133cc to 1,250cc. Its bore goes up from 99m to 104mm, while its stroke remains at 73.6mm. Power goes up to 105 ponies and 82 lb-ft of torque, and the 101 Scout gets a bump to 111 hp.
The new Scouts feature an all-new 1,250cc V-Twin that pumps out as much as 111 hp. Also seen here is the new tubular-steel frame.
Also new is the Scout’s frame, switching from an aluminum design to a simpler steel-tube chassis intended to be easier to customize, similar to what Indian did with the Chief platform in 2021. It supplies a 61.5-inch wheelbase with a 29-degree rake and 4.8 inches of trail.
2025 Indian Sport Scout in Storm Blue
“Our top priority was to uphold the iconic namesake of Scout and ensure the new lineup is as timeless as all its predecessors,” said Ola Stenegard, director of product design for Indian Motorcycle. “For us, it was imperative to keep it clean, follow the iconic lines of Scout, and create a package that offered seamless customization. To achieve this, it all started with the steel-tube frame and all-new V-Twin engine.”
The Super Scout is a light-duty touring machine equipped with a detachable windshield and saddlebags.
Indian says the Scout’s 25.6-inch seat height is the lowest in class. There are also new features and technology offered on certain Scout models and trim packages. All models except for the 101 Scout use a single 298mm front disc brake with a 2-piston caliper, and ABS is standard.
2025 Indian Scout Bobber in Nara Bronze Metallic with the Limited +Tech trim
“As our top-selling platform, Scout has long been a staple in our lineup,” said Mike Dougherty, president of Indian Motorcycle. “We’re excited to take it to the next level and continue its evolution with a robust offering of models to meet the diverse needs of our global riding community.”
2025 Indian Scout Models
The Scout Bobber is the cheapest way to get into the Scout lineup, with prices starting at $12,999.
The least expensive version is the Scout Bobber, withprices starting at $12,999. It’s a low, stripped-down model with chopped fenders, blacked-out styling, bar-end mirrors, and slammed 2-inch rear suspension.
The Scout Classic has traditional styling with
chrome trim and wire-spoke wheels. All Scouts except the Bobber have 3 inches of rear-suspension travel.
The Scout Classic (starting at $13,999) lives up to its name with a traditional design that includes flared fenders, wire-spoke wheels, relaxed ergonomics, and flashes of chrome. Their “as shipped” weights are 522 lb and 536 lb, respectively. We’ll have to wait to find out what their curb weights are when their diminutive 3.4-gallon fuel tanks are full.
The Sport Scout is thematically similar to the former Scout Rogue. It’s pictured here with saddlebags that are part of a robust line of accessories from Indian.
Reprising a model name from the 1930s, the Sport Scout (starting at $13,499) has a similar aggressive style as the former Scout Rogue, with a quarter fairing, 6-inch moto-style bar risers with machined highlights and a moto-style handlebar, machined triple clamps, along with a sport-style seat and a 19-inch front wheel. It weighs 528 lb as shipped.
The Super Scout mirrors the theme of the Super Chief, equipped for the open road with a quick-release windshield, saddlebags, a passenger seat, and 3 inches of rear suspension travel. Like the Scout Classic, it has chrome finishes and wire-spoke wheels. It’s the heaviest Scout at 571 lb, and prices start at $16,499.
Resurrecting another legendary model name from Indian’s past, the 101 Scout packs more performance than any production Scout ever made. Its fully adjustable suspension consists of an inverted fork and piggyback rear shocks. Brakes are also high-end items, with a pair of 4-piston radial-mount Brembo front calipers pinching 320mm rotors. Like the Sport Scout, it has black moto-style risers and a moto-style handlebar, but the 101 Scout sets itself apart with a custom-stitched gunfighter-style solo seat and exclusive 101 Scout badging, paint, and graphics. Prices start at $16,999.
2025 Indian Scout Trim Packages and Accessory Collections
Three trim levels are available for certain models, starting with the Standard trim package, which includes ABS, new LED lighting, and an analog gauge with new fuel level and fuel economy readouts for the Scout Bobber, Scout Classic, and Sport Scout. Upgrading to the Limited trim level ($700) on those models adds selectable ride modes (Sport, Standard, and Tour), traction control, cruise control, and a USB charging port.
The Limited +Tech trim comes with a 4-inch TFT display with Ride Command capabilities.
The top-of-the-line Limited +Tech trim includes the Limited features and adds keyless ignition and Indian’s 4-inch round touchscreen display with Ride Command that offers turn-by-turn navigation, point-to-point route planning, weather and traffic overlay, configurable gauges, ride stats, and optional Ride Command+ connected services. The Limited +Tech trim level adds $1,700 to the base pricing for the Scout Bobber, Scout Classic, and Sport Scout, and it’s standard on the Super Scout and 101 Scout.
Along with the five models and three trim levels, Indian will offer more than 100 accessories to enhance versatility, style, and comfort (including 32 ergonomic combinations). There are also four new accessory collections.
2025 Indian Scout Classic in Ghost White 2-Tone Metallic with Overnighter accessory package
The Overnighter Collection is for travelers, and it includes the Solo Luggage Rack, All-Weather Vinyl Tail Bag, 20-inch Quick Release Touring Windshield, and Touring Saddlebags.
2025 Indian Scout Classic in Black Metallic with Commuter accessory collection
The Commuter Collection includes the Syndicate Seat, Pathfinder 5.75-inch Adaptive LED Headlight, Pinnacle Mirrors, RAM X-Grip Phone Mount, Mid Foot Controls, and Passenger Pegs.
2025 Indian Sport Scout in Black Smoke with Stealth accessory package
The Stealth Collection adds aggressive style and functionality with Sleek Smoked Turn Signals, Moto Handlebar with 10-inch risers, Radial RS Mirrors by Rizoma, Bobber Saddlebags, Blacked-Out Levers, and the Pathfinder LED Headlight.
2025 Indian Super Scout in Black Smoke with Open Roads accessories package
The Open Roads Collection includes Steel Front Highway Bars, LED Driving Lights, Syndicate Low Profile Passenger Backrest, Touring Backrest Pad, Rider and Passenger Floorboards, and Highway Pegs.
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