By their very nature, internal combustion engines are tuned to run most efficiently at certain rpm ranges. A variable valve timing system helps the engine run efficiently across a wider rpm range, burning less fuel and/or making more power. This is especially useful in the mid-2020s as environmental regulations require manufacturers to clean up their bike’s tailpipe emissions.

Variable valve technology first hit the moto market in very crude form in the 1980s, with the mid-2000s Kawasaki GTR1400 engine the first motorcycle with a proper modern variable valve timing system. In recent years, variable valve timing became widespread across high-performance streetbikes and has now spread through manufacturers’ lineups to even include lowly A1-legal 125 models in Europe—where, arguably, the technology’s impact is the most noticeable, as it allows the small engine to make more power through the entire rev range.

The latest patent drawings of Suzuki’s variable valve timing system show a single overhead cam design with valvetrain’s lift and duration adjustable through hydraulic actuation. This would be different from systems like BMW’s Shiftcam setup, which only manipulates the intake valves.

The Suzuki V-Strom 250 could benefit from this upgrade in months or years to come. Photo: Suzuki

The patent drawings published by Visordown show the Suzuki system fitted to their 250 parallel twin engine, as used in the GW250 (which sold in the U.S. for a while) as well as the V-Strom 250 and other machines in global markets. The variable valve tech would allow the engine to make more power or perhaps reduce its carbon emissions, both of which help Suzuki sell more bikes in countries like Indonesia, where quarter-liter machines are hot tickets.

Suzuki has been working on this technology for a while, with other mags publishing similar drawings over the past couple of years. Expect to see it hit the market, as the engineers in Hamamatsu figure out how to extract maximum value from their current internal combustion designs.

The post Suzuki Working On New Small-CC Engine With Variable Valve Timing appeared first on Adventure Rider.

Much of GIVI’s existing luggage lineup fits to the NX as long as you buy the right racks. Photo: GIVI

Luggage

GIVI is maybe best-known for its luggage setups, and it has expanded its offerings to the NX500 with pannier racks for the Outback Monokey Cam-Side system. There’s also a pannier rack setup for Monokey cases, long-sold in GIVI’s catalog. If you have a set of GIVI cases sitting around that were previously used on another bike, you can repurpose them to your NX500. The same goes for Monokey or Monolock top boxes, with GIVI offering a rear rack for the NX500 that fits those as well. GIVI also makes a ring for the fuel fill neck that lets you fit Tanklock and TanklockED tankbags.

Armor

If you want to protect your NX500, you can buy upper and lower engine crash bars from GIVI, made of black tube steel, 25mm in diameter. They also have a black-painted mesh radiator guard to stop flying rocks from denting or destroying your rad.

A windscreen keeps the weather off you. Just make sure you remember to scrub the bugs off every now and then. Photo: GIVI

Other useful parts

GIVI also has a sidestand foot, extended windscreen and rear hugger-style mudguard available for the NX500. Little bits like this like this make life on the road easier, and if you’re in a mood to spend, GIVI has all this and more. See their entire lineup for the NX listed at GIVI USA’s website here.

The post Honda NX500 Improvements From GIVI appeared first on Adventure Rider.

Fast Ride To Profitability

Stark’s road to record profitability comes after a little over two years of production. In a press release, Anton Wass, Stark’s CEO said:

“This achievement comes barely two years after Stark Future’s first commercial sales, remarkably faster than incumbent EV leaders, and more resembling the growth rates of some of the world’s most successful technology firms in history. We have been steadily approaching this profitability event, driven by the popularity of the off-road VARG MX, but the phenomenal reception of the newly available Stark VARG EX, the company’s groundbreaking street-legal Enduro model, has brought this landmark occasion.”

Comparison To Other Electric Vehicle Manufacturers

In light of the financial performance of other electric motorcycle manufacturers, Stark stands out as a company that quickly took itself from its startup phase, to a business concern that can boast about its positive profitability. In discussing its quick ride to being profitable, Stark compared itself to other electric vehicle companies both of the two wheel and four wheel varieties.

Stark says that Tesla needed 17 years to achieve sustained profitability and received billions of dollars annually selling regulatory credits to other automakers. In contrast, Stark says that its operations are funded through motorcycle sales alone. They also pointed to the Chinese company NIO who has a similar product driven revenue stream which they say only reached profitability after eight years.

Stark’s corporate headquarters. Photo: Stark Future

Getting To Electric Motorcycle Profitability

Stark says its primary ambition is to “…design, develop, and manufacture cutting-edge electric motorcycles to push boundaries of performance and set new standards for sustainability in the industry.” Going forward, Stark plans to remain focused in the Motocross and Enduro segments, in much larger motorcycle categories.

About their tech and manufacture, Paul Soucy, Stark’s Chief Technology Officer said:

“We will continue to innovate at the component level and in the greater model range so electric motorcycles in all categories can outperform traditional machines in every way.”

That is a pretty significant claim. It will be interesting to see whether Stark keep keep itself on the trail to meeting or exceeding their ICE counterparts while continuing profitability.

Can Stark Continue Its Success?

Stark’s quick rise to profitability is a positive marker for an industry that has seen hard financial times. Several electric motorcycle companies have already folded. Others like Harley-Davidson’s LiveWire brand would seem to a have a long and arduous road to profitability ahead of them if they are to succeed. Perhaps Stark has found the secret sauce of electric motorcycle manufacturing in a niche in which it can excel. We’ll keep you in the loop about Stark as more detailed info arrives about their machines and financial results.

The post Will Electric Motorcycles Ever Be Profitable? Ask Stark Future appeared first on Adventure Rider.

In fact, the limited-edition RX model is one of the most plastic-free nakeds on the market, not just because it has more minimal bodywork than much of the competition, but also because much of that bodywork is made of carbon-fiber, not ABS or fiberglass or whatever they’re making standard fairings from these days. The front fender and some other pieces are made of the lightweight material, but take note that Triumph still claims a 439-pound curb weight for the RX, more-or-less the same as other Speed Triple models, which lends credence to our suspicion that most weight figures published are approximations anyway. Even the Akrapovic muffler, certainly lighter than the stock unit, did not turn this into a Skinny Minnie Miller machine.

Photo: Triumph

That new can did not add any muscle, either. The engine is unchanged from the 12-valve 1160cc triple that the standard Speed Triple uses, and it’s rated for the same 180.5 horsepower and 94.4 pound-feet of torque as the RS model. Limiting production to 1,200 units has added no speed.

So what’s so great about the new RX model? Along with the carbon-fiber and the trick-looking, trick-sounding exhaust, there’s a new Ohlins SD EC electronically-adjustable steering damper instead of the RS model’s manual-adjust damper. The Ohlins SmartEC3 electronic semi-active suspension from the RS model is also fitted to the RS model, as well as the same Brembo Stylema brake calipers and MCS radial master cylinder.

Photo: Triumph

The RX also gets clip-on bars, a machined top triple clamp yoke and pegs that are higher and farther-back. Add in a re-shaped seat, and you have a bike that is even better-suited for sporty riding than the RS. The RX’s $21,495 MSRP in the US is $1,500 more than the RS, but for a rider wanting sporty track performance, that price difference is probably well worth it.

The post Triumph Speed Triple RX: Prescription For Speed appeared first on Adventure Rider.

Here’s the official description of the 90-minute film from Universal:

Dakar: Race Against the Desert provides intimate and exhilarating access to the world’s toughest motorsport challenge. Through interconnected stories of grit, teamwork and determination we follow Dakar legends, Carlos Sainz Snr, Sébastien Loeb, Nassar Al-Attiya and Toby Price alongside the rally’s youngest stars Cristina Gutiérrez, Seth Quintero and Mason Klein as they push themselves and their vehicles to the limit. Dakar: Race Against the Desert redefines the audiovisual experience of this race, and documentary filmmaking, as we journey at break-neck speeds through the high-octane, unceasing action that is the Dakar motor rally.

Elsewhere, we see that the film combines race footage, including scenes shot in the cockpit. Supposedly there is little in the way of talking-heads footage, but let’s be realistic here. No matter how hard the filmmakers worked to keep a fast pace, the pot will only boil so hot when you realize that this is from the 2023 Dakar. A lot has happened in the last couple of years, and we already know who won the race. For hardcore fans, you can only create so much tension. And of course, this race does not solely focus on motorcycles. so the two-wheels-only crowd might get put off.

But for the rest of the world, this may be a great way to expose people to the wild world of rally raid, just as Dust To Glory shared the Baja 1000 with a much wider audience that had never previously heard of desert racing.

The post New Dakar Documentary Releases Today appeared first on Adventure Rider.

I’m gonna throw out a disclaimer here: Between flights across the continent and camping and family duty this week, I haven’t had enough spare time to sit down and watch any of this for myself. I did finally break down and sign up for Apple TV recently, so I expect I’ll get around to it … when riding season wraps up in the fall, maybe. Why watch a moto-show, when you can live it out for yourself?

But here’s the gist of what the reviewers are saying at this point. Some of them seem to think it’s an enjoyable enough show, but there’s no real tension. The Telegraph’s review opens with the following headline and sub-head:

Long Way Home, review: what Ewan McGregor and Charley Boorman need to do is have more rows

The friends are reunited again on Apple TV+ for another Top Gear-style quest, but what it’s lacking is Top Gear-style grit

As we told you previously, this series’ story follows McGregor and Boorman running around European countries on vintage motorcycles (a 1974 Moto Guzzi Eldorado for McGregor, a BMW R75/5 for Boorman). Instead of a RTW rip, they’re on a Scotland-to-Scandinavia run, then off through the Baltics and then back across Europe through England, covering 10,000 miles over 17 countries in total.

Obviously, this makes for a much different trip without the challenges they faced in the wilderness regions of Africa, Asia and South America in their previous Long Way series. In his review for the Telegraph, Benji Wilson’s review writes:

There have been tweaks to the format to keep things interesting. Along with the new, circular route – one that begins and ends at (one of) McGregor’s houses and so allows for some celebrity nosing – this time they have rubbish bikes. Or “vintage,” depending on whether you like looking at motorbikes or riding them. This means you get a whole Pimp My Ride-style episode as their 50-year-old steeds are brought back to life, but it also means that the bikes are highly temperamental.

It would be enough to drive most people to distraction, but although this is McGregor and Boorman’s fourth outing in just over two decades, they get along just swell. That’s great for them, less so for Long Way Home, because the doctrine for this kind of blokeish, warm-ale and bad denim cannonball run is the Top Gear specials.

The Sunday Times review was more kind (see here for the whole thing), pointing out there was indeed some trouble along the way, although certainly not the same sort of trip as their previous jaunts:

If you enjoyed the prior three series, the Long Way Home is more of the same, and that’s no bad thing at all. If you’re a biker, it will also make you pine for the open road. One wonders if, with both gentlemen are now in their mid to late 50s (Boorman, 58, McGregor, 54), they’ll chalk this one up as their final televised adventure together and settle into old age without having to sleep in tents, risk serious injury and deal with the logistics of epic round-the-world journeys.

In The Upcoming, Christina Yang says the latest Long Way series is a “reflective follow-up” to the previous entries:

While The Long Way Home documents fewer natural challenges than its predecessors, the mechanical quirks and tribulations of the aged bikes are shown with dramatic flair, highlighting the inherent risks of traversing empty roads on unpredictable vehicles. The absence of the extreme landscapes featured in previous installments is apparent at first, but the series ultimately finds its identity in the quieter moments.

So should you watch? Maybe it depends on whether or not you can actually go riding yourself? If so, maybe you want to save this for a rainy day. YMMV…

The post Ewan And Charley’s Latest Long-Way Adventure Is Streaming Now appeared first on Adventure Rider.

First up, there’s a new ride-by-wire throttle system. This is the key to most of the electronic updates, as it allowed Yamaha to include both Sport and Street riding modes, and a third mode that is user-customizable. Traction control interference level is two-level adjustable, and both the standard Tracer 7 as well as the Tracer 7 GT get cruise control for 2025-onwards as well (a welcome addition for many touring riders). Note that the cruise control system only works in third gear or higher, at speeds above 40 km/h.

To help you control the new features, Yamaha gave riders an updated dash, with 5-inch TFT screen and new switchgear to help navigate the menus. The TFT can connect to your phone through Yamaha’s free MyRide app, and you can also get free turn-by-turn navigation through the Garmin StreetCross app. There is also a new USB-C charging port to help keep your phone or GPS powered up while you’re on the move.

The changes are not restricted to the electronics; the CP2 engine (same as the Tenere 700) is also updated to be Euro5+ compliant, but since output remains at 72ish horsepower at 8,750 rpm and 50ish pound-feet of torque at 6,500 rpm, most riders will notice little difference—except, perhaps, the updated slip-assist clutch.

Other updated hard parts include a new windscreen, new, larger 18-liter fuel tank, a stretched-out swingarm for added stability (now 40 mm longer) and revised 41 mm USD fork.

All in all, a good load of improvements for one of the most affordable touring bikes on the market. For North American customers, there’s just one problem: At this point, Yamaha only brings the three-cylinder Tracer 9 series across the pond. The twin-cylinder tourer has not been offered here yet, although several other CP2-powered machines are sold Stateside.

The post Yamaha’s Tracer 7 Sport Tourer Gets An Electro-Overhaul appeared first on Adventure Rider.

Life On The Edge has been available on DVD for a while, but if you fancy watching it for free, check it out below. Here’s what the description says to expect:

Nick Sanders: Life on the Edge is a fast-moving, sometimes cheeky, always surprising snapshot of a life spent chasing the horizon — and filming every mad moment along the way.

This motorcycle cinema souvenir brings together clips and stories from over 30 years of adventures: seven times around the world, wild rides in sidecars, canal boat disasters, a convoy to Timbuktu, and even the never-before-seen art-movie Road Head.

It’s a historical collection with edge, energy, and humour — from sinking boats to blowing engines and riding faster than anyone thought possible. Whether you’re a fan of the Fastest Man Around the World, Parallel World, or just want to know what it’s like to live full-throttle for a lifetime, this one’s for you.

It’s raw, it’s fun, and it’s very, very Nick.

– Nick

Sanders has been going around the world on motorcycles since 1992, when he took a Royal Enfield Bullet 500 RTW on a 60,000-kilometer, seven-month trip. He’s also spent plenty of time on bicycle journeys, and even other oddball choices such as a hot air balloon.

The post Nick Sanders Vintage Video: Life On The Edge appeared first on Adventure Rider.

The story so far

In early 2020, Damon debuted electric motorcycle prototypes at CES in Las Vegas. Previously known for R&D in the world of motorcycle safety tech, Damon’s new machines (looking like a hybrid of an EV powertrain with a modified Yamaha chassis) were shown with promises of next-generation performance, radical technology and production starting within a short time.

Since then, it’s been promise after promise, but Damon has delivered no motorcycles to customers five years later. Plans for production in British Columbia went up in smoke; a proposed move to California production seems to be stalled as well, with online posts purporting to show empty rooms on the site Damon said they were building their production facility. Despite announcing deals with component suppliers, showing off new prototypes and constantly saying they were only a few months away from building bikes, Damon has shown no concrete proof that customers are likely to receive the fruits of their down-payments. A recent team-up with Milan-based Engines Engineering looked promising, especially when combined with the fact that founder Jay Giraud and Amber Spencer (Damon’s Chief Media Officer, and Giraud’s partner) had left the company.

But news of new partnerships and leadership has not been enough for investors. At its IPO on the NASDAQ exchange, Damon was reportedly looking for $12 a share; they have consistently traded at a fraction of that price (highest was $4.95, and that didn’t last for long). In recent weeks have plummeted well below value of a penny a share, with concerns over shareholder dilution (meaning the company is selling more shares that drops the value of the shares they already sold). Because of all this, the NASDAQ stopped Damon from trading on April 29, and the company is currently evaluating its next moves. There’s talk of it joining an over-the-counter market if they can’t straighten things out with the NASDAQ, and despite what Reddit thinks, that’s not a good thing.

The future?

It looks like Damon’s made all the money it will make off the stock market at this point, and no motorcycles have been delivered yet. Despite the deal with Engines Engineering, the company will still need cash to move forward, and with private investment options already tapped hard, and now an apparent end to stock market fund raising, it is hard to imagine Damon will move forward in coming months as they recently promised.

The post Trouble In The Stock Market: Damon Motorcycles Share Price Drops Below A Penny appeared first on Adventure Rider.

In honor of that 1990 date, there will only be 1,990 of these bikes made globally. US customers will pay $25,399, both other countries will pay in their local currencies.

Here’s how H-D describes the differences on the Gray Ghost:

Stunning Reflection Finish

The Fat Boy is a big, bold motorcycle designed for riders who want to make a statement. That statement is amplified by an Icons Collection Fat Boy Gray Ghost model that will shimmer in sunlight like it was machined from a solid alloy billet and polished to a mirror finish. The Reflection finish is created using the physical vapor deposition (PVD) process, also known as thin film coating, in which a solid material is vaporized in a vacuum and deposited onto the surface of a part, in this case the fuel tank and motorcycle fenders. This is accomplished by applying a positive charge to the solid material (an aluminum alloy) and a negative charge to the motorcycle part. Following the deposition process, the part is painted with a standard clear coat finish.

PVD has been used in the past by Harley-Davidson to finish some small parts such as tank medallions and exhaust shields. Its use on the Fat Boy Gray Ghost model fenders and fuel tank is the first time PVD has been used on parts this large for a production Harley-Davidson® model. The precision of this coating results in a stunning finish that is chrome-like in appearance but is more comprehensive than chrome plating and thus will meet Harley-Davidson standards for corrosion resistance that are not possible with chroming on these parts.

Chrome side covers complete the bike’s overall bright finish, complemented by a frame finished in bright silver powder coat. Styling cues inspired by the original Fat Boy model include a round air cleaner, yellow accents on the lower rocker covers, powertrain covers, and tank console insert. Additional details—such as a leather seat valance with lacing and tassels, and a black leather tank strap with laced edging—add to the nostalgic aesthetic. Three-dimensional fuel tank medallions replicate the iconic winged graphic from the original Fat Boy. A commemorative tank console insert is etched with the bike’s unique serialization number, while the Icons Collection medallion is positioned on the rear fender.

Lakester cast aluminum wheels, exclusive to the Fat Boy model, emphasize a bold stance. High-performance Michelin® Scorcher® 11 tires (Front 160/60R18, Rear 240/40R18) enhance the ride.

Elevated Performance and Technology

The Fat Boy Gray Ghost model shares the elevated performance and technical features introduced with the 2025 Fat Boy motorcycle.

NEW Milwaukee-Eight® 117 Custom powertrain is tuned to deliver 101 horsepower (75 kW) and 122 lb. ft. (171 Nm) peak torque, a power increase – 7 percent more horsepower and 3 percent more torque – over the 2024 Fat Boy 114 model.
This engine is equipped with a 2-into-2 exhaust with individual catalysts. Mufflers feature advanced lightweight material that works to trim high frequencies and emphasize low frequencies for a powerful sound.
Four-valve cylinder heads feature revised combustion chamber shape, oval intake ports and low-profile intake valve seats designed to improve performance and fuel economy.
Engine oil is routed from a frame-mounted oil cooler through cylinder head cooling passages. This cylinder head cooling system further optimizes thermal comfort for the rider, especially in low-speed riding situations and hot weather.

NEW Suspension is recalibrated to optimize rider comfort.
Dual-bending valve 49 mm forks keep front wheel in contact with the road surface a comfortable ride.
Under-seat hydraulic pre-load adjustment allows the rider to maintain optimal rear suspension performance for the prevailing load and road conditions.

NEW Selectable Ride Modes (Road, Rain and Sport) electronically control the performance characteristics of the motorcycle and the level of technology intervention.

NEW Rider Safety Enhancements by Harley-Davidson is a collection of technologies designed to enhance rider confidence during unexpected situations or adverse road conditions.
o Straight Line/Cornering Antilock Braking System (ABS/C-ABS)

o Straight Line/Cornering Traction Control System (TCS/C-TCS)

o Straight Line/Cornering Drag Torque Slip Control (DSCS/C-DSCS)

o Tire Pressure Monitoring (TPMS)

NEW All-LED Lighting – including headlamp, tail and brake lights and signals – enhance conspicuity.

NEW USB-C Power Port offers faster data transfer than the previous USB-A port, reversible plug orientation, and compatibility with newer devices. The port location is at the front-left side of the motorcycle beneath the fuel tank.

NEW Heated Gear Connectors have been relocated from behind a side panel to the top of the rear fender below the seat where they are much easier to access.

NEW 5-Inch Console-Mounted instrument places an analog speedometer above a multi-function LCD digital display. The rider can use the Trip hand control button to scroll through available information in the LCD display

See more details at Harley-Davidson’s website here.

The post New Special-Edition Harley-Davidson Fat Boy: Enter The Gray Ghost! appeared first on Adventure Rider.

The bike in question can be seen above, as exhibited at the 2025 Beijing International Motorcycle Exhibition, which ran April 10-13. Honda’s Motor Macau shared the image on their Instagram page, and didn’t really give any details on the machine. No details on power or range or anything else that matters. The press release they referred to in their post here did link to an official Honda PR release, but that also gave no details (although they did have pictures of a wild Pac-Man themed display. Apparently corporate wonks have more of a sense of fun in the Asian moto market).

The photos of the bike do give us some hints, though. First up, note the dual disc brake setup in the front. That definitely means sporty performance, or at least more sporty than Honda’s previous electric motorcycles, which were optimized for pizza delivery boys and postal workers, not urban hoons. The CBR500 had a single brake disc for years; it runs a dual disc setup now. It seems reasonable to expect the new EV to at least be on par with that bike’s performance, which is certainly adequate for a lot of fun, although far from a superbike or even a supersport.

We expect more photos and maybe even a full reveal on this fall’s show circuit. Photo: Honda

A USD fork and single-sided swingarm are also signals to sporting intentions. And with Honda promising 30 new electric motorcycles by 2030, which is less than five years away, surely we’re going to see at least some of those bikes intended for usage beyond urban delivery roles, and hopefully beyond city limits?

Honda has already released a couple of early concepts in this series; see our coverage below.

Honda Reveals Two Electric Concept Bikes

Stay tuned on this one. Honda’s move into EVs will potentially be the biggest shift in motorcycling since they introduced the CB750 in 1969. But then again, we thought it was a big deal when Harley-Davidson brought out the LiveWire, and that certainly hasn’t panned out as hoped. Honda is a lot bigger than H-D, with more resources to plan, produce and sustain the company through lean times, but a failed machine is still a failed machine, and Honda has their share of those too (remember the DN-01?). Even an impressive new 30-bike EV lineup will still need people to buy them, which has been LiveWire’s problem so far. Legislation requiring EVs in many overseas countries will probably help Honda succeed where Harley is failing, though.

The post Honda Shows New Electric Motorcycle, Shares No Important Details appeared first on Adventure Rider.

Sherco made the following announcement on social media this week, announcing the coup:

We are pleased to announce the signing of Bradley Cox to strengthen our Sherco TVS Rally team, alongside Lorenzo Santolino and Harith Noah.

Over the past seasons, Bradley has proven to be one of the rising talents in the discipline. Winner of the Rally2 World Cup in 2024, he will step up this year to the RallyGP category.

At 27 years old and originally from South Africa, he will make his official debut at home, during the World Championship round at the Safari Rally, from May 18 to 24.

Bradley Cox:

“I am very excited to be joining the Sherco Factory Racing Team. It is a dream come true to ride for a Factory team and I am looking forward to what is to come. I already have spent some days on the bike and I feel super comfortable and at home on it. Excited for the races that are coming up for us and especially the W2RC round in South Africa!”

Career highlights:

2022: W2RC debut in Rally2

2023: First Rally2 victory (4 Rally2 wins in total over 10 rounds in 3 seasons)

2024: Rally2 World Cup winner

2025: Promotion to RallyGP, first official factory rider contract

Signing Cox gives Sherco one of the most promising young riders in rally raid. Photo: Sherco

The post Rally Raid News: Bradley Cox Signs With Sherco appeared first on Adventure Rider.

Traction eRag teaches a range of moto-clinics and runs off-road and dual-sport tours through British Columbia; they also run the XTADV program, which is sort of a dirt bike cross-training clinic. The idea is, you learn basics of off-road motorcycle control while tootling about on a small, manageable dirt bike. In theory, you can explore and improve your own limits while not having to worry about bashing up your big GS in a crash (or bashing yourself up in a crash, trapped under your GS).

I did the program in 2024, and considered it well worth the time, especially for someone who’s been tootling around off-road for years but never really focused on nailing the basic building blocks of dirt biking. If you came into the ADV or dual sport world without doing time on a trail bike or MX machine first, then XTADV can teach you a lot. See my write-up on the program here.

That program was great, but it only starts your training journey. For 2025, there’s a new XTADV Level 2 program that takes you to the next step. As with the first part of this program, you’re looking at a five-day course at the eRag training facility in the beautiful British Columbia mountains, where you will eat like a king and hang out around the camp when you aren’t riding:

XTADV level 2 is an advanced course that will arm you with the skills required to confidently attack logs, ruts and other obstacles that are commonly found on the trail. We use lightweight 250cc machines to make the skills needed for large displacement ADV and dual-sport bikes MUCH easier and more forgiving to learn.

This adventure has thick Canadian forest, pristine lakes, staggering vistas and incredible camaraderie. Ride ribbony trails through majestic Douglas Fir forests while encountering jaw dropping vistas all connected by an unrivalled network of transit roads.

XTADV is a perfect combination of training, riding and exploration, incredible scenery, great food and good friends. The skills you take home from this course will guide you through the rest of your two-wheeled life!

Trust me, it’s a good time.

If you think you want to learn more, check out the eRag site here. And note that not everyone who applies will necessarily get a slot; they interview for these places, to make sure it’s a good fit for everyone involved.

The post Traction eRag Offering “Level Two” XTADV Program appeared first on Adventure Rider.

“Over the past sixty years, Motorbooks has become a staple in the lives of transportation enthusiasts worldwide,” said Zack Miller, Group Publisher, in a press release. “Our commitment to quality and our passion for all things on wheels have driven us to deliver exceptional books that educate, inspire, and entertain our readers.”

A look through Motorbooks’ motorcycle selection reveals a variety of topics. The largest category is coffee table books about specific manufacturers, such as Ducati, BMW, Triumph, and several for Harley-Davidson. Books on motorcycle culture include The Original Wild Ones by Bill Hayes and Tom Cotter’s collection of barn find stories. Well-known riders such as Valentino Rossi, Steve McQueen, and MotoLady are also represented. They have a few books on riding techniques. How to Ride Off-Road Motorcycles by Gary LaPlante may be of particular interest to us. Motorbooks has a good selection of books about working on your motorcycle, from the essentials and setting up your shop to specific guides for classic Japanese motorcycles and Harley-Davidson big twins. Guides to touring North America in general and the Pacific Northwest in particular round out their selection.

To celebrate this milestone, Motorbooks is planning a series of special events and promotions throughout the year. Fans can look forward to exciting new titles, and exclusive promotions paying homage to the rich history and exciting future of transportation publishing.

We don’t know the details yet, but we look forward to seeing what events and promotions are coming along, as well as any new releases in the motorcycle arena.

The post Motorbooks Celebrates 60th Anniversary appeared first on Adventure Rider.

The RT has more bodywork than the RS, and a different suspension; both work together to not only offer more road comfort, but also boost the MSRP over the RS. The machines share the same engine and much of the same electronics package, though, and many chassis components are very similar.

Because of the RT’s lux packaging, its accessories differ somewhat from the RS. Here’s a look at some of what you can add on; these are split into packages related to the trim level you buy, as well as individual options that can be added to any specific bike.

Alpine White Package

Gearshift Assist Pro or Automatic Shift Assistant, Ride Modes Pro, DCA Dynamic Chassis Adaption, Riding Assistant, Sport Brake, Central Locking, Anti-Theft Alarm, Centerstand, Variable Luggage System, Headlight Pro, Audio System, LED Auxiliary Lights, Comfort Rider’s Seat, Comfort Passenger’s Seat.

The next level up:

Style Triple Black / Style Impulse / Style Option 719 Package

Gearshift Assist Pro or Automatic Shift Assistant, Ride Modes Pro, DCA Dynamic Chassis Adaption, Riding Assistant, Sport Brake, Central Locking, Anti-Theft Alarm, Centerstand, Variable Luggage System, Headlight Pro, Audio System, LED Auxiliary Lights, Comfort Rider’s Seat, Comfort Passenger’s Seat, Variable Wind Deflector, Topcase carrier and Topcase, 12v outlet for passenger.

And you can add these options to any of the RT models:

Individual Options

• Aluminum fuel tank with dark tinted clear coat.
• Audio Pro.
• Design Option wheels with red stripe and “1300” lettering.
• Forged Handlebars.
• Windshield, high.
• Windshield Sport.
• Variable Wind Deflector.
• Tubular handlebars.
• Comfort rider’s seat with seat heating.
• Comfort passenger’s seat with seat heating.
• Option 719 Milled Parts Package Shadow.
• Option 719 Wheel Sport.

Along with these farkles:

Accessories

• Case protector.
• Topcase large 54 liters, electrified.
• Topcase small 39 liters.
• Case Liner topcase large/small.
• Case Liner cases left/right.
• Additional Topcase brake light.
• Engine protection bar.
• Comfort windscreen.
• Adjustable rider footrests.

Lots of options to get spendy, if that’s what you want! See photos of the new bike below, all courtesy of BMW Motorrad:

The post BMW R 1300 RT appeared first on Adventure Rider.

That’s the message in an email published by several moto-mags over the past few days. Here’s what Tim Pilg, president of Beta USA, had to say. The message starts with:

As we all can see and hear, there are many changes going on with our government and how imported items are being handled. About a month ago, our President announced a 10% Tariff on items coming in from Europe, three days later he announced and additional 25% for a total of 30% tariffs. Four days after that, he put a 90 day hold on the additional 20% and left the 10% in tact. With our motorcycles being manufactured in Italy, we obviously have been hit with the 10% tariff on all remaining containers arriving at the USA port.

However, we have elected to keep all of the 2025 model pricing in tact with no additional increases. Our 2025 models have been selling extremely well so we decided to absorb the tariff and keep the prices the same.

That’s great news for buyers, but maybe not for Beta’s bottom line. However, such temporary hits are sometimes worth it from a business perspective. The problem is, these are potentially not temporary hits, and the tariffs could actually increase. Reading onward:

We do not know what will happen after the 90 days is up however. If the additional 20% is enforced, this will change things for the future as we all know that you cannot “absorb” a 30% hit so we will see what happens for the 2026 model year. We all hope that the tariff will not go above the current 10%.

We have a good stock of 2025 models and the remaining 2025 models should all arrive to our USA warehouse or to dealers by the time the 90-day possible hike happens so it may be a great time to pick up a new Beta.

If you want to see what Beta is all about, they still have demo days scheduled for 2025. And remember, Beta also just introduced their Alp 4.0 dual sport/scrambler platform to the US market, so if you’re looking to pick up one of these dual sports before the pricing gets higher, now’s your chance.

The post Despite Tariffs, Beta Holds The Line On 2025 Pricing In US Market appeared first on Adventure Rider.

While the MOTORRAD article is understandably European-focused, let’s take a look at the global picture. This does not mean the end of the G 310 as we know it. The R and GS versions will continue to be available in other parts of the world, as well as the G 310 RR, which isn’t sold in Europe. Production partner TVS will continue to build it in India and export it to non-Euro 5+ countries. This isn’t the end of BMW’s single-cylinder motorcycle for all global markets.

Or is it? Not in a bad way, but perhaps as an opportunity for the G 310 to evolve. We previously reported on a new 300 single that TVS has developed on its own. This 35 horsepower, 21 lb-ft engine beats BMW’s numbers, as well as the Kawasaki KLX300, Honda CRF300L, and Yamaha WR250R. While it has not yet appeared in a production motorcycle, why would TVS develop it this far if production was not its goal? Perhaps this engine has a future in the next version of the BMW G 310, tuned to meet Euro 5+ and bound for worldwide distribution. The current model has been in production since 2016, and may be due for an extensive overhaul. Perhaps, rather than updating the existing engine for just another year or two of production, BMW and TVS may be putting their efforts toward a new and improved model. Kawasaki temporarily discontinued the KLR650 for emission reasons and came back strong with the third-generation model, so this can be a successful strategy. We’ll have to see what BMW has up its sleeve. In the meantime, this could be a good time to score a deal on the current BMW G 310.

The post BMW G 310 Discontinued for Europe appeared first on Adventure Rider.

Sales of the brand’s electric motorcycles continue to be dismal. Since its inception in 2019, LiveWire has only sold somewhere around 2,350 motorcycles. Worse still, despite now having four models to choose from in their product lineup, sales totals continue to slump. Q1 of 2025 saw the electric motorcycle manufacturer selling only 33 bikes across its four bike portfolio.

In Q1 of 2025, LiveWire reported losses in unit sales (72 percent), STACYC balance bike sales (33 percent), and revenue (43 percent). The only news with positive results was that the company’s operating loss declined to $20M (32 percent) year over year.

Analyst Questions

For the last couple of quarterly meetings, analysts have asked Harley-Davidson Chairman and CEO Jochen Zeitz and LiveWire CEO Karim Donnez about LiveWire’s lagging sales and financial losses. The answers provided have been less than detailed, with comments about market volatility and the macroeconomic market issues.

Image: Harley-Davidson

Cutting The Cord

Up until now, perhaps the most telling detail came during Harley-Davidson’s Q4 2024 quarterly meeting. At the time, Zeitz told investors and analysts that if LiveWire’s performance didn’t improve, Harley-Davidson would look at other “optionalities.” While it was an answer, it was still a pretty fuzzy one, yet analysts seemed to accept it.

However, this quarter was different. Questions from investor analysts about LiveWire’s financial performance were more pointed. It seemed that they wanted some more detailed information about what they could expect to see from LiveWire and how Harley-Davidson intended to handle the LiveWire brand in the future. For the most part, Zeitz’s and Donnez’s responses were about cutting costs.

But when pressed, Zeitz told investors that Harley-Davidson had not committed any more money to LiveWire beyond the $100M loan agreement it had agreed to in 2024. How much of that money has already been disbursed or used is unclear. However, it is a marker that the MoCo has limits on its funding of LiveWire.

How Long?

The question now becomes how much of the $100M loan LiveWire has already expended. Even if LiveWire hasn’t spent a dime of that loan facility, it would seem that the time for the LiveWire brand is very limited. Having reported a $20M operating loss in its latest quarter, LiveWire doesn’t have many quarters of funding left.

They will almost immediately have to convert their losses into gains, and that scenario does not seem likely. With continually declining sales and only 33 bikes sold in Q1, there’s little chance that LiveWire will sell enough bikes to keep the doors open before it runs out of Harley’s cash.  Could they seek funding elsewhere? It’s possible, but where would that money come from? What would they tell their new investors about how they will succeed?

For now, it seems that LiveWire is standing on a precipice staring into oblivion: their only salvation is a fraying cord that is the $100M loan given to it by Harley-Davidson. How long that cord will last isn’t known, but LiveWire is going to have to find a more secure perch to keep from falling into the dark pit. Unfortunately for the brand, however, it seems the stones of its foundation are slowly crumbling, and no one at LiveWire is able to stop it.

The post Harley-Davidson’s LiveWire Investment Will Grow No More, For Now appeared first on Adventure Rider.

Image: Harley-Davidson

The not-so-good news, actually poor news, is that pretty much everything else declined by substantial amounts. Global retail motorcycle sales were down 21 percent year over year. The MoCo once again blamed “…a volatile macro environment…” along with overall consumer uncertainty. Revenue was also down again, this time 27 percent year over year,” with the MoCo saying the decline was “…primarily due to a planned decrease in motorcycle shipments.” Operating income was also down to $116M, which is down 51 percent from the prior year.

Global Sales Hit

With the above news, you might be wondering how the MoCo fared in the rest of the world. The unfortunate news is that while North America’s retail sales decline of 24 percent is a very large number, it’s not the biggest decline. Retail sales of Harley-Davidsons in Asia tanked 28 percent compared to last year. Latin America saw a 6 percent drop, while EMEA (Europe, Middle East, and Africa) performed the “best” with only a 2 percent decrease. With the reduction in its international sales, Harley’s European market share fell  3 percent year over year. Looking ahead, potentially detracting from future MoCo international sales is the current tariff war, which could make it even more difficult to sell outside of the USA.

Image: Harley-Davidson

Decreasing Operating Income Margin (Profit)

Investors use operating income margin as a way to measure how efficiently a company is being managed. In Harley’s first quarter, its operating margin shrank significantly year over year. In Q1 2024, the MoCo posted an operating margin of 16.2 percent. For Q1 2025, that margin shrank by approximately one-third, coming in at 10.8 percent.

Image: Harley-Davidson

The LiveWire Fiasco

Things were even worse for Harley’s LiveWire electric motorcycle company. In all of Q1 2025, LiveWire managed to sell only 33 motorcycles, down 72 percent from the prior year. Even its kids’ STACYC balance bike business suffered, with sales down by 33 percent. In total for the LiveWire brand, revenue decreased 42 percent to only $3M.

To try to offset their sinking revenues, LiveWire has been cutting its costs deeply. The company closed its California office and moved back to its parent company’s facilities. They claim to have reduced “…selling, administrative, and engineering expense…” by $7M and streamlined headcount (i.e., laid people off). With the reduction in engineering costs, one has to wonder what effect it will have on LiveWire’s performance, reliability, and future potential.

Image: Harley-Davidson

The Spears Fly

Harley’s latest financial results could hurt the MoCo’s reputation with its shareholders even more. For about two years now, Harley-Davidson’s financials have been pretty poor, and those results have weighed heavily on its stock price. Since January 2023, Harley’s stock has plunged from about $50 a share to its current level of less than half that. Losses like that don’t make shareholders happy.

Recently, one of Harley’s largest shareholders, H Partners, apparently had had enough. With approximately 9 percent of all Harley-Davidson stock, they have a quite significant investment in the MoCo. The investment company had previously raised questions about the MoCo’s executive compensation, corporate governance, and Board of Directors’ composition. When all was said and done, it had wrangled a place on Harley’s Board of Directors in the form of analyst Jared Dourdeville.

Image: LinkedIn

In April, he abruptly resigned his position. He slammed the MoCo’s Board, sending them a letter talking about Harley’s severe underperformance, and the company’s “…culture, transparency, accountability, and the unwillingness of the Board and management to put the Company first” among other things.

Segment from Dourdeville’s letter to Harley-Davidson. Image: H Partners

He then called for the resignation of CEO and Board of Directors Chairman Jochen Zeitz, Lead Independent Director Thomas Linebarger, and long-tenured Board Member Sara Levinson.

A portion of the letter sent by H Partners and former Harley-Davidson Board member Jared Dourdeville  to Harley-Davidson. Image: H. Partners

Harley Responds

Shortly thereafter, Harley-Davidson responded, saying that Dourdeville knew what was going on and didn’t voice any concerns about the company’s Board. In summary, Harley claimed that up until December 2024, Dourdeville and H Partners had been requesting that Zeitz and Linebarger extend their commitment to stay with the MoCo for several additional years. They also said that in February 2025, Dourdeville voted in favor of all current company Directors standing for reelection. Harley also claimed they had been searching for a successor for Zeitz, including one that H Partners had recommended, but were unable to come to a consensus as to who to hire.

Image: Harley-Davidson

Taking Positions

Since Harley’s initial response, the companies have traded jabs at each other, with often conflicting points of view and “facts.” More importantly, H Partners has launched a proxy war against MoCo’s existing Board of Directors. Since Dourdeville’s resignation, the companies have submitted no less than 26 filings to the Securities and Exchange Commission (SEC) with information concerning their positions and the ongoing proxy battle.

Image: H Partners

In addition, both companies have begun campaigns to bolster their position with shareholders. H. Partners has created its “Free The Eagle” program, submitting its position on the MoCo’s Board, while Harley-Davidson has launched its own program called “Vote Harley-Davidson.”  H. Partners’ position is that over the last year, “…(1) there have been major execution issues at Harley-Davidson, overseen by an absentee CEO; (2) the CEO and Presiding Director have not been fully transparent with the rest of the Board; and (3) certain long-tenured Board members have been unwilling to hold the CEO accountable for severe value destruction and the cultural depletion of this iconic American company.”

Image: Harley-Davidson

Harley-Davidson countered that H Partner’s campaign is a “…harmful and disingenuous campaign that puts the value of your (i.e., shareholders’) investment at risk.” Harley adds that H Partner’s program jeopardizes the strategic progress made to date, undermines the Board’s ability to attract the best CEO and future Director Candidates, seeks to remove one-third of the Board, and offers no constructive solutions.

The Back And Forth

The barrages against each other have been plentiful, so much so that it is getting somewhat difficult to track and determine whose position is the best for shareholders. In this regard, H Partners released an 82-page presentation on what they claim the facts are and suggesting that Harley hasn’t been truthful in its statements. Harley has since shot back at H Partners, “Setting the record straight,” disputing many of H Partners’ representations of events and benchmarks, while touting the experience of the current board.

Proxy War

In the end, H Partners seeks to make changes to Harley’s Board, while Harley appears comfortable with those in place now and the addition of a new Director to replace Dourdeville. We’ll know more about what changes, if any, will happen after Harley’s annual shareholders meeting is held on May 14th. As we’ve said before, stay tuned.

The post Harley’s 2025 Q1 Performance And Hurling Spears appeared first on Adventure Rider.

With a new 1300 engine, the RS picks up power; with a new chassis, the handling is improved and weight drops. And if that’s not enough, they also have the awkwardly-named Style Performance sub-model, which brings the following upgrades to give you even more of a racy look and feel. Here’s what BMW says you get with this package:

Style Performance (optional)

• Light White paint.
• Sport suspension.
• Upside-down gold front fork.
• Red rear spring.
• Milled Sport short handlebar.
• Machined short Sports hand levers.
• DTC-Shift + Sport Screens.
• Milled, adjustable footrests.
• Central fuel tank cover.
• Painted seat insert.
• Sport rider seat, high.
• Sport seat, standard height (optional).
• Rider seat, low (optional)
• Sport passenger seat with color accent and embroidery.
• Sport tires.
• Design Option wheels.
• Design Option Dark-Chrome-plated rear silencer.
• Sport silencer (optional).
• Dark-Chrome-plated exhaust manifold.
• Chrome-plated exhaust manifold (optional).

There’s also an Excellence Package. If you buy the Racing Blue, Style Triple Black or Style Option 719 variants, you get the following options:

• Gear Shift Assist Pro or Automatic Shift Assistant,
• Riding Modes Pro.
• DSA Dynamic Suspension Adjustment.
• Sport Brake.
• High Windshield.
• Riding Assistant.
• Comfort Passenger Seat.
• Seat Heating.
• Heated Grips.
• Tire Pressure Monitor.
• Headlight Pro.
• GPS Prep.
• Central Locking.
• Center Stand.
• Luggage Grid or Topcase Carrier.
• Saddlebag Mounts.

And if you’ve bought the Style Performance bike, you can get these options with the Excellence Package:

• Gear Shift Assist Pro or Automatic Shift Assistant.
• Riding Modes Pro.
• DSA Dynamic Suspension Adjustment.
• Sport Brake.
• High Windshield.
• Riding Assistant.
• Comfort Passenger Seat.
• Seat Heating.
• Heated Grips.
• Tire Pressure Monitor.
• Headlight Pro.
• GPS Prep.
• Center Stand.

Want more? The following accessories are also available:

Accessories

• Sport, Heated Rider’s Seat in High, Standard, or Low variants.
• Sport, Heated Passenger Seat.
• Heated Rider’s Seat in High or Low variants.
• Comfort, Heated Rider’s or Passenger Seat.
• Passenger Seat Cover.
• High Windshield.
• Side Cases, 26 / 29 liters, with internal LED lighting and USB-C power socket.
• Side Case Inner Bags.
• Top Case, 39 liters.
• Top Case Inner Bag.
• Tank Bag with strapless attachment system, expandable 5-8 liters.

That’s a lot of potential upgrades; you’d better get ready to Bring More Wallet!

See photos of the bike below, all courtesy of BMW:

The post BMW R 1300 RS appeared first on Adventure Rider.

Loud Pipes Annoy Vermonters

It’s rather telling that the very first section of the bill specifically addresses loud pipes on motorcycles.

(b)(1) An individual shall not operate on a highway a motor vehicle equipped with a muffler lacking interior baffle plates or other effective muffling devices, a gutted muffler, a muffler cutout, or a straight pipe exhaust.

(2) An individual shall not operate on a highway a motorcycle manufactured after December 31, 1985 that is not labeled in compliance with 40 C.F.R. § 205.158 and equipped with a muffler that meets the requirements of 40 C.F.R. § 205.169.

An exception is carved out for racing, but that wouldn’t apply to bikes ridden on the street anyway. Vehicles not meeting these requirements would automatically fail Vermont’s mandatory vehicle inspections. The bill also provides for a public outreach campaign to inform Vermonters about the exhaust modifications that would no longer be allowed, giving them time to comply by the time this part of the law would go into effect on July 1, 2025.

A disturbing part of this bill is its general nature, covering all motorcycles, not just those registered in Vermont. While the provisions forcing non-compliant pipes to fail inspection are specific to Vermonters, a visitor from neighboring “Live Free or Die” New Hampshire could potentially be ticketed for an exhaust that is perfectly legal in their home state.

Overall Noise Limits

Senate Bill 66 would undoubtedly lead to the old practice of keeping an “inspection pipe” in the garage, installing it for the annual check, then putting their non-compliant exhaust back on for the rest of the year. That’s where another part of the bill comes in.

(a) On or before December 15, 2025, the Commissioner of Motor Vehicles shall submit a written report to the Senate and House Committees on Transportation with a proposal for limits on motor vehicle noise and proposed procedures for the enforcement of those limits.

(b) The report shall examine laws and procedures in Maine and other New England states regarding:

(1) maximum sound levels for motor vehicles and trucks;
(2) enforcement of maximum sound levels for motor vehicles and trucks;
(3) procedures for a person to challenge a determination that the person’s vehicle was operating in excess of the applicable maximum sound level; and
(4) procedures for a citizen to report a suspected violation of the maximum sound levels for motor vehicles and trucks to law enforcement.

That last part is particularly disturbing, enabling and even encouraging people to snitch on suspected loud pipes. At that point, the burden would likely be on the owner to prove they are in compliance, even if they are running an unmodified exhaust. The results of decibel testing can be unreliable, depending on many environmental factors that may or may not be controlled to obtain consistent readings. We’ll have to wait and see what methodology this report comes up with and how reasonable it is, or isn’t.

Senate Bill 66 passed a vote on March 19 and was referred to the House Committee on Transportation on March 21, where it has sat ever since. The aggressive timeline outlined in the bill will already have to be revised, as the public outreach campaign is required to begin two months before the law takes effect, which would have been May 1. While it has passed the Senate, it remains to be seen whether Vermont will actually execute Order 66.

The post Vermont Senate Bill 66 Targets Motorcycle Mufflers appeared first on Adventure Rider.

The motorcycle in question is the Honda XR150L that Gabe has been re-working for his latest Torture Test Magazine project. These are very low-performance motorcycles, made for commuter duty in developing countries—see more details here.

You can see some of his previous videos on upgrading his XR150L below:

Watch Gabe’s video at the start of the story, and you will see he’s actually pretty happy with how his bike build worked out, as far as its performance goes. He’s turned this XR150L into a decent little dirt bike, sufficient for his commuting needs but also able to climb high peaks on off-road trails on his ride home from work.

Having said that, the work came at a cost, and not just a monetary cost. With limited time off work, more time spent wrenching means less of that valuable free time spent riding. If you like to tinker on mechanical things, maybe that’s good, but the whole point of owning a motorcycle is to ride it, right?

With all that in mind, Gabe says you should think this through before starting any glow-up on a low-performance bike like this, and that’s true of just about any model. A lot of riders have tried to turn their Japanese thumpers into higher-performing bikes only to eventually realize the basic limitations of the motorcycle cannot be overcome without significant expense—or maybe not overcome at all. You can make your Kawasaki/Honda/Suzuki/Yamaha better, but you will never turn it into a Euro enduro. For some riders, that isn’t a problem, and the improvements they can achieve, and the improvement process itself, makes it all worthwhile. For others? They just go buy something that’s ready to race (or at least says so on the box).

The post When Upgrading Your Bike Seems Like A Waste Of Money: Honda XR150L Build appeared first on Adventure Rider.

You can listen to this week’s Lowdown Show podcast here, or via the embedded link underneath.

If you prefer to take in your podcasts in video form, we’ve also got that option for you below. Remember that if you subscribe to our YouTube channel, and you’re receiving notifications, you’ll get these updates as soon as they’re loaded up to YouTube.

Along with past episodes of The Lowdown Podcast, our YouTube channel also has bike reviews, interviews and other useful content for adventure riders and serious motorcyclists in general.

Want to subscribe with another podcast listening platform? Podfollow’s link here will direct you to whichever podcast service you prefer.

Support the Brands That Support Us: Fox Racing

Find Guaranteed Fit Parts at eBay Motors

The post How The BDR Organization Makes Discovery Possible appeared first on Adventure Rider.

According to a report at the Austrian website Trend, the insider in question is Stephan Zöchling, a part owner of REMUS Innovation. REMUS makes exhausts for both motorcycles and cars. Along with his interests there, Zöchling had other financial interests shared with Pierer. Trend says that Zöchling lent Pierer money in late 2024, in order to keep KTM AG operating as their losses piled up.

Trend’s write-up says Zöchling claims that money was supposed to be repaid in spring of 2025; it has not been repaid on time, he says, and now the bill is due, with his claims taking precedence over the other business dealings going on. Here’s a Google Translate version of the important details in Trend’s brief write-up:

At the end of last year, Remus owner Stephan Zöchling lent his business partner Pierer 65 million euros at his request. This was intended to save KTM. However, the money was lent under certain conditions and was to be repaid this spring. As the letter from Zöchling’s lawyers reveals, these conditions were not met, and the loan was called due in April but has not been repaid to date. The Vienna Commercial Court is currently conducting proceedings to determine whether the loan can be called due now or, in Pierer’s opinion, only at the end of June.

And then:

Part of the agreement between Pierer and Zöchling was apparently also a clause stating that the restructuring firm could sell Pierer’s shares in the event of non-repayment. Specifically, as the letter states, “all PIAG shares (Pierer Industrie AG, which also includes Leoni, Rosenbauer, Pankl, etc.) and thus all industrial holdings of the Pierer Group.” This would make a rescue of KTM almost impossible.

Trend’s write-up here says Zöchling has sent a letter with these details to all major banks, which will certainly complicate any sort of reconstruction project that KTM AG might be attempting.

While we certainly are in no position here to judge the veracity of Zöchling’s claims, the introduction of this further complication will probably gum up KTM’s restructuring plan even further, with more court rulings needed, more lawyers and creditors to pay. If you thought the Norton meltdown was a total debacle, this is quickly shaping up to be even worse, as it’s on a much larger scale than that boutique Brit brand.

The post More Trouble For KTM AG: Aftermarket Insider Lays Claim To Stefan Pierer’s Shares appeared first on Adventure Rider.

Motorcycle airbags are an entirely different ball game than the ones used in cars. Engineers know exactly where the occupants will be sitting in a car and design their systems to cocoon those specific locations. On a motorcycle, riders are not only out in the open, but they are unrestrained and likely moving their bodies away from the standard seating position. This is likely why the industry has been moving toward airbag vests, which remain attached to the rider and ensure protection no matter where the rider is, including off the bike (we’ve put this to the test), rather than airbags installed on motorcycles themselves. The sole exception has been the Honda Gold Wing, a bike where the rider is likely to remain seated in the standard riding position, not hanging off in the corners like on a Yamaha R1.

However, it is the R1 that makes an appearance in Yamaha’s patent drawings for an airbag sensor system. This is notable because a sport bike’s riding position has the rider leaning forward, making the head the first thing a traditional airbag installed in front of the rider would contact, which is less than desirable. Perhaps Yamaha has an airbag of a quite different design in mind for sport bike use. Or, maybe Yamaha just picked the R1 as an easily recognizable motorcycle, as the patent is for the sensor system, not the airbag itself. The Tricity scooter also makes an appearance in the patent drawings, so maybe Yamaha just wanted to demonstrate that its system could be used for opposite extremes of motorcycles.

Still, the drawing showing this sensor system in use on an R1 does raise the question about what other airbag technology Yamaha may or may not be working on and for which models. While filing a patent is never a guarantee that what it contains will ever go into production, it is possible.

The post Yamaha Is Working on Airbag Technology appeared first on Adventure Rider.

It looks like basically the same thing, though. The engine looks like a close copy of the 470 cc Honda parallel twin that has powered everything from the CBR500 to the CB500F to the CB500X, now known as the NX500. It’s A2-legal, which means it is capped at 47 horsepower Chances are that engine comes from China. So does that mean this is an el-cheapo bike? Not necessarily; the suspension is from KYB, and should be up to snuff. There’s a beefy set of 320 mm brake discs up front, with four-piston calipers and a two-channel ABS system from Bosch, which lets you deactivate when you want to go off-road.

Other niceties include a 7-inch TFT screen that integrates with a nav system, presumably run over your mobile device. All-round LED lighting is standard, with USB-C charging port too.

The frame is made of steel (cheap material, and easy to repair in the middle of nowhere). Fuel capacity is 20 liters, not huge but probably sufficient for a basic twin like this, as they don’t tend to be terribly thirsty if you’re riding a sensible pace. A 32.2-inch seat height means that even shorter riders can handle the climb into the saddle.

Rieju also offers a list of factory farkles such as a luggage rack, radiator protector and more. They’re selling this bike for €5,999 in the EU, which works out to $6,800 USD. For the sake of reference, the similar Honda NX500 sells for $7,399 in the US, but does not include quite the spec that the Rieju does. Would that be enough to influence you to buy the lesser-known competitor, with a previous history of focusing on trail bikes?

The post Spanish Manufacturer Rieju Updates Its Middleweight ADV appeared first on Adventure Rider.

The design is very basic, and if you’ve been around the dual sport scene for a while, you’ve probably seen similar before. Here’s how Trail Tech says it works:

The Trail Stand is a lightweight, collapsible support tool for off-road and adventure motorcycle maintenance. It offers a secure third point of contact, allowing riders to lift their bikes on uneven terrain. The stand collapses to a compact 10 inches for easy storage and extends to 19 inches, accommodating a wide range of motorcycles. It features a lightweight, collapsible design that stows neatly in the included mesh zipper carry bag, making it convenient for any adventure.

A standout feature is the machined aluminum feet with molded silicone pads, ensuring maximum traction on loose surfaces. The feet pivot to maintain flat contact with the ground, enhancing stability even on uneven surfaces. The included Velcro strap also secures the brake lever during repairs, preventing unwanted movement.

You can see the gadget demonstrated in the video above. Use it to support your motorcycle on the other side of the kickstand, using your front or rear wheel as the third point of a tripod. It is not as stable as a stand on your shop floor, but it’s a good solution for riders on the go, especially in desert areas where there might not be much to work with otherwise, if you have to prop the fore or aft end of the bike in the air.

Similar devices have been home-brewed by dual sport riders for years, but with the rising costs of the materials used, the savings between a DIY solution and this kit might not be worthwhile. Speaking of which, the MSRP is $79.99 for the ready-made solution—see here.

The post Trail Tech’s New Trail Stand Gives You A Leg Up On Repairs appeared first on Adventure Rider.

The shutdown problem

KTM AG’s corporate website says “KTM AG strives to maintain a policy of transparent, timely and comprehensive information and communication with the capital market participants and the general public.” However, there is no easily-found corporate release explaining anything about the production stoppage on Pierer Mobility’s website, or the Pierer Industries website, or Pierer’s press site, or KTM’s corporate press site, or the KTM AG website, or … you get the idea. Instead, we see Europe’s moto press saying the production line is shut down now, and will remain shut down until July 27.

KTM has lots of unsold product waiting in warehouses, but if that isn’t the product that customers want, the stockpile will only be so useful. Photo: Karolis Kavolelis/Shutterstock.com

The problem is that KTM’s leadership is not going to spend any more money on components sourced from outside partners, and those partners are obviously reluctant to give KTM parts unless they’re sure they’ll be paid.

While this is obviously bad for anyone who wanted to buy a new 2025 model KTM, they also had a lot of unsold product, and there weren’t a whole lot of new Austrian-built models for 2025 anyway—presumably, the made-in-India 390 series is not affected by the European factory shutdown, although nobody’s really saying anything about that either. However, depending who you believe, off-road motorcycle availability is being impacted by KTM’s shut-down, even if the company does have unsold bikes in warehouses. Unsold e-bikes are not going to be any more popular in 2025 than they were in 2024, and rumor has it that those models are going to see heavy discounting, not the motorcycle line. Stay tuned.

The repayment problem

The reality is, KTM’s other problem is far more serious than the production line; dealerships still have bikes to sell, for now. The more difficult problem is that KTM needs to come up with €600M, give or take a few million, by May 23. When the company’s restructuring plan was approved in February, insiders seemed to think this was a done deal. Now, it appears that may not be the case. That money was meant to repay its creditors to the tune of 30 percent of what they were owed; if KTM AG doesn’t come up with the cash, the company will face further questions from bankruptcy courts and potentially be sold.

No matter who’s in charge, KTM’s comeback will be difficult. Photo: Sue Thatcher/Shutterstock.com

If KTM does come up with the money, it is also worth asking what might be left of the company at that point. They’ve already cut 1,850 jobs over the past 16 months, with another 200+ jobs gone when MV Agusta’s sale is done. That is about a third of the workforce. The stock price is sliding. They’ve shut down production, exited strategic partnerships, made plans to exit racing and had difficult situations like the LC8c camshaft issues to deal with. They’re a big motorcycle manufacturer by European standards, with some of the most desirable motorcycles in the world, but they will face a very tough return to strength. And for any outsider thinking of buying in at this point, the question would be: What would you even be getting for your money? There’s something there, but what is it really worth?

The post KTM’s Deadlines And Problems appeared first on Adventure Rider.

Three motorcycle road racers prepare for the North West 200, the fastest and most dangerous of races. They ask whether they are risking death, testing faith or truly living?

Of course, like most BBC content, it’s locked away in their iPlayer streaming service for UK viewers only. There are ways around that. Do what you want. I’m not your mother. You may not want to bother, though. I watched it so you don’t have to.

The documentary has great potential. It profiles three very different racers as they prepare to enter the 2024 edition of the NW200, a road race in Northern Ireland, and the only one with a mass start rather than individually like the Isle of Man TT. Lee Johnson is a five-time winner of this race. Maria Costello MBE has been racing motorcycles for 30 years and is one of the most successful women racers ever. Kevin Keyes is an experienced track racer but is entering the NW200 for the first time.

Unfortunately, the producers chose to focus more on sensationalizing the danger, crashes, and death than on the racing. Johnson’s story turns into one of his crash at the 2023 event, another nine months later, and his struggle to heal in time for the 2024 race while wearing an external cage on his lower leg. (He doesn’t, and attends as a BBC commentator instead.) Costello’s mother had recently passed away, and while that has nothing to do with her racing career, a lot of time is spent talking about her and how much death is on her mind. Keyes has a young son and previously had stillborn twins. Again, this has more to do with death than motorcycle racing. There are also scenes of Johnson’s and Keyes’ wives talking about how they don’t want them racing, and Costello talks about how her mom didn’t want her racing, either.

In addition, Ride or Die becomes a religious discussion disguised in a motorcycle racing wrapper. Rev. John Kirkpatrick, the chaplain of the road racing series, is another prominent character throughout the story, talking about faith and spiritual matters. He rides, but has never raced. Each of the profiled racers talks about their individual faith as well. It seems forced, prodded by the producers looking to push their own angle rather than telling a story about motorcycle racing. If they want to mention that the race takes place in a very spiritual community, fine. That sets the stage for the event. If they want to include quotes from racers who are genuinely discussing their faith, fine. That helps us get to know them and what they feel is important. But I feel like I was promised a motorcycle racing documentary, and got a religious documentary instead. This becomes most apparent at the end, when they don’t even bother covering the race that the entire story has been leading up to. It just says the two riders who got to compete survive, then shows multiple angles of the crashes that did happen to remind us how dangerous the race is.

It’s too bad it turned out this way. I genuinely like each of the profiled racers. Their stories are compelling, especially if you ignore the producer’s focus on death and tragedy. Each of them has good things to say about the freedom and feeling of being truly alive that you get from riding a motorcycle, feelings that any of us who ride can relate to. The racers themselves are the real deal. Ride or Die had the potential to be a genuinely entertaining and educational documentary, showcasing these riders’ trials and tribulations up to and including the race. Unfortunately, the producers decided to follow their own spiritual and sensationalist agenda instead.

If you want to watch this year’s actual race, it’s coming up on May 7 to 10 on BBC Sport Northern Ireland. I’d recommend finding a way to do this and skipping Ride or Die entirely.

The post Ride or Die: Sensationalism Over Substance appeared first on Adventure Rider.

Or as designer Christian Hahn-Wörnle puts it:

“The new BMW R 1300 RS has been given a far sportier character than its predecessor. This is evident not only in its increased engine performance and chassis capability, it is also instantly visible in the bike’s sporty design with fairing that extends a long way downwards. Accordingly, the ergonomics are now also noticeably sportier and more front-wheel-oriented – without compromising the typical BMW RS qualities of comfort for touring and long-distance travel.”

The engine is the same unit used in all the other machines so far, with apparently the same tuning: 145 horsepower at 7,750 rpm, 110 pound-feet of torque at 6,500 rpm, a DOHC top end with four-valve Shiftcam head.

The frame is like the other 1300 models as well, a sheet metal main section with an aluminum lattice subframe. The RS has a USD front fork with EVO Paralever II rear suspension, and wheels that are 3 pounds lighter than the previous model, which speeds up handling.

The electronics package includes Rain, Road and Eco modes as standard, along with MSR Engine Drag Torque Control. Integral ABS Pro also comes standard, with linked, leaning-sensitive braking that works both brakes from either the foot pedal or the hand lever. Dynamic Brake Control is also included, which cuts involuntary throttle response during hard braking, reducing your stopping distance.

As with all of BMW’s big-dollar models these days, there are a ton of add-on options, even for the electronics. This includes first of all the Automated Shift Assistant, which allows the rider to bang up or down the gearbox without using the clutch lever. There are Dynamic and Dynamic Pro riding modes, which allow more wheel slip so you can ride around like a hoon.

You can also add electronic Dynamic Suspension Adjustment, this combines the on-the-fly adjustment of front and rear damping with a matching adjustment of the spring rate, depending on the selected riding mode, riding conditions and dynamic maneuvers. Along with the R 1300 R that just came out, these are the first production bikes with USD forks that have dynamic spring rate adjustment. The DSA system not only allows for better comfort and handling, it will also work to help you get the bike on the centerstand as well with the prop-up aid function.

A more sporty cockpit than the RT, but still able to do the long haul. Photo: BMW

While LED lights are standard all-round, the Headlight Pro feature, that dips to help you see into corners, is optional. And BMW’s Riding Assistant package is also optional, with Frontal Collision Warning and Active Cruise Control included (a smart cruise control, like that found in cars, able to follow a vehicle at a set distance).  The RS even has an optional electronically-locking GS mount, to keep your nav system safe.

Of course there are also the usual optional hard parts as well: luggage, seats, windscreens and more. BMW will offer the RS in four sub-models, all with different hard parts and different paint. See BMW’s website here for full details. MSRP is $16,995 plus taxes and fees for the base model, but adding options will quickly drive that price up!

TECHNICAL DATA

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