Why Outlaw Motorcycle Clubs Are Obsessed With the Road Glide ?️?

The Suzuki V-Strom 800 Touring melds the V-Strom 800DE’s ADV-level comfort with street-focused features. We broke it in on some of our favorite SoCal roads. (Photos by the author) Editor’s Note: We took possession of a 2024 Suzuki V-Strom 800 Touring test bike last April, which was late in the season because the first round of 2026 Suzukis was announced in July. We kept the bike for months – and hated to give it back – so this review is a little past its freshness date. Although the V-Strom 800 Touring is no longer offered, the standard V-Strom 800 can be easily outfitted with the Touring’s top box and handguards. The Suzuki V-Strom 800 is no longer breaking news, but for the past couple of years Suzuki has been busy cranking out models powered by its 776cc parallel-Twin. In 2023, Rider reviewed the GSX-8S naked bike and the dirt-ready V-Strom 800DE, and last year we reviewed the fully faired GSX-8R. For 2026, two stylish retro streetbikes – the GSX-8T and GSX-8TT – join the family, sharing the same platform.   Our test bike came in the Metallic Matte Steel Green color option. The 2026 Suzuki V-Strom 800 is available in Metallic Oort Gray No.3. Our test bike was a V-Strom 800 Touring model, which was introduced alongside the V-Strom 800 for 2024. In contrast to the V-Strom 800DE, the V-Strom 800 and V-Strom 800 Touring are more street-focused, with a smaller front wheel (19-inches diameter instead of 21 on the DE), cast-aluminum wheels (instead of the DE’s spoked wheels), a shorter seat height, and less suspension travel. The Touring model includes a 35-liter lockable top box keyed to the ignition and plastic handguards. (The Touring model is no longer offered, but the top box and handguards are available as accessories.) RELATED: Ojai to the Carrizo Plain on a Suzuki V-Strom 800 Touring Suzuki has gotten a lot of use out of its 776cc parallel-Twin, and for good reason. It’s a capable powerplant that we’ve enjoyed every time we’ve tested it. Those 2023 and 2024 test rides took place in France, Italy, and even at Chuckwalla Raceway in California. In contrast to those exotic press events, when EIC Greg Drevenstedt asked if I could review the V-Strom 800, I jumped in an Uber and headed for an ambiance-free, barbed-wire-lined storage facility in Ventura, California, to grab the keys and get a quick walk around.  The V-Strom 800’s 332.5-inch seat height and open riding position suited us well. It’s been about a few years since I last threw a leg over a V-Strom 650. Memories are foggy at best, or maybe that’s just my new norm. Most of the Rider test bikes I’ve sampled were used for photography purposes, weighted down with a bulky, overstuffed backpack and a tripod. So I was eager to check out the V-Strom uncompromised by those familiar 3-inch shoulder straps cramping my style.  The adjustable windscreen, paired with handguards, provides nice protection. The roll-up garage door revealed an attractive Metallic Matte Steel Green motorcycle rolling on a 19-inch front, 17-inch rear cast wheels with Dunlop 614F/D614 tubeless tires. Out in the fresh air, I turned the key, and the bright, colorful, and easy-to-read 5-inch TFT display lit up. Riders can choose a white or black background and plug their device of choice into the USB-C slot.   The 5-inch TFT offers plenty of information, including traction control mode, ride mode, and ABS mode. The V-Strom 800 is powered by a liquid-cooled 776cc parallel-Twin with a 270-degree firing order. It’s tuned for midrange torque, and the Suzuki Cross Balancer system manages vibrations. Ride modes are adjustable on the fly via the left-handlebar toggle switch and include A (sport), B (most conditions), and C (rain). Also included are throttle-by-wire, a bidirectional quickshifter, Low RPM Assist to avoid stalling in traffic, and Easy Start, as well as the three-level Suzuki Traction Control System (STCS) and two levels of ABS. In just a few minutes, I became familiar with the modes and ready to change them on the fly. My preferred settings were the A ride mode and ABS and TC set to 1 (minimal intervention).  With a base MSRP of $10,249 (2026 model), the V-Strom 800 offers both a refined and attainable ride. Those willing to pay for some touring amenities will be well-rewarded. At 5-foot-10 with a 32-inch inseam, I found it easy to swing my boot to clear the one-piece, well-padded seat that’s 32.5 inches off the deck, and I was able to sit flat-footed. Upon initial startup, I noticed a subdued exhaust note that reverberated within the echo chamber of the tightly packed storage buildings.   The Nissin dual front brakes offer good stopping power and complement the full package nicely. After just a few blocks of chunky square-edged city streets, I was amazed at how plush the Showa suspension reacts up front. The inverted Showa Separate Function Fork-Big Piston with 5.9 inches of travel isolates the right fork leg as a damping unit, while the left has a spring and is adjustable for preload. In the rear, the Showa shock absorber utilizes a link-type rear suspension with a remote gas reservoir. It’s easily adjusted by hand for a passenger, cargo, or riding preference. Damping at both ends is not adjustable. The bike features a steel frame, a detachable steel subframe, and an aluminum swingarm.  The plush suspension is one of several features that would make the V-Strom 800 a comfortable and fun touring machine. Cruise control would be a welcome addition. Entering a high-speed freeway on a short uphill ramp, I grabbed multiple clutch-less upshifts using the quickshifter while merging into traffic, and it became immediately apparent I was in for some fun miles. With snappy midrange power between 4,000 and 8,000 rpm, the V-Strom 800 generates peak figures of 83 hp at 8,500 rpm and 57.5 lb-ft at 6,800 rpm (claimed, at the crank). The mirrors remained clear and useful, and engine vibes were fine. The medium-sized three-position windscreen in the lowest position punched a nice hole to take the wind blast off my chest while my helmet was in clean air. Height adjustments require a hex key.  Plastic handguards, which are included on the Touring model, are a $99.95 option for the standard V-Strom 800. Heading south for less than half an hour, I’d had enough of U.S. Route 101. It wasn’t particularly crowded, but I was salivating at the thought of the canyon roads and clam chowder ahead. I rolled past Point Mugu, the gateway to the northern Santa Monica Mountains, heading south to Neptune’s Net restaurant on the Pacific Coast Highway across from County Line surf spot. I enjoyed clean pavement, the Pacific Ocean on one side, cliffs on the other, with easy sweepers, salt in the air, and sun on my back.   We love a confidence-inspiring machine that’s both fun in the canyons and convenient for around-town errand-running. At Neptune’s I parked right next to a Yamaha Ténéré 700. It was shocking to see how much taller the controls, seat, and gas tank were in comparison to the V-Strom. Both have their strong points, but I had a sneaking suspicion that this V-Strom 800 would have the advantage in the canyons.  The V-Strom 800 handles its weight well and steers easily into corners. After a cup of clam chowder and a quick surf check across the street, it was time for the main course. There are more than a dozen canyons between Point Mugu and Topanga Canyon, and each road that climbs from the sea to the summit has a different personality: Yerba Buena, Mulholland, Decker, Encinal, Latigo, Piuma, and more offer everything from 6th-gear sweepers to incredibly tight supermoto sections where you’re lucky to get in a breath or two before corners. With 5.3 gallons of fuel, I was free to maximize the ideal route and commute home without worry.  Once into the canyons, it was the perfect opportunity to test the brakes: Nissin radial-mounted 4-piston front calipers matched with 310mm discs and a Nissin single-piston rear caliper with a 260mm disc. I was impressed with the feel and ease of use, balancing stopping power without overwhelming the compliant suspension.   Although the Touring model is no longer offered, the now-optional 35-liter top box is worthy of consideration for riders who enjoy eating miles. Fueling had no hiccups, and the power was delivered in both a spirited and smooth manner. The suspension didn’t have excessive dive under braking or squat under hard throttle. The entire package from top to bottom conveys an amazing sense of confidence. The rider is briskly delivered into the corners as opposed to being thrown into them. I’ve certainly been through these canyons faster but not without double the effort and commitment.  With confidence building, it was only a matter of time before the pegs were throwing sparks and it was time to back it down a bit. With patches of sand and rocks on some of the roads and many other unknown obstacles, including the occasional vehicle that ignores the double yellow completely, a slower pace was the better part of valor. I was having so much fun that I circled back and completed a second pass.  Enjoy a comfortable sight-seeing ride or get frisky in the twisties – the V-Strom 800 is happy in both scenarios. Thankfully, the commute home wasn’t too far. I rode from empty canyons to commuter roads and even some lane splitting. Commuting in tight traffic situations on the V-Strom 800 is a breeze, and the bike carries its 492 lb well. While having the bike, I found myself running more local errands on it. In addition to the Touring model’s top box and handguards, other available accessories include LED fog lamps, plastic side cases, high and low seats, heated grips, a centerstand, and more. Alas, cruise control is not available.   After more than 500 miles on the 2024 Suzuki V-Strom 800, I came away impressed. It’s a refined machine with excellent fit and finish for its base price of $9,899 ($10,249 for 2026). The extra $600 for the Touring model was a sweet deal – adding the 35-liter top box ($699.95), top box carrier plate ($99.95), and handguards ($99.95) to the standard V-Strom 800 tacks on another $899.95 to the base price. It’s a solid blend of versatility, performance, and comfort for experienced riders, and it’s also accessible for riders looking to move up. Did I mention this bike fits me like a glove?  2026 Suzuki V-Strom 800 Touring 2024 Suzuki V-Strom 800 Specs  Base Price: $9,899 ($10,249 for 2026)  Price as Tested: $10,499 (2024 Touring model w/ top box and handguards)  Website: SuzukiCycles.com  Warranty: 1 yr., unltd. miles  Engine Type: Liquid-cooled, transverse parallel-Twin, DOHC w/ 4 valves per cyl.  Displacement: 776cc  Bore x Stroke: 84.0 x 70mm  Horsepower: 83 hp @ 8,500 rpm (factory claim)  Torque: 57.5 lb-ft @ 6,800 rpm (factory claim)  Transmission: 6-speed, cable-actuated slip/assist wet clutch  Final Drive: Chain  Wheelbase: 59.6 in.  Rake/Trail: 26.0 degrees/4.9 in.  Seat Height: 32.5 in.  Wet Weight: 492 lb w/o top box  Fuel Capacity: 5.3 gal.  Fuel Consumption: 47.6 mpg  Estimated Range: 252 miles  The post 2024 Suzuki V-Strom 800 Touring Review  appeared first on Rider Magazine.

Ice Roads. No Fear. ??️

Spidi Roar Leather Motorcycle Jacket in Black/Ice Bias alert: I’m a sucker for classic leather motorcycle jackets that recall the styles of my youth in the 1980s, especially when the retro appearance is married with modern safety features. For guys and gals like us, the Spidi Roar fits the bill perfectly.  The design aesthetic of the Roar’s 1.0-1.1mm polished Italian cowhide exterior shell is a clear homage to the racing suits of the Reagan era, replete with dual color schemes and racing stripes on the left front shoulder, right front bicep, and left rear bottom panel. Two handwarmer pockets and a diagonally cut pocket on the right upper chest provide reasonable storage. Waist tabs on the rear allow the rider to cinch up the already slim-fitting Roar even farther. All zippers are beefy YKK units, and a single-button clip provides connection to riding pants.  The interior consists of a fixed cotton mesh lining, and one interior zippered pocket on the left side is big enough to hold to my iPhone 16 Pro Max with plenty of room to spare. There are also attachment loops and velcro panels throughout to fit Spidi’s large selection of “Step-In Wear” liners. As I write this, there are six different liners available, which can be mixed and matched. These base layers are available in both thermal and waterproof flavors, in varying weights and materials. With the use of these layers and liners, the rider can easily customize the Roar for use in cold weather or wet weather applications.   The optional Thermolite liner adds warmth to the Spidi Roar jacket. From a safety perspective, the Roar is a serious piece of riding gear. It comes standard with removable Level 2 Warrior Lite CE-rated armor in the shoulders and elbows. There is a dedicated pocket on the rear to accept Spidi’s optional CE-rated Level 1 or Level 2 Warrior back protector pads, and Spidi also offers optional chest or thorax Warrior protection pads as well. The jacket as a whole is certified under EN 17092-3:2020 for abrasion and impact resistance.   Out on the road, the Spidi Roar is an absolute pleasure to wear. The leather shell looks and feels fantastic. It’s also quite fragrant – in a good way! – even after months of testing. Nobody does leather like the Italians! The fitment runs true to size, and being European, it’s definitely better suited to riders with athletic body shapes. My test Roar arrived with Spidi’s Thermolite liner, which, as the name implies, provides additional windproof insultation for colder weather applications. I found the basic Roar without the liner a perfect weight for mid-season use, and the Thermolite liner extended its versatility deep into east coast fall – low 60s and even high 50s riding was possible, and the liner thoughtfully had elastic cuffs on the sleeves to keep wind out. Think of this combo as what a motorcyclist could don in spring, early summer, and early fall, or around 60-85 degrees realistically for long rides.   Read all of Rider’s apparel reviews here Overall, I found the Spidi Roar a supremely attractive, surprisingly functional leather motorcycle jacket that can be adapted to many riding applications thanks to its large selection of available liners. This Ukrainian-made garment retails for $649.90 and is available in Euro sizes 46-60. The optional L2 Warrior back pad is $89.90, and the Thermolite liner is $139.90.  Shop for Spidi Roar Leather Motorcycle Jacket The post Spidi Roar Leather Motorcycle Jacket Review  appeared first on Rider Magazine.

There is usually a brief period of time in a typical New Jersey spring or fall when the weather is not quite cold enough for heated gear but not quite warm enough to ditch the insulated gear. It was mainly under such conditions – call it 40-65 degrees – that I tested Scorpion’s EXO Tempest II motorcycle gloves, which promise foul-weather performance at a relatively low price point for the features offered.  Construction of the exterior shell is a mix of nylon (80%), polyurethane (6%), and polyester (3%). The balance of 11% is full-grain goat leather on the sealed palm side. A Hypora breathable waterproof lining protects against the elements, and a 100-gram layer of Thinsulate insulation keeps things toasty on the inside. (Notably, the palm area isn’t insulated so that the warmth from heated grips can penetrate the glove interior.) There are pronounced silicone grip pads on the palm and all fingers except the index and thumb. The index and thumb maintain capacitive touch for touchscreen operation. Finally, there’s an integrated squeegee on the index finger of both left and right gloves. The exterior shell covers a secondary nylon sublayer, which has an elastic gauntlet to help further seal the interior.   On the protection side, these gloves feature a floating TPU knuckle armor fortification, along with TPR and impact foam on all fingers and the base of the palm. A subtle 3M reflective strip on the wrist aids in nighttime conspicuity. A large hook-and-loop flap on the gauntlet seals things up, with an additional smaller cinch strap on the wrist for good measure.   Out on the road, the Tempest II gloves are an ideal companion on your ride in the aforementioned temperature range. Below 40 degrees, even with heated grips, I was reaching for my heated gloves instead. Likewise, they’re too insulated for prolonged rides much above 65 degrees. I found that the oversized wrist strap held things firmly in place, adding to a sense of safety. The pre-curved fingers and generous stretch panels equal minimal break-in time. The tactile feel is quite good for winter gear, with no bunching material as the hands travel through their range of motion – although the nylon “inner gauntlet” can be finicky when first donning the gloves, especially if your hands are wet. I experimented with iPhone capacitive touchscreen operation and found periodic success, so long as the finger pad touching the screen was through leather and not on a seam. I am normally comfortable in a size 9.5/Large, but the XL variant fit me better than the L, so try before you buy.   Read all of Rider’s apparel reviews here Scorpion’s Tempest II motorcycle gloves offer a compelling value in the non-heated insulated glove segment, offering functionality, safety, and much cherished warmth! The Tempest II gloves tested here have an MSRP of $109.95 and are available in sizes S-3XL.   Shop for Scorpion EXO Tempest II Motorcycle Gloves The post Scorpion EXO Tempest II Motorcycle Gloves Review  appeared first on Rider Magazine.