The 2024 MOTUL FIM Superbike World Championship kicked off with a bang with lots of overtaking and some passes almost impossible to imagine. It’s a new era of WorldSBK and the action started in stunning fashion, with it set to continue throughout the 2024 season. Here, we look at some of the incredible overtakes throughout the campaign that will define how it all plays out…
Last lap fights for victory are always special, more so when they feature a pass. But this one had everyone off their feet. Alex Lowes (Kawasaki Racing Team WorldSBK) was fighting Alvaro Bautista (Aruba.it Racing – Ducati) for P1, with the Spaniard ahead, before Alex Lowes swept around the outside of Lukey Heights for the lead. It was a move which led to Bautista calling the #22 “crazy” in Parc Ferme, but was it a sign of things to come in 2024?
Jonathan Rea (Pata Prometeon Yamaha) had surged up the order, Michael Ruben Rinaldi (Team Motocorsa Racing) was having a strong race and then… through comes Andrea Iannone (Team GoEleven)! The #29 was running in sixth at the end of Lap 2 but had moved up to fourth at Turn 1 on Lap 3, passing both Rinaldi and Rea into Doohan Corner. It was a stunning move that caught everyone by surprise as ‘The Maniac’ proved he was ready to fight on his racing comeback.
Generally, passes come at slower corners but Iannone had no such thoughts when fighting with Toprak Razgatlioglu (ROKiT BMW Motorrad WorldSBK Team). The #54 was ahead in Race 1 after Turn 1 with nine laps to go but the Italian had other ideas. Lining the pass up on the exit of the Southern Loop, Iannone darted to the inside through the high-speed Turn 3 and went up the inside of Razgatlioglu to move into second place, while leaving the #54 vulnerable to attack from behind as Alex Lowes came storming through at Turn 4.
Razgatlioglu is a monster when it comes to braking, usually leaving it until the very last moment to start slowing down and with the rear wheel up, it’s a sight to behold. So, when rookie Nicolo Bulega (Aruba.it Racing – Ducati) came through on the #54 at Turn 4 in Race a few laps into the race, it was a bit of a surprise – although given the pace shown by ‘Bulegas’ in testing, perhaps it shouldn’t have been especially as he went on to win Race 1.
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The MOTUL FIM Superbike World Championship kicked off in style Down Under and while the Grand Ridge Brewery Australian Round did answer a few questions about 2024, it also left us with a lot of unanswered ones. Rookies were rapid, there were ups and downs for riders who changed teams while some embraced their position as team leader very well. What are we still looking for answers from ahead of the next round?
WILL IANNONE BE QUICK ALL YEAR? So far, so good for ‘The Maniac’
Despite it being his first race back after four years, Andrea Iannone (Team GoEleven) secured a podium in Race 1 in Australia. It was a memorable comeback to race, but one key caveat is it’s a circuit he’s always gone well at in MotoGP™. The question is now whether the #29 can be fast at every circuit this year despite his lengthy absence. Testing would suggest he can be, having gone quick at Jerez and relatively fast – albeit slightly further down the order – at Portimao. He’s raced a lot of circuits on the WorldSBK calendar before even if it was a while back, so will ‘The Maniac’ be in podium contention at every round in 2024?
MORE TO COME FROM BAUTISTA? No wins at Phillip Island in 2024…
Alvaro Bautista (Aruba.it Racing – Ducati) came into Australia almost undefeated on the Panigale V4 R: eight wins from 12 on Ducati machinery, including five in a row from the 2022 Tissot Superpole Race, meant he was the favourite in Australia. It didn’t work out that way, however. A best of P2 in Race 2 was the highlight, with a crash in Race 1 dropping him to 15th. With no wins and only one podium at a circuit he’s been so quick at in the past, will the #1 struggle throughout 2024 as new challengers and rules come into play or was Phillip Island a one-off following a disrupted winter through injury?
RAZGATLIOGLU AND BMW: why we need to wait until later in 2024 to fully assess?
It was a strong start for Toprak Razgatlioglu (ROKiT BMW Motorrad WorldSBK Team) with BMW, taking a Tissot Superpole Race podium and fighting at the front all weekend. However, Phillip Island is often a strange weekend for various reasons, including on tyre life – where the BMW has historically been weaker than its rivals. A mandatory pit stop in Race 1 reduced this problem, as did the 10-lap Superpole Race, while the #54 had a technical issue in Race 2. The question as to whether ‘El Turco’ and the three other BMW riders can fight for a rostrum consistently will be answered when WorldSBK hits Europe in a couple of weeks.
ALEX LOWES AND KAWASAKI: genuine on-track step forward or Phillip Island factor?
One of the surprise packages in Australia was Alex Lowes (Kawasaki Racing Team WorldSBK), with the #22 taking two wins on Sunday and leaving as the Championship leader for the first time since 2020, when he won for KRT at the same circuit. Throughout testing, the British rider was keen to reiterate that he and Kawasaki had been focusing on long-run and end-of-race pace to find gains in the closing stages, but third on the grid in the Tissot Superpole session suggests the one-lap pace is up towards the front too. Caveat: like Iannone, it’s a circuit Lowes has gone well at, with three of his four WorldSBK wins coming at the iconic venue. The potential is there for it to have been a genuine step forward, but the Phillip Island factor has to be considered.
DISASTER DOWN UNDER: don’t read too much into it for Rea
Jonathan Rea (Pata Prometeon Yamaha) started his stint with Yamaha by showing quick pace in testing, but that disappeared in Australia. Chattering issues throughout the Official Test and the round left him struggling and he departed Phillip Island without a point to his name, and he was declared unfit following his Race 2 crash. That said, he’s shown his potential on the R1 throughout testing at Jerez and Portimao, so fully expect the six-time Champion to be back towards the front when WorldSBK resumes in Europe.
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I can say without hesitation that every car tire purchase I’ve made has been done somewhat grudgingly, with safety and practicality being the primary concerns. When it comes to new motorcycle tires, the return feels more worthy of the investment. The Michelin Commander III tires proved this in spades.
In a word: Giddyap!
When I was asked to review the Commander III tires on my Harley‑Davidson Heritage Softail Classic, I was a little nervous, but not because I questioned the quality. Michelin has been my brand of choice for car tires for years, but that is primarily because of their reliability in the snow and ice where I live. But I don’t ride my bike on snow and ice. I assumed many of the same attractive attributes of traction and grip would apply on a motorcycle, but was I attuned enough to my bike to recognize the difference between these new tires and my old ones?
The answer was immediately “Yes.”
There are two versions of the Michelin Commander III: Cruiser or Touring. Given the weight of my bike, I went with the Touring, which has less siping than the Cruiser tires for better stability. The potential tradeoff is less grip in the rain, but Michelin says the 100% silica‑reinforced rubber in the tires’ compound addresses this. I haven’t yet taken my bike out in a deluge to test this claim, but on a curvy road leading up to a nearby ski resort, I hit a decent storm and didn’t sense any slippage at speed.
Another feature of the Commander III is the aramid tread plies on the rear tire, which are also supposed to contribute to stability. The tires also have a more rounded profile than the previous Commander II model for better handling when the bike is leaned over. This is where that “giddyap” comes from.
After having them mounted, when I hit the numerous sweepers on the 45‑mile trip back to my house, I had a hard time keeping to the conventional wisdom of riding conservatively on new tires. It was almost like the Commander IIIs were pushing me – dare I say, showing off a little. But I refused the temptation. I promise…ahem.
Beyond performance, something else I was looking for in my new tires was longevity. Weighing in at two‑plus bills, I’m not exactly slim, but I’m also not one of those hefty Guiness World Record twins many of us remember seeing sitting on motorcycles in pictures. Nor am I a super aggressive rider, and I diligently check my tire pressure, so I was disappointed when I got less than 4,000 miles out of my previous rear tire.
Michelin claims 25% longer tread life relative to its competitors. I can’t confirm this yet, as I have only logged about 1,200 miles to date. But so far, they still look new, and with many riders reporting nearly 20,000 miles from their Commander IIIs, I have my fingers crossed for similar results.
The Michelin Commander III tires are available at online retailers or your local dealer in 11 different sizes starting at $180.99 for the front and $210.99 for the rear.
When I first got my 2004 Harley‑Davidson Heritage Softail Classic, I felt like I was cheating a little when opening and closing my saddlebags. I didn’t bother using the traditional leather straps with metal buckles, instead relying on the hidden quick‑detach plastic clips that were so much easier to secure. Unfortunately, the clips started breaking, which isn’t bad considering they’re 20 years old, but without the clips, the buckles wouldn’t work on their own.
My first stop for a replacement set was H‑D’s website, but there is only one choice of saddlebags for my bike, offering a little over 22 liters of total storage (compared to the approximate 34 liters of my stock bags).
SW‑Motech, on the other hand, offers a wide range of motorcycle luggage for pretty much any motorcycle. The company’s website makes it easy to search by make and model, but they also have several options that aren’t model specific. Capacity is important, but I was also ready to try something functionally different, so I decided on the SW‑Motech Legend Gear LC2 side bags, which have a total capacity of 27 liters.
I really like the LC2’s vintage design: a combination of Napalon synthetic leather and waxed canvas, the latter of which contributes to water protection – along with the hook‑and‑loop roll‑top closure and included waterproof inner bag. They’re smaller than my stock bags, but as I often ride for my work, I was pleased to discover I could still fit my laptop stored upright with room to spare. And if I want to carry a little extra, there are numerous loops on the exterior for attaching Legend Gear LA1 (0.8L, $24) or LA2 (1.2L, $48) accessory bags.
However, what really attracted me to the SW-Motech Legend Gear LC2 side bags was the quick‑release feature. I don’t always need luggage, and I like the clean look of my bike without the windshield and bags when I’m just cruising around town.
The quick‑release attachment of the LC2 is made of fiberglass‑reinforced polyamide and enables removal in just a couple of seconds, and when the bags are off, the black tubular steel side‑carrier bracket is barely visible. I also appreciate that when I use the bags for a trip, I can easily detach them at my destination and carry them with me, either by grabbing the top strap or using the accessory LA4 shoulder strap ($36).
Installation of the SLC side‑carrier mounting system was straightforward and took less than 15 minutes. It’s sold separately for $128 (model‑specific pricing may vary). The SW‑Motech Legend Gear LC2 side bags come in either Black or Black/Brown for $207 per side.
The MOTUL FIM Superbike World Championship fired into life for the 37th season of racing and what a weekend it was to open. Seven different podium finishers across four manufacturers, from rookie stardom to established guard not as strong as we thought, what are the things that shocked us after Round 1?
REA’S YAMAHA DEBUT DISASTER: 0 points, two big crashes and a lot of head-scratching
It’s possible that we couldn’t have been more wrong for Jonathan Rea’s (Pata Prometeon Yamaha) first weekend in blue. After promising signs in testing, he ended up with no points in his first three races of 2024. Suffering with heavy rear chatter from testing on Tuesday at Phillip Island – which ultimately caused the crash at Turn 11 then – the problem persisted during the weekend. He would’ve had points in Race 1 but lost 22 seconds in the pits, putting him down in 17th. He fought into P10 for the Superpole Race but only the top nine get points there. Then, in Race 2, having run as high as fourth and just starting to get comfortable, he was bit again at Turn 11 with a huge highside, leaving him being declared unfit. A weekend to frankly forget, he’s never started four straight races and failed to achieve points in any (he didn’t score any points in his last Kawasaki race in 2023). There’s work to be done for him, crew chief Andrew Pitt and the rest of the team for Barcelona. The knock-on we didn’t expect is teammate Andrea Locatelli to be so clearly the best Yamaha so far.
BAUTISTA NOT WINNING AT PHILLIP ISLAND: 8 from 9 on Ducati but nothing in 3 of 2024
Alvaro Bautista (Aruba.it Racing – Ducati) has always gone well at Phillip Island, even back in his Grand Prix career. He made an emphatic debut in 2019 at the track to cruise to a hat-trick and since being back at Ducati, he’d won five of six races – then 2024 happened. A crash whilst pushing through in Race 1, followed by being unable to get through on Toprak Razgatlioglu (ROKiT BMW Motorrad WorldSBK Team) in the closing stages in the Superpole Race for a podium, Bautista did grow into the weekend. However, even the lightweight Spaniard, always easy on tyres, couldn’t resist Alex Lowes (Kawasaki Racing Team WorldSBK) on the last lap of Race 2, with the #22 passing him around the outside at Turn 9 to double up on Sunday. Bautista not winning at Phillip Island could be influenced by the fact that he’d been injured throughout testing, the new rules or something else but for the #1 not to win something in Australia was a shock. Will normal service resume for Round 2?
LOWES DOUBLES UP: extraordinary performance to lead the Championship
Always fast at Phillip Island, Alex Lowes was exceptional in 2024. He had been fast throughout testing and inside the top three, something that transferred into the season-opening round too with a fourth in Race 1 before two wins on Sunday – the first dry wins for Kawasaki since 2022. Working with Pere Riba is obviously making a big impact from the start for the #22 but the way he approached, carried out and concluded the weekend was impressive. Did we see him doubling up on Sunday after Nicolo Bulega’s (Aruba.it Racing – Ducati) domination on Saturday and Bautista’s rise on Sunday? Perhaps not but that goes to show that the step Lowes and Kawasaki have made is a real one.
ROOKIES AS STRONG AS EVER: Bulega winning, Iannone holeshotting and Sam Lowes in the mix
Pole and a win for Bulega on his debut as well as Andrea Iannone (Team GoEleven) grabbing the holeshot in Race 1 and the Superpole Race, leading the charge of the WorldSBK brigade in his maiden race and his first World Championship event in four years were amazing things to see. Bulega demonstrated his pace throughout testing but did we actually think he’d be Ducati’s only winner of the weekend in World Superbike? As for Iannone, regardless of how much talent he’s got, the testing he’s done or the track days he’s participated in, to come back in and straight away lead after four years away is arguably one of the most remarkable sights we’ve seen in WorldSBK. Add into the mix a solid debut from Sam Lowes (ELF Marc VDS Racing Team) who was a constant challenger for the top five, it’s fair to say that the rookies of 2024 won’t be disappointing. Let’s see if Tarran Mackenzie (PETRONAS MIE Racing Honda) and teammate Adam Norrodin can climb the order too.
OTHER SHOCKS: a quick glance elsewhere
On Sunday, one of the biggest shocks was Danilo Petrucci (Barni Spark Racing Team), who after finishing 15th in the Superpole Race was third in Race 2 – he was a big beneficiary of the red flag for Jonathan Rea’s crash, having originally started in P12 but going for P7 on the restart. With only the Phillip Island test on Tuesday in his pre-season, Dominique Aegerter (GYTR GRT Yamaha WorldSBK Team) quietly went about his business and despite a huge lack of testing, surprised us with three top ten finishes. In Race 2, like Petrucci, Michael Ruben Rinaldi (Team Motocorsa Racing) was sensational as he challenged for the lead in the early stages before finishing in sixth, having been 14th in Race 1.
Further down, there was big disappointment for Scott Redding (Bonovo Action BMW), who was the only BMW to not feature inside the top ten at all, with a best of P11 after a penalty for a pitlane intervention time infraction. With Toprak Razgatlioglu (ROKiT BMW Motorrad WorldSBK Team) bagging a semi-surprising podium, teammate Michael van der Mark taking a P7 and Garrett Gerloff (Bonovo Action BMW) likewise in the top ten, the #45 knows there’s work to do to reach BMW’s potential.
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One of the hot topics leaving Phillip Island after Round 1 of the MOTUL FIM Superbike World Championship was that Andrea Locatelli (Pata Prometeon Yamaha) has made a clear step forward and is within striking distance of a first win. Perhaps when that first victory does come true, it’ll unlock the flood gates for ‘Loka’ and, in the eyes of Andrea Dosoli – Yamaha Motor Europe’s Road Racing Manager – could see him challenge for the title.
DOSOLI’S THOUGHTS: “Locatelli made a big step”
Two second places were achieved by Locatelli in Race 1 and the Superpole Race, seeing him right in the fight across both and really demonstrating the steps he’s made, as well a successful start with new crew chief Tom O’Kane. In Race 2, a story of what could have been as he put in two Superpole-style laps to catch right onto the back of race leaders Alvaro Bautista (Aruba.it Racing – Ducati) and Alex Lowes (Kawasaki Racing Team WorldSBK), passing the Brit at Turn 4 on the last lap only to crash out of victory contention due to a false neutral. Nonetheless, the 27-year-old is third in the Championship and riding the best we’ve ever seen and it’s probably not just the Phillip Island effect either.
“It was clear to see that Andrea Locatelli made a big step,” began Dosoli, debriefing his way through the #55’s weekend. “Not only was this clear from his performance but for me, the biggest thing was his approach to the weekend. Before heading to Phillip Island, Andrea and his crew chief Tom O’Kane had a very clear target in mind – they wanted to win a race, and their performance on track shows they can achieve this.”
GOING FOR GOLD: “He’s thinking like a winner… can be a title contender this season”
Continuing on, Dosoli praised the mentality of the 2020 WorldSSP Champion who is now in his fourth season of WorldSBK action: “I think we can say that this weekend Andrea has shown a new level of maturity as throughout the weekend he displayed a winning mentality; he is thinking like a winner. This is a combination of the steps he has taken himself but also what he has learned from his new crew chief so I would like to congratulate both Andrea and his crew for this. It is just a matter of time before his first WorldSBK win now.
“In both the Superpole Race and Race 2 he was the quickest rider on the track making an impressive series of overtakes. It was only the unlucky false neutral on the last lap which prevented him winning in Race 2, I am 100% convinced he deserved the win in that race. Of course, he’s disappointed with the result of the last race, but these things happen in racing – the most important thing is he showed his potential to fight at the front. Locatelli can be a title contender this season.”
O’KANE SPEAKS: “It’s fantastic to be working with Andrea; he was strong in every area”
Locatelli’s crew chief, Tom O’Kane, also added about his first weekend working with the Italian and the potential that he has for the year ahead: “It’s fantastic to be working with Andrea, he is an extremely focused and professional rider. His feedback is good and he understands a lot, it’s hard to single out particular strengths because from what we saw at Phillip Island, he was strong in every area. He rode incredibly well all weekend in Australia and there is no doubt he can be a contender for the title this year.”
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Road or Street, these are easily the most capable OE Harley-Davidson Glide models ever built. (Photos by Brian J. Nelon and Kevin Wing)
If you have only a minute, here’s what you need to know about the 2024 Harley‑Davidson Glide models: The new OE Road/Street Glides are basically last year’s CVOs but with 117ci engines instead of the VVT 121. There, now you can go back to fettling your Shovelhead.
But, of course, there’s much more to the story about extensive revisions to America’s bestselling streetbikes. Take a ride with us from Lake Las Vegas into the surrounding remote areas.
Pricing for the Street Glide and Road Glide starts at $25,999 for Billiard Gray. Premium colors like those shown above cost extra.
Harley-Davidson Glide CVO to OE
This is the first major update to Harley’s Grand American Touring motorcycle portfolio since the Project Rushmore bikes debuted in 2013. Almost all the attributes we enjoyed about the thoroughly updated CVO Road Glide and Street Glide that debuted last summer are seen here in OE form: the same fairings, fuel tanks, and instrument panels.
The biggest deviation from CVO to OE is found in their Milwaukee‑Eight powerplants. The 117ci engines seen here use the CVO’s liquid‑cooled cylinder heads but don’t have the variable valve timing of the 121 VVT. Other changes include a 50% larger air cleaner than the Heavy Breathers on the 107s and 114s, and the throttle body steps up from 55mm to 58mm (2.3 inches). Horsepower is bumped 3% to 105 hp at 4,600 rpm, while torque is lifted 4% to 130 lb‑ft at 3,250 rpm.
The Road Glide and Street Glide are bagger icons, and they’ve been updated with fresh styling borrowed from H‑D’s CVO line.
Bodywork Work
Many graybeards turned up their noses when they first saw the fresh styling of the CVO Glides – it’s human nature to reject change. Seven months later, it seems as if the MoCo faithful are softening their harsh opinions, particularly for the elegant yet familiar Street Glide.
These new OE Harley-Davidson Glide models are basically identical to their CVO brethren, including the fuel tanks with chamfered upper edges that are 2 lb lighter than before but still hold 6 gallons. Further weight is trimmed by using a triple‑clamp fabricated by a liquid‑aluminum forging process, shaving off about 7 lb from this critical area. The new RG is purportedly 16 lb lighter than the previous RG Special; the SG has lost 18 lb relative to the old SG Special.
The heat exchanger on the bike is located behind the front wheel, with airflow directed downward so a rider isn’t affected by the radiated warmth.
The upgrade riders will have their eyes on most is the stunning TFT instrument panel. At 12.3 inches, it’s diagonally 90% larger than the previous screen. It includes three display options: Cruise, which is a traditional layout; Sport, with a central tach/speedo, leaving more space on the sides for customizable widget displays; and Tour, with most of the screen occupied by maps and directions.
It’s all managed by H‑D’s Skyline OS, and preferences can be set via the glove‑friendly touchscreen or the various handlebar buttons. Audio wattage has been doubled to 200 watts, sending tunes to two 5.25‑inch speakers in the fairings.
The 12.3‑inch TFT display is gorgeous and can be configured to suit rider preferences. It might be the best and most effective instrument panel in the business.
Ride modes are part of the package. Owners tap into different combinations of power delivery, engine braking, cornering ABS, and traction‑control parameters by selecting from Road, Sport, Rain, or Custom. H‑D’s Rider Safety Enhancements electronics suite is standard equipment, monitoring the linked brakes, cornering ABS, Drag Torque Slip Control, and Vehicle Hold Control.
Rather than the CVO’s inverted fork and radial‑mount Brembo calipers, the OE Glides make do with a retuned 49mm nonadjustable fork with 4.6 inches of travel, as well as the previous 4‑piston axial‑mount calipers.
The rear suspension receives a welcome upgrade, with travel up 43% from a scant 2.1 inches to a more reasonable 3 inches. Dual Showa shocks replace the old bikes’ dampers, now using emulsion technology in both instead of just one, which is claimed to improve responsiveness.
New Showa shocks bump suspension travel by 43% to a more adequate 3 inches. The left damper has a hydraulic adjuster for fine tuning spring‑preload settings.
Harley-Davidson Glide Guide
For the few of you who are unaware, the Street Glide and the Road Glide are essentially the same motorcycle but with different fairings. The SG uses a version of the iconic batwing fairing that was originally introduced in 1969. Ten years later saw the arrival of Harley’s sharknose fairing on the FLT Tour Glide, which was followed in 1998 by the first official Road Glide.
Like everything in life, there is a compromise to be made in choosing the Harley-Davidson Glide that works best for you. The RG’s frame‑mounted fairing offers more wind protection, while the SG’s handlebar‑mounted batwing is more svelte but contributes to slightly heavier steering and can be affected by gusty crosswinds.
From behind the bars, the SG feels like a much smaller motorcycle than the RG with its gargantuan fairing. This makes the 838‑lb SG feel more adept during low‑speed maneuvering even though they have similar weights.
A 117ci Milwaukee‑Eight might seem familiar, but it’s now fitted with liquid‑cooled cylinder heads and a new intake system.
Glides Rides
I first hopped aboard a Road Glide in its Sharkskin Blue colorway, a “premium” color that carries an $850 upcharge over the standard Billiard Gray base version. The new instrument panel enhances the bike’s high‑end impression and clearly delivers info to a rider, including tire pressures. The upgraded switchgear also impresses with a higher‑quality tactileness. The RG’s cockpit includes a pair of storage compartments, and the bin on the right side is equipped with a USB‑C connector.
The Glides roll on aluminum wheels with machine‑cut highlights, with 130/60B‑19 and 180/55B‑18 Harley‑Davidson‑branded Dunlop tires. The Glides now have adjustable front brake levers…finally.
The new 117ci motor spits out stately levels of grunt at all points of its powerband. It’s only in comparison with the CVOs’ 121ci M‑8s that it comes up a bit short. Almost everyone will think it’s more than adequate. I dialed in the Road ride mode for the smooth throttle response I desired for this mostly casual ride.
While I enjoyed the full roar emitted from the exhaust system, the output from the audio system gets overwhelmed by wind noise above 65 mph. Although rated at 200 watts, it puts out 50 watts per channel, with only two speakers – the extra 100 watts will only be heard after fitting a pair of saddlebag speakers.
LED taillights fit neatly between the fender and resculpted saddlebags that are slightly larger inside.
When I swapped over to a Street Glide, I enjoyed a more suitable riding position for my smaller physique. The SG’s lower handlebar feels more natural for my stature, while the RG’s bar places the grips just a few inches lower than my shoulders. The touchscreen display on the SG is also much closer to the rider than the RG’s, making it much more accessible.
The cockpit of the Street Glide includes this handy pop‑out drawer with a USB‑C connection point for phones.
Both Glides have adjustable vanes on the sides of their fairings to redirect airflow, plus a vent at the center of the windscreens that can be adjusted to smooth the air that hits a rider’s helmet. Another much‑appreciated feature on the SG is its slide‑out storage tray directly below the instrument panel, which is super convenient for stashing any small items.
The Street Glide and Road Glide have top‑notch instrumentation, more power, and a more capable suspension.
The smooth Nevada roads we traveled didn’t challenge the suspension, but the few bumps we hit made me grateful for the additional travel provided by the new shocks. They provide a major upgrade in ride quality compared to the previous shorty shocks. The brakes are plenty capable but not to the high levels of power offered by the hardware on the CVOs.
The Verdict
New OE Harley-Davidson Glide gripes are few. The heavy clutch requires a strong pull, and the 6‑speed transmission swaps cogs with a clunkiness unbecoming of a modern gearbox. But the upgraded motor is very satisfying, and the additional rear suspension travel is a major improvement that allows the Glides to glide over bumps that previously would shock a rider’s spine.
The only real impediment to pulling the trigger on a new Glide is their pricey MSRPs, starting at $25,999. Both bikes have chrome finishes as standard, while black finishes cost an extra $1,350. Color options beyond Billiard Gray add another $850.
While that’s a significant chunk of change, it’s far less than the CVOs, which are priced above $40K. If you gotta roll in style on a Harley bagger, these new Glides are a substantial improvement over the older ones. Even the graybeards will have to agree.
The following feature on the 10 most significant motorcycles of the last 50 years first appeared in the March issue of Rider as part of our new “Rider Rewind” feature, a monthly tribute to various aspects of either motorcycling history or the 50-year history of the magazine, which was founded in 1974.
During Rider’s 50‑year history, we’ve announced, featured, tested, and toured on thousands of motorcycles. We’ve covered a wide spectrum that includes pretty much anything with a license plate: cruisers, tourers (sport/luxury/traditional), sportbikes, standards, adventure bikes, dual‑sports, cafe racers, classics, scooters, trikes, electric bikes, and some that defy easy categorization. Here are 10 significant motorcycles that changed the course of two-wheeled history.
1. 1975 Honda GL1000 Gold Wing
We’ve got a soft spot for the Gold Wing because it was introduced soon after Rider got started. With its driveshaft and liquid‑cooled engine, the Wing has evolved over the past 49 years from a naked high‑performance machine to a luxury tourer, from four cylinders to six, and from a displacement of 1,000cc to 1,833cc. Its first dresser version all but killed the aftermarket for fairings and saddlebags, and later versions introduced the first motorcycle airbag and were available with Honda’s automatic Dual Clutch Transmission.
The R 80 G/S was the first motorcycle that delivered on‑road comfort and performance and genuine off‑road capability in equal measure, and its air‑cooled “boxer” flat‑Twin and driveshaft could be traced back to BMW’s first production motorcycle, the 1923 R 32. Between 1981 and 1985, the G/S (the slash was later dropped) notched four wins in the grueling Paris‑Dakar Rally. After launching the adventure bike revolution and becoming BMW’s bestselling model, the completely new R 1300 GS was unveiled on BMW Motorrad’s 100th anniversary.
In 1983, Harley‑Davidson was in deep trouble. Its old Shovelhead motor had run its course, so the MoCo introduced a new 80ci Evolution motor, an air‑cooled, 45‑degree V‑Twin with aluminum heads and numerous improvements. It was offered in several ’84 models, including the new custom‑look Softail, which appeared to have a classic hardtail frame but concealed dual shock absorbers under its engine. That Evo motor helped save the company, and the Softail was a huge success, paving the way for the Harley‑Davidson juggernaut of the ’90s and beyond.
Before the Gixxer appeared, a “sportbike” was a standard motorcycle to which the owner had added engine mods, a lower handlebar, and suspension and braking upgrades, all in an exhaustive and expensive effort to improve power and handling. With its oil‑cooled inline‑Four and aluminum frame, the lightweight GSX‑R750 was track‑ready right out of the box. The GSX‑R launched the sportbike wars among the Japanese Big Four, and 600cc, 750cc, and 1,000cc models sold like hotcakes and won numerous championships.
When it punched its KLR600 dual‑sport out to 650cc for 1987, Kawasaki struck a near‑perfect balance between on‑road comfort and off‑road capability, and it went on to sell a boatload of KLR650s without making significant changes for decades. A true do‑it‑all, go‑anywhere machine that was both affordable and bulletproof, the KLR became a popular choice for round‑the‑world travelers and helped launch an ADV aftermarket cottage industry. It got its first major update in 2008, and fuel injection finally arrived in 2022.
By 1989, sport‑tourers were either a low‑buck Kawasaki Concours or a high‑dollar BMW, both of which had been adapted from other models. In 1990, Honda made the bold move of introducing a purpose‑built sport‑tourer with a full fairing, integrated bodywork, removable saddlebags, and shaft drive. Its liquid‑cooled, longitudinal V‑Four was designed specifically for this model, which was known for its plush suspension, comfortable seat, and huge 7.4‑gallon tank. The ST1100 was a big hit and helped establish the open‑class sport‑touring segment.
Known for exotic, sophisticated motorcycles that win races and steal hearts, one of Ducati’s most endearing and enduring models is the Monster. Embracing simplicity, designer Miguel Galluzzi said, “All you need is a saddle, tank, engine, two wheels, and handlebars.” The M900 (nicknamed “Monster”) had a steel trellis frame, an air‑cooled 904cc L‑Twin, a “bison‑back” gas tank, a tubular handlebar, and a round headlight. An instant hit, it spawned numerous Monster models and came to define what a naked bike should look like.
Few motorcycles are as iconic as the Triumph Bonneville. First introduced in 1959 and named after the famous Utah salt flats where Triumph set a world record, the Bonneville was advertised as “the fastest production motorcycle made” and became hugely popular in the U.K. and America. After Triumph went bankrupt in the early ’80s, the marque was resurrected by John Bloor and relaunched in the mid ’90s. But it wasn’t until 2001 that a modern Bonneville was born, offering a perfect blend of retro style and modern engineering.
The FZ1 offered liter‑class sportbike performance in a comfortable, street‑friendly package that could be used for commuting, canyon carving, sport‑touring, or trackdays. Derived from the mighty YZF‑R1, its 998cc inline‑Four was retuned for midrange torque but still made 120 hp at the rear wheel. The FZ1 paved the way for powerful, practical sit‑up sportbikes such as the Aprilia Tuono, BMW S 1000 RR, and KTM Super Duke. The 2006 FZ1 (pictured) was our Motorcycle of the Year, and its spirit lives on in Yamaha’s MT‑10.
Derived from its Dakar Rally‑winning LC8 950R, KTM’s 950/990 Adventure models were the most dirt‑oriented big ADVs on the market from 2003‑2013. In 2014, KTM launched the 1190 Adventure, which offered sportbike levels of street performance while still being highly capable in the dirt. Its LC8 V‑Twin cranked out 150 hp, and its state‑of‑the‑art electronics included not only ride modes, traction control, and electronic suspension but also the world’s first cornering ABS system, ushering in the current era of high‑tech ADVs.
So do you agree? Or do you have other opinions on the most significant motorcycles of the past 50 years? Comment below or visit our Facebook or Instagram pages. We’re sure there will be some lively debate on this one.
And now that you’ve taken this blast down memory lane of our choices of the 10 most significant motorcycles, be sure to check out Rider‘s 2024 Motorcycle Buyers Guide for some newer bike choices.
You may have noticed some changes to the Rider website the past couple months. Some of these changes are more subtle. For example, gone are the page numbers when you scroll down on each page, replaced by “Load more” for a more seamless navigation experience. We’ve also changed the size of the featured photo frames to capture more of the stunning main photos that accompany each story — including more bike details of course.
“At Rider, we know that most readers come to us for our First Look, First Ride, and Road Test reviews of new bikes,” said Rider magazine EIC Greg Drevenstedt, “but once you’ve got that new bike, you’re going to want to have somewhere to take it.”
Enter the Rider Touring page of the website, where we’ve made more significant changes to help you find the perfect ride, regardless of where you live.
If you’re looking for a shorter trip, the Touring dropdown menu still includes our “Favorite Rides” features, but we’ve also narrowed down the previous lengthy list of U.S. regions to the more recognizable Midwest, Northeast, South, and West, as well as International rides and tour reviews.
If you don’t want to limit yourself to a particular region, on the main “Touring” page, you can hover over any state and click on it for stories that take riders through that state. Or click on the globe for stories that detail international riding.
All rides include a route map, and rides since 2021 include a link to online REVER routes with downloadable GPX files.
We hope you find these new changes to the website helpful in finding your next great adventure.
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