Advpulse

The thaw is on in North America, and before we know it we’ll be tearing up the trails, working up a sweat and wishing for a cooling breeze. Right in step with the coming blooms, REV’IT! has released two new mesh adventure touring suits that optimize airflow, though don’t mistake them for those shapeless bargain rack mesh jackets you see around. Both of the new offerings from the upscale Netherlands-based gear maker come with features that emphasize protection and comfort as well as airflow, and both are available in men’s and women’s cuts. The Tornado jacket and pants combo has been on the market for a while and only gets better, as evidenced by the significant upgrades seen in version 4 H2O. Version 3 was a nice product and we enjoyed riding in it, but that model was very different from the Tornado 4 in that it had a single optional liner that acted both as a waterproof and a thermal layer. ADVERTISEMENT The new 3-Season Tornado 4 H2O jacket is convertible in three ways, with a standalone 3L Hydratex rain jacket that can be worn under or over the mesh shell in wet conditions, while a separate button-in thermal liner comes into play as the shell’s optional base layer. That flexibility allows you to ride with just the lightweight mesh-lined, ventilated shell when it’s super warm, then mix and match the extra layers as needed. Moreover, wearing the waterproof layer on the outside ensures there’s no build up of water in the shell when riding in rain. The 3L hydratex waterproof liner can be worn in between the mesh shell and thermal layers for seamless waterproofing, or you can swiftly throw it over the shell during sudden downpours. The previous Tornado had a generous network of REV’IT!’s 3D mesh panels, but version 4 takes it further with a longer mesh area around the neck, which the company says allows cooling air to descend towards the chest and expand outwards at the waist. Strategically placed pockets are easy to access, but don’t block airflow. New snap closures have also been added to assist the existing Velcro wrist fasteners. It’s REV’IT!’s philosophy that a tailored fit works best for rider gear, especially in the way a snug fit keeps armor comfortably in place. While the Tornado 4 H2O is about cooling air flow, it’s also serious about crash protection, an area where those flimsy budget mesh suits tend to fail. The Tornado 4, with a shell of ripstop poly and high-performance PWR mesh, is CE AA rated for both abrasion and impact protection by European certification standards. REV’IT!’s CE Level 2 SeeFlex armor shields the shoulders and elbows and stays in place thanks to a multitude of adjustment points including snaps at the biceps, forearm straps and side cinches at the waist. The jacket also has pockets to accept the company’s SeeSoft Level-2 back protector and Level-1 chest protector, both sold separately. The new Tornado 4 H2O comes in silver-black, sand-black or black-anthracite, and sells for $369.99 in sizes XS-3XL (black-anthracite offers a 4XL). The women’s cut comes in euro sizes 34-44 and sells for the same price, though sand-black is not an option. The Tornado 4 H2O pants carry over version 3’s 2-in-1 liner construction, so the removable 2L Hydratex lining functions both as a waterproof and warming inner layer. The mesh-lined shell materials — a patchwork of ripstop, stretch and mesh polyester panels — offer the same high rating for protection. Zippered vents on the upper thighs assist airflow and Seeflex CE Level-2 armor inserts protect the knees, while Level-1 armor is provided at the hips. Version 4 improvements include a new waistband design that’s now stretchy and includes an ultra-strong Cobrax ‘snap’ button and new Velcro fly so you don’t have to say no to that post-lunch pie. Velcro has also replaced the ankle zippers for a tighter fit while the accordion panels at the knees are replaced by stretch panels above the knees to aid mobility. A connection zipper is provided to couple the jacket and pants as well. REV’IT!’s new Tornado 4 H2O pants sell for $319.99 in black or silver-black, sizes XS to 3XL short/standard/long (black gets you a 4XL), while the women’s version comes in black or black-silver, sizes euro 34-44, in standard length only. REV’IT!’s Airwave jacket is lighter in weight and costs less in price than the company’s Tornado line, but that doesn’t mean it’s not highly protective. In fact the most significant upgrade for generation 4 is its newly acquired CE AA certification. In the world of european standards there are C ratings (usually off-road), B ratings for on-road gear that offers only abrasion protection and the A ratings, which must feature both impact and abrasion protection. A double A rating is very high for any mesh jacket, just one level down for maximum protection (AAA) of the most robust and expensive riding suits on the market. The latest iteration of the more budget-minded Airwave Suit adds enhanced ventilation, including new perforated stretch panels across the upper chest. New, larger stretch panels were also incorporated into the jacket’s sides to improve fit across the spectrum of belly shapes and sizes. REV’IT! says this will allow for some riders who fall in between sizes to size down for a closer fit. A combination of windproof, breathable, water-resistant softshell 3L, 3D air mesh, ballistic mesh, and ripstop polyester make up the new Airwave 4’s shell, so it’s an all-in-one jacket without any independent liners. The Airwave 4 uses removable Seesmart CE Level 1 protection at shoulders and elbows, and the jacket is also prepared to accept REV’IT!’s back and chest armor inserts. This jacket will fit more loosely than the Tornado 4 H2O with only one adjustment strap for the lower arms and another at each cuff. A drawcord seals the waist hem. In addition to the employment of upgraded mesh panels, including a longer center-front panel, the new design enlists stretchier panels on the back of the shoulders to aid flexibility. The jacket’s collar now includes a “snapback” button to increase frontal airflow on the hottest of days Both the Tornado 4 and Airwave 4 suits are CE AA rated for both abrasion and impact protection. The Airwave 4 jacket is available in men’s sizes S-3XL anthracite-red, light gray-blue, black-anthracite and silver-anthracite and black (up to 4XL) and retails for $269.99. You’ll find the women’s cut available for the same price in black gray-pink and silver-anthracite, and sizes ranging from 34-46. Airwave 4 pants are available for those who want full-time, full-body airflow. The pants increase airflow over the previous version with an enlarged ventilation surface area made of PWR shell mesh, a stronger mesh material that’s partly responsible for the suit’s new AA certification. A new stretch waistband like the one found on the Tornado 4 improves comfort, closing with a strong Cobrax snap button. Stretch panels were also added to the knee area to improve comfort and flexibility. Seesmart CE Level 1 protection is provided at hips and knees and the new Airwave 4 pants can be zippered to the jacket to form a suit. Men’s sizes S-3XL short/standard/long can be purchased anthracite, or black, which goes up to 4XL, for $219.99. The women’s Tornado 4 pants come in black only for the same price in euro sizes 34-46 small/standard/long. Premium Cayenne 2 Suit Remains Unchanged REV’IT! does offer another mesh-forward suit in its top-spec Cayenne 2, a hard-core, off-road adventure proof jacket and pants combo which is so far unchanged for 2024. This suit offers the strongest fabrics among the mesh line, such as Schoeller mesh, and top-spec armor throughout including a SeeSoft Air ventilated CE Level 2 back protector. There are bells and whistles throughout, including a detachable kidney belt, a hydration pack pocket and connection loops for attaching a Segur neck brace. Being at the top of the mesh lineup means a more premium price: $729.99 for the men’s sizes only jacket and $469.99 for the pants. Author: Jamie ElvidgeJamie has been a motorcycle journalist for more than 30 years, testing the entire range of bikes for the major print magazines and specializing in adventure-travel related stories. To date she’s written and supplied photography for articles describing what it’s like to ride in all 50 states and 43 foreign countries, receiving two Lowell Thomas Society of American Travel Writer’s Awards along the way. Her most-challenging adventure yet has been riding in the 2018 GS Trophy in Mongolia as Team AusAmerica’s embedded journalist.

[embedded content][embedded content] NEXX has introduced the third-generation X.WED3 adventure helmet, which the Portuguese manufacturer says is now more refined, durable and safer than its predecessor. According to NEXX the new helmet has gone through rigorous testing, having done around 200,000 km in the most remote locations around the world “to ensure that every small detail is perfectly designed for any adventure.” With a focus on versatility, the X.WED3 is designed to seamlessly transition between an off-road/adventure and street helmet, without requiring any tools. Additionally, it offers the flexibility to use goggles in dusty environments. The X.WED3 can transition between adventure, off-road and street configurations without requiring any tools. The new helmet’s shell itself is made of ultralight, highly impact-resistant X-PRO Carbon fiber, a next-generation technology that uses aerospace knowledge together with 3K carbon to obtain a composite construction that makes the shell lighter, stronger, and even more comfortable. An entry-level version in NEXX’s X-Matrix 2 special formula (multi-composite fiber) will be also available. Claimed weights are 1700 grams (+/- 50 grams) for the carbon model vs 1790 grams (+/- 50 grams) for the more budget variant. ADVERTISEMENT Inside, the helmet uses a combination of synthetic leather with large ventilation mesh panels along with detailed stitching. The X.WED3’s crown pad is sewn with a special alveolar mesh that creates a fresh air chamber between the EPS liner and the padding as well. The helmet also uses soft-touch X-Mart Dry fabrics that keep the interior cool and dry. X-Foam Crash Bumpers To improve safety, the X.WED3’s features a unique shape with a softer and rounder base edge in the chin area to reduce chest injuries from frontal impacts. Specifically, the new X-Foam crash bumpers made in very lightweight EPP foam, are designed to fit both sides of the helmet and chin area to absorb crash energy and decrease the risk of a broken collarbone. The chin shape was designed to reduce injury to the upper thorax during a crash. X-Foam crash bumpers on the sides and chin area help reduce the risk of a broken collarbone. Ventilation The new helmet features seven closable air intakes and four exhaust outlets. According to NEXX, innovation has been the prime focus of the X.WED3 with updates such as the new Mid Airflow Chamber. A Mid Airflow Chamber keeps a gap between the inner and outer EPS, providing immediate circulation of fresh air around the head while ejecting the hot air from the shell through the rear vents. This new patent pending system is created to keep a gap between the inner and outer EPS, providing immediate circulation of fresh air around the head while ejecting the hot air from the shell through the exhaust vents. Visor Recoil System & Peak The X.WED3’s inner sun visor is 18% bigger than its predecessor. The new design includes NEXX’s Recoil Visor System with its spring-loaded base side plates that auto-adjust and pull the visor back against the dual-lip window beading for an airtight seal – working independently from the peak fitting system. To keep your vision clear during foggy or rainy conditions, a pinlock visor is also included. In Addition, the peak’s 3-level adjustment and removal are easy-to-operate through the new anti-rotation mounting screws. Plus a screwless peak extensor is included, perfect for riding in low sun conditions. Anti-Vibration EPS System The new anti-vibration EPS system includes a special rubber trim between the inner EPS and Outer EPS, allowing micromovements from the inner EPS that is in contact with the user’s head. This helps to reduce the vibrations in the helmet caused by the air turbulence at higher speeds. Nexx says this results in a safer helmet, with extra stability in the head and a smoother, more-comfortable sensation while riding. Fast Release System Another change to the helmet is the new lining F.R.S (Fast Release System) which Nexx says is distinguished by the simplicity with which it allows you to remove both cheek pads simultaneously in just a few simple steps without any tools. Easy to reach and operate, the patent pending F.R.S allows rescue personnel to easily remove the helmet with minimum friction in an injured rider’s head in case of an emergency. Simply lift the rubber trim arms that lock the buttons on both sides of the helmet, slide back the red buttons and both cheek pads are free to be fully removed. Device Integration The new X-COM3 intercom can be fully integrated into the helmet, with built-in earphones, battery, cable slots, microphone, and Bluetooth 5.2 technology, available in two variants: the X-COM3 standard, a mid-range version with capable features and the X-COM3 PRO that brings 2.0 Mesh Technology alongside other extra features and world-class sound by Harman Kardon. Designed to keep your action-camera securely and firmly in place during adventure riding, the new POV Kit includes a top camera mount that can be used with and without the peak. A removable side mount and a 4-reversible position chin mount are also part of the kit. Pricing and Availability NEXX says the new X.WED3 is expected to arrive in North America in April. The new helmet will be offered in three different shells with sizes ranging from XS – XXL and an MSRP starting at $499.99 for the non-carbon version and $699.99 for the carbon model. For more information go to nexxnorthamerica.com. X.Wed3 Key Features Anti-vibration EPS system PC Lexan shield clear with Anti-Fog position and Super Lock Visor Recoil System Pinlock Max Vision included Removable Chinstrap covers F.R.S emergency and cleaning system (patent pending) Special chin shape to reduce breast injury risk from frontal impacts Chin X-Foam crash bumper (X-PRO Carbon versions include in both sides) Cooling chamber Mid Air Flow Chamber (patent pending) NEXX X-COM3 Intercom system prepared Action camera supports for top, side and chin Visor with recessed cavity for Pinlock Panoramic Eye Port UltraWide Inner Sun visor Double D-Ring buckle Night vision – reflectors X-MART DRY fabrics Soft anti-sweat and anti-allergic fabric inner lining 3D Formed Pad, removable and washable Chin wind stopper Aerodynamic shell & rim Air Dynamic System -7 inlets and 4 outlets air-vents Chin ventilation Cheek pad ventilation Aerodynamic Peak, with adjustable multi-position system Peak extensor Goggle strap holder Quick Strap System prepared SV Dust Guard X-Lock magnetic button (X Pro Carbon) X.Wed3 Specs Construction: Multi-Composite Fiber (X-Matrix) or Carbon Fiber Shell with EPS liner (X Pro Carbon) Number of Shells: 3 Sizes: XS-XXXL Weight: X-Matrix 1790g +/- 50g (3.95 lbs +/- .11 lbs); X Pro Carbon 1700g +/- 50g (3.75 lbs +/- .11 lbs) Safety: ECE 22-06; DOT FMVSS 218, CCC and NBR-7471

[embedded content] Leatt might not be one of the first names that comes to mind when you think of adventure bike riding gear, but that might be about to change soon. Most of us do recognize the Leatt brand from its top-rated neck braces, as well as an extensive line of protective enduro, motocross and mountain bike gear, and now the South Africa-based company has dropped its first multi-range line of ADV-specific wear. Leatt first came onto the scene back in 2004 with the release of its first neck brace, a design created by neurosurgeon and motorcyclist Dr Chris Leatt. Now in its 20th year, Leatt has launched a line that includes three all-new ADV-specific riding suits, each with a defined primary purpose: All-season, warm weather and wet weather. There are also mix-and-match gloves and a waterproof boot. You’ll also find RTW rider Kinga Tanajewska and enduro champ and ADV training guru, Chris Birch, championing Leatt’s new adventure line this year. Legendary enduro rider Chris Birch and RTW rider Kinga Tanajewska have joined Leatt as ambassadors of the new adventure range. Headlining the new collection is the MultiTour 7.5 jacket, Leatt’s all-season offering and flagship of the brand’s new “adventure” lineup. As the name implies, the jacket is multi-season and can be worn in six different configurations. Continuing with the theme of versatility, the waterproof and thermal layers are designed to also be worn independently when you’re off the bike. The MultiTour offers 6 different configurations for on and off the bike use. ADVERTISEMENT The outer shell is cut from heavy-duty ripstop nylon, with abrasion-resistant Superfabric applied in potential impact areas. Inside the shell lives a removable, breathable, wind- and waterproof liner utilizing HydraDri Max material that achieves a rating of 30,000 mm for waterproofing and 30,000 g/m² for breathability. For comparison, Gore-Tex Pro 3L has a waterproofing rating of 28,000 mm and breathability of 25,000 g/m². Also included, is a separate thermal base layer that can be worn underneath the shell, independent of the waterproof liner, for added versatility. The suit’s HydraDri Max material achieves a rating of 30,000 mm for waterproofing and 30,000 g/m² for breathability. For comparison, Gore-Tex Pro 3L has a waterproofing rating of 28,000 mm and breathability of 25,000 g/m². State-of-the-art armor is a key player in Leatt gear, and the MultiTour has plenty of it. The company’s patented 3DF, CE certified Level 2 removable inserts protect the back, elbows and shoulders while a Level 1 panel shields the chest. Leatt’s 3DF armor design is slim, flexible and ventilated to enhance rider comfort. Pockets are also plentiful, seven on the outer layer, including two large waterproof front cargo pockets with side-entry hand warmers, a large waterproof rear pocket, a rear mesh pocket and waterproof phone pocket. Both the waterproof and thermal layers have their own hand warmer pockets. Zippered vents are provided on the chest, back and upper arms, and fit adjustment straps are provided at the waist (dual level), lower arm, cuff, hip and collar. The MultiTour 7.5 comes neck brace ready and includes a 1.5L hydration pack pocket with integrated sip tube channel in unisex sizes S-5XL and three colorways: White with blue and red details (Royal), black (Stealth) and khaki brown with black (Desert) for $649.99. Completing the suit are the MultiTour 7.5 pants ($449.99). The pants come with the same versatility as the matching jacket, including the zip-in-and-out waterproof HydraDri MAX liner, as well as a soft thermal base layer. Removable Level 2 3DF armor is fitted at the knee/shin, while Level 1 inserts protect each hip. Heat resistant panels can be found inside the lower legs, along with leather panels at the inner knee for improved tank grip. Ventilation is provided via zippers on the front and back of the legs, while storage consists of two large waterproof pockets on the upper legs as well as zippered hand warmer pockets. Fit adjustments can be made from waist to ankle, and the pants can be zipped to the jacket. Sizes are S-4XL (30-42”) in black (Stealth) or white/blue (Steel). Yup, as you probably guessed from the name, the FlowTour is all about air circulation. As described earlier, the flagship MultiTour offers a six-way configuration, while the warm weather-intended FlowTour offers four-way functionality. The main shell is made of ripstop nylon with large X-Flow mesh panels incorporated into the design to provide permanent airflow. The FlowTour comes with the flagship’s raft of features, including the full array of pockets, the rear hydration pack pouch, and the removable waterproof, windproof, highly-breathable HydraDri Max inner liner, perfect for those summer storms. The jacket features the same CE certified Level 2 removable armor for back, elbows and shoulders, as well as Level 1 protection in the chest area, plus it comes ready to attach a Leatt neck brace. The FlowTour jacket offers a four-way configuration. The main differences between the MultiTour and FlowTour are the large mesh vent panels on the shell, as well as the lack of the inner, separate thermal layer that makes the flagship the all-season option. It lacks the flagship’s stacked double waist adjustments and also the rear mesh pocket. A buyer should also note the abrasion resistant Superfabric panels have also been deleted and replaced by the mesh panels in an effort to improve cooling in hotter climates. The other differences are more subtle and things you’d expect on a summer jacket. For example, the FlowTour has a shorter, mandarin-style neoprene collar and smaller cuffs that zip and seal with lighter weight hook-and-loop fasteners. The FlowTour also has a smaller price tag, starting at $499 for black (Stealth) and $539.99 for white/gray with geometric patterns (Steel) or khaki brown camo patterning (Desert). Sizes are unisex S – 5XL. FlowTour pants feature the same ripstop nylon with mesh inserts as the matching shell. There is also a removable HydraDri Max liner and the same removable armor at knees/shins and hips found in the flagship version. As a bonus, the FlowTour pants get stretch areas in the knee, knee hollow, crotch and back yoke, without giving up the tank gripping leather inserts inside the knees. Colors are black Stealth ($379.00) or a white/gray with geo patterns called Steel ($399.99). Sizes range from S – 4XL (30-42”) with a “short” inseam option. Leatt’s DriTour adventure suit is super serious about keeping you dry, starting with a shell of laminated waterproof ripstop nylon utilizing HydraDri+ material that achieves a rating of 35,000 mm for waterproofing and 15,000 g/m² for breathability. Yup, that means it’s water tight at all times, though breathable enough to keep you from poaching your eggs. The waterproofing is baked into the shell, so there’s no additional waterproof liner but the DriTour does come with the removable zip-out thermal layer that can be worn separately as a casual jacket. It also comes with many of the features found on the flagship MultiTour suit, including Leatt’s CE approved 3DF Level 2 armor for back, shoulders and elbows, as well as a panel of Level 1 armor across the chest. It is also neck brace ready with the attached BraceOn shoulder straps and the rear of the jacket is designed to house a 1.5L hydration pack as well This jacket can be worn three ways and features a lightweight HydraDri Dri+ outer layer and a removable thermal liner. For abrasion protection, Superfabric reinforcements are located in high-impact zones, and ventilation is achieved via zippers on the chest in coordination with an exhaust vent in the back. There is ample storage, including two large waterproof front pockets, hand warmer pockets, rear waterproof pockets and a vertical, zippered waterproof phone pocket. When needed, the thermal liner acts as a standalone, casual insulated jacket. This jacket comes with all of the fit adjustability as the MultiTour with the exception of the single cinch adjustable waist straps instead of the double straps on the flagship. Subtle differences include stretch material in the cuffs to form watertight seals, and magnetic pocket closures. The price for the DriTour jacket is $559.99 in sizes S-5XL with a color range from white/gray with red/blue accents (Royal), deep gray and black (Iron) and black (Stealth). The accompanying DriTour pants serve a dual purpose, thanks to the directly laminated HydraDri Dri+ outer layer for wet rides and a removable thermal liner for colder ones. The pants offer an over-the-boot fit and feature Leatt CE Level-2 3DF protectors at the knees and CE Level-1 at the hips, as well as waterproof cargo pockets and hand warmer hip pockets. These pants come equipped with a connection zipper for jacket integration as well for additional security. MSRP is $469.99 in sizes 30-42 with a color options of White/Black (Steel) and Black/Silver (Stealth) Leatt has been providing advanced footwear to MX and enduro riders for many years. In fact, the company’s 4.5 HydraDri enduro boot has been a popular choice for aggressive adventure riders looking for extra impact protection. But now there’s a dedicated ADV boot too, one that’s waterproof, but also conducive to exploration that involves wearing the boots for long periods both on and off the bike. These new boots are lined with HydraDri EVO (rated at 20,000 mm for waterproofing and 20,000 g/m² for breathability) to keep the water at bay, while a tough nubuck leather exterior provides durability. A reinforced shin plate and 3DF impact foam offer protection. Auto-locking one-way slide closures keep the boot tops snug, while the toe box is said to be optimized for good shift feel. Forged aluminum buckles snap you in while a flex limiter improves boot control. The lugged soles on the HydraDri are more giving than traditional enduro boots and ready for more comfortable off-the-bike excursions. The new ADV boots from Leatt come in Stealth black or a dark brown/black called Desert. Price is $349.99. New Leatt Adventure Glove Range Of course an adventure riding suit is never complete without gloves, and ideally a pair that compliments the suit’s intention. Leatt has released a collection of gloves for their new adventure line to cover every type of climate, from desert heat to winter frost, and in a wide variety of patterns, hues and even wrist lengths. Starting again with Leatt’s top-of-the-line option, the SubZero adventure gloves are obviously made for cold weather, with a built-in layer of thermal insulation, sandwiched between stretchable ripstop nylon and a seamless leather palm. Impact protection is provided by 3DF soft impact foam with thermoplastic rubber on the palm side to enhance grip. A membrane of the brand’s breathable, waterproof HydraDri EVO keeps water out. Available in black (Stealth) or Desert (khaki brown), the SubZero’s are sold in short and long wrist lengths for $129.99 and $139.99 respectively. Sizes range from S-XXXL. These gloves are intended for warm weather situations, pairing well with the FlowTour 7.5 Jacket & Pants. But they are not to be confused with a typical summer glove. There’s airflow of course, but there’s also serious built-in protection in the form of flexible CE Level 1 knuckle armor and ReaFlex soft impact gel. On the palm, leather and fibrous NanoGrip fibers work together to protect against abrasion while improving tactile feel on the controls. Colors are Steel, Stealth and Desert (with camo graphic) and prices are $99.99 for long and $89.99 for the shorter wrist length. Sizes range from S-XXXL. Made for wet weather riding, these gloves match up with Leatt’s waterproof DriTour 7.5 suit. Like the SubZero gloves the HydraDri option also uses the brand’s own stretchable micro ripstop nylon, but with a Hydradri Evo membrane to keep out water while allowing heated vapor to exit. A seamless leather palm ensures good tactile feel while CE tested armor guards the knuckles. Soft impact foam provides further protection and materials are doubled up in critical impact areas. The HydraDri gloves are available in colors that match the DriTour suit (Steel, Stealth and Desert), and also in short ($119.99) or long ($129.99) wrist lengths. Sizes range from S-XXXL. *** All of Leatt’s adventure suits come with a five year warranty. Chief Executive Officer Sean Macdonald adds that Leatt’s product line, including the Adventure collection “has been through an in-depth product development process including a rigorous series of impact simulations at our Leatt testing facility.” Many of the items in the new Leatt ADV Line are available immediately, while a few will be arriving soon. More details can be found on the Leatt website. Author: Jamie ElvidgeJamie has been a motorcycle journalist for more than 30 years, testing the entire range of bikes for the major print magazines and specializing in adventure-travel related stories. To date she’s written and supplied photography for articles describing what it’s like to ride in all 50 states and 43 foreign countries, receiving two Lowell Thomas Society of American Travel Writer’s Awards along the way. Her most-challenging adventure yet has been riding in the 2018 GS Trophy in Mongolia as Team AusAmerica’s embedded journalist.

As you may already know, Airbag Systems are the biggest innovation in protection equipment for motorcyclists since the helmet. Development of the Alpinestars off-road-based system got its start back in 2017 and it made its debut at the Dakar Rally in 2019. After proving its worth protecting riders in the grueling race, airbag systems became mandatory in 2021. Leading the way, Alpinestars has been a top innovator among manufacturers of motorcycle airbag systems and as of the last Dakar Rally, 107 riders out of 140 used the race version of the Tech-Air Off-Road, including all three riders on the podium. In the last Dakar Rally, the Tech-Air Off-Road System was used by 107 riders including the full podium with Ricky Brabec, Ross Branch, and Adrien Van Beveren, as well as the rest of the top 8 riders. After 12 stages of racing in the 2024 Dakar, over a total distance of 7,891 km, Alpinestars recorded 323 deployments from their racers. With its 6 triaxial fall-detection sensors logging data each millisecond, you can imagine how much data was captured in this race alone. Not to mention all the data logged over the last 7 years of rigorous testing. That massive amount of data is used to not only better understand what it looks like to be in a crash, but to continually refine the algorithm to ensure each deployment is accurately and timely triggered. The system is FIM homologated, designed to handle the rigors of fast off-road riding and Rallies, as well as provide high levels of upper body protection on the trails. But this tech wasn’t just developed to benefit a small number of elite racers. After a long wait, Alpinestars has finally finished development of a consumer version with the same level of protection for the masses. Whether you’re a hardcore dual sport rider or the adventure rider who occasionally dabbles off-road, the Tech-Air Off-Road offers new levels of safety on a completely different scale. Once an impact or an imminent fall is detected, airbags deploy around the riders torso and neck in a fraction of a blink of an eye, providing protection that can withstand g-forces multitudes higher than any passive armor can. For many in the sport of Rally Raid, it has likely already made the difference between a life-changing accident and getting up and walking away unscathed. The system complies with FIM regulation where neck movements are limited to a maximum of 40° on the rear and 30° maximum on a lateral direction, significantly helping to reduce and/or mitigate any sort of whiplash and/or neck injury. There’s also an added benefit of increased confidence to ride faster on the trail. Would you be more likely to ride to your full potential while wearing a helmet compared to without one? What about wearing motorcycle boots versus tennis shoes? The potential for improved speed knowing you’ve got an increased safety net around you is there. I got a chance to test this theory for myself during two days of off-road riding in Death Valley for the Tech-Air Off-Road press intro. Read on to see whether it lived up to expectations. How It Works With the Tech-Air Off-Road you are essentially getting the same vest used by racers in the Dakar Rally, although there are a few small differences. For one, the consumer version has been made more versatile for the occasional street use. For instance, it uses a heavier, more abrasion resistant material than the lightweight race-only version. There are also multiple modes on the consumer version, allowing the rider to adjust the algorithm to the terrain. The front chest armor is also smaller on the race version for improved airflow but it also only offers CE level-1 protection instead of level-2. The active airbag offers full chest and back protection, plus coverage to the shoulders, neck, and collarbones. The system is also equipped with CE Level-1 passive back and limb protection, along with a CE Level-2 passive chest protector. Setting up the Tech-Air Off-Road for the first time, fresh out of the box, you’ll need to give it a full charge via a USB-C port. It takes about 4 hours to completely charge a flat battery or if you just need a quick recharge, you’ll get 6-8 hours of use time for every hour of charging. Total ride time is 30 hours on a full charge. ADVERTISEMENT On the front of the vest, there is a status panel that offers several LED lights to display current information to the rider. The battery LED will show Green if it has more than 8 hours of life, Yellow 2-6 hours, Red less than 2 hours, and Flashing Red indicates you need to recharge immediately. There’s also an app available that gives exact battery charge percentage as well as other unique features, like the ability to record your rides, all via a bluetooth connection. The app was not enabled during our test but is available now for Apple or Android devices. An LED panel on the lower front displays the current system status. Riding Modes can also be selected via the LED display, or via the Tech-Air App. Turning the jacket on and activating it is as simple as zipping it up. There are two magnets that touch at around chest level upon zipping. Contact for more than a few seconds between the magnets puts the jacket in active mode, ready to deploy airbags. A separate LED at the bottom of the panel will show Blue if all systems are go. When the rider wants to turn off the Jacket, they can either unzip it to the point where the magnets no longer touch or hold the button on the status panel down for 6 seconds. Three riding modes offer great versatility for a variety of different off-road terrain, while still being suitable for the street. Once activated, the rider can cycle between three modes (Rally, Enduro, Street) with a 2-second push of the button. As the mode switches, you’ll see the respective LED light up. As far as the differences between modes, Rally Mode is optimized for faster off-road riding on higher speed trails (generally 50 mph or faster) while Enduro mode is best for slower speed, technical terrain. Street mode uses the same algorithm as Alpinestars’ street systems like the Tech-Air 3 vest, which is optimized for asphalt roads and city traffic conditions. An example of how the Street mode might differ from the off-road modes is increased sensitivity to a rear-end hit from a car. As far as construction the main body of the jacket uses a stretch mesh with externally stitched seams, making it breathable and comfortable when worn directly on the skin. There’s also a set of form-fitting soft armor inserts in the elbows and shoulders, which are also removable. Constructed from a breathable stretch mesh, the system is designed to offer ventilation while keeping the protectors close to the rider’s body. The Protection Under-Jacket has a slim-fit, stretch fabric construction and comes with a lateral zipper for easier wear. The Tech-Air Off-Road also includes an elasticated rear pocket for carrying up to a 3-liter water bladder, along with a top Velcro strap to hold it in place. A unique downward zipper makes it easy to load the bladder while ensuring it doesn’t easily self-open during bumpy rides. And unlike water bladder pockets on many adventure jackets that tend to pull back on the rider around the neck, the form fitting nature of the armored jersey has the added benefit of spreading out the weight much better. The Tech-Air Off-Road features an integrated back holder for a Hydration pack with 1.5 to 3 liter capacity. When activated, data from the sensors are analyzed each millisecond to determine if something looks like an accident is underway. Whether you are being hit by an object, hitting one, or flying off the bike out of control, the airbag will try to detect it and deploy its bags within 40-60 milliseconds depending on your jacket size (larger air bags take longer). For comparison, an eyeblink takes 190 milliseconds. [embedded content][embedded content] The Tech-Air Off-Road System uses a series of tri-axial sensors, including 3 accelerometers and 3 gyroscopes, which in turn, communicate with the System’s computer, sending data inputs every millisecond. The Airbags offer coverage of your shoulders, collarbones, chest, back, and neck. In fact, the airbag acts like a pop-up neck brace (but without the bulk of one) to help support the head in the event of an impact. Movement of the head is restricted 40 degrees front-to-back and 30 degrees side-to-side, thus helping prevent hyperextension of the neck and potential spinal cord injuries. After the first deployment the rider just needs to wait for the airbags to deflate after a few minutes, then you’re good to keep riding again. After the first two deployments, the airbag system’s gas canisters will need to be replaced but you still have the passive protection of the CE Level-2 chest protector, and Level-1 back, elbow and shoulder protectors to get you through the rest of the day. Both the back and chest use honeycomb Nucleon Cell technology designed to create a passive protector that is ventilated, lightweight and robust. Thankfully, the Tech-Air Off-Road is ‘user serviceable’ so you can swap out the gas canisters yourself after the first two deployments are used up. The process is pretty simple: just pop-off the rear plastic panel and there’s a small screwdriver included that lets you remove and reinstall a set of new canisters. The cost of two replacement canisters is $169.95. After that, you get two more deployments before you have to send it in to be professionally serviced. A full system service consists of replacing gas canisters and air bladders, a firmware upgrade if needed, as well as doing a systems check of the sensors, and a review of the overall integrity of the jacket. Pricing for the service is expected to be $299, including the new bladders and gas canisters. Electronic Control Unit (ECU) and airbag are completely removable so that the protection jacket can be washed separately. As far as washing, you can wipe down the jacket with a clean, damp microfiber towel after a ride. It is recommended you don’t use anything other than an antimicrobial cleaner. Just don’t immerse the system electronics in water. For a more thorough cleaning, you can remove all the electronics, canisters, bladder, LED panel, etc. The system is weatherproof but it’s not designed to be submerged, so try to avoid going full submarine on any failed water crossing attempts. How It Performed Getting Set Up My initial walk-thru of the device with an Alpinestars tech went smoothly and everything seemed pretty straightforward. Having used the Tech-Air 3 street vest extensively, the general concepts were familiar. However, with this system being user serviceable, there is some additional delving into the guts of the system. If the device has been sitting in storage or is fresh out of the box, you’ll need to pull the back panel off and flip a small switch to the ‘on’ position. The rear door is tightly sealed and takes some coaxing to get off using the ‘eject’ draw string. Once off, it looks like you just opened a ticking time bomb with lots of exposed wires and various tubes. Apparently the jacket is approved for carrying on a plane, as long as you put it in your checked luggage. I wouldn’t advise taking it as a ‘carry on’ unless you enjoy full body pat downs. A quick release cover opening allows for gas inflator replacement. The system comes installed with two gas inflators, providing riders with two individual airbag deployments before needing to replace the gas inflator canisters. We went through the canister replacement process and it’s as easy as using the included mini screwdriver to remove the electrical connectors from the canisters, then you simply unscrew the old, screw-in new and reconnect the wiring on the canisters. Popping the lid back on is the most challenging part as it doesn’t always snap into place automatically. Just use firm pressure rather than banging on it and it will usually snap into place. To lock it in place, give the pull tab a tug while pushing downward on the lid. Overall the canister replacement process can seem a bit complex the first time around, especially if you’re not mechanically inclined, but the operation will seem straightforward after seeing it once. Watch a how-to video before diving in, and you’ll be alright. First Impressions At a glance, the Tech-Air Off-Road looks very similar to the Alpinestars Bionic Tech V3 Armored Jacket I often wear for dirt excursions of the more challenging type. Like the Bionic Tech V3, the Tech-Air uses a side zipper and two clasps that give it a snug yet comfortable fit once everything is strapped, zipped and clipped into place. There’s definitely some extra bulk in the back where the main guts of the device are housed and picking up the two, the Tech-Air feels heavier. However, that additional weight and bulk isn’t a huge difference when wearing it. Comparing comfort, the Tech-Air feels just about as good as the armored jersey. The Ride Weighing the two, the Bionic Tech armored jacket is about 5 and a half pounds, while the Tech-Air is roughly 8 pounds in size XL. A 2.5-pound difference between the Bionic Tech V3 and the Tech-Air Off-Road isn’t insignificant, but I will say I didn’t think much about it once I started riding. On the first day I opted to try the Tech-Air out underneath an adventure jacket. First I removed the elbows and shoulder pads from the Tech-Air so as not to double up the padding already included in the jacket. This is the recommended approach due to the pads being a lot easier to access on the armored jacket compared to digging out the pads on an adventure jacket. You’ll also want to remove any back protector from your adventure jacket to avoid doubling up there as well. We started the ride on a chilly morning in the desert after torrential rains that had turned Death Valley into a lake and nearly caused the cancellation of the event. Luckily, things had started to dry up for the first day of our ride. I switched the Tech-Air into ‘Street’ mode just before take off, knowing we’d be cruising for a while on the open highway before transitioning to our dirt destination. It was a strange sight coming across fast-flowing rivers and mud-covered roads in a place known for being one of the hottest and driest on the planet. Unlike water bladder pockets on many adventure jackets that tend to pull back on the rider around the neck, the form fitting nature of the armored jersey has the added benefit of spreading out the weight much better. Riding with an armored jacket under an adventure jacket is always a bit constraining and not the best setup for hours of riding on the highway, yet for short stints like this one, it was completely doable and a small sacrifice to pay considering the extra protection. For those looking to do primarily street miles or daily commuting though, the Tech-Air 3 throw over vest is probably a better choice from a comfort standpoint. Once off the highway, we traveled on some mixture of sand, whoops and rocks with open trails that saw speeds in the 40-60 mph range. This was a perfect opportunity to switch it into ‘Rally’ mode. Switching modes with the Tech Air under a jacket does require you to pull over, unzip and find the status indicator panel. It’s a little tricky to read while looking down with a helmet on, especially if, like me, you’re reading eyes aren’t as good as they once were. Once I memorized the position of the different modes on the display, it became easier to tell with a glance which mode was active. It can be a bit tricky to read the LED status panel while wearing a helmet, but it becomes easier once you become familiar with the positions of the mode lights. On some of the long, high-speed desert roads, I had a few major bottoming incidents on the Honda Transalp in large ruts. Deep sand, rock drop offs, hard hits and even a few close-call front end tucks never led to any inadvertent deployments. I did get to test deployments vicariously through a few of my companions though who managed to pop off their vests during moderate speed falls. The algorithm detected both get offs precisely and the airbags were deployed before impacting the ground. From the descriptions of the incidents, the impact was soft thanks to the airbags and both riders walked away without injury. On day two I switched over to a KTM 690 Enduro R and rode with a non-padded enduro jacket, so I reinserted the pads back into the Tech Air. Reinserting the pads was a tad more tricky than pulling them out but still fairly quick and easy compared to doing the same thing with a padded adventure jacket. Having a lighter weight, looser fitting jacket over the Tech-Air was quite comfortable and I didn’t notice the bulk of the back panel as much. Our day two was a spirited ride on slower, technical terrain which gave us an opportunity to work up a sweat. I spent much of the day in ‘Enduro’ mode, although at one point I forgot to switch out of street mode and just continued riding in fairly gnarly terrain. This was no big deal though. As I learned from using the Tech-Air 3 with its street algorithm, unless you are actually falling or doing something really extreme, it’s pretty unlikely for it to go off inadvertently. We got a chance to ride with 2023 Dakar podium finisher Skyler Howes.Trying to stay on his tail out in the desert was a humbling experience. I spoke to one of the Alpinestars engineers about inadvertent deployments and he said they are pretty rare even at Dakar. With so many reams of testing data processed and incorporated into the algo, the system is now very accurate at detecting legitimate falls. He mentioned that a handful of the fastest riders have had it happen, but only the most elite Dakar Racers have the skill to do it. It can occur in the dunes where these riders jump the bike so high and far that the impact is almost indistinguishable from a fall. But again, the instances of this are rare and only the fastest of the fast have the ability to do it. Nothing us mere mortals need to worry about. Catching some air didn’t cause any unwanted deployments. One thing Alpinestars did that was a good idea for this event was take us out to the dunes. It was the perfect place to increase the probability of falls while also keeping the danger level down in the soft sand. And boy did a lot of those bags go off. I believe somewhere in the range of 6 deployments happened in just a couple of hours of riding. Personally, I didn’t have any big offs but I came close. It was a slow motion fall and my body never really hit the ground, more of a tip over at the crest of a dune where I fell off the bike onto my knees. Surprisingly the algo was smart enough to realize this was not a proper fall that would require a deployment. Perhaps, the greater sensitivity of the ‘Enduro’ mode was able to anticipate this type of small, inconsequential tumbles that happen frequently during this type of riding. As far as breathability during this active style of riding, the mesh material gives good airflow to the body once jacket vents are opened. The large chest protector pad that sits in front of the airbag does prevent most airflow in the middle of the chest, and there’s also some limited ventilation in the middle of the back. I noticed some pooling of moisture in both the back and chest when working hard but around the sides of the torso, arms, and neck there’s good airflow. This test occurred during winter, so I can’t attest to how it would feel in hot weather. Riding with just the armored jacket alone felt much better in terms of airflow, very similar to riding with a standard armored jersey. Who’s It for If you are the type of rider who already rides with an armored jacket, upgrading to an airbag-enabled armored jacket like the Tech-Air Off-Road is a no brainer. It offers a major upgrade in protection with little sacrifice in comfort. Adventure Riders who are pushing their limits on challenging off-road trails would also be smart to consider making the investment. For those that do ride primarily on the street, a throw-over vest like the Tech-Air 3 might be a more comfortable, convenient and less expensive option, despite the street algorithm. Our Verdict While I failed to deploy the airbag system either by fall or false alarm, it wasn’t for lack of trying. At some point I kept thinking how much more I was protected by wearing just this one device. And that did start to get me thinking about throwing caution to the wind for a bit. I got on the gas and pushed my speed to higher levels than I might normally. Cornered a little harder, got on the brakes a little later, accelerated for longer, and rode at the top of my ability. It was fun to just let go for a short stint but testing fate is never a good idea, so I reeled it back in. Could a device like this change how people ride? Especially, after several falls without consequence? Talking to Dakar racers like Skyler Howes who have used the system extensively, the answer is yes. We actually got an exclusive look at one of his big crashes during the 2023 Rallye du Maroc. In the video, he’s riding through whoops and hits a big hole, sending the bike swapping uncontrollably and ending in a high-speed faceplant to the ground. Under slow-mo you can see the airbag deploy just milliseconds before impact, giving Skyler protection around his torso and neck. He walked away from what could have easily been a career ending crash with just a sore back and brake in his tibia plateau. Two months later he was ready for the start of Dakar 2024. And this is just one accident of many where the airbag system might have prolonged the careers of some of our racing heroes. Many of these rally racing incidents have recorded astonishing impacts as high as 28 Gs. So the big question… is it worth it considering the thousand dollar price tag? Anyone who’s ever had a nasty shoulder, collarbone, neck injury, or collapsed lung will probably tell you it’s worth the ticket to avoid going through that experience. As someone who’s suffered several nasty off-road falls myself, including being paralyzed temporarily from a spinal cord injury, I’ll add my voice to that choir. From a purely tech perspective, I can see how the price is what it is when considering all the research, development and testing that’s gone into bringing this to market. We can only hope that as these systems become more ubiquitous, the price drops down to something that is more approachable for the average rider. Alpinestars did a good job of adapting the race-only version into something more versatile for adventure riders by enabling multiple ride modes and some built in abrasion protection for the street. The fact that it can be serviced by owners and you get multiple deployments makes it a lot more practical too. My biggest concern going into the test was that it might go off inadvertently and be expensive to maintain over the long run. From what I’ve experienced, the algorithms are very accurate so you don’t have to worry about wasteful deployments. Unless you are a frequent faller, four deployments between servicing should last a while and the service fees aren’t completely unreasonable. There’s still more testing to do in hot weather and more rigorous rides to get a better sense of the comfort, but if riders in the Dakar are throwing one of these on every day for two weeks straight, in the hot sands of Saudi Arabia, I’m sure I can handle it on the occasional hot day too. The new Tech-Air Off-Road armored airbag jacket is available now at Alpinestars.com and other online retailers. What We Liked The extra weight and bulk disappears once you are riding. Extra protection encourages you to ride to your potential. Inadvertent deployments weren’t a problem. What Could Be Improved Make the rear door panel easier to open/close. Switching modes is a little challenging when worn under a jacket. Tech-Air Off-Road Specs WEIGHT: 5.5 pounds (2,485g) in size Medium FALL DETECTION: 6 triaxial sensors (3 gyros and 3 accelerometers) ALGORITHMS: Rally, Enduro, Street CHARGE TIME: 4 hours on flat battery USE TIME: 30 hours on a charge SIZING: S-2XL PRICE: $999.95 Buying Options Photos by Simon Cudby Author: Rob DabneyRob Dabney started a lifelong obsession with motorcycles at the age of 15 when he purchased his first bike – a 1982 Honda MB5. Through his 20’s and 30’s he competed in off-road desert races, including the Baja 250, 500 and 1000. Eventually, his proclivity for exploration led him to dual sport and adventure riding. Rob’s never-ending quest to discover what’s around the next bend has taken him on Adventures in Latin America, Africa, Europe, Asia, and throughout the American West. As a moto journalist, he enjoys inspiring others to seek adventure across horizons both near and far.

One of the many things the Italians do well is make a vehicle and then make a more-expensive, exclusive, rare, race version of it. The standard Panigale V4 sportbike is $25k, and it’s a phenomenal piece of engineering, yet Ducati will also sell you the V4R for $45k. The funny thing is, Ducati will tell you the V4R customers are their happiest customers. The DesertX’s MSRP is $17,995, which is already a little hefty, but again, we’re talking about some high-level parts, performance, and prestige that come with the Ducati name. Add the word “Rally” to the end of the DesertX designation, and well, you gotta pay an extra 5k to play. Is the DesertX Rally worthy of the name and the $22,995 price tag? Let’s discuss the details. Key Upgrades My first thought was 23 grand! That’s a good chunk of change for a top-of-the-line middleweight, but okay, let’s see what we get over the base model DesertX. The DesertX Rally (or DXR) comes with a lot of high-spec parts that are purpose-built for a few different but overlapping reasons. Ducati even gave us their concept, positioning, and theoretical target customer white paper. The new variant takes the already capable standard model to the next-level with race-bred equipment and other components inspired by enduro racing. I threw out their playbook because I wanted to develop my own theories first. Then I dug Ducati’s DXR mission statement out of my virtual trash bin of curiosity, and guess what? The Italians and I see eye to eye on the Rally’s purpose. Like the standard model, the DesertX Rally is powered by Ducati’s Testastretta 11° 937cc engine pumping 110 hp and 68 lb-ft of torque. ADVERTISEMENT The DesertX Rally is designed for and focused on taking Adventure Bikes to the next level—a level where capable riders aren’t held back by stock suspension and cost-cutting corners. There are no half-measures or stop gaps regarding wheelsets or tire choices. The Rally, explains Ducati, is the step a rider takes when they’ve pushed the limits of conventional ADV Motorcycles and are ready to get serious about pushing themselves without overriding their bike’s capabilities. But is it worth the upcharge? Who is this motorcycle designed for? Could I make a DesertX Rally out of my DesertX for less? OK, let’s stop stirring the “internet pasta sauce” and take a deeper dive into the gravy bowl to see what you get for the extra $5k. Suspension The DXR comes with 48mm (+2mm more than the standard DesertX) KYB closed-cartridge forks, with DLC (diamond-like coated) inner fork legs and Kashima coated (lubricating anodized) outer/upper fork tubes. The benefits of the coatings are reduced stiction and friction through the stroke. The closed cartridges eliminate cavitation and foaming of the fork oil. Adjustable for compression at the top and rebound at the bottom, making them Dual Function fork legs. Dual functions mean twice the flow over split design forks (rather than compression on one leg and rebound on the other), and better flow equals better, more consistent damping characteristics. They also dissipate heat by damping at a rate that far exceeds the capabilities of open chamber forks while keeping the oil in the cartridge under pressure as your nitrogen-filled rear shock bladder does, eliminating foaming of the fork oil. There is virtually no wasted/un-damped travel in the forks through its 250mm (9.8 inches) travel (+20mm over the standard DesertX.) Like a kitten on a carpet, the grip and confidence from the front end are surprising. This is something of note for the person looking to genuinely put a Rally in their garage. Ducati was prepared to answer questions like “What will support look like from KYB for custom tuning of the suspension?” Answer: “KYB will have build sheets and solutions at authorized service dealers.” Ducati even employed the help of Technical Touch out of Belgium for initial testing and tuning for the DesertX Rally. I have yet to be on a press launch for an Adventure Bike that took suspension tuning this seriously. Oversized forks with coatings aftermarket price: $3500 if you can find a set, while the WP closed-cartridge cone valves for the KTM 890 ADV Rally retail for over $6000 without the coatings. Also, be advised that both forks require inspections and rebuilds every 12,000-18,000 km, depending on conditions. The rear shock isn’t as tricked out as the forks, but it is oversized at 46mm, which is +6mm over the standard DesertX’s. With high and low-speed compression and low-speed rebound adjustments, the big-bodied KYB rear shock also has a stiffer rear spring with 240mm (9.4 inches) travel (+20mm over the standard.) It also has a thicker shock shaft for added strength to match the larger high-flow valves kept under pressure with a piggy-backed nitrogen charge. I’m a big fan of using suspension preload to adjust “the balance” of the motorcycle between the front and rear static chassis geometry. The rear shock has a remote hydraulic preload adjuster, which “is very important to the bike’s handling,” according to our 6’5″ ride leader, Andrea. So I took his advice and ended up three clicks in on the compression on the forks. Five clicks in on the rear low-speed compression and four clicks in on the rear preload. [embedded content] The aftermarket price for this Big Boy shock starts at around $1,100, while a WP Super Trax rear shock for the KTM 890 Rally starts around $2,500 but also comes with a high-speed rebound adjustment. Both have similar service intervals of around 45,000 km. I bring up the WP A-Kit units here because later, we’ll do a little comparison between the two. If I had more than two days with the DesertX Rally, I would have really dived into the rebound settings to set up more confidence on initial turn-in and through rougher terrain, but it’s great to know the settings are there, and they do respond well to changes. At one point, I tried going five clicks on the forks, and they literally beat up my hands. Not too stiff, per say, but wonderfully reactive. The upgraded, oversized cartridge forks are also carried by split design forged-CNC’d triple clamps that are black anodized (should have been red, in my opinion.) Forged aluminum triple clamps are standard upgrades for serious dirtbike racers. They have better flex characteristics, provide more feedback, and clamp the fork tubes with less flection and distortion. While some people say they can’t feel the difference, others insist on not riding without them. The DXR isn’t about leaving things to chance; instead, it instills confidence in the rider by having the upgrades in place. CNC Triple Clamps aftermarket price: $750 at least There’s also an adjustable Ohlins steering damper on top of those beautifully machined triples. Try not to look down at it while riding, but it’s mesmerizing to watch and even fun to imagine it working. Is it necessary on DXR with its top-tier suspension and stable frame geometry? The steering damper works very well for vibration control and lessens the feedback through the bars on one-sided front tire rock hits. Ohlins Steering Damper aftermarket price: $450-$950 depending on your model choice. Universal vs. from a Ducati performance dealer. The ‘Dreaded’ Tube Type Wheels There are going to be a lot of people asking, “Why doesn’t the DesertX Rally have tubeless wheels?” Please take a deep breath and hear me out. The Excel Takasago rim set 2.15″ wide front and 4″ wide rear rim are flat-out stronger. They come in 21/18 front and rear, respectively, and open up many options for extremely aggressive off-road tires. Combined with the high-speed off-road reliability of tubes and heavy-duty carbon steel spokes, these wheels make no excuses. The CNC’d billet-aluminum hubs are lighter and stronger too, and even support the use of a cush drive. The complete wheelset with tubes and tires is also one pound lighter than the standard DesertX tubeless wheelset. It takes a lot of speed and aggressive riding to bang up and bend a new set of cross-spoke tubeless wheels like those found on the standard DesertX. Still when that happens, you need a trailside rock to smash the rim back in place (which I’ve done) or add a tube to the tire to get yourself going again (which I’ve had to do). These tube-type wheels are the way to go for the hard-core Adventure rider. They are the better, more robust, more reliable rim set and Ducati installed them because the professional off-road racers that helped develop this bike asked for them. Because the DXR wheelset will have an “MT” style safety bead with the Excel wheelset, you could get them sealed by Woody’s Wheel Works in CO at $150 a Wheel. Woody’s will tell you that keeping the tube in the front is the better choice, but I’m passing on some knowledge so you can make the choices based on your needs. Excel 21″/18″ wheelset with HD spokes and billet hubs aftermarket price: $2,600 More DesertX Rally Only Parts I’m not a fan of the high front fender look on adventure bikes, but it’s a mod most people do who have either experienced a mud jam or are worried about one. It happens, and the high front fenders divert water away from the rider and the radiator through water crossings. The DXR comes with a soft, color-impregnated high front fender, which shouldn’t break or shatter if you make contact with the ground or a tree. To make mounting the high front fender and lower fork guards work, Ducati had to split the brake lines up high and route them down each fork leg. If you want a more traditional/retro Dakar Bike look, Ducati assured us you can swap in the standard DesertX’s low front fender. High front fender kit, lower fork guards, and brake lines from AltRider to convert the standard DesertX: $369 Rally Bikes need Rally seats. A long, flat, single-piece seat that’s easy to move around on. The DXR comes with Ducati’s optional “Rally” shaped seat; there are no complaints here. The tail section of the DXR is visually the lightest rear end on the market, with only a hooped grab bar at the rear end wrapping a tail light with a minor fender sticking out the back. A tail rack will be necessary if you want to carry even a small tool kit and tubes. If you remove the rear passenger pegs, the DXR tail section will be one of the best by simply being out of the way. Ducati DesertX Rally factory accessory seat: $365 Matching the durability aspects of the colored plastics on the front fender, the DesertX Rally has a “thick” adhesive graphics kit installed. This was done to prevent scratching painted surfaces and for people who want to customize their Rally. SKDA Custom Graphics Kit: $240 Going down low, the DesertX Rally comes with all its own unique lower controls. The machined billet aluminum folding brake pedal with two positions for the tip is surprisingly a work of art. It is smartly designed so that adjusting the pedal to the high “off-road” setting for use when standing only requires a quarter turn of the pedal, not a flip—making it about half an inch taller. The matching billet aluminum shift has a folding tip like the brake pedal and two holes for quickly swapping between a street-friendly low and off-road boot high setting. It can also be fine-tuned via the heim joints incorporating the quick shifter. The design is compact and “self-guarding,” with any linkage tucked behind the lever and located high enough that it won’t make contact with the ground. The set is nearly one pound lighter than the Standard X’s. As for the footpegs, they are the same cast aluminum units that can be found on the standard DesertX and work fine, but the aftermarket has a lot of good options that are larger or with more bite. SW-Motech makes a nice set of billet aluminum, machined, adjustable, folding lower controls (set) for the DesertX: $273 Skid Plate design can make or break a day out on the trail. The DesertX came with a surprisingly well-mounted and stout Aluminum skid plate from the factory, and I didn’t see any weak spots in its design. While plenty of aftermarket skid plates are out there, Ducati chose to one-up everybody in the stock department. Ducati went all out for the Rally and bolted up a forged carbon skid plate to the bottom of the DXR. Forged carbon fiber not only looks blingy as it layers random pieces of carbon over one another in the forging process, but it gives it unique strength capabilities as it doesn’t break down like woven carbon fiber can after multiple impacts or repeated stressed flexing. I was skeptical of the forged carbon skid plate design so I asked Ducati’s DesertX Rally engineer if they’ve broken any skid plates during testing or if it shows signs of failure after long periods of abuse and use. He carefully thought about it and said, “No, not one.” So it’s lighter and stronger than the DesertX’s aluminum unit, and after a lot of large, fast rock hits and bottoming the bike after a few culvert jumps before adjusting the suspension, I felt the skid plate would have to show signs of damage. I crawled under the Rally after two days of wreckless skid plate abuse, and there was nothing, no chips, no scrapes, and certainly not a dent like an aluminum skid plate would have had. Forged carbon skid plate estimated aftermarket price: $600+ The last bit of bling on the Rally is an aluminum utility bar for a GPS mount just above the TFT Display. The problem with this accessory is that if you hit it during a crash, you can break the entire mount for the TFT Display, as it is three inches taller than the display. Why bring up this hypothetical? Because I’ve seen it happen firsthand. Would it have broken the dashboard and mount if the utility bar wasn’t there? Hard to say as the bike was cartwheeled ass over tea kettle, and the windshield exploded too. Utility Bar: $75-$300 depending on which you choose A Good Deal? Well, after keeping track, turning a DesertX into a DesertX Rally would cost you somewhere between $10,000and $13,500. Even if you resell all your Standard DesertX parts online, you might only be able to recover $3,850 on the higher end of eBay estimates. That doesn’t include shipping costs, eBay’s commission, and whatever you value your time and energy at.Just because it’s a good deal doesn’t mean you should buy one, and I’m certainly not trying to convince you to buy a DesertX Rally. I’m simply laying it all out there for you. With the DesertX Rally’s details and parts primarily out of the way, we can dive into the experience of what it’s like riding the DXR. On The Road The shockingly tall DesertX Rally feels like a trophy truck on the street. Initially, the stock suspension setting was too soft for my 240-pound frame (without gear.) I was expecting the DXR to feel more street-oriented, but nope! Ducati built the Rally to be an off-road bike first. Adjusting the suspension and my turn in timing, the Rally starts feeling more confidence-inspiring on the street, but don’t expect that first road ride to feel like you’re going to be able to hit the supermoto track any time soon. After tuning the suspension stiffer, the DesertX Rally will still feel tall but more planted. The h is a welcome trade-off for the 280mm of ground clearance that let us ignore any pothole or speed bump Marrakech could throw at us. Twin Brembo Monoblock M50 brake calipers slow down the Rally quickly with smooth engagement and enough stopping power to satisfy most track guys or the Adventurer who’s opted to fill their saddlebags with bricks. Fork dive is better than you’d think for plusher suspension because the KYB closed cartridge forks waste no time forcing their oil through the valves and shim stacks. The rear suspension of the DXR feels well-composed and never overwhelmed. A combination of extra damping and an uprated spring helped continue building my confidence on the tarmac. One hundred and ten horsepower push the DesertX Rally down the road like you’d expect a Ducati would, but is your poker face good enough to hide your smiling? First and second-gear wheelies are no problem when you’re in Full Power mode with the TC and Wheelie Control turned off, which is where I felt comfortable leaving the Rally for most of the day. The power delivery is smooth, manageable, and, most importantly, predictable. Usually, with a bike that’s this high-strung with a 13.3 to 1 compression ratio, I like to leave a safety net in place, like the Traction Control on the lowest level. Instead, I left the DXR in Rally Mode (power level High), even on the street, and let the big dog eat! The Transmission The tall gearing might have something to do with the feeling of security and rear wheel traction. For my taste, the gearbox is too tall and too wide on-road and off-road. The 937cc Ducati Testastretta 11° L-Twin wants to live a little higher in the rev range (5K RPM+), and I’d swap out the front sprocket for -1 tooth and fine-tune from there with rear sprocket sizes if I felt it needed it. Don’t get me wrong, the transmission is spaced nicely; it’s just too tall. Sixth gear is truly an overdrive for those who want to set the cruise control and save gas between off-road sections. The DXR comes with a quick shifter, which you can turn on or off in the menu. Unfortunately, if you are not higher in the rev range, it does not work as well as other manufacturers’ quick shifters, but higher up in the RPMs, it’s a blast clutchless shifting up or down the gearbox. I would have liked to see the DesertX Rally come with a smaller, more off-road-type aggressive windscreen, given the specialized purpose of the bike. While some people like taller windshields, Ducati decided to leave it alone and let the owners choose if the stocker gets an at-home haircut with a sawzall (what I’d do) or if they want, they can go bigger. Buffeting was minimal, even with a dirt helmet from the stock windscreen and plastic handguards. Electronics Getting all the standard rider modes from Sport to Rally and everything between, the DesertX Rally’s display is identical to the Standard DesertX except for one tiny detail. Level 1 Traction Control (lowest out of 8 levels) in Rally mode has been tuned for use with Pirelli’s Scorpion Rally tire. It will play along with any tire, but it’s meant to be paired with an aggressive dual sport tread. Think of Rally Mode Traction Control level-1 as a safety. You shouldn’t count on it to save you, but it’s there. That’s how much wheel spin it allows for. Four-level ABS and TC are handled by the 6-axis Inertial Measuring Unit and Ducati’s Wheelie Control. The four levels of Corning ABS, starting with Road and Off-road, allow for wheel speed differences associated with off-road riding. There’s a rear wheel off and then ABS completely off both front and rear. I personally don’t use the full-off setting on many ADV Bikes because a front-end lock-up and washout is not my idea of fun. The rear wheel off-setting is level-1, although Rally Mode comes pre-programmed to all ABS off but can be changed and saved in the menu. There’s good news and then even better news regarding the rider modes. Any settings you change are saved within each rider mode until you change them! Even better, though. The DesertX Rally STAYS IN THE MODE YOU LEFT IN, even if you key off the bike! Thank you, motorcycling Gods! I don’t know or care how Ducati did it, but from this day forward, any motorcycle that reverts to a default mode after you turn it off is DUMB. That includes Rally Mode with TC, ABS, and Wheelie Control turned off or in any combination. Lastly, the DXR has three levels of Engine Braking settings, which all work as you’d expect. Heavy and Medium are as expected, and the Low setting can feel like you’re holding the clutch in and freewheeling downhill. I prefer the Low Engine Braking setting because it keeps weight off the front wheel and lets the bike stay neutral with the throttle closed. Ergonomics At 6 feet 2 inches, The DesertX Rally fits me like a glove, not just seat h or rider triangle but also in the knees and between the legs. Standing or sitting, on or off-road, the Rally is beautifully designed with a retro-ish smooth tank profile that is high enough to grip with your knees while standing. Thanks to the L-Twin engine layout, it has a narrow waist, and Ducati didn’t lose that by designing a larger gas tank for this model. I’m so happy they didn’t (although, like the standard, you also get the option to add the accessory auxiliary tank). Moving forward and aft on the rally-style seat is the easiest of any ADV Bike I’ve ridden, and being comfortable moving around on the bike lets the DesertX Rally dance under you. If I’m being picky about the cockpit, the handlebar raise is too high for my taste; they even feel tall from the seated position. Maybe 10mm or even less, but that’s personal preference. I know a lot of adventure riders will appreciate the tall bar feel. In The Dirt Slower speed riding with the DesertX Rally can go one of two ways: One, you have the fork settings too stiff, and you’re beating up your hands, or two, you’re riding the 250mm travel forks set up a little softer, and the plushness through the forks is perfection. The near-500 pound (wet) DesertX Rally has the suspension travel to soak up rocks and little jumps without reaching the bottom of its stroke. If you change terrain or riding speeds drastically, the forks may need some adjustments on both the compression and rebound sides. The rear shock has a wider dynamic range than the forks and will require fewer adjustments in varying conditions. Even at 240 pounds, the DXR doesn’t need me to run out and get heavier-weight springs immediately. I’ve bottomed out the DesertX standard without trying too hard in the past, but the DXR has some serious ‘hold up’ on high-speed compressions. No one at the press launch had any big G-out moments. Even on big hits at high speed, the DXR’s suspension and geometry kept the bike composed with minimal to no bottoming after a few small tweaks in the settings. How does it compare to the standard DesertX? The stability and overall performance are really close between the two. The last bit, though, is the last 10% the DXR gives, which is 90% of the work. And that’s everything to those that have the skill to push a Standard DesertX to its limit. Those riders will find the top-tier off-road suspension and handling a big improvement. The two biggest complaints the slower, more technical rider will have with the Rally will be the higher center of gravity (CG) and the too-tall gearbox.The taller stance isn’t a deal breaker for me because my inseam is 33 inches. While the DesertX Rally seat is 35.8 inches or 910mm, I can still comfortably flat-foot it on both sides at a stop, but more importantly than that, nothing obstructs your foot as far as you can reach forwards or backward. So, if you need to dab your foot onto a rock in front of or behind the line of the peg, you don’t have a cylinder head (e.g. BMW) or rear pegs in the way. As far as gearing, it’s not that the first gear is too tall to ride slowly; it’s that the whole gearbox is too tall. A simple sprocket change will fix that, but the DesertX Rally also rewards riders with good clutch techniques. One-finger modulation works the Brembo Hydraulic Master Cylinder efficiently, and with just a slight slippage of the clutch, I never had a problem climbing every steep section I could find. It was surprising how well the DXR would transition from a shallow washout to a vertical climb without bottoming out the suspension or feeling like the chassis was overwhelmed. Then, the Rally would climb and make forward progress up some of the steepest climbs I have tackled on a press ride. Almost like steering the rear with my feet, the Ducati’s rear end never “stepped out” on climbs or under heavy rear braking. For those of us who want to ride at a faster pace, turn up the compression on the front and choose between “Full” or “High” power delivery in Rally mode. The only difference between the two modes is Full feels like “Race” mode and that High Power has a smoother delivery. Both give you access to the Rally’s 110 HP; it’s just that Full Power can eventually become too much self-induced-abuse after three hours. Enduro mode’s default power delivery is “Enduro” and gives you 75 HP, which is not a bad thing to enjoy. Adventure Bikes weigh much more than dirt bikes, but we all want an ADV Bike that feels like “a big dirt bike.” The two biggest hurdles being weight and compliant suspension. Ducati turned the off-road capabilities knob to 11, which we all know is one more than 10, but there is a trade-off. The DesertX Rally can feel harsh on high-speed hits, like a square edge rock or a pothole. Unfortunately, the suspension characteristics that cause harshness in those instances (the high-speed compression settings) are also responsible for keeping the DXR from bottoming out landing jumps or riding off ledges. The best way to put it is the Rally rides better the more aggressive the terrain gets. By getting your compression settings right, you can tune the front forks to a setting that works for small jumps and soaking up potholes. The rear shock shows signs of a “rear-wheel kick” vertically if you’re hitting an embedded rock or riding over a log at speed. That can cause negative feedback to the rider as you’ll feel the rear end come up. As with the front forks, this is usually caused by, but not limited to, the high-speed compression setting on the rear shock. Great news, though! You can tune that for your riding terrain and style. East Coast enduro/hare scramble riders like myself primarily have the same high/low-speed compression and rebound adjustments on our dirt bikes that the Rally also has. We tune the high-speed compression out (counterclockwise) from the stock setting until the rear wheel lift is minimal enough to suit our speed and skill levels. All to say: If you purchase a DesertX Rally, at least be prepared to adjust the suspension in the direction you think it needs to go and take note of the stock settings if you want to start over. Which, you shouldn’t be afraid to do once you familiarize yourself with the process and watch some how-to videos on YouTube. The ability to tune your DesertX Rally to your weight, riding style, and terrain will pay off in the long run and shouldn’t take long as two clicks (quarter turn on the rear high speed) per adjustment parameter makes a big difference on this machine. The maneuverability of the Desert Rally X is more complex to grasp because this bike requires less initial turn than most. I felt myself cutting corners too tightly and too soon at the start of the test ride. The DXR doesn’t need to be persuaded to turn but instead held back by counterbalancing and weighting the outside peg. Even on the dusty two-track trails, the DesertX Rally felt stable and in control even at absurd lean angles. It rewards riders that counterbalance and shift their body position while riding, and the Rally makes it easy as I never felt “locked in” standing or sitting. Braking off-road with the DXR is smooth and progressive, especially at the rear. Applying pressure to the rear brake pedal with Dirt Bike boots on, you’ll get feedback from the bike slowing down before you “feel” the pedal like with most adventure bikes, but there is a lot of progression and pedal travel before locking up the rear. The front is much more responsive but still smooth, and I never noticed any ABS cycling at my fingertips, even under heavy braking. Most of this comes down to the combination of the master and slave brake cylinders, but the stability comes from the chassis geometry. Revving the Rally out in second through fourth gear off-road turns the mild-mannered L-twin into a howling race bike. Extracting this much performance from the DesertX Rally takes some fundamental skills, but when you get that bike “on the pipe,” it rips. If you are pursuing what I call “Big Speed,” the DXR can dish it out at the top-tier level. As fellow journalist Scott Brady pointed out, the DesertX Rally has very few faults for its use case scenario: hard, fast, unforgiving Adventure Riding. Out in the Moroccan Desert, there are plenty of lines to choose from as you traverse the rocky hardpack from one valley to another. I found myself taking more alternate routes than I would on any other Adventure Bike because of the playfulness of the DesertX Rally. Riding the DXR, I never felt like I had to take myself too seriously, even though its performance capabilities are at the top of the food chain. The Bottom Line Even if you took the average cost for the upgrades at, say, $12K for easy math, and then you got $4K back from the sale of all your Standard DesertX parts, you’d still be $8,000 in the red, which means that it’ll cost ya $3,000 more to turn a DesertX (Standard) into a DesertX Rally. The value is there, like a deal you can’t refuse. As for the limitations of the DesertX Rally in the dirt, they’ll be yours to figure out, but if appropriately ridden, the Ducati has very few compared to other bikes in the segment. Being realistic about it, though, it’s almost pushing 500 pounds wet. No matter what, it won’t be a “big dirt bike.” It is, however, arguably one of the best off-road focused Adventure Bikes in its class, and with a parts list like this, the Ducati DesertX Rally should be celebrated and congratulated. We should be asking for the “Rally” version of many moreADV Motorcycles. The sport bike world doesn’t scoff at “RR-R evo” versions of their bikes because they know who they’re for, either the person who needs or wants it. Either way, don’t be a party pooper. Speaking of parties and pooping them, The DesertX Rally doesn’t come with heated grips! For 23 Grand, I think Ducati could throw them in, mainly because the Rally already comes with the DEDICATED button to turn them on! That means the wiring harness is already set up. Don’t get cheap on me now! The Competition KTM 890 Adventure R Rally: You can save $1,500 bucks ($21,499 for the 890 Rally), but if you want friction-reducing coated suspension… congratulations, you’re “even Steven” with the DXR. The 890 Rally is limited to 200 units in the US, so if you haven’t made a deposit yet, you’ll have to build one. The difference in suspension prices between the Ducati and the KTM mentioned early in the article would reflect that the 890 Rally has the absolute best of the best suspension and essentially an extra inch of travel front and rear over the DXR. I’ve personally owned WP’s A-Kit suspension and loved the Rear High-Speed Rebound adjustment because it would allow the rear wheel to reconnect with the ground quickly over roots, acceleration bumps, and small rocks, or I could slow down the rebound in sandy conditions for a planted feeling. The A-Kit suspension can be tuned in more specific ways than the DXR can be, and the 890 Rally’s cone valve forks have a massive range of optimum working conditions and stroke speed scenarios, leaving the KTM 890 Rally on the Throne as the King of “big dirt bikes.” If Triumph made a Tiger 900 Rally Pro with “A-Kit” suspension: I love talking speculations and what-ifs for Triumph Tigers. A designated frame with proper steering angles and a massive 10-inch travel A-Kit suspension setup, and we would have a real showdown because the DesertX Rally and a speculative “Tiger 900 Rally Pro-RR” could be a super close shoot-out if they gave the Tiger a single rally seat and 18” rear wheel, eliminated the rear rack handles, better knee cutouts in the tank, and built a rally book-holding front end. Wink wink, Triumph. KTM 890 ADV-R: The DesertX Rally is closer to the 890 Adventure R Rally than the standard KTM 890 Adventure R in terms of specs. The 890 ADV-R has open chamber-split function forks. KTM/WP doesn’t offer a closed cartridge kit for the forks but will sell you the 6K dollar cone valves set up to your specs and with possibly 270mm travel. After calling Solid Performance in Pennsylvania (the number one WP dealer in the world), we discussed options for the 7/890 ADV-R’s. If you chose to upgrade the ADV-R’s Xplor fork, the best you could do is tuning or aftermarket closed cartridge drop-ins and a new aftermarket rear shock for around $3,000 extra dollars. Interestingly, Solid Performance’s rough number to build an 890 ADV-R into an 890 Rally is very close to the “over cost” of building versus buying a DesertX Rally. About three thousand after you sell all the spare parts. The KTM 890 ADV-R is closer to the DXR than it is to even the standard DesertX in terms of off-road focus, and the 890 ADV-R is $8,000 less expensive than the DesertX Rally. If it was my money and I had to choose between an 890 ADV-R with three grand in suspension upgrades ($18,200) or a DesertX Rally ($22,995)… I might go either way, depending on which way the wind is blowing. I would go Ducati because I want it, and I would go KTM because I should—a real stalemate. A Built-up Yamaha T7 (Like Pol Tarres’): Sure, according to one of my T7 buddies @heavyenduro/@overkillandy, it is possible to build a T7 into a 90hp-270mm of travel ”big dirt bike.” The problem is that, in the end, you’ll have a $21-22,000 dollar Tenere 700, but after you build this T7, it could weigh under 450 pounds wet. Wink wink, Yamaha, I think you could make it cost less from the factory. Final Thoughts The DesertX Rally is not for everyone, and that’s okay. Just like I can’t use a Ducati V4R to its full potential on the track, it doesn’t mean Ducati shouldn’t build one! Most people won’t be able to use the full capabilities of DXR either, but that doesn’t mean we (Adventure Motorcyclists) should discourage a manufacturer from building one, and we shouldn’t discount someone for buying one. That’s not what motorcycles are about. Which is the proper purchase? Well, that’s the ‘extra’ Five Thousand Dollar Question. I have a “Race” ADV Bike built to a similar spec as the DesertX Rally at home, and what I can tell you is that I would rather buy a high-spec motorcycle than build one with custom wheels and bespoke one-off suspension. But once you own a bike like this, “The best the world has to offer,” you don’t want to go back to a motorcycle built on half measures. You want a total commitment, top-tier, no excuses, no expense-spared off-road weapon. Ducati’s built that, and it’s up to you to decide if you need/want it. DesertX Rally Specs ENGINE TYPE:Ducati Testastretta 11°, L-Twin cylinders, Desmodromic valvetrain, 4 valves per cylinder, liquid cooledDISPLACEMENT:937 cc (57.2 cu in)BORE X STROKE:94 x 67.5 mmCOMPRESSION RATIO:13.3:1POWER:110 hp (81 kW) @ 9,250 rpmTORQUE:92 Nm (68 lb-ft, 9.4 kgm) @ 6,500 rpmFUEL INJECTION:Bosch electronic fuel injection system, Ø53 mm throttle bodies with ride-by-wire systemEXHAUST:Stainless steel single muffler, catalytic converter and 2 lambda probesGEARBOX:6 speed with Ducati Quick Shift up/downPRIMARY DRIVE:Straight cut gears, ratio 1.85 : 1RATIO:1=38/14, 2=31/17, 28=28/20, 4=26/22, 5=24/23, 6=23/24FINAL DRIVE:Chain, front sprocket Z15, rear sprocket Z49CLUTCH:Slipper and self-servo wet multiplate clutch with hydraulic controlFRAME:Tubular steel trellis frameFRONT SUSPENSION:KYB Ø 48 mm upside-down fork, closed cartridge, compression and rebound adjustable, Kashima Coating on the outer tubes, DLC treatment on the inner tubesFRONT WHEEL TRAVEL:9.8 inches (250 mm)FRONT WHEEL:Spoked, 2.15’’x21’’FRONT TIRE:Pirelli Scorpion Rally STR 90/90 – 21 M/C 54V M+S TL (A)REAR SUSPENSION:KYB monoshock, Ø 46 mm piston, fully adjustable (high and low speed compression, rebound), remote preload adjustment, aluminum double-sided swingarmREAR WHEEL TRAVEL:9.4 inches (240 mm)REAR WHEEL:Spoked, 4’’x18’’REAR TIRE:Pirelli Scorpion Rally STR 150/70 R18 M/C 70V M+S TLFRONT BRAKE:2 x Ø 320 mm aluminum flange semi-floating discs, Radial mount Brembo monobloc 4-pistons calipers, Bosch Cornering ABSREAR BRAKE:Ø 265 mm disc, Brembo floating 2 pistons caliper, Bosch Cornering ABSINSTRUMENTATION:5’’ TFT color displaySEAT HEIGHT:910 mm (35.8 in), 885 mm (34.8 in) with low seat accessoryGROUND CLEARANCE:280 mm (11 in)WHEELBASE:1625 mm (64 in)RAKE:27.6°TRAIL:122 mm (4.8 in)FUEL TANK CAPACITY:21 l (5.54 US gal)NUMBER OF SEATS:2SAFETY EQUIPMENT:Riding Modes, Power Modes, Engine Brake Control (EBC), Cornering ABS, Ducati Traction Control (DTC), Ducati wheelie control (DWC), Ducati brake light (DBL)STANDARD EQUIPMENT:Ducati Quick Shift up/down (DQS), Cruise control, full LED lighting system, DRL*, USB power socket, 12V socket, self canceling turn indicators, Öhlins adjustable steering damperREADY FOR:WARRANTY:24 months (48 months**), unlimited mileageMAINTENANCE SERVICE INTERVALS:15,000 km (9,000 miles) / 24 monthsVALVE CLEARANCE CHECK:30,000 km (18,000 miles)STANDARD:Euro 5CO2 EMISSIONS:133 g/kmCONSUMPTION:km 5.6 l/100 kmEMISSIONS NOTES:Only for countries where Euro 5 standard applies. Photos by Alex Photo Author: Steve KamradSteve has been labeled as a “Hired Gun” by one of the largest special interest publishing groups in America. His main focus now is video content creation as a “Shreditor” (thats shooter, producer, editor all in one nice, neat, run and gun package). If he’s not out competing in a NASA Rally Race you can find him on the East Coast leading around a rowdy group of ADV riders. Some say Steve_Kamrad has the best job in the world but he’s not in it for the money. He’s a gun for hire that can’t be bought and that’s the way we like him.

One of the many things the Italians do well is make a vehicle and then make a more-expensive, exclusive, rare, race version of it. The standard Panigale V4 sportbike is $25k, and it’s a phenomenal piece of engineering, yet Ducati will also sell you the V4R for $45k. The funny thing is, Ducati will tell you the V4R customers are their happiest customers. The DesertX’s MSRP is $17,995, which is already a little hefty, but again, we’re talking about some high-level parts, performance, and prestige that come with the Ducati name. Add the word “Rally” to the end of the DesertX designation, and well, you gotta pay an extra 5k to play. Is the DesertX Rally worthy of the name and the $22,995 price tag? Let’s discuss the details. Key Upgrades My first thought was 23 grand! That’s a good chunk of change for a top-of-the-line middleweight, but okay, let’s see what we get over the base model DesertX. The DesertX Rally (or DXR) comes with a lot of high-spec parts that are purpose-built for a few different but overlapping reasons. Ducati even gave us their concept, positioning, and theoretical target customer white paper. The new variant takes the already capable standard model to the next-level with race-bred equipment and other components inspired by enduro racing. I threw out their playbook because I wanted to develop my own theories first. Then I dug Ducati’s DXR mission statement out of my virtual trash bin of curiosity, and guess what? The Italians and I see eye to eye on the Rally’s purpose. Like the standard model, the DesertX Rally is powered by Ducati’s Testastretta 11° 937cc engine pumping 110 hp and 68 lb-ft of torque. ADVERTISEMENT The DesertX Rally is designed for and focused on taking Adventure Bikes to the next level—a level where capable riders aren’t held back by stock suspension and cost-cutting corners. There are no half-measures or stop gaps regarding wheelsets or tire choices. The Rally, explains Ducati, is the step a rider takes when they’ve pushed the limits of conventional ADV Motorcycles and are ready to get serious about pushing themselves without overriding their bike’s capabilities. But is it worth the upcharge? Who is this motorcycle designed for? Could I make a DesertX Rally out of my DesertX for less? OK, let’s stop stirring the “internet pasta sauce” and take a deeper dive into the gravy bowl to see what you get for the extra $5k. Suspension The DXR comes with 48mm (+2mm more than the standard DesertX) KYB closed-cartridge forks, with DLC (diamond-like coated) inner fork legs and Kashima coated (lubricating anodized) outer/upper fork tubes. The benefits of the coatings are reduced stiction and friction through the stroke. The closed cartridges eliminate cavitation and foaming of the fork oil. Adjustable for compression at the top and rebound at the bottom, making them Dual Function fork legs. Dual functions mean twice the flow over split design forks (rather than compression on one leg and rebound on the other), and better flow equals better, more consistent damping characteristics. They also dissipate heat by damping at a rate that far exceeds the capabilities of open chamber forks while keeping the oil in the cartridge under pressure as your nitrogen-filled rear shock bladder does, eliminating foaming of the fork oil. There is virtually no wasted/un-damped travel in the forks through its 250mm (9.8 inches) travel (+20mm over the standard DesertX.) Like a kitten on a carpet, the grip and confidence from the front end are surprising. This is something of note for the person looking to genuinely put a Rally in their garage. Ducati was prepared to answer questions like “What will support look like from KYB for custom tuning of the suspension?” Answer: “KYB will have build sheets and solutions at authorized service dealers.” Ducati even employed the help of Technical Touch out of Belgium for initial testing and tuning for the DesertX Rally. I have yet to be on a press launch for an Adventure Bike that took suspension tuning this seriously. Oversized forks with coatings aftermarket price: $3500 if you can find a set, while the WP closed-cartridge cone valves for the KTM 890 ADV Rally retail for over $6000 without the coatings. Also, be advised that both forks require inspections and rebuilds every 12,000-18,000 km, depending on conditions. The rear shock isn’t as tricked out as the forks, but it is oversized at 46mm, which is +6mm over the standard DesertX’s. With high and low-speed compression and low-speed rebound adjustments, the big-bodied KYB rear shock also has a stiffer rear spring with 240mm (9.4 inches) travel (+20mm over the standard.) It also has a thicker shock shaft for added strength to match the larger high-flow valves kept under pressure with a piggy-backed nitrogen charge. I’m a big fan of using suspension preload to adjust “the balance” of the motorcycle between the front and rear static chassis geometry. The rear shock has a remote hydraulic preload adjuster, which “is very important to the bike’s handling,” according to our 6’5″ ride leader, Andrea. So I took his advice and ended up three clicks in on the compression on the forks. Five clicks in on the rear low-speed compression and four clicks in on the rear preload. [embedded content] The aftermarket price for this Big Boy shock starts at around $1,100, while a WP Super Trax rear shock for the KTM 890 Rally starts around $2,500 but also comes with a high-speed rebound adjustment. Both have similar service intervals of around 45,000 km. I bring up the WP A-Kit units here because later, we’ll do a little comparison between the two. If I had more than two days with the DesertX Rally, I would have really dived into the rebound settings to set up more confidence on initial turn-in and through rougher terrain, but it’s great to know the settings are there, and they do respond well to changes. At one point, I tried going five clicks on the forks, and they literally beat up my hands. Not too stiff, per say, but wonderfully reactive. The upgraded, oversized cartridge forks are also carried by split design forged-CNC’d triple clamps that are black anodized (should have been red, in my opinion.) Forged aluminum triple clamps are standard upgrades for serious dirtbike racers. They have better flex characteristics, provide more feedback, and clamp the fork tubes with less flection and distortion. While some people say they can’t feel the difference, others insist on not riding without them. The DXR isn’t about leaving things to chance; instead, it instills confidence in the rider by having the upgrades in place. CNC Triple Clamps aftermarket price: $750 at least There’s also an adjustable Ohlins steering damper on top of those beautifully machined triples. Try not to look down at it while riding, but it’s mesmerizing to watch and even fun to imagine it working. Is it necessary on DXR with its top-tier suspension and stable frame geometry? The steering damper works very well for vibration control and lessens the feedback through the bars on one-sided front tire rock hits. Ohlins Steering Damper aftermarket price: $450-$950 depending on your model choice. Universal vs. from a Ducati performance dealer. The ‘Dreaded’ Tube Type Wheels There are going to be a lot of people asking, “Why doesn’t the DesertX Rally have tubeless wheels?” Please take a deep breath and hear me out. The Excel Takasago rim set 2.15″ wide front and 4″ wide rear rim are flat-out stronger. They come in 21/18 front and rear, respectively, and open up many options for extremely aggressive off-road tires. Combined with the high-speed off-road reliability of tubes and heavy-duty carbon steel spokes, these wheels make no excuses. The CNC’d billet-aluminum hubs are lighter and stronger too, and even support the use of a cush drive. The complete wheelset with tubes and tires is also one pound lighter than the standard DesertX tubeless wheelset. It takes a lot of speed and aggressive riding to bang up and bend a new set of cross-spoke tubeless wheels like those found on the standard DesertX. Still when that happens, you need a trailside rock to smash the rim back in place (which I’ve done) or add a tube to the tire to get yourself going again (which I’ve had to do). These tube-type wheels are the way to go for the hard-core Adventure rider. They are the better, more robust, more reliable rim set and Ducati installed them because the professional off-road racers that helped develop this bike asked for them. Because the DXR wheelset will have an “MT” style safety bead with the Excel wheelset, you could get them sealed by Woody’s Wheel Works in CO at $150 a Wheel. Woody’s will tell you that keeping the tube in the front is the better choice, but I’m passing on some knowledge so you can make the choices based on your needs. Excel 21″/18″ wheelset with HD spokes and billet hubs aftermarket price: $2,600 More DesertX Rally Only Parts I’m not a fan of the high front fender look on adventure bikes, but it’s a mod most people do who have either experienced a mud jam or are worried about one. It happens, and the high front fenders divert water away from the rider and the radiator through water crossings. The DXR comes with a soft, color-impregnated high front fender, which shouldn’t break or shatter if you make contact with the ground or a tree. To make mounting the high front fender and lower fork guards work, Ducati had to split the brake lines up high and route them down each fork leg. If you want a more traditional/retro Dakar Bike look, Ducati assured us you can swap in the standard DesertX’s low front fender. High front fender kit, lower fork guards, and brake lines from AltRider to convert the standard DesertX: $369 Rally Bikes need Rally seats. A long, flat, single-piece seat that’s easy to move around on. The DXR comes with Ducati’s optional “Rally” shaped seat; there are no complaints here. The tail section of the DXR is visually the lightest rear end on the market, with only a hooped grab bar at the rear end wrapping a tail light with a minor fender sticking out the back. A tail rack will be necessary if you want to carry even a small tool kit and tubes. If you remove the rear passenger pegs, the DXR tail section will be one of the best by simply being out of the way. Ducati DesertX Rally factory accessory seat: $365 Matching the durability aspects of the colored plastics on the front fender, the DesertX Rally has a “thick” adhesive graphics kit installed. This was done to prevent scratching painted surfaces and for people who want to customize their Rally. SKDA Custom Graphics Kit: $240 Going down low, the DesertX Rally comes with all its own unique lower controls. The machined billet aluminum folding brake pedal with two positions for the tip is surprisingly a work of art. It is smartly designed so that adjusting the pedal to the high “off-road” setting for use when standing only requires a quarter turn of the pedal, not a flip—making it about half an inch taller. The matching billet aluminum shift has a folding tip like the brake pedal and two holes for quickly swapping between a street-friendly low and off-road boot high setting. It can also be fine-tuned via the heim joints incorporating the quick shifter. The design is compact and “self-guarding,” with any linkage tucked behind the lever and located high enough that it won’t make contact with the ground. The set is nearly one pound lighter than the Standard X’s. As for the footpegs, they are the same cast aluminum units that can be found on the standard DesertX and work fine, but the aftermarket has a lot of good options that are larger or with more bite. SW-Motech makes a nice set of billet aluminum, machined, adjustable, folding lower controls (set) for the DesertX: $273 Skid Plate design can make or break a day out on the trail. The DesertX came with a surprisingly well-mounted and stout Aluminum skid plate from the factory, and I didn’t see any weak spots in its design. While plenty of aftermarket skid plates are out there, Ducati chose to one-up everybody in the stock department. Ducati went all out for the Rally and bolted up a forged carbon skid plate to the bottom of the DXR. Forged carbon fiber not only looks blingy as it layers random pieces of carbon over one another in the forging process, but it gives it unique strength capabilities as it doesn’t break down like woven carbon fiber can after multiple impacts or repeated stressed flexing. I was skeptical of the forged carbon skid plate design so I asked Ducati’s DesertX Rally engineer if they’ve broken any skid plates during testing or if it shows signs of failure after long periods of abuse and use. He carefully thought about it and said, “No, not one.” So it’s lighter and stronger than the DesertX’s aluminum unit, and after a lot of large, fast rock hits and bottoming the bike after a few culvert jumps before adjusting the suspension, I felt the skid plate would have to show signs of damage. I crawled under the Rally after two days of wreckless skid plate abuse, and there was nothing, no chips, no scrapes, and certainly not a dent like an aluminum skid plate would have had. Forged carbon skid plate estimated aftermarket price: $600+ The last bit of bling on the Rally is an aluminum utility bar for a GPS mount just above the TFT Display. The problem with this accessory is that if you hit it during a crash, you can break the entire mount for the TFT Display, as it is three inches taller than the display. Why bring up this hypothetical? Because I’ve seen it happen firsthand. Would it have broken the dashboard and mount if the utility bar wasn’t there? Hard to say as the bike was cartwheeled ass over tea kettle, and the windshield exploded too. Utility Bar: $75-$300 depending on which you choose A Good Deal? Well, after keeping track, turning a DesertX into a DesertX Rally would cost you somewhere between $10,000and $13,500. Even if you resell all your Standard DesertX parts online, you might only be able to recover $3,850 on the higher end of eBay estimates. That doesn’t include shipping costs, eBay’s commission, and whatever you value your time and energy at.Just because it’s a good deal doesn’t mean you should buy one, and I’m certainly not trying to convince you to buy a DesertX Rally. I’m simply laying it all out there for you. With the DesertX Rally’s details and parts primarily out of the way, we can dive into the experience of what it’s like riding the DXR. On The Road The shockingly tall DesertX Rally feels like a trophy truck on the street. Initially, the stock suspension setting was too soft for my 240-pound frame (without gear.) I was expecting the DXR to feel more street-oriented, but nope! Ducati built the Rally to be an off-road bike first. Adjusting the suspension and my turn in timing, the Rally starts feeling more confidence-inspiring on the street, but don’t expect that first road ride to feel like you’re going to be able to hit the supermoto track any time soon. After tuning the suspension stiffer, the DesertX Rally will still feel tall but more planted. The h is a welcome trade-off for the 280mm of ground clearance that let us ignore any pothole or speed bump Marrakech could throw at us. Twin Brembo Monoblock M50 brake calipers slow down the Rally quickly with smooth engagement and enough stopping power to satisfy most track guys or the Adventurer who’s opted to fill their saddlebags with bricks. Fork dive is better than you’d think for plusher suspension because the KYB closed cartridge forks waste no time forcing their oil through the valves and shim stacks. The rear suspension of the DXR feels well-composed and never overwhelmed. A combination of extra damping and an uprated spring helped continue building my confidence on the tarmac. One hundred and ten horsepower push the DesertX Rally down the road like you’d expect a Ducati would, but is your poker face good enough to hide your smiling? First and second-gear wheelies are no problem when you’re in Full Power mode with the TC and Wheelie Control turned off, which is where I felt comfortable leaving the Rally for most of the day. The power delivery is smooth, manageable, and, most importantly, predictable. Usually, with a bike that’s this high-strung with a 13.3 to 1 compression ratio, I like to leave a safety net in place, like the Traction Control on the lowest level. Instead, I left the DXR in Rally Mode (power level High), even on the street, and let the big dog eat! The Transmission The tall gearing might have something to do with the feeling of security and rear wheel traction. For my taste, the gearbox is too tall and too wide on-road and off-road. The 937cc Ducati Testastretta 11° L-Twin wants to live a little higher in the rev range (5K RPM+), and I’d swap out the front sprocket for -1 tooth and fine-tune from there with rear sprocket sizes if I felt it needed it. Don’t get me wrong, the transmission is spaced nicely; it’s just too tall. Sixth gear is truly an overdrive for those who want to set the cruise control and save gas between off-road sections. The DXR comes with a quick shifter, which you can turn on or off in the menu. Unfortunately, if you are not higher in the rev range, it does not work as well as other manufacturers’ quick shifters, but higher up in the RPMs, it’s a blast clutchless shifting up or down the gearbox. I would have liked to see the DesertX Rally come with a smaller, more off-road-type aggressive windscreen, given the specialized purpose of the bike. While some people like taller windshields, Ducati decided to leave it alone and let the owners choose if the stocker gets an at-home haircut with a sawzall (what I’d do) or if they want, they can go bigger. Buffeting was minimal, even with a dirt helmet from the stock windscreen and plastic handguards. Electronics Getting all the standard rider modes from Sport to Rally and everything between, the DesertX Rally’s display is identical to the Standard DesertX except for one tiny detail. Level 1 Traction Control (lowest out of 8 levels) in Rally mode has been tuned for use with Pirelli’s Scorpion Rally tire. It will play along with any tire, but it’s meant to be paired with an aggressive dual sport tread. Think of Rally Mode Traction Control level-1 as a safety. You shouldn’t count on it to save you, but it’s there. That’s how much wheel spin it allows for. Four-level ABS and TC are handled by the 6-axis Inertial Measuring Unit and Ducati’s Wheelie Control. The four levels of Corning ABS, starting with Road and Off-road, allow for wheel speed differences associated with off-road riding. There’s a rear wheel off and then ABS completely off both front and rear. I personally don’t use the full-off setting on many ADV Bikes because a front-end lock-up and washout is not my idea of fun. The rear wheel off-setting is level-1, although Rally Mode comes pre-programmed to all ABS off but can be changed and saved in the menu. There’s good news and then even better news regarding the rider modes. Any settings you change are saved within each rider mode until you change them! Even better, though. The DesertX Rally STAYS IN THE MODE YOU LEFT IN, even if you key off the bike! Thank you, motorcycling Gods! I don’t know or care how Ducati did it, but from this day forward, any motorcycle that reverts to a default mode after you turn it off is DUMB. That includes Rally Mode with TC, ABS, and Wheelie Control turned off or in any combination. Lastly, the DXR has three levels of Engine Braking settings, which all work as you’d expect. Heavy and Medium are as expected, and the Low setting can feel like you’re holding the clutch in and freewheeling downhill. I prefer the Low Engine Braking setting because it keeps weight off the front wheel and lets the bike stay neutral with the throttle closed. Ergonomics At 6 feet 2 inches, The DesertX Rally fits me like a glove, not just seat h or rider triangle but also in the knees and between the legs. Standing or sitting, on or off-road, the Rally is beautifully designed with a retro-ish smooth tank profile that is high enough to grip with your knees while standing. Thanks to the L-Twin engine layout, it has a narrow waist, and Ducati didn’t lose that by designing a larger gas tank for this model. I’m so happy they didn’t (although, like the standard, you also get the option to add the accessory auxiliary tank). Moving forward and aft on the rally-style seat is the easiest of any ADV Bike I’ve ridden, and being comfortable moving around on the bike lets the DesertX Rally dance under you. If I’m being picky about the cockpit, the handlebar raise is too high for my taste; they even feel tall from the seated position. Maybe 10mm or even less, but that’s personal preference. I know a lot of adventure riders will appreciate the tall bar feel. In The Dirt Slower speed riding with the DesertX Rally can go one of two ways: One, you have the fork settings too stiff, and you’re beating up your hands, or two, you’re riding the 250mm travel forks set up a little softer, and the plushness through the forks is perfection. The near-500 pound (wet) DesertX Rally has the suspension travel to soak up rocks and little jumps without reaching the bottom of its stroke. If you change terrain or riding speeds drastically, the forks may need some adjustments on both the compression and rebound sides. The rear shock has a wider dynamic range than the forks and will require fewer adjustments in varying conditions. Even at 240 pounds, the DXR doesn’t need me to run out and get heavier-weight springs immediately. I’ve bottomed out the DesertX standard without trying too hard in the past, but the DXR has some serious ‘hold up’ on high-speed compressions. No one at the press launch had any big G-out moments. Even on big hits at high speed, the DXR’s suspension and geometry kept the bike composed with minimal to no bottoming after a few small tweaks in the settings. How does it compare to the standard DesertX? The stability and overall performance are really close between the two. The last bit, though, is the last 10% the DXR gives, which is 90% of the work. And that’s everything to those that have the skill to push a Standard DesertX to its limit. Those riders will find the top-tier off-road suspension and handling a big improvement. The two biggest complaints the slower, more technical rider will have with the Rally will be the higher center of gravity (CG) and the too-tall gearbox.The taller stance isn’t a deal breaker for me because my inseam is 33 inches. While the DesertX Rally seat is 35.8 inches or 910mm, I can still comfortably flat-foot it on both sides at a stop, but more importantly than that, nothing obstructs your foot as far as you can reach forwards or backward. So, if you need to dab your foot onto a rock in front of or behind the line of the peg, you don’t have a cylinder head (e.g. BMW) or rear pegs in the way. As far as gearing, it’s not that the first gear is too tall to ride slowly; it’s that the whole gearbox is too tall. A simple sprocket change will fix that, but the DesertX Rally also rewards riders with good clutch techniques. One-finger modulation works the Brembo Hydraulic Master Cylinder efficiently, and with just a slight slippage of the clutch, I never had a problem climbing every steep section I could find. It was surprising how well the DXR would transition from a shallow washout to a vertical climb without bottoming out the suspension or feeling like the chassis was overwhelmed. Then, the Rally would climb and make forward progress up some of the steepest climbs I have tackled on a press ride. Almost like steering the rear with my feet, the Ducati’s rear end never “stepped out” on climbs or under heavy rear braking. For those of us who want to ride at a faster pace, turn up the compression on the front and choose between “Full” or “High” power delivery in Rally mode. The only difference between the two modes is Full feels like “Race” mode and that High Power has a smoother delivery. Both give you access to the Rally’s 110 HP; it’s just that Full Power can eventually become too much self-induced-abuse after three hours. Enduro mode’s default power delivery is “Enduro” and gives you 75 HP, which is not a bad thing to enjoy. Adventure Bikes weigh much more than dirt bikes, but we all want an ADV Bike that feels like “a big dirt bike.” The two biggest hurdles being weight and compliant suspension. Ducati turned the off-road capabilities knob to 11, which we all know is one more than 10, but there is a trade-off. The DesertX Rally can feel harsh on high-speed hits, like a square edge rock or a pothole. Unfortunately, the suspension characteristics that cause harshness in those instances (the high-speed compression settings) are also responsible for keeping the DXR from bottoming out landing jumps or riding off ledges. The best way to put it is the Rally rides better the more aggressive the terrain gets. By getting your compression settings right, you can tune the front forks to a setting that works for small jumps and soaking up potholes. The rear shock shows signs of a “rear-wheel kick” vertically if you’re hitting an embedded rock or riding over a log at speed. That can cause negative feedback to the rider as you’ll feel the rear end come up. As with the front forks, this is usually caused by, but not limited to, the high-speed compression setting on the rear shock. Great news, though! You can tune that for your riding terrain and style. East Coast enduro/hare scramble riders like myself primarily have the same high/low-speed compression and rebound adjustments on our dirt bikes that the Rally also has. We tune the high-speed compression out (counterclockwise) from the stock setting until the rear wheel lift is minimal enough to suit our speed and skill levels. All to say: If you purchase a DesertX Rally, at least be prepared to adjust the suspension in the direction you think it needs to go and take note of the stock settings if you want to start over. Which, you shouldn’t be afraid to do once you familiarize yourself with the process and watch some how-to videos on YouTube. The ability to tune your DesertX Rally to your weight, riding style, and terrain will pay off in the long run and shouldn’t take long as two clicks (quarter turn on the rear high speed) per adjustment parameter makes a big difference on this machine. The maneuverability of the Desert Rally X is more complex to grasp because this bike requires less initial turn than most. I felt myself cutting corners too tightly and too soon at the start of the test ride. The DXR doesn’t need to be persuaded to turn but instead held back by counterbalancing and weighting the outside peg. Even on the dusty two-track trails, the DesertX Rally felt stable and in control even at absurd lean angles. It rewards riders that counterbalance and shift their body position while riding, and the Rally makes it easy as I never felt “locked in” standing or sitting. Braking off-road with the DXR is smooth and progressive, especially at the rear. Applying pressure to the rear brake pedal with Dirt Bike boots on, you’ll get feedback from the bike slowing down before you “feel” the pedal like with most adventure bikes, but there is a lot of progression and pedal travel before locking up the rear. The front is much more responsive but still smooth, and I never noticed any ABS cycling at my fingertips, even under heavy braking. Most of this comes down to the combination of the master and slave brake cylinders, but the stability comes from the chassis geometry. Revving the Rally out in second through fourth gear off-road turns the mild-mannered L-twin into a howling race bike. Extracting this much performance from the DesertX Rally takes some fundamental skills, but when you get that bike “on the pipe,” it rips. If you are pursuing what I call “Big Speed,” the DXR can dish it out at the top-tier level. As fellow journalist Scott Brady pointed out, the DesertX Rally has very few faults for its use case scenario: hard, fast, unforgiving Adventure Riding. Out in the Moroccan Desert, there are plenty of lines to choose from as you traverse the rocky hardpack from one valley to another. I found myself taking more alternate routes than I would on any other Adventure Bike because of the playfulness of the DesertX Rally. Riding the DXR, I never felt like I had to take myself too seriously, even though its performance capabilities are at the top of the food chain. The Bottom Line Even if you took the average cost for the upgrades at, say, $12K for easy math, and then you got $4K back from the sale of all your Standard DesertX parts, you’d still be $8,000 in the red, which means that it’ll cost ya $3,000 more to turn a DesertX (Standard) into a DesertX Rally. The value is there, like a deal you can’t refuse. As for the limitations of the DesertX Rally in the dirt, they’ll be yours to figure out, but if appropriately ridden, the Ducati has very few compared to other bikes in the segment. Being realistic about it, though, it’s almost pushing 500 pounds wet. No matter what, it won’t be a “big dirt bike.” It is, however, arguably one of the best off-road focused Adventure Bikes in its class, and with a parts list like this, the Ducati DesertX Rally should be celebrated and congratulated. We should be asking for the “Rally” version of many moreADV Motorcycles. The sport bike world doesn’t scoff at “RR-R evo” versions of their bikes because they know who they’re for, either the person who needs or wants it. Either way, don’t be a party pooper. Speaking of parties and pooping them, The DesertX Rally doesn’t come with heated grips! For 23 Grand, I think Ducati could throw them in, mainly because the Rally already comes with the DEDICATED button to turn them on! That means the wiring harness is already set up. Don’t get cheap on me now! The Competition KTM 890 Adventure R Rally: You can save $1,500 bucks ($21,499 for the 890 Rally), but if you want friction-reducing coated suspension… congratulations, you’re “even Steven” with the DXR. The 890 Rally is limited to 200 units in the US, so if you haven’t made a deposit yet, you’ll have to build one. The difference in suspension prices between the Ducati and the KTM mentioned early in the article would reflect that the 890 Rally has the absolute best of the best suspension and essentially an extra inch of travel front and rear over the DXR. I’ve personally owned WP’s A-Kit suspension and loved the Rear High-Speed Rebound adjustment because it would allow the rear wheel to reconnect with the ground quickly over roots, acceleration bumps, and small rocks, or I could slow down the rebound in sandy conditions for a planted feeling. The A-Kit suspension can be tuned in more specific ways than the DXR can be, and the 890 Rally’s cone valve forks have a massive range of optimum working conditions and stroke speed scenarios, leaving the KTM 890 Rally on the Throne as the King of “big dirt bikes.” If Triumph made a Tiger 900 Rally Pro with “A-Kit” suspension: I love talking speculations and what-ifs for Triumph Tigers. A designated frame with proper steering angles and a massive 10-inch travel A-Kit suspension setup, and we would have a real showdown because the DesertX Rally and a speculative “Tiger 900 Rally Pro-RR” could be a super close shoot-out if they gave the Tiger a single rally seat and 18” rear wheel, eliminated the rear rack handles, better knee cutouts in the tank, and built a rally book-holding front end. Wink wink, Triumph. KTM 890 ADV-R: The DesertX Rally is closer to the 890 Adventure R Rally than the standard KTM 890 Adventure R in terms of specs. The 890 ADV-R has open chamber-split function forks. KTM/WP doesn’t offer a closed cartridge kit for the forks but will sell you the 6K dollar cone valves set up to your specs and with possibly 270mm travel. After calling Solid Performance in Pennsylvania (the number one WP dealer in the world), we discussed options for the 7/890 ADV-R’s. If you chose to upgrade the ADV-R’s Xplor fork, the best you could do is tuning or aftermarket closed cartridge drop-ins and a new aftermarket rear shock for around $3,000 extra dollars. Interestingly, Solid Performance’s rough number to build an 890 ADV-R into an 890 Rally is very close to the “over cost” of building versus buying a DesertX Rally. About three thousand after you sell all the spare parts. The KTM 890 ADV-R is closer to the DXR than it is to even the standard DesertX in terms of off-road focus, and the 890 ADV-R is $8,000 less expensive than the DesertX Rally. If it was my money and I had to choose between an 890 ADV-R with three grand in suspension upgrades ($18,200) or a DesertX Rally ($22,995)… I might go either way, depending on which way the wind is blowing. I would go Ducati because I want it, and I would go KTM because I should—a real stalemate. A Built-up Yamaha T7 (Like Pol Tarres’): Sure, according to one of my T7 buddies @heavyenduro/@overkillandy, it is possible to build a T7 into a 90hp-270mm of travel ”big dirt bike.” The problem is that, in the end, you’ll have a $21-22,000 dollar Tenere 700, but after you build this T7, it could weigh under 450 pounds wet. Wink wink, Yamaha, I think you could make it cost less from the factory. Final Thoughts The DesertX Rally is not for everyone, and that’s okay. Just like I can’t use a Ducati V4R to its full potential on the track, it doesn’t mean Ducati shouldn’t build one! Most people won’t be able to use the full capabilities of DXR either, but that doesn’t mean we (Adventure Motorcyclists) should discourage a manufacturer from building one, and we shouldn’t discount someone for buying one. That’s not what motorcycles are about. Which is the proper purchase? Well, that’s the ‘extra’ Five Thousand Dollar Question. I have a “Race” ADV Bike built to a similar spec as the DesertX Rally at home, and what I can tell you is that I would rather buy a high-spec motorcycle than build one with custom wheels and bespoke one-off suspension. But once you own a bike like this, “The best the world has to offer,” you don’t want to go back to a motorcycle built on half measures. You want a total commitment, top-tier, no excuses, no expense-spared off-road weapon. Ducati’s built that, and it’s up to you to decide if you need/want it. DesertX Rally Specs ENGINE TYPE:Ducati Testastretta 11°, L-Twin cylinders, Desmodromic valvetrain, 4 valves per cylinder, liquid cooledDISPLACEMENT:937 cc (57.2 cu in)BORE X STROKE:94 x 67.5 mmCOMPRESSION RATIO:13.3:1POWER:110 hp (81 kW) @ 9,250 rpmTORQUE:92 Nm (68 lb-ft, 9.4 kgm) @ 6,500 rpmFUEL INJECTION:Bosch electronic fuel injection system, Ø53 mm throttle bodies with ride-by-wire systemEXHAUST:Stainless steel single muffler, catalytic converter and 2 lambda probesGEARBOX:6 speed with Ducati Quick Shift up/downPRIMARY DRIVE:Straight cut gears, ratio 1.85 : 1RATIO:1=38/14, 2=31/17, 28=28/20, 4=26/22, 5=24/23, 6=23/24FINAL DRIVE:Chain, front sprocket Z15, rear sprocket Z49CLUTCH:Slipper and self-servo wet multiplate clutch with hydraulic controlFRAME:Tubular steel trellis frameFRONT SUSPENSION:KYB Ø 48 mm upside-down fork, closed cartridge, compression and rebound adjustable, Kashima Coating on the outer tubes, DLC treatment on the inner tubesFRONT WHEEL TRAVEL:9.8 inches (250 mm)FRONT WHEEL:Spoked, 2.15’’x21’’FRONT TIRE:Pirelli Scorpion Rally STR 90/90 – 21 M/C 54V M+S TL (A)REAR SUSPENSION:KYB monoshock, Ø 46 mm piston, fully adjustable (high and low speed compression, rebound), remote preload adjustment, aluminum double-sided swingarmREAR WHEEL TRAVEL:9.4 inches (240 mm)REAR WHEEL:Spoked, 4’’x18’’REAR TIRE:Pirelli Scorpion Rally STR 150/70 R18 M/C 70V M+S TLFRONT BRAKE:2 x Ø 320 mm aluminum flange semi-floating discs, Radial mount Brembo monobloc 4-pistons calipers, Bosch Cornering ABSREAR BRAKE:Ø 265 mm disc, Brembo floating 2 pistons caliper, Bosch Cornering ABSINSTRUMENTATION:5’’ TFT color displaySEAT HEIGHT:910 mm (35.8 in), 885 mm (34.8 in) with low seat accessoryGROUND CLEARANCE:280 mm (11 in)WHEELBASE:1625 mm (64 in)RAKE:27.6°TRAIL:122 mm (4.8 in)FUEL TANK CAPACITY:21 l (5.54 US gal)NUMBER OF SEATS:2SAFETY EQUIPMENT:Riding Modes, Power Modes, Engine Brake Control (EBC), Cornering ABS, Ducati Traction Control (DTC), Ducati wheelie control (DWC), Ducati brake light (DBL)STANDARD EQUIPMENT:Ducati Quick Shift up/down (DQS), Cruise control, full LED lighting system, DRL*, USB power socket, 12V socket, self canceling turn indicators, Öhlins adjustable steering damperREADY FOR:WARRANTY:24 months (48 months**), unlimited mileageMAINTENANCE SERVICE INTERVALS:15,000 km (9,000 miles) / 24 monthsVALVE CLEARANCE CHECK:30,000 km (18,000 miles)STANDARD:Euro 5CO2 EMISSIONS:133 g/kmCONSUMPTION:km 5.6 l/100 kmEMISSIONS NOTES:Only for countries where Euro 5 standard applies. Photos by Alex Photo Author: Steve KamradSteve has been labeled as a “Hired Gun” by one of the largest special interest publishing groups in America. His main focus now is video content creation as a “Shreditor” (thats shooter, producer, editor all in one nice, neat, run and gun package). If he’s not out competing in a NASA Rally Race you can find him on the East Coast leading around a rowdy group of ADV riders. Some say Steve_Kamrad has the best job in the world but he’s not in it for the money. He’s a gun for hire that can’t be bought and that’s the way we like him.

GT ProGT ExplorerRally ProRally ExplorerEngine Type:Liquid-cooled, 12 valve, DOHC, inline 3-cylinderLiquid-cooled, 12 valve, DOHC, inline 3-cylinderLiquid-cooled, 12 valve, DOHC, inline 3-cylinderLiquid-cooled, 12 valve, DOHC, inline 3-cylinderCapacity:1160 cc1160 cc1160 cc1160 ccBore:3.54″3.54″3.54″3.54″Stroke:2.38″2.38″2.38″2.38″Compression:13.2:113.2:113.2:113.2:1Max Power EC:147 HP / 150PS (110.4kW) @ 9,000rpm147 HP / 150PS (110.4kW) @ 9,000rpm147 HP / 150PS (110.4kW) @ 9,000rpm147 HP / 150PS (110.4kW) @ 9,000rpmMax Torque EC:130 NM – 95 Lb/Ft @ 7,000 rpm130 NM – 95 Lb/Ft @ 7,000 rpm130 NM – 95 Lb/Ft @ 7,000 rpm130 NM – 95 Lb/Ft @ 7,000 rpmSystem:Multipoint sequential electronic fuel injection with electronic throttle controlMultipoint sequential electronic fuel injection with electronic throttle controlMultipoint sequential electronic fuel injection with electronic throttle controlMultipoint sequential electronic fuel injection with electronic throttle controlExhaust:Stainless steel 3 into 1 header system with underslung primary silencer and side mounted secondary silencerStainless steel 3 into 1 header system with underslung primary silencer and side mounted secondary silencerStainless steel 3 into 1 header system with underslung primary silencer and side mounted secondary silencerStainless steel 3 into 1 header system with underslung primary silencer and side mounted secondary silencerFinal Drive:Shaft driveShaft driveShaft driveShaft driveClutch:Hydraulic, wet, multi-plate, slip and assistHydraulic, wet, multi-plate, slip and assistHydraulic, wet, multi-plate, slip and assistHydraulic, wet, multi-plate, slip and assistGearbox:6 speed6 speed6 speed6 speedFrame:Tubular steel frame, with forged aluminum outriggers. Fabricated, bolt-on aluminum rear subframe.Tubular steel frame, with forged aluminum outriggers. Fabricated, bolt-on aluminum rear subframe.Tubular steel frame, with forged aluminum outriggers. Fabricated, bolt-on aluminum rear subframe.Tubular steel frame, with forged aluminum outriggers. Fabricated, bolt-on aluminum rear subframe.Swingarm:Twin sided “Tri-Link” aluminum swingarm with twin aluminum torque arms.Twin sided “Tri-Link” aluminum swingarm with twin aluminum torque arms.Twin sided “Tri-Link” aluminum swingarm with twin aluminum torque arms.Twin sided “Tri-Link” aluminum swingarm with twin aluminum torque arms.Front Wheel:Cast aluminum, 19 x 3.0inCast aluminum, 19 x 3.0inSpoked (Tubeless). 21 x 2.15in.Spoked (Tubeless). 21 x 2.15in.Rear Wheel:Cast aluminum, 18 x 4.25inCast aluminum, 18 x 4.25inSpoked (Tubeless). 18 x 4.25in.Spoked (Tubeless). 18 x 4.25in.Front Tire:Metzeler Tourance, 120/70R19 (M/C 60V TL)Metzeler Tourance, 120/70R19 (M/C 60V TL)Metzeler Karoo Street, 90/90-21 (M/C 54V TL)Metzeler Karoo Street, 90/90-21 (M/C 54V TL)Rear Tire:Metzeler Tourance, 150/70R18 (M/C 70V TL)Metzeler Tourance, 150/70R18 (M/C 70V TL)Metzeler Karoo Street, 150/70R18 (M/C 70V TL)Metzeler Karoo Street, 150/70R18 (M/C 70V TL)Front Suspension:Showa 49mm, semi-active damping USD forks. 7.87″ travel.Showa 49mm, semi-active damping USD forks. 7.87″ travel.Showa 49mm, semi-active damping USD forks. 8.66″ travel.Showa 49mm, semi-active damping USD forks. 8.66″ travel.Rear Suspension:Showa semi-active damping monoshock, with automatic electronic preload adjustment. 7.87″ wheel travel.200mm wheel travel Showa semi-active damping monoshock, with automatic electronic preload adjustment and New Active Preload Reduction feature. Depending on the combined weight of rider, pillion and luggage, this feature could lower the riding h by up to 0.78in when the motorcycle comes to a standstill, offering greater ease and confidence.220mm wheel travel Showa semi-active damping monoshock, with automatic electronic preload adjustment and New Active Preload Reduction feature. Depending on the combined weight of rider, pillion and luggage, this feature could lower the riding h by up to 0.78in when the motorcycle comes to a standstill, offering greater ease and confidence220mm wheel travel Showa semi-active damping monoshock, with automatic electronic preload adjustment and New Active Preload Reduction feature. Depending on the combined weight of rider, pillion and luggage, this feature could lower the riding h by up to 0.78in when the motorcycle comes to a standstill, offering greater ease and confidenceFront Brakes:Brembo M4.30 Stylema monoblock radial calipers, OC-ABS, twin 320mm floating discs. Magura HC1 span adjustable radial master cylinder with separate reservoir.Brembo M4.30 Stylema monoblock radial calipers, OC-ABS, twin 320mm floating discs. Magura HC1 span adjustable radial master cylinder with separate reservoir.Brembo M4.30 Stylema monoblock radial calipers, OC-ABS, twin 320mm floating discs. Magura HC1 span adjustable radial master cylinder with separate reservoir.Brembo M4.30 Stylema monoblock radial calipers, OC-ABS, twin 320mm floating discs. Magura HC1 span adjustable radial master cylinder with separate reservoir.Rear Brakes:Brembo single piston caliper, OC-ABS, single 282mm disc. Rear master cylinder with remote reservoir.Brembo single piston caliper, OC-ABS, single 282mm disc. Rear master cylinder with remote reservoir.Brembo single piston caliper, OC-ABS, single 282mm disc. Rear master cylinder with remote reservoir.Brembo single piston caliper, OC-ABS, single 282mm disc. Rear master cylinder with remote reservoir.Instrument Display and Functions:Full-color 7” TFT instrument pack with My Triumph Connectivity SystemFull-color 7” TFT instrument pack with My Triumph Connectivity SystemFull-color 7” TFT instrument pack with My Triumph Connectivity SystemFull-color 7” TFT instrument pack with My Triumph Connectivity SystemWidth Handlebars:Handlebars 33.42″, Handguards 38.66″Handlebars 33.42″, handguards 38.66″Handlebars 33.42″, Handguards 38.66″Handlebars 33.42″, handguards 38.66″Height Without Mirror:Low screen 56.53″, high screen 58.93″Low screen 56.53″, high screen 58.93″Low screen 58.54″, high screen 60.9″Low screen 58.54″, high screen 60.9″Seat Height:Adjustable 33.46/34.52″Adjustable 33.46/34.52″Adjustable 34.44/35.23″Adjustable 34.44/35.23″Wheelbase:61.41″61.41″61.41″61.41″Rake:24.0 º24.0 º23.7 º23.7 ºTrail:4.72″4.72″4.4″4.4″Tank Capacity:5.28 Us Gal7.92 US Gal5.28 Us Gal7.92 US GalWet Weight:540lbs564lbs548.9lbs578lbsService Interval:10,000 miles (16,000 km) /12 months, whichever comes first10,000 miles (16,000 km) /12 months, whichever comes first10,000 miles (16,000 km) /12 months, whichever comes first10,000 miles (16,000 km) /12 months, whichever comes first

GT ProGT ExplorerRally ProRally ExplorerEngine Type:Liquid-cooled, 12 valve, DOHC, inline 3-cylinderLiquid-cooled, 12 valve, DOHC, inline 3-cylinderLiquid-cooled, 12 valve, DOHC, inline 3-cylinderLiquid-cooled, 12 valve, DOHC, inline 3-cylinderCapacity:1160 cc1160 cc1160 cc1160 ccBore:3.54″3.54″3.54″3.54″Stroke:2.38″2.38″2.38″2.38″Compression:13.2:113.2:113.2:113.2:1Max Power EC:147 HP / 150PS (110.4kW) @ 9,000rpm147 HP / 150PS (110.4kW) @ 9,000rpm147 HP / 150PS (110.4kW) @ 9,000rpm147 HP / 150PS (110.4kW) @ 9,000rpmMax Torque EC:130 NM – 95 Lb/Ft @ 7,000 rpm130 NM – 95 Lb/Ft @ 7,000 rpm130 NM – 95 Lb/Ft @ 7,000 rpm130 NM – 95 Lb/Ft @ 7,000 rpmSystem:Multipoint sequential electronic fuel injection with electronic throttle controlMultipoint sequential electronic fuel injection with electronic throttle controlMultipoint sequential electronic fuel injection with electronic throttle controlMultipoint sequential electronic fuel injection with electronic throttle controlExhaust:Stainless steel 3 into 1 header system with underslung primary silencer and side mounted secondary silencerStainless steel 3 into 1 header system with underslung primary silencer and side mounted secondary silencerStainless steel 3 into 1 header system with underslung primary silencer and side mounted secondary silencerStainless steel 3 into 1 header system with underslung primary silencer and side mounted secondary silencerFinal Drive:Shaft driveShaft driveShaft driveShaft driveClutch:Hydraulic, wet, multi-plate, slip and assistHydraulic, wet, multi-plate, slip and assistHydraulic, wet, multi-plate, slip and assistHydraulic, wet, multi-plate, slip and assistGearbox:6 speed6 speed6 speed6 speedFrame:Tubular steel frame, with forged aluminum outriggers. Fabricated, bolt-on aluminum rear subframe.Tubular steel frame, with forged aluminum outriggers. Fabricated, bolt-on aluminum rear subframe.Tubular steel frame, with forged aluminum outriggers. Fabricated, bolt-on aluminum rear subframe.Tubular steel frame, with forged aluminum outriggers. Fabricated, bolt-on aluminum rear subframe.Swingarm:Twin sided “Tri-Link” aluminum swingarm with twin aluminum torque arms.Twin sided “Tri-Link” aluminum swingarm with twin aluminum torque arms.Twin sided “Tri-Link” aluminum swingarm with twin aluminum torque arms.Twin sided “Tri-Link” aluminum swingarm with twin aluminum torque arms.Front Wheel:Cast aluminum, 19 x 3.0inCast aluminum, 19 x 3.0inSpoked (Tubeless). 21 x 2.15in.Spoked (Tubeless). 21 x 2.15in.Rear Wheel:Cast aluminum, 18 x 4.25inCast aluminum, 18 x 4.25inSpoked (Tubeless). 18 x 4.25in.Spoked (Tubeless). 18 x 4.25in.Front Tire:Metzeler Tourance, 120/70R19 (M/C 60V TL)Metzeler Tourance, 120/70R19 (M/C 60V TL)Metzeler Karoo Street, 90/90-21 (M/C 54V TL)Metzeler Karoo Street, 90/90-21 (M/C 54V TL)Rear Tire:Metzeler Tourance, 150/70R18 (M/C 70V TL)Metzeler Tourance, 150/70R18 (M/C 70V TL)Metzeler Karoo Street, 150/70R18 (M/C 70V TL)Metzeler Karoo Street, 150/70R18 (M/C 70V TL)Front Suspension:Showa 49mm, semi-active damping USD forks. 7.87″ travel.Showa 49mm, semi-active damping USD forks. 7.87″ travel.Showa 49mm, semi-active damping USD forks. 8.66″ travel.Showa 49mm, semi-active damping USD forks. 8.66″ travel.Rear Suspension:Showa semi-active damping monoshock, with automatic electronic preload adjustment. 7.87″ wheel travel.200mm wheel travel Showa semi-active damping monoshock, with automatic electronic preload adjustment and New Active Preload Reduction feature. Depending on the combined weight of rider, pillion and luggage, this feature could lower the riding h by up to 0.78in when the motorcycle comes to a standstill, offering greater ease and confidence.220mm wheel travel Showa semi-active damping monoshock, with automatic electronic preload adjustment and New Active Preload Reduction feature. Depending on the combined weight of rider, pillion and luggage, this feature could lower the riding h by up to 0.78in when the motorcycle comes to a standstill, offering greater ease and confidence220mm wheel travel Showa semi-active damping monoshock, with automatic electronic preload adjustment and New Active Preload Reduction feature. Depending on the combined weight of rider, pillion and luggage, this feature could lower the riding h by up to 0.78in when the motorcycle comes to a standstill, offering greater ease and confidenceFront Brakes:Brembo M4.30 Stylema monoblock radial calipers, OC-ABS, twin 320mm floating discs. Magura HC1 span adjustable radial master cylinder with separate reservoir.Brembo M4.30 Stylema monoblock radial calipers, OC-ABS, twin 320mm floating discs. Magura HC1 span adjustable radial master cylinder with separate reservoir.Brembo M4.30 Stylema monoblock radial calipers, OC-ABS, twin 320mm floating discs. Magura HC1 span adjustable radial master cylinder with separate reservoir.Brembo M4.30 Stylema monoblock radial calipers, OC-ABS, twin 320mm floating discs. Magura HC1 span adjustable radial master cylinder with separate reservoir.Rear Brakes:Brembo single piston caliper, OC-ABS, single 282mm disc. Rear master cylinder with remote reservoir.Brembo single piston caliper, OC-ABS, single 282mm disc. Rear master cylinder with remote reservoir.Brembo single piston caliper, OC-ABS, single 282mm disc. Rear master cylinder with remote reservoir.Brembo single piston caliper, OC-ABS, single 282mm disc. Rear master cylinder with remote reservoir.Instrument Display and Functions:Full-color 7” TFT instrument pack with My Triumph Connectivity SystemFull-color 7” TFT instrument pack with My Triumph Connectivity SystemFull-color 7” TFT instrument pack with My Triumph Connectivity SystemFull-color 7” TFT instrument pack with My Triumph Connectivity SystemWidth Handlebars:Handlebars 33.42″, Handguards 38.66″Handlebars 33.42″, handguards 38.66″Handlebars 33.42″, Handguards 38.66″Handlebars 33.42″, handguards 38.66″Height Without Mirror:Low screen 56.53″, high screen 58.93″Low screen 56.53″, high screen 58.93″Low screen 58.54″, high screen 60.9″Low screen 58.54″, high screen 60.9″Seat Height:Adjustable 33.46/34.52″Adjustable 33.46/34.52″Adjustable 34.44/35.23″Adjustable 34.44/35.23″Wheelbase:61.41″61.41″61.41″61.41″Rake:24.0 º24.0 º23.7 º23.7 ºTrail:4.72″4.72″4.4″4.4″Tank Capacity:5.28 Us Gal7.92 US Gal5.28 Us Gal7.92 US GalWet Weight:540lbs564lbs548.9lbs578lbsService Interval:10,000 miles (16,000 km) /12 months, whichever comes first10,000 miles (16,000 km) /12 months, whichever comes first10,000 miles (16,000 km) /12 months, whichever comes first10,000 miles (16,000 km) /12 months, whichever comes first

[embedded content] Previously announced for European markets, Honda is finally confirming the newly-revised 2024 Africa Twin platform will be hitting US shores soon. Besides updates to the engine, chassis and technology, the two variants in the range are now even more specialized, with the standard version offering an off-road focus, while the Adventure Sports version receives a boost in on-road prowess. Shared Updates Both models still feature the same 1084cc parallel-twin engine but for 2024 the CRF1100L range “generates stronger power and torque in the low- to mid-rpm range.” Honda has not provided power specs for the US market but in Europe, Big Red reports the new models deliver a peak power of 100.5 ponies at 7,500 rpm and a 7% increase in maximum torque, now 82.6 ft-lbs, is delivered earlier at 5,500 rpm rather than 6,250 rpm. The boost in performance is in part due to increased compression (from 10.1:1 to 10.5:1), which alongside changes to the valve timing, intake ports and ECU settings, allows the engine to draw more power from each stroke. According to Honda, additional changes to the exhaust system also contribute to the increase in performance, with a new muffler delivering a pleasing pulse note at lower RPMs and a stronger bass tone as revs increase. ADVERTISEMENT Given the popularity of the automatic transmission in the Africa Twin range, both models will continue to be available with either a manual or a Dual Clutch Transmission (DCT). However, for 2024, the DCT system on both models has been refined to benefit from a more natural ‘feathered’ feel on initial take off and at lower speeds. This improvement is the result of enhancements to the hydraulic control that enable better clutch response. Moreover, the system has been adjusted to make use of the engine’s increased torque, making down-shifts earlier. As for the rider aid system, throttle-by-wire is used on the Africa Twin, featuring a Bosch MM7.10 IMU that performs real-time six-axis measurement (angle and rate for roll, pitch and yaw) to identify the motorcycle’s position and movement. The system has been updated for 2024 for refined feel, maximizing the accuracy of various controls and systems, including shifting, Honda Selectable Torque Control (HSTC), suspension, braking and lighting. Both models also now feature a redesigned front fairing to improve upper body wind deflection and aerodynamics. CRF1100L Africa Twin Updates Rolling on 21”/18” wheels, the CRF1100L Africa Twin now features tubeless tires as standard fitment, that allow for swift puncture repairs when riding without the need to remove a wheel. The standard Africa Twin also gets improved comfort thanks to the redesigned front fairing and, like the up-spec Adventure Sports variant, it now features a larger 5-way h-adjustable screen which Honda says offers maximum forward visibility or increased wind protection depending on rider choice. American Honda’s press release reports the standard Africa Twin’s 45mm inverted Showa telescopic fork receives a reduction in suspension travel from 9.1 inches to 8 inches. However, ADV Pulse has reached out to Honda and they have confirmed that is a mistake — front suspension travel will not change. Out back, the Showa shock also remains the same at 8.7 inches of suspension travel while ground clearance is kept at 9.8 inches. CRF1100L Africa Twin Adventure Sports Updates The 2024 Adventure Sports edition shares the frame and engine of the more off-road focused CRF1100L Africa Twin but is now more street-biased than the previous model. One of the notable updates is the change from a 21” front wheel to a smaller 19” inch with a wider 110/80-19 tire (from 90/90-21). This setup gives more front tire grip and feedback for better on-road stability and comfort when fully loaded. Suspension travel has also been reduced, front and rear, from 9.1”/ 8.7” to 8.3”/ 7.9” to match the road handling dynamic of the new front wheel and tire. As a result of the suspension changes and smaller front wheel, the ground clearance is reduced to 8.7 inches. As before, Adventure Sports versions are equipped with a larger 6.6-gallon fuel tank (compared to 5 gallons on the standard version) to maximize range. Moreover, the seat foam is over half an inch thicker, with optimized density to reduce long-distance riding fatigue, and an eight-percent larger seating area plus tool-free seat-h adjustment enables high and low positions of 33.7 and 32.9 inches (down from 34.3 inches and 33.5 inches). Want to reach the ground even more? A low seat option is available as well which drops seat h down to 32.1 / 31.3 inches. For 2024 the Showa Electronically Equipped Ride Adjustment (Showa EERA ) is now standard. This high-tech system adjusts the damping level based on information from three sources: bike speed (from the ECU), the bike’s stance and attitude (from the Inertial Measurement Unit) and the fork behavior (from the stroke sensor). Once these calculations are made, the Suspension Control Unit makes adjustments to suspension damping within 15 milliseconds (0.015 seconds). The system’s flexibility means that damping adjustment can be programmed to change as the vehicle speed changes—allowing firmer damping at higher speeds, for example. In addition, it can adapt to specific circumstances such as “preparing” the bike’s suspension for landing from a jump or reducing “dive” under hard braking. Showa EERA allows the rider to select between low-speed ride comfort, high-speed stability, sporting on-road performance and off-road response, at a touch of the screen. Pricing, Colors And Availability The new models are expected to hit US dealer floors in May 2024. The standard Africa Twin will be offered in Grand Prix Red with an MSRP of $14,799 for the manual variant and $15,599 for the DCT variant. As for the 2024 Adventure Sports Africa Twin, the bike will come in Pearl White with an MSRP of $17,599 for the manual option and $18,399 for the DCT option. 2024 Africa Twin Specs ModelAdventure Sports ES DCTAdventure Sports ESAfrica Twin DCTAfrica TwinEngine Type:1,084cc liquid-cooled Unicam four-stroke 22.5º parallel-twin1,084cc liquid-cooled Unicam four-stroke 22.5º parallel-twin1,084cc liquid-cooled Unicam four-stroke 22.5º parallel-twin1,084cc liquid-cooled Unicam four-stroke 22.5º parallel-twinValve Train:SOHC; (4) valves per cylinderSOHC; (4) valves per cylinderSOHC; (4) valves per cylinderSOHC; (4) valves per cylinderBore x Stroke:92.0mm x 81.5mm92.0mm x 81.5mm92.0mm x 81.5mm92.0mm x 81.5mmCompression Ratio:10.5:110.5:110.5:110.5:1Induction:PGM-FI electronic fuel injection w/ 46 mm throttle bodies (Throttle By Wire)PGM-FI electronic fuel injection w/ 46 mm throttle bodies (Throttle By Wire)PGM-FI electronic fuel injection w/ 46 mm throttle bodies (Throttle By Wire)PGM-FI electronic fuel injection w/ 46 mm throttle bodies (Throttle By Wire)Ignition:Full transistorizedFull transistorizedFull transistorizedFull transistorizedStarter:ElectricElectricElectricElectricTransmission:6 speed automatic DCT6 speed manual6 speed automatic DCT6 speed manualClutch:(2) multiplate wetMultiplate wet(2) multiplate wetMultiplate wetFinal Drive:#525 chain#525 chain#525 chain#525 chainFront Suspension:45mm inverted Showa telescopic fork w/ EERA; 8.3 in. wheel travel45mm inverted Showa telescopic fork w/ EERA; 8.3 in. wheel travel45mm inverted Showa telescopic fork; 9.1 in. wheel travel45mm inverted Showa telescopic fork; 9.1 in. wheel travelRear Suspension:Pro-Link® system w/ single Showa shock w/ EERA; 7.9 in. travelPro-Link® system w/ single Showa shock w/ EERA; 7.9 in. travelPro-Link® system w/ single Showa shock; 8.7 in. travelPro-Link® system w/ single Showa shock; 8.7 in. travelFront Brakes:(2) four-piston hydraulic calipers w/ 310mm discs; ABS(2) four-piston hydraulic calipers w/ 310mm discs; ABS(2) four-piston hydraulic calipers w/ 310mm discs; ABS(2) four-piston hydraulic calipers w/ 310mm discs; ABSRear Brakes:(1) one-piston hydraulic caliper w/ 256mm disk; ABS(1) one-piston hydraulic caliper w/ 256mm disk; ABS(1) one-piston hydraulic caliper w/ 256mm disk; ABS(1) one-piston hydraulic caliper w/ 256mm disk; ABSFront Tires:110/80-19110/80-1990/90-2190/90-21Rear Tires:150/70R-18150/70R-18150/70R-18150/70R-18Rake (Caster Angle):27º27º27º27ºTrail:106mm (4.2 in.)106mm (4.2 in.)113mm (4.4 in.) 113mm (4.4 in.) Length:91.7 in.91.7 in.91.7 in.91.7 in.Width:37.9 in.37.9 in.37.7 in.37.7 in.Height:60.7 in.60.7 in.55.0 in.55.0 in.Seat Height:33.7 in. / 32.9 in.33.7 in. / 32.9 in.34.3 in. / 33.5 in.34.3 in. / 33.5 in.Ground Clearance:8.7 in.8.7 in.9.8 in.9.8 in.Wheelbase:61.8 in.61.8 in.62 in.62 in.Fuel Capacity:6.6 gal.6.6 gal.5.0 gal.5.0 gal.Color:Pearl WhitePearl WhiteGrand Prix RedGrand Prix RedCurb Weight:559 lbs.535 lbs.535 lbs.510 lbs.

[embedded content][embedded content] Previously announced for European markets, Honda is finally confirming the newly-revised 2024 Africa Twin platform will be hitting US shores soon. Besides updates to the engine, chassis and technology, the two variants in the range are now even more specialized, with the standard version offering an off-road focus, while the Adventure Sports version receives a boost in on-road prowess. Shared Updates Both models still feature the same 1084cc parallel-twin engine but for 2024 the CRF1100L range “generates stronger power and torque in the low- to mid-rpm range.” Honda has not provided power specs for the US market but in Europe, Big Red reports the new models deliver a peak power of 100.5 ponies at 7,500 rpm and a 7% increase in maximum torque, now 82.6 ft-lbs, is delivered earlier at 5,500 rpm rather than 6,250 rpm. The boost in performance is in part due to increased compression (from 10.1:1 to 10.5:1), which alongside changes to the valve timing, intake ports and ECU settings, allows the engine to draw more power from each stroke. According to Honda, additional changes to the exhaust system also contribute to the increase in performance, with a new muffler delivering a pleasing pulse note at lower RPMs and a stronger bass tone as revs increase. ADVERTISEMENT Given the popularity of the automatic transmission in the Africa Twin range, both models will continue to be available with either a manual or a Dual Clutch Transmission (DCT). However, for 2024, the DCT system on both models has been refined to benefit from a more natural ‘feathered’ feel on initial take off and at lower speeds. This improvement is the result of enhancements to the hydraulic control that enable better clutch response. Moreover, the system has been adjusted to make use of the engine’s increased torque, making down-shifts earlier. As for the rider aid system, throttle-by-wire is used on the Africa Twin, featuring a Bosch MM7.10 IMU that performs real-time six-axis measurement (angle and rate for roll, pitch and yaw) to identify the motorcycle’s position and movement. The system has been updated for 2024 for refined feel, maximizing the accuracy of various controls and systems, including shifting, Honda Selectable Torque Control (HSTC), suspension, braking and lighting. Both models also now feature a redesigned front fairing to improve upper body wind deflection and aerodynamics. CRF1100L Africa Twin Updates Rolling on 21”/18” wheels, the CRF1100L Africa Twin now features tubeless tires as standard fitment that allow for swift puncture repairs when riding without the need to remove a wheel. The standard Africa Twin also gets improved comfort thanks to the redesigned front fairing and, like the up-spec Adventure Sports variant, it now features a larger 5-way h-adjustable screen which Honda says offers maximum forward visibility or increased wind protection depending on rider choice. American Honda’s press release reports the standard Africa Twin’s 45mm inverted Showa telescopic fork receives a reduction in suspension travel from 9.1 inches to 8 inches. However, ADV Pulse has reached out to Honda and they have confirmed that is a mistake — front suspension travel will not change. Out back, the Showa shock also remains the same at 8.7 inches of suspension travel while ground clearance is kept at 9.8 inches. CRF1100L Africa Twin Adventure Sports Updates The 2024 Adventure Sports edition shares the frame and engine of the more off-road focused CRF1100L Africa Twin but is now more street-biased than the previous model. One of the notable updates is the change from a 21” front wheel to a smaller 19” inch with a wider 110/80-19 tire (from 90/90-21). This setup gives more front tire grip and feedback for better on-road stability and comfort when fully loaded. Suspension travel has also been reduced, front and rear, from 9.1”/ 8.7” to 8.3”/ 7.9” to match the road handling dynamic of the new front wheel and tire. As a result of the suspension changes and smaller front wheel, the ground clearance is reduced to 8.7 inches. As before, Adventure Sports versions are equipped with a larger 6.6-gallon fuel tank (compared to 5 gallons on the standard version) to maximize range. Moreover, the seat foam is over half an inch thicker, with optimized density to reduce long-distance riding fatigue, and an eight-percent larger seating area plus tool-free seat-h adjustment enables high and low positions of 33.7 and 32.9 inches (down from 34.3 inches and 33.5 inches). Want to reach the ground even more? A low seat option is available as well which drops seat h down to 32.1 / 31.3 inches. For 2024 the Showa Electronically Equipped Ride Adjustment (Showa EERA ) is now standard. This high-tech system adjusts the damping level based on information from three sources: bike speed (from the ECU), the bike’s stance and attitude (from the Inertial Measurement Unit) and the fork behavior (from the stroke sensor). Once these calculations are made, the Suspension Control Unit makes adjustments to suspension damping within 15 milliseconds (0.015 seconds). The system’s flexibility means that damping adjustment can be programmed to change as the vehicle speed changes—allowing firmer damping at higher speeds, for example. In addition, it can adapt to specific circumstances such as “preparing” the bike’s suspension for landing from a jump or reducing “dive” under hard braking. Showa EERA allows the rider to select between low-speed ride comfort, high-speed stability, sporting on-road performance and off-road response, at a touch of the screen. Pricing, Colors And Availability The new models are expected to hit US dealer floors in May 2024. The standard Africa Twin will be offered in Grand Prix Red with an MSRP of $14,799 for the manual variant and $15,599 for the DCT variant. As for the 2024 Adventure Sports Africa Twin, the bike will come in Pearl White with an MSRP of $17,599 for the manual option and $18,399 for the DCT option. 2024 Africa Twin Specs ModelAdventure Sports ES DCTAdventure Sports ESAfrica Twin DCTAfrica TwinEngine Type:1,084cc liquid-cooled Unicam four-stroke 22.5º parallel-twin1,084cc liquid-cooled Unicam four-stroke 22.5º parallel-twin1,084cc liquid-cooled Unicam four-stroke 22.5º parallel-twin1,084cc liquid-cooled Unicam four-stroke 22.5º parallel-twinValve Train:SOHC; (4) valves per cylinderSOHC; (4) valves per cylinderSOHC; (4) valves per cylinderSOHC; (4) valves per cylinderBore x Stroke:92.0mm x 81.5mm92.0mm x 81.5mm92.0mm x 81.5mm92.0mm x 81.5mmCompression Ratio:10.5:110.5:110.5:110.5:1Induction:PGM-FI electronic fuel injection w/ 46 mm throttle bodies (Throttle By Wire)PGM-FI electronic fuel injection w/ 46 mm throttle bodies (Throttle By Wire)PGM-FI electronic fuel injection w/ 46 mm throttle bodies (Throttle By Wire)PGM-FI electronic fuel injection w/ 46 mm throttle bodies (Throttle By Wire)Ignition:Full transistorizedFull transistorizedFull transistorizedFull transistorizedStarter:ElectricElectricElectricElectricTransmission:6 speed automatic DCT6 speed manual6 speed automatic DCT6 speed manualClutch:(2) multiplate wetMultiplate wet(2) multiplate wetMultiplate wetFinal Drive:#525 chain#525 chain#525 chain#525 chainFront Suspension:45mm inverted Showa telescopic fork w/ EERA; 8.3 in. wheel travel45mm inverted Showa telescopic fork w/ EERA; 8.3 in. wheel travel45mm inverted Showa telescopic fork; 9.1 in. wheel travel45mm inverted Showa telescopic fork; 9.1 in. wheel travelRear Suspension:Pro-Link® system w/ single Showa shock w/ EERA; 7.9 in. travelPro-Link® system w/ single Showa shock w/ EERA; 7.9 in. travelPro-Link® system w/ single Showa shock; 8.7 in. travelPro-Link® system w/ single Showa shock; 8.7 in. travelFront Brakes:(2) four-piston hydraulic calipers w/ 310mm discs; ABS(2) four-piston hydraulic calipers w/ 310mm discs; ABS(2) four-piston hydraulic calipers w/ 310mm discs; ABS(2) four-piston hydraulic calipers w/ 310mm discs; ABSRear Brakes:(1) one-piston hydraulic caliper w/ 256mm disk; ABS(1) one-piston hydraulic caliper w/ 256mm disk; ABS(1) one-piston hydraulic caliper w/ 256mm disk; ABS(1) one-piston hydraulic caliper w/ 256mm disk; ABSFront Tires:110/80-19110/80-1990/90-2190/90-21Rear Tires:150/70R-18150/70R-18150/70R-18150/70R-18Rake (Caster Angle):27º27º27º27ºTrail:106mm (4.2 in.)106mm (4.2 in.)113mm (4.4 in.) 113mm (4.4 in.) Length:91.7 in.91.7 in.91.7 in.91.7 in.Width:37.9 in.37.9 in.37.7 in.37.7 in.Height:60.7 in.60.7 in.55.0 in.55.0 in.Seat Height:33.7 in. / 32.9 in.33.7 in. / 32.9 in.34.3 in. / 33.5 in.34.3 in. / 33.5 in.Ground Clearance:8.7 in.8.7 in.9.8 in.9.8 in.Wheelbase:61.8 in.61.8 in.62 in.62 in.Fuel Capacity:6.6 gal.6.6 gal.5.0 gal.5.0 gal.Color:Pearl WhitePearl WhiteGrand Prix RedGrand Prix RedCurb Weight:559 lbs.535 lbs.535 lbs.510 lbs.

Published on 02.12.2024 Nelson Rigg’s extensive line of off-road durable adventure luggage continues to expand with the release of an all-new set of mounting plates for soft saddlebags. With the new RG-QRP quick-release mounting plates you get the convenience of being able to install or dismount soft saddlebags in seconds, just like hard panniers. Sold as a pair, a quick “set and click” latches them into place and simple “pull and lift” removes them from your pannier racks. The new mounting plates were specifically designed for the Rigg Gear Hurricane and Sierra soft saddlebags but any “throwover” or “strap-on” soft panniers should work, thanks to a wide range of slots to strap onto. A set of adjustable sliding hooks make them universally compatible with most round-tube pannier racks from various brands with a diameter up to 18mm. For 20mm racks like those from Tusk, there is an optional replacement latch available (#RG-QRP-20mm). The new mounting plates also work with racks that have an offset design that wraps around the exhaust (typical for OEM BMW GS racks). For offset racks, an optional extension block (RG-QRP-EXT) makes for a perfect fit. An optional extension block (RG-QRP-EXT) allows you to use the mounting plates with offset rack designs that wrap around the exhaust muffler. ADVERTISEMENT The mounting plates come with a lockable top release latch that makes it easy to secure the plates to the racks using a padlock or gun safe lock. Of course this won’t prevent someone from rifling through your bags but it will make it much more difficult for a thief to walk off with your luggage. In addition, the plates are pre-drilled for RotopaX fuel containers giving you the option to safely carry extra fuel for those longer journeys. As for their construction, the new Rigg Gear mounting plates look quite robust, made with thick aircraft grade aluminum that is powder coated and anodized for a durable finish. Stainless steel hardware is also included to resist rust. Each plate can handle up to 30-pounds of gear, which is roughly 2 bowling balls per side, although you still have to heed the weight limits of your soft bags. And if there are any issues with the plates that occur over time, Nelson Rigg offers a lifetime warranty. [embedded content][embedded content] The new mounting plates from Nelson Rigg are definitely worth a look for those who like to quickly remove their luggage after a ride to carry to a hotel room or camping spot. The new plates are currently being sold on pre-order with a price of $329.95. The expected delivery date for the first batch is this March 2024. For more details, check out the Nelson Rigg website.

[embedded content][embedded content] The Benelli TRK family in the US market has grown with the introduction of the flagship TRK 702X adventure tourer. First shown at EICMA in 2022, the bike is the more rugged version of the TRK 702, joining the TRK 502 and TRK 500X models that arrived in America a few years ago. Although owned by Chinese giant Qianjiang, Benelli says the TRK 702X was developed by their R&D and Style Center in Pesaro, Italy. At its heart is a liquid-cooled, fuel-injected 698cc parallel twin pumping out a claimed 70 horsepower at 8,000 rpm and 51.6 ft-lbs of torque at 6,000 rpm. Notably, it features a clutch-side removable 6-speed gearbox, with a wet slipper clutch and torque converter, which Benelli says significantly maintains smooth and precise gear engagement despite any conflicting wheel speed to engine rpm. The TRK 702X chassis is a steel trellis and plated frame fronted by upside down 50 mm fork legs with 5.5 inches (140 mm) of travel, along with an aluminum swinging arm in the rear with a mono-shock featuring 6.8 inches (173 mm) of travel and three-way adjustability (preload, rebound, and compression). Seat h is a reasonable 32.5 inches (825 mm) while Benelli claims the bike tips the scale at 474 lbs. ADVERTISEMENT The braking is by dual 320 mm discs up front, each with a two-piston floating caliper. A single 260 mm diameter disc on the rear has a single-piston floating caliper. The 19” front and 17” rear rims are aluminum alloy with steel spokes, fitted with Pirelli Scorpion Rally STR 110/80-19 and 150/70-17 tires. On the cockpit, the TRK 702X features a 5” TFT color display, with Bluetooth connectivity to link to a smartphone to display incoming calls and notifications. The handlebar controls allow answering or ending calls and a smart-phone app connected via WIFI can transform the dashboard into a navigation system. The handlebar controls are backlit, and USB and USB C sockets are standard. The fairing carries double LED headlights, the fuel tank holds 5.3 gallons (20 liters), rear grab rails are standard for passenger security, and all lighting is LED. A center stand is standard equipment. Options include heated handgrips and rider seat, an oversized windscreen, lower engine guard, protection bars, side bags and top box. Available colors are Anthracite Grey, Forest Green, White, and Moon Grey, and the MSRP is $8,499. TRK 702 Version The TRK 702 has the features of the TRK 702X, except for the 17 wheels front and rear, rolling on 120/70ZR17 and 160/60ZR17 tires for those desiring adventures primarily on pavement. Also, the center stand is an option. Front fork travel remains unchanged at 5.5 inches (140 mm) of travel, while the rear axle travel is reduced to a still-opulent 6.0 Inches (154mm). The front brakes have increased power and feel for the added traction of paved roads, featuring dual 320 mm semi-floating discs up front mated to four-piston calipers. The rear is the same as the X version with a 260 mm diameter disc and a single-piston caliper. Options include heated hand grips and rider seat, an oversized windscreen, lower engine guard, protection bars, side bags and top box, and center stand. The Benelli TRK 702 is available in Anthracite Grey, Forest Green and Pearl White, and has an MSRP of $7,899. 2024 Benelli TRK 702X Specs DISPLACEMENT:698ccENGINE:2-cylinder/4-stroke/8-valveBORE X STROKE:83×64.5mmPOWER:51.5kW at 8000 r/minMAX. TORQUE:68.2N·m/6250r/minCOMPRESSION RATIO:11.6:1FUEL SYSTEM:EFIVALVE TRAIN:DOHCIGNITION:T.C.I.STARTER:ElectricLUBRICATION:Pressure splash lubricationCOOLING SYSTEM:Liquid-cooledTRANSMISSION:6-speedFINAL DRIVE:ChainCLUTCH TYPE:Wet multi-plateFRONT SUSPENSION:Upside down telescopic forkFRONT SUSPENSION TRAVEL:140mmFRONT TIRE:110/80R19REAR SUSPENSION:Mono-shock-absorberREAR SUSPENSION TRAVEL:50mmREAR TIRE:150/70R17FRONT BRAKE:Dual discs with ABS systemREAR BRAKE:Disc with ABS systemSEAT HEIGHT:825 mmOVERALL LENGTH:2220 mmOVERALL WIDTH:925 mmOVERALL HEIGHT:1420 mmGROUND CLEARANCE:210 mmWHEELBASE:1505 mmFUEL CAPACITY:20LTOP SPEED:180 (km/h)MAX LOAD:197 kgCLAIMED WEIGHT:474 lbs

[embedded content][embedded content] The Benelli TRK family in the US market has grown with the introduction of the flagship TRK 702X adventure tourer. First shown at EICMA in 2022, the bike is the more rugged version of the TRK 702, joining the TRK 502 and TRK 500X models that arrived in America a few years ago. Although owned by Chinese giant Qianjiang, Benelli says the TRK 702X was developed by their R&D and Style Center in Pesaro, Italy. At its heart is a liquid-cooled, fuel-injected 698cc parallel twin pumping out a claimed 70 horsepower at 8,000 rpm and 51.6 ft-lbs of torque at 6,000 rpm. Notably, it features a clutch-side removable 6-speed gearbox, with a wet slipper clutch and torque converter, which Benelli says significantly maintains smooth and precise gear engagement despite any conflicting wheel speed to engine rpm. The TRK 702X chassis is a steel trellis and plated frame fronted by upside down 50 mm fork legs with 5.5 inches (140 mm) of travel, along with an aluminum swinging arm in the rear with a mono-shock featuring 6.8 inches (173 mm) of travel and three-way adjustability (preload, rebound, and compression). Seat h is a reasonable 32.5 inches (825 mm) while Benelli claims the bike tips the scale at 474 lbs. ADVERTISEMENT The braking is by dual 320 mm discs up front, each with a two-piston floating caliper. A single 260 mm diameter disc on the rear has a single-piston floating caliper. The 19” front and 17” rear rims are aluminum alloy with steel spokes, fitted with Pirelli Scorpion Rally STR 110/80-19 and 150/70-17 tires. On the cockpit, the TRK 702X features a 5” TFT color display, with Bluetooth connectivity to link to a smartphone to display incoming calls and notifications. The handlebar controls allow answering or ending calls and a smart-phone app connected via WIFI can transform the dashboard into a navigation system. The handlebar controls are backlit, and USB and USB C sockets are standard. The fairing carries double LED headlights, the fuel tank holds 5.3 gallons (20 liters), rear grab rails are standard for passenger security, and all lighting is LED. A center stand is standard equipment. Options include heated handgrips and rider seat, an oversized windscreen, lower engine guard, protection bars, side bags and top box. Available colors are Anthracite Grey, Forest Green, White, and Moon Grey, and the MSRP is $8,499. TRK 702 Version The TRK 702 has the features of the TRK 702X, except for the 17 wheels front and rear, rolling on 120/70ZR17 and 160/60ZR17 tires for those desiring adventures primarily on pavement. Also, the center stand is an option. Front fork travel remains unchanged at 5.5 inches (140 mm) of travel, while the rear axle travel is reduced to a still-opulent 6.0 Inches (154mm). The front brakes have increased power and feel for the added traction of paved roads, featuring dual 320 mm semi-floating discs up front mated to four-piston calipers. The rear is the same as the X version with a 260 mm diameter disc and a single-piston caliper. Options include heated hand grips and rider seat, an oversized windscreen, lower engine guard, protection bars, side bags and top box, and center stand. The Benelli TRK 702 is available in Anthracite Grey, Forest Green and Pearl White, and has an MSRP of $7,899. 2024 Benelli TRK 702X Specs DISPLACEMENT:698ccENGINE:2-cylinder/4-stroke/8-valveBORE X STROKE:83×64.5mmPOWER:51.5kW at 8000 r/minMAX. TORQUE:68.2N·m/6250r/minCOMPRESSION RATIO:11.6:1FUEL SYSTEM:EFIVALVE TRAIN:DOHCIGNITION:T.C.I.STARTER:ElectricLUBRICATION:Pressure splash lubricationCOOLING SYSTEM:Liquid-cooledTRANSMISSION:6-speedFINAL DRIVE:ChainCLUTCH TYPE:Wet multi-plateFRONT SUSPENSION:Upside down telescopic forkFRONT SUSPENSION TRAVEL:140mmFRONT TIRE:110/80R19REAR SUSPENSION:Mono-shock-absorberREAR SUSPENSION TRAVEL:50mmREAR TIRE:150/70R17FRONT BRAKE:Dual discs with ABS systemREAR BRAKE:Disc with ABS systemSEAT HEIGHT:825 mmOVERALL LENGTH:2220 mmOVERALL WIDTH:925 mmOVERALL HEIGHT:1420 mmGROUND CLEARANCE:210 mmWHEELBASE:1505 mmFUEL CAPACITY:20LTOP SPEED:180 (km/h)MAX LOAD:197 kgCLAIMED WEIGHT:474 lbs

During the last EICMA show, one of the new bikes that grabbed the headlines was CFMoto’s 450MT with its blend of a lighter weight, small-bore parallel twin and off-road-tuned chassis. Renamed the Ibex 450, the compact machine has now been confirmed for the US, promising to bring a unique entry to the middleweight adventure bike category. The Ibex 450 uses CFMoto’s liquid-cooled 449cc parallel-twin which has previously seen action in their sport, classic, and naked models. In its Ibex iteration, CFMoto says the small-bore powerplant has been tuned for ADV duty, delivering a useful 43.6 horsepower and 32.5 ft-lbs of torque mated to a 6-speed transmission. But what sets this engine apart is its 270-degree crankshaft, ensuring a distinctive and satisfying throaty sound akin to a V-twin. The motorcycle’s chassis is a solid foundation for off-road adventures. Featuring a chromoly steel tube frame, bump absorption duties are carried out by a fully-adjustable KYB front fork and a multi-link KYB monoshock — both ends offering 8 inches of wheel travel and damping adjustability. Keeping things rolling is a set of cross-spoke tubeless wheels, featuring a dirt-friendly 21-inch front and 18-inch rear setup. ADVERTISEMENT With rider comfort and control in mind, CFMoto gave the Ibex an approachable seat h of 31.5 inches (800 mm) in the low setting and 32.3 inches (820 mm) in the high setting. Even so, the new bike maintains a reasonable ground clearance of 8.7 inches (220 mm). Equipped with a 4.6-gallon (17.5 liters) fuel tank, the Ibex 450 should have decent range for its small-displacement engine. Braking duties are carried out by a single 320 mm front disc with a 4-piston caliper, while the rear wheel features a 240 mm disc with a single-piston caliper, both made by J.Juan. The new model also features a 5″ curved TFT screen with Over-The-Air (OTA) functionality. This means the motorcycle’s electronics can receive updates wirelessly. The TFT screen also supports MotoPlay, enabling full map on the bike’s dashboard, for an enhanced navigation experience. According to CFMoto, the Ibex tips the scales at 385.8 (175 kg) pounds dry, making it a relatively nimble and manageable option for riders. And with a wheelbase of 59.3 inches, it maintains a compact footprint to further enhance agility. Among the standard features provided are an adjustable windscreen, full wrap-around handguards, aluminum skid plate, foldable mirrors, a USB-C charging port, LED lighting and a slipper clutch. Bosch traction control can be switched off while the Bosch ABS can be turned off in the rear. Pricing, Colors and Availability The Ibex 450 will come in Zephyr Blue or Tundra Grey, with pricing starting at an MSRP of $6,499. For reference, that is roughly $1,000 less than one of its main competitors, the KTM 390 Adventure which carries an MSRP of $7,399. CFMoto USA reports that the bike, slated as a 2025 model, is anticipated to reach dealerships this Fall. [embedded content][embedded content] CFMoto Ibex 450 Specs

During the last EICMA show, one of the new bikes that grabbed the headlines was CFMoto’s 450MT with its blend of a lighter weight, small-bore parallel twin and off-road-tuned chassis. Renamed the Ibex 450, the compact machine has now been confirmed for the US, promising to bring a unique entry to the middleweight adventure bike category. The Ibex 450 uses CFMoto’s liquid-cooled 449cc parallel-twin which has previously seen action in their sport, classic, and naked models. In its Ibex iteration, CFMoto says the small-bore powerplant has been tuned for ADV duty, delivering a useful 43.6 horsepower and 32.5 ft-lbs of torque mated to a 6-speed transmission. But what sets this engine apart is its 270-degree crankshaft, ensuring a distinctive and satisfying throaty sound akin to a V-twin. The motorcycle’s chassis is a solid foundation for off-road adventures. Featuring a chromoly steel tube frame, bump absorption duties are carried out by a fully-adjustable KYB front fork and a multi-link KYB monoshock — both ends offering 8 inches of wheel travel and damping adjustability. Keeping things rolling is a set of cross-spoke tubeless wheels, featuring a dirt-friendly 21-inch front and 18-inch rear setup. ADVERTISEMENT With rider comfort and control in mind, CFMoto gave the Ibex an approachable seat h of 31.5 inches (800 mm) in the low setting and 32.3 inches (820 mm) in the high setting. Even so, the new bike maintains a reasonable ground clearance of 8.7 inches (220 mm). Equipped with a 4.6-gallon (17.5 liters) fuel tank, the Ibex 450 should have decent range for its small-displacement engine. Braking duties are carried out by a single 320 mm front disc with a 4-piston caliper, while the rear wheel features a 240 mm disc with a single-piston caliper, both made by J.Juan. The new model also features a 5″ curved TFT screen with Over-The-Air (OTA) functionality. This means the motorcycle’s electronics can receive updates wirelessly. The TFT screen also supports MotoPlay, enabling full map on the bike’s dashboard, for an enhanced navigation experience. According to CFMoto, the Ibex tips the scales at 385.8 (175 kg) pounds dry, making it a relatively nimble and manageable option for riders. And with a wheelbase of 59.3 inches, it maintains a compact footprint to further enhance agility. Among the standard features provided are an adjustable windscreen, full wrap-around handguards, aluminum skid plate, foldable mirrors, a USB-C charging port, LED lighting and a slipper clutch. Bosch traction control can be switched off while the Bosch ABS can be turned off in the rear. Pricing, Colors and Availability The Ibex 450 will come in Zephyr Blue or Tundra Grey, with pricing starting at an MSRP of $6,499. For reference, that is roughly $1,000 less than one of its main competitors, the KTM 390 Adventure which carries an MSRP of $7,399. CFMoto USA reports that the bike, slated as a 2025 model, is anticipated to reach dealerships this Fall. [embedded content][embedded content] CFMoto Ibex 450 Specs

When devising a solution to any given problem, there are two common choices; to take a focused, specific, calculated approach or to find a blanket answer that is ‘good enough.’ The latest tank bag from Mosko Moto, the Nomax V3.0 is most definitely the former. While other tank bags I’ve used in the past have been little more than a single, simple storage compartment, the Nomax Tank Bag offers a multi-layered system with more nooks and crannies than an english muffin. Total capacity is 8 liters (10.5 liters when expanded), not including water reservoir. The Mosko Moto Nomax Tank Bag is actually a hybrid tank bag/hydration pack. One of the defining features is the ability to unhook the bag from your bike and wear it, using stashed away straps, on your back like any other hydration pack. Yet as bike luggage, it is a tank bag that uses four points of securement to your bike’s gas tank. It has an included 2-liter hydration bladder and hose that can be accessed on the fly while the bag is on your bike or your back. The Nomax features a 2-liter water hydration bladder and hose, allowing for convenient sipping whether the bag is mounted on the bike or carried on your back. Multiple layers and compartments allow you to keep everything organized. In the latest version of the bag (V3.0), it received an additional expansion zipper that adds 2.5 liters of capacity, as well as upgraded backpack straps, a pocket for an inReach device, and it is now constructed with lighter weight recycled 630D Nylon material. For version 3.0 the Nomax receives several upgrades including an additional 2.5 liters of capacity, updated backpack straps, a pocket for an inReach device and a lighter weight material construction. As mentioned above the Nomax is more of a system than just a bag. It has many layers, all with multiple retention options for any small item imaginable. Tools, cables, straps, cameras, glasses, chapstick, sandwiches, your favorite copy of War and Peace… Whatever you want to have quick access to on the bike, there is a spot for it in this bag. Getting It Installed Mounting the Nomax V3 bag is straightforward. The front two snaps of the bag hook into a strap that can be mounted around the steering tube of the bike. ADVERTISEMENT The lower straps require you to make some decisions. Rather than a more typical system where a strap can be looped around a section of frame and through itself to be secured, the Nomax has a lower section of strap that is zip-tied to a secure mounting point. The benefit of this setup is that once the zip tied sections are in place, the bag can be popped on and off in a matter of seconds with its burly snaps. Rear strap clips are zip-tied to the frame rails to enable easy removal of the bag. But, I also see two small downsides to this mounting method. One, to swap this bike to another bike, you’ll have to cut off the lower section of straps and rezip-tie them to the other bike. Not a huge deal but if you have multiple ADV/dual-sport machines, you might need to get an extra pair of clips. Two, since you need a longer section of frame to mount the zip tie section to, mounting locations might be limited. Yet for me and my T7, I found suitable spots without any trouble. Another factor in the mounting department is that the T7 has a raised gas cap making any tank bag not sit fully flush with the tank. I have used another tank bag with a harness system that left space for a raised gas cap. It’s not really Mosko’s fault though, more of a T7 problem. How It Performed According to Mosko, the vast majority of items riders put in their tank bags are small and that seems to be the major design focus the company used to create the latest Nomax. This bag is not made up of one single large main compartment, which is typical for a lot of tank bags. Rather, multiple layers have specific layouts for keeping small things organized. You can keep all your electronics, cables, and chargers in one layer, snacks, phone, map, tire gauge, pens, etc. in another, and bigger items in the last layer. On the outside of the bag, there is a MOLLE grid, which stands for “modular lightweight load-carrying equipment.” Since this is a popular system used by tactical personnel (military, law enforcement) there are plenty of smaller bags, clips, straps, etc. available that can further expand the use and capacity of the tank bag. I would, however, be weary of adding much more to the h of this bag, at least on the T7. Overall this type of tank bag is for an organized person. One major benefit of this bag is that, over time, you’ll find, through trial and error, what items you want where and what makes the most sense. I say over time because, upon first use, I was a little overwhelmed with organization options and had some difficulty deciding on the optimal use of space. But since I’m not the most organized person, this is not unexpected. What you are not able to do easily is throw big items in the bag since it doesn’t have one main, large compartment. For example, I wanted to ditch a mid-layer jacket as one particular ride got warmer and could barely cram it into the main compartment. The Nomax does have an extension zipper to give it more space, which I used, but maxed out like this, it did get in my way more often while riding standing up. Since the beaver tail section has connection webbing on the sides, it’s limited for fitting larger items too. The larger Beaver Tails on the Mosko tail bag or panniers are much better for packing this sort of thing. The larger compartment was big enough to hold a DSLR camera and lens, spare goggles, gloves, a battery pack, Bluetooth speaker and the bag’s rain cover. That being said, the largest compartment is big enough to hold a DSLR camera and lens, spare goggles, spare gloves, battery pack, Bluetooth speaker, and its rain cover. That’s more than enough capacity for most riders who use their tank bag for essentials. Since the Nomax is not fully waterproof, a rain cover is included for when things get rainy and wet. The rain cover has a clear top and simply sits over the bag with a bungee cord securing the bottom. I also wore the Nomax as a backpack on an off-road-only ride and it worked fine. I prefer hydration packs that have straps with some elasticity, but with the chest and waist straps, it was secure. And, the bag gets a big +1 for having the unique versatility of converting into a hydro pack. There is even a spot on the shoulder straps to feed the hydration hose through, just like dedicated hydro packs. The attention to detail on the Nomax is second to none. First, I love the color. Second, all of the materials are top-notch. The buckles are made of thick plastic and have loud, positive clicks when engaged. The straps are thick and malleable making them super smooth and easy to cinch tight. While I haven’t used it enough to truly test long-term durability, the materials used, the level of construction, and function of zippers and buckles gives me confidence in the bag’s longevity. There are only a few minor issues I had with the Nomax pack, and none that would make me regret owning this tank bag. The bite valve has a cover and a twist on-off function. For ease of use with one hand while riding, I prefer to have the bite valve cover off and the valve in the ‘on’ position. But, since the bite valve is on the bottom of the bag and I sometimes bumped it while riding, I had to leave the cover on or keep the valve off if I wanted to keep my pants dry. Another quirk I noticed is that even though I mounted the bag as forward as possible without hitting the Tenere’s handlebars, the back edge of the bag was still in my way a bit when off-roading standing up and while on-road leaning hard into a corner. While just cruising, it wasn’t an issue, but both aggressive street and off-road riding made me want to put the bag on my back rather than leave it on the bike. This may be a bike-specific con though since I have only tested it on a Tenere 700. Who It’s For This pack is for someone who likes to keep organized and prefers a lot of specific locations for small to medium-sized items. It would also work well for someone who likes to keep some of their primary tools on hand rather than packed away in a tool roll. It is not ideal for someone who likes to just throw everything unceremoniously into a single large compartment. Our Verdict Before buying the Mosko Moto Nomax V3 Tank Bag, you need to get honest with yourself. Do you like everything in its place and to have a place for everything? In other words, are you an organized rider who knows exactly what to put where? To be honest, I’m more of a “throw everything in a bag and go” sort of person but that doesn’t mean I don’t appreciate all of the organization offered by the Nomax. With every ride, I’ll have an opportunity to get closer to tank bag organization optimization. I would, without question, recommend this bag to fellow riders for its quality, functionality, and attention to detail. What We Liked Extremely feature dense. Can be used as a rider-mounted or off-the-bike hydration pack. Quality of materials and design. Lots of options. What Could Be Improved Make it Waterproof without a rain cover. For easier one-handed sipping, reposition the hydration tube holder so that the bite valve is less likely to come in contact with the body while riding. Provide a loop strap option, in addition to the zip-tie option, for the lower anchor points. Nomax Tank Bag v3 Specs CONSTRUCTION: 630D High Density 100% Recycled Nylon Main Body. WATERPROOFING: Nylon rain cover w/ clear PVC welded seam top panel and sealed side seams. CAPACITY: 8 liters (10.5 liters expanded); 2.0 liter Hydrapack water reservoir included WEIGHT: 3.3 pounds (1.5 kg) COLORS: High Desert, Black, Woodland DIMENSIONS: 15” (38 cm) L x 8.5” (21.5 cm) W x 5.5” (14 cm) H PRICE: Starts at $309 Shopping Options Photos by Sean Klinger Author: Sean KlingerWith his sights set on doing what he loved for a living, Sean left college with a BA in Journalism and dirt bike in his truck. After five years at a dirt-only motorcycle magazine shooting, testing, writing, editing, and a little off-road racing, he has switched gears to bigger bikes and longer adventures. He’ll probably get lost a few times but he’ll always have fun doing it. Two wheels and adventure is all he needs.

Honda’s patent drawings closely resemble the old-generation Himalayan down to the rugged-looking exoskeleton, retro-design and double front fenders. A new set of patent drawings recently filed by Honda and subsequently published by Cycle World show how the Japanese mega manufacturer might be vying for a slice of the affordable retro-adventure bike pie, a market set ablaze by the popularity of Royal Enfield’s Himalayan. The well-priced and charismatic Himalayan has been a hit here in the States of course, but it was originally created to meet the needs of riders in its home country of India. As the planet’s most populous country, India is also home to the largest motorcycle marketplace in the world, and every manufacturer is after a piece of it. Patents of the new adventure bike are based on the CB350/GB350 currently sold in various markets. Honda, for example, has loads of smaller displacement machines designed foremost for the Indian market including a next-gen CB350 series first launched in 2020. With styling inspired by the popular CB350 from the late 60s and early 70s, the reborn CB350, now a series, caught on quickly and has begun jumping borders as “GB” models, as seen with the 2023 launch of a GB350 in Australia and GB350 S (for scrambler) in Japan. ADVERTISEMENT And now we see in fresh technical patents filed by Honda a retro-styled adventure machine which in profile looks very similar to Royal Enfield’s Himalayan 411, right down to the plucky ergonomics, double front fenders and rugged-looking exoskeleton. There is also a drawing of a future GB350-based model that goes even farther with its scrambler styling than the S model released last year in Japan. Looks like Honda is after a piece of the market occupied by the affordable retro-style Royal Enfield Himalayan. Although the drawings are plain, we see the base as the current CB/GB350, which is motivated by an air-cooled 348cc fuel-injected single. It produces an underwhelming 20hp at 5,500 rpm and 21 lb ft at 3,000 rpm via 5 gears, common for its primary region. The current models track road surfaces using a non-adjustable telescopic fork and preload-adjustable twin rear shocks, and stop thanks to hydraulic single discs, one each, for the 19-in front and 18-in rear wheels. Both versions depicted in the drawings show the classic-style fuel tank replaced by a more modern and angular design. Both share the same tail-end styling but up front we see the potential for tank racks, which would not only provide protection but potentially hold panniers. The close-up sketch of the crash bar assembly is only meant to show how the racks would be attached to the motorcycle, hence the reason two slightly different potential rack shapes are superimposed. Just beneath an adv-style bike’s windscreen a bar assembly loops over the top of the bike’s round headlamp providing mounting points for the side panels, which might also double as storage compartments. A Scrambler version based on the CB350 with a Himalayan-esque tank guard system. The other bike depicted in the drawings is bare nosed and considered a scrambler in styling, though it wears a tank guard system that looks very, very Himalayan-esque. It’s understandable why Honda would want to chase the success of the RE Himalayan, though the attempt portrayed in these patents does appear somewhat feeble. Afterall, the notoriously underpowered Himalayan released in 2018 with a 411cc single, offered more horsepower and torque than would be provided if Honda uses the existing CB’s 348cc single. And the all-new Himalayan, reborn as the Himalayan 452, is of course substantially improved over the OG version. But then again, it’s hard to read the needs and wants of developing nations through the veil of North American-style consumerism. There’s no word yet on when these machines, which would be built by Honda in India, might be in production or to which countries they might be exported. Author: Jamie ElvidgeJamie has been a motorcycle journalist for more than 30 years, testing the entire range of bikes for the major print magazines and specializing in adventure-travel related stories. To date she’s written and supplied photography for articles describing what it’s like to ride in all 50 states and 43 foreign countries, receiving two Lowell Thomas Society of American Travel Writer’s Awards along the way. Her most-challenging adventure yet has been riding in the 2018 GS Trophy in Mongolia as Team AusAmerica’s embedded journalist.

Honda’s patent drawings closely resemble the old-generation Himalayan down to the rugged-looking exoskeleton, retro-design and double front fenders. A new set of patent drawings recently filed by Honda and subsequently published by Cycle World show how the Japanese mega manufacturer might be vying for a slice of the affordable retro-adventure bike pie, a market set ablaze by the popularity of Royal Enfield’s Himalayan. The well-priced and charismatic Himalayan has been a hit here in the States of course, but it was originally created to meet the needs of riders in its home country of India. As the planet’s most populous country, India is also home to the largest motorcycle marketplace in the world, and every manufacturer is after a piece of it. Patents of the new adventure bike are based on the CB350/GB350 currently sold in various markets. Honda, for example, has loads of smaller displacement machines designed foremost for the Indian market including a next-gen CB350 series first launched in 2020. With styling inspired by the popular CB350 from the late 60s and early 70s, the reborn CB350, now a series, caught on quickly and has begun jumping borders as “GB” models, as seen with the 2023 launch of a GB350 in Australia and GB350 S (for scrambler) in Japan. ADVERTISEMENT And now we see in fresh technical patents filed by Honda a retro-styled adventure machine which in profile looks very similar to Royal Enfield’s Himalayan 411, right down to the plucky ergonomics, double front fenders and rugged-looking exoskeleton. There is also a drawing of a future GB350-based model that goes even farther with its scrambler styling than the S model released last year in Japan. Looks like Honda is after a piece of the market occupied by the affordable retro-style Royal Enfield Himalayan. Although the drawings are plain, we see the base as the current CB/GB350, which is motivated by an air-cooled 348cc fuel-injected single. It produces an underwhelming 20hp at 5,500 rpm and 21 lb ft at 3,000 rpm via 5 gears, common for its primary region. The current models track road surfaces using a non-adjustable telescopic fork and preload-adjustable twin rear shocks, and stop thanks to hydraulic single discs, one each, for the 19-in front and 18-in rear wheels. Both versions depicted in the drawings show the classic-style fuel tank replaced by a more modern and angular design. Both share the same tail-end styling but up front we see the potential for tank racks, which would not only provide protection but potentially hold panniers. The close-up sketch of the crash bar assembly is only meant to show how the racks would be attached to the motorcycle, hence the reason two slightly different potential rack shapes are superimposed. Just beneath an adv-style bike’s windscreen a bar assembly loops over the top of the bike’s round headlamp providing mounting points for the side panels, which might also double as storage compartments. A Scrambler version based on the CB350 with a Himalayan-esque tank guard system. The other bike depicted in the drawings is bare nosed and considered a scrambler in styling, though it wears a tank guard system that looks very, very Himalayan-esque. It’s understandable why Honda would want to chase the success of the RE Himalayan, though the attempt portrayed in these patents does appear somewhat feeble. Afterall, the notoriously underpowered Himalayan released in 2018 with a 411cc single, offered more horsepower and torque than would be provided if Honda uses the existing CB’s 348cc single. And the all-new Himalayan, reborn as the Himalayan 452, is of course substantially improved over the OG version. But then again, it’s hard to read the needs and wants of developing nations through the veil of North American-style consumerism. There’s no word yet on when these machines, which would be built by Honda in India, might be in production or to which countries they might be exported. Author: Jamie ElvidgeJamie has been a motorcycle journalist for more than 30 years, testing the entire range of bikes for the major print magazines and specializing in adventure-travel related stories. To date she’s written and supplied photography for articles describing what it’s like to ride in all 50 states and 43 foreign countries, receiving two Lowell Thomas Society of American Travel Writer’s Awards along the way. Her most-challenging adventure yet has been riding in the 2018 GS Trophy in Mongolia as Team AusAmerica’s embedded journalist.

Photo by Michnus Olivier Looking at our new 2024 calendars we see that it’s… the 28th year of basically unchanged production for the Suzuki DR650. And if you consider previous-gen models, the first DR600 came out in1984 as an ‘85 model, and the 650 series began in 1990. That’s a lot of history, and you might wonder: What keeps this machine going? Turns out, there are still a lot of reasons to love Suzuki’s big thumper in 2023, even with its lineage to the Jurassic Era of motorcycling. 1) The DR650 Was Designed With Input From Dual Sport Riders Development of the current 1996+ model began not long after the first-gen 650 model was released into the U.S. market. Suzuki sent staffers out to dual sport rides to see what the average on/off-road enthusiast thought about that machine. The complaints had familiar themes. Many riders found the seat too high, and they didn’t care for the kickstart-only configuration. The end result was the ‘96-edition DR650SE, with a 34.8-inch seat h and the option to be lowered further with very little difficulty down to 33.2 inches. Photo by Michnus Olivier The new machine got the e-start button older riders wanted, and was generally built as a solid all-rounder. Not great at anything, but good enough for the rider who wanted a middle-of-the-road blend of street and trail capability. Not a heavy ADV touring barge, not a skinny-seat enduro machine. No wonder the magazine reviews praised the machine constantly over the years, with big-name American motojournalists like Peter Egan buying DRs for their own personal rides. 2) The DR650 Makes A Great Adventure Tourer ADVERTISEMENT No, the DR didn’t star in any Long Way Up/Down/Round television series. It doesn’t get the sexy PR that multi-cylinder Euro bikes receive. But the budget-savvy RTWers who have access to the machine know that it works very well as a long-distance travel machine. Photo by Michnus Olivier Michnus Olivier is one of those RTWers. He’s been pounding the pavement and dirt for thousands and thousands of miles on his DR650, along with his wife Elsebie on her own DR. “The DR650 is the Toyota Land Cruiser 76 and the old Land Rover Defender 110,” he says. “They are workhorses, not show ponies.” He continues: “It is lightweight, easy to configure for long-term overlanding, is bloody tough and is strong enough to be ridden for many miles off-road without issue. Riding rubbish dirt roads for years on end and hundreds of thousands of miles is hard and destructive on motorcycles, but the DR’s easily cope with that.” Photo by Michnus Olivier If you’re going to tour on the bike, you’ll greatly appreciate two mods: A larger gas tank (3.4 gallons is stock), and a better seat (or some kind of seat pad). The rest is really up to you, but many luggage racks, windscreens, lighting upgrades, even rally-style fairings are available. Olivier said he and his wife put on wider footpegs and handlebars, Corbin seats, 26-liter (6.8-gal) fuel tanks, Cogent suspension, Cyclops LED headlight bulbs, aluminum skid plates and NoToil’s Baja race-style air filters. Some minor carb tickling, a small windscreen and electrical plug-in sockets completed the job. Check out other RTWers’ builds, and you’ll see very similar modifications. 3) The DR650 Can Easily Evolve Into A Great Off-Roader With a bare-bones telescopic fork that is non-adjustable, and the rear shock that only has preload and compression damping adjustments, this bike is not made to be a fast single-track machine. But the beauty of the DR’s middle-of-the-road design is that it comes with 10.2 inches of suspension travel standard front and rear, and without much work its off-road prowess can be significantly boosted. Photo by Actiongraphers / Egle Gerulaityte Australian YouTuber Barry Morris knows all about it. He’s the OG of DR650 content on YouTube, with a series on how to upgrade the machine. He says it’s not too complicated to make the DR a better dirt bike: “A very light rider who just rides gently around town and some smooth dirt roads may find it works fine. But the reality is most riders will benefit from at least a few basic mods,” he says. [embedded content][embedded content] “Any rider over 80 kg (175 lbs) will find them too soft, especially the moment they start any serious off-road riding. The front forks are the ancient rod-style which has been carbon dated back to the Jurassic era. There are a pile of free and budget options that are worth experimenting with. And there’s a range of quite cheap valves that can get cartridge-style performance from the rod forks: FFRC’s Plex Valves or Cogent’s DDC Valves for starters.” Barry is probably the man who’s most responsible for the DR650’s unofficial nickname of “The Bushpig.” And up north in Canada, Aftaab Gulam and Alexandre Vanetti formed Bushpig Performance to provide riders of the DR (and other thumpers) the parts they need to improve their bike’s capabilities. Photo by Bushpig Performance The guys at Bushpig recommend protective parts as no-brainers: “Decent handguards with full wrap-around coverage, a proper skid plate, engine case guards, a front sprocket guard, a rear disc guard, an aluminum chain guard, and a master brake cylinder guard.” From there? Lower final gearing is an affordable way to get better low speed control; larger, grippier footpegs with lower mounts, wider handlebars with risers, and a set of knobbies are the next step. And if you want to really go for the gusto, aftermarket discs will improve the wimpy stock stoppers. A larger clutch arm and some cable lube will help with the stiff stock clutch, along with adjustable shorty levers. Get gearshift and brake pedals with folding tips for longevity in the rocky stuff. And of course, cut weight. Removing the rear grab bars and other extra parts will cost you nothing. [embedded content][embedded content] A li-ion battery and aftermarket exhaust will add a hefty financial hit, but when you’ve done all this, you’ll have a DR that can be pushed fairly hard in the dirt. Want proof? The DR doesn’t really fit into the rally scene in North America, but in Europe, where the classes are more open, riders are adapting them into racebikes. 4) Simple Changes Can Make The DR650 A Faster Streetbike Admittedly, the stock SOHC 644cc single is a bit low on muscle, making roughly 35 hp at the rear wheel, and 32 ft-lbs of torque. The engine does feature the Suzuki Advanced Cooling System (SACS), which sounds high-tech, especially when you learn it came from Suzuki’s GSX-R lineup. But really, it’s just an advanced air/oil-cooling setup that engineer Estuo Yokouchi allegedly adapted from World War II fighter planes. That tried-and-true theme continues through the design, with a CV carburetor, five-speed gearbox and cable-operated clutch. Compared to a modern machine like KTM’s 690 Enduro R, with its water cooling, EFI, six-speed transmission, and hydraulic clutch, not to mention a quickshifter and ride modes, the DR650 is a dinosaur. However, even in stock form, this 366-pound machine is reliable for all-day highway riding, just don’t expect to be passing everyone in the fast lane. Want more zip? Morris says it’s easy and not too expensive to get a slight-but-noticeable power bump by adding a jet kit or even modifying the carburetor yourself. That gives you a roughly five percent power boost; get another five percent by updating the exhaust. That gives you roughly 40 ponies at the rear wheel, and that’s enough to keep many riders happy. [embedded content][embedded content] The guys at Bushpig Performance recommend roughly the same package. Sure, you can get a hotter cam or even a big-bore kit that takes you to 790cc capacity, but they say the beauty of the bike is that you don’t need all that. Freeing up the exhaust and airbox and re-jetting the carburetor gives “a performance improvement without losing reliability or higher fuel consumption (essential for long-distance or remote trips). A few of our customers swear by their pumper carbs to get instant throttle response and more power, but they sacrifice fuel economy.” 5) The DR650 Is Easy To Work On Screw-type valve clearance adjustment. Spoked rims, so you can change the tires easily yourself. A single carb and engine cylinder, with no fuel balancing issues to worry about. No electronics to malfunction outside the basic ignition-and-lights package. A steel frame that a backcountry welder can repair in a pinch. You couldn’t get a much easier-to-fix bike than the DR650. Photo by Michnus Olivier And even when you start modifying things, it’s not tricky. There’s almost no bodywork to remove. Want to wire in heated grips? There’s a convenient Hitachi-style connector behind the headlight mask, wired to the ignition so it’s dead when the bike switches off. No battery-draining drama for you! “The simplicity of the oil-cooled DR650 engine design is why they can run such high miles. Replace the engine oil regularly and do basic maintenance and they will run forever,” says RTW rider Michnus Olivier. “Both our DR650’s are over 100,000 km (60,000 miles) and we had zero issues with them. On the other hand, our BMW Dakar 650’s gave us so many issues and breakdowns before 50,000km (30,000 miles) we just did not trust them anymore to use long term. The DR has no fuel pumps, no electronics, no water pumps or radiators to fix.” [embedded content][embedded content] And when it was time for basic maintenance, Olivier said it was easy to get chains, tires, tubes, spark plugs and other maintenance bits from most moto dealers. More complex parts will have to be ordered in, but even then, he said that in his experience, it was easier than getting Eurobike parts: “In Malawi and Sudan, we had to fly parts in for our BMWs. The parts were $100 USD; our courier charges were $400 USD alone! And two weeks each time, waiting for the parts. With the DRs there’s much less chance of that happening.” 6) The DR650 Is Still Affordable The DR650’s simplicity keeps the price tag down. Admittedly, MSRPs have risen since the COVID-19 pandemic started. Before C19, Suzuki ran very aggressive pricing promos on these bikes. But even now, with a US MSRP of around $7k, the DR650 is cheaper than the latest-gen Kawasaki KLR650, and not much more than the current-gen Japanese 300cc dual sports. A well-maintained used DR can be purchased for around the $4k range. Easy DIY maintenance lowers the cost even further over your time of ownership and they tend to hold their value if kept in good condition. *** Photo by Michnus Olivier What’s next for the DR650? The guys at Bushpig Performance, Barry Morris, and Michnus Olivier all recognize the DR650’s design is dated, and say Suzuki could change the design if they wanted, but at this point, they don’t seem interested. Although in the future, who knows? The DR is discontinued in most markets now, due to emissions regulations, but if Suzuki grafted on an EFI system, maybe we’d see it run for another decade or even longer?

Photo by Michnus Olivier Looking at our new 2024 calendars we see that it’s… the 28th year of basically unchanged production for the Suzuki DR650. And if you consider previous-gen models, the first DR600 came out in1984 as an ‘85 model, and the 650 series began in 1990. That’s a lot of history, and you might wonder: What keeps this machine going? Turns out, there are still a lot of reasons to love Suzuki’s big thumper today, even with its lineage to the Jurassic Era of motorcycling. 1. The DR650 Was Designed With Input From Dual Sport Riders Development of the current 1996+ model began not long after the first-gen 650 model was released into the U.S. market. Suzuki sent staffers out to dual sport rides to see what the average on/off-road enthusiast thought about that machine. The complaints had familiar themes. Many riders found the seat too high, and they didn’t care for the kickstart-only configuration. The end result was the ‘96-edition DR650SE, with a 34.8-inch seat h and the option to be lowered further with very little difficulty down to 33.2 inches. Photo by Michnus Olivier The new machine got the e-start button older riders wanted, and was generally built as a solid all-rounder. Not great at anything, but good enough for the rider who wanted a middle-of-the-road blend of street and trail capability. Not a heavy ADV touring barge, not a skinny-seat enduro machine. No wonder the magazine reviews praised the machine constantly over the years, with big-name American motojournalists like Peter Egan buying DRs for their own personal rides. 2. The DR650 Makes A Great Adventure Tourer ADVERTISEMENT No, the DR didn’t star in any Long Way Up/Down/Round television series. It doesn’t get the sexy PR that multi-cylinder Euro bikes receive. But the budget-savvy RTWers who have access to the machine know that it works very well as a long-distance travel machine. Photo by Michnus Olivier Michnus Olivier is one of those RTWers. He’s been pounding the pavement and dirt for thousands and thousands of miles on his DR650, along with his wife Elsebie on her own DR. “The DR650 is the Toyota Land Cruiser 76 and the old Land Rover Defender 110,” he says. “They are workhorses, not show ponies.” He continues: “It is lightweight, easy to configure for long-term overlanding, is bloody tough and is strong enough to be ridden for many miles off-road without issue. Riding rubbish dirt roads for years on end and hundreds of thousands of miles is hard and destructive on motorcycles, but the DR’s easily cope with that.” Photo by Michnus Olivier If you’re going to tour on the bike, you’ll greatly appreciate two mods: A larger gas tank (3.4 gallons is stock), and a better seat (or some kind of seat pad). The rest is really up to you, but many luggage racks, windscreens, lighting upgrades, even rally-style fairings are available. Olivier said he and his wife put on wider footpegs and handlebars, Corbin seats, 26-liter (6.8-gal) fuel tanks, Cogent suspension, Cyclops LED headlight bulbs, aluminum skid plates and NoToil’s Baja race-style air filters. Some minor carb tickling, a small windscreen and electrical plug-in sockets completed the job. Check out other RTWers’ builds, and you’ll see very similar modifications. 3. The DR650 Can Easily Evolve Into A Great Off-Roader With a bare-bones telescopic fork that is non-adjustable, and the rear shock that only has preload and compression damping adjustments, this bike is not made to be a fast single-track machine. But the beauty of the DR’s middle-of-the-road design is that it comes with 10.2 inches of suspension travel standard front and rear, and without much work its off-road prowess can be significantly boosted. Photo by Actiongraphers / Egle Gerulaityte Australian YouTuber Barry Morris knows all about it. He’s the OG of DR650 content on YouTube, with a series on how to upgrade the machine. He says it’s not too complicated to make the DR a better dirt bike: “A very light rider who just rides gently around town and some smooth dirt roads may find it works fine. But the reality is most riders will benefit from at least a few basic mods,” he says. [embedded content][embedded content] “Any rider over 80 kg (175 lbs) will find them too soft, especially the moment they start any serious off-road riding. The front forks are the ancient rod-style which has been carbon dated back to the Jurassic era. There are a pile of free and budget options that are worth experimenting with. And there’s a range of quite cheap valves that can get cartridge-style performance from the rod forks: FFRC’s Plex Valves or Cogent’s DDC Valves for starters.” Barry is probably the man who’s most responsible for the DR650’s unofficial nickname of “The Bushpig.” And up north in Canada, Aftaab Gulam and Alexandre Vanetti formed Bushpig Performance to provide riders of the DR (and other thumpers) the parts they need to improve their bike’s capabilities. Photo by Bushpig Performance The guys at Bushpig recommend protective parts as no-brainers: “Decent handguards with full wrap-around coverage, a proper skid plate, engine case guards, a front sprocket guard, a rear disc guard, an aluminum chain guard, and a master brake cylinder guard.” From there? Lower final gearing is an affordable way to get better low speed control; larger, grippier footpegs with lower mounts, wider handlebars with risers, and a set of knobbies are the next step. And if you want to really go for the gusto, aftermarket discs will improve the wimpy stock stoppers. A larger clutch arm and some cable lube will help with the stiff stock clutch, along with adjustable shorty levers. Get gearshift and brake pedals with folding tips for longevity in the rocky stuff. And of course, cut weight. Removing the rear grab bars and other extra parts will cost you nothing. [embedded content][embedded content] A li-ion battery and aftermarket exhaust will add a hefty financial hit, but when you’ve done all this, you’ll have a DR that can be pushed fairly hard in the dirt. Want proof? The DR doesn’t really fit into the rally scene in North America, but in Europe, where the classes are more open, riders are adapting them into racebikes. 4. Simple Changes Can Make The DR650 A Faster Streetbike Admittedly, the stock SOHC 644cc single is a bit low on muscle, making roughly 35 hp at the rear wheel, and 32 ft-lbs of torque. The engine does feature the Suzuki Advanced Cooling System (SACS), which sounds high-tech, especially when you learn it came from Suzuki’s GSX-R lineup. But really, it’s just an advanced air/oil-cooling setup that engineer Estuo Yokouchi allegedly adapted from World War II fighter planes. That tried-and-true theme continues through the design, with a CV carburetor, five-speed gearbox and cable-operated clutch. Compared to a modern machine like KTM’s 690 Enduro R, with its water cooling, EFI, six-speed transmission, and hydraulic clutch, not to mention a quickshifter and ride modes, the DR650 is a dinosaur. However, even in stock form, this 366-pound machine is reliable for all-day highway riding, just don’t expect to be passing everyone in the fast lane. Want more zip? Morris says it’s easy and not too expensive to get a slight-but-noticeable power bump by adding a jet kit or even modifying the carburetor yourself. That gives you a roughly five percent power boost; get another five percent by updating the exhaust. That gives you roughly 40 ponies at the rear wheel, and that’s enough to keep many riders happy. [embedded content][embedded content] The guys at Bushpig Performance recommend roughly the same package. Sure, you can get a hotter cam or even a big-bore kit that takes you to 790cc capacity, but they say the beauty of the bike is that you don’t need all that. Freeing up the exhaust and airbox and re-jetting the carburetor gives “a performance improvement without losing reliability or higher fuel consumption (essential for long-distance or remote trips). A few of our customers swear by their pumper carbs to get instant throttle response and more power, but they sacrifice fuel economy.” 5. The DR650 Is Easy To Work On Screw-type valve clearance adjustment. Spoked rims, so you can change the tires easily yourself. A single carb and engine cylinder, with no fuel balancing issues to worry about. No electronics to malfunction outside the basic ignition-and-lights package. A steel frame that a backcountry welder can repair in a pinch. You couldn’t get a much easier-to-fix bike than the DR650. Photo by Michnus Olivier And even when you start modifying things, it’s not tricky. There’s almost no bodywork to remove. Want to wire in heated grips? There’s a convenient Hitachi-style connector behind the headlight mask, wired to the ignition so it’s dead when the bike switches off. No battery-draining drama for you! “The simplicity of the oil-cooled DR650 engine design is why they can run such high miles. Replace the engine oil regularly and do basic maintenance and they will run forever,” says RTW rider Michnus Olivier. “Both our DR650’s are over 100,000 km (60,000 miles) and we had zero issues with them. On the other hand, our BMW Dakar 650’s gave us so many issues and breakdowns before 50,000km (30,000 miles) we just did not trust them anymore to use long term. The DR has no fuel pumps, no electronics, no water pumps or radiators to fix.” [embedded content][embedded content] And when it was time for basic maintenance, Olivier said it was easy to get chains, tires, tubes, spark plugs and other maintenance bits from most moto dealers. More complex parts will have to be ordered in, but even then, he said that in his experience, it was easier than getting Eurobike parts: “In Malawi and Sudan, we had to fly parts in for our BMWs. The parts were $100 USD; our courier charges were $400 USD alone! And two weeks each time, waiting for the parts. With the DRs there’s much less chance of that happening.” 6. The DR650 Is Still Affordable Photo by Suzuki Motorcycles The DR650’s simplicity keeps the price tag down. Admittedly, MSRPs have risen since the COVID-19 pandemic started. Before C19, Suzuki ran very aggressive pricing promos on these bikes. But even now, with a US MSRP of around $7k, the DR650 is cheaper than the latest-gen Kawasaki KLR650, and not much more than the current-gen Japanese 300cc dual sports. A well-maintained used DR can be purchased for around the $4k range. Easy DIY maintenance lowers the cost even further over your time of ownership and they tend to hold their value if kept in good condition. *** Photo by Michnus Olivier What’s next for the DR650? The guys at Bushpig Performance, Barry Morris, and Michnus Olivier all recognize the DR650’s design is dated, and say Suzuki could change the design if they wanted, but at this point, they don’t seem interested. Although in the future, who knows? The DR is discontinued in most markets now, due to emissions regulations, but if Suzuki grafted on an EFI system, maybe we’d see it run for another decade or even longer?

Published on 01.26.2024 [embedded content][embedded content] Harley-Davidson has announced the addition of the CVO Pan America to its 2024 lineup, marking the first adventure model in its high-end Custom Vehicle Operations range. Started in the late 90’s, Harley’s CVO lineup is reserved for the brand’s top-of-the-line and best equipped motorcycles, draped with premium details and features. Accordingly, the CVO version of the Pan America is fully loaded with optional equipment all wrapped up in exclusive custom paint and finishes. So what do you get? To begin with, the bike is equipped with all the features offered on the Pan America Special including semi-active front and rear suspension, touch screen display, selectable ride modes, and Daymaker Adaptive Headlamp technology. To that, Harley has added a host of accessories and parts such as Adaptive Ride Height suspension, rugged aluminum top and side cases, a Screamin’ Eagle quickshifter, tubeless laced wheels, auxiliary LED forward lighting, and an aluminum skid plate. ADVERTISEMENT The package is completed with exclusive custom paint in Legendary Orange featured on the seat piping, tank, crashbars and subframe, and complemented with a #1 graphic in Silver with accents in Black. And while CVO models often come with larger engines than their standard counterparts, this premium Pan America retains the Revolution Max 1250 powerplant also found in the regular model, pumping out the same 150 HP and 95 ft-lb of torque. The CVO Pan America hits dealer floors this January as a limited-edition model. MSRP for the new bike starts at $28,399 – $8,400 more than the Pan America Special.

Published on 01.26.2024 [embedded content][embedded content] Harley-Davidson has announced the addition of the CVO Pan America to its 2024 lineup, marking the first adventure model in its high-end Custom Vehicle Operations range. Started in the late 90’s, Harley’s CVO lineup is reserved for the brand’s top-of-the-line and best equipped motorcycles, draped with premium details and features. Accordingly, the CVO version of the Pan America is fully loaded with optional equipment all wrapped up in exclusive custom paint and finishes. So what do you get? To begin with, the bike is equipped with all the features offered on the Pan America Special including semi-active front and rear suspension, touch screen display, selectable ride modes, and Daymaker Adaptive Headlamp technology. To that, Harley has added a host of accessories and parts such as Adaptive Ride Height suspension, rugged aluminum top and side cases, a Screamin’ Eagle quickshifter, tubeless laced wheels, auxiliary LED forward lighting, and an aluminum skid plate. ADVERTISEMENT The package is completed with exclusive custom paint in Legendary Orange featured on the seat piping, tank, crashbars and subframe, and complemented with a #1 graphic in Silver with accents in Black. And while CVO models often come with larger engines than their standard counterparts, this premium Pan America retains the Revolution Max 1250 powerplant also found in the regular model, pumping out the same 150 HP and 95 ft-lb of torque. The CVO Pan America hits dealer floors this January as a limited-edition model. MSRP for the new bike starts at $28,399 – $8,400 more than the Pan America Special.

For the 2024 model year, the Tiger 900 Rally Pro has undergone substantial updates since its initial release in 2020, prompting an international press launch in Malaga, Spain. Do the latest set of changes represent a major step forward? Can it serve as an attractive entry point for both loyal Triumph fans and newcomers alike? I’ll delve into the details, evaluating what’s new, what’s improved and ultimately, whether it’s worth the investment as we explore what this fresh Tiger 900 Rally Pro is all about. The new Tiger 900 offers more power and torque, enhanced braking, upgraded bodywork, new active safety features, a claimed 9% better fuel economy and more. What’s Stayed The Same? To separate things, let’s go over what has stayed the same from the 2020 Tiger 900 Rally Pro, which was the last major update. The wheels are still a 21/17 tubeless, cross-spoke setup. While they’ve proven very strong, even the latest Tiger 1200 Rally Pro has an 18-inch tubeless spoked rear rim now. As an aggressive off-road rider and owner of a 2020 Tiger 900 Rally Pro myself, I know all too well the advantages of tire choices and bump absorption from an 18-inch rear wheel. Yet for the 15th year in a row since the Tiger 800xc was introduced in 2010, Triumph has insisted on a 17-inch rear for their middleweight adventure bike. I don’t care why; it’s still not ideal for an Adventure Bike, but at least the front tire has always been a dirt-friendly 21-inch rim diameter. Also returning, is the same removable rear subframe and removable rear passenger pegs. It’s all great there, but one issue dating back to 2010 has been the Tiger’s steep steering head angle. For 2020-24 specifically, the rake angle of the off-road-focused Tiger has been a street-biased 24.4 degrees —three degrees steeper than almost any other Adventure Motorcycle or Dirt Bike on the market. The steep steering angle causes the front end to “push” a bit in gravel, sand, and mud and has been an issue that I’ve personally voiced to Triumph since 2018 when I reviewed the Tiger 800XCa. The only explanation is the ease of manufacturing one frame for both the Rally Pro and the GT Pro. The Tiger 900 GT Pro is the road-going model that benefits from quicker turn characteristics of a steep steering head angle on the street. However, the tradeoff is reduced front end stability off-road for the dirt-focused Rally Pro. ADVERTISEMENT As for the suspension the Tiger 900 Rally Pro sits in the top-level of its class for bump absorption, returning for 2024 with the same high-quality Showa components offering 9.5 inches (240 mm) of travel up front and 9.1 inches (230mm) of travel at the back. Plus the Tiger really responds well to suspension adjustments. The New Stuff The brake packages are still the same with Brembo Stylema Monoblock calipers up front, but they are now linked via the Bosch inertial measuring unit (IMU) in on-road modes only, and I loved it! On the road, the stability and confidence offered by the linked braking system (Triumph calls it Enhanced Braking) is a welcome addition with zero negative impact on your riding experience. The best part and the most changed thing for 2024 is the redesigned 888cc, counterbalanced, T-plain Triple with its 270-degree firing order. All those things are unchanged, but Triumph has added higher compression pistons (13:1 vs. 11.27:1), high lift cams on the intake and exhaust, and longer intake trumpets for more low-down torque. The exhaust ports are now oval as well with a set of long three-into-one headers going into a less restricted exhaust system. Up 13 ponies to 106.5 hp, the motor stands out among other middle-weight Adventure Motorcycles. Other bikes in this class might make similar peak HP numbers, but the way the triple makes and delivers its power is what sets it apart. Moreover, the electronics and stability packages are revamped to match the motor’s 106.5 class-leading horsepower. I never thought we’d reach this point in technology for ADV Bikes, but the electronics and rider aids now make the motorcycle feel more premium. It intervenes in a perceivable way but better than you’ll ever be able to control on your own. And while the chassis is essentially unchanged for 2024, the upgrades to the motor and the electronics package make it feel like an all-new machine. The bodywork is also new and looks higher quality as it fits the form of the bike better, plus the glossy Intense Orange over muted (but also glossy) Ash Grey color scheme gives it an even more premium appearance. In the cockpit, the 7-inch TFT dashboard with ‘My Triumph’ Bluetooth phone connectivity has been borrowed from the Tiger 1200 Rally Pro. And if you want a dirt-focused Tiger 900, Triumph now only offers the Rally ‘Pro’ version outfitted with six rider modes, heated seats and grips, lower crash bars, and a slightly beefed-up skid plate. Gone is the “Rally” only variant, which lacked “Off-Road Pro” mode, “User” mode and the ability to turn off the traction control and ABS altogether. It is a welcome change, as all ADV Bikes should be able to turn off ABS and Traction Control for off-road work. The only drawback is that it now locks us into a higher spec package as our only option. Lastly, for the new stuff, Triumph has optimized their cornering ABS and traction control, as well as improved on its Shift Assist quick shifter system that comes standard on the Rally Pro. Also, the seats are now flatter and easier to move around on, which is nice, but I’d love it if a single dirtbike-style optional seat existed for us more aggressive off-road riders. One feature borrowed from the world of dirt bikes is the rubber-damped handlebar mounts. This should end any complaints about engine vibrations, although personally I never found that to be an issue. On Road Experience Electronics and Rider Aids My first day in Spain involved some of the best roads I’ve ever experienced. They were tight and twisty, just like we like them. This is where the linked braking system won us over. No more second-guessing about rear brake pressure or if I’m dialing in the right amount. Just go for the front brakes, and the rest of the bike will fall in line. Reaching my foot for the rear brake during aggressive late braking on asphalt signaled that the rear brake was already being applied because the rear brake pedal was already pushed down deep in its stroke, and I could even feel it cycling the ABS. I guess I’ll mind my business and stay up top at the front brake lever when I’m on the asphalt. I never felt any aspects of linked braking if I only engaged the rear brake on the tarmac, so I suspect it’s only linked front to rear and not vice versa. My rear brake-only actuation let me slide the Tiger 900 Rally Pro more confidently than I remember doing on the 2020. Something of note: I never stalled the Tiger during two days of testing either on-road or off-road, and that’s huge for a bike that’s notoriously easy to stall. Either Triumph has done a slick job with the linked “unlinked” brakes that I can’t feel, or the engine management system is doing some work to keep the bike running while working with the slipper side of the slipper-assist clutch. Either way, I was highly impressed at the bike’s ability to make me look good, sliding into corners and keeping the bike running. Talking about the electronics package, the Traction Control “maps” have now been revised to better manage the rider’s throttle input against a possible best-case scenario before the throttle position overwhelms the rear tire’s available traction, instead of relying solely on the traction control to step in. Let me explain. Imagine you ask for 100% throttle input from a 106-horsepower motor that can break the rear-end loose easily. But before the throttle by wire is even activated, the computer says, “Best-case scenario, you can have 70% of the throttle open at this lean angle.” As a result, the throttle bodies are opened to only 70%. Then, the traction control only has to reduce the power from 70% versus 100% of a throttle input. So now the traction control system is working less hard to dial back the attempted 100% input, and the traction control system responds with less interruption. That’s one of the reasons why the new engine and electronics package feels so much more refined to me! Triumph’s Second Gen Quick Shifter works flawlessly both on-road and off-road. And even though the Tiger 900 Rally Pro from 2020 had similar electronics, that package only had to hold back 93.9 horsepower. All that to say: the stronger motor helps the electronics package shine brighter than ever before. The Engine From 7,000-10,000 RPM, the old 2020 Tiger 900 Rally Pro would hold flat at around 90 horsepower. In contrast, the 2024 Rally Pro’s dyno chart continues upward until the rev limiter shuts down the show. In the upper RPMs, the new Tiger will stretch out your arms the first few times you successfully hold it wide open to the redline. It’s a hoot to ride up that high in the rev range on the road, but the Dyno Chart doesn’t show you things you can feel down low in the RPMs. Down lower the motor feels more awake and the rear tire is also ready to beat the asphalt into submission. There’s much more feedback from the rear end when twisting the throttle-by-wire quickly. Together with the linked brakes, IMU, and traction control, the Tiger is confidence inspiring with a substantial safety net. My only complaint is in Sport Mode, with the traction control “on” and in an upright lean angle, it still won’t allow for small but fun wheelies (other motorcycles with advanced IMUs will loft the front in those scenarios). To get those, you’ll have to configure the settings in “User” mode to have the traction control “off” but still have the linked braking ABS system engaged, which is a comfortable safety feature to keep active for on-road riding. Suspension Adjustments I have no complaints with the suspension’s on-road performance, but let me tell you about my preferred settings. From the stock suspension setting, go in (clockwise) 4 clicks on the forks for compression and rebound and dial up the front preload to 12 out of 20 turns. Then, take some of the rear preload out and turn the “rebound” on the rear shock clockwise half a turn to add compression and rebound because they “crosstalk.” Stiffer settings keep the Tiger from getting too deep in the stroke and rebounding too fast, as my 235-pound frame can overpower most stock suspensions during aggressive riding. Making these adjustments also gives the Rally Pro a bias towards a “counter-steer” feeling at turn-in. While it lets the front feel longer in tight turns, the counter steering requires less physical effort during sporty on-road rides and handles more intuitively by lowering the rear preload. The important thing is to know that the suspension responds to adjustments, and you shouldn’t be afraid of making changes because you can always go back to the standard settings. And if you are more in line with the 170-180 pounds “Goldilocks Zone,” you’ll be delighted with the suspension. Dash Menu and Rider Modes It’s not a secret that I disliked Triumph’s Tachometer on the 2020 Tiger with its futuristic and goofy chevron-shaped rev indicator. For 2024, we’ve been spared the Star Wars Tie Fighter display and given a standard digital analog-looking clock for the Tachometer that dominates the default screen—displaying all the way up to 12,000 RPM. The ECU shuts down the party at the 10,000 RPM redline, and I feel like there’s a missed opportunity to “turn it up to 11” in there, but the tach is easy to read, as well as the gear indicator. At press launches, we used to dive into the menus and modes and displays to dizzying details but look how far we motorcyclists have come. Road, Rain, Sport, User, Off-Road, and Off-Road Pro modes come on the new machine, and we all know what to expect. In the off-road modes you get fIn the off-road modes you get full “off” abs and deactivated traction control in “Off-Road Pro” mode while offering customization in that menu and a standard “Off-Road” mode that keeps the Traction Control on but allows for slip and turns off the rear ABS. Then, it goes all the way up to Sport mode that anticipates aggressive throttle inputs and late braking. User mode is fully customizable and mixes and matches with styles from each profile type, but it also allows you to turn things like ABS off, Traction Control off, and throttle map to Sport mode and every combination you could want. If you have the bike in any mode with a safety feature turned off and you then turn the bike off, the bike will start in road mode., Although, it will prompt you for two clicks on the left hand grip to return you to the last mode you were in. So what’s not to like? Getting to different menus, like the trip/gas menu layout, wasn’t as intuitive as it’s been in the past from Triumph. Deal breaker? Not at all; get used to the menu, and you’ll have it figured out in a week. Ergonomics As previously mentioned, the heated rider and passenger seats are now a little flatter in the front area of the rider’s seat, where it meets the gas tank. Seats never have to be noticeably nice in any way, but when they’re doing their job right, you hardly notice them. That’s the takeaway for the 34.7-inch (880mm) seat h in the high setting or 33.9″ (860mm) in the low setting, which are unchanged for 2024. An optional low heated seat is available that drops the seat h by -0.79″ (-20mm) while “Low” suspension h models have been discontinued from the Tiger 900 lineup. The handlebar bend carries over from 2020 to the 2024 Tiger, and it’s still my favorite shape and bend that I’ve experienced on an Adventure Motorcycle. Triumph has moved the handlebars 0.59” (15mm) rearward to make the cockpit fit riders better in what feels like a bid to attract buyers at dealerships. Maybe in the dealership, you’ll get an “Oh, that feels nice.” Riding experience-wise though, the handlebars are too close to my body when standing, and I’m left pulling myself along with the bike during aggressive stand-up riding situations. I feel just too far forward over the bars at 6’2″. While the bars being closer to the rider will help most people, I’d order a set of bar risers from the GT road bike as the bar risers are the same h but less rearward to open up the cockpit for me. I’d only do that after trying to rotate the bar mounts 180 degrees, moving the bars further forward. Still, they might be too far forward, resulting in some weird steering inputs because the handlebar position is too far forward from the steering stem. Now, I know I’m going to contradict myself, but the handlebars feel further away when in a seated position. My only assumption for that is the redesigned seat encourages you to sit just a smidge further back from the tank because when I attempt to “get over the gas tank” for a more aggressive seated riding position, the tank feels more in the way on the 24 than it does on my 2020 Rally Pro, even though the tank size and shape remains unchanged. The hand and foot controls also remain the same for 2024, and all of them are adjustable to such a wide range I can’t place a reasonable limit on them. If you have baby hands or size 19 boots, you might have a problem, but you already know that. The cast aluminum foot controls look good, and the folding rear brake pedal can be flipped to a higher position if you are going to be standing a lot. Off-Road Experience Like its predecessor, the new Tiger is an excellent off-road machine but the forks seem to work better and have more “hold up.” We’re also putting less weight over the front with the rider triangle moved back 15mm, and the new motor has more punch as well, which makes the front end feel better, even though it has the same suspension as the 2020. The rear end steps out almost telepathically now, which the previous model would not do in the detuned “Off-Road” throttle map. Why does that matter? Well, because to initiate the power slide on the 2020 Rally Pro, you’d have to “dial it up” and then overcorrect if things got out of line. The new machine slides beautifully, and if you have the composure to “hold her open” just a little, the chassis is much more stable with less drastic inputs. One of the minor shortcomings of the bike though is that it doesn’t offer an “off-road slide control.” That would be another premium touch to dial in but at 106 HP, does it need slide control? I want to be able to adjust a very low intervention but still a “just in case” type of traction control. However, that would require much more slip than the off-road traction control setting currently allows. Wouldn’t it be cool if Triumph developed a slide control algorithm by next March and gave it to us for free? Wink, Wink Triumph. Traction and Power We were on Michelin Anakee Wild 50/50 dual sport tires for the off-road portion of the test so we could ride the Tigers to their full potential and in the form of their intended purpose. The 270-degree firing order on the triple allows for small power pulses from the engine to put down the power and then let the rear tire, at inconceivable moments, have a break to regain traction before the next round of power pulses. MotoGP bikes and Yamaha’s R1 sport bike employed staggered firing order cranks for this reason. It works. The staggered firing order also allows for more torque to be developed on the power stroke and gives the Tiger an even nastier growl with its high lift cams and high compression pistons. How good is the motor, you ask? The 2020-23 engine was and still is a fantastic powerplant but the 2024 motor’s power and refinement really transforms the bike. Check my thoughts at the end of the article to find out if I think it’s worth upgrading. Braking and Handling As mentioned, mechanically the brake package at the front and the rear are the same from the 2020 to the 2024 Tiger 900 Rally Pro, and they’re flat-out top level on and off-road. Adjusting the front brake lever, you can take away some of the initial bite for off-road sections, but the brakes are smooth and powerful enough to slow the Tiger down with just one finger. Moreover, the rear brake feels better than ever. Under heavy rear braking, the slip-assist clutch prevents the bike from stalling by disengaging the clutch slightly under deceleration. The engine management system wants to keep the Tiger running even at low engine speeds and thus allows forgiveness in the timing of pulling in the clutch during rear wheel lockup. Having this kind of confidence and repeatable performance increases the Tiger’s ease of use and maneuverability off-road. Triumph can’t tell us precisely why the new model is significantly harder to stall, but rather, it’s the culmination of improvements to the bike. Rough Terrain Riding on the trails with loose and embedded rocks in an appropriate off-road manner will allow you to breathe easily, as the next-gen model can hold its own in rough countryside. With 240mm of travel at the front and 230mm at the rear, there’s ground clearance to match it too. Riding higher in the stroke with its new punchy new powerplant, the skidplate makes less contact with the earth and rocks than expected. When pushed beyond its stroke, the Showa units do bottom out but not abruptly, and keep the skidplate off the deck. Adjusting your settings to the stiffer side should allow you to ride it aggressively, without the need to upgrade the units. Bottom Line For the same MSRP as last year ($17,395 USD), the Tiger 900 Rally Pro is significantly better at being a fantastic all-around Adventure Motorcycle. If you want to read my impressions of the 2020 Rally Pro, you can follow the link here. The fit and finish have gotten even better with the black frame and glossy paint bodywork. The motor is fantastic and matched with an excellent electronics package and component build-out that shifts the bike into the premium top-tier class without having to be 1200+ cc’s. You get all the features without all the weight, size, and price tag of other manufacturers’ flagship models and enough HP to satisfy almost any Adventure Rider. Room For Improvement? Giving it a more dirt-friendly frame rake geometry would be a definite improvement for this off-road focused adventure bike and can we please get an 18″ rear wheel like the Triumph Tiger 1200 Rally Pro? Worth the Upgrade? If you already own a 2023 or older Tiger 900 Rally Pro, I only see it being worth the upgrade if you come out of the deal with a 2024 for around $2,000 out of pocket, after trade-in or private sale of your old Tiger. In the case that you find a 2023 leftover Tiger 900 Rally Pro in a dealership, I’d suggest passing on it unless it’s deeply discounted. I’m thinking most dealers won’t be comfortable selling a 2023 Rally Pro at a significant enough discount to persuade me to take it over a 2024 though. The Competition Here are my thoughts on how the 2024 Tiger 900 Rally Pro matches up with some of its close competitors that I’ve had an opportunity to ride extensively: Ducati’s Desert X is the Italian Stallion of the middleweight Adventure Bikes that feature the premium touches of flagship models, much like the Tiger 900RP does. With premium suspension, a proper 21/18 wheelset, and a form that’s easier to move around the Desert X vs the Tiger 900 debate could be a tough one to hash out. The Desert X feels better off-road and jumps easier than the Tiger. It’s a truly tough decision to make, but do you want a triple or a V-twin? On paper, the Ducati makes 110 horsepower but it’s not as exciting as the Tiger’s staggered triple whirl. The Tiger 900 RP feels like a more well-rounded ADV Motorcycle, and with over a decade of experience with them, I can attest to their rock-solid reliability. As for KTM’s off-road weapon, the 890 Adventure R is the “big dirt bike” of the bunch and will remain that way for the foreseeable future. With considerable cost savings ($2500) it might just make the choice for you. But in my opinion, it doesn’t feel as premium as the Tiger and the motor is not as exciting. Personally I’m not a fan of the low-slug gas tank because it makes the bike feel wide at the bottom and gets in the way of getting your foot down when riding in slower technical terrain. If you’re looking for well-roundedness, the Tiger 900 RP arguably has a bit more than the KTM. Lastly, Honda’s Africa Twin 1100 has always felt like a middle-weight ADV Bike with a big bore kit to me. It has a comfortable layout and makes off-road riding feel the most relaxed because, well, it’s a Honda. It’s a nice bike but not premium in the way of the Tiger’s “hot cams,” high compression pistons, and top-of-the-line electronics, but for $14,500, you get a proper 21/18 wheeled Adventure Machine with a decent suspension setup, and it’s 501 pounds ready to go. Final Thoughts Off-road Is the new 2024 Tiger 900 Rally Pro better off-road than the outgoing model? Well, here’s the exciting thing: It shouldn’t be better off-road because of the increased power. But it is better! Even with all the rider aids turned off, it’s better. This creates a whole new argument for more powerful, efficient, high-strung motors in the adventure market strictly because they enhance all aspects of the motorcycle. What a time to be alive. 2024 Triumph Tiger 900 Rally Pro Specs ENGINE TYPE:Liquid Cooled, 12 valve, DOHC, inline 3-cylinderCAPACITY:888 ccBORE:3.07” (78.0 mm)STROKE2.43” (61.9 mm)COMPRESSION:13.0:1MAXIMUM POWER:106.5 HP (108 PS) (79.5 kW) @ 9,500 rpmMAXIMUM TORQUE:66.38 Lb-Ft (90 Nm) @ 6,850 rpmFUEL SYSTEM:Multipoint sequential electronic fuel injection with electronic throttle controlEXHAUST:Stainless steel 3 into 1 header system, side mounted stainless steel silencerFINAL DRIVE:O-ring ChainCLUTCH:Wet, multi-plate, slip and assistGEARBOX:6 speedFRAME:Tubular steel trellis main frame. Fabricated, bolt-on aluminum rear subframeSWINGARM:Twin sided cast aluminum swingarmFRONT WHEEL:Spoked tubeless, 21 x 2.15 inREAR WHEEL:Spoked tubeless, 17 x 4.25 inFRONT TIRE:Bridgestone Battlax Adventure 90/90-21REAR TIRE:Bridgestone Battlax Adventure 150/70-R17FRONT SUSPENSION:Showa 1.77” (45mm) USD forks, manual preload, rebound and compression damping adjustment, 9.45” (240mm) travelREAR SUSPENSION:Showa rear suspension unit, manually adjustable preload and rebound damping, 9.05” (230mm) wheel travel FRONT BRAKES:Twin 320mm floating discs, Brembo Stylema 4 piston Monobloc calipers. Radial front master cylinder, Optimized Cornering ABSREAR BRAKES:Single 10.03” (255mm) disc. Single piston sliding caliper. Optimized cornering ABSINSTRUMENTS:Full-color 7” TFT instrument pack with My Triumph Connectivity SystemLENGTH:90.74” (2317 mm)WIDTH (HANDLEBARS):36.81” (935 mm)HEIGHT WITHOUT MIRRORS:Adjustable 57.16” (1452 mm) – 59.13” (1502 mm)SEAT HEIGHT:Adjustable 33.85” (860 mm) – 34.64 (880 mm)WHEELBASE:61.06 (1551 mm)RAKE:24.4°TRAIL:TBCWET WEIGHT:502.65 lbs (228 kg)FUEL TANK CAPACITY:5.28 gal (20 liters)FUEL CONSUMPTION:60.4 mpg (4.7 liters/ 100 km)CO2 FIGURES:108 g/kmSTANDARD:EURO 5+SERVICE INTERVAL:6,000 miles (10,000 km) or 12 months, whichever comes first Photos by Chippy Wood and Steve Kamrad Author: Steve KamradSteve has been labeled as a “Hired Gun” by one of the largest special interest publishing groups in America. His main focus now is video content creation as a “Shreditor” (thats shooter, producer, editor all in one nice, neat, run and gun package). If he’s not out competing in a NASA Rally Race you can find him on the East Coast leading around a rowdy group of ADV riders. Some say Steve_Kamrad has the best job in the world but he’s not in it for the money. He’s a gun for hire that can’t be bought and that’s the way we like him.

For the 2024 model year, the Tiger 900 Rally Pro has undergone substantial updates since its initial release in 2020, prompting an international press launch in Malaga, Spain. Do the latest set of changes represent a major step forward? Can it serve as an attractive entry point for both loyal Triumph fans and newcomers alike? I’ll delve into the details, evaluating what’s new, what’s improved and ultimately, whether it’s worth the investment as we explore what this fresh Tiger 900 Rally Pro is all about. The new Tiger 900 offers more power and torque, enhanced braking, upgraded bodywork, new active safety features, a claimed 9% better fuel economy and more. What’s Stayed The Same? To separate things, let’s go over what has stayed the same from the 2020 Tiger 900 Rally Pro, which was the last major update. The wheels are still a 21/17 tubeless, cross-spoke setup. While they’ve proven very strong, even the latest Tiger 1200 Rally Pro has an 18-inch tubeless spoked rear rim now. As an aggressive off-road rider and owner of a 2020 Tiger 900 Rally Pro myself, I know all too well the advantages of tire choices and bump absorption from an 18-inch rear wheel. Yet for the 15th year in a row since the Tiger 800xc was introduced in 2010, Triumph has insisted on a 17-inch rear for their middleweight adventure bike. I don’t care why; it’s still not ideal for an Adventure Bike, but at least the front tire has always been a dirt-friendly 21-inch rim diameter. Also returning, is the same removable rear subframe and removable rear passenger pegs. It’s all great there, but one issue dating back to 2010 has been the Tiger’s steep steering head angle. For 2020-24 specifically, the rake angle of the off-road-focused Tiger has been a street-biased 24.4 degrees —three degrees steeper than almost any other Adventure Motorcycle or Dirt Bike on the market. The steep steering angle causes the front end to “push” a bit in gravel, sand, and mud and has been an issue that I’ve personally voiced to Triumph since 2018 when I reviewed the Tiger 800XCa. The only explanation is the ease of manufacturing one frame for both the Rally Pro and the GT Pro. The Tiger 900 GT Pro is the road-going model that benefits from quicker turn characteristics of a steep steering head angle on the street. However, the tradeoff is reduced front end stability off-road for the dirt-focused Rally Pro. ADVERTISEMENT As for the suspension the Tiger 900 Rally Pro sits in the top-level of its class for bump absorption, returning for 2024 with the same high-quality Showa components offering 9.5 inches (240 mm) of travel up front and 9.1 inches (230mm) of travel at the back. Plus the Tiger really responds well to suspension adjustments. The New Stuff The brake packages are still the same with Brembo Stylema Monoblock calipers up front, but they are now linked via the Bosch inertial measuring unit (IMU) in on-road modes only, and I loved it! On the road, the stability and confidence offered by the linked braking system (Triumph calls it Enhanced Braking) is a welcome addition with zero negative impact on your riding experience. The best part and the most changed thing for 2024 is the redesigned 888cc, counterbalanced, T-plain Triple with its 270-degree firing order. All those things are unchanged, but Triumph has added higher compression pistons (13:1 vs. 11.27:1), high lift cams on the intake and exhaust, and longer intake trumpets for more low-down torque. The exhaust ports are now oval as well with a set of long three-into-one headers going into a less restricted exhaust system. Up 13 ponies to 106.5 hp, the motor stands out among other middle-weight Adventure Motorcycles. Other bikes in this class might make similar peak HP numbers, but the way the triple makes and delivers its power is what sets it apart. Moreover, the electronics and stability packages are revamped to match the motor’s 106.5 class-leading horsepower. I never thought we’d reach this point in technology for ADV Bikes, but the electronics and rider aids now make the motorcycle feel more premium. It intervenes in a perceivable way but better than you’ll ever be able to control on your own. And while the chassis is essentially unchanged for 2024, the upgrades to the motor and the electronics package make it feel like an all-new machine. The bodywork is also new and looks higher quality as it fits the form of the bike better, plus the glossy Intense Orange over muted (but also glossy) Ash Grey color scheme gives it an even more premium appearance. In the cockpit, the 7-inch TFT dashboard with ‘My Triumph’ Bluetooth phone connectivity has been borrowed from the Tiger 1200 Rally Pro. And if you want a dirt-focused Tiger 900, Triumph now only offers the Rally ‘Pro’ version outfitted with six rider modes, heated seats and grips, lower crash bars, and a slightly beefed-up skid plate. Gone is the “Rally” only variant, which lacked “Off-Road Pro” mode, “User” mode and the ability to turn off the traction control and ABS altogether. It is a welcome change, as all ADV Bikes should be able to turn off ABS and Traction Control for off-road work. The only drawback is that it now locks us into a higher spec package as our only option. Lastly, for the new stuff, Triumph has optimized their cornering ABS and traction control, as well as improved on its Shift Assist quick shifter system that comes standard on the Rally Pro. Also, the seats are now flatter and easier to move around on, which is nice, but I’d love it if a single dirtbike-style optional seat existed for us more aggressive off-road riders. One feature borrowed from the world of dirt bikes is the rubber-damped handlebar mounts. This should end any complaints about engine vibrations, although personally I never found that to be an issue. On Road Experience Electronics and Rider Aids My first day in Spain involved some of the best roads I’ve ever experienced. They were tight and twisty, just like we like them. This is where the linked braking system won us over. No more second-guessing about rear brake pressure or if I’m dialing in the right amount. Just go for the front brakes, and the rest of the bike will fall in line. Reaching my foot for the rear brake during aggressive late braking on asphalt signaled that the rear brake was already being applied because the rear brake pedal was already pushed down deep in its stroke, and I could even feel it cycling the ABS. I guess I’ll mind my business and stay up top at the front brake lever when I’m on the asphalt. I never felt any aspects of linked braking if I only engaged the rear brake on the tarmac, so I suspect it’s only linked front to rear and not vice versa. My rear brake-only actuation let me slide the Tiger 900 Rally Pro more confidently than I remember doing on the 2020. Something of note: I never stalled the Tiger during two days of testing either on-road or off-road, and that’s huge for a bike that’s notoriously easy to stall. Either Triumph has done a slick job with the linked “unlinked” brakes that I can’t feel, or the engine management system is doing some work to keep the bike running while working with the slipper side of the slipper-assist clutch. Either way, I was highly impressed at the bike’s ability to make me look good, sliding into corners and keeping the bike running. Talking about the electronics package, the Traction Control “maps” have now been revised to better manage the rider’s throttle input against a possible best-case scenario before the throttle position overwhelms the rear tire’s available traction, instead of relying solely on the traction control to step in. Let me explain. Imagine you ask for 100% throttle input from a 106-horsepower motor that can break the rear-end loose easily. But before the throttle by wire is even activated, the computer says, “Best-case scenario, you can have 70% of the throttle open at this lean angle.” As a result, the throttle bodies are opened to only 70%. Then, the traction control only has to reduce the power from 70% versus 100% of a throttle input. So now the traction control system is working less hard to dial back the attempted 100% input, and the traction control system responds with less interruption. That’s one of the reasons why the new engine and electronics package feels so much more refined to me! Triumph’s Second Gen Quick Shifter works flawlessly both on-road and off-road. And even though the Tiger 900 Rally Pro from 2020 had similar electronics, that package only had to hold back 93.9 horsepower. All that to say: the stronger motor helps the electronics package shine brighter than ever before. The Engine From 7,000-10,000 RPM, the old 2020 Tiger 900 Rally Pro would hold flat at around 90 horsepower. In contrast, the 2024 Rally Pro’s dyno chart continues upward until the rev limiter shuts down the show. In the upper RPMs, the new Tiger will stretch out your arms the first few times you successfully hold it wide open to the redline. It’s a hoot to ride up that high in the rev range on the road, but the Dyno Chart doesn’t show you things you can feel down low in the RPMs. Down lower the motor feels more awake and the rear tire is also ready to beat the asphalt into submission. There’s much more feedback from the rear end when twisting the throttle-by-wire quickly. Together with the linked brakes, IMU, and traction control, the Tiger is confidence inspiring with a substantial safety net. My only complaint is in Sport Mode, with the traction control “on” and in an upright lean angle, it still won’t allow for small but fun wheelies (other motorcycles with advanced IMUs will loft the front in those scenarios). To get those, you’ll have to configure the settings in “User” mode to have the traction control “off” but still have the linked braking ABS system engaged, which is a comfortable safety feature to keep active for on-road riding. Suspension Adjustments I have no complaints with the suspension’s on-road performance, but let me tell you about my preferred settings. From the stock suspension setting, go in (clockwise) 4 clicks on the forks for compression and rebound and dial up the front preload to 12 out of 20 turns. Then, take some of the rear preload out and turn the “rebound” on the rear shock clockwise half a turn to add compression and rebound because they “crosstalk.” Stiffer settings keep the Tiger from getting too deep in the stroke and rebounding too fast, as my 235-pound frame can overpower most stock suspensions during aggressive riding. Making these adjustments also gives the Rally Pro a bias towards a “counter-steer” feeling at turn-in. While it lets the front feel longer in tight turns, the counter steering requires less physical effort during sporty on-road rides and handles more intuitively by lowering the rear preload. The important thing is to know that the suspension responds to adjustments, and you shouldn’t be afraid of making changes because you can always go back to the standard settings. And if you are more in line with the 170-180 pounds “Goldilocks Zone,” you’ll be delighted with the suspension. Dash Menu and Rider Modes It’s not a secret that I disliked Triumph’s Tachometer on the 2020 Tiger with its futuristic and goofy chevron-shaped rev indicator. For 2024, we’ve been spared the Star Wars Tie Fighter display and given a standard digital analog-looking clock for the Tachometer that dominates the default screen—displaying all the way up to 12,000 RPM. The ECU shuts down the party at the 10,000 RPM redline, and I feel like there’s a missed opportunity to “turn it up to 11” in there, but the tach is easy to read, as well as the gear indicator. At press launches, we used to dive into the menus and modes and displays to dizzying details but look how far we motorcyclists have come. Road, Rain, Sport, User, Off-Road, and Off-Road Pro modes come on the new machine, and we all know what to expect. In the off-road modes you get fIn the off-road modes you get full “off” abs and deactivated traction control in “Off-Road Pro” mode while offering customization in that menu and a standard “Off-Road” mode that keeps the Traction Control on but allows for slip and turns off the rear ABS. Then, it goes all the way up to Sport mode that anticipates aggressive throttle inputs and late braking. User mode is fully customizable and mixes and matches with styles from each profile type, but it also allows you to turn things like ABS off, Traction Control off, and throttle map to Sport mode and every combination you could want. If you have the bike in any mode with a safety feature turned off and you then turn the bike off, the bike will start in road mode., Although, it will prompt you for two clicks on the left hand grip to return you to the last mode you were in. So what’s not to like? Getting to different menus, like the trip/gas menu layout, wasn’t as intuitive as it’s been in the past from Triumph. Deal breaker? Not at all; get used to the menu, and you’ll have it figured out in a week. Ergonomics As previously mentioned, the heated rider and passenger seats are now a little flatter in the front area of the rider’s seat, where it meets the gas tank. Seats never have to be noticeably nice in any way, but when they’re doing their job right, you hardly notice them. That’s the takeaway for the 34.7-inch (880mm) seat h in the high setting or 33.9″ (860mm) in the low setting, which are unchanged for 2024. An optional low heated seat is available that drops the seat h by -0.79″ (-20mm) while “Low” suspension h models have been discontinued from the Tiger 900 lineup. The handlebar bend carries over from 2020 to the 2024 Tiger, and it’s still my favorite shape and bend that I’ve experienced on an Adventure Motorcycle. Triumph has moved the handlebars 0.59” (15mm) rearward to make the cockpit fit riders better in what feels like a bid to attract buyers at dealerships. Maybe in the dealership, you’ll get an “Oh, that feels nice.” Riding experience-wise though, the handlebars are too close to my body when standing, and I’m left pulling myself along with the bike during aggressive stand-up riding situations. I feel just too far forward over the bars at 6’2″. While the bars being closer to the rider will help most people, I’d order a set of bar risers from the GT road bike as the bar risers are the same h but less rearward to open up the cockpit for me. I’d only do that after trying to rotate the bar mounts 180 degrees, moving the bars further forward. Still, they might be too far forward, resulting in some weird steering inputs because the handlebar position is too far forward from the steering stem. Now, I know I’m going to contradict myself, but the handlebars feel further away when in a seated position. My only assumption for that is the redesigned seat encourages you to sit just a smidge further back from the tank because when I attempt to “get over the gas tank” for a more aggressive seated riding position, the tank feels more in the way on the 24 than it does on my 2020 Rally Pro, even though the tank size and shape remains unchanged. The hand and foot controls also remain the same for 2024, and all of them are adjustable to such a wide range I can’t place a reasonable limit on them. If you have baby hands or size 19 boots, you might have a problem, but you already know that. The cast aluminum foot controls look good, and the folding rear brake pedal can be flipped to a higher position if you are going to be standing a lot. Off-Road Experience Like its predecessor, the new Tiger is an excellent off-road machine but the forks seem to work better and have more “hold up.” We’re also putting less weight over the front with the rider triangle moved back 15mm, and the new motor has more punch as well, which makes the front end feel better, even though it has the same suspension as the 2020. The rear end steps out almost telepathically now, which the previous model would not do in the detuned “Off-Road” throttle map. Why does that matter? Well, because to initiate the power slide on the 2020 Rally Pro, you’d have to “dial it up” and then overcorrect if things got out of line. The new machine slides beautifully, and if you have the composure to “hold her open” just a little, the chassis is much more stable with less drastic inputs. One of the minor shortcomings of the bike though is that it doesn’t offer an “off-road slide control.” That would be another premium touch to dial in but at 106 HP, does it need slide control? I want to be able to adjust a very low intervention but still a “just in case” type of traction control. However, that would require much more slip than the off-road traction control setting currently allows. Wouldn’t it be cool if Triumph developed a slide control algorithm by next March and gave it to us for free? Wink, Wink Triumph. Traction and Power We were on Michelin Anakee Wild 50/50 dual sport tires for the off-road portion of the test so we could ride the Tigers to their full potential and in the form of their intended purpose. The 270-degree firing order on the triple allows for small power pulses from the engine to put down the power and then let the rear tire, at inconceivable moments, have a break to regain traction before the next round of power pulses. MotoGP bikes and Yamaha’s R1 sport bike employed staggered firing order cranks for this reason. It works. The staggered firing order also allows for more torque to be developed on the power stroke and gives the Tiger an even nastier growl with its high lift cams and high compression pistons. How good is the motor, you ask? The 2020-23 engine was and still is a fantastic powerplant but the 2024 motor’s power and refinement really transforms the bike. Check my thoughts at the end of the article to find out if I think it’s worth upgrading. Braking and Handling As mentioned, mechanically the brake package at the front and the rear are the same from the 2020 to the 2024 Tiger 900 Rally Pro, and they’re flat-out top level on and off-road. Adjusting the front brake lever, you can take away some of the initial bite for off-road sections, but the brakes are smooth and powerful enough to slow the Tiger down with just one finger. Moreover, the rear brake feels better than ever. Under heavy rear braking, the slip-assist clutch prevents the bike from stalling by disengaging the clutch slightly under deceleration. The engine management system wants to keep the Tiger running even at low engine speeds and thus allows forgiveness in the timing of pulling in the clutch during rear wheel lockup. Having this kind of confidence and repeatable performance increases the Tiger’s ease of use and maneuverability off-road. Triumph can’t tell us precisely why the new model is significantly harder to stall, but rather, it’s the culmination of improvements to the bike. Rough Terrain Riding on the trails with loose and embedded rocks in an appropriate off-road manner will allow you to breathe easily, as the next-gen model can hold its own in rough countryside. With 240mm of travel at the front and 230mm at the rear, there’s ground clearance to match it too. Riding higher in the stroke with its new punchy new powerplant, the skidplate makes less contact with the earth and rocks than expected. When pushed beyond its stroke, the Showa units do bottom out but not abruptly, and keep the skidplate off the deck. Adjusting your settings to the stiffer side should allow you to ride it aggressively, without the need to upgrade the units. Bottom Line For the same MSRP as last year ($17,395 USD), the Tiger 900 Rally Pro is significantly better at being a fantastic all-around Adventure Motorcycle. If you want to read my impressions of the 2020 Rally Pro, you can follow the link here. The fit and finish have gotten even better with the black frame and glossy paint bodywork. The motor is fantastic and matched with an excellent electronics package and component build-out that shifts the bike into the premium top-tier class without having to be 1200+ cc’s. You get all the features without all the weight, size, and price tag of other manufacturers’ flagship models and enough HP to satisfy almost any Adventure Rider. Room For Improvement? Giving it a more dirt-friendly frame rake geometry would be a definite improvement for this off-road focused adventure bike and can we please get an 18″ rear wheel like the Triumph Tiger 1200 Rally Pro? Worth the Upgrade? If you already own a 2023 or older Tiger 900 Rally Pro, I only see it being worth the upgrade if you come out of the deal with a 2024 for around $2,000 out of pocket, after trade-in or private sale of your old Tiger. In the case that you find a 2023 leftover Tiger 900 Rally Pro in a dealership, I’d suggest passing on it unless it’s deeply discounted. I’m thinking most dealers won’t be comfortable selling a 2023 Rally Pro at a significant enough discount to persuade me to take it over a 2024 though. The Competition Here are my thoughts on how the 2024 Tiger 900 Rally Pro matches up with some of its close competitors that I’ve had an opportunity to ride extensively: Ducati’s Desert X is the Italian Stallion of the middleweight Adventure Bikes that feature the premium touches of flagship models, much like the Tiger 900RP does. With premium suspension, a proper 21/18 wheelset, and a form that’s easier to move around the Desert X vs the Tiger 900 debate could be a tough one to hash out. The Desert X feels better off-road and jumps easier than the Tiger. It’s a truly tough decision to make, but do you want a triple or a V-twin? On paper, the Ducati makes 110 horsepower but it’s not as exciting as the Tiger’s staggered triple whirl. The Tiger 900 RP feels like a more well-rounded ADV Motorcycle, and with over a decade of experience with them, I can attest to their rock-solid reliability. As for KTM’s off-road weapon, the 890 Adventure R is the “big dirt bike” of the bunch and will remain that way for the foreseeable future. With considerable cost savings ($2500) it might just make the choice for you. But in my opinion, it doesn’t feel as premium as the Tiger and the motor is not as exciting. Personally I’m not a fan of the low-slug gas tank because it makes the bike feel wide at the bottom and gets in the way of getting your foot down when riding in slower technical terrain. If you’re looking for well-roundedness, the Tiger 900 RP arguably has a bit more than the KTM. Lastly, Honda’s Africa Twin 1100 has always felt like a middle-weight ADV Bike with a big bore kit to me. It has a comfortable layout and makes off-road riding feel the most relaxed because, well, it’s a Honda. It’s a nice bike but not premium in the way of the Tiger’s “hot cams,” high compression pistons, and top-of-the-line electronics, but for $14,500, you get a proper 21/18 wheeled Adventure Machine with a decent suspension setup, and it’s 501 pounds ready to go. Final Thoughts Off-road Is the new 2024 Tiger 900 Rally Pro better off-road than the outgoing model? Well, here’s the exciting thing: It shouldn’t be better off-road because of the increased power. But it is better! Even with all the rider aids turned off, it’s better. This creates a whole new argument for more powerful, efficient, high-strung motors in the adventure market strictly because they enhance all aspects of the motorcycle. What a time to be alive. 2024 Triumph Tiger 900 Rally Pro Specs ENGINE TYPE:Liquid Cooled, 12 valve, DOHC, inline 3-cylinderCAPACITY:888 ccBORE:3.07” (78.0 mm)STROKE2.43” (61.9 mm)COMPRESSION:13.0:1MAXIMUM POWER:106.5 HP (108 PS) (79.5 kW) @ 9,500 rpmMAXIMUM TORQUE:66.38 Lb-Ft (90 Nm) @ 6,850 rpmFUEL SYSTEM:Multipoint sequential electronic fuel injection with electronic throttle controlEXHAUST:Stainless steel 3 into 1 header system, side mounted stainless steel silencerFINAL DRIVE:O-ring ChainCLUTCH:Wet, multi-plate, slip and assistGEARBOX:6 speedFRAME:Tubular steel trellis main frame. Fabricated, bolt-on aluminum rear subframeSWINGARM:Twin sided cast aluminum swingarmFRONT WHEEL:Spoked tubeless, 21 x 2.15 inREAR WHEEL:Spoked tubeless, 17 x 4.25 inFRONT TIRE:Bridgestone Battlax Adventure 90/90-21REAR TIRE:Bridgestone Battlax Adventure 150/70-R17FRONT SUSPENSION:Showa 1.77” (45mm) USD forks, manual preload, rebound and compression damping adjustment, 9.45” (240mm) travelREAR SUSPENSION:Showa rear suspension unit, manually adjustable preload and rebound damping, 9.05” (230mm) wheel travel FRONT BRAKES:Twin 320mm floating discs, Brembo Stylema 4 piston Monobloc calipers. Radial front master cylinder, Optimized Cornering ABSREAR BRAKES:Single 10.03” (255mm) disc. Single piston sliding caliper. Optimized cornering ABSINSTRUMENTS:Full-color 7” TFT instrument pack with My Triumph Connectivity SystemLENGTH:90.74” (2317 mm)WIDTH (HANDLEBARS):36.81” (935 mm)HEIGHT WITHOUT MIRRORS:Adjustable 57.16” (1452 mm) – 59.13” (1502 mm)SEAT HEIGHT:Adjustable 33.85” (860 mm) – 34.64 (880 mm)WHEELBASE:61.06 (1551 mm)RAKE:24.4°TRAIL:TBCWET WEIGHT:502.65 lbs (228 kg)FUEL TANK CAPACITY:5.28 gal (20 liters)FUEL CONSUMPTION:60.4 mpg (4.7 liters/ 100 km)CO2 FIGURES:108 g/kmSTANDARD:EURO 5+SERVICE INTERVAL:6,000 miles (10,000 km) or 12 months, whichever comes first Photos by Chippy Wood and Steve Kamrad Author: Steve KamradSteve has been labeled as a “Hired Gun” by one of the largest special interest publishing groups in America. His main focus now is video content creation as a “Shreditor” (thats shooter, producer, editor all in one nice, neat, run and gun package). If he’s not out competing in a NASA Rally Race you can find him on the East Coast leading around a rowdy group of ADV riders. Some say Steve_Kamrad has the best job in the world but he’s not in it for the money. He’s a gun for hire that can’t be bought and that’s the way we like him.

In 2022, the KLX230 platform became more approachable than ever with the introduction of the ‘S’ version which among other features, offered a lower seat h to make it easier for new and shorter riders to reach the ground. For the new year, Kawasaki is bringing back the friendly KLX230 S with a host of changes including longer travel suspension, new Bluetooth technology, a revised rear subframe, a new ABS system, revised bodywork, and more. According to Kawasaki, one of the key updates for 2024 lies in the chassis, specifically the revised rear subframe that allows for longer wheel travel and updated seat. This design enables a good amount of ground clearance while still keeping the seat h accessible, providing a comfortable reach to the ground and enhancing off-road performance. 2024 KLX230 S Highlights New Longer-travel suspension and more ground clearance New ABS system with on/off function New Smartphone connectivity with RIDEOLOGY THE APP New KX-inspired styling New thicker seat with two-tone color New LED headlight New rear subframe Increased low-mid range performance. Revised ECU settings match the increased low mid range torque. Chassis And Ergonomics ADVERTISEMENT For the new year, Kawasaki says the redesigned rear subframe traces a lower line on the machine, which allows for longer legs while keeping the reach to the ground approachable. Bump absorption up front is carried out by a 37mm diameter telescopic fork now offering 7.8-inches of suspension travel compared to the 6.2-inches of the outgoing model. At the rear, the Uni-Trak linkage also offers more suspension travel, going from 6.6 inches to 8.7 inches. The single rear shock absorber with pressurized nitrogen gas comes with a threaded preload adjustment, allowing riders to set the bike up for their weight or a passenger. In addition, the KLX230 S comes equipped with a new aluminum swingarm that is approximately 2.6-pounds lighter than before, and a lighter rear brake master cylinder helps to further shave weight. While the bike’s taller legs have contributed to a 0.5 inch increase of seat h compared to before, the KLX230 S still offers a shorter seat h than the standard model at 33.2-inches. The side stand has also been shortened to match the low seat h plus the short 53.7-inch wheelbase combined with 9.4-inches of ground clearance contributes to the bike’s maneuverability, allowing riders to navigate the trail more easily. Similar to the lineup of KX motorcycles, the flat design of the tank and seat gives the rider greater freedom of movement when changing riding positions and facilitates sitting farther forward. In addition to trail riding, cruising comfort was also a consideration when deciding the seat shape and thickness. The seams between the shrouds, seat and side covers all fit flush, making it much easier for the rider to move around on the bike. Engine And Transmission The 233cc four-stroke air-cooled single-cylinder engine offers smooth, reliable and durable performance in a compact package. A simple SOHC two-valve design was chosen for its easy-to-use power characteristics and reliability. A narrower intake port and 4mm smaller intake valve, now measuring 33mm, help contribute to increased low and mid-range performance, and revised ECU settings match the increased low to mid-range torque. Fuel injection ensures consistent fuel delivery regardless of outside air temperature or elevation. It also enables the use of an electric starter, for easy starting at the push of a button, whether the engine is hot or cold, and contributes to clean emissions. The fuel injection system utilizes a 32mm throttle body and a longer exhaust pipe length was selected to contribute to the engine’s low-mid range performance. To match its KX-inspired bodywork, the exhaust features a tapered silencer with an oval cross-section. A smooth-shifting six-speed transmission covers a wide range of street-riding conditions and allows for more comfortable cruising on the highway, which is also effective when trail riding. A 45/14 final gear ratio was selected for an ideal balance of both road and trail riding. Brakes And Wheels Keeping things rolling is a set of 21/18 inch aluminum wheels, which for 2024 will come with in black, maintaining the KX-inspired looks that help reflect its sporty character. Stopping power is carried out by petal disc brakes, front and rear. On non-ABS models, a 240mm front disc gripped by a twin-piston caliper offers easy-to-control braking while a single-piston caliper grips a 220mm disc at the rear. ABS-equipped models utilize a 265mm front disc, gripped by a twin-piston caliper while a 220mm disc operated by a single-piston caliper slows the rear. The dual-purpose ABS system was updated for 2024 and Kawasaki says it is designed to assist riders to stop effectively in a short distance on and off-road. Using a switch on the left side of the handlebar, riders can now disable both the front and rear ABS function based on their preference when riding off-road. Once the bike is turned off and re-started, the ABS returns to its default setting, returning ABS functionality to the rear brake. Styling And Instrumentation The KLX230 S gets its styling from Kawasaki’s line of KX motocross motorcycles, and for 2024, an even sportier, more aggressive styling cue was used. The newly designed two-toned seat has a flat profile for added freedom and movement for the rider, and smoother bodywork has eliminated some of the protruding parts that minimized movement. In addition, a new compact LED headlight is the focal point of the KLX230 S front end. The headlight is encased in a slim, sharp new front cowl and offers more brightness. To match the sporty headlight, the front fender features a rugged design. A redesigned two-gallon fuel tank allows the good times to keep rolling over the course of a long day, and redesigned shrouds and side covers create a single-flowing integrated appearance that mimics the looks of a KX motorcycle. A pair of passenger footpegs enables two-up riding as well. The KLX230 S is also equipped with a lockable toolbox compartment, located in the left side cover, which features everything necessary for quick, on-the-spot maintenance jobs. The toolbox utilizes the Kawasaki One-key system, which means that the side cover panel is conveniently unlocked with the ignition key. To make the bike more versatile an all-digital instrument panel offers at-a-glance information , plus an easy-to-read LCD display screen now provides smartphone connectivity to access instrument functions. Features include speedometer, odometer, fuel gauge, clock, and indicator lamps. Smartphone Connectivity Harnessing the power of Bluetooth technology, the KLX230 S offers riders’ seamless wireless connectivity to their motorcycle. Leveraging the dedicated smartphone application RIDEOLOGY THE APP, this feature unlocks a myriad of functions, enhancing the overall motorcycle experience. Whether it’s monitoring performance metrics, receiving notifications or customizing settings, Bluetooth connectivity allows riders to stay connected to their bike in a modern and intuitive way. Functions include: Vehicle info: battery voltage can be viewed via the smartphone Riding log: GPS route information as well as vehicle running information can be logged and viewed via the smartphone Telephone notices: when a call or mail is received by the smartphone, this is indicated on the instrument display Communication sharing: rider profile, location and riding logs can be shared with other RIDOLOGY THE APP users, allowing riders to interact with other like-minded riders Maintenance log: maintenance history like refueling, lubrication, oil changes, consumable parts replacement, and periodic inspections can also be managed. Availability And Pricing The 2024 KLX230 S as well as the ABS variant are available now in Lime Green and Battle Gray. In spite of the changes, Kawasaki is keeping pricing of the new model the same as last year, listing the non-ABS KLX230 S at $4,999 and the variant with ABS at $5,299. Kawasaki KLX230 S Specs Engine:4-stroke single, SOHC, air-cooledDisplacement:233ccBore x Stroke:67.0 x 66.0mmCompression Ratio:9.4:1Maximum Torque:13.2 lb-ft @ 6,400 rpmFuel System:DFI® with dual 32mm throttle bodiesIgnition:TCBI with Electronic AdvanceTransmission:6-speedFinal Drive:Sealed chainElectronic Rider Aids:Anti-lock Brake System (ABS)Front Suspension / Wheel Travel:37mm telescopic fork/7.8 inRear Suspension / Wheel Travel:Uni-Trak® linkage system and single shock with adjustable spring preload/8.7 inFront Tire:2.75 x 21Rear Tire:4.10 x 18Front Brakes:Single 240mm (265mm ABS Model) petal disc with a dual-piston caliper (and ABS)Rear Brakes:Single 220mm petal disc with single-piston caliper (and ABS)Frame Type:Perimeter, high-tensile steelRake/Trail:24.6°/3.7 inOverall Length:81.8 inOverall Width:33.2 inOverall Height:44.8 inGround Clearance:9.4 inSeat Height:33.2 inCurb Weight:291.0/293.2 lb* 50-State ModelFuel Capacity:2.0 galWheelbase:53.7 inSpecial Features:ERGO-FIT, LCD Instrumentation with Smartphone Connectivity via RIDEOLOGY THE APP MOTORCYCLEColor Choices:Lime Green, Battle GrayWarranty:12 Month Limited WarrantyKawasaki Protection Plus (optional):12, 24, 36 or 48 months