Cycle News Staff | December 29, 2024
It’s that time again as the Cycle News testing staff reveals their personal favorite motorcycles of the year.
By CN Staff
Everyone does Bike of The Year stories. The problem with them is many publications—not us, obviously—will award a Bike of The Year title to a motorcycle even if they haven’t ridden it. Crazy, we know.
Here at Cycle News, we focus only on the bikes we have ridden—hence the reason this article is called our favorite Bikes of The Year and not just Bike of The Year. There are several motorcycles we would have liked to have tested in 2024, but for whatever reason (usually time), we couldn’t, but such is life. The bikes we have tested, however, range from cruisers to superbikes, commuters to motocross bikes, and pretty much most bikes with knobby tires.
So, without further ado, we present to you our staff’s favorite Bikes of The Year.
Rennie Scaysbrook
Favorite: 2025 Ducati Panigale V4 S
The 2025 Ducati Panigale V4 S has finally delivered the rideability Ducati so desperately craved to match that monster of a motor. The Panigale V4 S came in for a full redesign this year, ditched the trademark single-sided swingarm, and installed a double-sided unit matched to a less rigid front frame. The result is a far easier bike on which to extract fast lap times.
Whereas the old Panigale would buck and weave when you fed the 218-odd horsepower to the rear Pirelli, the new double-sided swingarm and more compliant Ohlins EC 3.0 electronic suspension give the rider loads more mechanical grip, which reduces intervention from the traction, slide- and wheelie-control electronics.
This, in turn, allows you to accelerate harder and faster, and stops the bike from trying to eat its rear tire as the speeds go up. It’s so fast, it is genuinely hard for your brain to keep up.
The Panigale is so smart that it now feeds in a little rear brake regardless of whether you touched the lever or not. This is more a benefit for going faster than it is for going slower, because the electronics—via the rear brake—now damp the rear suspension’s bounciness when you feed the power in, just like the MotoGP boys do with that magic right foot of theirs. What an age we live in.
I also love the revised looks from the slightly less obnoxious front winglets. It’s a more cohesive aesthetic front-to-back and doesn’t look like a bunch of appendages bolted onto the bodywork.
The 2025 Panigale V4 S is expensive. Very expensive. Don’t expect much change out of $35,000 ($33,895 MSRP) once you’ve dealt with dealer fees, taxes and whatnot, but you get a remarkable motorcycle for the money. For that, it’s my Bike of The Year.
Honorable mention: 2024 Moto Guzzi Stelvio
Everyone loves a comeback story, and the one of 2024 belongs to Moto Guzzi and the all-new Stelvio. The $17,490 Stelvio disappeared almost a decade ago, but now it’s back and better than ever. It’s a thoroughly handsome bike with plenty of torque from the 1042cc transverse V-twin, has all the rider aids you need, and comes with a distinguished style that others in the category don’t have. Moto Guzzi did very well on this one.
Honorable mention: 2024 KTM 990 Duke
KTM’s midsize Duke grew to 947cc for 2024, which isn’t that groundbreaking, but KTM engineers improved almost everything else around the motor to make what is essentially a mini-Super Duke for $12,500. Some might say that’s a bad thing, but the improved ergos, bigger chassis and new suspension make for a more enjoyable street bike than the old 890. This is only the base model, and we’ve yet to try the 990 Duke R that was released at EICMA a few weeks ago. If the 890 Duke R is anything to go by, the 990 R version should be a real treat.
Kit Palmer
Favorite: 2024 Royal Enfield Himalayan
I often had to remind myself of the essence of this topic—it’s about enjoyment, not so much which motorcycle is the fastest, the one that can jump the furthest or stop the quickest. It’s about the bike that brought us the most pleasure in the past 12 months. For me that motorcycle was the Royal Enfield Himalayan.
You can characterize the Himalayan as an adventure bike, a travel bike or a dual-sport bike; whichever way you look at it, the Himalayan excels in all three categories.
It’s easy to criticize the Himalayan because of its non-adjustable suspension and the modest power of its 450cc single-cylinder, liquid-cooled engine compared to higher-priced multi-cylinder fire-breathing travel or ADV bikes. Additionally, the Himalayan lacks advanced electronics and rider aids. Despite these so-called “shortcomings,” the Himalayan compensates with excellent all-around performance and a price tag under six grand (starting at $5799 MSRP).
I spent a long day this summer on the Himalayan in the Rocky Mountains of Utah, where the Himalayan felt right at home, and I love its non-intimidation factor. It has a low seat, is relatively small in stature, and is light enough to throw around. It’s not what anyone would call “fast.” Still, all the Himalayan’s power is useful, and you do use all of it, which is how I like to ride most bikes anyway. With the Himalayan, you don’t pay for extra horsepower that you can’t use, at least on the dirt where I’d ride this bike the most. Plus, the Himalayan is not a motorcycle you’re so paranoid about dropping that you can’t relax.
However, I must admit I’m not a fan of the Himalayan’s looks, but, in this case, I can deal with that. At least I wouldn’t worry about dinging it or getting it dirty. I’d just ride it.
Honorable mention: 2024 Beta 125 RR Race Edition
You often hear how much fun people say they have riding 125cc two-stroke motorcycles on a motocross track, but I think 125s are even more fun on the trail, especially when you’re aboard what I think is the best production 125cc two-stroke off-roader ever made, the $8999 Beta 125 RR Race Edition.
The Beta is fast, flies far off the jumps, is featherlight and stops—snap—like that. And it’s gorgeous. It’s just a wonderful motorcycle that does everything well and is an absolute blast to ride.
Honorable mention: 2024 Triumph Scrambler 1200 XE
The main reason why I like the $15,295 Triumph Scrambler 1200 XE is its looks. To me, the look is a major part of why I, and I assume many of us, got into motorcycles in the first place. I would never tire of seeing the Triumph 1200 XE in my garage, and I’d be proud to be seen on one. Luckily, not only is the Scrambler handsome, but it performs well, too, on or off the road. And if one of the baffles from its two mufflers just so happens to fall out—even better.
Sean Finley
Favorite: 2024 Yamaha Tenere 700
The motorcycle I enjoyed riding the most this year was not really new, but the great bang for the buck put the $10,799 2024 Yamaha Tenere 700 at the top of my list. I own a 2021 Tenere and the 2024 model was upgraded with a larger TFT dash, a new ABS system with three setting options, a new thumbwheel to change settings, more modern LED turn signals, and an optional up-only quickshifter.
These upgrades helped keep it on top of my list even when I spent time on the new Honda Transalp 750 and re-released KTM 790 Adventure. The T7, as the Tenere is commonly called, still provides superior off-road performance (where I prefer) and does not give up much on the road.
The 689cc CP2 motor is a dream for off-roading. It is very predictable and manageable and does not need the multiple electronic maps found on many other ADV bikes to make it ridable in the dirt. The flip side of that is that it is not as powerful as some of the alternative midsize ADV bikes, so it is not as fun for those of you who like to rip on the road. The suspension provides a good balance of comfort and decent off-road performance. Again, there are more advanced suspension systems, but the T7 performs well, and I think most people would agree.
I am not the only person with the T7 at the top of their list of fun motorcycles. The Tenere has been the most popular 651-900cc ADV bike in the USA for the last couple of years.
Honorable mention: 2025 Honda CRF450R
The $9699 Honda CRF450R has not been ranked in the top three of our 450 MX shootouts for years but the 2025 Honda CRF450R jumped to the top of the podium. It is now a versatile, comfortable and fun motocross bike that edged out a group of strong contenders.
An updated frame that was made stiffer, combined with a new rear shock linkage and more linear power, highlighted the changes that moved the Honda to the top of the list. Add in completely updated bodywork that looks great, and the CRF450R is now a contender.
Honorable mention: 2024 AJP PR7
The AJP PR7 was the most surprising bike that I rode in 2024. The small Portuguese brand that is imported into the USA by Texas-based Central Powersports Distribution utilizes a 600cc single-cylinder motor that has roots back to the old Husqvarna. The PR7 is basically a small, lightweight ADV bike with a large 4.5-gallon fuel tank that makes it great for exploring desert or mountain roads. Priced at $11,299, the PR7 includes many great components that all work well together.
The fuel-injected motor has great torque that is very fun to ride on open desert and mountain roads. If the roads get a little more difficult, you can keep going a lot further than you would want to do on a full-sized ADV bike.
Ryan Nitzen
Favorite: 2025 Honda CRF250R Works Edition
When I look back on all of the bikes I’ve ridden this year, the 2025 Honda CRF250R Works Edition sits at the top of my list. The new Honda 250 is already miles better than the previous generation, and the Works Edition package is just icing on the cake.
Simply put, the $10,599 Works Edition comes with everything you’d want to add to a stock Honda 250. Full Yoshimura exhaust system—check. Coated upper and lower fork tubes—yep. Remapped ECU and polished cylinder ports? Done and done. Team graphics with a matching seat cover and D.I.D wheels are the red-hot cherries on top. The 250RWE looks and feels like you stole an HRC race bike right out from under the Supercross semi. And for $2300 extra, it doesn’t seem all that pricey when you start adding parts to your cart.
Riding the CRF WE feels like a 250 on steroids. The mapping and exhaust create a connected feeling from the throttle to the rear wheel, while the gripper seat cover works overtime to hold you in place. The suspension is an added bonus, too. It works even better than it looks, and the coatings and oversized rear shock give the rider added confidence when putting the Showa components through their paces. The bike gives you a sense of extra confidence that only gets better the faster you go.
Honorable mention: 2025 Sherco SE 300
It’s hard to beat a carbureted 300cc two-stroke. That’s why the $11,999 Sherco SE 300 landed as a runner-up on my favorite bikes of the year list. The Sherco was redone for 2025, and the new chassis feels much slimmer and easier to handle at faster and slower speeds. Riding the SE 300 through the French countryside surely revealed what it is designed for, and its versatility is apparent in the woods or on the wide-open straights. Plus, the raw hit of power, crispy crack at the throttle, and hearty pull through the gearbox are characteristics you’ll only find on a well-built two-stroke.
Honorable mention: 2024 Triumph TF 250-X
Triumph has officially entered the chat. Part of my pick is factored in by just how good their bike is on their first go-around. The all-new $9995 TF 250-X is the brand’s first real motocross bike, and it is surprisingly very good right out of the box. The engine is highly strung and makes strong power while being revved well past what you think is acceptable. KYB handles the suspension, and initial comfort is top-notch right from the factory. Overall, this bike is a blast to ride, and I found myself frequently stealing it from the shop on multiple occasions this year.
Jesse Ziegler
Favorite: 2024 KTM 790 Adventure
The re-introduced $10,999 790 Adventure model brings KTM’s superior off-road engine performance, chassis handling and electronic brilliance to a much more budget-friendly place, making it more accessible to those just getting into ADV riding. That’s great for everyone. The Yamaha Tenere 700 needs some competition, after all.
No, it doesn’t have the stellar WP Xplor fork as standard, but the non-adjustable Apex unit we tested in 2024 is better than some stockers in the price range and makes for a nicer all-around ride. The KTM chassis is harsh, so having a soft fork setting is nice on the road! Plus, the 2025 model gets adjustable clickers up front. Also, you can buy this bike and WPs mind-blowing Xact Pro fork and shock system, plus all the other parts to make it a 790 Adventure “Rally”—including a super fancy Akrapovic silencer—and save a couple grand from an 890 Adventure Rally. Really, doing the conversion is only $1500 more than buying a standard 890 Adventure R… that’s a good deal! The 790 Adventure competes on price, shines in performance and is highly refined as the latest in a long list of 790/890 versions. I love the heavier crank for more torque, love the EFI fueling. Love the look. Yes, it’s made in China. I am totally okay with that.
Honorable mention: 2024 Yamaha YZ450FX
GNCC-raceable blue machinery is really competing with big orange from the showroom floor with the latest edition of Yamaha’s X-series off-roaders. Yamaha’s $10,199 450FX is the king of that turf. It’s massively powerful, sort of frightening, really. And even though I used the tuning app to turn the power all the way down and the traction control all the way up, it still felt like it was trying to kill me at this year’s Big Buck GNCC. So why did I like it? I guess I like knowing the potential is there to really fly on a course if I’m up for it.
Honorable mention: 2024 Kove 800X Rally
This is supposed to be a 2025 model and 50-state legal. But the pre-production unit I rode can best be described as a KTM 790 that dropped all the responsible/safe parts in the dumpster and has continued to ignore rules on its way to destroy tires. A big dirt bike it certainly is, with a claimed dry weight under 400 pounds and 95 claimed horsepower on board, it is a rowdy party to ride. Obnoxious, even. But it nods back to Super Enduro and HP2 times when the ADV segment was looking for edgy models to drive interest and evolution—about the same time I started taking notice.CN
