2024 EICMA: All The Latest From The Milan Motorcycle Shows

APRILIA TUAREG RALLY

The Tuareg was undoubtedly one of the standout bikes of the past couple of years. And the Rally version is sure to be welcomed in every market in which it’s offered.

A new engine map delivers a quicker and more decisive throttle response, and the suspension has been upgraded to, says Aprilia, improve the bike’s overall stability. We thought the Tee-rag’s stability was one of its high points, so this thing must be really exceptional.

An SC Project exhaust system, complete with a full titanium silencer looks the business, and overall weight has been reduced to 199kg.

It’s not easy to see how there could be big improvements in the Tuareg as we last rode it, but advances in technology are amazing, and every time we jump on a new bike, Aprilia is right up there leading the pack with great electronics and fine-tunings.

We’re expecting to see this bike being very well received when it makes its way Downunder.

BMW F 450 GS

Displayed as a production-ready concept, 450GS is BMW’s current entry into the fast-growing lightweight ADV class.

It’s not BMW’s first attempt – there have been a few, including the G 450X and its air shock a decade or so ago, offered as an enduro bike, and the 300 GS which won a lot of hearts over the past few years. The 450 at EICMA looked a lot like a small GS; and we’re taking that as good news.

The Concept F 450 GS carries the characteristic DNA of the GS family,” said Alexander Buckan, head of BMW Motorrad Design. “We were determined in designing the concept with the sporty dynamic appeal of our large off-road icon in a particularly compact form.”

A 48bhp parallel twin with a steel trellis frame and upside-downers in a 175kg package should have the Beemer brigade frothing.

We admit we’re a bit damp around the nether regions at this one as well.

KTM 1390 SUPER ADVENTURE S

The new Big Daddy of the adventure world – along with the BMW 1300 GSA – KTM’s 1390 Super Adventure S Evo is powered by a V-twin LC8 engine derived from the fearsome Super Duke R.

When only the biggest and best will do, the 1390 delivers 173hp and 145Nm of torque with a stiffer frame and latest-generation WP semi-active technology.

A new eight-inch colour dashboard with touchscreen and full offline navigation capability is the techno hub of the bike’s electronics, which also comes equipped with front radar for Adaptive Cruise Control.

The 1390 Super Adventure S Evo will be available with KTM’s Automated Manual Transmission (AMT), which KTM claims to be one of the most innovative engine developments made by the company in recent years.

We’re expecting to see this bike being very well received when it makes its way Downunder.

KTM 390 ADVENTURE R

A big step for another of our favourite bikes.

The 390 Adventure R 2025 is an entirely new, more dirt-oriented bike. A novel chassis and Dakar-inspired bodywork and engine inherited from the latest Duke 390, and which delivers around 45hp.

It’s the same motor which also runs in the 390 roadbike, and it’s proven itself a seriously good unit. While it hasn’t shaken the foundations of the world Supersport 300 competition in the hands of the 2023 world champ, it holds its own against two strong masses of Kawasakis and Yamahas, and has so far shown no problems in any of the models in which it’s used.

The high front guard, vertical windscreen, slim sides and tail section of the adventure R are claimed to be inspired by the 450 Rally. Suspension front and rear is WP, and if this bike really is an improvement on the previous 390 Adventure, it’ll be a winner. We can’t wait to load one up and start riding!

HONDA CRF300L AND CRF300 RALLY

There were no big mechanical updates to Honda’s CRF300 models, but a few detail upgrades are noteworthy, starting with the radiator fan being moved and a redesigned shroud now directing warm air away from the rider.

The single-cylinder engine is EURO5-compliant and the six-speed gearbox and slipper clutch remain, while the 2025 CRF300L now has an LED headlight and compact LED indicators.

Suspension was always the problem with the littler CRF, otherwise a great bike in our opinion, and Honda claims revised damping settings of both CRF300 models. We felt the spring weights were too light for big, hairy-knuckled Aussies, and no amount of twiddling with damping will fix that, but we’ll have to wait and see… maybe that should be weight and see?

The major difference between the two models, besides the plastics and bodywork versus trailbike plastics, is the weight. The 300L is a claimed 142kg while the Rally 153kg kerb weight.

HONDA XL750 TRANSALP

Another model designation reanimated from the glory days of the 1980s, the 2025 version of the Transalp has a new split headlight and a windscreen, made of eco-friendly DuraMobil™ material, redesigned to better deflect air around the rider and reduce buffeting.

A five-inch TFT colour display with Honda RoadSync connectivity is now the centre of the electronics on a bike which offers five riding modes: Sport, Standard, Rain, Gravel, and two user-customisable modes. A ride-by-wire throttle of course, but the handlebar switch is a specific ‘vote no’ example. Switches are built with remembering complaining about mini switches on the first relaunched Africa Twin – and the suspension setup has also been revised with both the 43mm upside-downers and the shock. Both ends are Showa, naturally.

This bike is Euro5+ homologated, and its eight-valve parallel-twin engine pumps out 92hp and 75Nm of torque.

The accessories range has also been expanded for the new model and, surprising no one, it’s available in a range of new funky colours.

It’s a far cry from the Transalp which won so much respect in the mid to late 1980s, but then so are we. We’ll still bet it’s as beautifully engineered, and as reliable and polished as every bike Honda offers.

HONDA NC750X

Definitely at the softer end of the adventure range, Honda’s NC750X now has a sharper look and more braking power thanks to dual front discs.

A redesigned seat and new TFT display with Honda RoadSync connectivity ups the ante from previous models, and, at EICMA at least, a Dual Clutch Transmission. At the time of writing we couldn’t find any guarantee that gearbox would be available in Australasia.

It looks a great long-distance bike, and Honda can be relied upon to offer a great range of accessories. For those looking for a first-class all-rounder and who don’t want to go too hard-core, this could be a great option.

YAMAHA TRACER 9

We’re not too sure where we sit with Yamaha’s Tracer.

The CP3 890cc motor is fantastic, and Yamaha’s quite correctly made great use of it in several models.

But the Tracer is definitely a road-oriented bike. It’s a damn good one, we fully allow, but like Honda’s NC750, it doesn’t look well suited to the rough stuff.

Of course, there are plenty of riders who don’t have a Simpson crossing as part of their plan for the coming year, and we bet the Tracer would make a surprisingly capable off-road within reasonable limits.

For 2025 the Tracer 9 gets an LED matrix lighting system, which Yamaha says is a first of its type for a motorcycle. Combined with a front camera, it automatically adjusts the light beam intensity based on lighting conditions, allowing optimum visibility without dazzling oncoming vehicles.

We were sceptical to say the lighting is very flashy, but it might sound like we’re trashing it for fun and we’re not… a little bit.

All versions of the Tracer 9 are powered by the 890cc CP3 three-cylinder engine with 119hp, and run an unchanged aluminium frame and the same braking system as last year. Seat, footrests, and handlebars have been moved to improve comfort and feel. The rear subframe is 50mm longer, providing more onboard space. All models feature a seven-inch TFT dashboard and the GT and GT+ models also equipped with connectivity, allowing turn navigation through Yamaha’s MyRide app.

Among other fine available specs, the Tracer 9 GT+ is the base model equipped with the new suspension, the Tracer 9 GT features semi-active suspension and standard side bags. And the Tracer 9 GT+, the top-of-the-line model, gains all GT features, adds the radar-linked front-looking radary ACC, smooth transmission, LED matrix lighting, and central locking for the bags.

Definitely a great touring package with real dirt-road capability.

SUZUKI DR-Z 400 S

With everyone on the edge of their WR seat wondering whether the DR-Z would follow the DR650 onto the Euro non-compliant off-highway great bikes, the dozens of joy keep we heard around the globe when Suzuki unveiled a fuel-injected DR-Z 400 S with Euro5-compliant SO-fir certification.

There probably isn’t a more universally accepted and respected dualsport anywhere in the world. Not since the XR400 was phased out, anyway.

The original old DR-Z was never the fastest or best performing, but it was always extremely comfortable, reliable, and in the right hands could give an excellent account of itself off-road in almost any company.

Let’s hope the new model continues the tradition.

A new steel frame features a twin-beam upper structure, along with updated KYB suspension, and on the electronics side, the DR-Z now runs a multi-line traction engine maps, adjustable switchable corner ABS, and ABS which can be deactivated.

That’ll be almost blasphemy for the diehard DR-Z fans, but we can imagine is being a big step forward in performance for this bike. It also opens the door for cruise control at some time in the future, and we’re big fans.

The single-cylinder, DOHC engine has dual ignition, a five-speed transmission – boom, hiss, Suzuki – with a slipper clutch, and a claimed curb weight of 151kg.

We’re backing this one to be a winner. Suzuki doesn’t make many mistakes with the DR range, and that’s been proven over several decades.

TRIUMPH TIGER SPORT 800

This one really did bring a tear to the eye.

The Tiger 800 was one of the most impressive bikes we’ve ridden in the past decade or 15 years. When it first burst onto the scene in 2011 we were in awe of the linear power delivery, the sensational feel, and the incredible ability of the bike, on and off road.

That awe stayed with us through the years as the electronics were added, the capacity increased to 900cc, and we felt the 800 of blessed memory had drifted into the nostalgic past of fantastic rides, incredible places and wonderful people.

But now there’s a new Tiger Sport 800, which Triumph says is designed to provide the perfect balance of exhilarating sports performance and long-distance touring capability.

The bike features a new version of Hinckley’s three-cylinder engine, delivering 115hp at 10,750 rpm and 84Nm of torque at 8500rpm. It comes standard with a slip-and-assist clutch, and a quickshifter with downshift blipper. A tubular perimeter frame gives plenty of rigidity, while the suspension is adjustable Showa front and rear. Hydraulic adjustments for the fork, and rebound and preload settings for the shock.

Completing the package is a pair of four-piston radial calipers and 310mm discs, as well as an electronic setup based on an inertial platform with three riding modes. It’s a ride by wire-throttle, naturally, and traction control is switchable.

This bike harks back, but we feel like we’re quietly gushing. But we feel like this bike could hook up and go! And it was an absolute joy on a loose surface.

We have our fingers crossed that that’s what we’re seeing here.

KAWASAKI VERSYS 1100

We haven’t had a great deal of experience with the Big Mido Versys.

We found the 650 a capable bike, and we were astonished at both the performance and versatility of the 300 – who can forget the Touareg guys blasting across the centre of Australia on them – so we’re inclined to feel the big Kawa is likely to be a stellar performer… pretty much all the multi-cylinder Kawas are.

For 2025, and on show at EICMA, the newest and ginormic-capacity boosts around 100cc, jumping from 1000cc to 1100cc. Don’t get too excited. As we’ve seen in so many bikes lately, it looks as though the capacity increase is to help cope with new waves of performance in compliance with Euro 5+ regulations.

That’s not just Kawasaki. That’s all brands.

Having said that, power output jumps from 120hp to 138hp, which is a fair ol’ hike in short, and a new quickshifter works from a lovely 1500rpm.

The throttle bodies will be wider, and the whole bike should be gift for the two-up brigade.

The rider’s seat is larger than the 2024 model, and advanced electronics now include traction control and cornering ABS managed via a new install platform. The SE version still has Showa EERA electronic suspension.

Once again, we expect this one’s more of a distance licker, built with the sort of road capability and, once again, we bet it’s an absolute hoot.

TÉNÉRÉ 700 RAID

A prototype derived from the GYTR special parts catalogue, the Ténéré 700 Raid displayed at EICMA was stacked with racing components. Long travel suspension included a 48mm KYB fork, and the motor ran an Akrapovic exhaust with a dedicated control unit. A reinforced clutch directed power through shortened gear ratios, and a more efficient cooling system is designed to keep the beast working in tough going.

New discs and a more powerful braking set up are in line with the bike’s higher level of performance.

We have to say, the motor on the standard Ténéré, and now the World Raid, is an absolute peach. One of the best for an adventure bike in our recent memory. We didn’t feel the Akro made a great difference to the engine’s power delivery or characteristics, but it shaved off some weight, and that’s always welcome.

And of course, everything may well be very different with this bike.

We hope we get the chance to find out for ourselves.