Episode 73 of the Rider Magazine Insider Podcast is sponsored by Fire Power. Our guest is Austin Rothbard, Founder and CEO of Twisted Road, a peer-to-peer motorcycle rental platform. We learn how the rental process works, from both the owner and renter perspectives. Peer-to-peer rentals are a great way to try out new motorcycles or fly into an area for a motorcycle tour.
Experience China’s culture and landscape on Edelweiss Bike Travel’s new Fascination Yunnan tour.
Edelweiss Bike Travel has released its full travel program of motorcycle tours for 2025-26, including new tours in China, Mongolia, Spain, and several European regions. Also included in the announcement is an early bird discount for those who register for a tour before Oct. 31 and a catalog on e-bike tours.
The Andalusia tour includes plenty of thrilling, curvy roads.
The new Fascination Yunnan – Ride the Dragon tour takes riders on a deep dive into China’s culture and landscape. The Andalusia tour explores sunny southern Spain through mountains and along the Mediterranean coast. The Adventure Mongolia tour travels through untouched and vast landscapes.
Create lifelong memories on the Adventure Mongolia tour.
Also included in this catalog are four new Destination Yamaha tours, including Gorges and Mountains in Spain; Italian & French Maritime Alps in Italy and France; High Alps & Dolomites through Austria, Italy, and Switzerland; and Provence in southern France.
The Fascination Yunnan tour travels through China.
The program also includes a Mystery Tour for 2026. This tour’s destination is somewhere in Europe, but riders who register won’t know the destination until it’s time for the tour.
Enjoy southern Spain’s mountains on the Andalusia tour.
The early bird discount of $250 is available for guided European tours booked by Oct. 31, 2024. Those interested can use the booking code EBB2025 to access the discount. The early bird discount is also available for Edelweiss e-bike tours using the code EB2025.
The Adventure Mongolia tour includes vast landscapes.
You can request a free print copy or download a digital copy of the 2025/26 Edelweiss Bike Travel catalog through the Edelweiss website. The e-bike catalog is also available in print or digital options.
Check out Rider’s reviews of other Edelweiss Bike Travel tours:
For most of my motorcycling career, I wore good ol’ cotton underwear and T-shirts on every ride. That is, until I met Mario Winkleman, proprietor of LD Comfort, at the BMW-MOA’s 2016 national rally in Hamburg, New York.
Winkleman explained to me that all these years, I had been suffering needlessly in the heat because of the cotton, and that his base layers would change my entire riding experience. To say I was skeptical would be a gross understatement, but some Iron Butt friends assured me that, indeed, “I didn’t know what I didn’t know.”
LD Comfort’s synthetic base layers are constructed of a proprietary four-way stretch anti-microbial fabric, which is comprised of 63% nylon, 23% polyester, and 12% lycra. This fabric combo draws sweat up and away from the rider’s skin and hugs the body’s contours for added support. But the main benefit of these garments is the cooling feature.
Although it sounds counterintuitive at first, they’re most effective when doused in water and worn underneath a non-mesh jacket with the vents closed. To use them properly, the rider puts on the base layers under the jacket and pours water down the sleeves and into the neck area. Letting a minimal amount of air in with only the sleeve venting allows the water to slowly evaporate, cooling the air surrounding the rider. The company claims up to a 30-degree differential between the air temperature outside and inside the rider’s jacket.
Dubious? Winkleman analogized this operation to a car running air conditioning on a hot summer day. Opening the car’s windows only allows all the cooled air to escape. The same happens here when using a free-flowing mesh jacket or opening all of the vents on a non-mesh jacket. Heavy airflow only ensures that the water will evaporate too quickly, leaving the rider hot again in short order. As insane as it sounds to wear a heavier jacket with vents closed on a 100-degree day, it works! I have been a strong believer in LD Comfort since that initial test in 2016.
Now, the company is introducing a Lite version of their traditional top base layers. The idea behind the Lite line is to offer a slightly lighter garment which is useful in a narrower operating temperature range. The lighter fabric doesn’t hold as much water for the hottest weather, and isn’t as thick for cold weather riding – but as its name implies, it’s thinner and slightly more comfortable to wear long distances.
I’ve been testing out the Lite Long Sleeve Mock Turtleneck this summer, and whereas the standard garments are good for any temperature a sane rider would venture out in, the Lite is ideal between 65-90 degrees. Below 65 degrees, the added thickness of the standard line serves as insulation, keeping the rider warmer. Above 90 degrees, the standard line holds a higher quantity of water, allowing the garment to keep the rider cooler for a longer period of time.
Either way, to ride wearing LD Comfort motorcycle base layers is to understand why they’re such a popular commodity with the Iron Butt crowd. This top has an MSRP of $74 and is American-made.
Early morning clouds hug Pine Mountain Ridge, which provides a scenic backdrop along the best part of SR-33. (Photos by the author.)
The charming and eclectic coastal city of Ventura is the launch and landing pad for this diverse 340-mile loop that crosses parts of four California counties along the Central Coast. For this California motorcycle ride, Get an early start with a breakfast burrito at one of the auténtico taquerias on Ventura Avenue, then check out the scenic views of the city, curving shoreline, and distant Channel Islands from Grant Park high above. From here we head north on State Route 33 (Ojai Freeway) toward some of the finest mountain, canyon, rural, and coastal riding in the state.
A little waterfall spills from the cliff onto this gentle curve on State Route 33 in Wheeler Gorge. It’s just north of two tunnels in the background that were blasted through the solid rock in 1931.
The 2024 Honda XL750 Transalp I chose for this ride has ample suspension travel, and its dirt-worthy 21-inch front and 18-inch rear spoked, tube-type wheels were shod with aggressive (and noisy) Metzeler Karoo Street tires. Out of the box, the Transalp can tackle many levels of dirt, but California had just experienced yet another atmospheric river of rain, so I kept the tires on the tarmac during this trip.
Ventura County | California Motorcycle Ride
In Ojai, a left turn onto Maricopa Highway keeps you on SR-33 past the last gas station (and bathroom, burrito lovers!) for 50 miles, and quite soon it traces the curves of the Ventura River and north fork of Matilija Creek past gated ranches and orchards. After crossing over the creek at the rock quarry, the road climbs and tightens up, and within a few minutes I was flinging the Transalp around some of California’s best curves.
Though nicknamed the “Half-rica” Twin, the Transalp offers more than 75% of the power and torque of its big brother, a weight savings of more than 50 lb, and a lower center of gravity. With a light load and solo rider, it’s surprisingly quick and rips smoothly through its 6-speed transmission with an up/down quickshifter. There’s enough power on tap to make quick work of hills and passes, with a deep velvety noise from the exhaust and just enough pulse feel from the 755cc parallel-Twin’s counterbalanced 270-degree crankshaft.
Four preset ride modes plus a customizable User mode deliver full power at varying rates and alter engine braking, traction control, and ABS accordingly. My 2018 CRF1000L Africa Twin labors at times riding two-up with a full load, so I wouldn’t choose the smaller Transalp for that, but a solo rider will rarely wish for more power.
From Ojai, SR-33 ascends the sunny side of Pine Mountain to its 5,160-foot summit pass, rounding dozens of exciting bends, threading passes and canyons, and skirting towering peaks on either side before winding down the mountain’s piney backside into Cuyama Valley.
SR-33 cuts through part of Pine Mountain in the foreground before twisting down to the rugged Cuyama Badlands.
On this day, the summit was enveloped in fog and mist, and slowing the pace for the wet road, I appreciated the Honda’s comfort, with an upright seating position and a plush saddle. Legroom is plentiful, vibration from the engine is almost nil, and the fairing and windscreen keep most of the cold blast off your lower body and chest. Optional heated grips get quite hot and greatly enhance the Transalp’s adventure-touring competency.
Although we’re still at 2,900 feet, once down in the wide Cuyama Valley, SR-33 straightens as if pulled taut, passing bucolic farms, horse ranches, and the community of Ventucopa. In the summer, the mountain behind us and the Pacific coast ahead can be the only respites from scorching heat on most of this ride. On this chilly winter day, though, I was happy to be in the lower, warmer valley.
Santa Barbara and San Luis Obispo Counties, Stage 1 | California Motorcycle Ride
Just before reaching State Route 166, SR-33 nips off the extreme northeast and southeast corners of Santa Barbara and San Luis Obispo counties, which are so large that we’re nowhere near their namesake cities on the coast. A reliable pitstop on this stretch is the Santa Barbara Pistachio Company, which has bathrooms, snacks, and gas. The company’s organic pistachios that it grows, roasts, and sells here on its 420-acre farm are delicious, so I always bring home a couple of bags.
Santa Barbara Pistachio Company, on SR-33 in Ventucopa, has gas, bathrooms, and delicious roasted nuts.
At the T-intersection with SR-166, you can significantly shorten the loop and still enjoy a great ride by turning left toward the town of Cuyama, and New Cuyama five miles farther on, which has gas, a market, and the Burger Barn and Cuyama Buckhorn restaurants, popular landmarks in this historic town.
This former filling station and its sunbaked relics are just west of Cuyama on State Route 166.
When oil was discovered in this valley of homesteads and ranches in the late 1940s, Richfield Oil built the town of New Cuyama to house its workforce. When the oil boom played out, the ranches and farms returned, blanketing the river valley floor with gold and green where Chumash Indians once harvested “Kuyam,” or freshwater clams.
After New Cuyama, SR-166 west is a beautiful but well-patrolled and mostly straight shot to Highway 101 at Santa Maria, cutting off the entire top half of the full route and shortening the ride to 215 miles. Pick up the latter part of the full loop by turning left on Tepusquet Road.
History buffs will appreciate passing near two oilfields (Elk Hills and Buena Vista) south of Taft on SR-33 that were involved in the 1922 Teapot Dome Scandal.
Kern County | California Motorcycle Ride
Continuing east on SR-33/166 to complete the full loop, the road winds down more than 2,000 feet into Kern County and the hardscrabble town of Maricopa. This is the Tulare Basin of California’s vast Central Valley, aka the “toolies.” Between Maricopa and McKittrick where we catch State Route 58, there isn’t much to excite the eyeballs except sandy hills and oilwells.
Mostly unpaved Soda Lake Road provides a more scenic alternative to the oilfields on SR-33 around Taft by cutting through the Carrizo Plain National Monument.
If it hasn’t rained lately and you like unpaved roads, consider turning left onto Soda Lake Road, which crosses the Carrizo Plain National Monument into California Valley, a remnant of the Central Valley 300 years ago when it was mostly grassland and deer and antelope roamed among the wildflowers. Visibly traversed by the San Andreas Fault and rimmed by low mountains, the plain after a wet winter can be carpeted with a super bloom, which looks like a scene from the Wizard of Oz. Soda Lake Road beats the heck out of SR-33’s oilfields when it’s dry but is best avoided when wet and muddy.
San Luis Obispo County, Stage 2 | California Motorcycle Ride
Soda Lake Road eventually rejoins our paved loop at SR-58, though you shouldn’t miss the section of 58 to the east that you bypassed by taking Soda Lake Road. From the left turn at McKittrick from SR-33, SR-58’s first 18 miles serve up a variety of fast straights and tight turns that rise and fall on a whim – after riding it regularly for 40 years, I still haven’t memorized them all.
A highlight of this loop is State Route 58 between McKittrick and Wilson Corner, 54 rural rollercoaster miles of fast, slow, hairpin, and decreasing-radius corners, with a long, deserted straight section in the middle flanked by solar farms.
By this point I had dismissed any concerns about the Transalp’s dirt-skinny 21-inch front hoop slowing its handling. Thanks to its wide handlebar, low center of gravity, and ample cornering clearance, the bike leans, turns, and transitions quickly and predictably. If there’s a weak spot, it’s the suspension, which is only adjustable for spring preload in back. Though fluid, comfortable, and well-damped enough for lighter riders or a moderate pace, the bike is too softly sprung and underdamped for aggressive on-road and rougher off-road riding.
When the twisties end on SR-58 west, the view stretches to the mountains on the far side of California Valley, and the straight road reaches to the horizon. For miles it’s only interrupted by the occasional 90-degree bend around a ranch boundary and several steep hillcrests, one or two of which will loft your front wheel (or both!) if you’re really moving. Don’t say I didn’t warn you….
Be sure to fill up in Taft (if coming from the east) or Santa Margarita (west), because there’s nothing but ranches for 70 miles.
After its sweeping grasslands and enormous solar panel fields, SR-58 transitions into forested hills and the curves return. Detour north on La Panza Road to Creston for one of the highlights of this route: State Route 229/Webster Road, justifiably nicknamed Rossi’s Driveway after the MotoGP champion. Jumping very briefly on State Route 41 west from La Panza, make an immediate left into Creston on SR-229. Both the Longbranch Saloon and the Loading Chute have great food, but there’s no gas in town.
SR-229, a playfully undulating, narrow byway just off SR-58, is known as Rossi’s Driveway.
Heading south from Creston, soon the centerline disappears, and the road begins to undulate madly between the white lines on either side like a very long driveway designed purely for two-wheel entertainment. A bonus is the beautiful canopy of trees and green hills that surround the road. Reaching SR-58 again after just six miles, I often ride Rossi’s Driveway several times before heading home.
After playtime on SR-229, turn west on SR-58 toward Santa Margarita, which offers food and gas, and then jump on U.S. Route 101 south.
Santa Barbara County, Stage 2 | California Motorcycle Ride
Take the exit for SR-166 east. After the big Cuyama River Bridge, turn right onto Tepusquet Road, which twists its way up and over a pass and winds through lovely countryside in dappled sunlight. Stay left at the fork and then cross the Tepusquet Creek bridge. Turn left on Foxen Canyon Road, the unofficial wine route of Santa Barbara County, and enjoy a curvy ride through vineyards, majestic oaks, and endlessly green fields. Foxen eventually reaches State Route 154, which heading south passes Cachuma Lake on the way to Santa Barbara. Then it’s down U.S. 101 with spectacular views of the coast at sunset, and then finally Ventura once again. Taco time!
Chasing the sunset on Tepusquet Road in Santa Barbara County.
Four County Rewind | California Motorcycle Ride
There is an argument to be made for running this loop in reverse, but I would rather be on the coast at sunset than on Pine Mountain and SR-33 in the dark. Whichever direction or detour you choose, there really aren’t any bad roads on this route…just don’t count on having a cell signal. Bring a flat kit, keep your tank full, and watch out for wildlife.
One last stop at a vista point on State Route 154, with its stunning view of the San Rafael Mountains north of Santa Barbara, before closing the loop.
Most of the ride is through remote areas for which the Honda XL750 Transalp was bred (and during the 1,004 miles I lived with the bike, it averaged 53 mpg, good for 238 miles from its 4.5-gallon tank). Beef up that rear shock if needed, and maybe add the optional heated grips, centerstand, handguards, and skid plate. Then enjoy the Four County Loop!
Mark Tuttle was the Editor-in-Chief of Rider for several decades before stepping down in 2020 to spend more time with family, riding motorcycles, camping, fishing, and looking for his reading glasses. He has road tested hundreds of motorcycles and ridden in 28 countries (so far) and every U.S. state except Nebraska, but only because he lost the directions.
The 2025 Can-Am Pulse roadster (above) and Origin dual-sport represent Can-Am’s return to two wheels after a decades-long hiatus, this time powered by electrons. (Photos by Align Media)
There was something both eerie and mesmerizing about riding the 2025 Can-Am Pulse and Origin electric motorcycles at their launch in Austin, Texas. The Pulse roadster and Origin dual-sport are eerily silent thanks to their electric drivetrains and enclosed chains attached to single-sided swingarms, eliminating any residual noise you’d expect from a traditional motorcycle.
As a result, you’re hyper-aware of the sensation of speed, the sounds of road surfaces beneath you, and the rushing wind. You also notice other annoying noises like squeaky brake pads, suspension components, and even jacket zippers.
The Can-Am Pulse roadster (left) and Origin dual-sport (right) are both powered by 11-kW Rotax E-Power motor with an 8.9-kWh battery.
Electric motorcycles are here to stay, and although more technology is needed to match the auto sector from brands like Tesla and Rivian, Can-Am has made significant strides without compromising aesthetics or road-going feel. Going electric is a bold move for Can-Am, which last produced motorcycles in 1987. Known for its off-road prowess, Can-Am’s 125 and 250cc dirtbikes won races like the International Six Days Enduro and swept the AMA 250 Motocross National Championship in 1974.
Once known for championship-winning motocross bikes, the Can-Am Origin dual-sport is the brand’s modern-day off-road bike.
Rather than returning with a motocross bike, Can-Am is looking ahead, aiming to establish a new baseline in the electric motorcycle market dominated by brands like Zero, Energica, and LiveWire. First unveiled with minimal details in 2022, the Pulse and Origin now join Can-Am’s on-road lineup alongside the Spyder and Ryker three-wheelers.
The Can-Am Pulse and Origin both use the same 11-kW Rotax E-Power motor with an 8.9-kWh battery, producing a claimed 47 hp and 53 lb-ft of torque. While these figures may seem modest, the bikes’ instantaneous power delivery makes them comparable to a midweight 700cc ICE bike, though the top speed is electronically limited to 80 mph to preserve battery life. The Pulse accelerates from 0-60 mph in 3.8 seconds, the Origin in 4.3 seconds. Twist the throttle, and there’s no delay – just a seamless surge forward.
The Can-Am Pulse and Origin use the same battery pack, motor, and drivetrain. The battery pack is shown in yellow and serves as the main structural member of the chassis. The enclosed drive chain is part of the single-sided swingarm.
After more than five years of development, engineers built a 8.9-kWh lithium-ion battery pack. A larger battery would compromise handling, aesthetics, and the impressively low weights of 399 lb for the Pulse and 413 lb for the Origin. The battery also serves as a structural part of the frame, contributing to weight savings and a design inspired by Canadian night owls.
A liquid-cooling system manages heat for the battery, inverter, onboard charger, and motor, helping to extend battery life and optimize both range and charging times compared to air-cooled systems. Even after hours of riding in intense Austin heat, these new platforms remained cool.
The 11-kW motor is attached to the single-sided swingarm, and it sits just ahead of the rear wheel. Note the radiator for the liquid cooling system.
The regenerative braking system on the Can-Am Pulse and Origin offers two modes: Passive and Active. Passive regenerative braking operates automatically whenever you release the throttle or apply the brakes, seamlessly funneling energy back to the battery through the ECU without requiring rider input. This mode offers mild energy recovery and mimics the natural engine braking of a traditional gas-powered motorcycle, providing smooth and predictable deceleration – ideal for everyday city or highway riding.
Few motorcycle features are as sexy as a single-sided swingarm that cleanly showcases the rear wheel. ABS and dual-mode regenerative braking are standard on the Pulse and Origin.
For riders seeking more control over energy recovery or braking, Active regen steps in. You can fine-tune the regenerative settings – Off, Min, or Max – to tailor the bike’s performance to specific riding conditions. Initially, I thought I’d dislike this feature and often kept it off, but outside of dirt riding, I found myself preferring it set to Max. Active regen delivers up to four times more energy back to the battery compared to Passive mode and is engaged by twisting the throttle in reverse, much like rolling on engine braking. This setting applies a stronger braking force, making it invaluable when riding aggressively, navigating steep descents, or slowing down quickly.
We tested the Can-Am Pulse and Origin in and around Austin, Texas. Both of the slender, lightweight bikes would make great commuters.
Can-Am claims the Origin has a range up to 90 miles in the city and 71 miles in mixed riding, while the Pulse offers a city range of around 100 miles and 80 in mixed conditions. I rode each bike for about 45 miles. The above claims are accurate if you’re not pushing the bike hard or running at sustained high speeds – longer highway rides drain batteries fast. Even using the Pulse’s maximum regen settings, I had about 7 miles remaining after 45 miles.
The Pulse and Origin support Level 1 (110-volt) and Level 2 (220-volt) charging but not Level 3 DC fast charging.
The bikes come with 6.6-kW chargers that support Level 1 and Level 2 charging, lacking the faster Level 3 DC charging available on bikes like the LiveWire One. With Level 2 charging, the estimated time to charge from 20-80% is about 50 minutes, and 0-100% is about 1.5 hours. For Level 1 charging, 20-80% takes 3 hours and 10 minutes, and 0-100% takes 5 hours and 15 minutes.
One standout feature is the enclosed chain case, which keeps the chain quiet and protected with an oil bath and an automatic tensioning system. This design reduces noise and requires minimal maintenance – you change the oil in the chain case after 5,000 miles and then every 10,000 miles afterward. The enclosed chain is protected from debris and is expected to last more than 100,000 miles.
The enclosed chain case is part of the single-sided swingarm.
Although these bikes are light, Can-Am provides a reverse function. You simultaneously hold the starter button with the regen engaged until an “R” shows on the display. Then, you use the reverse throttle function to back up. This was useful while riding dirt tracks on the Origin but likely won’t be used much on the street.
Both bikes come with four riding modes: Normal, Eco, Rain, and Sport+. The Origin adds two additional modes: Off-Road and Off-Road+. I experimented with all modes, and Sport+ is ideal on the street. When venturing off-road on the Origin, Off-Road and Off-Road+ are the way to go.
Both bikes have an enormous 10.25-inch TFT display with rich, detailed graphics.
Both feature a 10.25-inch touchscreen interface with Apple CarPlay and support for over-the-air software updates. Through the Can-Am app, riders can check essential data like battery levels, remaining range, vehicle location, and estimated charging time – keeping them fully in control and connected. Android compatibility is in the works.
Both bikes come with KYB and Sachs suspension components and brakes by J.Juan, featuring a 320mm disc and a 2-piston floating caliper up front and a 240mm disc and a 1-piston floating caliper in the rear. ABS and traction control are standard. In terms of build quality, both bikes feel premium. There’s texture built into everything, from the seat that looks like a hard plastic unit to the actual paint.
Both bikes have single-disc brakes front and rear and use J.Juan components.
Can-Am Pulse: Smart City Bike
The Pulse is one of the best urban commuters available – especially for those working and residing in larger cities like Austin, Los Angeles, and New York City. I logged around 45 miles through congested traffic, wide-open highways, and tight city streets, seeing ambient temperatures as high as 109 degrees F on the display. If this were a gas-powered bike, things would have been much stickier. This commuter runs super cool, making those stop-and-go situations downtown more comfortable.
The Can-Am Pulse has a comfortable riding position that’s similar to a middleweight naked bike.
At first glance, the Pulse looks small, but don’t be fooled – its proportions are well-suited for taller riders. As someone close to 6 feet, the rider triangle (seat, pegs, and handlebars) felt perfect for me. The low 30.9-inch seat height kept my posture upright and relaxed, and the lightweight build made it easy to thread through traffic. The riding position is on par with many naked sportbikes.
The Can-Am Pulse has a sleek, modern design, and it weighs just 390 lb.
The most noticeable distinction between the road-focused Pulse and the dual-sport Origin lies in the wheels, tires, and suspension. The Pulse is equipped with 17-inch cast wheels wrapped in street-proven Dunlop Sportmax GPR-300 rubber. The suspension setup features a 41mm KYB fork that’s non-adjustable up front paired with a preload-adjustable Sachs shock at the rear, both offering 5.5 inches of travel. With that travel and a ground clearance of 5.7 inches, the Pulse handled Austin’s imperfect streets effortlessly without sacrificing comfort.
While the Pulse might look like a small commuter, its 47-hp motor offers more than enough punch to get you up to highway speeds. Out of the four modes available, I spent nearly all my time in Sport+. The difference among the modes is throttle response; power remains the same, as does battery usage.
The Can-Am Pulse’s top speed is limited to 80 mph to preserve battery life.
When battery levels drop below 10%, the bike will gradually restrict power until you’re basically in Eco mode, which feels like there is no throttle response – almost as if you could go faster doing the Fred Flintstone. Not too safe, but at least you have enough warning to get off major highways and reach a charging station. Braking is powerful, with just a one-finger pull needed on the front lever or a tap of the foot (especially when using max regen), and the nonswitchable ABS never allowed the wheels to lock during emergency braking tests.
A hundred miles is plenty for daily commuting, but for longer rides that deplete the charge during extended high-speed sections, planning your charging stops is necessary.
Can-Am Origin: The Smartest Dual-Sport
With 10 inches of suspension travel and 10.2 inches of ground clearance, the Can-Am Origin is ready to explore.
After my 45-mile urban run on the Pulse, I switched over to the Can-Am Origin and headed to a private 400-acre off-road ranch just outside Austin. The Origin showed how great EV bikes can be off-road. It’s what I’ve dubbed the “smartest dual-sport” bike, offering a blend of advanced electric technology and rugged off-road performance.
Like on the Pulse, I used Sport+ on road sections with regen at Max, providing instant throttle response and quick regen braking. While riding off-road, Off-Road+ mode was best, automatically adjusting settings for optimal performance. The Rotax E-Power motor delivered the same 47 hp but is tuned for off-road conditions. Combined with the bike’s 10 inches of front and rear suspension travel, the Origin handled off-road tracks of both loose and packed sand without issue. It’s no motocross bike, but it felt as easy to ride as a Suzuki DR-Z400 or similar dual-sport.
One of the great features of an electric bike is immediate power delivery.
While I didn’t max out the Origin’s range off-road, I estimate it would comfortably handle about 60 miles in mixed conditions. Like the Pulse, the Origin’s range is its only real limitation. The suspension, build quality, and overall performance exceed expectations, but for long days on the trails, you’ll need to plan for recharging time.
The 34.5-inch seat height might intimidate shorter riders, but once you’re moving, the bike’s lightness and balance make it easy to control. The 10.2 inches of ground clearance ensured nothing scraped, even on rugged trails, and the 43mm KYB front fork handled jumps and uneven terrain without any feeling of losing control. And of course, the 21/18-inch wheel setup helped. And wisely, Can-Am chose tube-type tires for the Origin: Dunlop D605 rubber.
One runs on oats, the other on electrons.
One of my favorite aspects of the Origin is its innovative design that significantly reduces squat due to the engine being integrated into the rear swingarm. Squat refers to the rear suspension compressing under acceleration, which can improve traction but may negatively affect handling. By housing the motor within the swingarm, the Origin maintains constant chain tension, eliminating the chain slack that typically contributes to squat in conventional motorcycles.
The Can-Am Origin is tall, narrow, and agile, and with a single-speed transmission there’s no need to shift gears.
This design simplifies drivetrain dynamics and ensures more efficient power transfer, resulting in up to 95% less squat. The bike remains stable during acceleration because the rear suspension doesn’t compress excessively, enhancing handling and control, especially on mixed terrain. This innovative approach addresses a key challenge in motorcycle dynamics, and I’m sure we’ll see more designs like this in the future.
The left switchpod has numerous backlit buttons for adjusting settings.
Range is the Only Drawback | Can-Am Pulse and Origin
If Can-Am can crack the range issue, these bikes would be unstoppable. Everything else – build quality, performance, design, and tech – is simply outstanding, especially my two favorite elements, the active regen and anti-squatting due to the motor being placed in the swingarm.
For now, the 71- to 100-mile range may limit their appeal to certain riders. But for those looking to get ahead of the curve in the electric motorcycle world – especially city dwellers who may want some limited off-road action – the 2025 Can-Am Pulse and Origin are setting a new standard.
Chris Gordon’s V8 skateboard was built using scrap parts from Gordon’s shop and appears to be powered by a V8 engine. (Photos by Chris Gordon.)
Chris Gordon is a New Zealand motorcycle enthusiast and electrical engineer who’s built several unique machines under the CGR (Chris Gordon Racing) banner. Interestingly, he doesn’t ride motorcycles himself; he builds them purely for the technical challenge. On a recent visit to his garage, something caught my eye: a skateboard with a V8 engine!
Chris’s inspiration traces back to the Kustom Kulture trend of 1960s America. Back in Christchurch, New Zealand, he collected cards and stickers from the Odd Rods Monster in Cars series by B.K. Taylor, influenced by custom car legend Ed “Big Daddy” Roth. These early influences planted the seed for his creative endeavors, blending technical skill with artistic vision. Chris decided to bring his childhood memories to life using leftover parts from his motorcycle projects.
Chris Gordon’s home-built CGR500 V8 Racer
For the V8 engine casing, he used parts from a 500cc V8 racing engine, including Kawasaki ZXR250 components. However, these are just outer shells housing two electric motors. The motors and components are cleverly hidden to maintain the illusion of a supercharged V8 engine.
The skateboard’s design process involved meticulous planning and improvisation. Chris’s garage is a treasure trove of parts and components from past projects, providing a rich resource for his builds. The V8 skateboard is no exception, showcasing his ability to repurpose and innovate.
The first motor, sourced from a discarded 24-volt drill, powers the supercharger. This setup includes a 60-tooth pulley and toothed belt, simulating the crankshaft drive of a real supercharged engine. The supercharger case, made from plywood and fiberglass, houses the controllers for the electric motors, maintaining the illusion of a functional V8 engine. Chris’s attention to detail extends to the paint and texture, replicating the look of metal castings.
The second motor is from an 18-volt chainsaw and drives the skateboard. Mounted vertically inside the engine cases, this motor connects to a custom gearbox and sprocket system. The gearbox output shaft is coupled to a ZXR250 gearbox shaft, joined by a bearing guide. This ingenious setup ensures a seamless connection, allowing the motor to drive the skateboard efficiently.
The rear axle assembly features a ZXR250 sprocket and HD520 motorcycle chain, providing robust power transmission. The 13×6.5-inch tires, mounted on racing kart alloy rims, offer excellent traction and stability. To facilitate steering, Chris incorporated one-way bearings in the wheel hubs, allowing for differential speed between the wheels. This innovative solution ensures smooth and responsive handling, even at high speeds.
The skateboard’s deck, made from 4mm aluminum alloy, serves as the structural foundation and houses the power supply. Four 12-volt sealed lead-acid batteries are mounted under the deck, secured by support pins and a cover plate. The front section of the deck is folded into a semicircle, reminiscent of mid-1960s skateboard designs. This nod to retro aesthetics adds to the overall charm of the build.
The front steering system utilizes a 12-inch cast-aluminum skateboard truck with longboard wheels. This setup provides precise control and stability, essential for navigating various terrains. The rear steering system, custom-made by Chris, complements the front setup and ensures balanced handling. The underslung design of the rear truck keeps the overall height of the motor and deck to a minimum, maintaining the sleek profile of the Odd Rod-inspired skateboard.
Chris’s commitment to authenticity extends to the fuel system. The deck is designed to replicate a fuel tank, with two “fuel” hose lines rising from the rear. One hose carries power from the batteries to the supercharger, while the other is purely decorative, simulating a throttle return line.
The ignition system is another testament to Chris’s creativity. He modified distributor caps from a VW Beetle to create a faux 8-cylinder setup, mounted to the engine cases. This “magneto” mimics the appearance of a Mallory Super Mag 2, complete with wooden components and yellow spark plug wires. The resemblance to a real ignition system adds to the overall authenticity of the build.
Sound plays a crucial role in completing the illusion. Chris integrated a sound card into the skateboard, producing a realistic V8 soundtrack. The speakers, hidden within the engine cylinders, amplify the sound, making it seem as though the noise emanates from the exhaust pipes. This auditory element adds a dynamic dimension to the experience.
Chris’s journey in custom building is deeply rooted in his background. His six years with a “Top Eliminator” drag racing team in the late 1970s provided invaluable experience and inspiration. This period honed his skills and fueled his passion for mechanical innovation. The V8 skateboard is a culmination of his life’s work, blending technical expertise with a love for Kustom Kulture.
The future of the V8 skateboard includes several exciting features. Chris plans to finish the deck with a subdued design, reminiscent of 1960s skateboards. He also envisions an exaggerated gear shift originating from within the engine, topped with a Halloween skull. Lowering the skull’s jaw will activate the first motor, starting the engine, while moving the skull forward will control the second motor for speed.
Chris’s dedication to his craft and his ability to transform childhood memories into tangible creations is truly inspiring. The V8 skateboard is a testament to his ingenuity and passion for custom builds. It stands as a unique blend of art and engineering, capturing the essence of Kustom Kulture while pushing the boundaries of what’s possible. Chris’s work reminds us that with creativity and determination, even the wildest dreams can become reality.
Fans of the Honda Trail 70 of the 1970s will appreciate the 2025 Honda Dax 125, a new miniMoto with retro inspiration but created with modern technology and features. The Dax 125 joins other miniMotos in Honda’s lineup, like the Grom, Monkey, Super Cub, and Trail125.
The 1969 Honda CT70 Trail 70, known in Europe as the Dax, was a popular model that introduced a chunkier look compared to the earlier Trail models. It was equipped with a pressed-steel “T-bone” frame, fat tires, and a folding handlebar. The CT models sold over 725,000 units in the U.S. over three decades. Then in 2021, Honda brought the Trail125 as an homage to the previous Trail series. The new Dax 125 brings back the chunky design features of the Trail 70.
Regarding the Trail 70, American Honda’s manager of public relations, Colin Miller, says, ““The model holds a warm spot in the hearts of many American customers, so it’s appropriate that it make a return in the form of the Dax 125, which honors the original while introducing modern technology, performance, and reliability. We’re excited to see its reception among U.S. customers.”
The Dax 125 is powered by an air-cooled 124cc Single with SOHC and two valves. It has a bore and stroke of 50.0×63.1mm and a compression ratio of 10.0:1. Honda claims that even with a passenger, the Dax 125 can reach cruising speeds of 55 mph.
The Dax 125 features a single catalyzer, an upswept muffler with a drilled and slotted chrome heat shield, and a 4-speed gearbox with neutral at the bottom. The gearbox is operated with a centrifugal clutch that doesn’t require a clutch lever. The rider need only click through gears with the left foot lever, and the clutch will operate automatically when the throttle is opened.
2025 Honda Dax 125 in Pearl Glittering Blue
A highlight and distinctive styling element of the Dax 125 is its pressed-steel T-shaped frame, which houses the 1.4-gallon fuel tank. Rake and trail are 27 degrees and 3.15 inches, and wheelbase is 49.5 inches. The bike’s wet weight is 256 lb.
Suspension comes from a 27mm inverted fork and twin shocks. The Dax has blacked-out 12-inch rims borrowed from the Honda Grom, and the wheels are wrapped in ballon-like tires that are 4.7 inches wide on the front and 5.1 inches wide on the rear. Hydraulic calipers are paired with 220mm front and 190mm rear discs, and single-channel ABS is standard.
In the styling department, the Dax includes many retro-inspired features. The thick seat sits at 31.5 inches in height and is large enough for a rider and passenger, and the handlebar is chrome and high-set. The frame’s midsection has a black stripe with “Dax” on it, along with a Honda Wing logo beside that. Complementing the bike’s playful energy is a cartoon image of a Dachshund.
The Dax has a chrome front fender and a circular headlight. The display is a round, negative LCD, and all lighting is LED. It includes a chrome grabrail for the passenger. A rear rack and heated grips are available as options.
2025 Honda Dax 125 in Pearl Gray
The 2025 Honda Dax 125 will be available in Pearl Glittering Blue or Pearl Gray with an MSRP of $4,199, and it’ll arrive in dealerships in October.
Point a KTM 790 Duke toward twisty roads, and you’ll want to keep riding till dark. (Photos by James Martinec.)
What a rider wants from a new motorcycle isn’t always what’s needed. I want a Mustang, but I drive an Accord. I want a KTM 990 Duke, but I’d happily settle for a KTM 790 Duke, which provides about 90% of what makes a 990 Duke great but at a 24% discount.
Stickering at $9,499, the 790 Duke offers European design and high-tech features for a price only $500 higher than the Suzuki GSX-S8S and $1,200 less than the Aprilia Tuono 660.
KTM first introduced the 790 Duke in 2017, and the 2024 version proves it’s no fly-by-night operation.
Introduced in 2017 with the LC8c parallel-Twin engine, the 790 Duke was replaced in KTM’s lineup by the 2021 890 Duke before being reintroduced in 2023. The 790 Duke retailed for $10,699 in 2020, but the lower costs of production by CFMoto in China have reduced its MSRP.
The Duke’s riding position is accommodating for most riders, with a tallish seat (32.5 in.) allowing decent leg space to the marginally rear-set footpegs. Short riders might prefer KTM’s accessory seat, which lowers the height to 31.7 in. The saddle has ample fore/aft space to accommodate taller riders.
The 790 Duke’s 4-inch TFT instrumentation is relatively small but clearly relays info in a simple and easy-to-navigate arrangement. Here you can see ABS has been set to Supermoto mode, which switches off rear ABS. The forgetful old-timer in me laments the lack of self-canceling turnsignals.
A 4-inch color TFT display reports pertinent information, including ride modes (Rain, Street, and Sport) and traction control settings. The electronic system also includes an IMU to inform lean-sensitive TC and cornering ABS.
This view of the 790 Duke displays KTM’s keen European design. The cast-aluminum subframe incorporates the engine’s airbox, where it breathes through intakes on both sides and allows simple air-cleaner servicing.
Optional features include Quickshifter+ ($447) and Track mode ($378), which includes an aggressive engine map, customizable traction-control settings (0 to 9), launch control, and the ability to switch off wheelie control. Our test bike was fitted with the Tech Pack, which includes the quickshifter, Track mode, and adjustable Motor Slip Regulation for $819. Buyers can also add cruise control and tire-pressure monitoring.
Smart compromises: Maxxis Supermaxx ST tires are plenty grippy; a radial-pump master cylinder sends fluid through braided-steel lines to radially mounted J.Juan brake calipers biting on Galfer rotors. It also has angled valve stems (not visible here) that are a convenient feature too often lacking from similar bikes.
The 790 Duke excels with an enviable smiles-per-mile ratio. It’s simultaneously easy to ride and thrilling, with a 105-hp punch that’ll keep up with most any other bike on public roads at street speeds. The 790 is down 148cc and 16 ponies on its bigger brother, the 990 Duke, yet its power delivery is delightful and rousing.
Considering the hooligan capabilities of the 790 Duke, it makes for a surprisingly versatile machine for bopping around town.
The 799cc parallel-Twin uses a 75-degree crankpin angle and 435-degree firing order to make it sound similar to a V-Twin. It feels a bit coarse, but dual counterbalancers keep vibrations unintrusive. The 790’s motor barks authoritatively within regulations and pleases ears with a fun burble spitting out the exhaust while engine braking during decel.
The 790 Duke is a veritable riot on an empty backroad.
Also lively is the chassis, steering with the sprightliness of a bike much lighter than the 406-lb curb weight claimed from KTM. It willingly heels over with a mild shove on its handlebar and responds with precision. For context, recall that Chris Fillmore won the Middleweight class at the 2018 Pikes Peak International Hill Climb aboard a 790 Duke, finishing just 4 seconds behind two Open-class racers to take third overall.
“The Scalpel” is KTM’s term for the 790 Duke, and it lives up to that monicker when carving corners with enviable agility. A steering damper eliminates any headshake concerns.
When building a bike that will sell for less than $10K, some cost-cutting measures are necessary. Instead of Brembo monoblock brakes, the 790 Duke uses a pair of J.Juan two-piece calipers biting on 300mm rotors. However, the calipers are radially mounted and apply force via a radial-pump master cylinder, resulting in excellent feedback with a surplus of power, even if they don’t have the stellar level of sophistication as a set of Stylemas.
The middleweight Duke has an excellent example of how to design a stylish EPA-legal exhaust system. It uses a jug of a canister mounted between the engine and rear tire, terminating in an attractive high-mount brushed-aluminum muffler.
The 790’s suspension is a similar compromise of cost and performance. Made by KTM subsidiary WP, it uses a 43mm inverted fork that has no provisions for adjustments, and the rear shock is adjustable only for rear preload. Both have progressive-rate springs to cope with a variety of loads. They provided a cushy but controlled ride under my slight weight (150 lb), with plenty of rear preload still available.
The ergonomics of the 790 Duke accommodate riders of various sizes, although tall riders might wish for more legroom. Passengers enjoy a surprisingly comfy seat and the security of a grab handle.
The engine is amazingly grunty for the pedestrian version of KTM’s parallel-Twins, a willing accomplice for motoring around town or unleashing on a canyon road. Its only foible is a nearly imperceptible surging with small throttle openings at lower revs, which seems a bit unrefined for a premium-adjacent bike.
Although not a powerhouse relative to its 990 and 1290 Duke brothers, the 790 Duke’s 105 hp is plenty enough to blur the scenery.
The 790 Duke’s slip/assist clutch has an easy pull and works seamlessly, but the least-polished aspect of the powerplant is its gearbox, which feels imprecise relative to many of the excellent trannies currently on the market. It’s not bad or troublesome, but it isn’t always slick.
Sharp creases are the hallmark of KTM’s Dukes.
Similarly, the Duke’s quickshifter doesn’t operate with the smoothness felt from other contemporary quickshift systems like the one fitted to Triumph’s Street Triple 765 (itself a worthy rival to this Duke, with 120 hp and a price starting at $10,595), so I preferred the smoother shifts provided by manual application.
But these are the only nits to pick with the 790 Duke, which otherwise satisfies in every way. It’s fun and friendly to hop on for errand-running, it’s relatively comfortable during highway jaunts, and it’s nearly spectacular when unwinding twisty canyon roads.
The 790 Duke features all-LED lighting and adjustable clutch and brake levers.
Sure, I’d prefer sharper brakes and a fully adjustable suspension, but what we’ve got here is leaps above merely adequate. It’s a highly functional blend of light weight and performance at a modest price point.
One of my all-time fave bikes is Suzuki’s SV650 (and I’m glad the SV remains in Suzuki’s current lineup 25 years later), but the KTM 790 Duke is like a faster, edgier SV, with an incomparable combination of usability, fun, and value with a European flavor.
The angular style of KTM’s Dukes doesn’t suit all tastes, but I like the looks of the 790, which nicely treads the line between garish and subtle.
IMTBike Motorcycle Tours has released its full 2025 calendar. Destinations include Spain, Portugal, Italy, France, the Alps, and Morocco along with MotoGP tours and Global tours in Thailand, Japan, and Vietnam. Check out the IMTBike 2025 tour calendar for dates, details, and pricing. Sign up now to lock in IMTBike’s current prices.
Many of IMTBike’s tours feature new and improved routes for 2025, and the company’s fleet of more than 240 BMW motorcycles will be updated with the latest models. Established in 1997, IMTBIKE has been running outstanding motorcycle tours for the past 27 years.
Check out the IMTBike testimonials page to find out what many clients have to say.
Rider‘s Editor-in-Chief, Greg Drevenstedt, will be joining IMTBike next month on the Morocco Adventure Motorcycle Tour, Oct. 12-21, 2024.
Our Fall Buyers Guide has motorcycle gear to help you enjoy riding in the fall season. Photo by Kenneth W. Dahse.
While falling orange leaves signal the approaching end of summer and shorter days, the fall season also offers fantastic riding. With the summer heat subsiding, a moto camping trip with friends or a crisp weekend ride is just what the doctor ordered.
Our Fall Motorcycle Gear Buyers Guide includes products that’ll help you make the most of the fall season, including apparel, tires, gadgets, and more. The companies listed here support Rider and help us keep the lights on, and you can pay that forward by supporting them.
Treat yourself to something new, call up your riding friends, and hit the road. We’ll see you out there!
Founded in 1948, Barnett Tool and Engineering remains family owned and operated, and its high-quality clutches and control cables are made in the USA. Its hydraulic brake and clutch lines are designed to match Barnett cables and are available in Classic Stainless braid, Platinum Series bright silver, Black with chrome fittings, or Stealth black-on-black. The brake and clutch lines are available in stock or custom lengths to fit American-made Harley-Davidson and Indian models as well as metric models, and ABS lines are also available.
The Brake Free helmet light solves a problem common to motorcyclists – a lack of visibility to other motorists. The system is an ultra-light, small, wireless brake light that easily mounts to most helmets. The device’s built-in sensor-based technology detects when you slow down using gyrometers and accelerometers and activates the light. There’s no need to splice wires or download an app to use the device: simply stick on the universal helmet mount, attach the device, and ride. Available in black or white for $169.99.
Compared to the Roadsmart III, Dunlop’s Roadsmart IV sport-touring tires are claimed to improve mileage by 23% for the front and 26% for the rear and provide 15% lighter steering on turn-in. The new compound has Hi Silica X and Fine Carbon technology for grip and stopping performance in wet conditions, and a new sidewall construction improves handling. The rear tire features Multi Tread Technology, which allows the center compound to last longer, while compounds on the shoulders provide better grip. They have a ZR speed rating and start at $227.95.
EagleRider, the world’s largest motorcycle rental and tour company, offers new Harley-Davidson, Yamaha, BMW, Honda, Indian, and other brands for rent. All motorcycles are maintained to meet strict factory standards for a fun, safe, and affordable riding experience. EagleRider operates from more than 200 worldwide locations, leads over 100 guided and self-guided motorcycle tours (including Route 66 and the Wild West), and offers convenient one-way rentals, luggage storage, free parking, free use of helmets, generous Club EagleRider membership benefits, and more.
This air-cleaner kit for Harley-Davidson Dyna (1999-2017), Softail (2000-2015), and Touring (1999-2007) models lengthens the intake runners and increases air velocity, delivering added volume for balanced dynamic flow. It features a billet-aluminum velocity stack, a reusable air filter, and a one-piece billet cage. The kit’s one-piece design creates a clean look and allows for easy installation. It’s set up with OEM-style cylinder-head breathing, routing into the intake with optimized vent hole locations to meet emissions standards. Available for $659.95.
This modular helmet features P/J homologation for use in both open and closed positions. The Energy Impact Resistant Thermoplastic shell has an abrasion-resistant finish, the interior comfort liner is anti-static and moisture-wicking, fit is intermediate oval, and crown, chin, and rear vents provide ventilation. The faceshield is double-pane, extra-wide, and Pinlock-ready. It also features a retractable sunshield, wind stops, a breath deflector, and a quick-release chinstrap. Available in sizes S-4XL in the new Supertour graphic design starting at $169.99.
This GPS tracker allows you to keep tabs on your motorcycle at all times and will alert your phone if any movement is detected while you’re away from the bike. The device, placed on the bike in a discrete location, connects to the included key fob. The device is deactivated when the key fob is nearby, but when the key fob moves away from the bike, the device automatically arms and will send alerts and its GPS position to your phone if movement is detected. It’s available for $169 and includes two months of SIM service. The subscription rate thereafter is $49 per year.
This classic-styled medium-weight leather jacket features a soft poly taffeta liner, articulated curved sleeves, a gusset action back, and two-way CF zippers. The removable full-sleeve liner is quilted and insulated for warmth in colder months, and the snap adjusters at the waist allow for a customized fit. The jacket includes a left chest zippered exterior pocket, a zippered interior pocket, and two zippered handwarmer pockets. Available in black in men’s and women’s sizes. Visit your local Tucker Powersports dealer for pricing.
Spectro’s new Heavy Duty Golden Synthetic SAE 20W50 oil offers performance, protection, and reliability for V-Twins. Top-tier, highly refined hydrocracked group-3 base oils are combined with the most advanced anti-wear additive packs to reduce wear, extend component life, and eliminate valve sticking. This synthetic engine oil reduces friction, offers tremendous lubrication, and provides superior protection in extreme heat conditions, especially for air-cooled Harley-Davidson and Indian engines. It meets all OEM warranty requirements.
This communicator not only allows speaking with riders/passengers, taking phone calls, and streaming music, it also includes a new IMU that enables built-in crash detection that can send an emergency notice in the event of a crash. This new comms device uses Gen 2 Dynamic Mesh that can pair several riders on a single Bluetooth channel, its speakers are 45mm JBL, and its Natural Voice software allows voice-activated operation. The Packtalk Pro is fully waterproof at up to three feet of depth, and the rechargeable battery can last up to 13 hours. Available for $459.
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