The Tennessee Motorcycles and Music Revival will return to Loretta Lynn’s Ranch in Hurricane Mills, Tennessee, from May 16-19, 2024. Back for its seventh year, this event will keep attendees entertained with plenty of motorcycle activities, vendors, daily live music, stunt shows, food trucks, and more.
Loretta Lynn’s spacious 3,500-acre ranch allows plenty of room to roll and romp through the woods and across the hills. Back for 2024, the ADV Experience package was a hit last year and includes three days of trial riding, biker games, morning coffee, skills building, and demo rides on Harley-Davidson Pan Americas, and general admission to the rest of the TMMR activities. The ADV Experience is open to any make or model of adventure bike, and the package costs $149, just $20 more than the price for general admission.
Along with the wooded trails on the ranch, there are also fields to camp in, the Fist City Track for bike shows and games, a country store and museum, and three music stages. TMMR boasts its “two-wheeled playground” and invites attendees to enjoy Harley-Davidson demo rides, racing, ADV trail riding, the V-Twin Visionary performance bike show, an all-class bike show, biker games, group motorcycle rides, the BC Moto Invitational bike show, and more.
The ranch’s location an hour west of Nashville guarantees plenty of musical talent. The 2024 lineup won’t be announced until after the new year, but you can expect to see a schedule packed with several live performances each day including outlaw country, Southern rock, country, bluegrass, and rock ’n’ roll.
Loretta’s Roadhouse is the main stage for nightly music during TMMR. For the 2023 event, the Loretta Lynn tribute featured Loretta’s granddaughter Tayla (purple dress) introducing guest performers and storytellers, like Tim Watson on the fiddle who performed at Loretta’s funeral.
Tennessee Motorcycles and Music Revival offers a variety of camping options to suit your needs. Basic tent camping is available onsite, and RV hookup spots are also available. For those looking for a more sophisticated stay, the campground also offers fully furnished glamping tents for rent. Hotels and Airbnbs in the area are also available but fill up fast. Members of the U.S. Special Operations Forces can take advantage of the partnership with Special Ops Xcursions for complimentary tickets and camping.
The Fist City Track, which hosts racing and biker games during TMMR, also hosts Amateur National Motocross Championships every year.
General admission for the Tennessee Motorcycles and Music Revival is $129, and VIP upgrades are available. Pricing for tent, glamping, and RV spots on the ranch has not yet been announced. To stay up to date on TMMR news, sign up to join the email list or text “TMMR” to (883) 306-6093. Ticket sales start on December 1, 2023.
Shinko off-road tires. From left to right: Shinko 504/505 tires for hard terrain; Shinko 524/525 tires for soft/intermediate terrain
Go to any track day with a sportbike, and it’s all about lap times – and tires. There are supersport tires, racing slicks and race compounds, tire warmers and laboratory-grade pressure gauges, and mandatory tech inspections. Grip means everything – and on asphalt that is better than any public road in the galaxy. Control, control, control.
So what’s up with us dirt donks? A track day at the local MX park has no tech inspections, but the rough-and-tumble flyboys (and flygirls) go about their berm-slaying and seat-bouncing with equal zest to their roadie counterparts – and typically with less focus on tires. Serious dirt guys and racers keep their rubber fresh, of course, but for us commoners, the adage is, “If the knobs aren’t too worn, they’re good to go.” Just air ‘em up, lube the chain, and hit it, Mitch.
From left to right: Shinko 524 tire for soft/intermediate terrain; Shinko 504 tire for hard terrain
Well, I’m here to tell you that tires are just as crucial for dirt work as they are for the street or track. Old knobbies – compromised by time, wear, and exposure to sunlight and ozone – harden, losing their elasticity and ability to conform to the terrain. And with wear, they lose needed tread depth and the sharp edges crucial for gripping the infinitely variable and always changing Mother Earth.
Enter the Shinko off-road tires for hard and soft terrain. I wanted to ride both formulas back-to-back to learn the real-world differences between the compounds in real time. I selected the hard terrain 504 front ($84) and 505 rear ($115) tires for a late-model Yamaha YZ250F and the soft and intermediate terrain 524 front ($92) and 525 rear ($115) tires for a late-model Yamaha YZ125. The rationale was simple: Making less power, the light YZ125 2-stroke would be easier on soft tires than the heavier and gruntier 4-stroke YZ250F. Sizes were 80/100-21 front and 100/90-19 rear in both cases.
From left to right: Shinko 524 tire for soft/intermediate terrain; Shinko 504 tire for hard terrain
From left to right: Shinko 524 tire for soft/intermediate terrain; Shinko 504 tire for hard terrain
The Shinko off-road 504/505 tires for hard terrain have a firm rubber compound and sturdy, closely spaced knobs. In contrast, the softer 524/525 pair features much more pliable rubber and slightly smaller knobs, with 28% wider spacing in between. Think of the hard-terrain tire like a running shoe for the Leadville ultramarathon and the soft-terrain tire like a gummy rock-climbing shoe for El Capitan. One shoe is a brute; the other is a technician.
Acknowledging that the YZ250F and YZ125 are completely different machines with different suspension systems, I evened the playing field as much as possible with stock suspension settings and by airing all tires to a uniform 14psi. My ride day included everything from sand washes to hard pack, from rocks to silt, with endless hill-climbs and an MX track thrown in.
From left to right: Shinko 505 tire for hard terrain; Shinko 525 tire for soft/intermediate terrain
The hard Shinko 504/505 is a tough tire; it rides firmly – perhaps even harshly – with no squirrely traits. As expected, the crisp edges of the knobs bite well – and happily, vastly better than the worn OE knobs that I replaced. Importantly, the good grip extends to the side knobs, which helps immensely when cornering, especially on the hard pack characteristic of California. For under $200 per pair, these represent a good value, especially if the MO is to run tires as long as possible.
The Shinko off-road 524/525 duo for soft/intermediate terrain rides comfy. The markedly softer rubber and breathier spacing between knobs lend a more civilized feel to these units, and the tires’ ability to conform to the conditions I encountered inspired me to dub them the “Cadillac of Shinko knobbies.” They added an extra dose of fun to the ride experience in sand and loam simply due to the pliable carcass and broad knob spacing. But they felt somewhat squirmy on hard pack and rocks.
I would say the Shinko off-road 504/505 is a solid, long-wearing pair that will handle a wide range of conditions and take abuse over a prolonged period. They would not be my first choice for mud or deep sand particularly, but I’d jump on them for rock crawling in the Rockies or scrambling over the Mojave Road. I’d also experiment with lowering pressures to 11-12psi on local rides. Then I’d totally take the 524/525 combo for slogging through deep loam, bogs, and beachheads, where paddle-like grip is key and wear is not a factor.
And finally, a surprise: At day’s end, the 524/525 pair already displayed noticeable wear on the leading edges of the rear knobs, while the harder 504/505 pair held up better, despite their fitment on a more powerful bike. As such, in my SoCal riding universe, I figure on replacing the 524/525 units well before the 504/505 twins need renewal. But that’s okay – after all the tire swapping for this test, I’m fine-tuned with the tire irons.
The 2024 Triumph TF 250-X motocross bike comes in the Triumph Racing Yellow and Black graphics scheme.
Triumph Motorcycles has launched the new 2024 Triumph TF 250-X motocross bike. Recognizing that the 250cc motocross market is highly competitive, Triumph said it worked in close collaboration with racing champions Ricky Carmichael and Iván Cervantes to develop the 4-stroke competition model from the ground up, including a new engine, chassis, and electronics.
A network of Triumph dealers will offer sales, service, parts, and a new dedicated range of apparel, and the network will be backed by a mobile-optimized 24/7 online parts supply system, so owners can order for express delivery, straight from the track. Additionally, Triumph says that with the development of the bike, it is well-placed to begin its motocross racing program in 2024.
“The launch of the TF 250-X is the culmination of a significant commitment and investment from Triumph, to not just bring a totally new bike to the motocross world, but to deliver a winning performance,” said Steve Sargent, Triumph’s chief product manager.
“To achieve this,” he continued, “we are focused on delivering the most complete package for any riding level, from champion to amateur.”
As part of the Triumph TF 250-X development, the company developed an all-new performance racing powertrain. The new competition Single with DOHC is compact and lightweight, with a forged aluminum piston and titanium valves, and is mated to a 5-speed gearbox. The engine also has DLC low-friction coatings, lightweight magnesium covers, and an Exedy Belleville clutch.
Advanced engine management and tunability is complemented by the optional accessory MX Tune Pro app, enabling riders to use real-time user-selectable mapping, a real-time engine sensor dashboard, and live diagnostic functionality through a controlled and programmable engine management system.
The aluminum chassis has a lightweight, high-strength spine frame with twin cradles, designed for a balance of performance, mass, and flexibility. Triumph says the total weight of the bike, with a claimed curb weight of 229 lb, will see the TF 250-X set a new benchmark for the best ‘power-to-weight’ ratio in the category. It also delivers a high level of tunability to suit different riders and styles.
For suspension, the bike has KYB components, with a 48mm AOS coil fork adjustable for compression and rebound, forged and machined 7075-T6 aluminum triple clamps, and a three-way piggyback coil rear shock adjustable for rebound and both high- and low-speed compression. Travel is 12.2 inches in the front and 12.0 inches in the rear.
For stopping power, the bike features a Brembo 2-piston front caliper with a Galfer 260mm disc and a 1-piston rear caliper with a 220mm disc. DirtStar 7000 Series aluminum rims and machined aluminum hubs are fitted with Pirelli Scorpion MX32 mid-soft tires (21-inch front, 19-inch rear). Finally, Pro-Taper ACF carbon core bars and ODI half-waffle lock on grips complete the set up.
In addition to the specifications already included as standard, Triumph has worked with premium brands to create a dedicated range of competition accessories to further enhance performance and capability, including the following:
Akrapovič full titanium exhaust system
XTrig hole shot device
Athena LC-GPA launch control module with rider-selectable enhanced traction control and launch control settings and LED engine speed indicator
MX Tune Pro wi-fi module
Performance gripper seat and seat cover
Bodywork replacement kit
Starting in spring 2024, specialist Triumph Off-Road/Dual Sport dealers will begin carrying the new TF 250-X. These dealers will be fully trained to provide a comprehensive sales, service, parts, clothing, and race support experience that meets the needs and expectations of off-road riders.
This network will be backed up with a unique 24/7 parts and accessories supply system. Riders can select what they need, check availability and price, and place an order for express delivery, standard delivery, or click and collect from their local Triumph off-road dealer.
The 2024 Triumph TF 250-X will start at $9,995 in the Triumph Racing Yellow and Black graphics scheme, and orders can be placed now at Triumph’s new motocross dealers. For more information or to find your local dealer visit the Triumph Motorcycles website.
Some of Triumph’s racing achievements include the Moto2 championship where Triumph engines have helped to transform the class, setting new Moto2 lap and speed records at tracks around the world. From factory World Supersport racing to multiple Supersport wins at the Isle of Man TT and the Daytona 200, the Triumph teams are focused on success.
Ricky Carmichael, one the greatest MX rider of all time, worked with the Triumph chassis and engine teams across the journey of scoping, prototyping, testing, and development.
“This is the bike that we set out to build,” Carmichael said of the TF 250-X. “When you talk about the chassis, the powertrain, the components – it’s the best of everything you could ever want. And whether you’re a professional rider or an amateur rider, you will not be disappointed.”
Iván Cervantes, five-time enduro world champion, five-time Spanish MX champion, and Dakar Rally finisher has also worked across the project with Triumph’s in-house teams to bring his experience to the Triumph bike development and prototyping.
Triumph Racing will be entering the prestigious FIM Motocross World Championship for 2024, competing with a factory supported program set-up in partnership with Thierry Chizat-Suzzoni, one of the sport’s most experienced and successful team owners. Thierry will start his campaign with two of Triumph’s TF 250-X bikes in the MX2 class, supported by Monster Energy. The team will be managed by Vincent Bereni. Chizat-Suzzoni’s and Bereni’s past racing records include over 80 MXGP World Championship victories.
Clément Desalle, who joined the TF 250-X team as test rider, is a very experienced racer, competing at the highest level in the MXGP World Championship for 15 years. As one of the most consistent racers in the series, he claimed three Vice Champion finishes, was third in the World Championship three times and twice finished fourth. Finishing on the top step of the podium 23 times in his career, he was also crowned the Pro Open Belgian champion.
Triumph Racing’s U.S. SuperMotocross World Championship Team is headed up by Bobby Hewitt and team manager Steve ‘Scuba’ Westfall. They brought in a team that includes Dave Arnold, an industry AMA Hall of Fame legend for chassis development, and Dudley Cramond, who has over 25 years of experience building race-winning engines. The team will field the all-new TF 250-X motorcycles in the 2024 World Championship.
In celebration of 30 years of the Duke, KTM has announced an upgrade to the KTM 1390 Super Duke R Evo. For 2024, “The Beast” is even stronger with a 49cc bump in displacement, updated styling that celebrates the lineage of the Duke platform, and improved suspension, ergonomics, and electronics.
The Beast has grown since its 2007 KTM 990 Super Duke origins. For model year 2024, the 1,301cc LC8 V-Twin from the 1290 Super Duke gets bored out from 108mm to 110mm for a displacement of 1,350cc, and a new camshaft allows for two separate valve lifts depending on rpm. The redesigned airbox has a shorter stack height, and the new throttle bodies have an increased inlet diameter of 60mm (up from 56mm). Additionally, 5th and 6th gears have been revised for better use of the rpm range.
The new model also receives upgraded suspension with the latest generation of WP’s Semi-Active Technology that provides a range of adjustability. The Suspension Control Unit adjusts damping rates in real time based on information from the IMU, and all suspension settings can be managed through the 5-inch full-color TFT display. Five damping modes are also available on the display: Auto, Comfort, Rain, Street, and Sport.
For even more suspension customization possibilities, the optional Suspension Pro pack adds two more suspension modes (Track and Pro), three preload settings (Low, Standard, and High), and an Anti-Dive setting. Also included in the package is Factory Start, which automatically reduces shock preload to lower the rear when coming to a stop.
The Super Duke’s ergonomics receive an upgrade for 2024 with a focus on performance. The tank is angled outwards for better rider support while hanging off into corners, and the handlebar has been moved lower for better control.
Slowing down The Beast are Brembo braking components, including dual 4-piston Stylema monoblock front calipers biting 320mm discs and a 2-piston rear caliper with a 240mm disc. A new Brembo multiple-click-system master cylinder is also included. The Super Duke also gets new tires in the form of Michelin Power GP tires for better grip and a lighter weight.
The Beast has been known for its aggressive styling, and that is even more evident in the 2024 1390 Super Duke R Evo. The model gets a new LED headlight unit, new tank spoilers, and new winglets, and fuel tank capacity has been increased from 4.2 to 4.6 gallons.
The Beast’s new styling is most evident in its new angular headlight unit. Position and daytime running lights are located along the edges and are auto-adjustable, and the automatic low beam is in the center.
Upgrades to the 5-inch TFT display include new graphics and a redesigned menu structure intended to offer faster access to features with fewer clicks required. The Tire Pressure Monitor System has been upgraded with more accurate software and shows tire pressures on the TFT, and it now offers custom pressure settings for track use.
The 2024 KTM 1390 Super Duke R Evo comes with three ride modes as standard (Rain, Street, and Sport), and two optional modes (Performance and Track). Each mode manages power, traction control, and throttle response. Performance mode allows for customization of traction control, throttle response, anti-wheelie control, and launch control. In Track mode, the same level of customization is available but with a “ready to race” focus with two display settings that focus on lap times and other race-focused data.
Other optional technology includes cruise control, Engine Brake Control (adjustable among five levels), anti-wheelie mode (adjustable among five levels), and KTMconnect.
The 2024 KTM 1390 Super Duke R Evo will be available in orange with red highlights or black with orange highlights. Pricing has not yet been announced.
Riding the ridge near Mirador de la Cardosa, Cantabria, on the IMTBike Essence of Northern Spain Tour.
The landscape of northern Spain erupted with jagged peaks and rolled along lush green hillsides. Farms folded across every nook, and waves pounded the Atlantic coast. Mile after mile of smooth, tight curves were waiting to be savored. The evidence was all around: Northern Spain is a rider’s paradise.
This past September, I joined IMTBike’s Essence of Northern Spain Tour. Leaving the planning to the pros at IMTBike, I simply arrived with my gear in Bilbao up north in the País Vasco (Basque Country) and enjoyed the ride. Over eight days, I explored new places with new friends, and fabulous riding connected every experience. This tour strung together curvy backroads through vast open spaces, rural pastoral lands, dense forests, and stunning coasts.
The tour frequently visits Spain’s Atlantic Coast, like here in Colunga, Asturias.
“Essence” tours like this one are new weeklong versions of longer IMTBike tours. Riders who can only get a week off from work can now enjoy full‑on tours of northern Spain, southern Spain, Portugal, or Morocco with a shorter time commitment.
IMTBike has been perfecting the art and science of motorcycle tours for 27 years. Initially, the focus was the Iberian Peninsula (Spain and Portugal). Today, it also offers tours of Morocco, France, Italy, and the Alps; exclusive MotoGP tours in Catalunya, Jerez, and Valencia; global tours in Turkey, Japan, Thailand, Vietnam, and New Zealand; and self‑guided and custom‑designed tours.
My fellow tour members came to northern Spain from Costa Rica, Guatemala, Japan, the Netherlands, and the U.S. We all love travel, adventure, and motorcycling – that’s what brought us together – and as always, I enjoyed the experience of meeting and riding with people from countries other than my own.
Juanan Martin, our tour guide, has graduate degrees in history and travel journalism – perfect credentials for his role. Paulo Murteira, who drove the IMTBike support van, loves off‑road endurance riding and was a laugh a minute! Both were excellent sources of information, assistance, and insight.
During a coffee break, our tour guide Juanan reviewed the next section of the day’s ride.
From IMTBike’s garage in Bilbao, Juanan led us to the Cantabrian Mountains and strings of hairpin turns. At Collados del Asón Natural Park, we paused to take in a spectacular panoramic mountain vista. That first day, we traversed five mountain passes en route to Santillana del Mar.
Our night’s lodging was a parador located on a magnificently preserved medieval town square. Paradors are historic, architecturally significant buildings such as former castles, monasteries, and manor homes. Owned by the Spanish government and operated as luxury hotels, paradors preserve these treasured buildings and keep them relevant. We stayed in three of them on this tour.
This parador in Asturias was formerly the Monastery of San Pedro de Villanueva.
We also grew accustomed to dinner served on Spanish time: 8 p.m. at the earliest and frequently later. Your humble scribe is a big fan of seafood, and our daily menus included locally sourced fish and other delicacies from the North Atlantic, as well as delicious meat dishes, fresh fruits and veggies, and a variety of decadent desserts. No one went hungry.
By the second day, tour members had organically clustered into three groups of four bikes each according to their preferred pace. This unofficial order enabled everyone to ride their own ride. Juanan told me that every tour is its own living entity, with distinct personalities and group dynamics, individual rider skills, weather and seasonal factors, and more. Everyone wanted something different from their tour experience, and Juanan and Paulo were focused on delivering for us all.
Later, we had our first of numerous encounters with livestock in the road. Flat, open expanses of pastureland are uncommon in northern Spain, so cows (and occasionally horses and goats) nibble on grass wherever they find it. They seemed accustomed to the passing vehicles, so I rolled off the throttle a bit and bellowed “Moo!” before motoring past.
We experienced endless curves through the Cantabrian Mountains.
Spain has the highest average elevation of all western European countries except Switzerland, and the mountains we rode around, over, and sometimes through were highpoints for me. Topping my list for beauty was Picos de Europa National Park. Founded in 1918, it was Spain’s first national park. Today it’s a UNESCO Biosphere Reserve, and its natural beauty was wondrous to experience while carving great roads on a motorcycle.
While the mountains reminded me of the Alps, the Costa Verde (Green Coast) felt like Ireland. Okay, maybe not the palm trees. Herds of Asturian Valley cattle, the ubiquitous orange‑colored breed raised in northern Spain, grazed on grassy hills overlooking the ocean. What a completely different scene from the brown plains of central Spain. As cows chewed greenery, surfers in wetsuits carried their boards down to the sandy beach below. Some of Europe’s most popular surfing destinations are here on Spain’s northern coast. I wondered if this convergence of cattle and surfers gave rise to the expression “Cowabunga!”
Love mountains? This view of Riaño, León, helps one appreciate that Spain has western Europe’s second highest average elevation.
From cliffs overlooking the coast, we headed inland, where entertaining secondary roads wound us through agrarian landscapes past the hilly farms of Asturias. The most common crop appeared to be manzanas (apples), and most homes, even those that weren’t farmhouses, had a lemon tree in the yard. I admired the resilience of farmers here: There was hardly any land you’d call flat, yet orchards were abundant, tucked into every conceivable space. Livestock grazed along the roads here too.
Though the weather in northern Spain was mostly clear, warm, and dry, we rode through a late‑day rain shower near Oviedo, the bustling capital city of Asturias. On the last stretch to our hotel, it was useful having a guide with local knowledge and a solid plan to lead the group though wet, busy streets to the tight quarters of a downtown hotel parking garage. ¡Bien hecho, Juanan! Well done!
The capital of Asturias is Oviedo, a beautiful city where we enjoyed a rest day.
That evening in Oviedo, we had dinner in a sidrería (cidery), a pub‑like establishment where locals gather to drink cider, eat, and socialize. We enjoyed multiple courses of Asturian fare, washed down with sangría de sidra (cider sangria) made from the same variety of manzanas we saw growing on trees. It was an Asturian holiday, and patrons were joyously singing, their enthusiasm enhanced by pitchers of sangria. You don’t have to visit a museum to experience culture.
An evening walk through Oviedo was a great way to end a riding day. I’ve never visited a prettier city.
IMTBike scheduled a rest day halfway through this tour, but there was an optional lunch run to the seaside fishing village of Cudillero. Juanan led an exhilarating backroads jaunt through dense forest with little evidence of humans. Cudillero is built into rocky cliffs overlooking the Bay of Biscay. The ascending rows of colorful houses reminded me of similar towns I’d seen in Italy. At the edge of town, waves hitting the rocky shore presented spectacular views.
That evening, I decided to explore more of Oviedo on my own while speaking only Spanish. It had been decades since I studied Spanish in school, but after a few days in Spain, the fundamentals were coming back. I managed to buy a gift for my wife and order a fish dinner, celebrating these minor triumphs with una cerveza. ¡Salud!
The optional ride on the rest day followed narrow roads through deep forests.
Next morning, tour members huddled for our daily riders briefing with Juanan. He emphasized the need to depart the hotel as an organized group – and stay together as we left the city. A major bicycle race called La Vuelta, Spain’s version of the Tour de France, was passing through the area that morning. Juanan explained that the racecourse overlapped our route, and unless we rode through before race organizers closed the road, we’d have to wait. Thanks to this helpful attention to detail from our tour guide, our wellorganized group passed by the busy staging area for La Vuelta that morning on a still-open road.
Our group enjoyed a break at Puerto de Pandetrave in León.
After coffee, our route cut through Trubia River Gorge, where steep rock cliffs reached up on either side of us. Eventually we gained elevation, riding through the clouds until we poked above them into sunshine. I love when that happens. We crossed Alto de la Corbetoria Pass and then descended in tight curves to the Lena River to enjoy a stretch of easy sweepers to La Llama. The continuous flow of a curvy river road is always special on a motorcycle, and this tour included several of them.
Returning to the Picos de Europa, we relished technical curves and climbed in elevation before a lunch stop at Puerto de San Isidro, an alpine ski resort. At midday in late summer, skiers were notably absent. As our group prepared to move on, I let Juanan know I was going to ride alone for the afternoon. In this rugged and remote region of León, I stopped whenever I wanted to marvel at views of the mountains and lakes against a crystal blue sky. Since I opted for a GPS with routes pre‑loaded, it was no problem arriving on my own schedule (and well before dinnertime) at that night’s parador lodgings.
To build roads through northern Spain’s mountainous terrain, engineers have designed some impressive solutions. After a mid‑morning break in Potes, we reached Collada de Carmona Pass, where our mountain descent abruptly came into view. The road went through a hole cut through the cliff. Above the road, multilayer nets of steel mesh were moored onto the cliffside to catch falling rocks and held many they had snared. Then the road twisted down the mountainside, switchback after switchback, to the valley below. The smooth tar continued, snaking through positive camber curves along a meandering river for miles as the next mountain pass grew gradually closer. Up, over, and down again, the grin never left my face. At the next stop, our group of elated riders dismounted and exchanged high‑fives. What a run!
Camaleño in Cantabria provided many enjoyable sweepers.
While winding roads with dramatic views earned my top score on this tour, architecture was a notable runner‑up. The ultra modern Guggenheim museum in Bilbao is a marvel of design, encased in a skin of titanium. In stark contrast, the Sanctuary of Loyola in Azpeitia was a grand example of Spanish baroque architecture. And with its classical civic buildings, elegant parkside homes, and captivating old town edifices, Oviedo was as pretty as any city I’ve visited.
By design, this tour put us on mostly empty roads. But on a warm, sunny afternoon in late summer, it was no surprise to encounter beach traffic along a scenic coastal route. The view of the seaside below was splendid from a gently curving road cut into the cliffside, and the tang of salt air scented every breath I took. A slower pace was fine for a bit.
Rest stops present an opportunity for riders, each riding at their own pace, to regroup. We did that here at Puerto de Pandetrave in León.
Then we found ourselves riding into the unexpected. An altered traffic pattern sent us into a congested cobblestone pedestrian zone where some kind of celebration was underway. Clearly, this wasn’t the plan. Folks were stunned by the arrival of a dozen motorcycles, but Juanan quickly calmed any concerns. The first few riders managed tight, bumpy U‑turns, but those farther back were squeezed into an alley. Juanan pivoted several of those bikes 180 degrees on the sidestand – first time I’d seen that technique used on cobblestones – and in short order, we rode off as folks smiled and waved.
Carving more curves through the Basque Country and down the steep hills into Bilbao, our tour came to an end where it began: IMTBike’s garage. We parked our bikes one last time as Juanan poured us a cava toast. Later, over our final dinner as a group, we relived favorite moments of this exciting tour and started planning more adventures.
In 2024, the Essence of Northern Spain tour runs June 29‑July 7 and Sept. 7‑15. Prices start at 3,845 euros (about $4,100 USD) for a single rider on a BMW G 310 R and sharing a double room. Larger motorcycles and private rooms are optional. Not included in the tour price are air tickets, lunches, gasoline, drinks, tolls, GPS, personal spending, and tips. Learn more at the IMTBike website.
2024 KTM 790 Adventure in white with orange graphics
Adding to KTM’s list of recent announcements, including the reintroduction of the SMT line with the 2024 KTM 890 SMT and a new generation of single-cylinder engines dubbed the “LC4c” found in the KTM 390 Duke and 250 Duke, the company has released details on the 2024 KTM 790 Adventure, redesigned in Mattighofen, Austria.
KTM calls the bike an ideal “first taste” for riders who are looking to try out the adventure segment. Rider would agree, having awarded the 2019 Motorcycle of the Year honor to the KTM 790 Adventure. In our Tour Test of the bike, our reviewer called it “an eminently capable lightweight ADV tourer that was designed for excursions into some pretty gnarly territory.”
The 2024 KTM 790 Adventure still has the 799cc parallel-Twin LC8c with DOHC, but KTM says the bike is now more stable at constant speed and has gained more cornering poise thanks to a 20% increase in crankshaft mass. Reworked Dell’Orto throttle bodies bring a cleaner and more efficient connection due to the enhanced combustion, and the knock control sensor results in a higher state of ignition and better capacity for low octane fuel, which is a reassuring characteristic for the different qualities of gasoline found while traveling and addresses one of the minor gripes from our reviewer regarding the 2019 model.
2024 KTM 790 Adventure in black option
The 790 Adventure also has a 6-speed gearbox, throttle-by-wire, a PASC slip/assist clutch, a new airbox, and a reconfigured optional Quickshifter+. The bike also benefits from the latest 6-axis IMU that can be found on larger KTM siblings like the KTM 890 Adventure R and KTM 1290 Super Adventure models and which informs the Cornering Motorcycle Traction Control and other aspects such as ABS, Motor Slip Regulation (optional), and three standard ride modes – Street, Offroad, and Rain – as well as the optional Rally mode. ABS modes now automatically switch between the ride modes, removing the need for more configuration. Demo mode allows sampling of the full electronic rider aids suite for the first 1,500 km.
WP Apex suspension includes a 43mm inverted fork and a preload-adjustable shock with 7.9 inches of front/rear travel. Braking comes from dual 4-piston calipers clamping down on 320mm discs up front and a 260mm disc in the back. The bike still rides on 21/18-inch front/rear tires, but they’re wrapped in new Pirelli Scorpion STR tires with large tread blocks for more of an off-road focus.
The 790 Adventure has 9.1 inches of ground clearance, an adjustable seat height (33/33.8 in.), and a 5.3-gallon fuel tank, which follows the flow and lines of the bike to where a new front mask gives way to an integrated fairing. A new higher windscreen provides more wind protection, a larger aluminum engine guard is fitted as standard, and the plastics (injected molded with graphics for more resistance) have also been reshaped to guard the tank and seat against unwanted knocks.
The lights are full LED, and the bike has a new 5-inch TFT that reacts to ambient lighting and utilizes a redesigned menu system of new infographics for faster and easier customization.
In addition to Rally mode and MSR, other optional features include KTMconnect with Bluetooth connectivity, Quickshifter+, heated grips, a heated seat, and cruise control.
The 2024 KTM 790 Adventure will arrive in December 2024 in two new colorways: white with orange graphics or a black option. Pricing has not yet been announced.
2024 KTM 790 Adventure in white with orange graphics
BMW has released details on two models that will replace the BMW R nineT: the BMW R 12 nineT and the new cruiser-styled R 12. The “12” in the names of these two models comes from their 1,170cc boxer Twin, and both bikes feature a new frame, new technology, and other updates.
The cruiser-styled 2024 BMW R 12
The R 12 nineT “classic roadster” carries on in the tradition of the R nineT with suitability for urban riding and a dynamic ride, while the R 12 features some different components and ergonomics designed for comfortable cruising.
2024 BMW R 12 nineT in San Remo Green Metallic
The two new models are powered by an air/oil-cooled 1,170cc flat-opposed Twin with DOHC, the same engine found in the R nineT. In the R 12 nineT, BMW claims 109 hp at 7,000 rpm and 85 lb-ft of torque at 6,500 rpm. For the R 12, it claims 95 hp at 6,5000 rpm and 81 lb-ft at 6,000 rpm. The engine redliens at 8,500 rpm.
Different from the R nineT, the 2024 R 12 models get a new airbox that is now integrated under the seat. Also new is the twin pipe exhaust system. The two rear mufflers on the left-hand side feature a reverse-cone cap design. On the R 12 nineT, the front muffler is chrome-plated, and the rear muffler is electro-polished. On the R 12, the front muffler is electro-polished while the rear muffler has a brushed finish.
2024 BMW R 12
Another big update from the previous R nineT is the new one-piece trellis steel main frame to replace the previous two-piece frame. BMW claims that this new frame weighs less and gives the R 12 models a cleaner look.
2024 BMW R 12 nineT
Both models feature cast light-alloy wheels, with 17-inch front and rear wheels on the R 12 nineT and 19-inch front with 16-inch rear wheels on the R 12. Both bikes also get dual 310mm brake discs up front with radially mounted 4-piston monoblock calipers and a single 265mm disc in the rear with a 2-piston caliper, and BMW Motorrad ABS Pro comes standard.
2024 BMW R 12 in Aventurine Red Metallic
The R 12 nineT has a wheelbase of 59.5 inches, a rake of 27.7 degrees, a trail of 4.4 inches, and a seat height of 31.3 inches. The R 12 features a wheelbase of 59.8 inches, a rake of 29.3 degrees, a trail of 5.2 inches, and a lower seat height of 29.7 inches.
Both new models also feature a new 45mm inverted telescopic fork, which is fully adjustable on the R 12 nineT. Rear suspension is provided by a Paralever swingarm with a linked shock with adjustable spring preload and rebound damping. Suspension travel front and rear is 4.7 inches on the R 12 nineT and 3.5 inches on the R 12.
2024 BMW R 12 nineT
These two new models also come equipped with plenty of tech and electronic rider aids. The R 12 nineT has three ride modes (Rain, Road, and Dynamic), and the R 12 gets two ride modes (Roll and Rock). These ride modes adjust throttle response and the equipped Dynamic Traction Control and Engine Drag Torque Control. Engine Drag Control works to prevent rear wheel slip when abruptly releasing the throttle or downshifting.
2024 BMW R 12
These models also come standard with a Keyless Ride function, with the key now only being needed for the steering lock and fuel cap. BMW’s Intelligent Emergency Call, which calls for help in case of an accident, is also included as standard on both models.
Adding to the list of technology available on the BMW R 12 models is new instrumentation. The R 12 nineT is equipped with two round analog gauges (speedometer and tachometer), a USB-C charging port, and a 12V socket. The R 12 gets only the speedometer. Control lights and a digital display are integrated into the speedometer on both models. The display functions as a scrollable menu on the R 12 nineT and displays gear and ride mode on the R 12. Riders can also choose to purchase the option Digital Display, which replaces the round analog units with a 3.5-inch TFT display. Both models also come with full LED lighting.
The optional 3.5-inch TFT display replaces the round analog speedometer on the R 12.
In addition to many standard electronic elements, the BMW R 12 nineT and R 12 offer several optional rider aids. The optional Shift Assistant Pro allows for clutchless shifting, and Hill Start Assist Pro holds the brakes when on a hill and releases the brakes when starting from a stop. Another option is Connected Ride Control, which allows for Bluetooth connectivity to a smartphone. From the BMW Motorrad Connected app, the rider can find vehicle data, riding dynamics data, weather info for the current location, and map navigation. The MotoMount is available as an option to allow for mounting a smartphone to the handlebar.
2024 BMW R 12 in Option 719
The BMW R 12 models will each come in three color options. The standard color for both models is Blackstorm Metallic. The R 12 nineT will also come in an optional San Remo Green Metallic, while the R 12 will be available in an optional Aventurine Red Metallic. Both models will be available in Option 719 colors. Pricing has not yet been announced, but BMW expects these models to arrive in dealerships during the first quarter of 2024.
Former AMA Superbike and Supermoto rider Chris Fillmore took the 2024 KTM 890 SMT on a Sardinian Mountain climb.
KTM has announced the reintroduction of the SMT line with the 2024 KTM 890 SMT. Last seen in the U.S. a decade ago with the KTM 990 Supermoto T, the platform blends the rowdy playfulness of a supermoto with the practicality of a sport-tourer.
The 2024 KTM 890 SMT features an 889cc LC8c parallel-Twin with DOHC and dual balancer shafts, the same platform behind the KTM 890 Adventure R with a 20% increase in rotating mass over the KTM 790 platform. KTM calls the bike a “purposeful model” between its adventure and street product ranges. The new SMT has 46 mm dual Dell’Orto throttle bodies, throttle-by-wire, a 6-speed gearbox, and a PASC slip/assist clutch.
The three standard ride modes – Sport, Street, and Rain – can be expanded by an optional Track setting that permits the rider to toggle different amounts of throttle modes and traction control through 10 levels. The SMT also has cornering Motorcycle Traction Control (MTC). Demo Mode allows sampling of the full electronic rider aids suite for the first 1,500 km.
From an ergonomic and aerodynamic standpoint, the 4.2-gallon tank has been slimmed and designed specifically for the KTM 890 SMT. The form of the tank slides the rider even farther into the bike with a wide contact patch but still compact enough for free and flowing movement, aided by the single-piece Supermoto-shaped 33.8-inch seat. The SMT offers six different handlebar positions within a 1.2-inch range, and the aerodynamics-optimized smoked windscreen is placed just above the double fender with a low splash guard on the fork legs.
Former AMA Superbike and Supermoto rider Chris Fillmore took the 2024 KTM 890 SMT on a Sardinian Mountain climb.
Chassis-wise, the KTM 890 SMT has a chromoly trellis frame with a tighter geometry and the engine as a stressed member. The WP Apex rear shock is angled farther to reduce the seat height and accommodate the longer swingarm, contributing to a forward riding position as well as reported straight-line stability. In the front is a 43mm inverted WP Apex open-cartridge fork. Suspension front and rear is fully adjustable and offers 7.1 inches of travel. The bike rides on 17-inch wheels shod with Michelin PowerGP tires. Stopping power comes from a 4-piston caliper grabbing a 320mm front disc and a 2-piston caliper and 260mm disc in the back. Cornering ABS with Supermoto mode is standard.
The 5-inch multifunctional TFT display is made from optically bonded mineral glass and is scratch- and glare-resistant and comes with a USB connector, reworked intuitive graphics, and Turn-by-Turn+ navigation (KTMConnect app needed).
Optional add-ons include heated grips and the chance to add Motor Slip Regulation for better control in low grip situations and for fast downshifts. Quickshifter+ and cruise control are also optional and ready to go with a simple activation process.
The 2024 KTM 890 SMT will be available in December. Pricing has not yet been announced.
2024 Honda XL750 Transalp (Photos & video by Align Media)
Slotting between the CB500X and Africa Twin, the 2024 Honda Transalp is a new adventure bike powered by a 755cc parallel-Twin. The original Transalp was sold in the U.S. for only two years (1989-1990), but the model continued to evolve in Europe. The iconic bike returns to America to compete in the red-hot middleweight ADV segment.
We put the Transalp through its on-road and off-road paces during a two-day, 250-mile test amidst the vibrant autumn foliage of central Pennsylvania. Our route included the rugged Section 4 of the BDR-X PA Wilds and challenging twists near State College.
KTM has announced the return of the KTM 1290 Super Adventure S and Super Adventure R for 2024, high-performance ADV bikes tailored to the street (S) and off-road (R). Both bikes return with the features riders have grown to appreciate over the years, as well as new color and graphic schemes.
2024 KTM 1290 Super Adventure R
According to KTM, “While the KTM 1290 Super Adventure S will pound the roads and cope with the dust, gravel and light, loose ground, the ‘R’ is orientated for hardcore offroad adventurers who want and need premium kit to level any landscape or terrain.”
The KTM 1290 Super Adventure S and Super Adventure R are both powered by a 1,301cc LC8 V-Twin mated to a 6-speed Pankl transmission and a PASC slip/assist clutch. The heart of the bikes is regulated by a Bosch 6D IMU that provides inputs for the ride modes (Sport, Street, Offroad, Rain, and optional Rally, which includes 9-levels of adjustable MTC intervention), Motorcycle Traction Control, cornering ABS, cornering lights, and (on the S) electronic suspension. When we put the 2022 KTM 1290 Super Adventure R on Jett Tuning’s dyno in Sport mode, the bike produced 126 hp at 9,100 rpm and 88 lb-ft of torque at 8,000 rpm at the rear wheel. In Off-road mode, it made 81 hp at 6,600 rpm and 62 lb-ft of torque at 6,900 rpm.
2024 KTM 1290 Super Adventure R
Rider EIC Greg Drevenstedt has reviewed both the 2022 KTM 1290 Super Adventure R and 2018 KTM 1290 Super Adventure S. While we’re not sure about no trail being of reach, he said of the Super Adventure R that it can “take you to places well off the beaten path,” and when it came to the S, he said that “regardless of the condition of the pavement or the radius of the curve, the KTM is unflappable.”
Both bikes have a 22-lb chromoly stainless-steel frame and vertically stacked LEDs with low beam, high beam, and cornering lights that illuminate sequentially as lean angle increases. The seat on the R is fixed at 34.6 inches, while the S has a height-adjustable seat (33.4 or 34.2 inches). Ground clearance also differs, with 9.5 inches on the R compared with 8.7 inches on the S. Additionally, the R offers adjustable handlebar positions, engine guards, and a skid plate.
2024 KTM 1290 Super Adventure R
The Super Adventure S has WP semi-active suspension damping and anti-dive (WP Suspension Pro is an optional upgrade, as is Quickshifter+) offering 7.9 inches of travel front and back. The R features WP XPLOR fully adjustable suspension, with a 48mm split- cartridge fork, a Progressive Damping System rear shock, and 8.7 inches of travel at both ends. The S rides on 19-inch front and 17-inch rear tires, compared with 21/18 on the R.
2024 KTM 1290 Super Adventure S
Stopping power is the same on both bikes, with a 320mm disc up front and 267mm in the back. Offroad ABS mode allows for dirt-specific ABS application on the front wheel while disengaging the rear ABS.
2024 KTM 1290 Super Adventure R
Both bikes also have a 7-inch TFT display for full control over the ride modes, suspension, ABS settings, and adaptive cruise control. Additionally, the KTMConnect App boasts Turn-by-Turn+ guidance and waypoint markers while on the go and without having to stop and adjust any mobile device. The same functionality also extends to audio tracks and listing ‘Favorites’ when it comes to phone calls.
The KTM PowerParts collection includes additional gear and protection for the 2023 KTM 1290 Super Adventure bikes, such as extra protective parts, aesthetic touches through detailing, or travel items like luggage, racks, and bags.
The 2024 KTM 1290 Super Adventure S comes in a new gray color scheme with prominent black and hints of orange. The R has a new sporting white color and graphic scheme. Pricing has not yet been announced.
