EICMA used to be the event where motorcycle manufacturers would unveil their new models. But the sheen has worn off in recent years, and fewer marques are making a fuss about the annual trade show.
The proof is in the pudding—so many new bikes have popped up in the past few weeks, that we’re convinced we’ll see more news before EICMA than we will during the show next week. We’ve already covered the new BMW R 1300 GS, the Ducati Multistrada V4 RS, the outrageously cool Yamaha XSR 900 GP, and the Ducati Hypermotard 698 Mono supermoto. Now we’ve rounded up some more news from BMW, Moto Guzzi, Triumph, and Yamaha, to make sure we’re up-to-date before EICMA kicks off.
Moto Guzzi Stelvio 2024 will see a familiar name brought back into the adventure segment fold; the Moto Guzzi Stelvio. Building on the success of the V100 Mandello, Moto Guzzi has positioned the Stelvio as their premium adventure-touring bike (alongside the air-cooled V85TT).
The new Stelvio shares its 1024 cc ‘Compact Block’ engine design with the V100 Mandello, with a few key changes. Firstly, an additional O2 sensor has been added to the exhaust to give it a Euro 5+ rating.
The second change is to the back of the transmission, where Guzzi has beefed up the swingarm mounting points to handle rougher terrain. The transmission has also been updated with further refinements over the V100 and a slipper clutch has been added.
The new liquid-cooled engine is still good for 115 hp and 105 Nm of torque, but it’s now wrapped in a distinctly adventure-focused package. The frame geometry has been updated to accommodate the 19” front wheel, with both wheels wrapped in Michelin Anakee Adventure rubber. The large windscreen is perfect for eating up the miles, as are the tall, wide handlebars and long seat.
There are five riding modes built into the Stelvio, each with its own throttle response, traction control, engine braking, and ABS levels. The set includes an off-road-specific mode, and all of them are adjustable via the 5” TFT dash (except for engine braking).
The Stelvio doesn’t get the Mandello’s semi-active suspension, but it does have 46 mm Sachs upside-down forks and a KYB shock. The front and rear suspension travel is set at 6.7 inches, and both ends are adjustable for preload and rebound.
What the Stelvio does get is a front and rear radar system. Moto Guzzi calls it the ‘PFF (Piaggio Fast Forward) Rider Assistance Solution’, and it’ll be available on the Stelvio as a factory option. Details are a bit slim around the system but expect to see adaptive cruise control and possibly some sort of front collision warning system.
Now please excuse us while we go check the mail for the invite to the press launch. [Moto Guzzi]
BMW S 1000 XR and M 1000 XR Not one to be left out, BMW has announced changes to their S 1000 XR tall-rounder—including the addition of an uber-desirable ‘M’ model.
The average age of most motorcycle manufacturers’ customers is rising, and the older most people get, the less inclined they are to spend days hunched over a 200 hp race replica. So why not take the engine from your fastest motorcycle and wrap it up with comfortable ergonomics and more technology than the Mars Rover? That’s what the BMW S 1000 XR and M 1000 XR are in a nutshell.
Both bikes share a tweaked version of the 999 cc inline four-cylinder engine from the BMW S 1000 RR superbike. Output for 2024 has been bumped up to 170 hp for the S 1000 XR and an outrageous 201 hp for the M 1000 XR.
Both bikes have a peak torque of 114 Nm, care of flow-optimised geometry updates to the engine intakes. Gearing on the M 1000 XR is slightly different from the S 1000 XR, to aid with rear wheel traction and acceleration.
The range-topping roadsters are quite handsome machines too. The S 1000 XR has been updated with a color-matched front beak, a new seat, and a reshaped tail section that feels much sportier. The M 1000 XR [above] takes all that and dials it up to 11.
Besides the wild M-inspired paint job and the swathes of carbon fiber components, the M 1000 XR also gets a big ol’ set of wings. The quadruple wings on either side of the lower fairings have been designed to produce actual downforce, helping to keep the front end down as speeds increase.
But wait, there’s more. If you think the standard M 1000 XR and its myriad performance upgrades are not enough for you, BMW offers the ‘M Competition’ package. It includes a set of carbon fiber wheels and carbon fiber footpegs and shaves even more weight off the M 1000 XR.
The BMW M 1000 XR is a wild machine and will be produced in limited numbers—so you’ll need to act fast (and have rather deep pockets) if you want one. We’d be more than happy with the S 1000 XR in the ‘Lightwhite Motorsport’ color scheme, a long twisty road, and money in the bank to spend on hotels and gelato. [BMW Motorrad]
Yamaha MT-09 The much-lauded Yamaha MT-09 is getting updated again—and Yamaha has finally done something about that awful headlight (sort of).
The MT-09 struts into its 10th anniversary with, in Yamaha’s words, “a comprehensive new design intended to amplify the sense of raw power and stripped-back agility.” Numerous, but subtle, improvements are the name of the game, with the engine being the only thing that hasn’t changed.
The overall look of the MT-09 has been honed to craft a sharper, more defined look for the headlight, fuel light, and tail section. The headlight is decidedly less alien than before, which was our main gripe with the previous model. The new bi-functional LED headlight design is far from pretty—but it’s a step in the right direction.
The legendary 890 cc three-cylinder CP3 engine remains, but it’s fed by a redesigned intake. Yamaha knows how good it sounds when that motor spins up, so they’ve designed ‘Acoustic Amplifier Grilles’ that channel those soothing induction noises towards the rider.
The MT-09’s electronics package has been updated in a big way. The six-axis IMU now includes a full suite of lean-sensitive rider aids and a back-slip regulator has been added to better control rear wheel lockup under engine braking. A new cruise control system is accompanied by a third-gen quick-shifter, adjustable KYB suspension, and a new Brembo radial master cylinder.
The dashboard has been refreshed with a new full-color 5” TFT unit (up from 3.5”). The onboard electronic rider aids are customizable, as are the handlebar and footpeg positions.
Our pick would be the high-spec MT-09 SP. It has all the trappings of the new MT-09, with the inclusion of Brembo Stylema calipers, a polished aluminum swingarm, and exclusive R1M-inspired paint.
The suspension also gets an upgrade with fully adjustable units; a pair of DLC-coated KYB forks and an Öhlins rear shock. Electronics include four track-specific ride modes and two engine braking management modes, and it even has a keyless start with a fancy new key fob. [Yamaha Motorcycles Europe]
Triumph Tiger 900 Rally Pro, GT Pro, and GT Triumph’s Tiger 900 is an excellent motorcycle, with a model range that features plenty of options for both on- and off-road riding. But that hasn’t stopped Triumph from upgrading it for 2024.
The updated range includes the Triumph Tiger 900 GT and GT Pro, and the more off-road-focused Rally Pro. (The previous ‘base model’ Rally has been ditched for the new year). For those unfamiliar, the GT [above,left] wears 19F/17R alloy wheels for a more road-biased setup, while the Rally [above, right] gets 21F/17R spoked wheels and more suspension travel.
Triumph’s goal was to deliver more power, torque, capability, and comfort across the Tiger 900 range. The brilliant 888 cc inline triple has had its power bumped up by 13% to 107 hp, with peak torque increased to 90 Nm. Fuel economy has been improved by a claimed 9%, despite the power bump.
There have also been some visual changes—the front fender and radiator side panels have been reshaped, and the rider portion of the seat is flatter and more roomy. Triumph’s familiar black, white, red, and olive color options are sprinkled throughout the range, with a new grey and orange livery in the mix.
Heated seats are offered as standard on both GT models, and, along with having 20 mm of adjustability on all the seats, Triumph is also offering a 20 mm lower seat as an option. This takes the minimum seat height down to 800 mm—a boon for shorter riders who still want in on the Tiger action. The factory muffler has also been redesigned, but we think most owners will opt for the new Akropovič silencer, which is just the beginning of 50-plus accessories available.
Another enhancement to the riding experience is the new dampened handlebar, designed to create a more comfortable ride. The bars on the Rally Pro have been reshaped to sit 15mm closer to the rider too. Finally, the 7” TFT dashboard has been updated with new graphics (borrowed from the bigger Tiger 1200) and a USB-C cockpit charger.
It’s good to see Triumph making small changes to what is undoubtedly one of the world’s best mid-sized adventure bikes. We’ll take the Tiger 900 Rally Pro in grey and orange, please. [Triumph Motorcycles]
