The Honda Rebel 250 is probably the bike many of us rode when we were taking our Basic Rider Course. Even though I didn’t know what I was doing back then, when I rode the bike while trying to get my license, I could still tell it was a bit of a turd. A lack of experience meant I couldn’t put my finger on exactly why, though I chalked it up to being used and abused after having gone through the hands of many new riders.

For this Church feature, we look back at the 1996 version of the Rebel 250 and see if current memories align with what MO testers thought of the bike back in the day. Did a new Rebel provide a little more enjoyment than an old, abused one?

First Impression: 1996 Honda Rebel 250

Rebel With A Cause

The Rebel 250 has wandered in and out of Honda’s lineup for several years. For 1996 the Rebel is in, and Honda will probably find it in their heart to forgive you if you didn’t notice this while drooling over the CBR900RR or the Valkyrie.

Yes, the Rebel is back to fill a small but stable market niche for a lightweight novice bike with a low seat. There’s only one way to say it: This bike was made for short people.

Very short people, actually. At a relatively stubby 5’6″, our shortest tester was barely small enough to fit on the bike. The suspension didn’t bottom out and his elbows didn’t touch his knees, but it would have been much more comfortable if the bars, pegs, and seat had all been about an
inch further from each other.

Remember in the bad old days when we had to tape directions to our bike’s gas tank? Well, smartphones have become an essential part of riding, and fewer and fewer of us can find ways to leave them behind when we go on our rides, particularly since you can track and share your rides with your buddies. However, playing music and running turn-by-turn directions can drain your phone’s battery. Naturally, we need a way to feed it while out on the road. While some phone mounts have built-in wireless charging, the vast majority are just a means of securing your phone to your motorcycle. So, here is our current list of the best motorcycle phone chargers we know of. If you have a favorite that’s not listed, let us know in the comments. 

Best Motorcycle Phone Mounts

You’ll find these chargers lumped into two basic categories. One gets hard-wired into your bike’s electrical system, while the second is an adapter that plugs into your 12V socket on the bike. Either way, they then convert the power to 5V and deliver it via the cable that is appropriate for your phone. When it comes to installing your phone charger, we highly recommend that you use a switched circuit because they will otherwise place a constant small load on your motorcycle battery that could run it dry during storage.

Where do we even start with this one? Found on our sister site, CTX1300forum.com, there’s a lot to talk about with this CTX1300. Though I suppose we could start with the CTX1300 itself. If you don’t remember, the CTX1300 is a little bit like a space-age cruiser. You’ve got that long and low appearance we’re used to with cruisers, but with a very distinct, almost futuristic, style that clearly can’t be lumped in with your traditional cruiser. Honda was going somewhere with this, we’re just not sure where. Then there’s the engine. Based on the VFR1200 V4, this compact four-cylinder packed a healthy amount of power and driveability, along with a very cool soundtrack to boot.

All of that leads into what we have here. This is a really clean example of a CTX1300 that has clearly been used for what it was meant for – burning away miles in absolute comfort. Judging by how the paint shines and the chrome pops in these photos, you’d think this was a new bike with no miles. But that’s far from the truth. With a tick over 19,000 miles on the odometer, this owner takes care of their CTX just as much as they ride it. They even claim that not a single body panel tab has been broken, which is actually an impressive feat on today’s motorcycles.

Sure the title of the post is a bit over the top, but you do need to admit it’s a clean bike. With an asking price of $8,499, it’s also a decent deal for the right person. See the full listing below.

THERE IS NONE LIKE HER

2014 Honda CTX 1300 Deluxe.
This rare bike has established a cult-like following for all the good reasons. But none in the world looks like this one. As the original owner, I have pampered her from mile 1. Always garaged & under Dust Cover, meticulously broken inn & maintained, never dropped, never abused, & only ridden 19,364 pleasure miles, on fair weather days. And it shows, as People are all ways just stunned that this is not a brand new bike. All accessories shown will be included in the asking price of $ 8,499.00

Givi V47 color matching Top case with integrated full light kitShow chrome accessory power modulePannier luggage inserts, one regular & one as a cooler.Color-matching Valve CoversCenter StandAir Hawk adjustable seat cushionAccessories LightsAccessories Bar EndsAccessories power outlets with voltage meterGear IndicatorRox anti-vibration Handlebar RiserGarmin Zuemo GPS ( hardwired)Tire Monitoring SystemPuig Windshield with add-on spoilerNO BROKEN TAB ( so all panels still align perfectly )

To the serious buyer, interested in a CTX 1300 Deluxe- if you see her in person, you will agree with me that she looks Better than New!

Just a week after announcing the 450SS sportbike was coming to the U.S., CFMOTO adds another adventure bike to its lineup for 2023. The CFMOTO Ibex 800 S will be available for $9,499, while the slightly more adventure-ready Ibex 800 T trim comes in at $10,499.

The Ibex 800 is powered by a 799cc DOHC Parallel-Twin with a 75° offset crankshaft that is heavily based on KTM’s 790 engine. CFMOTO claims 94 hp at 9,000 rpm and 56.8 lb-ft. at 7,500 rpm.

The Bosch electronic fuel injection system offers two ride modes: Sport and Rain. Cruise control and cornering ABS come as standard, with a 7-inch TFT full color display as the interface. The screen is also Bluetooth enabled, allowing connections to smartphones for navigation.

J.Juan provides the brakes, with dual radial mount four-piston calipers and 320 mm discs up front, and a two-piston floating caliper with 260 mm disc at the rear. KYB supplies an inverted fork and single rear shock.

The Route Napoleon is considered one of the best drives across France. It starts near the French Riviera and runs up to the southern tip of the Alps. The route earns its namesake by following the path that the one-time French emperor used to covertly make his way north after escaping his first exile. Despite wet conditions with gravelly sections enroute and frost at higher elevations, it was a most excellent place to have our first dance with Suzuki’s new naked, the 2023 GSX-8S. The second of two 776cc Parallel Twin-powered models from Suzuki, the GSX-8S proved its mettle over just a single day’s ride in terms of being a contender in the middleweight naked category. Let’s get to it. 

2023 Suzuki GSX-8S

Editor Score: 82%

Engine	18/20	Suspension	10/15	Transmission	7.5/10
Brakes	7.5/10	Instruments	4.5/5	Ergonomics	9/10
Appearance	9/10	Desirability	8.5/10	Value	8/10

+ HighsPunchy low to mid-rangeJust the right size overallDesign and styling are a welcome update

– SighsSoft suspensionInconsistent qualities between bikesDriveline lash is a bit annoying

As previously alluded to, the GSX-8S follows on the heels of the 2023 V-Strom 800 DE as the second model to use the all-new 800 platform. The two models share the engine and the steel main frame that the Twin bolts into as a stressed member. The 776cc DOHC Parallel Twin gets its capacity from a couple of 84mm bores with 70mm strokes, while the compression ratio comes in at 12.8:1. The 2023 Suzuki GSX-8S is said to produce 82 horsepower at 8,500 rpm, with 57.5 pound-feet of torque topping out at 6,800 rpm. Redline cuts in at 9,250 rpm.

You don’t get a name like Elite without earning it (or buying it in this case), and today Indian has introduced two model lines to get the Elite treatment: the Pursuit Elite and Chieftain Elite. What makes these models Elite? All you have to do is look at them to figure out what sets them apart from the standard models. For the Pursuit, this is the first time it will be getting Elite treatment, which consists of Super Graphite Metallic and Black Metallic paint schemes nicely offset with bronze details throughout to exude an air of exclusivity the base models can’t touch.

In the Chieftain’s case, this is a return to the Elite category. It gets a similar Super Graphite Smoke color and bronze accents as well. In addition, an open fender shows off a catchy 10-spoke wheel. Both the Pursuit and the Chieftain Elite will benefit from a slew of amenities and electronic rider aids to make the bikes as outfitted – and as safe – as possible. The full extent of those features can be found in the press release below.

But there’s one more thing that makes an Elite model elite – rarity. Indian only plans on making 150 units of the Pursuit Elite worldwide, and each will retail for $39,999. The Chieftain Elite will see slightly higher production numbers – 175 units worldwide – and it will retail for $35,499. If one of these models is what you need to fill out your collection, then you better act fast as supplies are extremely limited.

See the full press release below for more information.

INDIAN MOTORCYCLE DELIVERS SOPHISTICATED STYLE & BEST-IN-CLASS 
V-TWIN TOURING PERFORMANCE WITH NEW INDIAN PURSUIT ELITE, 
ANNOUNCES RETURN OF HIGHLY EXCLUSIVE CHIEFTAIN ELITE 

The California Air Resources Board has issued an executive order for what we expect to be an updated Kawasaki Z650RS for the 2024 model year. The update is expected to be relatively minor, adding traction control to the Z650RS.

The update would bring the retro RS model in line with the more modern-styled Z650 and the Ninja 650, both of which were updated with traction control for 2023, as well as the Versys 650 which received traction control in 2022.

Below, we present the executive order for 2023 model updates. In past filings, Kawasaki tends to refer to new or updated motorcycles by its model code for engine certifications instead of its marketing name (you know, to keep them secret from the likes of yours truly). For the 2023 executive order, Kawasaki referred to the Z650 and Ninja 650 (plus their ABS-equipped versions) by model codes along with the previously updated Versys 650 ABS.

A new 2024 executive order dated March 13, shown below, includes the Versys, Ninja and Z650 models by name, but adds a new “ER650RR” model code. The 2023 Z650RS went by the model code ER650MP and had its own executive order, as it was not updated along with its brethren last year. Seeing as Kawasaki hasn’t received a separate executive order for it yet, our assumption, therefore, is that the ER650RR is for a revised 2024 Z650RS.

Last November, Yamaha Motor Europe revealed a new Tracer 9 GT+ at EICMA, a new version of its Triple-powered sport tourer equipped with a 7-inch TFT display, adaptive cruise control, and a radar-linked unified braking system.

Yamaha Motor USA, however, remained quiet about it, and we later learned the Tracer 9 GT+ was not coming to the States for 2023. In fact, even the less techy regular Tracer 9 was left out of Yamaha Motor USA’s returning model announcements.

For those who were considering the GT+, we have good news: Yamaha is preparing to add the Tracer 9 GT+ to its North American lineup for 2024. Confirmation comes to us via the California Air Resources Board which issued an executive order for a motorcycle with the model code “MTT9GPRCGY” for the 2024 model year.

Modern motorcycle batteries have gotten so good that we largely don’t think about them until the sad day that we thumb the button and hear the starter struggle to get our Big Twin to crank through the compression stroke – or even worse, hear the dreaded click-click of a dead battery. Like it or not, batteries are consumable items on a motorcycle, and without proper care, can die on us at the most inconvenient times. So, if you suspect that your battery is getting ready to give up the ghost, we’re here to help you find a new battery to keep you headed down the highway. 

What to look for

The reality of V-Twins is that they require a good bit of power to crank over, particularly when cold. So, you can’t just drop in any old motorcycle battery that will fit in the battery box and expect it to work. You’ll need to do a little research. One good way to measure a battery’s power is its Cold Cranking Amps (CCA) rating, which is a standardized measure that can be compared across battery models. While we, as riders of air-cooled motorcycles, probably won’t be riding the the 0 degree F environment the rating is measured in, it’s a quick way to be sure you’re making an apples-to-apples comparison among batteries. 

When it comes to CCA, your new battery should have, at a bare minimum, the same rating as the OEM one. This means that it has the power to crank your engine effectively. However, if you have done any performance modifications to your engine, like higher-compression pistons, going for a higher CCA rating is a good idea. Additionally, if you’re the type of rider who likes to sit and spend extended periods listening to the big stereo you installed, you’ll want to bump up your replacement battery’s capacity, too. 

Lead acid vs lithium ion

Although this topic can get quite heated, both types of batteries have advantages and disadvantages. First, lead-acid batteries are significantly cheaper. By being used for so many generations, these batteries are essentially commodity items. They do have some drawbacks: they are heavy and lose power when stored for extended periods without a smart charger. Lithium batteries are newer to the scene, and while they initially had some growing pains, they are now a viable option for many riders. While lithium batteries are more expensive, they are also significantly lighter, and weight savings is always good – even on a blinged out bagger. They also typically offer more cranking power than lead-acid batteries of a similar size, which is a really good thing. The power loss during extended storage is also significantly lower with lithium. The biggest drawback, however, is that in extremely cold weather, they have a significant drop off in performance until they get warmed up. This shouldn’t be an issue for your typical three-season biker, though. In the end, the choice is up to you. 

Today, CFMOTO unveiled its latest sporting entry into the U.S. motorcycle market. The CFMOTO 450SS comes equipped from the manufacturer with many features that belie its $5,499 MSRP. Although information is limited, here is what we know so far.

The 450SS is powered by an all-new 450cc parallel-Twin engine. The counterbalanced Twin features a compact layout, 270° crankshaft, and liquid-cooling. Although not mentioned in the release, we assume the DOHC operate four valves per cylinder. The bore and stroke is 77.0 mm x 55.3 mm, and the compression ratio is 11.5:1. Bosch provides the EFI, and the package produces a claimed crank horsepower of 50hp at 9,500 rpm. A claimed maximum torque of 28.8 lb-ft is available at 7,600 rpm. That power is transferred to the chain final drive via a multi-plate CF-SC slipper clutch and a six-speed transmission. One interesting feature is that the shifting pattern can easily be switched from street to race pattern to suit the rider’s desires.

The Twin is mounted to a chromium-molybdenum alloy steel frame which sports a 37 mm inverted fork and a multi-link rear suspension. With the 17-inch wheels in place, the wheelbase checks in at 53.5 in. Unfortunately, no information was provided about the steering geometry. The wheels receive 110/70 R17 and 150/60 R17 tires, front and rear. 

A close look at the front brake might deliver a surprise in the form of a Brembo M40.32 radially-mounted caliper squeezing a 320 mm floating disk. The sensor ring tucked in the sensor hints at the dual-channel Continental ABS unit employed in the braking system. Rear braking is handled by a single-piston caliper and a 220 mm disc. 

Harley-Davidson and Hero Motocorp announced a partnership back in 2020 for the distribution of existing Harley motorcycles and the development of a new range of models for the Indian market. We haven’t heard much from that arrangement… until now, when a selection of “spy photos” of a Harley-Davidson-branded motorcycle with a 400-ish cc Single landed in the hands of the Indian press.

EVO India published the photos, spinning a yarn about photos arriving on their doorstep in a brown envelope marked “top secret” and an anonymous note. We’ve run enough of them on Motorcycle.com and seen the feedback from readers scoffing at the “spy photo” trope, but these suspiciously well composed photos with a grainy black and white filter photos were clearly sent out from Hero Motocorp.

No matter where you are in the world, it’s practically impossible not to have noticed the yearly trend of dapper looking people riding their motorcycles. What started out as a local event in Sydney, Australia by Mark Hawwa in 2012 to bring people together, wear nice clothes, and raise awareness for men’s health, the Distinguished Gentleman’s Ride has grown to become one of the world’s largest road riding charity events. Today the DGR’s global reach spans over 800 cities, 90,000 riders, and has raised over $37.5 million for prostate cancer research and men’s mental health.  

For the past 10 years, Triumph Motorcycles has partnered with the DGR to not only provide financial support and resources, but to also help raise the profile of the event to a global audience. The partnership has spawned clothing collections and unique one-off builds, but now, Triumph has announced that, in celebration of its 10-year partnership, it’s launching the Limited Edition Bonneville T120 Black DGR. 

Only 250 of these DGR Bonnies will be made, with number 001 reserved for the highest fundraiser of the 2023 ride. Each of the bikes will come with a certificate of authenticity hand signed by Mark Hawwa and Nick Bloor, each with a unique number and VIN. As for the bike itself, it stands out from a standard T120 with a custom DGR paint scheme featuring two-tone metallic Phantom Black over Crystal White, which draws its inspiration from dress suits – appropriate for the DGR. Accenting the fuel tank and side panels are hand-painted gold pinstriping to mimic the gold accessories you’d wear along with your dapper clothing. Capping it off are the classy brown seat and official DGR branding. 

To get all the details about the Bonneville T120 Black DGR Limited Edition, see the press release below.

Begin press release:

Digging deep into our archives, we bring you this First Ride review of a legendary motorcycle: the 1995 Suzuki GSX-R1100. The GSX-R1100 became super popular in drag racing circles and for good reason – that 1074cc four-banger was made to zip you in a straight line quickly. If it was handling and circuit performance you were looking for, the GSX-R750 was the bike to choose. The 1100 was the sport tourer of the time even if it wasn’t supposed to be. At least we’d consider it one now thanks to its smooth, powerful engine, clip-ons above the triple, and comfortable seating position.

Let’s also take a step back and shed a tear for inflation. When it was new, you could walk out with one of these GSX-R1100s for $10,000 and have some cash left in your wallet. In 2023, a motorcycle with relatively similar performance would cost you twice as much! But instead of dwelling on the current, we’ll let you enjoy the past. Happy reminiscing.

First Ride: 1995 Suzuki GSXR1100

The Big Lean: Suzuki’s 1995 GSXR1100 Drops Weight, Gains Performance

When Suzuki’s GSXR model line was first introduced way back in 1986, they were quintessential sportbikes. Light and powerful with superior handling, the GSXRs were the scourge of racetracks and canyons worldwide. Since then, the years have been cruel: The GSXRs, unequaled kings of the proverbial sportbike hill in the late 1980s, grew fat and complacent at the top.

Suddenly, it’s 1994. And the GSXR lineup is pushing around a hundred or so pounds of extra pork that was nowhere to be found on the featherweight originals, and Suzuki is getting stomped in Superbike and unlimited-class racing the world over.

So Suzuki puts the GSXRs on a diet. The GSXR600 underwent the most drastic cutback – it withered away completely! The GSXR750 was run through the weight-reduction mill last year, dropping 24 pounds in the process. This year, thankfully, the GSXR1100 got put on a fast. And the results are spectacular!

BMW is preparing to add a new model to its 1,802cc boxer family, receiving type approval in Switzerland for a new variant called the R 18 Roctane.

The type approval data for the Roctane shows much in common with the existing R 18 models, but with some notable differences. For one, the R 18 Roctane has an internal model code of “0N61,” while the model codes for the R 18, R 18 Classic, R 18 B, and R 18 Transcontinental all have model codes beginning with “0L.” This suggests the Roctane differs from the other models in a fairly significant way, either with a chassis update or a different form factor. The variant’s name appears to be a combination of the “R” branding and “octane,” so a more performance-focused model may be in store.

This brings to mind the Concept R 18 /2, which BMW revealed in 2019. The “Slash Two” was presented as the stylistic opposite of the retro-inspired concept that eventually became the R 18. BMW described it as “a modern, dynamic custom cruiser with a performance appeal that is somewhat rougher round the edges” We’re not too crazy about the Roctane name, but it does seem a fit for the R 18 /2.

Well, here’s something a little different, and it comes to us from our sister site psychobike.com. If you’ve ever wanted to give proper drag racing a try, this rolling chassis of a Hayabusa drag bike could be the perfect starter package. If you don’t know what a rolling chassis is, well, it can mean many things. At its most basic, a rolling chassis is just that – a chassis/frame and the required pieces to fit wheels on it so it can roll and move around. What we have here appears to be a complete motorcycle, minus an engine.

I don’t know much about drag bikes, but I do know a thing or two about building a bike into something to serve a specific purpose (track riding in my case): Unless you really love turning your own wrenches, and the associated costs of doing so, it’s easier and more economical to pick up someone else’s project that has most of the work already done. That seems to be the case here.

According to the seller, this rolling chassis has never been raced, will weigh well under 400lbs when ready to rock, and can get you into the mid-eight-second territory with a stock Hayabusa engine. It’s already setup to accept said Hayabusa engine, so if you have a modified one laying around, here’s the perfect home for it. Billet motor mounts, Brembo brakes, controls, wheels, tires, and bodywork are included. All this for $3800. Sounds pretty fun to us. Here’s the full listing:

Drag bike Chassis $3800
70” drag bike chassis, Chrome Moly Steel, super lightweight and super strong. NEVER RACED. Setup for a Hayabusa engine. Will run low to mid 8’s with a stock engine. Race ready will weight 340-360lbs.The motor unbolts and drops straight down (20m to remove) for easy access/maintenance.
10×26-15 rear tire on a 10” wheel.
Includes all of the following:
Powered coated chassis, billet motor mounts, front and rear Brembo brakes, master cylinders, throttle, power/start controls, front and rear wheels and tires. Fitted body. Standard front end and clip on bars. Correct offset front sprocket. Rear sprocket. Add your Busa engine and race..

See the full post at psychobike.com.