Category Archives: Motorcycle News

Beauty in Bluff Country: A Southern Minnesota Motorcycle Ride

Southern Minnesota Motorcycle Ride Chuck Cochran Church Hill Overlook
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.

Southern Minnesota Motorcycle Ride Chuck Cochran

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

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.

Related: Exploring the Far North: A Northern Minnesota Motorcycle Ride

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.

Southern Minnesota Motorcycle Ride Chuck Cochran
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.

Southern Minnesota Motorcycle Ride Chuck Cochran

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.

Southern Minnesota Motorcycle Ride Chuck Cochran Red Wing
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.

Southern Minnesota Motorcycle Ride Chuck Cochran
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.

See all of Rider‘s Minnesota motorcycle rides here.

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. 

Southern Minnesota Motorcycle Ride Chuck Cochran
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. 

See all of Rider‘s Midwest U.S. touring stories here.

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.

Southern Minnesota Motorcycle Ride Chuck Cochran Historic Bluff Country National Scenic Byway
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.

See all of Rider‘s touring stories here.

Southern Minnesota Motorcycle Ride Resources

The post Beauty in Bluff Country: A Southern Minnesota Motorcycle Ride appeared first on Rider Magazine.

Source: RiderMagazine.com

Southern Exposure: A Tennessee and Kentucky Motorcycle Ride

Kentucky Tennessee Motorcycle Ride Tim Kessel
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. 

Kentucky Tennessee Motorcycle Ride Tim Kessel

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.

Kentucky Tennessee Motorcycle Ride Tim Kessel
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. 

See all of Rider‘s Tennessee touring stories here

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.

Kentucky Tennessee Motorcycle Ride Tim Kessel
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.

Kentucky Tennessee Motorcycle Ride Tim Kessel 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. 

Kentucky Tennessee Motorcycle Ride Tim Kessel tobacco barn
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.

See all of Rider‘s Kentucky touring stories here

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.

Kentucky Tennessee Motorcycle Ride Tim Kessel
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. 

Kentucky Tennessee Motorcycle Ride Tim Kessel
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. 

Kentucky Tennessee Motorcycle Ride Tim Kessel Bowling Green
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.

See all of Rider‘s touring stories here

Tennessee Motorcycle Ride Resources

Kentucky Motorcycle Ride Resources

The post Southern Exposure: A Tennessee and Kentucky Motorcycle Ride appeared first on Rider Magazine.

Source: RiderMagazine.com

2024 Triumph Daytona 660 Review | First Ride

2024 Triumph Daytona 660 Review
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.

2024 Triumph Daytona 660 Review
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.

2024 Triumph Daytona 660 Review
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. 

2024 Triumph Daytona 660 Review
With the Daytona 660, Triumph offers an affordable, comfortable sportbike for everyday riders.

GEAR UP | Triumph Daytona 660

2024 Triumph Daytona 660 Review
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.

2024 Triumph Daytona 660 Review
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.

2024 Triumph Daytona 660 Review
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).

2024 Triumph Daytona 660 Review
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.

2024 Triumph Daytona 660 Review
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.

2024 Triumph Daytona 660 Review
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.

2024 Triumph Daytona 660 Review
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.

2024 Triumph Daytona 660 Review
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.

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

2024 Triumph Daytona 660 Review
2024 Triumph Daytona 660 in Carnival Red/Sapphire Black

2024 Triumph Daytona 660 Specs

  • Base Price: $9,195
  • Website: TriumphMotorcycles.com
  • Warranty: 2 yrs., unltd. miles
  • Engine Type: Liquid-cooled, transverse inline-Triple, DOHC w/ 4 valves per cyl.
  • Displacement: 660cc
  • Bore x Stroke: 74.0 x 51.1mm
  • Horsepower: 94 hp @ 11,250 rpm (factory claim)
  • Torque: 51 lb-ft @ 8,250 rpm (factory claim)
  • Transmission: 6-speed, cable-actuated slip/assist wet clutch
  • Final Drive: Chain
  • Wheelbase: 56.1 in.
  • Rake/Trail: 23.8 degrees/3.2 in.
  • Seat Height: 31.9 in.
  • Wet Weight: 443 lb (factory claim, 90% fuel)
  • Fuel Capacity: 3.7 gal.
  • Fuel Consumption: 57.6 mph (factory claim)

The post 2024 Triumph Daytona 660 Review | First Ride appeared first on Rider Magazine.

Source: RiderMagazine.com

2024 CFMOTO 450NK Review | First Ride

2024 CFMOTO 450NK Review
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.

2024 CFMOTO 450NK Review

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.

2024 CFMOTO 450NK Review

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.

2024 CFMOTO 450NK Review

GEAR UP

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.

2024 CFMOTO 450NK Review
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.

2024 CFMOTO 450NK Review
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.

2024 CFMOTO 450NK Review

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).

2024 CFMOTO 450NK Review

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.

2024 CFMOTO 450NK Review
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. 

2024 CFMOTO 450NK Review

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.

2024 CFMOTO 450NK Review
At just $5,399, the 2024 CFMOTO 450NK provides a lot of value in a playful package.

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

2024 CFMOTO 450NK Specifications

  • Base Price: $5,399
  • Website: CFMOTOusa.com
  • Warranty: 2 yrs., unltd. miles
  • Engine Type: Liquid-cooled, transverse parallel-Twin, DOHC w/ 4 valves per cyl. 
  • Displacement: 449cc  
  • Bore x Stroke: 72.0 x 55.2mm  
  • Horsepower: 50 hp @ 9,500 rpm (factory claim)  
  • Torque: 28.8 lb-ft @ 7,600 rpm (factory claim)  
  • Transmission: 6-speed, cable-actuated slip/assist wet clutch   
  • Final Drive: Chain  
  • Wheelbase: 53.9 in.
  • Rake/Trail: 24.5 degrees/3.7 in.
  • Seat Height: 31.3 in. 
  • Wet Weight: 364 lb (factory claim)  
  • Fuel Capacity: 3.7 gal.  
  • Fuel Consumption: 42.4 mpg 
  • Estimated Range: 157 miles

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May 2024

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.

Additional stories in the May issue of Rider:

  • 2023 Honda Rebel 1100T DCT | Riden & Rated
  • 2024 Harley-Davidson Road Glide and Street Glide | First Ride
  • 2024 CFMOTO 450NK | First Ride
  • Minnesota Travel Guide
  • Southern Exposure | On the Road
  • Beauty in Bluff Country | On the Road6
  • From Aerostich to Skyline Parkway | Favorite Ride
  • Rider-Sponsored Fuel Economy Streamliner | Rider Rewind
  • And more!

The post May 2024 appeared first on Rider Magazine.

Source: RiderMagazine.com

Colorado Legalizes Lane Filtering

Lane Splitting Lane Filterning
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.

Read “Split Decision: Are Lane Splitting and Lane Filtering Safe?” here

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.

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MV Agusta International Women’s Day Event

MV Agusta International Women's Day Event

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. 

MV Agusta International Women's Day Event

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. 

MV Agusta International Women's Day Event

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 International Women's Day Event
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. 

MV Agusta International Women's Day Event

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. 

MV Agusta International Women's Day Event

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. 

MV Agusta International Women's Day Event

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. 

Related: MV Agusta Dragster RR SCS America | First Ride Review 

MV Agusta International Women's Day Event
MV Agusta Dragster RR SCS America

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 International Women's Day Event
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 International Women's Day Event
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 International Women's Day Event
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. 

MV Agusta International Women's Day Event

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. 

MV Agusta International Women's Day Event

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! 

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Aerostich Messenger Bag Review | Gear

Aerostich Messenger Bag
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.

Aerostich Messenger Motorcycle Bag

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.

Related: Aerostich: The Great American Motorcycle Suit

Aerostich Messenger Bag
Photo by the author

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.

Related: Aerostich Windstopper Jersey | Gear Review

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.

Aerostich Messenger Motorcycle Bag

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.

See all of Rider‘s luggage reviews here.

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.

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2024 Kawasaki Z500 SE Review | First Ride

2024 Kawasaki Z500 SE action
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. 

Related: 2024 Kawasaki Eliminator Review | First Ride

2024 Kawasaki Z500 SE action
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. 

2024 Kawasaki Z500 SE action
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. 

2024 Kawasaki Z500 SE seat
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. 

2024 Kawasaki Z500 SE Engine
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. 

2024 Kawasaki Z500 SE action
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. 

2024 Kawasaki Z500 SE action
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. 

2024 Kawasaki Z500 SE action
Commuting duties are easy on the Z500. The bike’s low weight, nimble handling, and light clutch feel make getting around town a breeze.

GEAR UP 

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. 

2024 Kawasaki Z500 SE Wheels/Brakes
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.  

2024 Kawasaki Z500 SE action
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
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. 

2024 Kawasaki Z500 SE action
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. 

2024 Kawasaki Z500 and Z500 SE
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. 

2024 Kawasaki Z500 instruments display
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. 

2024 Kawasaki Z500 SE instruments display
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. 

2024 Kawasaki Z500 SE
2024 Kawasaki Z500 SE

2024 Kawasaki Z500 (SE) Specifications 

  • Base Price: $5,599 ($6,299) 
  • Warranty: 1 yr. 
  • Website: Kawasaki.com 
  • Engine Type: Liquid-cooled parallel-Twin, DOCH w/ 4 valves per cyl. 
  • Displacement: 451cc 
  • Bore x Stroke: 70.0 x 58.6mm 
  • Horsepower: 51.0 hp @ 10,000 rpm (factory claim) 
  • Torque: 31.7 lb-ft @ 7,500 rpm (factory claim) 
  • Transmission: 6-speed, cable-actuated slip/assist wet clutch 
  • Final Drive: Chain 
  • Wheelbase: 54.1 in. 
  • Rake/Trail: 24.5 degrees/3.6 in. 
  • Seat Height: 30.9 in. 
  • Wet Weight: 366 lb (370 lb) 
  • Fuel Capacity: 3.7 gal. 

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2023 Honda Rebel 1100T DCT Review | Ridden & Rated

2023 Honda Rebel 1100T DCT action
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.

Related: A Girl and Her Honda Rebel

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

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

2023 Honda Rebel 1100T DCT action
The Rebel’s low seat height was a welcome feature for
this short rider. Taller riders might feel cramped with the high-mounted footpegs.

GEAR UP 

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. 

2023 Honda Rebel 1100T DCT Foothills Parkway
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. 

2023 Honda Rebel 1100T DCT right hand controls
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. 

2023 Honda Rebel 1100T DCT instrumentation
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. 

2023 Honda Rebel 1100T DCT Tail of the Dragon
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). 

2023 Honda Rebel 1100T DCT Tail of the Dragon
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. 

2023 Honda Rebel 1100T DCT Foothills Parkway
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. 

2023 Honda Rebel 1100T DCT action
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. 

2023 Honda Rebel 1100T DCT
2023 Honda Rebel 1100T DCT

2023 Honda Rebel 1100T DCT Specifications

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

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Source: RiderMagazine.com