Adventure Rider Ride the World. Sun, 28 Jan 2024 17:31:39 +0000 en-US hourly 1 Adventure Rider 32 32 169824419 Inmate Photos of the Week (3-2024) Sun, 28 Jan 2024 17:31:39 +0000 Hello, inmates and visitors, and welcome to a somewhat neglected Photos of the Week, […]

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Hello, inmates and visitors, and welcome to a somewhat neglected Photos of the Week, the third issue for 2024. We’re starting off rather thinly, though not badly. Regarding this wonderful shot by @Afnos, I took the unusual step of writing to him to say thanks for the submission. Here’s what I said, “Nathan, I don’t usually write to individual contributors of photos to ADVriders Photos of the Week, but that’s a wonderful shot of your wife on a beautiful Italian road. Thanks for sending!” And I meant it. He wrote back, of course, thanking me. And here’s what he said about the shot with his submission: “I took this photo of my wife who was catching up to me on a muddy section of one of the most beautiful roads we have found, which is near Cimolais, in northern Italy. We only spent about an hour on this road because we had to turn around at a washed-out river bed crossing. This was Christmas Day, and we went for an afternoon ride and stopped for a picnic along the way.” Nicely put. She was riding a 2018 Ducati Scrambler 1100, and I chose this photo not because it was one of only two submissions available (!) but because it’s nearly perfect. The only thing I can think of to say against it is that I wasn’t there to take the shot. 🙁

Oh well, it’s moody, it’s nicely framed, the environment and the road are gorgeous, and the exposure is about what you’d expect with a modern iPhone (about perfect). Also, it’s a female on a bike, which is an Italian motorcycle in Italy—what’s not to love about it?

And now, on to the rest of this week’s POTW, and then a final thought from yours truly.

Tennessee sunshine?

Here’s the 2007 Yamaha TW200 belonging to @Assquatch20, who says he hasn’t been able to get further than this for a few days (written in early January). “Not far from the house but an adventure nonetheless. Alpine, Tennessee.” Thanks, Assquatch20. Nice pic!

And that’s it for this week. We’ve received exactly two submissions, and we have nothing in reserve. Oh sure, Kawazacky or I could pull photos from our banks and stick them in to fill the ranks, but do you want that? Of course not! Here’s what you want: pictures of the adventurers you know and love, round the world, in Africa, Asia, Pacifica, North and South America, Europe, and Vancouver—which is a separate continent based mainly on hairstyles. And why don’t we have that to offer you? Two reasons, I think: 1: it’s winter in the northern hemisphere, so nobody (or nearly so) is out adventuring, and even though it’s summer in the southern hemi , @The Bear and others Downundah are busy riding, not submitting. So, we’ll get more pix, just you wait and see.

But (B) there might be another reason: recently, in the Comments section of POTW, there have been some mild disagreements about what might constitute a picture worthy of showing here. Some of the shots we’ve shown, including our Picture of the Year, are not perfect: there are considerations of composition, maybe some cropping that could be improved, some positioning that could be better.

Well, as The Clash would say, “Bollocks.” Here at the Photos of the Week ADVrider mansion in fabulous Toronto, we love love LOVE this photo, and we love the two photos we’re showing this week, and we truly love many, many, and even most of the photos you have sent us. Why? When they’re not perfect? It’s true indeed that taking a few seconds to eyeball your viewfinders, whether it be on a phone or a camera or even a tablet of some kind, can help you improve things, and we do not disagree with the commenter who suggested doing this.

However, and it’s a big, very big, HOWEVER, we don’t care. We simply do-not-give-a-anything for that philosophy, when it comes to submissions to ADVrider’s Photos of the Week pages. What we care about is that you show us what you’ve been doing, lately, or in the remote past, and that you do it with the photographs you took in those moments. Because there’s one thing that perfect composition, exposure, timing, shutter speed, and f-stop can’t account for: that’s the feeling that you had when you took the picture.

And with any luck, with any amount of grace available, we’ll see that in the shots you send to us. For even just a moment, we’ll be right there with you in that wonderful outdoors. So liberate to us your mistakes, your tired old photos, your poor, your huddled masses, your wretched refuse of your teeming shore. And you know what? They’re welcome here, and always will be! We can’t wait to see them!

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Motorcycle Show Meltdown Fri, 26 Jan 2024 14:50:21 +0000 Trade shows. If you’ve ever had to work at one, those two words will […]

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Trade shows. If you’ve ever had to work at one, those two words will cause your feet to ache, your back to spasm, and your mind to atrophy. Trade shows—specifically, in my case, a motorcycle show in which I was stationed in a booth for a project I’m involved with—are tests of endurance, and like any endeavor that pushes you to the limit, at the end of the weekend you’ve run the physical and mental equivalent of a triathlon. Which doesn’t mean trade shows are not useful. For people like me, they’re where you meet the people who will, ultimately, determine the success or failure of your venture.

As writer, host, producer and presenter for a motorcycle-themed TV show, El Camino, it’s where I get to learn if what I’m doing resonates with the individual. Ratings—and the ratings are good—tell the larger picture. But it’s the one-on-one conversations that are the most edifying. And, at times, the most bizarre. (Incidentally, if you’re interested in checking out El Caminos eight-episode first season, search “El Camino Motorcycle Television” on YouTube. I’d be honored if you did.)

One show-goer, a man who stood so close to me that I became transfixed by his dental work, gave me an impassioned plea that I should slow down. “Slow down?” I asked. “Yes,” he said. “You ride too quickly.” I asked him, firstly, how he could tell how quickly I was riding. “Too much lean angle,” he said. To which I replied that lean angle is not the only metric to determine speed. “You’re wrong,” he said. I explained, as gently as I could, that the radius of the corner has as much to do with lean angle as speed. “Have you ever ridden up or down a mountain road with switchback corners,” I asked. “Yes,” he said. “And I didn’t lean at all.”

At this point in the conversation, which had dragged-on for some minutes, a queue of people had formed behind him. Patient, kindly, erudite people who just wanted to say “Hey, good show,” or “You have a funny walk,” or “What do you think of that AGV helmet you wear?” But I couldn’t get to those people because I had this person in front of me, and he would not budge. What was I to do?

“Let me get this straight,” I continued, “You’re able to turn a motorcycle without leaning?” “Of course,” he said, “Below 20 miles-per-hour, leaning a motorcycle to turn is optional.” It was at precisely this point in our conversation that my back began to ever-so-gently protest. At first it was minor. Just a tingle. And as my back goes, so do I go. The man kept talking. I held up an index finger to the patient, kindly, erudite people gathered behind him. International code for “I’ll be right there.” The man was oblivious to this signal. I was convinced I could have whipped him with a very expensive O-ring chain and it would have made no difference. It was as my back went from tingle to spasm that my patience took my leave.

“You can’t turn a motorcycle without leaning it,” I said. “Try it. Just push your bike around your garage. You will lean it. It’s the way they work. What you’re telling me is as non-sensical as saying you can play a stringed instrument without strings. It can’t be done. Have a great day, sir.” With that I stepped past the man and introduced myself, with an apology for the delay, to the man next in line. But that wasn’t the end of it. Of course, that wasn’t the end of it. To men like this, there is no end.

The man, let’s call him Mr. Flagrant Violation, now did the unthinkable. He touched me. Not the light touch of kinship or friendship, but the firm grip that reminded me of the time, while in high-school, that I attempted to cozy-up to a certain young woman. This young woman, who had the adorable sickly-sweet smell of budget perfume, had a dog. A German shepherd. A very formidable German shepherd with a very powerful jaw. A jaw that clomped onto my ankle and that would not release until the young woman, who was now very much less desirable to me than she’d been only a few moments earlier, ran down to the kitchen for a bag of dog treats. Only she couldn’t find the dog treats. Not right away, anyway. In the end it all worked out. She and I never spoke again and, in time, the tooth marks on my ankle faded. Though never entirely.

Now back to the man. Who would not let go of my wrist.

“You need to let go of my wrist,” I said to Mr. Violation. He looked down as if he had no idea he was holding onto me. “Let go now,” I said, in a tone that suggested I would behead him had he not. He let go. But he would not go. I stepped to the side, raised my hands—as a conductor to an orchestra—and asked the six or seven patient, kindly, erudite people who were still waiting if they believed a motorcycle could be turned without leaning. Only something in my voice was slightly ragged, and the people who had gathered thought I was suggesting that a motorcycle could be turned without leaning. No, no, no I said, in many more convoluted words than that, “It’s not me, it’s him.” And then I pointed at him. And I looked absolutely stark raving mad. Of that there could be no doubt.

Still, Mr. Violation would not leave. I grabbed him (firmly) by the shoulders, turned him to the greater group, and encouraged him to offer his opinion on motorcycle dynamics to all. To my everlasting joy, there were assembled in this group some very fine minds. Minds much sounder than mine. And they patiently, in very fine language, explained to Mr. Violation why he was wrong. And, of course, Mr. Violation ignored very fine explanations as to why a motorcycle can’t be turned without leaning.

At this point in the conversation my back was screaming, my feet were sweating, and my brain—what remained of it—was sticking to the side of my skull due to dehydration. And since there’s only one way to combat dehydration, I excused myself from my post, left the El Camino booth in the hands of six or seven fully capable men who were animatedly arguing with one man who had clearly lost his mind, and went for a drink.

Not of water.

But of whiskey.








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Taking Care Of Business In Schiranna: New MV Agusta Production Line Fri, 26 Jan 2024 09:18:23 +0000 MV Agusta is a company in the middle of a rebuilding plan that’s been […]

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MV Agusta is a company in the middle of a rebuilding plan that’s been going on for more than a decade; a rebuilding plan that has taken some wild twists and turns. But things seem to be stabilized now, and as part of that newfound stability, we see the company opening a new production line.

According to MV Agusta, this new line is going to greatly increase their production capacity; it’s the biggest investment in their company in several years. The new infrastructure is supposed to enable them to build another thousand bikes a month—a very noticeable uptick on the factory’s capability. Supposedly that can be ramped up even further, to as many as 100 bikes a day off the new line. MV’s management says they plan to gradually increase their output to match demand as it rises.

Photo: MV Agusta

The new production line is still in MV Agusta’s factory in the Italian town of Schiranna, and they say it “features the most advanced technology in the field.” But the bikes are still going to be assembled by hand, helped out by “a fully automated line management system for the handling, moving and correct positioning of the units along the 28 workstations, with a particular focus on ergonomics and safety.”

Of course, it comes directly on the heels of announcement of KTM’s investment in MV, with the Austrians saying they’d like to buy a majority stake in their new Italian business partners if all goes well in coming years.

Said MV Agusta CEO Timur Sardarov, after the announcement:

I am so excited about this new line launching right here, in our historic plant in Italy, while many other industries are delocalising or even stepping down production. All the efforts we’ve been putting in over the past couple of years are coming together and we are now seeing some very concrete results, with growing numbers and the increasing success of our latest models. This is not only an investment in our own operations, but also in this community and in our people.

Does this mean we see the LXP Orioli adventure bike in greater numbers, and sooner? Maybe…

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2024 Land Cruiser: You Asked, We Answered Fri, 26 Jan 2024 05:34:44 +0000 A few months back, we put out a request to YOU the viewers to […]

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A few months back, we put out a request to YOU the viewers to submit questions about the new 2024 Toyota Land Cruiser. We took the best questions and traveled to beautiful Utah to put some miles into the new LC and answer them as best as we can!

When it was first introduced in 1951 as the BJ, it was unmistakably an off-road capable machine. However, from the “90” Prado series to the “300” series in 2021, the Land Cruisers got softer and more rounded, trading off-road capability for luxury features. But with the new “250” series, Toyota went back to its roots. Now the SUV is boxy, aggressive, and looks exactly how an off-road capable machine should look.

To get to the bottom of your questions, we enlisted the help of Land Cruiser expert and board member for the Land Cruiser Museum, Kurt Williams (aka “Cruiser Kurt”), and set out to see if the new vehicle stacks up to the legendary LCs of old!

NOTE: This is sponsored content produced in partnership with Toyota Motor North America.

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The Haven: Half-Tent, Half-Hammock Fri, 26 Jan 2024 05:14:37 +0000 Some of y’all love tents, some of y’all love hammocks, and ne’er the twain […]

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Some of y’all love tents, some of y’all love hammocks, and ne’er the twain shall meet. Or shall they? Check out this new market offering—the idea of the Haven Tent is to offer the characteristics of both.

Looking at the photos, you get the idea. No fancy-pants space-age design here. It’s a fabric tent-like box that you can hang from the trees, or stake out on the ground. However, just because it looks simple doesn’t mean there wasn’t some serious thought put into it.

haven tent

The Haven Tent combines hammock and tent designs for all-round practicality. Photo: Haven Tent

Check out the zippered sidewalls; they are made to be strong enough to handle the strain of hanging in a tree, yet also allow an uninterrupted view of your surroundings. And the hammock itself was designed to be combined with a sleeping pad, something that many hammock users will appreciate after an uncomfy night or two rolling around in a fabric cocoon that doesn’t fit just right.

The spreader bar and ridgeline are designed to keep the mattress laying flat, so users aren’t squished up by the natural sag that most hammocks have.

Company founder Derek Tillotson  says the hammock/tent can also be used without the spreader bars, which is useful if you, like me, have had a spreader bar break mid-trip on a hammock I previously owned. However, the Haven’s lay-flat design doesn’t work that way—but at least you aren’t totally screwed.

Check out the company’s full write-up of how the hammock works here. It’s available in various configurations, with or without a rainfly, etc.—see your buying options here. Be warned that it’s not cheap or lightweight, but it does appear to at least be an interesting new take on some problems that keep many users away from hammocks.

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Gauging Your Moto Knowledge! Fri, 26 Jan 2024 05:02:15 +0000 Time to dial in your moto-knowledge… to gauge your memory of motorcycles… to dash […]

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Time to dial in your moto-knowledge… to gauge your memory of motorcycles… to dash your hopes of acing this quiz. Errrrrr, that’s enough lame jokes, before we get into puns about Speedos.

Here is the deal: We have, this week, a selection of photos of motorcycle speedometers/gauges. Realistically speaking, it’s the part of our bike that most of us have spent the most time looking at. Sure, you may ogle your bike’s profile when you walk past it in the garage, for a second or two—but you spend hour after hour behind the clocks, when you’re riding!

So, you have no excuse to do poorly in this quiz, which asks you to identify the bike you’re looking at by the photo of its instrument panel. There is a broad range of examples here, from all-new digital TFT screens to LCD panels to old-school gauges. And we do realize that some manufacturers use the same gauges on multiple moto models, so that’s why we’ve only asked you to identify the OEM who made the bike, not the specific model. So if you think you’ve seen the display before on a particular model, but it doesn’t appear in the list of choices, pick the same manufacturer and you’ll get the correct answer.

After you have completed the quiz, let everyone know how well you did in the comments below.  Enjoy!


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Harley-Davidson Releases Four More 2024 Models Thu, 25 Jan 2024 21:20:04 +0000 Harley-Davidson has completed the release of all of its 2024 models. On January 24th, […]

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Harley-Davidson has completed the release of all of its 2024 models. On January 24th, the MoCo showed off its updated Street Glide and Road Glide models and the more exclusive and expensive CVO Road Glide ST and CVO Pan America. Yesterday, William Roberson introduced you to the CVO Pan America, so now it’s time to tell you about the last three models in Harley’s lineup.

2024 Street Glide And Road Glide Models

In a press release, Harley-Davidson says that for 2024, both models “…are more powerful, lighter, and more dynamic, and feature all-new visual design elements that combine a cohesive, dynamic flow from the front fenders to the saddlebags. Each bike’s fairing has also been changed, which Harley says is “…refreshingly modern yet retains Harley-Davidson’s design DNA…”

Road Glide

The 2024 Harley Road Glide FLTRX: Photo: Harley-Davidson

Street Glide And Road Glide Key Features

For 2024, both machines see mechanical, aero, and technology changes. Harley says the key features are as follows:

  • -Eight® 117 V-Twin engine features a new cooling system which further optimizes thermal comfort for the rider and enhanced intake and exhaust flow to boost performance.
  • Selectable Ride Modes – Road, Sport, Rain and Custom – electronically control the performance characteristics of the motorcycle.
  • Infotainment technology is powered by Skyline™ OS and presented on a 12.3-inch TFT color touch screen that replaces all analog instrumentation and most switches. A new 200-watt audio amplifier powers a pair of fairing-mounted speakers.
  • Improved aerodynamics enhance rider comfort and reduce subjective helmet buffeting at highway speed by an average of 60 percent. Rear suspension travel is increased to 3-inches. A redesigned one-piece seat shape and padding materials offer a significant improvement in long-range comfort for most riders.

2024 CVO Road Glide ST

The MoCo says the CVO Road Glide “…is the quickest, fastest, and most-sophisticated performance bagger ever produced by Harley-Davidson, and represents a unique collection of components providing high value to performance minded riders.” Additionally, a deep solo seat and six inch-riser paired with a “moto handlebar “…put the rider in an aggressive, upright position with West Coast custom style.”

Street Glide

The 2024 Harley Davidson Street Glide FLHX. Photo: Harley-Davidson

2024 CVO Road Glide ST Key Features

  • Two premium paint choices: Golden White Pearl or Raven Metallic. A Screamin’ Eagle graphic on the fairing sides and fuel tank is inspired by the Screamin’ Eagle® Harley-Davidson® Factory motorcycles raced in the MotoAmerica® Mission King of the Baggers series. CVO™ 25th Anniversary graphics celebrate a milestone in factory customization.
  • The Milwaukee-Eight® 121 High Output V-Twin engine is exclusive to the CVO Road Glide ST model, tuned to produce 127 horsepower (94kW) and 145 lb. ft. (193 Nm) of torque – the most horsepower and torque ever from a factory-installed engine in a production Harley-Davidson® motorcycle. A lower final drive ratio is selected to enhance acceleration performance in every gear.
  • The use of alternate materials helps reduce dry weight to 800 pounds (363 kg). Mufflers have lightweight titanium shells and forged carbon fiber end caps; forged carbon fiber composite is used to form the front fender, seat cowl, and tank console; the oil pan is formed of lightweight composite; and wheel design and wave-style front brake rotors are optimized to minimize unsprung weight.
  • Fully adjustable front and rear suspension include SHOWA® rear shock absorbers with remote reservoirs and inverted 47mm SHOWA® 1×1 forks.
  • Premium Brembo™ braking components provide outstanding braking feel and performance for added rider confidence.
  • Selectable Ride Modes – Road, Sport, Track, Track Plus, Rain, and multiple Custom modes – electronically control the performance characteristics of the motorcycle.
  • A suite of infotainment technology is powered by Skyline™ OS. A color touch screen replaces all analog instrumentation and most switches. A premium audio system features a 500-watt amplifier and Harley-Davidson® Audio powered by Rockford Fosgate® Stage II 6.5-inch fairing speakers.

Pricing and Availability

Both the 2024 Harley-Davidson Road Glide and Street Glide have a starting MSRP of $25,999.  If you are interested in Harley’s CVO Road Glide ST, you’ll have to fork over a large chunk of change. Its starting MSRP is $42,999. Exclusivity has its price. All of the new models are available now.


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What Is It Like To Ride In Iran? Thu, 25 Jan 2024 11:00:19 +0000 Note: Iran is very much in the news today, due to the flare-up of […]

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Note: Iran is very much in the news today, due to the flare-up of Middle East conflicts again. This article is not to comment on that or pick sides—it is just an answer to the question, what’s it like to ride there? The question came to mind as I read through a copy of diariesof magazine, with a quick overview of what to expect. Aside from them, several prominent ADVers have traveled there in recent years. Ed March rode his C90 there, on his Malaysia-to-UK run. Lois Pryce actually wrote a book about her travels there, more than a decade ago.

And here on ADVrider, in our early days of running travelogs on the Front Page, we ran this piece on what it’s like to ride in Iran. While things have no doubt changed a lot, it will give you an insight into what it’s like to travel in Iran (something that may not be possible anymore, or might not be possible for much longer, at least)—Ed.

I had always read that hospitality in Iran was something special, but before we got there, I had no idea to what extent was this true.

Riding on a 650cc motorcycle in Iran is like falling from space. By law, Iranians are not allowed to have a bike with an engine larger than 250cc. Unfortunately, women cannot ride at all! It is heartbreaking that so many motorcycle enthusiasts had their bikes taken away from them.  They had to give up their passion and stick to small bikes after the Iranian Revolution in 1979.

People had to quit a lot of other things that were part of their lives. Alcohol, to give an example, is one of them. Compared to other countries, Iranians have a lot of restrictions.  Since the revolution, it has become illegal for women to go out without a hijab and this applies to foreigners as well.  Facebook, YouTube, and other mainstream websites are blocked. Foreign TV channels are restricted, and when it comes to music, it mainly boils down to Persian rhythms.

Amazing scenery in Iran

Perceptions, media, and politics

When you engage in conversations with the locals, you get the feeling that this nation lives in a bubble. They feel that their country is a haven. After traveling through Iran for a whole month, I can confirm that from our experience, this is true.

It is such a huge paradox when you realize that back home, the perception of countries like Iran and Pakistan for example, is a lot different.  While we were there, at a family’s house, we experienced something that makes this even more ironic. We were in the living room, and the TV was on. From what we could understand, this local channel was showing drug addicts and people who had lost their way.  It was depicting the west as a disaster! This confirms the ongoing agendas of media and politics; manipulating and molding people’s minds to maintain control.

Iran on a motorcycle

When it comes to riding, this country is paradise.  It has got amazing mountainous scenery, endless highways and plenty of off-road and fire trails. The most attractive part of it all is that filling up your tank would not cost you more than four bucks!

Stargazing at the Maranjab Desert, Iran

If you happen to stop at the side of the road, countless locals approach you. They offer you assistance, food, and most of the time even a place to stay the night!  If you look for sights to visit, guidebooks will direct you to architectural wonders, etc. But the real highlight of this country is its people and its raw landscape.

It was awkward at first…you know, going to a stranger’s house to eat and sleep or meeting the whole extended family on the first night. You wouldn’t imagine doing it in the western world.  But during the month we spent there, we only slept in a hotel room for three nights.

Hosted by a family in Iran

The first two words that we learned in Persian were ‘benshinid’ and ‘bokhor’ – sit and eat! And from one point on the map to the other, we left villages and cities with wonderful experiences and new friendships that has put Iran on our ‘return to’ list for sure!  Despite the language barrier, the warmth that we got from these people…the mothers who took care of us as if we were their own, is something that one has to experience and cannot understand in words.

Iran was a home away from home.

Useful information and tips:

  • Money: Iran is loaded with banks and ATM’s which are only accessible to locals. Get enough cash with you for your whole stay.  You can exchange both euros and dollars easily.
  • Insurance: If you’re traveling for a long time and bought travel insurance that covers multiple countries, make sure that it covers Iran as well, especially if it is a policy from the US.
  • Learn to read the numbers in Persian – it helps when paying for stuff.
  • Carry extra fuel: Gas stations are not scarce, but it would help to have your mind at rest if you’re traveling for long distances and in remote areas.
  • If you’re a woman, carry a head scarf and cover your head all the time – once you’re in public, it is illegal not to. When it comes to clothing, cover up your legs and wear ¾ or long sleeves, with your chest covered up properly.
  • Hand Shaking: Men and women do not exchange handshakes unless they’re family. Upon meeting someone new of the opposite sex, slightly bow your head as a gesture of respect and smile.
  • DO NOT use the thumbs up sign. Whilst for most nations, this means ok, good or a general sign of acknowledgment, in Iran this is like putting out our middle finger!

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Insta360 Motorcycle Bundle/GPS Action Remote Thu, 25 Jan 2024 10:53:50 +0000 For years now, I’ve told people that while Insta360’s action cameras are increasingly more […]

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For years now, I’ve told people that while Insta360’s action cameras are increasingly more powerful, GoPro’s accessory catalog has the edge. If you’re filming from a motorcycle, that’s important, since things like mounts and remotes are very handy when you’re trying to take videos at speed.

I’ve recently spent some time playing with Insta360’s GPS Action Remote as well as their Motorcycle Bundle mounting kit (both sent to me free of charge, although I didn’t ask for them—sometimes, stuff just shows up). While I think GoPro’s status of industry standard still gives it the edge in the accessory catalog, I think Insta360 is getting better and better at learning how to take advantage of its own cameras’ capabilities and these gadgets show that.

The GPS action remote is simple to sync with your camera, and simple to install with a strap that’s included or your own DIY idea. Photo: Insta360


GPS Action Remote

The function is in the title. This is a remote control module that records GPS data and also functions as an on/off remote for recording. The X3 camera normally uses the data from your phone to correlate GPS coordinates with the footage you take, but users have varying results with this function. This remote is supposed to be more accurate.

Whether it is or it isn’t, I can’t say because I didn’t test that and have no interest in that feature. What I did have interest in was the remote-control capability, as it solves one of my biggest frustrations with action cameras in general. Although they’ve gotten better in the past few years, it’s often difficult to turn cams on and off while riding. On the old Insta360 X2, it was especially easy to press the wrong buttons (the updated X3 is far better in this respect).

The Action Remote is a simple push-to-start, push-to-stop remote that makes it easy for you to control recording while you’re in-flight, even if your camera itself is on a mount extended from the front of the bike, as it is in the footage below:

Without the remote, I would have been unable to start or stop that recording without first pulling over, climbing off the bike, taking off my gloves, hitting record, putting the gloves back on, getting back on the bike, and taking off. Then, when I want to stop recording, it’d be the same process. With the remote, it’s simple. Press one button, and you’re rolling. Press it again, and you’re done. It even works when your camera is in sleep mode.

If you’re serious about in-flight video recording, this is invaluable capability. Just note that there can be a delay between pressing the button and the recording actually starting, as it may take your cam a couple of seconds to awake from sleep mode. Some YouTubers, like Ed March, will tell you to always have a camera recording in loop mode so you can capture stuff that happens in a split second. You won’t have enough time to react to what you see in some cases.

The GPS Action Remote was easily paired to my X3, and pairs to several other cameras in Insta360’s lineup, including the One X2, One RS, One R and GO 3. It’s currently priced at $71 for US customers, and around $105 for Canadians (unless you take advantage of one of the company’s many sales such as Black Friday deals). That’s a significant chunk of change for many buyers, but if you are serious about filming your rides, I think you’ll get your money’s worth from this accessory.

Here’s what comes in the motorcycle-specific mount kit. I did not use the glue-on pads; perhaps I’ll install them when it’s warmer outside. The claw grip is certainly a big improvement over older mounts, and when you add up everything in the bundle together, I feel it is good value for the money. Photo: Insta360

Motorcycle Bundle (mount kit)

This has been GoPro’s biggest advantage for motorcyclists for a long time—a lot of high-quality mounting options. Insta360’s new Motorcycle Bundle offers several mounts that significantly improve its own in-house options. The new claw mount is particularly useful.

This bundle also comes with two stick-on mounts that I did not install or use, as it’s late enough in the season (I’m riding in below-freezing temps) that I wasn’t actually sure the glue would stick to the bike well. I’ll try that one in the spring. These mounts come with 3M adhesive pads, and while I generally distrust stick-on accessories, I’ve had good luck with 3M mounts in the past.

The claw mount (Insta360 officially calls it the Heavy Duty Clamp Mount) is the star of the show here anyway. It’s a universal-fit mount that most riders will install on their handlebars, similar to what we’ve seen from RAM and other manufacturers over the years. But unlike many of the other mounts which rely on weak ball-and-socket joints that always seem to get wobbly over time, the Insta360 mount is designed to lock down much more securely. Like some of the other more serious mounts we’ve seen from competitors, the Insta360 mount comes with a “wrench” that allows you to tighten up the joints.

You must still take care to have a solid connection between your “claw” and the handlebars (or wherever else you use this mount). Many riders will then place a selfie stick on the end of the claw mount, and put their camera on the end of the selfie stick—that enables a third-person perspective quite easily. You must also make sure that the connection between the camera and the end of the selfie stick is solid as well. If not, then things can twist around. Check out how the POV changes in the clip below; at the start, this camera is pointed forward. At the end, it’s rotated backwards.

Set up like this, you have extremely powerful recording capability, and the Insta360 image stabilization and AI editing algorithms do a good job of smoothing out the footage, although it can still be a bit herky-jerky on bumpy trails, even at slow speed (see below).

Asking price for the Motorcycle Bundle is $49 in the US, or $67.99 in Canada, unless you catch a sale. I’ve bought a wide variety of mounts for action cams over the years with my own money, and I’d say that Insta360’s bundle is pretty well-priced for an official accessory kit. YMMV, of course. Note that this kit does not include one of Insta360’s Invisible Selfie Sticks, which is key to that third-person perspective, as the camera auto-edits it out of the footage. Buying one of those will cost you an extra thirty bucks, or more.

Twenty years ago, if you’d told me video cameras would be one of the most common moto accessories, I would have laughed at you. But now it’s the case, and it’s good to see Insta360 joining other manufacturers in producing components that are aimed at the specific needs of motorcyclists.

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Speak Up! New DJI Mic 2 Makes It Easier To Record Your Ride Thu, 25 Jan 2024 05:37:37 +0000 If you’re one of the gazillion motorcyclists who’s out there video-recording your ride via […]

The post Speak Up! New DJI Mic 2 Makes It Easier To Record Your Ride appeared first on Adventure Rider.

If you’re one of the gazillion motorcyclists who’s out there video-recording your ride via action camera, then you’ve probably encountered the same problem that everyone else has: It’s hard to make audio work. One of the most common add-ons for better sound is DJI’s proprietary wireless microphone system, and now they’ve updated their offerings to the new Mic 2.

This is a set of two wireless transmitters, one receiver, and a metal charging case. DJI says the Mic 2 offers “high-quality audio recording, intelligent noise cancelling, and support for 32-bit floating-point internal recording,” the company says. It transmits wirelessly, so you can tuck the receiver inside your moto jacket easily. While the mic itself might be tricky to jam inside your helmet, it will connect to other devices via Bluetooth, and it will record two separate audio tracks at the same time. The PR says:

A second track can be recorded at -6dB alongside your main audio track to safeguard against unexpected audio level spikes. Even in highly complex, audibly chaotic environments such as a rock concert, DJI Mic 2 delivers balanced results with remarkable ease.

Using a helmet comm’s Bluetooth function, you can see how you might record your engine sound and your voice audio at the same time. I am not guaranteeing this will work, due to the complexities of firmware compatibility and other complications between the hardware and software of these various components—but in theory, something like this should work. And if it doesn’t work now, someone will figure it out. If you can’t get the Bluetooth function to work, the Mic 2 is also compatible with DJI’s Lavalier Mic accessory.

The Mic 2 also works as a standalone voice recorder or audio backup for when you’re filming walk-arounds off your bike, offering the same smart software management. A handy thing, if you’re making a film of your RTW trip and you want to take footage of a busy market or something like that.

DJI says each transmitter has 8 GB of internal storage, which will take up to 14 hours of uncompressed 48kHz 24-bit audio.

We’re certainly not telling you to rush out and buy one of these things—they’ve just been introduced to the market and we haven’t even handled one. However, if you’ve fooled around with moto ride recording, you can see the reasons someone might want one, especially if you check out pre-release reviews on YouTube—there are already several such videos.

Asking price is $349 for US customers. More details here.

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Harley’s Pan America Gets A CVO Makeover – And A $28,000+ Price Tag Thu, 25 Jan 2024 03:45:51 +0000 Back in 2021 when I reviewed the then brand new Harley-Davidson Pan America adventure […]

The post Harley’s Pan America Gets A CVO Makeover – And A $28,000+ Price Tag appeared first on Adventure Rider.

Back in 2021 when I reviewed the then brand new Harley-Davidson Pan America adventure motorcycle, it was a revelation. Competent and capable – and very fast – it surpassed the expectations of pretty much everyone who tested it. Derisively dubbed the “Dirt Glide” by some, many owners came to see the name as a badge of honor, including putting it on T-shirts and stickers.
Three years later, the Pan America just got an upgrade of sorts from The MoCo in the form of the CVO Pan America, a fairly turn-key adventure touring rig with most of the bits many riders have been adding all along.

Photo: Harley-Davidson

For the uninitiated, “CVO” denotes attention from Harley’s Custom Vehicle Operations division, where for 25 years now they have been churning out limited edition glamour sleds typically slathered in deep metal-flake paint, acres of chrome, and punched-out power plants among other upgrades.
The $28,399 CVO Pan America came in for a bit of that treatment, sans the chrome and more cubic inches. Building on the top-spec Pan America ‘Special’ platform, the main things those $8,398 extra CVO dollars buy is, yes, a special paint job that includes a very red frame, matching red crash bars, red seat piping, and more red paint on the tank surrounding the familiar Harley “No. 1″ logo. Plus, a lot of CVO badging.

Photo: Harley-Davidson

In terms of hard parts, the CVO gets a long list of desirable goodies from H-D’s Screamin’ Eagle accessory catalog, including a triplet of “CVO” badged aluminum panniers (from our friends at SW-Motech), what looks like a nicer seat (with CVO badging, natch), dual LED spot + flood aux lights up front plus the Daymaker adaptive headlight tech, optional quick-shifter, tank gripper pads, handlebar wind deflectors, the $1,000 set of wire wheels that run tubeless tires, the useful Adaptive Ride Height suspension system, and a more burly aluminum skid plate under the 150-horsepower 1,252cc Revolution Max’s metal underbelly. We’ll have a complete list after we hopefully get some seat time later this year. All in all, it’s a lot of stuff, plus a haircut and fresh makeup.

Photo by Harley-Davidson

What’s not included? There’s no performance exhaust (which H-D does offer) or more ponies in the barn. Understandable, since the 150 stallions on tap seems adequate for most ADV situations. But a bit more noise might’ve been nice. C’mon, it’s a Harley!

Photo: Harley-Davidson

Also, there’s some exclu$ivity in owning a CVO Harley, although the company didn’t say how many CVO PanAms they planned on making. Most likely: Not many. Want one? Hustle down to your local Harley dealer, one should be there now—or very soon.

Photo: Harley-Davidson

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GoPro To Purchase Forcite Helmet Systems Wed, 24 Jan 2024 15:16:25 +0000 Our own William Roberson called it. In his review of the Forcite Helmet’s MK1S […]

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Our own William Roberson called it. In his review of the Forcite Helmet’s MK1S Smart Streetbike Helmet, William told readers that the Australian high-tech helmet company was looking to partner with other well-known action camera and communications makers. And it appears that those talks have been successful. GoPro is now set to acquire Forcite, a pioneer in embedding technology into helmets. The terms of the deal were not announced.


GoPro plans to buy Forcite. Image: GoPro

In a press release, GoPro said it “…intends to accelerate Forcite’s vision to provide a safer, more dynamic motorcycling experience through tech-enabled motorcycle helmets with the long-term goal of tech-enabling other categories of helmets over time.”

“The greater helmet market represents a meaningful TAM (total addressable market) expanding opportunity for GoPro, and we’re excited for the Forcite team to join us so that together we can work towards enhancing the performance and safety of various types of helmets, starting with motorcycle helmets. GoPro has built a strong brand internationally across all forms of motorsports and has enjoyed a strong following with motorcycle enthusiasts. We’re excited to leverage our brand reputation along with our technical and operational capabilities to address what we believe is a long-term growth opportunity for our business.” – GoPro Founder and CEO Nicholas Woodman.

Tech In Other Helmet Brands

Woodman went on to say that GoPro was looking at its own branded line of helmets and also incorporating its tech into other helmet brands.

 “In addition to our plan to develop our own GoPro-branded line of helmets, we are excited to partner with other leading helmet brands to help tech-enable their own helmet lines. We have great respect for established brands, and we look forward to working with them to help drive the industry forward together.” – GoPro Founder and CEO Nicholas Woodman

The deal is expected to close in the first quarter of 2024, subject to certain customary closing conditions. GoPro will provide additional information during its Q4 earnings conference on February 7, 2024.

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2024 Suzuki GSX-S1000GX+ Wed, 24 Jan 2024 08:39:39 +0000 Who wants to ride a sportbike on stilts? A crossover, if you will; a […]

The post 2024 Suzuki GSX-S1000GX+ appeared first on Adventure Rider.

Who wants to ride a sportbike on stilts? A crossover, if you will; a machine with a sportbike engine but long-travel suspension. It turns out a lot of people are interested in this idea, and so we have the Suzuki GSX-S1000GX.

When this bike debuted back in November of 2023, here’s what we told you:

This bike is exactly what the name implies. It’s the latest evolution of the GSX platform, using the K5 engine to power a new bike that’s intended for all-road, all-weather touring. It’s obviously similar to the GSX-S1000 GT sport tourer, with the main difference being an increase in suspension travel.

The GX has 150 mm of travel at both the front and rear end, which is a massive increase over the GT’s 130 mm and 120 mm of travel at front and back respectively. More importantly, the GX also comes with semi-active suspension that auto-adjusts to the terrain the machine is riding over. According to the PR, the Suzuki Advanced Electronic Suspension system (the first-ever such setup for the brand) is “capable of absorbing larger bumps when riding over cobblestones and other uneven surfaces.” It’s not bragging up any off-road capability, so while this bike has some ADV styling, it’s not intended to go to the same places that the V-Strom 800DE goes.

And while we haven’t had a chance to ride the machine ourselves, our pals at got a spin on the new Suzook a few weeks back. Here is Ryan Adams’ take on the Suzuki GSX-S1000GX+, an updated version of the bike:

More details in the photo gallery below, and you can see MO’s full review here.

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Deals of the Week! Wed, 24 Jan 2024 05:01:08 +0000 ADVrider’s Deals of the Week, saving you money one click at a time. Merlin […]

The post Deals of the Week! appeared first on Adventure Rider.

ADVrider’s Deals of the Week, saving you money one click at a time.

Merlin Ranton 2 D3O gloves (20% off)

These waxed-cotton-and-leather gloves are a bit of a different formula than the usual textile stuff you get, or full-leather construction. They have a waterproof membrane liner that should resist the rain as well as what you’d find in any other textile or leather glove. Armored knuckles, too. About $72 at Revzilla after discounts.

MSR SC2 helmet (36-40% off)

Get ready for dirt bikin’ with a new helmet for you… or your kids! A sale at Revzilla makes the youth helmet $59.99 and the adult version $69.99. A PC/ABS shell, EPS liner, and DOT/ECE approved. A choice of colors so you can match if your kids like that idea, or don’t match if they hate the idea…

Tusk Pilot panniers (33% off)

A set of basic textile panniers with accessory water bottle holders (attachable via MOLLE strips) for about $225 after discount. Thirty five liter capacity per pag, made of a 2520D nylon material with TPU reinforcement panels and your choice of either black and gray or black and tan color. Removable waterproof liners keep your gear dry. A replaceable strap system makes them easier to mount than previous designs.

Aerostich gear sale (extra 20% off)

Aerostich has a Sale section on its website for stuff it’s trying to move on. Right now, they’re offering an extra 20 percent off that already-discounted gear. Maybe the best price you’ll ever get on new Aerostich gear—see more details here.

Dainese Air Frame D1 Jacket (50% off)

Still on sale, maybe because it’s winter in North America and mesh jacket sales aren’t exactly booming? Whatever the case, it’s a good deal on high-quality, Euro-designed riding gear—50 percent off, for a $150 price tag. This is a summer riding jacket, so depending where you live, it might be a poor seasonal choice in January! It does come with a windproof liner, but there’s no mention of waterproofing… which would be just fine for a rider who prefers a purpose-built over-layer for rainy rides. The large mesh panels are made of QuickDry fabric, so a quick summer shower won’t leave you soggy all day anyway. Comes with protectors in shoulder and elbow, but no back protector (you can add one, though). And of course, like all Dainese stuff, lots of attention paid to fit and finish for long-term comfort.

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Kawasaki Takes The Wraps Off Ninja Z 7 and Z 7 Hybrids Wed, 24 Jan 2024 02:30:24 +0000 We’ve already told you about Kawasaki’s two hybrid motorcycles that were being shown at […]

The post Kawasaki Takes The Wraps Off Ninja Z 7 and Z 7 Hybrids appeared first on Adventure Rider.

We’ve already told you about Kawasaki’s two hybrid motorcycles that were being shown at EICMA. Well now, Kawasaki has confirmed that the two hybrid motos will be available in the USA. The 2024 Kawasaki Ninja Z 7 Hybrid (link)  and the 2024 Kawasaki Z 7 Hybrid (link) are essentially the same bikes revealed in our EICMA coverage. Check out the links for our first take details.

With the US unveiling, Kawasaki offered a few more details for both machines:

2024 Kawasaki Ninja 7 Hybrid

  • Strong hybrid power unit: uses 451 cc liquid-cooled parallel twin engine and a liquid-cooled traction motor rated at 7.0 kW (9.0 kW max) powered by a 48V lithium-ion battery pack located beneath the seat.
  • Three drive modes for three riding experiences (EV, Sport-Hybrid, ECO-Hybrid)
  • E-boost: increased performance and liter-bike level acceleration (available only in Sport-Hybrid mode, it temporarily (5 seconds) increases overall output to match a 650 cc class machine)
  • Walk mode with reverse: Once the motorcycle is stationary, pushing a dedicated button moves the bike forward or backward at 2 mph for easier parking and maneuvering
  • 6-speed automated manual transmission (full automatic (EV mode) manual button shift (Sport-Hybrid) and personalized settings in (ECO-Hybrid)
  • Idling stop function
  • Automatic Launch Position Finder (ALPF): when the motorcycle comes to a complete stop, ALFPF automatically returns the transmission to first gear)
  • Zero emissions, quiet running
  • Futuristic hybrid design
  • Sporty Kawasaki handling and styling
  • All LED lighting
  • Full-color TFT color instrumentation with smartphone connectivity: 4.3-inch full-color TFT with automatic background color change from white to black when ambient light is low. Display functions include: drive mode indicator, e-boost gauge, clock, connected device notifications (Bluetooth®, mail, telephone), gear position indicator (N, 1-6), speedometer, odometer, dual trip meters, cruising range, and a host of indicators.
  • Rideology smartphone connectivity: features vehicle info, riding log, telephone notices, communication sharing, ranking, and maintenance log functions
Kawasaki Ninja Z 7 Hybrid Kawasaki Ninja Z 7 Hybrid Kawasaki Ninja Z 7 Hybrid Kawasaki Ninja Z 7 Hybrid Kawasaki Ninja Z 7 Hybrid Kawasaki Ninja Z 7 Hybrid

Ninja Z 7 Hybrid specs

Ninja 7 Hybrid specs

Other Ninja Z7 Hybrid specs. Image: Kawasaki

2024 Kawasaki Z 7 Hybrid

As for the 2024 Kawasaki Z 7, specs are nearly identical to the Ninja Z 7 Hybrid.  So you can think of the Z 7 Hybrid as a naked version of the Ninja Z 7 Hybrid but with a more relaxed riding position and more comfort for the rider and passenger. The specs for the Z 7 Hybrid are nearly identical when compared to the Ninja Z 7 Hybrid, with seat height and kerb weight being omitted for the Z 7 Hybrid.

Kawasaki Z 7 Hybrid Kawasaki Z 7 Hybrid Kawasaki Z 7 Hybrid Kawasaki Z 7 Hybrid Kawasaki Z 7 Hybrid


Kawasaki Z 7 Hybrid

Specs of the Kawasaki Z 7 Hybrid are nearly identical to those of the Ninja Z 7 Hybrid. Image: Kawasaki


The 2024 Kawasaki Ninja Z 7 Hybrid and 2024 Kawasaki Z 7 Hybrid have an MSRP of $12,499.  Both are available now.

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2024 Kawasaki Z500 ABS Released To USA Wed, 24 Jan 2024 02:30:20 +0000 Kawasaki is bringing its new Z500 to the US. It appears to be the […]

The post 2024 Kawasaki Z500 ABS Released To USA appeared first on Adventure Rider.

Kawasaki is bringing its new Z500 to the US. It appears to be the same machine that we told you about at EICMA. But now we have more details about the new machine. It’s very similar to the Ninja Z500, except the Z500 is the less focused and comfortable naked version.

So, if you want to know the finer details of the naked Z500, head over to our story on the 2024 Ninja Z500. If you need a little incentive to find out more, Kawasaki lists the Z500’s key features as follows:

  • A larger engine boosts performance
  • Engine is powerful yet has smooth, predictable response
  • Assist and slipper clutch has light pull and wide engagement range for easy use
  • large front brake of superb stopping power
  • Low seat design helps improve reach to the ground
  • New bodywork reflects the Kawasaki Sugami styling heritage
Z 500 Z 500 Z 500 Z 500 Z 500 Z 500 Z 500 Z 500 Z 500 Z 500

That’s not a lot of specific information, but Team Green did release some of the machine’s mechanical specs. And as we told you above, they are pretty much the same as those found on the 2024 Ninja Z500. As with the Ninja 500, there’s also a Z500 SE version with add-on options.

In the interim, here’s a breakout of the mechanical specs which match the Ninja 500’s:

Z 500

Kawasaki’s published specs for the 2024 Z500. Image: Kawasaki

There are some significant changes to the bike’s engine, chassis components, and tech, so once again, we suggest you check out the story on the Ninja 500 and Ninja 500 SE for complete details.

Pricing And Availability

The Z500 ABS has an MSRP of $5,599, while the Z500 SE carries a $6,299 price tag. Both machines are available now.

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Kawasaki Reveals The Ninja 500 Wed, 24 Jan 2024 02:30:19 +0000 We first saw the new Kawasaki Ninja 500 at EICMA and now Team Green […]

The post Kawasaki Reveals The Ninja 500 appeared first on Adventure Rider.

We first saw the new Kawasaki Ninja 500 at EICMA and now Team Green has pulled the wraps off its newest Ninja. This time around, they have upped the Ninja 400’s ante with a larger displacement sibling. Looking like its predecessor, the new Ninja 500 has more of pretty much everything when compared to the Ninja 400.


The new Ninja 500 carries a 4-Stroke, Liquid-Cooled, DOHC, 4-valve cylinder head, parallel twin engine displacing 451 cc. The increased displacement comes courtesy of its 6.8 mm longer stroke. It also has a new crankshaft, connecting rods, pistons, and an optimized compression ratio.

According to Team Green, the new engine offers increased power and quicker acceleration. Kawasaki did not release a horsepower rating for the engine but do say that it makes 31.7 lb-ft of torque at 7,500 rpm. But with its larger displacement and fresh engine internals, it likely makes somewhat more horsepower than the Ninja 400 which makes a claimed 48.9 hp.


Ninja 500

The 2024 Ninja 500. Photo: Kawasaki


Kawasaki says the Ninja 500’s trellis frame is similar to the one found in the Ninja H2. They claim it was created using an advanced dynamic rigidity analysis and placed the engine in the frame as a stressed member. This ensures optimum rigidity with minimal weight. Connecting to the frame is a square tube swingarm that does not require any gusseting.


Up front, you will find a non-adjustable 41 mm telescopic fork. At the back of the machine, is a bottom link Uni-Trac® rear suspension with 5 way pre-load adjustability. Pre-load changes can be made using the tools found in the bike’s on-board tool kit.

Ninja 500

The Ninja 500 SE with its larger windshield. Photo: Kawasaki


You put the whoa on the mid-sized Ninja using the front wheel’s 310 mm semi-floating disc gripped by a dual-piston caliper at the front. Adding to the front’s stopping ability is a 220 mm disc grabbed by a dual-piston caliper with 27 mm pistons. You can get the Ninja 500 with or without ABS.


You’ll find a pair of 17-inch, star pattern, 5-spoke wheels reminiscent of those found on the Ninja 650 on the Ninja 500. These wheels are shod with radial tires sized at 110/70-17 on the front and a 150/60-17 on the rear.


Kawasaki says the Ninja 500 prioritizes rider comfort and control in its design. The bike’s clip-on handlebars are higher and the footpegs placed slightly forward to provide a rider triangle suitable for different riders and riding scenarios. In addition, they say the machine’s bodywork offers excellent wind protection and promotes efficient airflow around the rider, enhancing comfort. Seat height is set at 30.9 inches, which should make the bike more friendly to new riders.

Ninja 500


The new Ninja 500 features an all-new high-contrast LCD instrument panel. It features a bar-style tachometer over the speedometer, gear position indicator, fuel gauge, dual trip meters, odometer, remaining range, current and average fuel consumption, coolant temperature, clock, connected device notifications (Bluetooth®, mail, telephone), service indicator, and the economical riding indicator.

As an added plus, the Ninja 500 offers riders “seamless connectivity to their motorcycle using Kawasaki’s RIDEOLOTY THE APP feature. The app can provide several functions including:

  • Vehicle info: displays battery voltage on the rider’s smartphone
  • Riding log: rider can log GPS Route information and vehicle running info from a smartphone
  • Telephone notices: the bike display indicates receipt of a call or email
  • Communication sharing: riders can share their profile, location, and riding logs using Kawasaki’s RIDEOLOGY THE APP.
  • Maintenance log: Manage maintenance history, refueling, lubrication, oil changes, consumable parts replacement, and periodic inspections
Ninja 500

The 2024 Ninja 500 wearing its passion red paint. Photo: Kawasaki

Ninja 500 SE

Kawasaki is also offering a special edition Ninja 500 with distinctive colors, graphics, and other exclusive features. The SE model also gets a full-color TFT display, KIPASS, Kawasaki’s Intelligent Proximity Activation Start System, which allows the rider to release the bike’s steering lock and main switch remotely. You’ll also find a covered USB-C outlet on the left side of the instrument panel.

The Ninja 500 SE also boasts other ergonomic and protective features. For rider comfort, a larger windshield helps keep the wind blast off the rider. For bike protection, the SE has a radiator screen and frame sliders. On the aesthetic side of things, the Ninja 500 SE includes a cover for the passenger seat, a tank pad and knee grips for improved rider comfort and grip, and LED rear turn signals.

Ninja 500

The full color TFT display found on the Ninja 500 SE. Photo: Kawasaki

Ninja 500 KRT Edition

There’s also a KRT Edition with the features of the Ninja 500 but adds Lime Green/Ebony paint.

Pricing And Availability

The Kawasaki Ninja 500 has an MSRP of $5,299, while the KRT Edition carries an MSRP of $5,499. If you want ABS, the price rises to $5,699. If you want to move up to the Ninja 500 SE ABS, the MSRP jumps to $6,399. The Ninja 500 is available now.


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Beachcross: An Old Idea Is New In Europe Tue, 23 Jan 2024 10:38:45 +0000 Remember when motocross had a lot less focus on massive whoops? The FIM remembers, […]

The post Beachcross: An Old Idea Is New In Europe appeared first on Adventure Rider.

Remember when motocross had a lot less focus on massive whoops? The FIM remembers, and the new European Beachcross Cup appears to be sort of a move in that direction.

The idea of racing on beaches is almost as old as motorcycles themselves—that’s where the fun started in the early days of Daytona. In North America, there’s been a lot less beach racing in recent years as eco-warriors disapprove of it, but it’s still a thing in Europe. A while back, the FIM announced a new Sand Races World Cup that would use courses mostly made of, you guessed it, beach sand. It seems that idea has morphed into the new European Beachcross Cup.

The PR at the website for the new Beachcross series implies it was made to be easier for riders to take part in, with an attempt to keep costs low. It’s also supposed to be more accessible to city dwellers, who might not be tempted out-of-town to a motocross track, but perhaps might be enticed to a beach day:

This new format aims to cleverly combine the emotion of beachcross with the evocative setting of European beaches, bringing motocross to high level in urban centers to make more and more people aware of the discipline. The European Beach Supercross Championship will start on 3 March 2024 on the Italian beach of Soverato, the birthplace of the Gran TrofeoD’europa which will keep its name historical.

The subsequent stages will cross the most evocative beaches in Europe, culminating in the event final in the UK on 19-21 October 2024. The winner of this pioneering competition will be awarded the title of European Beachcross Champion and receive a prestigious “King of the Sea” as new among the legends who triumphed in previous editions.

It’s an interesting idea, taking advantage of open terrain that’s often quite close to cities, and also making it easier for spectators to get out. So: Could we do something similar in North America?

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The CRF450RX Rally that Honda Never Made Tue, 23 Jan 2024 10:01:30 +0000 The CRF450RX is Honda’s ultimate dirt bike, including everything a rider could ever want. […]

The post The CRF450RX Rally that Honda Never Made appeared first on Adventure Rider.

The CRF450RX is Honda’s ultimate dirt bike, including everything a rider could ever want. Or does it? Some say you shouldn’t mess with perfection, but RS Moto created a kit that turns the standard bike into the ultimate CRF450RX rally machine. Not only that, but French distributor Euroboost is selling turnkey motorcycles with RS Moto’s kit already installed. All you have to do is buy the bike and go racing.

Although the 2024 Honda CRF450RX is already available (under its original name, not as the CRF450RL as we previously reported), the CRF450RX Rally is based on the 2023 model. It takes time to design, install, and test parts, so this makes sense, at least for as long as the 2023 model is still available. The upgrade package is extensive. It replaces the stock gas tank with a pair of 9.5-liter tanks, and adds a pair of 5.5-liter tanks in the rear, for a total of 30 liters of onboard fuel capacity and two fuel pumps to manage it. The already large 260mm front rotor gets upgraded to 300mm, and the footpegs, and radiator are bigger as well.

Honda CRF450RX Rally kit

Photo: RS Moto

A larger clutch cover increases oil capacity, as does an oil cooler with an additional filter. The beefy engine guard is carbon fiber to keep the weight down. A stronger billet triple clamp beefs up the handling, and a steering damper helps keep the bike pointed where you want it. A stronger chain reduces the chances of breaking in the middle of nowhere. An Arrow exhaust gives a little extra power, but there are no internal engine modifications, likely to preserve the Honda’s reliability.

Honda CRF450RX Rally kit

Photo: RS Moto

The rider gets a bit of help as well. Foam grips help cushion the hands and an Alcantara seat cushions your backside for those rare times you’re sitting down. Dual LED headlights illuminate the road, trail, or open desert ahead of you, and an LED tail light makes you more visible from behind. The instrumentation tower gets a big upgrade, with an ICO Racing Rally Max G satellite trip computer, plus handlebar buttons to operate it. An F2R road book holder is included as well because low-tech navigation always works.

RS Moto sells this entire kit for $14,000, while Euroboost will sell you a CRF450RX Rally with the kit already installed, as long as you can figure out how to buy one through their website and why they call it an iPod Nano…? Several websites list a price of 25,990 Euros, which translates to about $27,983 US. That’s a whole lot more than a stock 2023 CRF450RX, which Honda will sell you for $9,899, but it’s also a race-ready machine that needs nothing more. Euroboost distributors are selling pre-built bikes in France, but we’re not sure how to get one in North America besides buying the RS Moto kit and building it yourself.

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The 2024 ADVrider Rally List: Which One Are You Headed To? Tue, 23 Jan 2024 08:01:52 +0000 Well here we go again: A new year, and that means it’s time to […]

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Well here we go again: A new year, and that means it’s time to make new riding plans—so maybe it’s time to ride (or return) to one of the many “official” ADVrider rallies?

These inmate-organized events take place all over the US. Here’s a list of what’s coming in 2024, with more perhaps making the list as the winter goes on.

dEATh vALLey nOObs rALLy (March 20-24)

This is one of ADVrider’s longest-running rallies, and the name pretty much sums it up (although many of the attendees are no longer noobs!). From last year, here’s our interview with Joel Paez, aka inmate NSFW, the guy who got this event started and still manages the show today. See deets on this year’s rally here.

WARPED XVIII 2024: “Destinations Unknown” Kernville, CA. (April 2024 Dates TBA)

Just a few weeks later, and also in California, near Bakersfield. Inmate LordMorgan promises “Adventure, cold beer and tomfoolery” and says you will “have an awesome time in the mountains with your friends, ride trails, roads, have beers, camp and make new friends, AND raise money for charity (Stewards of Sequoia a 501c3) to keep trails open to motorbikes.” Ride report from previous rally here; see the rally postings here.

The RDV–Formerly Rick’s Eastern Rendezvous (May 1-5)

The 23rd running for this event. Based out of Tennessee’s Cherohala Mountain Trails Campground; the area is filled with excellent street and dirt riding. A BYOB event, and only $60 if you register early and online, plus a modest tenting fee (limited cabins available, and RV spots). As with all these events, some plans may evolve over the next few weeks (added door prizes or other fun), so keep an eye on the thread here to make your plans. Definitely something you don’t want to miss, if you’re within reasonable traveling distance.

CADVR-17: The Next Best Central Rally (July 26-August 4)

ADV bike fun in the middle of the States. Don’t fly over it, ride to it! This is another long-running event, so if you’ve been before, you know what to expect. Inmate foxfire says “Expect much the same (only with more-better sameness). No fee to rally, but eats and lodging are on you. There will likely be an adventurous overnight to some epic place, wine on a beach, fireside guitar solos, prizes, potluck, and loads of radical riding.” Cannonshot lists some information on the trail riding opportunities here. Looks like there may even be overnight excursions doable from the main campground!


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Ride Baja Or New Mexico With Aprilia Tuareg Experience Tours In 2024 Mon, 22 Jan 2024 20:14:19 +0000 Want to ride Aprilia’s new Tuareg 660, or perhaps you just want to rent […]

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Want to ride Aprilia’s new Tuareg 660, or perhaps you just want to rent a bike, any bike, and tour some exciting adventure riding playground? With the Aprilia Tuareg Experience, you can do both, and they’ve announced two separate tours for 2024. The first heads to Baja California, in Mexico; the second stays in the States, riding the New Mexico backcountry.

The Baja Tour

This tour is just around the corner, and with entrants limited to only 10, you might find it’s sold out at this point (although these are also the sort of events that tend to be canceled last-minute, leaving an opening… ). This year’s Aprilia Tuareg Experience tour through Baja runs February 16 through 23, taking riders from the border all the way down to Bahia de Los Angeles, about half-way down the peninsula. There, the tour turns around and heads back to San Diego; overall, they cover about 1,000 miles.

This is a package tour that includes almost everything—your bike, your accommodations, food, a chase vehicle and a guide. You must have proper riding equipment (DOT helmet, gloves, jacket, boots, pants) and the organizers also say that you must be at least at intermediate dual sport riding skill level, as you’ll be doing 200 miles or so a day that will include a lot of dirt. You have to have your own medical insurance plan, too.

This year, the Baja tour costs $3,750 (plus, of course, your expenses getting to and from the tour’s start in San Diego).

See more details on the Baja trip here.

The New Mexico tour

This tour runs May 29-June 4, so probably before New Mexico heats up too much—at least, it won’t be at its most hellacious temperatures. This ride starts at Taos Ski Valley and heads to Pagosa Springs, Colorado, and then returns. The deal is basically the same: Wear proper gear, have medical insurance, and make sure you can ride the off-road mileage safely (you need to be at least intermediate skill). Room and board is included in the price.

This tour is a bit cheaper—you can run it on a rented Aprilia for $2500, or you can bring your own bike and get a rate of $1500. This is probably partly because there are only really three days of riding on this tour.

See more details on the New Mexico trip here.

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Honda SCL500 Scrambler Mon, 22 Jan 2024 11:03:34 +0000 A Honda is a Honda is a Honda. Hell, I could ride a fleet […]

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A Honda is a Honda is a Honda. Hell, I could ride a fleet of motorcycles while blindfolded and still tell you which of them are Hondas. (Need I add that the previous sentence contains the caveat professional rider closed course?) But how can a Honda be so easily identified? Especially since the Japanese big four make motorcycles with overlapping characteristics. Often eerily so. Back when sporting 600s were all the rage, the four competing motorcycles from the four competing Japanese brands had the exact same bore and stroke. So much for originality. But even with that said, a Honda is still a different animal. And the humble SCL500 is no different.

It comes down to this: a Honda wants you to be a better rider. Things that are of little consequence to other brands are deal-breakers on a Honda. Little things like the clutch engagement point. (I warned you these things were little.) A Honda will not embarrass you by stalling at a stoplight. Details experienced riders rarely think of. But to a beginner, stalling a bike in city traffic is as horrifying as a pilot flying below stall speed.

Hondas are not visceral motorcycles. They’re not meant to be. They’re designed to be cooperative companions. And no motorcycles are more lovingly supportive than Honda’s 500 twins. Comprised of a model range that ranges from mild to milder, the same 471 cc parallel-twin powers the mildly-sporting CBR500R, the mildly-naked CB500F, the mildly dirt-curious CB500X, the absolutely un-rebellious Rebel 500 and, as of this season, the bike we’re focused on here—the SCL500 Scrambler.

Honda, at the bike’s Ventura, California, launch (my invitation was misplaced in the post) made great pains (so I’m told) to link the Scrambler to Honda’s CL72/77 of the 1960s. Let’s look at the details that would inspire Honda to make such a claim: the old bike has a high-routed exhaust pipe and the new bike has a semi-high routed exhaust pipe. That’s it, pretty much. Let’s move on.

The important stuff first: colors. My test bike is matt laurel green metallic. A color de jour in 2023. The second of two colors is a candy orange. You can’t go wrong with either. As far as the dirty bits go, it will come as no surprise to anyone that the Scrambler is mostly based on the Rebel 500. The Scrambler gets a different subframe—to move the seat off the ground to a height of 31.1 inches, an up-from-terra-firma height that works for people who actually have legs.

Here’s an oddity of the spec sheet. The Scrambler has slightly more suspension travel than the CB500X adventure bike. With 5.9 inches up front and 5.7 inches out back, the Scrambler does a decent job of soaking up the worst of miserable road conditions. However—however—the fork is on the soggy side of life, and, since it’s not adjustable, it will remain soggy. But the Scrambler isn’t any more of a canyon-carver than it is a hardcore motocrosser. And, truthfully, the fork settings are absolutely ideal for its intended use. So, please, ignore this entire paragraph.

Onto the sexy bits. Clutch pull. If I was on my dry-clutch Ducati and felt this little tension when I pulled in the lever, I’d expect to look down and see hydraulic fluid leaking onto my boot from the slave cylinder. But this is a Honda. One finger will suffice. If you can ride a bicycle, you can ride the Scrambler. And that’s the point of this bike. The clutch also has a slip/assist function. Which means that no matter how ham-fisted you are with your downshifts, you’ll be fine. Just fine. Honda fine.

With horsepower likely in the 40s, the little parallel-twin is perhaps the perfect compromise between “don’t scare the beginners” and “enough grunt not to die on the interstate.” It’s an engine that lacks nearly everything: heat, noise, vibration—and even fuel consumption: riding like an idiot I still managed mid-60s mpg.

The Scrambler moves out smartly from stoplights, shifts with the ease of a drunk pounding down a bottle of rot-gut wine, and marches the 419-pound (claimed, wet) Scrambler up to the speed limit with ease. More than the speed limit is available, of course, but what’s the rush? Seventy mph is possible, but the wind noise through your off-brand retro helmet is unpalatable at that speed. I saw 80 mph on the speedo but that was only because I was on the highway and had to make it to a rest stop because I desperately had to pee.

A retraction: I wrote that I “saw” 80 mph on the speedo. And that’s true. Sort of. The circular LCD gauge is so dim that unless you restrict riding to the midnight hours, it’s very nearly illegible. But if you have the vision of a cat, you’ll be able to see gear position, a clock, trip meters, fuel level, average mpg, instant mpg, and, for those of you who live dangerously, a reserve trip meter.

Now, about that exhaust pipe. Yes, that’s what’s bugging you. I get it. The only equivalent I have to the Scrambler’s flat-black exhaust system was buggered-up plumbing in an old house I once owned. The kind of disaster in which the “plumber” was adamant that no trip be made to the hardware store for a length of ABS the correct diameter. The pipe in the old house vacillated nonsensically from inch-and-a-half to four-inch and back again. Flushing the toilet was a fresh adventure each time. “But why can’t it look like the chrome pipes on Honda’s old Scramblers,” the disgruntled have been howling in chorus. Easy. Euro exhaust emissions. It’s the new reality. I don’t like it any more than you do.

But having said lots of middling things about the Scrambler, I need to say this. It’s perfect—for its intended use. Yes, the single front rotor and two-piston caliper isn’t going to drive Brembo out of business, but you can grab a fistful and stop the bike decently well. And, don’t forget, grabby front brakes scare the daylights out of new riders. ABS is standard. As it should be on all bikes.

If you’re coming from a cruiser, with its porky tires, to the Scrambler, you’re in for a surprise. Skinny tires are where it’s at. The 110/80 19-inch Dunlop Trailmax Mixtour-clad front wheel facilitates handling like a bicycle. Truly, it doesn’t feel like any pressure on the broad handlebar is necessary. Just look where you want to go and—bingo!—you’re there. And because two wheels are a necessity on a motorcycle, the 17-inch rear wheel with its 150-section tire is meaty enough to get the business to the ground. Some misanthropes have groused about the Scrambler’s 3.2-gallon fuel tank. Say what? You’re not going to run Dakar on this thing. At most you’re riding to the next town.

With a price of $6,799 USD ($9,100 Canadian), the Scrambler is a very Honda way to get onto two wheels. And, for my money—just a figure of speech, I’m not in the market—the Scrambler is a much better option for people of reasonable inseam than the Rebel 500. Firstly, it’s not as awkward looking as the Rebel, and it puts the rider in a more comfortable and controllable seating position. And the “scrambler” aura just makes it feel more robust. You and I know they’re both the same bike, but not everyone needs to know our secret.

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Sticker Shock Mon, 22 Jan 2024 05:48:37 +0000 A few years ago, when I was stuck at the Rupert River crossing on […]

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A few years ago, when I was stuck at the Rupert River crossing on Quebec’s North Road with two punctured tubes, no repair kit and a ruined tire, my friend drove 1700 kilometers each way to pick me up with his car and trailer. Years later, he sold the trailer and his current car doesn’t have a hitch, so it was finally my time to redress the imbalance a little. He had a bike to trade on something not-quite-new at a dealership 200 kilometers away. I had a truck and trailer. It was a no-brainer that we’d do it together.

While my friend was busy with the paperwork, I had plenty of time to cruise the shiny, new motorcycles on offer, of which there were plenty. Huge sport-tourers, monster car-engined cruisers, vast bling-bedecked ADV bikes, and a whole host of less gargantuan bikes, such as the Triumph Street Scrambler, which looked toy-like and delicate in comparison. But it wasn’t the size of bikes like the Triumph Rocket Three or the BMW K1600GTL that shocked me. After all, I regularly ride a Suzuki Cavalcade which nobody in their right mind would consider svelte. But being someone who typically feeds at the bottom of the motorcycle trough, does my own wrenching, and almost never visits motorcycle dealerships, I was absolutely staggered by some of the new-bike prices. Many of the “higher end” motorbikes were being offered at well over $30,000 CAD – yes, even a couple of fully farkled adventure bikes. Mind boggling. I was in sticker shock. I could buy five perfectly good motorbikes for that amount and still have enough money left over for a decent cross-country tour.

Nick’s 1973 Moto Guzzi Eldorado, in its natural habitat. Photo: Nick Adams

I know some people have more money than sense. And there are those for whom anything less than the “best” (read, most expensive) feel as though they haven’t achieved full Master-of-the-Universe status. But really, $30,000+ for a motorcycle that’s probably going to spend half the year sitting in a heated garage, only be brought out on the sunniest of days and loose 25 percent of its value in the first couple of years? You’ve got to be kidding?

Which brings me to me second observation. I recently bought a new-to-me 2007 Moto Guzzi with 85,000 kilometers (52,000 miles) on the clock. It has been well taken care of, looks like new and runs like new.  In the Guzzi world, such distances are considered by many as “just nicely run-in.” I had to replace the oil, front brake pads and front tire but it’s good to go. But as I looked around the dealership at the used bikes, I was staggered to see that many showed less than 10,000 km on the odometer, and the “high-mileage”  bikes had less than 25,000 kilometers. Now, I understand that motorcycle dealerships are not  interested in taking high-mileage bikes in trade just to have them sit on the shop floor, un-bought and taking up space. But just what constitutes high-mileage anyway? Why does the buying public attach such importance to a few miles? Do motorbikes really wear out quickly, or have we—the potential buying public—been sold the idea that any bike with a few miles under its wheels is half the way to the knacker’s yard?

Well at least it’s a lot newer than his Moto Guzzi… Photo: Nick Adams

I did a quick Google search to see what was generally considered “high-mileage” by the luminaries on the internet and the consensus seemed to be anywhere over 20,000 miles (~30,000 kilometers) depending on the type of machine. At that rate, I, like many on this forum, would have to be looking to buy a new bike almost every year. Obviously, high performance bikes, especially those with small engines, are more likely to have been thrashed and worn than some massive tourer that’s spent most of its life idling along at highway speeds, barely putting any stress on its parts, but the idea that 20,000 miles is high mileage is laughable.

In the old days of air-cooled twins and singles, with sloppy manufacturing tolerances and unsophisticated metallurgy, such an opinion might be warranted—yet, even then there are countless examples of old Brit iron, Airhead BMWs, and yes, even stone age Guzzis that have been around the clock a few times, to indicate that with a modicum of care and the occasional oil change, even the most rudimentary machines can last and last.

Photo: Nick Adams

Modern machines, with their closer tolerances, quality lubrication and sophisticated systems which strive to keep them running in perfect tune, barely wear at all. Here is a tale of 200,000 miles on a Yamaha Super Tenere, or what about over 200,000 miles on a Suzuki V-Strom 1000? Such high mileages are not uncommon. Sure, over these miles the bikes have needed a little maintenance beyond regular oil changes. Fork seals go, brake pads wear out and other minor interventions may be necessary over the miles, but the parts that matter are still going strong.

Perhaps the question shouldn’t be “what is high mileage for a motorcycle.” It should be, “how much basic maintenance am I prepared to do (or pay someone else to do), in order to have a safe and reliable motorbike?” If the answer is “none,” or ‘”next to none,” then start cruising the dealerships for a new, or next-to-new machine. But if the answer is “some,” then bikes with a few miles on the clock shouldn’t put you off. And remember, even those $30,000+ motorcycles, fresh and shiny from the dealership, aren’t immune from wear and tear. They too will require pads, seals, oil, grease, valve adjustments and tires eventually, no matter how astonishing the initial purchase price, as long as they don’t just sit in the garage looking pretty.

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AMA Releases 2024 National Adventure Riding Series Schedule Mon, 22 Jan 2024 05:30:55 +0000 It’s winter, and our motorcycles are parked in many parts of the USA, awaiting […]

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It’s winter, and our motorcycles are parked in many parts of the USA, awaiting the return to better riding weather. And while snow, ice, and freezing temperatures may leave many of us wondering what the new year will bring for adventure riding opportunities, the American Motorcyclist Association (AMA) isn’t waiting for warmer weather and has published its 2024 National Adventure Riding Series schedule.

This year, at least ten events will occur in many different parts of the country. The AMA says it has strategically planned the series to widen the opportunity for local and non-local riders to explore exciting and scenic terrain on both roads and two-track trails. To help ensure the best riding, local clubs have designed the routes at each event and built a whole weekend of activities. You can expect most events to feature camping, bonfires, food, and prizes.

AMA Membership Required

Note that you must have or purchase an AMA membership to participate in the AMA National Adventure Riding Series. A one-event pass membership can be purchased at the event for $20, or you can buy a full AMA membership online or at the event.

The calendar of events is as follows:

Organizer Event Title Location Dates Contact Information
Perry Mountain Motorcycle Club Perry Mountain Tower Run Adventure Ride Plantersville, AL. April 12-14 Brian Duke
(334) 327-5086
Midwest Trail Riders Assn Show Me 500 Bixby, Mo. May 18-19 Steve Thomas
(314) 409-6936
Durty Dabbers Durty Dabbers Great Adventure Ride Lock Haven, PA. June 1-2 Nils Mantzoros
(570) 748-9456
Wisconsin Dual Sport Riders Ride for Research Wabeno, WI. June 8-9 John Newton
(920) 350-2030
Merrimack Valley Trail Riders MTVR Adventure Bike Ride for Cystic Fibrosis Belmont, NH. June 8-9 Mark Stock
(603) 235-1087
Big Bear Trail Riders Big Bear Run 2023 Big Bear Lake, CA June 22-23 Miguel Burgi
(818) 391-3031
Stoney Lonesome Motorcycle Club Buffaloe 500 Columbus, IN. Sept. 14-15 Tyler Klassen
(812) 342-4411
Wisconsin Dual Sport Riders Big Woods 200 Wabeno, WI. Sept. 28-29 John Newton
(920) 350-2030
Dixie Dual Sport Cross-Florida Adventure Ride Daytona, FL. Oct. 26-27 Robert Frey
(727) 919-8299
P&D Promotions Scenic Adventure Ride Morgan Hill, CA. Oct. 26-27 Pete Francini
AMA District 37 Dual Sport LA-Barstow to Vegas Palmdale, CA. Nov. 29-30 Paul Flanders
(626) 684-2336

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2024 Dakar Rally Round-Up: Two Weeks Of Desert Racing Mon, 22 Jan 2024 05:01:30 +0000 The 2024 Dakar Rally ended yesterday. You can see the final results here, but […]

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The 2024 Dakar Rally ended yesterday. You can see the final results here, but the short version is: Ricky Brabec won the race for Honda, with his strongest challenge coming from Ross Branch on the Hero factory bike. KTM and its associated teams didn’t have a great year. But if you want a more in-depth look at what happened:

The Americans (and everyone else) are coming

Dakar used to be a Euro-centric race, with all the best riders coming from Spain, the Netherlands, France, Italy and so on. That’s still true to a certain extent; the best teams are still mostly from Europe. But increasingly, the best riders are coming from other regions.

Honda’s Adrien Van Beveren leads Ricky Brabec through the desert on Stage 10. Photo: Honda

Since Toby Price won the rally in 2016 as the first non-European to ever win the moto category, there has only been one European rider to win—Matthias Walkner, in 2018 (we don’t count Brit-born Sam Sunderland, as he’s lived in the Middle East desert long enough that he’s practically a Bedouin). This year, the race really came down to African Ross Branch vs. American Ricky Brabec. Yeah, Frenchman Adrien Van Beveren was third… but then we had Argentinian Kevin Benavides in fourth, Aussie Toby Price in fifth, and so on.

This is a direct consequence of the rally’s years in South America, which exposed it to a much wider audience. Some of the fastest riders today come from that region, or built their racecraft there. While many longtime fans are understandably unhappy about the race’s departure from its namesake Paris-Dakar route, it may turn out that the biggest consequence of its move is not the location itself, but who’s showing up to race.

Change can be a good thing

At every Dakar, the organizers at the ASO bring in stupid ideas and then ditches them a year or two later. When we heard about the 48-hour Chrono stage, it sounded like one of those stupid ideas.

Map of the Chrono stage in the 2024 rally. Image: ASO

Turns out, the Chrono stage actually mixed things up, a lot. The idea was, instead of a single bivouac to end the day, as is usual on marathon stages, the riders had to stop at 4 PM and head to the next bivouac and stay there the night. They had no guarantee of being at the same camp as their teammates, so their chances of getting spare parts or other help from a mate were drastically reduced. Still, the front-runners mostly ran it safe and smart and finished with minimal drama.

There was some mayhem at the back of the pack, though! Consider the case of Amaury Baratin, who decided to press on after passing the first bivouac on the first day of the Chrono stage. He ended up stranded in the desert overnight without any proper gear; he burrowed into the sand for sleep, missing the sleeping bag and rations that an organization helicopter left him. And because he’d blown his engine’s head gasket early in the stage, he was low on water, as he had to keep topping off the rad. He didn’t drink any of his supply, pouring it into the bike, and when he ran out, he urinated into the rad to keep the cooling system running.


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A post shared by Amaury Baratin (@amaurybaratin)

The next day went no better, and Baratin was stuck in the desert a second night, just short of the end of the stage. It took more of his own drinking water and urine to keep his bike cooled to the end of the stage on the third day… and then he had to overhaul his spare engine to get that into the bike, while everyone else enjoyed rest day.

Dakar has gotten wayyyyyy too organized, too predictable and too structured the past few years, but as long as guys like Baratin keep showing up and giving it their all, it will still be an exciting race.

KTM’s situation isn’t as bad as everyone says

The KTM/Husqvarna/GasGas factory teams didn’t do as well as they have in previous years. But, between them, they still took places 4, 5, 7 and 8 in the top 10. Ninth and tenth overall went to privateer riders, and guess what bikes they had? KTMs.

Taking a look through the standings, there’s been an increase in the number of factory team competitors the past few years, but KTM still absolutely dominates the field. If you’re a privateer, you’re almost certainly on a KTM. Parts supply alone makes the Pierer AG brands the way to go. If you absolutely, positively need a widget in the desert, the KTM truck will have it, and it will also fit your Husky or GasGas.

And as for the rider lineup: Matthias Walkner might not come back from his injury. There’s no denying that Toby Price has slowed down. Husqvarna didn’t replace Skyler Howes this year, and maybe they won’t. But if KTM posted a job opening next week, there would be half-a-dozen guys applying who could all get at least a top-five. They still have a very fast, competent bike and a team that can support it (rumors of Sam Sunderland’s oil drain plug being incorrectly tightened, causing mechanical failure, notwithstanding… ).

Considering he mangled his femur in a crash last summer, Daniel Sanders’ 8th overall was an epic performance. He didn’t have the speed he showed in previous years, but just getting to the starting line meant months of agonizing rehab. Photo: GasGas

But I will say that from a media perspective based on a decade-plus of following the race, there did appear to be small-but-noticeable cutbacks from the coverage. Lots of ADVrider inmates complained about Red Bull’s video content this year, and little changes like that show me that Pierer AG and it sponsors are less interested in spending money on Dakar than they once were. This should be no surprise. Back in December, management said they would “implement cost-cutting measures in the double-digit million range in the 2024 financial year.” You can bet that some of that money is being clawed back from the race program.

We *might* have a replacement for Laia

Laia Sanz finished a very respectable 14th overall in the combined car category. Good for her—she earned that comfortable seat after half a lifetime of bashing her body to bits at Dakar and other races. But since she left, there wasn’t another female rider on a factory team who looked like a top-20 finisher. Mirjam Pol’s best finish ever was 41st, in 2020.

Well, enduro ace Jane Daniels rode Dakar with the Fantic factory team this year, and looked like she has a lot of potential. In her second FIM rally raid, she ended 48th overall, and endeared herself to fans by “booting” her nav tower back into shape at one point, and doing a long, loooooong tow for her broken-down teammate on another stage (about 150 km).

Will she regularly challenge the top 20 or even make the top 10, like Sanz did? Maybe not; Sanz was perhaps the best female motorcycle racer of her generation. But if Daniels continues to ride for Fantic, she’s going to learn rally raid’s tricks of the trade (especially with wily old Franco Picco running the team) and she will be a name to watch for years to come.

Mason Klein and Kove

For the first half of the really, everyone talked about young American rider Mason Klein and his privateer ride aboard a factory-donated Kove (and really, factory-supported once it arrived at Dakar, too; the Kove team helped Klein out). Klein showed that despite last year’s head injury at Dakar, he still has lots of speed and can navigate his way to the front.

Unfortunately, he had no real time to prep his bike before Dakar, and he was riding the latest-generation Kove rally raid machine, which was a mostly unknown factor. It was no surprise when he exited the race half-way. Kove’s other hired guns didn’t fare well this year either, and only Fang Xiangliang finished the race for the factory team outside the Dakar Experience category.

Cesare Zacchetti also ride a satellite Kove to the finish line (and faced some very tough circumstances along the way, spending a night sleeping in the desert to get to the end of Stage 6).

Those are the dangers of running a mostly-untested machine. But now, Kove has given Klein his 2024 Dakar bike to take home and tinker with for the rest of the year:

Will that be enough to keep him around, if a team like KTM comes courting? Maybe, maybe not, but a smart and financially-minded rider might see a lot of potential riding for a team from India or China in the years to come, if the Europeans are dialing back their spending….

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Dakar 2024: See The Photos And Video! Mon, 22 Jan 2024 05:00:08 +0000 The Dakar Rally is over for 2024. As usual, there were some exciting moments […]

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The Dakar Rally is over for 2024. As usual, there were some exciting moments and some surprises. So if you would like to get a brief glimpse of all the action, there are several sites that have some excellent Dakar content.

To start things off, CBC News has some excellent high-resolution photos of the racing action through the Saudi Arabian desert. They are the kind of photos that would be marvelous screensaver or wallpaper shots. You can find CBC News’ photos here.

If video coverage is your thing, there are many good rally highlight videos but for an overall feel of the rally, check out Red Bull’s Best Of Dakar Rally video. If you would like a video with narration of the happenings, you can check out these other Red Bull Best of Dakar Highlights.

Best of Dakar

Best of Dakar (Narrated)

Even navigating your way across a generally faceless desert is a challenge. GPS is not allowed for navigation during the race. And for the moto crowd, their route is prescribed by two spools of paper (called a roadbook) printed with symbolic and somewhat cryptic information. Riders generally scroll through the data as they ride at speed. If you are not familiar with a Dakar roadbook Sam Sunderland gives you an idea of how they work here.

You can also find videos covering what happens behind the scenes during the race. For example, Red Bull has a video detailing how Toby Price’s rally bike is maintained during the rally. The work required is very substantial, with the KTM factory having several people supporting Price’s moto maintenance.

After you’ve witnessed what it takes, you gain an amazing appreciation for what the “Originals” (formerly Malle Moto) racers go through just to make it to the finish line.

Whether you are a paid, factory sponsored race pilot, or someone who attempts to tackle the Dakar in the “Originals” class, you’d best be prepared for some of the most difficult, physically fatiguing, and dangerous racing on the planet. And it’s those that take on that challenge, that make the Dakar a true spectacle.

2024 Dakar Final Results

Last, if you don’t know who won and or finished, here’s a link to the 2024 final Dakar standings.


The post Dakar 2024: See The Photos And Video! appeared first on Adventure Rider.

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Tokyo Gone: Moto Theft That’s All In Fun Sat, 20 Jan 2024 05:34:54 +0000 Now, I want to make a disclaimer here right off the start: Motorcycle theft […]

The post Tokyo Gone: Moto Theft That’s All In Fun appeared first on Adventure Rider.

Now, I want to make a disclaimer here right off the start: Motorcycle theft is rotten, and I have no use for anyone who steals someone else’s bike. And in this short film, Tokyo Gone, a lot of bikes are pinched!

With that out of the way, I think this is kind of a fun short film, as long as you don’t take it too seriously. It combines:

  • Cool vintage motorcycles
  • Some Japanese moto-enthusiast culture
  • Vintage step-through racing
  • Gorgeous riding footage from Japan, mostly urban

‘Course, it’s only in 720p, but remember that this was uploaded to YouTube in 2015, which is basically the Stone Age of that website.

The descriptions tells us:

Life in the megalopolis can grind down even the most badass individual. When the city rubs Aki the wrong way one too many times, she hustles her way onto some sweet retro custom motorcycles and gets gone… Tokyo Gone. or follow us on instagram #speedtractor

Producer: Matthew Roberts
Director: J.J. Koester
Cinematographer: William Greenawalt

Special thanks:
Little Wing Engineering
Cool Beans Cafe
Animal Boat Custom Cycle
Yokohama Swing Boys
Tatsuya Mizuno
Toneya Yukari

SpeedTractor only has two other YouTube uploads; I’ll throw ’em up here, since they’re also interesting looks at the Japanese moto scene:

And another cool look at dirt biking around Tokyo:

I know Japan rarely appears on RTW moto trip lists; it’s hard to get to, it can be expensive, and most Westerners don’t come even remotely close to speaking the language. But ever since I watched Austin Vince and his pals ride through Japan in their Terra Circa mini-series, I’ve wanted to go see for myself. These short films have made that desire even stronger…

The post Tokyo Gone: Moto Theft That’s All In Fun appeared first on Adventure Rider.

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EuroTour: David Goldman’s The Motorcycle Portraits Updated Sat, 20 Jan 2024 00:35:47 +0000 If you got Volume 5 of the ADVrider print mag, then you saw the […]

The post EuroTour: David Goldman’s The Motorcycle Portraits Updated appeared first on Adventure Rider.

If you got Volume 5 of the ADVrider print mag, then you saw the massive photo essay at the end from David Goldman. Goldman is the guy behind The Motorcycle Portraits. According to the website: “The Motorcycle Portraits series began after considering how ubiquitous motorcycles are in developing countries yet a luxury item in more developed countries. Focusing on the people that ride and how the shared use of this machine connects individuals no matter where in the world they live.”

After shooting across North America, Goldman went overseas to shoot in Europe this summer. Here’s what he told us when he got back:

ADVrider: Why take the Motorcycle Portraits on the road, so to speak, to Europe?

David Goldman: I suppose it was a challenge to myself at first. Could I actually get my bike overseas? Could I find an airline that would be open to working with me. The whole trip was predicated on me finding an airline partner. Once I managed to find that in WestJet then it was a matter of carving out the time in my schedule to do it.  I had also photographed in the United States and Canada and I figured if I was going to continue this series then I would need to look beyond the borders. 

ADVrider: It must have been a challenge getting the cash together for the trip—which sponsors helped out? Did you work on other projects while you were over there as well?

David Goldman: It’s true, this was not a cheap date. When you consider the cost of fuel, food and lodging overseas you can imagine the price goes up. I was able to rent out my home on Airbnb and VRBO to help offset the costs of the trip. As well as a few articles I’ve written about the project since. In the end it cost me about 2K but overall I’m happy with that as it has helped to grow the series and when you think about going to the UK/Europe for three months and taking your bike than 2K is not too bad at all.

Photo: Courtesy of David Goldman

ADVrider: How did the whole fly-your-bike process go? Was it easy, hard, was it worth it?

David Goldman: It went very smoothly except for picking the bike up in Ireland and dropping it off in Paris. Both sets of duty employees did not seem to know the rules for bringing in a bike for 90 days or less. This caused a lot of stress but in the end it worked out. I would simply suggest to anyone attempting to do this that they have very clear proof of what they are allowed to do and bring that info with them to show whomever they may need to show it to. Knowing your rights is key. Bluffing might be even better. But it was totally worth it. I had my bike with my luggage, etc. So I was comfortable and knew what to expect from it plus it’s cool that it now has a bunch of stickers on it from all over the place. And after all isn’t it stickers we are all after?

Photo: Courtesy of David Goldman

ADVrider: How did you find subjects to photograph in the UK and EU?

David Goldman: I found them the same way I always do 1) reaching out via social media. 2) getting a referral from a current subject to someone they know and 3) meeting random people on the trip.

Photo: Courtesy of David Goldman

ADVrider: Are all the portraits uploaded to your site now? Who’s been added?

David Goldman: Yes, they are all on the site now:

Photo: Courtesy of David Goldman

ADVRider: Why pick those people?

David Goldman: I found them interesting and they fit in the ethos of the project “people whose lives are deeply connected to motorcycles, racers, builders, collectors and world travelers.”

Photo: Courtesy of David Goldman

ADVrider:  Where do you want to take the Motorcycle Portraits next? Do you have other continents you want to visit, or perhaps other corners of the moto scene that you want to explore?

David Goldman: I would like to see if I can get to Australia.

ADVrider: Where/how can people find out more about your project?
David Goldman: At and on my Instagram:

The post EuroTour: David Goldman’s The Motorcycle Portraits Updated appeared first on Adventure Rider.

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2024 Dakar Rally, Day 15: Ricky Brabec Wins Again! Fri, 19 Jan 2024 13:46:45 +0000 Honda’s Ricky Brabec is once again the Dakar Rally champion! On Stage 12 today, […]

The post 2024 Dakar Rally, Day 15: Ricky Brabec Wins Again! appeared first on Adventure Rider.

Honda’s Ricky Brabec is once again the Dakar Rally champion! On Stage 12 today, Brabec played a smart game and finished seventh. But, rival Ross Branch (Hero) only managed ninth on the day, instead of making massive time gains. The end result: Brabec wins again, his second championship at Dakar (he first won in 2020).

Stage 12 is always short, with a lot less chance for things to go wrong and a lot less chance for riders to gain time against the front-runners, so Brabec’s win was never really a question.

Brabec raced smart, not really turning up the heat until after Stage 6. With the rest day past, Brabec took control, never losing a significant amount of time to rivals, never out-running his own capabilities. Honda had a strong team around him, and that helped him nail down that top spot, restricting Branch to second overall.

Speaking of Honda’s team, Adrien Van Beveren landed third overall, his best-ever result at Dakar. No doubt the navigation ace would have preferred to win the whole affair, but it seems that the overall victory will elude him, unless he perfects his racecraft and has luck go his way. Frankly speaking, he’s lucky to have finished at all, after running into a camel herd on Stage 11!

Branch began to emerge as sort of a people’s favorite this year, and can be rightly proud of putting Hero on the second podium step. It’s the first time a non-Honda or KTM/GasGas/Husqvarna has been there in a decade (Olivier Pain rode a Yamaha to third in 2014). Branch has seen some heart-breaking exits from the rally the past few years, and to see him do so well is truly gratifying.

Speaking of the KTM/GasGas/Husqvarna teams: Their highest-ranked rider was Kevin Benavides, taking the factory KTM bike to fourth overall, after winning Stage 12. Benavides and teammate Toby Price actually pushed Honda’s Nacho Cornejo down to sixth overall today, from his fourth-overall position at the start of the stage. No doubt there’s some satisfaction in that, but considering the stranglehold KTM once held on this race, it’s surprising to see their lack of success this year. Luciano Benavides took his Husqvarna to seventh overall, and was never a threat to win this race despite winning the W2RC title in 2023. And Daniel Sanders was eighth on his GasGas, a truly gritty performance considering his comeback from a broken femur last summer, but he was also never really a serious threat to the title. It makes you wonder if the whole KTM/GasGas/Husqvarna program is about to see an overhaul, especially as KTM doesn’t appear to be racing W2RC this year.

Stefan Svitko was once again the top privateer, ninth overall; Tobias Ester won the unassisted Malle Moto category, and ended up 20th overall. It’s very rare for a Malle Moto rider to crack the top 20, and Ester had a consistent, solid race over the past two weeks. It’s even more impressive when you realize it was his first time at Dakar.

Harith Noah won the Rally2 category on a Sherco. Not as big a deal as a RallyGP podium, but it’s good to see Sherco rewarded with a title, especially since they’ve put so much effort in for so many years, without so much as a sniff at a title. If they can keep Noah around, that might change. He was 11th this year; if he learns more and gains speed, he should be capable of a top-10 next year!

In her rookie race, Jane Daniels pushed her Fantic all the way to 48th overall, and will no doubt emerge as the star female rider of the years to come, if she continues to attend. And while the Kove factory didn’t have the same 100 percent finish rate as last year, they still got Fang Xiangliang across the line in 50th overall, with Cesare Zaccheti also finishing on the Kove Italia bike in 82nd.

2024 Dakar Rally Stage 12 Results

2 2
RED BULL KTM FACTORY RACING 01H 49′ 40” + 00H 01′ 00”
3 1 HUSQVARNA FACTORY RACING 01H 49′ 54” + 00H 01′ 14” 00H 01′ 00”
4 42 MONSTER ENERGY HONDA TEAM 01H 50′ 05” + 00H 01′ 25”
5 41 XRAIDS EXPERIENCE 01H 51′ 54” + 00H 03′ 14”
6 16 TEAM DUMONTIER RACING 01H 52′ 03” + 00H 03′ 23”
7 9 MONSTER ENERGY HONDA TEAM 01H 52′ 11” + 00H 03′ 31”
8 28 BAS WORLD KTM RACING TEAM 01H 52′ 16” + 00H 03′ 36”
9 46 HERO MOTOSPORTS TEAM RALLY 01H 52′ 42” + 00H 04′ 02”
10 18 BAS WORLD KTM RACING TEAM 01H 52′ 59” + 00H 04′ 19”
11 20 SHERCO TVS RALLY FACTORY 01H 52′ 59” + 00H 04′ 19”
12 5 RED BULL GASGAS FACTORY RACING 01H 54′ 18” + 00H 05′ 38”
13 142 SLOVNAFT RALLY TEAM 01H 54′ 21” + 00H 05′ 41”
14 76 DUUST RALLY TEAM 01H 54′ 21” + 00H 05′ 41”
15 57 FANTIC RACING RALLY TEAM 01H 54′ 49” + 00H 06′ 09”
16 24
BAS WORLD KTM RACING TEAM 01H 54′ 54” + 00H 06′ 14”
17 70 ORION – MOTO RACING GROUP 01H 56′ 19” + 00H 07′ 39”
18 23 ORION – MOTO RACING GROUP 01H 57′ 20” + 00H 08′ 40”
19 96 KINI RALLY RACING TEAM 01H 58′ 14” + 00H 09′ 34”
20 11 MONSTER ENERGY HONDA TEAM 02H 00′ 05” + 00H 11′ 25”
21 29 KOVE 02H 00′ 06” + 00H 11′ 26”
22 30 DRAG’ON RALLY TEAM 02H 00′ 52” + 00H 12′ 12”
23 62 FANTIC RACING 02H 01′ 36” + 00H 12′ 56”
24 26 DUUST RALLY TEAM 02H 02′ 20” + 00H 13′ 40”
25 115 ALL1 TEAM 02H 02′ 31” + 00H 13′ 51”
26 140 XRAIDS EXPERIENCE 02H 03′ 38” + 00H 14′ 58”
27 103 HT RALLY RAID HUSQVARNA RACING 02H 04′ 59” + 00H 16′ 19”
28 43 ORION – MOTO RACING GROUP 02H 05′ 08” + 00H 16′ 28”
29 36 CRÉDITO AGRÍCOLA – MARIOPATRAO.COM 02H 05′ 09” + 00H 16′ 29”
30 34 AUTONET MOTORCYCLE TEAM 02H 05′ 11” + 00H 16′ 31”
31 172 YAMAHA RACING – SMX – DRAG’ON 02H 05′ 14” + 00H 16′ 34”
32 174 7240 TEAM / DRAGON RALLY SERVICE 02H 05′ 29” + 00H 16′ 49”
33 73 HT RALLY RAID HUSQVARNA RACING 02H 07′ 18” + 00H 18′ 38”
34 37 ANQUETY MOTORSPORT 02H 07′ 20” + 00H 18′ 40”
35 39 TEAM ESPRIT KTM 02H 08′ 05” + 00H 19′ 25”
36 7 MONSTER ENERGY HONDA TEAM 02H 09′ 07” + 00H 20′ 27” 00H 18′ 00”
37 82 PEDREGA TEAM 02H 10′ 27” + 00H 21′ 47”
38 86 TEAM ALL TRACKS 02H 10′ 32” + 00H 21′ 52”
39 106
UNIVERSAL RIDE 02H 11′ 48” + 00H 23′ 08”
40 148 BAS WORLD KTM RACING TEAM 02H 13′ 02” + 00H 24′ 22”
41 33
STROJRENT RACING 02H 13′ 38” + 00H 24′ 58”
42 99 XRAIDS EXPERIENCE 02H 14′ 50” + 00H 26′ 10”
43 105 NOMADE RACING 02H 16′ 41” + 00H 28′ 01”
44 61 SP MOTO BOHEMIA 02H 17′ 17” + 00H 28′ 37”
45 104 TLDRACING 02H 19′ 25” + 00H 30′ 45”
46 101 ORION – MOTO RACING GROUP 02H 20′ 17” + 00H 31′ 37”
47 112 DAKAR 4 DAKAR 02H 21′ 00” + 00H 32′ 20”
48 110 FANTIC RACING 02H 21′ 17” + 00H 32′ 37”
49 81 KOVE 02H 22′ 01” + 00H 33′ 21”
50 147 NOMADE RACING 02H 22′ 37” + 00H 33′ 57”
51 171 VARGA MOTORSPORT TEAM 02H 23′ 37” + 00H 34′ 57”
52 120 HT RALLY RAID HUSQVARNA RACING 02H 25′ 23” + 00H 36′ 43”
53 97
JP1 KEWS DAKAR RALLY TEAM 02H 28′ 36” + 00H 39′ 56”
54 87 PODMOL DAKAR TEAM 02H 29′ 37” + 00H 40′ 57”
55 127 NOMADE EXPERT MINING SOLUTION 02H 29′ 48” + 00H 41′ 08”
56 93 VENDETTA RACING UAE 02H 29′ 57” + 00H 41′ 17”
57 102 ORION – MOTO RACING GROUP 02H 30′ 02” + 00H 41′ 22”
58 107 DNA AIR FILTERS- ENDURO GREECE 02H 30′ 09” + 00H 41′ 29”
59 67 XRAIDS EXPERIENCE 02H 31′ 07” + 00H 42′ 27”
60 175 CFMOTO THUNDER RACING TEAM 02H 31′ 50” + 00H 43′ 10”
61 170 STORY RACING 02H 32′ 31” + 00H 43′ 51”
62 100 STUART GREGORY 02H 33′ 44” + 00H 45′ 04”
63 79 HORIZON MOTO 95 02H 34′ 43” + 00H 46′ 03”
64 90 NOMADE RACING 02H 34′ 49” + 00H 46′ 09”
65 178 DRAG’ON RALLY TEAM 02H 34′ 59” + 00H 46′ 19”
66 64 TEAM GP MOTORS 02H 35′ 25” + 00H 46′ 45”
67 66 BAS WORLD KTM RACING TEAM 02H 35′ 42” + 00H 47′ 02”
68 94 VENDETTA RACING UAE 02H 36′ 09” + 00H 47′ 29”
69 129 TEAM DUMONTIER RACING 02H 36′ 22” + 00H 47′ 42”
70 75
ZERO MILEAGE RALLY TEAM 02H 37′ 29” + 00H 48′ 49”
71 132 TEAM RAF 02H 37′ 39” + 00H 48′ 59” 00H 00′ 10”
72 32 AMERICAN RALLY ORIGINALS 02H 38′ 43” + 00H 50′ 03”
73 122 HALEEM 02H 40′ 14” + 00H 51′ 34”
74 144 HT RALLY RAID HUSQVARNA RACING 02H 41′ 04” + 00H 52′ 24”
75 65 GUILLAUME CHOLLET 02H 41′ 32” + 00H 52′ 52”
76 141 VB X KRAY&CO 02H 41′ 43” + 00H 53′ 03”
77 138 HT RALLY RAID HUSQVARNA RACING 02H 41′ 51” + 00H 53′ 11” 00H 02′ 00”
78 53 JOYRIDE RACE SERVICE 02H 42′ 28” + 00H 53′ 48”
79 83 NOMADE RACING 02H 42′ 32” + 00H 53′ 52”
80 131 TEAM RAF 02H 42′ 59” + 00H 54′ 19”
81 146 CLUB AVENTURA TOUAREG 02H 43′ 17” + 00H 54′ 37”
82 128 MAX BIANUCCI NOMADE RACING 02H 45′ 01” + 00H 56′ 21”
83 49 KOVE ITALIA 02H 46′ 18” + 00H 57′ 38”
84 113 XRAIDS EXPERIENCE 02H 48′ 02” + 00H 59′ 22”
85 80 CLUB AVENTURA TOUAREG 02H 48′ 23” + 00H 59′ 43”
86 84 RALLY POV 02H 48′ 48” + 01H 00′ 08”
87 136 HT RALLY RAID HUSQVARNA RACING 02H 49′ 56” + 01H 01′ 16” 00H 02′ 00”
88 130 JOYRACE / ACAMPOS 02H 49′ 57” + 01H 01′ 17”
89 145 HT RALLY RAID HUSQVARNA RACING 02H 50′ 00” + 01H 01′ 20”
90 38 TEAM BENERGY MONFORTE RALLY – GALICIA CA 02H 50′ 33” + 01H 01′ 53” 00H 00′ 10”
91 126 PEDREGA TEAM 02H 51′ 47” + 01H 03′ 07”
92 143 PEDREGA TEAM 02H 55′ 45” + 01H 07′ 05”
93 85 TBRACING 02H 56′ 45” + 01H 08′ 05”
94 51 MELILLA CIUDAD DEL DEPORTE 02H 57′ 18” + 01H 08′ 38”
95 109 CLUB AVENTURA TOUAREG 02H 57′ 48” + 01H 09′ 08”
96 21 DUUST RALLY TEAM 02H 58′ 59” + 01H 10′ 19”
97 179 HANI ALNOUMESI 03H 09′ 41” + 01H 21′ 01”
98 121 NOMADE RACING 03H 24′ 53” + 01H 36′ 13”
99 45 KOVE 03H 40′ 43” + 01H 52′ 03” 00H 44′ 30”
100 119 ALL1 TEAM 06H 36′ 07” + 04H 47′ 27”
101 114 ALL1 TEAM 06H 38′ 37” + 04H 49′ 57”
102 40
PONT GRUP – YAMAHA 06H 42′ 07” + 04H 53′ 27”
103 117 ALL1 TEAM 06H 45′ 37” + 04H 56′ 57”


2024 Dakar Rally Final Standings

1 9 MONSTER ENERGY HONDA TEAM 51H 30′ 08” 00H 01′ 00”
2 46 HERO MOTOSPORTS TEAM RALLY 51H 41′ 01” + 00H 10′ 53” 00H 01′ 00”
3 42 MONSTER ENERGY HONDA TEAM 51H 42′ 33” + 00H 12′ 25”
4 47 RED BULL KTM FACTORY RACING 52H 08′ 56” + 00H 38′ 48” 00H 04′ 00”
5 2
RED BULL KTM FACTORY RACING 52H 15′ 36” + 00H 45′ 28”
6 11 MONSTER ENERGY HONDA TEAM 52H 16′ 46” + 00H 46′ 38” 00H 06′ 00”
7 1 HUSQVARNA FACTORY RACING 52H 23′ 39” + 00H 53′ 31” 00H 16′ 00”
8 5 RED BULL GASGAS FACTORY RACING 52H 44′ 40” + 01H 14′ 32”
9 142 SLOVNAFT RALLY TEAM 53H 26′ 36” + 01H 56′ 28”
10 23 ORION – MOTO RACING GROUP 54H 18′ 57” + 02H 48′ 49” 00H 01′ 00”
11 20 SHERCO TVS RALLY FACTORY 54H 24′ 44” + 02H 54′ 36”
12 16 TEAM DUMONTIER RACING 54H 29′ 41” + 02H 59′ 33”
13 18 BAS WORLD KTM RACING TEAM 54H 31′ 12” + 03H 01′ 04” 00H 02′ 00”
14 76 DUUST RALLY TEAM 54H 43′ 07” + 03H 12′ 59” 00H 15′ 00”
15 24
BAS WORLD KTM RACING TEAM 54H 53′ 29” + 03H 23′ 21” 00H 06′ 00”
16 28 BAS WORLD KTM RACING TEAM 54H 56′ 38” + 03H 26′ 30” 00H 00′ 10”
17 7 MONSTER ENERGY HONDA TEAM 57H 06′ 47” + 05H 36′ 39” 00H 46′ 00”
18 30 DRAG’ON RALLY TEAM 57H 48′ 33” + 06H 18′ 25” 00H 28′ 30”
19 41 XRAIDS EXPERIENCE 57H 58′ 46” + 06H 28′ 38” 00H 23′ 00”
20 96 KINI RALLY RACING TEAM 58H 17′ 00” + 06H 46′ 52” 00H 37′ 00”
21 73 HT RALLY RAID HUSQVARNA RACING 58H 35′ 08” + 07H 05′ 00”
22 43 ORION – MOTO RACING GROUP 58H 56′ 58” + 07H 26′ 50” 00H 15′ 00”
23 34 AUTONET MOTORCYCLE TEAM 59H 02′ 11” + 07H 32′ 03”
24 26 DUUST RALLY TEAM 59H 30′ 02” + 07H 59′ 54”
25 37 ANQUETY MOTORSPORT 60H 22′ 22” + 08H 52′ 14” 00H 15′ 00”
26 39 TEAM ESPRIT KTM 60H 34′ 20” + 09H 04′ 12” 00H 02′ 00”
27 33
STROJRENT RACING 61H 00′ 08” + 09H 30′ 00”
28 140 XRAIDS EXPERIENCE 61H 12′ 16” + 09H 42′ 08” 00H 41′ 00”
29 36 CRÉDITO AGRÍCOLA – MARIOPATRAO.COM 61H 22′ 55” + 09H 52′ 47” 00H 38′ 00”
30 86 TEAM ALL TRACKS 62H 45′ 13” + 11H 15′ 05” 00H 02′ 00”
31 62 FANTIC RACING 62H 52′ 59” + 11H 22′ 51” 01H 16′ 00”
32 103 HT RALLY RAID HUSQVARNA RACING 63H 21′ 19” + 11H 51′ 11” 00H 07′ 10”
33 106
UNIVERSAL RIDE 63H 57′ 58” + 12H 27′ 50” 00H 39′ 10”
34 174 7240 TEAM / DRAGON RALLY SERVICE 64H 16′ 53” + 12H 46′ 45” 00H 20′ 00”
35 82 PEDREGA TEAM 64H 21′ 17” + 12H 51′ 09” 00H 17′ 10”
36 172 YAMAHA RACING – SMX – DRAG’ON 64H 24′ 52” + 12H 54′ 44” 00H 17′ 00”
37 115 ALL1 TEAM 65H 32′ 59” + 14H 02′ 51” 01H 38′ 00”
38 105 NOMADE RACING 65H 40′ 32” + 14H 10′ 24” 00H 17′ 20”
39 148 BAS WORLD KTM RACING TEAM 66H 15′ 13” + 14H 45′ 05” 00H 16′ 00”
40 99 XRAIDS EXPERIENCE 66H 21′ 17” + 14H 51′ 09” 00H 01′ 00”
41 53 JOYRIDE RACE SERVICE 67H 16′ 55” + 15H 46′ 47” 00H 16′ 00”
42 61 SP MOTO BOHEMIA 67H 21′ 38” + 15H 51′ 30” 00H 43′ 10”
43 101 ORION – MOTO RACING GROUP 67H 21′ 52” + 15H 51′ 44” 00H 02′ 10”
44 147 NOMADE RACING 67H 53′ 45” + 16H 23′ 37” 00H 30′ 00”
45 97
JP1 KEWS DAKAR RALLY TEAM 68H 13′ 21” + 16H 43′ 13” 00H 36′ 00”
46 171 VARGA MOTORSPORT TEAM 68H 20′ 18” + 16H 50′ 10” 00H 16′ 00”
47 112 DAKAR 4 DAKAR 68H 52′ 40” + 17H 22′ 32” 00H 07′ 00”
48 110 FANTIC RACING 69H 45′ 02” + 18H 14′ 54” 00H 27′ 00”
49 93 VENDETTA RACING UAE 69H 57′ 42” + 18H 27′ 34” 01H 05′ 00”
50 81 KOVE 70H 03′ 55” + 18H 33′ 47” 00H 39′ 00”
51 104 TLDRACING 70H 12′ 19” + 18H 42′ 11” 00H 15′ 10”
52 170 STORY RACING 71H 30′ 38” + 20H 00′ 30” 00H 18′ 00”
53 87 PODMOL DAKAR TEAM 71H 37′ 07” + 20H 06′ 59” 00H 06′ 30”
54 117 ALL1 TEAM 72H 01′ 24” + 20H 31′ 16” 00H 30′ 20”
55 75
ZERO MILEAGE RALLY TEAM 73H 13′ 01” + 21H 42′ 53”
56 102 ORION – MOTO RACING GROUP 73H 18′ 11” + 21H 48′ 03” 01H 00′ 10”
57 120 HT RALLY RAID HUSQVARNA RACING 74H 28′ 50” + 22H 58′ 42” 00H 31′ 00”
58 94 VENDETTA RACING UAE 75H 07′ 28” + 23H 37′ 20” 00H 04′ 40”
59 65 GUILLAUME CHOLLET 76H 18′ 17” + 24H 48′ 09” 00H 22′ 00”
60 66 BAS WORLD KTM RACING TEAM 76H 21′ 48” + 24H 51′ 40” 00H 31′ 00”
61 127 NOMADE EXPERT MINING SOLUTION 77H 02′ 24” + 25H 32′ 16” 01H 02′ 10”
62 100 STUART GREGORY 77H 12′ 48” + 25H 42′ 40” 00H 09′ 00”
63 32 AMERICAN RALLY ORIGINALS 78H 09′ 34” + 26H 39′ 26”
64 80 CLUB AVENTURA TOUAREG 78H 24′ 10” + 26H 54′ 02” 00H 15′ 00”
65 83 NOMADE RACING 78H 32′ 34” + 27H 02′ 26” 00H 41′ 20”
66 64 TEAM GP MOTORS 78H 35′ 57” + 27H 05′ 49” 01H 08′ 00”
67 138 HT RALLY RAID HUSQVARNA RACING 78H 42′ 08” + 27H 12′ 00” 00H 56′ 20”
68 132 TEAM RAF 78H 44′ 25” + 27H 14′ 17” 01H 33′ 10”
69 131 TEAM RAF 78H 49′ 55” + 27H 19′ 47” 01H 34′ 10”
70 119 ALL1 TEAM 79H 03′ 17” + 27H 33′ 09” 00H 08′ 10”
71 90 NOMADE RACING 79H 09′ 30” + 27H 39′ 22” 00H 30′ 00”
72 84 RALLY POV 79H 28′ 17” + 27H 58′ 09”
73 114 ALL1 TEAM 81H 05′ 20” + 29H 35′ 12” 00H 39′ 40”
74 113 XRAIDS EXPERIENCE 81H 19′ 36” + 29H 49′ 28” 00H 01′ 10”
75 141 VB X KRAY&CO 81H 53′ 57” + 30H 23′ 49” 00H 45′ 00”
76 136 HT RALLY RAID HUSQVARNA RACING 82H 02′ 46” + 30H 32′ 38” 01H 57′ 10”
77 128 MAX BIANUCCI NOMADE RACING 82H 08′ 43” + 30H 38′ 35”
78 38 TEAM BENERGY MONFORTE RALLY – GALICIA CA 83H 40′ 29” + 32H 10′ 21” 01H 15′ 30”
79 145 HT RALLY RAID HUSQVARNA RACING 84H 11′ 19” + 32H 41′ 11” 00H 47′ 10”
80 85 TBRACING 86H 20′ 49” + 34H 50′ 41” 00H 45′ 30”
81 107 DNA AIR FILTERS- ENDURO GREECE 91H 44′ 37” + 40H 14′ 29” 01H 00′ 00”
82 49 KOVE ITALIA 91H 58′ 40” + 40H 28′ 32” 00H 45′ 00”
83 129 TEAM DUMONTIER RACING 92H 15′ 27” + 40H 45′ 19” 01H 36′ 00”
84 67 XRAIDS EXPERIENCE 93H 35′ 20” + 42H 05′ 12” 18H 05′ 00”
85 40
PONT GRUP – YAMAHA 97H 06′ 13” + 45H 36′ 05” 20H 30′ 10”
86 126 PEDREGA TEAM 99H 34′ 34” + 48H 04′ 26” 17H 46′ 00”
87 122 HALEEM 102H 39′ 52” + 51H 09′ 44” 00H 59′ 00”
88 51 MELILLA CIUDAD DEL DEPORTE 103H 16′ 18” + 51H 46′ 10” 13H 00′ 00”
89 143 PEDREGA TEAM 104H 10′ 20” + 52H 40′ 12” 19H 55′ 00”
90 21 DUUST RALLY TEAM 106H 55′ 18” + 55H 25′ 10” 36H 50′ 00”
91 79 HORIZON MOTO 95 110H 30′ 53” + 59H 00′ 45” 00H 15′ 00”
92 175 CFMOTO THUNDER RACING TEAM 113H 25′ 50” + 61H 55′ 42” 22H 02′ 00”
93 146 CLUB AVENTURA TOUAREG 116H 11′ 38” + 64H 41′ 30” 26H 45′ 00”
94 70 ORION – MOTO RACING GROUP 119H 42′ 17” + 68H 12′ 09” 50H 45′ 00”
95 57 FANTIC RACING RALLY TEAM 122H 38′ 19” + 71H 08′ 11” 53H 30′ 00”
96 121 NOMADE RACING 123H 59′ 27” + 72H 29′ 19” 19H 36′ 20”
97 45 KOVE 135H 41′ 54” + 84H 11′ 46” 46H 32′ 10”
98 144 HT RALLY RAID HUSQVARNA RACING 175H 49′ 34” + 124H 19′ 26” 82H 00′ 10”
99 29 KOVE 177H 29′ 19” + 125H 59′ 11” 99H 21′ 00”
100 178 DRAG’ON RALLY TEAM 192H 42′ 55” + 141H 12′ 47” 107H 25′ 00”
101 109 CLUB AVENTURA TOUAREG 194H 20′ 43” + 142H 50′ 35” 98H 17′ 00”
102 130 JOYRACE / ACAMPOS 196H 25′ 45” + 144H 55′ 37” 97H 17′ 10”
103 179 HANI ALNOUMESI 200H 03′ 28” + 148H 33′ 20” 75H 54′ 00”

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Husqvarna Revamps The Vitpilen 401 And Svartpilen 401 Fri, 19 Jan 2024 12:49:22 +0000 There are some significant changes to Husqvarna’s Svartpilen and Vitpilen 401 for 2024. The most […]

The post Husqvarna Revamps The Vitpilen 401 And Svartpilen 401 appeared first on Adventure Rider.

There are some significant changes to Husqvarna’s Svartpilen and Vitpilen 401 for 2024. The most significant changes to both models include a new engine and a new frame.  Husky says these changes “…are the biggest technical updates to the ranges since their introduction in 2018.”

First, a new steel trellis frame connects with a lightweight aluminum swingarm and WP suspension. It’s now a two-piece design and incorporates a bolt-on subframe. As a result, both the Svartpilen 401 and Vitpilen 401 have a longer wheelbase and a revised seat height. Husky says the new setup improves cornering behavior while retaining the bike’s stability.

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Husqvarna’s 2024 Svartpilen 401. Photo: Husqvarna

New Engine

Inside the new frame is a new 399 cc single-cylinder engine that replaces the previous 373 cc powerplant. It receives a smaller cylinder head with a larger valve cover and gasket for easier maintenance. Under the valve cover are new camshafts that provide more lift. Revisions were made to the airbox and fuel injection system, and cooling was also enhanced.

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A cutaway of the new 399 cc engine used in the 2024 Svartpilen and Vitpilen. Photo: Husqvarna

According to Husqvarna, the new engine produces approximately 44 hp at 8,500 rpm and nearly 29 lb-ft of torque at 6,750 rpm. They also say the changes provide better weight distribution.  Additionally, both 2024 models come with an improved clutch incorporating a revised shift drum, better fork pins, and a bi-directional quick shifter.

Braking is provided by ByBre with a radial mount four piston caliper cinching the front while a single floating two piston caliper grabs a 240 mm disc at the rear. The two bikes also share technology, including cornering MTC, switchable ride modes, adjustable WP suspension, and Bosch cornering-sensitive ABS. In addition, the 2024 Vitpilen 401 gets new handlebars, which offer reduced weight.

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The 2024 Husqvarna Vitpilen. Photo: Husqvarna

The wheelsets for both machines use 17-inch rims. However, the Vitpilen 401 receives a cast aluminum 6-spoke aero designed rims with Michelin Power 6 tires. The Svartpilen gets  spoked wheels shod with Pirelli Scorpion Rally STR tires.

Other updates include new LED lighting, switchgear, forged aluminum pegs, self cancelling turn signals, and revised mirrors.

The 2024 Vitpilen 401 and Svartpilen 401 will be available from dealers in March, 2024. Pricing for either machine was not announced.

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