Barcelona-based startup Stark Future became the overnight darling of the electric motorcycle industry when it debuted the VARG e-motocrosser in 2021. Ten thousand pre-orders and widespread critical acclaim followed soon after, solidifying the upstart’s position within a segment where others before it had not survived. Now, Stark Future hopes to expand upon that success by introducing its first road-legal enduro: the VARG EX.

Much of the EX is based on the off-road-only VARG MX model. That includes its tubular steel frame and carbon-fiber subframe, which the brand claims “doubles as a cooling funnel for the drivetrain.” While the EX still utilizes its battery as a stressed member of the frame, Stark outfits the electric dual-sport with a larger 7.2 kWh power pack (compared to the MX’s 6.5 kWh battery). 

Those extra kilowatt-hours push the model’s range somewhere between 1.3 to 6 hours. According to Stark, that’s a 20% range increase over the MX (even though it reports up to 6 hours of riding time for the electric dirt bike, as well). The Spanish firm also lists a two-hour recharge interval when using the EX’s supplied 3.3 kW charging stand. However, that rating is based on 240-volt outlets commonly found in Europe. U.S. households are often equipped with 120-volt sockets. Stark does offer an adapter for such cases, but that method also extends charging times.

Whether purchased in the 60-horsepower Standard variant or the 80-horsepower Alpha package, the VARG EX offers customizable power delivery, engine braking, and regenerative curve settings via its handlebar switch (five available modes).

While the EX borrows heavily from the MX, pivotal changes prep it for the dual-sport life. First off, Stark Future recalibrated the KYB suspension for enduro duty. Meanwhile, a 4,000-lumen headlamp, sleek taillight, and integrated license plate holder come in handy when it’s time to jump back on the pavement. All U.S.-bound units will come stock with a foot-operated rear brake pedal, but Stark will also include a hand brake (not mounted) for off-road use only.

Each EX also includes Stark Arkenstone, a detachable Android-powered device that functions as the onboard system’s user interface. Arkenstone not only allows riders to adjust power settings on the go but also offers turn-by-turn navigation and GPS recording features.

Pre-orders for the VARG EX are currently open, with the 60-horsepower model starting at $12,900 and the 80-horsepower flagship going for $13,900. Both options are available in Stark Red, Snow White, and Forest Gray color schemes. Stark estimates that the first VARG EX shipments will arrive stateside in Q1 2025.

Unlike the MX, which is meant for closed-course motocross tracks, the EX is built to explore trails and backroads. For that reason, its practical range is much more significant. The only way to attain that information is to ride the VARG EX, which we at Common Tread hope to do in the first half of 2025. Until then, let us know what you think of Stark’s first road-legal offering, and drop any questions you have in the comments.

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When it comes to symbolism, it seems no products are more American than bourbon and Harley-Davidson motorcycles. At least it feels that way — because when talk of trade wars and retaliation starts up, as it is right now, whiskey and motorcycles get targeted.

When president-elect Donald Trump recently talked about putting a 25% tariff on all goods entering the United States from Mexico and Canada as a way to pressure the neighboring countries on border issues, Canadian Prime Minister Justin Trudeau mentioned the last round of trade policy retaliation in 2018 during the first Trump administration, when Harley-Davidson motorcycles were targeted, along with other American products. With Trump threatening tariffs on a variety of countries, should Harley-Davidson be worried?

Well, maybe. A little. But let’s try to look at this without some of the far-too-common “Oh my God Harley’s doomed” hyperbole.

In 2023, 60.5% of Harley-Davidson’s retail sales of motorcycles were in the United States. The Asia Pacific region and the EMEA region (Europe, Middle East, Africa) each accounted for just under 17% of sales. In case you’re wondering about that emerging spat with Canada, 4.6% of sales were made north of the border, or 7,422 motorcycles.

In the first Trump administration, Harley-Davidson got dragged into a dispute with the European Union when the U.S. government imposed tariffs on steel and aluminum. The EU threatened to slap a 56% tariff on Harleys, which the company estimated would have cost it at least $200 million a year.

Harley-Davidson initially got around the tariffs by shipping motorcycles built at its Thailand plant to Europe and saying they weren’t from the United States. That won’t work in the future, because an EU court ruled against that approach and, in any case, the EU can always just put tariffs on a company’s products regardless of where they are produced.

In the end, the trade dispute was resolved after the Biden administration took over.

Since the scenario is different this time, with the president-elect talking about tariffs on goods from China, Canada, and Mexico, in addition to the EU, the events from the first Trump administration may not be all that helpful in guessing what will happen this time. But with Harley-Davidson and other companies already revising downward their sales projections for this year, new tariffs won’t help.

And then there’s another potential twist that’s even more speculative. What if Harley-Davidson got hit by tariffs from the other direction? As we reported earlier this year, for the first time ever Harley-Davidson will be building motorcycles outside the United States that will be sold in the U.S. market, specifically its Revolution Max models, the Pan America, Sportster S, and Nightster. That’s a change of policy because previously the motorcycles built at plants abroad were destined only for foreign markets.

Listen, because of the company’s symbolic prominence, there tends to be too much hysteria all around when it comes to discussions of Harley-Davidson. I noticed a headline on another motorcycle web site that literally asked “how long can it survive” on a story about the company, despite a down quarter, posting a profit — not a loss, a profit — of $119 million for the three-month period. Then you have outrage-farming YouTubers who, for their own personal gain, attack the company for being too “woke” and you have legions of other people loving and hating the company beyond reason… just because it’s Harley-Freakin’-Davidson, y’all.

Setting aside the overreactions, it’s not hype, however, to say that new tariffs and resulting retaliatory measures could add one more headwind (or headache) for the U.S. motorcycle company with by far the most international sales. When foreign governments go looking for a juicy, symbolic, American target, it’s easy to think of a Harley-Davidson.

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That’s what I blurted when I opened the press release for the 2025 R 12 S. 

Last year, BMW introduced the R 12 cruiser and rebranded the R nine T as the R 12 nineT. Now, the lineup earns a third model with the arrival of the cafe-styled R 12 S. 

Racing roots

BMW considers the R 90 S its “first superbike.” That’s an understandable label, given the model’s 67 peak horsepower, 124-mph top speed, and double-disk front braking system. All benchmarks at the time of the bike’s 1973 debut. It wasn’t long before the boxer-driven Beemer put that performance to good use. In 1976, the R90S won both the Isle of Man Production TT and Daytona 200, and Reg Pridmore won the 1977 AMA Superbike Championship on one. 

Despite the model’s racing pedigree, most moto enthusiasts associate the R90S with its eye-catching Daytona Orange livery. That’s what BMW is counting on for the 2025 R 12 S. 

The resemblance to the iconic model is evident in the R 12 S’s Lava Orange Metallic paint, clear-coated aluminum insets, and double red pinstriping. Even the side panel badge pays homage to the classic BMW, with its red ‘S’ mimicking the  R90S’s red “900” medallion. Of course, there’s no missing the bikini fairing and tail cowl, but that’s just a taste of the model’s upgrades. 

The full package

In addition to its R90S-inspired bodywork, the S-tier entry earns a slew of accessory add-ons such as Option 719 spoked wheels, a short tail section (with integrated LED lighting), and a swingarm-mounted license plate bracket.

Technology also elevates the 12 S, with Shift Assistant Pro enhancing its sporty character while Hill Start Assist and Headlight Pro highlight safety. Convenience isn’t lost on the Heritage model, either. Cruise control serves the travel-inclined and heated grips combat colder conditions. As expected, all these accessories come with a markup. 

Price to pay

Starting at $21,590, the R 12 S doesn’t quite qualify as budget-friendly. But, the real question is whether it’s worth the up-charge. Considering the model comes standard with BMW’s Select Package, two billet component packages, and accessories, it makes a pretty good case for that price point. A similarly equipped R nineT will run you $22,257.86. That means BMW includes the R90S-style paint job as an added bonus.  

Most potential buyers will consider those savings when the R 12 S rolls into BMW showrooms in Q1 2025. However, I’m willing to wager that the model’s looks will play a bigger part in that decision. 

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Many riders believe that when your bike is in storage, starting it every month or maybe even every few weeks is a good idea to keep the battery charged, circulate oil so the engine is properly lubricated, and help keep the fuel system from gunking up.

Those all sound like good things, except they’re accompanied by a fairly serious problem: moisture.

You’ve probably noticed water dripping out of a car’s tailpipe at a stop light and we’ve all seen clouds of steam coming from the exhaust at startup on a cold day. That’s because when gasoline burns, the carbon and hydrogen atoms in the gas combine with oxygen in the air to produce carbon dioxide and dihydrogen monoxide, which is a fancy name for water.

When the engine is still cool, that steam will condense into water and can cause all kinds of trouble, from rusting your valves and acidifying your oil to ruining your O2 sensors and corroding the exhaust. 

If combustion creates all this water, then why isn’t it a concern during normal use? Because, when you actually ride the bike, putting the engine under load and revving it up, everything from the cylinder head on down to the drain plug and back to the muffler tip gets scorching hot, so the water vapor can’t condense into a corrosive liquid. 

If combustion creates all this water, then why isn’t it a concern during normal use? Because, when you actually ride the bike, putting the engine under load and revving it up, everything from the cylinder head on down to the drain plug and back to the muffler tip gets scorching hot, so the water vapor can’t condense into a corrosive liquid. The Storage Myth That Hurts Your Motorcycle | The Shop Manual

However, when people start their bikes during winter storage, they usually only do it for a few minutes. Running the bike for a brief time doesn’t heat everything up enough to prevent condensation. It’s equivalent to the type of short trip that most owner’s manuals classify as the “severe use” that dictates more frequent oil-changes. 

But what about the battery, oil, and fuel problems that starting your bike is supposed to avoid? How do you deal with those? 

The lubrication thing really isn’t an issue since oil is exceptionally good at sticking around and never really abandons a surface. Plus, cold startups are the most wear-intensive thing an engine can experience, so why add unnecessary stress? 

Gas going bad is a real concern, so you should fill your tank with fresh fuel and treat it with a stabilizer, which will keep it good for several months. Or just drain the tank. Siphon the fuel out and run the bike until it stalls for fuel-injected motorcycles, or drain the float bowls on carbureted bikes. On the surface, starting the bike during storage sounds like a good idea, but the way most people go about it, it could be causing more harm than good. So as tempting as it is to exercise your bike during its winter nap, you’re much better off prepping the bike properly before storage and then just leaving it alone until you’re actually ready to ride it. 

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Aprilia made a big splash of its performance this year in the Africa Eco Race, which runs on some of the original routes of the Dakar Rally back when it took place in Africa. Italian rider Jacopo Cerutti won the race on a prepped Tuareg 660. Aprilia is leveraging that success and introducing a Rally version of the Tuareg that has a few tweaks intended to provide even better off-road performance.

The differences are mostly subtle, but aimed at tackling difficult terrain. The front fender is now high, dirt-bike style, instead of the low, street-like fender on the regular Tuareg. The Rally is fitted with a sturdier aluminum skidplate, reinforced handguards, and an SC Project exhaust with a titanium muffler.

Changes you can’t see include new engine mapping for snappier response. While suspension travel remains the same at 9.5 inches, the springs in the Kayaba fork are stiffer and linear rather than progressive. While Aprilia admits this may reduce comfort, it works better for handling big impacts off-road.

The seat is almost an inch higher and the handlebar is taller, keeping in mind that riders will be standing up more when off-road. Aprilia says the Rally is 11 pounds lighter, at 428 pounds, mostly due to the exhaust and lighter Ergal wheels. Even the colors are copied from the race bike Cerutti rode in Africa. If you’re the kind of rider who takes your middleweight adventure-tourer off-road regularly, Aprilia has given you a head start on making many of the changes you’d probably make yourself.

2025 Aprilia Tuono 457: Small, not basic

Probably the most expected new model is also one that will be appreciated by a range of riders, from young motorcyclists moving up to their second bike to experienced riders who just like smaller machines but don’t believe that small has to equal unsophisticated. Following last year’s introduction of the RS 457, it was surely just a matter of time before we got the same parallel-twin engine in a Tuono package.

The Tuono is clearly aimed at European riders holding an A2 license, because it puts out a peak of 47.6 horsepower at 9,400 rpm, which is the maximum power allowed for holders of those licenses. At a claimed 350.5 pounds, that gives the Tuono 457 the best power-to-weight ratio in the class, according to Aprilia.

What will make the smallest Tuono interesting to both experienced riders who enjoy small bikes, as well as new riders, is the range of features and design touches that project more quality and sophistication than you find on a lot of sub-half-liter motorcycles. Examples include the aluminum frame, LED lights, a five-inch color TFT display, ride-by-wire throttle, traction control, three ride modes, and ABS. A bi-directional quickshifter is among the many available options. Suspension is adjustable for preload both front and rear.

The 457 also has its own style, as the most naked of Tuonos. While the bigger Tuonos offered most of the performance of Aprilia’s race-replica sport bikes but with a handlebar and less fairing, more than one armchair critic noted that Tuonos still had a lot of fairing coverage and weren’t truly naked. The 457 definitely wears less bodywork and Aprilia took extra effort with the engine, such as eliminating external cooling lines, both to enhance the appearance and to keep the engine as compact and light as possible. The engine is also a stressed member in the frame, with the swingarm attaching to it.

Wings for everybody!

These days, it seems your performance street motorcycle just doesn’t have any cred if it lacks wings. How are you going to look like a MotoGP star with unobtrusive, integrated aerodynamic aids instead of a massive mustache? Aprilia has come to your rescue.

The mid-sized RS 660 sport bike earns its wings for 2025 for the first time, while the RSV4 sport bike and Tuono V4 trade in their integrated wings for full-scale downforce generators that look like they were borrowed from the Aprilia RS-GP MotoGP race bikes.

In addition to the redesigned fairing with the new wings, the RS 660 gets launch control added to its suite of electronic rider aids. There’s also an RS 660 Factory version for 2025 with fully adjustable Öhlins suspension.

The new wings on the RSV4 look even more like the MotoGP bike’s appendages than the ones on the RS 660 and Aprilia claims the new design reduces the aerodynamic drag coefficient by 6%, reduces the tendency to wheelie by 8%, and even keeps heat off the rider. (No word on whether it prevents baldness or helps you lose weight, but we can’t have it all, I guess.) With a claimed 220 peak horsepower, the RSV4 is “the world’s most powerful homologated production superbike,” Aprilia states. The Tuono V4 is not that far behind at 180 peak horsepower.

Factory versions of the RSV4 and Tuono V4 offer the semi-active Öhlins electronic suspension and a GPS module that allows track riders to adjust settings corner by corner, just as racers do on today’s Superbike competition machines.

We expect to see full specs and prices on these new Aprilias closer to the time they arrive in dealers.

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