When did you first figure out that you were a rider? Me, I didn't realize it at first. As I've told you in the past, I didn't learn to ride motorcycles as a kid (not even dirt bikes, to adult-me's later regret). I also didn't learn to ride bicycles super early, though I did start on those as a kid.

Know what I did try to ride when I was really young, though? My grandparents' dog. I loved him so much, and to four-year-old me, he looked like a horse. He was big, drooly, and so friendly. Very importantly, he loved me. Naturally, my grandma thought this was adorable, but she was also understandably worried that I'd hurt him if I tried to sit on his back.

So, she made me a life-sized stuffed animal version that I could sit on instead.

I loved him, too, and I really love telling people this story as an adult. It was an extremely cool thing that she did, and one that perfectly encapsulates the kind of lovely, caring person she was. Pokémon wasn't a thing yet, but if it was, rest assured that she probably would have tried to make me one of those, too, if I wanted it. It's just who she was.

No, although Pokémon has now been around for more of my life than it hasn't, it came along when I was a little too old to ride on gigantic stuffed animals (though definitely the right age to appreciate the video games). With all that in mind, the fact that Honda has quietly been collaborating with the Pokémon Company to bring its self-balancing tech to the Koraidon Project just thrills me down to my toes.

Seriously, just look at this behind-the-scenes video and let yourself have a minute of childlike wonder.

It's fitting that the first slide at the beginning has the Honda logo, along with the words "How We Move You" and three additional words underneath: Create, Transcend, Augment. As someone who would very much prefer a future filled with Astro Bot and not murderous Boston Dynamics robodogs, Koraidon's whimsical design hits just right.

At the end of the video, you'll also see a big "To Be Continued" splashed across the end. Where is it going? To quote another favorite fictional character, I have no idea where this will lead us, but I have a definite feeling it will be both wonderful and strange.

Further proof that some kids don't grow up; we just get bigger toys.

More Bikes For Big Kids

Not too long ago, Hero MotoCorp was just another name in India’s commuter bike scene—building small, cheap, and ultra-reliable workhorses that ruled the streets. But fast forward to today, and this once-obscure brand is rubbing elbows with some of the biggest names in the industry. The rapid growth of India's motorcycle market has propelled Hero onto the global stage, and it's no longer just about fuel efficiency and budget-friendly rides.

A prime example? Hero’s collaboration with Harley-Davidson. The company is now manufacturing and distributing one of Harley’s smallest-displacement models—the X440—in India, marking a serious step into the premium motorcycle segment.

But perhaps an even bigger flex was Hero’s entry into the Dakar Rally, which is considered the toughest off-road race in the world. While they started off as underdogs, Hero has made serious progress, even securing a stage win in 2022. That’s no small feat.

Based on the design rendering, the XPulse 421 looks like a more off-road focused ADV.

Now, Hero is doubling down on bigger, more capable bikes. Enter the XPulse 421, an off-road capable concept bike which, quite frankly, is a much-needed addition to Hero’s lineup. First teased at EICMA 2024, this bike could be what bridges the gap between the XPulse 200 and full-fledged adventure machines.

Built around an entirely new platform, the XPulse 421 features a 421cc liquid-cooled, single-cylinder engine housed in a trellis frame. Power figures are expected to be in the ballpark of 35 to 40 horsepower, with an emphasis on low-end and mid-range torque—ideal for adventure riding. The bike is also expected to come with upside-down forks up front, a monoshock at the rear (with preload adjustment), and a 21-inch front wheel for proper off-road capability. However, it seems like tube-type tires will be the default setup, which may be a drawback for some riders.

It will surely be a welcome addition to Hero's off-road-focused XPulse lineup. 

The XPulse 421 steps into a seriously competitive space, going head-to-head with the Royal Enfield Himalayan 450, KTM 390 Adventure, CFMoto Ibex 450, and the upcoming TVS Apache RTX. Each of these bikes has its own strengths—RE’s Himalayan brings charm and torque, KTM has the power and tech, and CFMoto is aggressively priced with solid components. Hero needs to get the pricing and positioning right if it wants to stand out.

India’s motorcycle brands are stepping up their game, much like their Chinese counterparts. They’ve got the price advantage, the market demand, and now, the ambition to build bikes that compete on a global scale. If the XPulse 421 delivers on its promise, Hero could be on its way to becoming a serious player in the adventure segment—both in India and beyond.

Now, the only question is: Will it be priced right to shake things up?

Small Bikes, Big Adventures

Source: Hero MotoCorp, BikeWale

I've been known to forget to drink water when I'm out in the woods. Whether that's when I'm walking around looking for furry animals to eat, driving my Can-Am Maverick X3, or riding dirt bikes all day, I tend to lose track of rehydrating. I then end up guzzling water when someone finally slaps me upside the head or feeling lightheaded due to being dehydrated. 

And that's with me remembering to bring adequate water for all my excursions. Seriously, I run a 3-liter hydration bladder both in my Sitka hunting backpack and my Klim dirt bike pack. I just tend to forget while in the moment. 

Others have this issue too, apparently, and it's not just due to my extreme ADHD. In fact, one company—FluidLogic—knows the pains of off-roader hydration so well, it came up with an innovative hydration bladder that reminds you when to drink and that you need to drink to be at your best. And the company has the background, one built from Baja, to back up those ideas. 

Say hello to the FluidLogic GPR50, a hydration bladder with a brain. 

The company states, "High-functioning performers know that finding the optimal combination of focus, skill and preparation is the key to progression. The term for this combination is 'Flow State.'" But there's a problem, as "We know that a 1% drop in hydration can lead to a 12% drop in performance. A 3-4% hydration loss could mean a 25-50% loss in physical and mental performance." 

To combat that, both on a dirt bike or racing the Baja, FluidLogic developed a smar hydration bladder that uses a proprietary algorithm that "factors in your biometrics, level of exertion, and environmental data," which enables the bladder "to predict the precise amount of water needed to maintain optimal hydration levels over the duration of your activity." Neat!

How it works is that you'll input your biometric data, what you're doing, what level of exerition you're aiming for, and a few other variables, and the system will figure out how much and when you need water. It'll then send a signal to the GPR50 backpack which'll both vibrate and send a visual signal to the rider, who'll then be able to push a button on your handlebars to send water to the drinking hose in your helmet. Simple, right?

The whole unit weighs just over two pounds unfilled, and around five and a half pounds full of water. As for how it compares to other bladders' capacity, the GPR50 comes with a 1.4-liter tank, which is adequate for most quick to medium romps either on single track or riding an ADV. I'd like to see a little more, maybe closer to 2-liters personally, but I tend to stay out. Refilling, however, seems pretty easy and there's a button to let the pack know you're refilling it so you don't screw up the algorithm. 

Likewise, for the nerds in the group that love to check out stats and record how they're working hard, the system will allow the user to "transform every drop of water into data," as it can "Seamlessly record every sip, every workout and every adventure to evaluate your performance and build your personal hydration profile." So you'll be able to see if you were working hard or hardly working—I'm here all week, folks!

How much does all this tech run, though? Good question. 

Right now, according to the brand's site, you can pick up a GPR50 for the introductory price of $479.00, and you'll get the GPR50 Hydration Pack, In-Helmet Hydration Delivery Kit, and the Hydration Remote Kit with handlebar or clutch lever mount. No word on how much it'll cost after the introductory price goes away.

So yeah, are you ready to let a robot shove water into your face or is analog the better way to go? Let us know what you think of the GPR50 and whether we should test it in the comments below.

Stay Hydrated, Fam

Kawasaki Motors USA is issuing a voluntary safety recall on certain 2024 Ninja 500 and Z500 models due to a clutch issue affecting a specific production range of these bikes. On the affected range of bikes, the clutch release shaft may not have been properly welded, which could cause it to break apart in operation. If this happens, the clutch could stay engaged when the rider does not mean it to, which would in turn disable the motorcycle. For obvious reasons, this could then increase the risk of a crash.

Approximately 3,742 motorcycles could be affected, which represents approximately one percent of the population according to Kawasaki's records. The affected bikes were manufactured between January 22, 2024 and February 6, 2024.

As for models affected, it's a wide range of 2024 Kawasaki Ninja 500 and Z500 variants. Here's the full list.

Kawasaki Motors Limited (hereafter called KML, also known as Kawasaki Motors USA's parent company) first began investigating reports of this issue in May 2024. In the course of the company's investigation, it discovered that the clutch release shaft supplier may have mistakenly used 'trial parts' from one specific welding machine on production bikes during this time range. After further investigation and confirmation of this situation, KML decided to issue a recall.

Kawasaki Motors USA will notify its dealer network about this issue on March 20, 2025. It plans to send letters to registered owners of affected bikes on March 24, 2025. Furthermore, Kawasaki is instructing its dealer network to stop the sale and delivery of affected bikes until a recall repair can be made to affected units.

As for the nature of that recall repair, it will involve authorized Kawasaki dealers replacing the clutch release shaft at no charge to customers. Kawasaki's recall number for this campaign is MC25-04, and owners may contact Kawasaki Customer Service at 1-866-802-9381. 

Additionally, owners may contact the US National Highway Traffic Safety Administration's Vehicle Safety Hotline at 1-888-327-4236 (TTY 888-275-9171) or visit www.nhtsa.gov.

More Recent Recalls

The global motorcycle scene is changing, and small bikes are leading the charge. What started as a niche market with models like the Honda Grom and Kawasaki Z125 has now attracted not just stunters, but riders from all walks of life.

Mini-bikes continue to have a niche all over the world, offering an irresistible mix of affordability, accessibility, and sheer fun. A major contributing factor to the so-called “small bike revolution” has been the rapid growth of Chinese motorcycles. And the QJ Motor SRK 125 E is a perfect example of this shift—whether you love it or hate it, there’s no denying that this bike just makes sense.

Are retro sportbike-inspired mini-bikes about to become a thing?

If you haven't heard of QJ Motor, you probably will soon. As China's largest motorcycle manufacturer, QJ Motor is a powerhouse with nearly limitless resources. The brand is a subsidiary of the Qianjiang Group, which also owns Benelli, and has been making aggressive moves in global markets. QJ has already established a strong presence in Europe and Asia, and its expansion shows no signs of slowing down.

At first glance, the SRK 125 E might remind you of something much more exotic—and for good reason. Its design borrows heavily from the MV Agusta Superveloce, from the round LED headlight and front fairing to the tiny winglets on the sides. This isn’t just a coincidence; as you may be aware, QJ Motor and MV Agusta previously worked together on some models, and it’s clear some styling influence remains.

Underneath its retro-inspired looks, the SRK 125 E is powered by a 125cc air-cooled single-cylinder engine producing 9.3 horsepower and 7.23 pound-feet of torque, mated to a CVT. So yeah, even though it sort of looks like a mini-bike a la Honda Grom or CFMoto Papio, this thing is technically more of a scooter. 

The front fairing and tiny winglets on the side seem to have been borrowed from the MV Agusta Superveloce. 

It rolls on 12-inch front and 10-inch rear alloy wheels, with disc brakes at both ends. Suspension comes in the form of an inverted telescopic fork and dual rear shocks, complete with gold-colored expansion tanks. It weighs just 234 pounds and has a nine-liter fuel tank, making it light, nimble, and just the right formula for urban riding.

QJ Motor hasn’t officially listed all the bike’s features, but we know it gets LED lighting all around and ABS sensor rings on the brake discs—though whether it actually has ABS remains unclear.

The SRK 125 E is listed on QJ Motor’s global website, which strongly suggests it’ll be sold in all markets where the brand operates—including the US. Given the growing appetite for stylish and fun small-displacement bikes, this could be a real hit.

So, what do you think? Would you ride a petite and charming retro-inspired mini-moto/scooter thing like this?

Weird And Wonderful Two-Wheelers

Source: QJ Motor

I've ridden a fair few electric two-wheelers in my time. Some might be classed as mopeds; some are true motorcycles, and others are definitely e-bikes. 

And while I might have individual features/bugs that I like and dislike about each of them, broadly speaking, they're mostly fine—as long as you have realistic expectations, both of what they are and what they can do.

For example, you need to respect the fact that most EV manufacturers are a little, shall we say, optimistic about their range estimates. A smart thing to do is get to know what your average range is for the things that you specifically plan to do on your e-bike or other electric motorbike. Going up and down hills, whether your model offers some level of brake regen, having a spare battery, head or tail winds, and so on are all variables that impact your range. Weight of yourself and any items you might be carrying will also play a role.

While I'm not here to talk to you about any of that today, it does provide important context for what I actually want to discuss, which is this Facebook post from the Friends of Big Bend Ranch State Park.

On the face of it, it seems harmless enough. It reads, "Big Bend Ranch State Park is a mountain biker's paradise. E-bikes may sound like a good idea to make your adventure a little easier but in the backcountry they're downright dangerous."

It goes on, "Recently, a biker was recued [sic] in Big Bend Ranch State Park because her e-bike battery died. She was in the desert for 30 hours and pushed her bike 20 miles before she was located deep in the park interior." 

Finally, it concludes with a neat little admonishment/conclusion that reads, "If you can't ride it without the assistance of an electric motor, please keep it out of the park and off the trails." 

And at first, that seems pretty reasonable. When you're out in nature, as many like to point out, there are frequently no guardrails. You need to make sure that you, your equipment, and the other members of your party (and their equipment) are all appropriately prepared for whatever adventure you're about to undertake. That includes dressing appropriately, bringing plenty of water and snacks, having solid sun/insect protection, and so on. And if you're going to be in places where your cell phone signal will be spotty, investing in a satellite communicator like a Garmin inReach device is also extremely advisable.

There's just one problem with that post: It's a gross misrepresentation of what actually happened to that vague, anonymous e-biker. The way it's told, it's almost blown up to full-on myth status, like when you're 13 and you hear about Bloody Mary for the first time. Or your favorite local haunted spot, wherever you live (everywhere has them, honestly). The kind of tale where the lesson (whatever it might be) is the point; not whether the thing actually ever happened or not.

Why am I spending time on this story? Because although you can probably find plenty of Internet stories like this one, it's a fantastic example of how easy it is to unravel a vague, nonspecific post and find out how one thing or event can get twisted into something completely different.

See, plenty of bicycling sites (both small and large) amplified the Friends of Big Bend Ranch State Park's Facebook post, because it confirmed biases against e-bikes (and maybe also against e-bike riders) that they already had. I'm not and have never been a hardcore cyclist, though I have enjoyed riding bicycles (both human- and motor-powered) for a long time. Like any special interest, some people can get extremely snobby about their chosen activity. I'm not a gatekeeper; I want more people to enjoy the things I love, period. So maybe that's the difference.

Ever since e-bikes started to gain popularity, you've had some folks get snippy about the fact that e-bikes have made it easier for more people who haven't fully given themselves over to the Lycra and carbon fiber frame lifestyle to get out and hit the trails. We're talking primarily about older people, heavier people, disabled people; in other words, all kinds of people who aren't your typical hardcore cyclists.

I won't go so far as to say that it's democratized cycling. After all, half-decent e-bikes still cost a decent chunk of change, so there's still more of an economic barrier to getting into them. That's especially true when you can buy a new (or new-to-you) pedal bicycle at your local Wal-Mart or off Facebook Marketplace for a lot less.

But at the same time, while my partner and I have been loving exploring some of our local trails (where e-bikes are thankfully allowed) in ways we never had before, we both know and respect the fact that there are very real limits to what these bikes can do. He has a spare battery for his bike, and it can easily be switched out trailside; we've done this several times before. My e-bike has a bigger range, but I only have one battery for it. So we always have to take that into our real-world considerations when we're planning our long rides. Not planning a ride that takes our available battery range into account with these e-bikes would be a mega nightmare, period.

What does this have to do with that Facebook post? While some cycling publications took it at face value, simply jumping to say that e-bikes don't belong on trails, a couple dug in and quickly discovered that all was not as it seemed with this story. Gasp!

For one thing (and probably the one that matters the least, to be honest), the story actually happened in November 2024; not 'recently' (the Facebook post comes from March 2025). While it's true that Big Bend Ranch State Park is a massive, sprawling, 300,000-acre complex in West Texas, and that it's extremely rugged terrain that's not for the faint of heart, and it was a woman on a bike who got stranded, that's where most of the facts of this story end.

What really happened? According to a press release (!) from Texas Parks and Wildlife about the November 2024 incident, the actual search and rescue operation came about after a woman on her bike (no mention of it being an e-bike at all) took the wrong trail while trying to catch up to her husband, who was also riding a bike. She then got a flat tire on her bike; a thing that can happen to any bike; be it pedal-powered, motorized, or otherwise.

It then goes on to say that she decided to leave the bike behind after it got a flat tire, but then "proceeded to walk in a circle for five hours, eventually coming upon the bike again." When she found the bike again, she decided to take it with her this time as she walked to find help. Eventually, she happened upon a ranger station, and search crews were notified about her location. Soon after, it says, she was reunited with her family. 

The search and rescue operation reportedly involved multiple agencies, and spanned two days because it was suspended overnight (when it was no longer safe to search). Given the incredible size and scope of the Big Bend State Park area, it's understandable that multiple agencies would cooperate to try to locate a missing person. If it was someone in your family, that's exactly what you'd hope would happen.

The real problem here: A flat tire, and someone getting lost and going in circles in a vast wilderness area. Both of those were undoubtedly stressful for everyone involved, but neither is directly attributable to the perceived failings of e-bikes. It's still not clear that an e-bike was even ever involved, yet it got connected somehow in a Facebook post months later.

More importantly, it has nothing to do with the judginess some people insist on dishing out when the subject of e-bikes comes up. I mean, there are plenty of legitimate concerns about e-bikes to have, but a lot of this anti-e-bike attitude comes off more "old man yelling at cloud" than anything. To quote an ancient meme from at least a couple of years ago, ain't nobody got time for that.

Seriously, more people can (and should) get outside and enjoy the fresh air. If e-bikes can help them do it, why wouldn't you want to encourage them? Because they're not adhering to some stringent definition of 'cyclist' that you've built up in your head? Get over yourself and let people enjoy things. Less judging; more zooming. We'd all be better off, every single one of us.

Get Outside

If there’s one bike that embodies the golden era of superbike racing, it’s the Honda RVF750 RC45. Built when Honda’s engineers had full creative control, the RC45 wasn’t just another homologation special—it was an engineering masterpiece. And this particular example? It’s not just any RC45; it’s a battle-scarred warrior with some serious racing pedigree.

This V&M Racing RC45 tore through some of the toughest races in the world between 1995 and 1997. Ridden by legends like Steve Ward, Terry Rymer, Ian Duffus, and Michael Rutter, it earned its stripes at the Isle of Man TT, the Northwest 200, and British Superbike rounds. The bike finished third at the TT in 1995, while Rutter pushed it to second in the 1997 TT Senior. It also took first at Brands Hatch and scored multiple podiums in the NW200. Simply put, this machine didn’t just race—it won.

So, what made the RC45 so special?

I'd love to hear this engine sing all the way to its 14,000-rpm red line.

For starters, its 749cc V4 engine was a marvel of technology. Unlike the inline-fours that dominated WSBK, Honda stuck with a gear-driven cam V4, a nod to their Grand Prix bikes. It featured fuel injection at a time when carburetors were still the norm, a close-ratio gearbox, and an aluminum twin-spar chassis that made it razor-sharp in the corners. Even today, the RC45’s handling is legendary.

Then there’s the design. While most Japanese race bikes stuck to traditional color schemes, this one ran a bold, flame-laden livery reminiscent of American hot rod culture. It was different, aggressive, and unapologetically eye-catching—a fitting aesthetic for a bike that didn’t just follow the rules, but actually rewrote them.

Back then, even the highest performing bikes had axial calipers.

Eye-catching graphics were all the rage back then.

Fast forward to today, and this V&M RC45 is a collector’s dream. It’s been meticulously maintained, even making an appearance at Goodwood, and comes with a treasure trove of documentation. As homologation specials skyrocket in value, owning a race-winning RC45 isn’t just a flex—it’s an investment. For those who appreciate the raw, unfiltered era of superbike racing, this is as good as it gets.

And so maybe you’re wondering: how much would a living legend like this go for? Well, this particular bike is actually for sale. And if you just so happen to have 65-thousand quid laying around (that’s around $83,000), you could fly over to the UK, visit The Bike Specialists, and take this thing home yourself.

Your Next Prized Possession

Source: The Bike Specialists

Helmets are more than just safety gear. They’re a statement, a piece of a rider’s identity, and in many cases, an extension of their personality. The motorcycle helmet industry has evolved beyond just engineering advancements, venturing into the world of art, culture, and self-expression. 

Take HJC’s Marvel and Disney-themed lids, for instance. They let riders wear their fandoms on their heads, showcasing their love for superheroes or pop culture to the world. On the other hand, some folks like myself prefer plain matte or gloss finishes, appreciating the helmet purely for its function and form. But dig a little deeper, and you’ll find that some helmets carry stories, history, and even memes.

Enter the Arai RX-7X Nagashima.

Recently announced for a mid-March 2025 release, the Arai RX-7X Nagashima is the latest replica helmet from the iconic Japanese brand, celebrating Japanese racer Tetsuta Nagashima. The RX-7X (known as the Corsair-X in some markets) is Arai’s pinnacle of race-derived technology. With its legendary R75 shell shape, it’s designed for maximum impact dispersion, ventilation, and aerodynamics, making it a go-to for racers and serious riders alike. The helmet has been refined over the years through rigorous development, earning a reputation as one of the best track-ready lids in the world.

But what makes the RX-7X Nagashima unique isn’t just its performance—it’s the design.

At first glance, the RX-7X Nagashima’s graphics are striking. A splash-style Japanese flag sits atop the lid, symbolizing Nagashima’s explosive racing style. But the most interesting detail? A dog surfing on the back of the helmet. It’s quirky, fun, and unexpected—but there’s more to it than meets the eye.

This surfing dog is a meme that Nagashima has fully embraced as part of his racing persona. Originally an internet joke, it took on a life of its own, becoming synonymous with the rider’s laid-back yet high-energy approach to racing. But where did it come from? Interestingly enough, it all traces back to a crash.

During the 2018 Austrian Grand Prix at the Red Bull Ring, Nagashima lost control of his Moto2 bike and ended up quite literally surfing on top of it as it slid across the track. The moment was caught on camera, turning what could have been a disastrous crash into a lighthearted and iconic memory. Instead of letting the incident define him negatively, he took it in stride—turning what could have been a moment of embarrassment into a signature part of his brand. Talk about turning lemons into lemonade. 

By embracing and integrating the surfing dog into his helmet design, Nagashima not only embraces his past but also sends a very important message: failure isn’t the end—it’s an opportunity to grow. And that’s something we can all learn from, right?

The RX-7X Nagashima isn’t just another replica lid—it’s a physical representation of resilience, humor, and the spirit of racing. It’s a symbol of a racer’s journey and a testament to the culture of motorcycle racing, where personality and performance go hand in hand.

Sadly, it seems that this helmet is exclusive to the Japanese market. But if you ever find yourself in the Land of the Rising Sun, this would be one of the most epic souvenirs you could get yourself. And let’s be real—that surfing dog is just adorable, isn’t it?

Keep Your Head In One Piece

Source: Autoby.Jp, Arai Helmet

Yamaha Motors Japan recently announced plans to offer a new Ténéré 700 Low option at the end of March 2025. That's great news for customers in Japan, because it's generally good news when more Low and Tall seat options are available. I'm not a marketing wonk, but to my mind, the math is simple: More fitment options should, at least in theory, equal more people of all leg lengths on bikes. 

The thing is, of course, that those riders need to know that these options are available to them. I'd also argue that it isn't enough to merely make Low and Tall seat options available as accessories for bikes; that OEMs should also bring those Low and Tall options to their demo events, so real-life riders can throw a leg over and experience what a difference that extra attention to rider fitment can make. But I digress (and I've expanded on this at length elsewhere).

What if you're in markets outside Japan, though, and you might be interested in a Yamaha Ténéré 700 Low? There's good news for you as well, because Yamaha already offers both a low seat option and an official lowering kit (yay rear suspension dogbone) option straight from the factory. 

If you live in the US, our Ténéré 700 Lowering Kit is currently listed in the Yamaha catalog at a cost of US $114.99, for all 2021 through 2024 model bikes. On its own, this kit lowers the ride height by 18mm (about 0.7 inches, for those of you measuring in football fields and cheeseburger units). 

The US pricing for the Ténéré 700 Low Seat is currently set at US $129.99, and also fits all 2021 through 2024 model year bikes. It lowers the seat height by 20mm (or about 0.79 inches). 

What does that do to the seat height of your 2021 through 2024 T7, if you install both of these Low accessories? Stock seat height is 34.4 inches with both the standard seat and suspension settings. Moving to the Low seat and Lowering Kit knocks the total seat height down to 835.76mm, which is about 32.9 inches.

That's quite a bit more accessible than 34.4 inches, particularly for those of us riders with shorter inseams. In fact, for comparison, that's the standard seat height for the XSR700, and it's just 0.4 inches taller than the stock seat height for the MT-09 SP. 

Now, someone will inevitably point out that adventure bikes (and dirt bikes) tend to have taller seat heights because you need more room for your suspension to do its thing off road. But as OEMs have certainly noticed since the rise of ADV bikes began, there are plenty of folks who choose to keep their ADV bikes mostly on pavement. It might be a compromise in terms of off-road performance, but the real question is whether the person buying the bike finds that compromise to be an acceptable one.

And if you're a shorter rider, and you've dreamed of a T7, it might just be what you need for your particular situation. You know better than the naysayers, so cheers to Yamaha for not counting us little people out of the ADV life.

Drop That Center Of Gravity

To paraphrase the great Three 6 Mafia, "It's hard out here for an electric motorcycle company." In the interim years, we've seen countless startups and OGs fall, and all for different reasons. Whether it's due to a lack of funding or lackluster sales, behind-the-scenes tomfoolery, or parasitic acquisition, the number of EV motorcycle gravestones has become numerous. 

And as I've said in other stories, it's difficult to start a new company, let alone one that involves emerging technologies like electric powertrains. 

One of the more recent deaths was that of Energica, which we reported on late last year. After failing to find new investment, as well as funding to pay off its creditors, the brand "resolved to enter into a bankruptcy judicial liquidation," in October. It's been a few months and now Energica, along with all of its assets, is set to be auctioned off to the highest bidder. I wouldn't get your hopes up for a revival, though. 

According to the auction listing, which I translated from Italian, so apologies for the conjugation, but the sale is for "the Business Branch Energica Motor Company s.p.a., complex of assets, rights and business relationships subject to this competitive procedure are functional to the activity of study, development, design, production and marketing of motorcycles and high-performance electric motors, competition and not, better described in the Call for Tender dated 16.12.2024." 

What that means is you get everything from Energica, including half and fully-built motorcycles, the machines the company owned that helped them build the motorcycles, parts, accessories, batteries, and more, as well as all the intellectual rights the company owned. Essentially, you get the whole company which, theoretically, you could use to restart production. I don't see many taking that route, but you could if you so choose. 

What's wild to me is how much the starting bid is set for. 

Now, you'd think an electric motorcycle company as successful—they actually built and sold a number of motorcycles before the fall—would be worth a pretty penny. But for the price of a single Bugatti Chiron, you could pick up your very own electric motorcycle company, as the Italian authorities are asking bidders to start at $3.5 million. A reserve is set for $4.6 million, however. Still, that's chump change for what you're getting. 

If I were far wealthier, and I mean far, far, fare wealthier, I still wouldn't pick it up. I'd skive off into the woods, never to be heard or seen again. But for the person who wouldn't go full Ron Swanson, and is a lover of EV motorcycles and tech, and has some solid business accumen, this seems like a helluva deal. 

Maybe Energica could be saved?

EV Motorcycles Are Hard

If you don't at least entertain ways to justifiably add cheap vehicles to your garage, are you can you even call yourself a gearhead? Whether it's seeing if the world's cheapest electric pit bike might be something to invest in or if building a Hayabusa-powered buggy with a cheap Chinese chassis is a good idea, we want to know the answer. Usually, the answer is no, but we live in hope. 

Today, the question is: should you buy the world's cheapest snowmobile or just get a secondhand one from a reputable brand?

Edwin Olding answers a lot of the questions we have about whether it's a good idea to buy the cheapest motorcycle you can find on the likes of Temu, but this time he tackles the burning question of how well the cheapest snowmobile fares.

What qualifies as cheap in the world of snowmobiles? Well, if you could get a new snowmobile from the likes of Polaris, you'd be happy to pay less than $10,000, with high-end models going for more than $20,000. But Olding scoured all the stores he'd usually pick up cheap vehicles from, he still couldn't find a snowmobile.

It wasn't until Olding went to Alibaba—avoiding several scams—that he found a legitimately cheap snowmobile for $2,700. So, he's saving about $7,000 by choosing this option versus the cheapest model from a well-known brand. But you could pick up a fine secondhand snowmobile for around $3,000, so the question is, how would the Alibaba model fare against something like that? Check out the video below and find out.

One of the first giveaways that this wasn't the best idea was the fact that it's powered by a 220cc single-cylinder 4-stroke engine—not something you'd usually see in a full-size snowmobile. And, well, the rest of the issues came down to cheap parts and poor build quality. 

What's the best snowmobile bargain you've ever bagged? Let us know in the comments.

Let It Snow

Listen, I know what you're thinking. But it's true; you really can buy a brand new 2025 model year Porsche for under US $20,000! As a matter of fact, you can actually choose from one of seven entire models in the brand's current lineup for that amount of cold, hard cash. It's shocking, I know!

Except, well, current lineup of what, you may ask? Or you may not, since you've probably already looked at the image up at the top of this piece. It's ebikes; yes, Porsche's been offering e-bikes for a few years now. Four models were already in the lineup, and the German performance automotive firm has just added three more new models to the range for 2025. 

Lest you think it's merely a case of badge engineering, it isn't. Porsche designers had a hand in the design of these bikes, but they also collaborated with fellow German high-end e-bike firm Rotwild for the actual speccing and manufacturing of these machines.

Which, honestly, is probably the smart way to approach dipping a toe into the high-end ebike world. Think about it: If you get upset when your $1,000 e-bike doesn't work properly, how much madder will you get if you spend 10 times as much and you ever have a problem? You'd probably leave the engineering part in the hands of the experienced high-end e-bike firm, too, I'm guessing.

And also, I know that I can sometimes use a bit of hyperbole when describing things. However, in this case, I'd like to inform you that I'm absolutely not doing that here. The least expensive of the three new 2025 Porsche e-bike models (the 2025 Porsche eBike Cross) starts at a US MSRP of $6,565. The mid-priced one (the 2025 Porsche eBike Cross Performance) is $9,819. And the most expensive of the trio (the 2025 Porsche eBike Cross) carries an MSRP of $10,920.

Now, to be completely clear, all of these Porsche e-bikes carry some pretty nice componentry onboard. As you'd expect (and hope), they're not filled with a bunch of no-name, sketchy parts that may or may not light your house on fire. Depending on which model you choose, we could be talking about carbon fiber frames, Crankbrothers carbon fiber wheels, Fox suspensions, Shimano motors/batteries/derailleurs, Magura brakes, and more.

If you price out the components used in these bikes individually, it's not hard to see where the money is going. And if you're the type of rider to whom e-bikes like these would appeal, you'll probably see the value. Let's be honest; that's how and why a lot of people buy anything (not just ebikes), anyway. We talk ourselves into it based on our particular passions and pain points, whether we have the money (or almost have the money) or not.

But equally, since this is a website that talks a lot about motorcycles: There are a decent number of new motorcycles you could buy for the same money that each of these Porsche e-bikes will set you back. Sure, it's not BMW M 1000 RR money, but you could very nearly get two Royal Enfield Himalayan 450s (or one outfitted with a raft of the accessories you want on it) for the cost of a single 2025 Porsche eBike Sport. 

You're probably never going to cross-shop those two things, though. Different spokes for different folks, right? Or something like that.

Your Friend Ferdinand

Decades ago, homes were affordable. You could work a single job and pay for a modestly nice place to hang your hat. And most families could afford such a home on a single salary, meaning one person could theoretically stay at home and either not work, pursue a passion project, or raise their kids. I know this because that's what my parents did. As did their parents before them. 

But that isn't the reality we live in anymore. 

No, housing has become almost unattainable for the vast majority of people. I have a house, but even with my wife and I working two full-time jobs that pay pretty all right, we still needed our families' help when putting down a down payment. And we're lucky that our parents and family could help us achieve that milestone. Most, however, can't. 

You may be asking why I'm talking about housing on a powersports site, but the two are inextricably linked. In recent years, the drum beat to sell off public land—the land you and I enjoy on our powersport machines, or use to hike, fish, camp, and hunt—has increasingly come under threat of being sold, but done so under an audacious lie: selling public land to developers could fix the housing crisis.

And in the latest turn of events, the Trump administration with the help of its Department of the Interior (DOI) and Housing and Urban Development (HUD) offices, aims to perpetuate that lie and make it an official policy. Our public lands are being readied to be sold just to make a few people richer, and it's absolutely infuriating these people are sticking with such a brazen and easily disproved falsehood.

I wish the mainstream media did better on calling them out, but they're actually helping these actors. 

In a joint statement by DOI and HUD, and then published as an op-ed in the Wall Street Journal, Secretary Doug Burgum and Secretary Scott Turner state, "America needs more affordable housing, and the federal government can make it happen by making federal land available to build affordable housing stock." They further, "The Interior Department oversees more than 500 million acres of federal land, much of it suitable for residential use. The Department of Housing and Urban Development brings expertise in housing policy and community development. Together we are creating the Joint Task Force on Federal Land for Housing to increase housing supply and decrease costs for millions of Americans."

Now, the problems with these statements come right from the beginning of the Secretaries' conceit. We do have a housing crisis, but it's not for a lack of "housing stock," as they put it. In fact, we have tons of vacant homes spread across America, both in terms of single-family homes and apartments. The problem, the real root of the issue, however, is affordability. But solving that won't line folks' pockets. 

According to the U.S. Census Bureau, there are currently around 15.1 million vacant dwellings spread across the United States. That shouldn't be the case if "housing stock" was the core issue of the housing crisis. You'd expect to see far fewer vacant homes. I mean, if we actually had a stock problem, wouldn't that number be zero? But then we'd have to address the real reason why no one can buy a house: affordability. 

Let's talk some more numbers. The median income in America right now is $65,470 according to the U.S. Bureau of Labor Statistics. But the average transaction price for a home sale is $404,500 according to the National Association of Realtors. And the average rental price is $1,600. Add in the required down payment for a sale, which is anywhere between 10% and 20%, or first and last month's rent, and you begin to see why there are 15.1 million vacant dwellings.

Those prices are untenable for many, especially given the median income. And that's not even adding in one variable: homeowners demanding a return on their home investment or as it was spun to my generation, building equity.

Right now, there's a whole generation of homeowners who've spent their entire lives believing that they deserve to see their home's value increase year-over-year. And it's spun them into then trying to sell their homes for three to five times they originally purchased their home for. They're still living in their homes, so they're not vacant and don't count toward that 15.1 million figure, but they're essentially pricing many out of the market. In fact, home real estate giant RedFin stated that the housing supply had recently hit a four-year high, meaning more homes are on the market but remain unsold. Why, because no one can afford them. 

Meme Loggins, a real estate agent told RedFin, "I explain to sellers that their house will sit on the market if it’s not fairly priced." 

What's more, these secretaries know what they're doing. They both know, as does the rest of the federal government, that the housing crisis isn't one tied to stock. They know the real reason, and in part it's why a lot of them are so wealthy. They know all this and don't care, as this movement to sell off public lands has been rapidly intensifying in recent years. Between Utah's asinine lawsuit against the federal government, and prior sell-offs, and Wyoming's attempted land grabs, and other Western states following suit, there's been a concerted effort to sell public land to the highest bidder, all under the guise of doing right by the people. 

But it's never been about that, though the Secretaries would love for you to believe their bullshit.

"This isn't a free-for-all to build on federal lands," they say in the statement, adding, "although we recognize that bad-faith critics will likely call it that. It's a strategic effort to use our resources responsibly while preserving our most beautiful lands." A reminder, these are the same people who've gutted the agencies responsible for "preserving our most beautiful lands." These are the same people who've dismantled the workforces that ensure we can enjoy our public lands. These are the same people who've sold off land to extractive agencies and developers before. 

They don't want to fix anything, least of all the housing crisis. They just want to be marginally richer and for us to not have the resource that nearly every American loves. Don't believe their lies and fight for our public land. Fight for the land we use to dirt bike and ATV. Fight for the land we use to camp and fish and hunt on. Fight for the land we love to breathe in and use to escape the hustle and bustle of life. Fight for our public lands.

Don't let these people win. 

It's a Lie

I think we can all agree that Suzuki is a brand that’s not all about chasing the fanciest tech or going toe-to-toe with the big boys of performance. The way I see it, Suzuki’s just been fine with observing the game, sort of from a distance, and just rolling out what it thinks could benefit the industry the most.

Indeed, the bikes in its lineup embody this to a tee. I mean, look at the SV650. For the better part of a quarter of a century, this bike has been the go-to for beginner and intermediate riders alike. And even now, with this bike discontinued, folks still scour the used market in search of a mint SV. Heck, even its successor, the GSX-8S, can be described as a barebones, somewhat beginner-friendly naked sportbike—at least in comparison to the tech-laden machines hitting the market today.

With all that being said, to say that Suzuki doesn’t innovate would be nothing short of a lie. It just isn’t interested in being the first to do so. And I think this is where the GSX-S1000GX enters the picture. This bike is “all-new” to Suzuki’s lineup, but in the grand scheme of things, it really isn’t. To me, the GSX-S1000GX is really just Suzuki being late to the party…a party hosted by the likes of the BMW S 1000 XR, Ducati Multistrada Pikes Peak, and heck, maybe even the Kawasaki Versys 1000.

But this isn’t necessarily a bad thing. If anything, Suzuki’s approach means its bikes are time-tested, dependable, and built to last. The GSX-S1000GX carries this same ethos, delivering performance in a refined and predictable manner. Now, Suzuki has added a fresh spin to the GSX-S1000GX, launching two new colorways in Japan: Glass Sparkle Black and Candy Darling Red.

Glass Sparkle Black gives the GSX-S1000GX a sleek, stealthy look, perfect for those who prefer a more understated aesthetic. Meanwhile, Candy Darling Red brings a sportier vibe, reminiscent of the previous-gen Yamaha Tracer. Both colors add a unique visual appeal, proving that even with its more conservative approach, Suzuki still knows how to make a bike look good.

Beyond the fresh paint, the GSX-S1000GX remains a strong contender in the liter-class adventure touring segment. It packs a 999cc inline-four derived from the famed K5 GSX-R1000, producing 152 horsepower and 78 pound-feet of torque. The bike is equipped with Suzuki’s Intelligent Ride System, semi-active suspension, cornering ABS, and a quickshifter—features that ensure a smooth and engaging ride, whether you're carving up twisty roads or munching highway miles.

Designed for sport-touring enthusiasts who want a balance of comfort and performance, the GSX-S1000GX is Suzuki’s answer to the sport-adventure segment. It may not be the most high-tech option in its class, but its simplicity and reliability make it an attractive choice.

The only downside? These new colors are currently only available in Japan. While Suzuki hasn’t announced whether they’ll make their way to the US or other markets, we can only hope that they do.

So, does the GSX-S1000GX stack up against the competition in the liter-class adventure touring segment? And more importantly, is it a bike you’d add to your collection?

What's Suzuki Been Up To Lately?

Source: Suzuki

It's a joke. It's a meme. It's reality, which is sorta sad when you think about it. But each and every day, the internet becomes filled with headlines of Florida Man, a mythical hero who sacrifices themselves at the base of the altar of the interwebs, all in the pursuit of fame and glory. And most times meth. 

Yet, Florida Man is truly just a product of how the state releases police arrest information to the general public, unlike many other states. That means we'd likely also have California Man, New York Man, Mississippi Man, and Alaska Man, though the latter might just be a bear or moose. 

However, until the time comes as to when those others rise up and take their place in the pantheon of insane arrests, we still have Florida to keep us entertained. And today's story about a Florida man stealing a motorcycle, crashing it almost immediately, and then waiting around for the police to show up only to tell them he had no clue why he was sitting next to the bike, is certainly a funny one for the books. 

According to Fox 13 Tampa Bay, local officers responded to a call of a motorcycle crash in Lakeland, Florida. When they arrived at the scene, they found John Teal, Jr. sitting next to a crashed motorcycle. Teal Jr. was still wearing a helmet at the time. When the officers questioned him about what had happened, Teal Jr. claimed he didn't know anything about the motorcycle or why he was sitting next to it. 

Police then ran the motorcycle's plates and VIN and found that the motorcycle had recently been stolen. They then later found that the ignition had been tampered with, too. The officers booked the man for grand theft (i.e. the motorcycle), tampering with evidence (the ignition), and using a fake tag. 

One of the funniest parts of all this, however, is that this isn't Teal Jr.'s first time stealing a motorcycle. According to the local outlet, "Jail records show Teal has been arrested more than a dozen times in Polk County, dating back to 2010. He has prior convictions for motorcycle theft and tampering with evidence." 

Yeah, no, not sure where this motorcycle came from or why I'm sitting next to it with a helmet on. Clearly, it's a coincidence!

Don't Do the Crime Etc, Etc

I'll be honest, although I don't think anyone could accuse me of holding my tongue, but I don't like how motorcycle communication systems look on a helmet. You have this awesome, aerodynamic helm that's got dope graphics, great features, and cuts through the wind perfectly and then you go and add some ungainly thing onto the side of it. 

You might as well be putting a massive current-generation Formula 1 spoiler onto a Ferrari Dino. It looks wrong and stupid, and I hate it. It's why I haven't installed anything onto my helmets, even though I have a PackTalk I absolutely could. 

My daughter's helmet, however, is another story.

So color my interest piqued when I saw Schuberth's integrated system the helmet brand has developed with our friends at Cardo on the new SC Edge system. Lo and behold, there's nothing sticking out the side and everything you'd want or need is actually built into the helmet! Finally, something that doesn't make you look like an absolute knob and doesn't kill the great looks of your helmet. 

But how did the two brands do that? Let's dive in. 

The new system called SC Edge is designed to work with Schuberth's C5 Carbon, E2
Carbon, C5, S3 and the all-new J2 helmets, and allows the rider to slap in the new comms system so as to fully integrate it into the helmet. Obviously, there's still a small protrusion, but it's less of a brick stapled or duct-taped to your helmet than other Cardo or Sena applications. 

I mean, just look at the pictures in this article. 

The system builds on the Edge platform, which gives riders access to the brand's second-generation Dynamic Mesh Communication (DMC) system, Bluetooth 5.2,
 Natural Voice Operation, and offers up a range of up to 1.6km (that's a mile in American). Likewise, it's IPX5 weather-proof, which means you can ride through a rainstorm no problem, though we'd hazard against throwing it into a river. 

Likewise, like other Cardos, the new SC Edge will allow you to talk to other non-Cardo comms systems. So if your riding budding is running Sena or some other brand, they'll still be able to joke with you through your helmet. Maybe that's not a plus?

Speaking ahead of the launch, Matteo Schieppati Head of Business Unit Motorcycle at Schuberth, stated: "We are happy to restart our cooperation with Cardo adding the brand-new SC Edge to our communication system range. The new SC Edge features the latest technologies available on Cardo’s communication systems combined with a plug-and-play integration on our helmets which offers to our customers an authentic premium experience."

As for pricing, that hasn't been disclosed as of yet. But the SC Edge will be launching this spring, which is right around the corner, so we'll know more soon. If we're playing with our crystal ball, however, I wouldn't be surprised to see a $450 to $500 price tag on the unit when it finally hits the shelves. 

But whatcha all think? Any Schuberth riders out there who desperately want to ditch their Senas for these new SC Edges? Let us know in the comments below!

Protect That Noggin

Motorcycles change people. Everyone I know who rides is either the most down-to-earth fellow out there, or gives instant bro energy from the moment we meet—and yeah, it doesn’t matter if they’re a dude or dudette or anything in between. And the same is true with celebrities.

Now, I’m sure a lot of you would agree that Keanu Reeves is one of the few A-list celebrities who’s the realest of them all. I mean, the guy’s become a meme because of his kindness, approachability, and yes, his love for motorcycles. I’m sure anyone who’s into motorcycles sees Reeves as more than just an actor. He’s a passionate rider, and a co-founder of his own motorcycle company: ARCH Motorcycle.

But up until recently, Reeves’ two-wheeled exploits seems to have been shrouded from the spotlight. That is, until now. Keanu Reeves, along with ARCH co-founder Gard Hollinger are set to star in a new docuseries called Visionaries. The focus of the show will be around Reeves, Hollinger, and their beloved ARCH Motorcycle, but not only that, the series will see the pair travel the world and meet with creative and innovative individuals who are, quite literally, changing the world.

Reeves explains that curiosity has been a driving factor of ARCH Motorcycle, and the craving to learn more about anything and everything sits at the company’s very core. The show’s trailer builds up quite a lot of hype, with snaps and clips of technology, cars, motorcycles, and landscapes of places all over the world flashed in rapid succession. Clearly, this show’s worth checking out if you have the time to binge an eight-episode-long season.

Now, I’m not going to spoil anything from the series, as I’d very much prefer you go and enjoy it for yourself.

But on an interesting side note, Reeves and Hollinger appeared on WIRED’s popular YouTube series called Tech Support. The question-and-answer style video revolves around the pair’s knowledge, expertise, and love for motorcycling, and sees them answering some of the most frequently asked questions when it comes to the two-wheeled world. Of course, Keanu’s casual, relaxed, and overall very chill vibe is put on center stage. Meanwhile, Gard’s equally chill yet enthusiastic vibe makes for easy watching. It’s as if you’re talking to two seasoned riders whom you know just love to talk bikes.

The pair gives some pretty level-headed advice, too. Everything from choosing your first motorcycle, to the different types of bikes, and even their take on lane-splitting. Yeah, watch it for yourself and see just how awesome Reeves and Hollinger are.

One of the questions in the video centered around one thing the pair wished car drivers knew about motorcyclists. And while Gard’s answer could come across as humorous, or perhaps even sarcastic, he drives home quite an important message—and that’s responsibility. Car drivers are in control of a machine that weighs thousands of pounds and occupies a significant footprint on the road.

Meanwhile, motorcycles are small, and take up a space only slightly larger than that of a single person. And so it’s easy to see who carries more responsibility when it comes to actually using the road. But clearly, the main point is, we all have to be responsible, not just for ourselves, but for those around us, too.

And hey, I wish Keanu Reeves and Gard Hollinger the best of luck with their new series, as it’s clearly not just for entertainment, but bringing knowledge about motorcycles and beyond to the entire world.

In Case You Missed It

Source: Roku Channel

If you've been following my work for a while, you're probably aware that I have a certain fondness in my heart for '80s and '90s Japanese bikes. Very specifically, I tend to be a Honda girl (see my Hawk or my VF500F Interceptor as exhibits A and B), but I'm also always curious to see what the other three Japanese OEMs had going on during the era, as well. I've got enough curiosity for all of it, honestly.

And as an enthusiast about bikes of this era, I have, of course, done my fair share of trawling online listings for the kinds of bikes I'm interested in. As anyone who spends any amount of time doing this can probably tell you, your mileage will definitely vary by market, particularly depending on what your particular interest is. 

If I look directly in and around the Chicago area, it's tough to find a super clean, gorgeous Japanese bike of this era in the condition you'll see on this 1988 Kawasaki Ninja EX500. Especially not for $1,000, even if it's not running properly. (Trust me, while my VF500 didn't come from Wisconsin or Illinois, it also wasn't $1,000 and it's definitely had a rougher life than this Ninja has.)

Granted, that's presumably why this one was priced so low, but still. Even not running, that'd never happen in my area, even though Wisconsin isn't all that far away. For both vintage bikes and sports team rivalries, it's a whole other world north of the Cheddar Curtain.

If you're also an enthusiast with a soft spot in your heart for bikes of this era, chances are excellent that you're already getting warm tinglies just looking at the still image of this bike, before you even click the Play button on the video. Look at those fairings! That Muzzy pipe! For heaven's sake, the seat doesn't have a single crack in its cover! The pink accents on the wheels (aftermarket, but nicely done) just make the white and gold color scheme look even better!

When you do watch the video, the aesthetic appeal only becomes clearer. I swear to you, I practically swooned when I saw how nice and crisp and clear the gauge cluster was. No weird haze, or cracks, or evidence that it sat out too long in the sun. The windscreen has a little bit of crazing, but nowhere near the level you'd expect on a bike of this age. 

It's extremely clear that whoever owned this bike in the past took very good care of it, and it's probably spent most of its life parked indoors when it's not been out riding. At the same time, it has been ridden, which is also what you want to see. The total sweet spot for bikes of this era, in terms of use and care, it appears.

Joe of 2Vintage picked this bike up for a song, as he often seems to do up in Wisconsin. As usual, he says it's because the seller said it wasn't running. But if you have the kind of skills that 2Vintage seems to demonstrate in all their videos, and you run into this situation with a bike looking this good, you'd hand over the $1K and wheel it right into your trailer too, right? Right.

Now, with what I've gone through so far with my 1985 Honda VF500F Interceptor, my instant bias was to wonder if it was a carb issue. But of course, I wanted to watch the video to see if my suspicion was correct.

As 2Vintage carefully gets into this bike, you see even more clearly what great condition it's in. There's one body panel that's missing (the tiny one near the right side of the saddle; you can see it i the still above), but all the others seem to be in fantastic shape. When he pulls off the lower fairing/belly pan (it's all one piece), it's just so nice. Nicer than any bike of this age has a right to be. Unbelievable.

It still even has the original Kawasaki factory tool kit tucked up under the saddle! Color me envious, honestly. You love to see it (or at least, I do).

He then starts checking all the things you'd expect: Fuses (all good), spark, compression (insanely good; no, seriously, be sure you watch this part). Eventually, he ends up taking the carbs off to check them, and discovers a little bit of clogging and one pinched diaphragm that needs replacement just to be safe, but nothing big or serious.

And then there's the vacuum line going to the fuel petcock. It seems to be impeding proper fueling on this little '88 Ninja EX500. Once he bypasses it entirely, the thing runs so sweet it's unreal.

Watch, listen, and judge for yourself how much better it runs once he sorts that issue out. This thing absolutely purrs once he gets it running properly. I mean, to the point where if you watch this video, and you aren't absolutely itching to ride this bike yourself by the end, I'm not even sure what you're doing here.

Comin Back For More

"KTM is saved!", many outlets proclaimed a few short weeks ago when the Austrian insolvency courts stated that the company, its debtors, and its shareholders had come to an agreement on how to move forward after basically declaring bankruptcy last year. They were saved! Production is set to resume. And the company's beleaguered CEO, the man who made many of the financially bad decisions, was out.

Well, sort of. 

But so many pundits, commenters, and folks outside the industry saw this as a win for the manufacturer. And, by and large, it is. But there were caveats to that win. KTM still had to pay a lot of money to its creditors. It had to excise the demon that is its year's worth of inventory sitting on pissed-off dealerships' lots. It needed to figure out what the hell it was going to do with all its racing teams—the answer seemingly being it would be cutting, as well as ending all funding to any championship it was previously involved in. 

KTM had a lot of work to do to truly be "saved." 

So when I read the full-page ad the company took out in the Austrian newspaper Kronen Zeitung, with the headline that reads "Passion Never Goes Bankrupt," I couldn't help but question whether or not we should trust the brand at this point? I mean, throughout this whole saga, there's only been one constant. KTM will proclaim it's fine and then, a week or less later, shit hits the fan.

Is this another case of that?

The ad is attributed to the brand's new CEO Gottfried Neumeister, who states, "Passion never goes bankrupt. We were too fast and crashed out of the corner. But we’re getting back on our feet. The race goes on. The race for the future. The truth is, when your back is against the wall, there’s only one direction… forward! It’s probably fate that we’re a company that builds vehicles without reverse gear."

He added, "READY TO RACE isn’t just a slogan. It’s our inner drive. Our riders know that, if you fall, you have to get back on the bike as quickly as possible. That’s exactly what we have to do now. Forward, with courage, passion, and the same unshakable spirit that has always defined KTM. The road won’t be easy, but it never has been. KTM motorcycles were built for exactly this, overcoming hurdles, being successful on long journeys, achieving goals. No matter the condition. We’re back and have learned from our mistakes. This also means that we listen more than ever to the people who accompany us. Above all, to our clients and our employees. We shouldn’t only reinvent KTM for ourselves, but together with you. We’ll have more transparency in the future."

Now, all of this is a lovely sentiment. And it's the sort of thing that you'd hope goes out to the employees still working at KTM. But it glosses over a lot of the "hurdles" and "mistakes" that led KTM to the position it's currently in. Likewise, for a long time before everything went public, KTM vehemently denied any allegations of an issue with the viability of the business. So the concept of "transparency" is harder to believe. 

When there were only murmurs of discontent, the brand's executives highlighted how a few select small to minuscule YouTubers were out of their minds and didn't have any idea of the reality of the situation. When RideApart reported that the company was likely leaving MotoGP, we were told by both KTM and MotoGP boss Pit Beirer that that was false, only for a week later for both parties to confirm they'd leave in 2026. Or when they had to pause the development of the race bike, which it denied, then confirmed, but said that was only because the last bike was so good. That's also not the case if you talk to its riders, one of which continues to be in this same spotlight. 

And that case of denial, obfuscation, and then the truth making its way to see the light of day has continued even until last week, as KTM has continually denied that MotoGP phenom Pedro Acosta was unhappy with the brand and this year's race bike after rumors swirled around him going to Ducati next year. But a few days ago, Acosta's manager essentially confirmed the rider ain't happy and they're looking elsewhere.

Furthermore, as I mentioned prior, KTM still has a lot to overcome. The brand still has to pay a whopping $630 million to its creditors by May 25th. It still has to resume production, though a number of its hard real estate assets have been sold, and it's unclear how that'll affect production. It has to find suppliers that'll supply it with parts, even after not paying its bills to other suppliers for so long. It has to deliver on reducing inventory on showroom floors, all while producing model year 2025 bikes it's promised—like the 1390s and the new 990 RC R—though the company seems reticent in having a fire sale on its existing stock, only really offering warranty extensions. However, that might be beneficial given its track record with component failure and, again, basically lying to its customers and the press. 

Neumeister's ad ends with the line, "To everyone who doubted us… Watch us!" But don't worry, we will.  

The KTM Saga: Fate of the World

For over 30 years, EagleRider has been the go-to name for riders looking to hit the open road without the commitment that accompanied actually owning a bike. Throughout its existence, EagleRider has been associated mostly with Harley-Davidson, as it pretty much built its business on Harley rentals.

But now, it seems that EagleRider is going with the times, and branching out from just Harleys. In fact, they sent us a very long and flowery press release about how they’re rebranding. And hey, it actually looks pretty good, as the company’s branching out to adventure touring and even UTV adventures. Pretty sick, particularly for folks looking to get a broader taste of what the powersports world has to offer.

Diving into the specifics, the company just unveiled a fresh new look, a modernized brand identity, and an expanded lineup of riding experiences.

EagleRider's still about Harleys, but not just Harleys anymore.

A big part of this rebrand is the new visual identity, featuring bold Asphalt Black and Highway Yellow colors, along with a refreshed logo. But it’s more than just a facelift—it’s a signal of a broader vision.

The company is stepping up its game with exclusive riding experiences, expanded partnerships, and new models in its rental fleet. There’s also a massive Route 66 Centennial Celebration Tour planned for 2026. And according to EagleRider’s website, there are 19 bikes to choose from—and surprise, surprise, they’re not all Harleys. You can rock an ADV like the Yamaha Tenere 700, and even a classy neo-retro like the BMW R nineT.

But beyond just motorcycle rentals, EagleRider is branching out into more diverse adventures. Take the "Conquer the Mojave" tour, for example. This is a UTV adventure that doesn’t even require a motorcycle license. Families and friends can now experience the thrill of the desert in fancy Polaris and Yamaha side-by-sides.

It's adding a whole bunch of new adventure tours to its catalog.

The fun now goes beyond just the world of two-wheels, too.

And for those who want the best of both worlds, the Yamaha Mojave Desert Adventure is back for 2025, blending on-road and off-road thrills with stops at places like Death Valley and the infamous Area 51 Alien Center.

EagleRider’s rebrand isn’t just about looking good—it’s about offering more ways to ride. And quite frankly, I’m all for it. It doesn’t matter if you’re a seasoned motorcyclist or someone just discovering the thrill of the open road (or off-road), the company’s making it easier than ever to turn travel into an adrenaline-packed adventure.

Get Out There And Ride

Source: EagleRider