Toprak Razgatlioglu (ROKiT BMW Motorrad WorldSBK Team) has been speaking for the first time since his Magny-Cours crash as he prepares to return to MOTUL FIM Superbike World Championship action. The #54 was declared fit to compete in Free Practice 1 at MotorLand Aragon, and he will be reviewed after the opening session of the Tissot Aragon Round, as he returns to the track after missing the last six races and after his Championship lead was cut to just 13 points.
HOW HE’S FEELING: “Not an easy four weeks… I am fit, and my body is 100% ready”
In Free Practice 2 at Magny-Cours, Razgatlioglu crashed in difficult conditions at Turn 14. The 2021 Champion hit the barrier at Turn 15 and was taken to the medical centre and then hospital for further assessment. He was declared unfit with mild traumatic pneumothorax which ruled him out of France. While he was recovering, it was decided that he would miss WorldSBK’s first visit to Cremona to ensure he was in the best possible condition for the remainder of the season.
Providing an update on his physical condition, Razgatlioglu said: “For me, this wasn’t an easy four weeks. After the crash, I just watched the races and I just tried to come back quicker. Finally, we are here. Today wasn’t easy for me because I was just waiting, and I was feeling some stress; it looks like I was feeling more stress than 2021 when I was fighting for the world title! I’m fit and tomorrow morning I’ll be starting. I’m really happy about this and it looks like we’ll start riding the bike again. This is incredible for me. It’s not possible for me to say I’m 100% ready because it’s been four weeks since I rode a bike or did some training. I just rested.”
Despite not training, Razgatlioglu believes his body is ready to return to riding a bike: “Now I am fit, and my body is 100% but I didn’t do some training. Tomorrow, we have two free practice sessions and I think it’ll be easy to adapt. I’m just waiting for the first session as this won’t be easy for me after a long time without riding. I hope the feeling is good immediately.”
THE CRASH: Razgatlioglu reveals what happened
With this the first time Razgatlioglu has spoken since the crash, it was a chance to get some details on what happened. The 28-year-old was on his first flying lap in Free Practice 2 when he came off his M 1000 RR at Turn 14, sliding along the crass before hitting a barrier. He was able to walk away from the scene but was evaluated before being declared unfit for the remainder of the French Round and now he has revealed the cause of the crash.
“I think it was 100% my mistake,” admitted Razgatlioglu. “I saw I was on for a very good lap time and I just tried to brake later and I used a lot of front brake. I lost the front tyre. I remember everything and after the crash, I tried to change my position because I saw where I was going. I understood that my position wasn’t changing so I was just waiting. After I hit it, I tried to take a breath and I started walking. It looks like I thought nothing was broken, and everything looked fine, but then the lung had a problem. Before, I was feeling okay; some pain and it wasn’t easy to breathe. I thought my body was ready for Saturday in France but, when we went to the hospital, I got told I wasn’t ready. I’m just focused on this weekend.”
ONE GOAL IN MIND: “I need to win because I’ve never won in WorldSBK here…”
Razgatlioglu will be reviewed after Friday’s FP1 session to determine his participation in the remainder of the weekend, but he has already outlined his goals for the weekend after seeing his title lead whittled down to just 13 points ahead of Nicolo Bulega (Aruba.it Racing – Ducati). Aragon is a venue the BMW star is yet to win at but explained he was targeting victory as he looks to put some space between himself and the #11.
Discussing his goals for the weekend, Razgatlioglu said: “This track isn’t easy for me. Even at Yamaha, I did a good job but never won here. With BMW, we won at many tracks so why not? I’m thinking about winning his race. I know it won’t be easy because of the new surface. I need a good setup immediately and also; a new surface can destroy the tyre. The bike setup is important and the tyres after 10 laps, we need to understand this. My target is to win. I’m fighting again for the podium. I need to win because I’ve never won in WorldSBK here.”
The #65 needed surgery on a thumb wound after his fall in Race 1 at Magny-Cours, and missed Cremona, but will be back on track in Spain
Jonathan Rea (Pata Prometeon Yamaha) will make his return to MOTUL FIM Superbike World Championship action at MotorLand Aragon. The six-time Champion has been declared fit for the Tissot Aragon Round following checks on his thumb wound at the circuit. Rea crashed in Race 1 at Magny-Cours and underwent surgery on a tendon as well as having a skin graft at the top of his thumb. Recovery from the surgery, which included hyperbaric oxygen therapy, meant he missed the Italian Round last week but the #65 has been declared fit to continue his 2024 campaign.
“Excuse the pun, but thumbs up!”, began Rea when leaving the medical centre on Thursday following his assessment. “I’m ready, or I hope so! Better to be here than on the sofa at home. I missed you guys last week.”
The 2024 MOTUL FIM Superbike World Championship will welcome the return of Toprak Razgatlioglu (ROKiT BMW Motorrad WorldSBK Team) after the Turkish rider was declared fit to take part in Round 10 of the season, although he will be reassessed after Friday’s Free Practice 1. Razgatlioglu sustained a mild pneumothorax trauma (where air accumulates between the chest wall and the lung) after a FP2 crash at Magny-Cours, the eighth round of the 2024 season. He was hospitalised and has since been unable to fly, due to the injury. Having been recovering in Austria and undergoing treatment and taking part in some training, the #54 will be back in action as the final quarter of the season kicks off.
It comes at a timely moment for the 2021 World Champion, who has seen his Championship lead decimated during his absence of races at Magny-Cours and Cremona, from a height of 92 points to its current 13. Reigning WorldSSP Champion and WorldSBK rookie Nicolo Bulega (Aruba.it Racing – Ducati) managed to take two wins and four podiums during the absence of Razgatlioglu, putting him within striking distance. Whilst Razgatlioglu may be returning to the track, his physical condition remains a question mark, particularly over race duration.
Discussing the news, the #54 said when leaving the medical centre: “Finally! Yes, I’m fit, finally. After four more weeks, finally we come back. I’m really excited for tomorrow.”
The Tissot Aragon Round is Round 10 of the 2024 MOTUL FIM Superbike World Championship and it’s sure to be a crucial one, with plenty at stake in Spain. MotorLand Aragon is the venue that concludes the first of two double headers and, to make sure you have everything you need, we’ve prepared some key numbers in one easy place…
Two rounds remain, it’s the first matchpoint of the season. Indonesia expects as Aldi Mahendra (Team BrCorse) faces huge history – becoming the first World Champion from the south east Asian nation. With plenty of twists and turns, the 2024 FIM Supersport 300 World Championship heads to the track which epitomises this rollercoaster season – MotorLand Aragon, a stone’s throw from the historic town of Alcaniz. Will it be history making weekend or will the title race roll on to a showdown in Jerez?
THE MATHS: Mahendra can only take the crown in Race 2 if…
In order for Mahendra to win the title, it hinges on his Race 1 result. He can’t be Champion there but he can be in Race 2 if he scores 39 points more than Loris Veneman (MTM Kawasaki) across both races and 25 more than Inigo Iglesias (Fusport-RT Motorsport by SKM-Kawasaki). He must also have a 51-point gap (depending on wins) to Jeffrey Buis (Freudenberg KTM – Paligo Racing) over the whole round. In short, to have any chance in Race 2, he must first finish in the top four in Race 1. Should he win the race, then Veneman must be in the top four in order to make the title race go to Jerez after Race 2. Iglesias is 26 points back so needs to beat the #57 in Race 1 if he has any chance of taking the title race to final round. In terms of past circuit results, it’s Mahendra’s first time racing at Aragon. Veneman won for the first time in his career last year, whilst Iglesias has had a top five as recently as 2022.
HANGING ON BY A THREAD: Jeffrey Buis not going down without a fight
Fourth in the standings but 53 points back from the top of the Championship, Buis knows that Aragon couldn’t have come at a better time. A circuit which he loves and has won at before – three times in 2020 and once in 2023 – is just what he needed to maintain his momentum after a second win of 2024 last time out at Magny-Cours. He needs to be within 50 points of the Championship lead going to Jerez to have a mathematical chance although he can’t be ruled into the Championship scrap until after Sunday. Nine points further back is Marc Garcia (Kove Racing Team), also mathematically in contention and a winner at Aragon in 2022. In terms of contention, anyone in the top ten can theoretically still take honours but realistically, it’s the top three. Mirko Gennai’s (MTM Kawasaki) squandered chance in France means he is sixth and 63 behind; perhaps his main priority will be to help teammate Loris Veneman.
COMPLETING THE TOP: loyalties, priorities and neutrality
Seventh place belongs to Galang Hendra Pratama (ProGP NitiRacing), the brother of Championship leader Mahendra. Likewise on Yamaha machinery, it goes without saying that he’ll be hoping to help out Aldi if possible. In P8 overall, it’s basically a home-round for Team#109 Retro Traffic Kawasaki and Daniel Mogeda, with the Spanish rider from Barcelona but his Irish team’s workshop at the Aragon facility. A double winner at Assen, Mogeda will be out to add to his tally and finish 2024 strongly. Back to Mahendra’s support and teammate Marco Gaggi will aim to help his teammate. He’s just a point ahead of P10’s Julio Garcia (Kove Racing Team), who hopes for a podium return after two P8s at Magny-Cours.
KEEP AN EYE ON: riders behind that could be in the mix
Pepe Osuna (DEZA-BOX 77 Racing Team) is in P11 overall whilst Magny-Cours winner Unai Calatayud (ARCO SASH MotoR University Team) rocketed up into P12. Humbero Maier (MS Racing) was right in the mix in France, as were Elia Bartolini (Yamaha Motoxracing WorldSSP300 Team) and Phillip Tonn (Freudenberg KTM – Paligo Racing), the latter of which took a career-first top six in Race 2 and will look to try and help teammate Buis this weekend if possible. Always keep a watchful eye on Bruno Ieraci (Team ProDina Kawasaki) and the luckless Matteo Vannucci (Pata Yamaha AG Motorsport Italia) who will hope his fortunes turn around for the final two rounds of the season.
CHANGES TO THE LINE-UP: Carter Thompson returns, Sullivan Mounsey debuts
Carter Thompson is back as a replacement rider for Petr Svoboda at the Fusport-RT Motorsports by SKM-Kawasaki squad, whilst race winner Samuel Di Sora will not be present this weekend. There’ll be plenty of excitement as Britain’s Sullivan Mounsey makes his World Championship debut in place of Chris Clark at the Accolade Smrz Racing Team. Mounsey is a five-time race winner in the British Talent Cup, finishing runner-up in 2023. He’s also been able to set a fastest lap in the Red Bull MotoGP™ Rookies this year and has been a points scorer.
MotorLand Aragon will host the final round of the 2024 FIM Yamaha R3 bLU cRU World Cup where the title will come down to the wire between two Spanish stars. After five rounds of thrilling track action, the sixth and final round will see bLU cRU stalwart Marc Vich take on rookie Gonzalo Sanchez for the 2024 crown and a place on next year’s WorldSSP300 grid.
While 16-year-old Sanchez burst on the scene with four victories from the first six races, 17-year-old Vich’s experience has paid off with a consistent run of wins and podiums. Last time out at Magny-Cours, a Saturday DNF for Sanchez and a Sunday win for Vich turned the title on its head and left it all to play for at MotorLand with just nine points separating the pair in Vich’s favour.
Italy’s Alessandro Di Persio remains in mathematical contention at 44 points down, but a penalty in France cost the rookie dearly. However, his impressive pace and talent could see him mix it between the two rivals ahead of him.
MotorLand Aragon is a true home race for Sanchez who was born just 90 minutes away in Teruel, and the stunning Spanish circuit with its long straight will be ‘slipstream city’ for the R3 machines, providing the usual unpredictable racing.
Watch every second of the title deciding races LIVE on the Yamaha Racing YouTube channel at 11:50 CEST on Saturday 28th and Sunday 29th September.
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.
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