Text/Photo:Ole-Andreas Isdahl My top 10 2024 season is almost over and we are entering a new and exciting motorcycle year. The industry has experienced major changes in 2024 and many dealers are entering 2025 with a bit of a limp for various reasons. 2024 was a challenging year for many, but several important parameters are now in the process of turning around, so we can think positively. Our interest and passion for motorcycles is clearly great enough to stimulate and maintain a healthy dealer network in Norway, but we must all take good care of our dealers, they are important and you may not understand the consequences until they are gone. Then it’s too late. Think about it the next time you buy something online to save 100 kroner. So in 2025, let’s give our retailers a ring, that would be a good New Year’s resolution, folks. I’ve had an exciting season and have driven about 30 new models this year. In this article, I’m going to take a look at the past year and which of these bikes have made the biggest impression on me and which ones I’d like to live longer with or, for that matter, buy myself (PS: some of these I’ve actually bought). Let’s look at the short-list: Honda CRF300 L
Joy and happiness. The Honda CRF300 L is an experience bomb that has really made an impression on me. This is a small A2 model and it’s hard to believe how much driving pleasure a small “dual sport” like this is actually capable of delivering. Only 27 hp and 27 Nm. Relatively moderate power figures, but the bike is still very lively, fun and very enjoyable to ride. The bike, which costs less than NOK 80,000, is probably one of the market’s best entry-level models for gravel and off-road riding. The CRF 300 L is a lightweight bike that anyone can ride anywhere, it’s great on the road and even better off-road. Some criticize it for having too soft dampers, but if you adjust the rear shock, at least I find that these deliver more than enough for my use. In no way should you underestimate the model, which is great fun to drive on both long and short trips. True, it’s no acceleration or power bomb, but due to its low weight, the CRF 300 L easily follows the heavyweights in flight. You can make cheeky track choices and find a fantastic flow due to the low weight and more than enough power. Personally, I like the L model better than the Rally model, which delivers a completely different riding experience and is more touring-oriented and not quite as fun to ride as the CRF 300 L. This is probably not a bike for the specialists, but for those of us who are ordinary, this is simply one of the market’s best “dual sport” models. This is a bike I simply miss and would love to have in the garage, all the time. It can happen quickly. Royal Enfield Himalayan 450
A true surprise. Yet another ray of sunshine that charmed me into submission this year. Without a doubt an A2 model that delivers far beyond my expectations. Royal Enfield has lifted the new generation significantly and RE has now developed the Himalayan model into something that is significantly better in terms of quality, power delivery, comfort and driving characteristics. In fact, the Himalayan 450 compares favorably with much bigger and better machines that cost much more than this model. Once again, I’m impressed by what modern single-cylinder engines can deliver in terms of power and driving pleasure with new and modern engine management. The Himalayan 450 has two practical weaknesses, namely its weight of 196 kg, which is a little too much to pull on the terrain, and a slightly too low side support that makes it a little too heavy to stand up, especially for short riders. But weight can also be a positive thing as long as you’re driving on gravel or solid ground. Weight often results in higher comfort and this is very noticeable on this model, which has a very nice steering geometry and is otherwise incredibly comfortable and fun to drive. The brakes and dampers deliver very well (considering the price) and the bike literally eats up poor surfaces, which means it doesn’t interfere with track selection or chosen bends. The Himalayan 450 has very good seating comfort, is great to ride standing up and has an unusually wide and comfortable handlebar that contributes significantly to the high level of comfort the bike offers. The instrument is modern and cool and has a distinctive design with a cool integrated navigation function. Priced at around 89,000, that’s a lot of driving pleasure for every penny invested. This actually goes straight onto my short-list, which means that I could definitely imagine living with the model. Triumph Scrambler 400 X
Just cool, very good and hilarious. Triumph launched both the Speed 400 and Scrambler 400 X in 2024. The standard Speed 400 was not as popular as the Scrambler 400 X, which clearly struck a chord with motorcyclists. However, both contributed to significant growth in the A2 segment and it’s no wonder. Visually, the model is the manifesto of the authentic and classic motorcycle that takes us back to the James Dean era. The model is a gem in terms of design, well-proportioned, big-bodied, in no way looks like a wimp and with its 40 hp, 40 Nm and a well-functioning ECU, it delivers one hell of an effect on the machinery. In terms of design and proportions, the 400 X is actually better to look at visually than its much larger siblings in the 900 and 1200 class. Throttle response is smooth and responsive, power delivery and distribution are certainly to be taken seriously, ergonomics, comfort and handling are great with a 19-inch front wheel and 17 at the rear. The Scrambler 400 X is long-legged and has a damping travel of 150 mm front and rear. 
With very simple steps and a low cost, you can pimp up your scrambler with a raised front fender and a small, elegant headlight cover. Combined with a wet weight of just 179 kg, both the sleek design and technical specifications give the rider access to true scrambler capabilities. If you’re a normal rider looking to learn more about touring on gravel or loose surfaces, this is the perfect fit. In addition to the power delivery and handling, I’m most impressed by the wide range of applications and the low competitive price (around 72,000 NOK in 2024). Consumption is another positive aspect, I drove on 0.25 l/mile, and I wasn’t exactly thinking about saving fuel! When the bike is also a visual gem and a “head twister” that even delivers deep, beautiful tones from the exhaust system, it’s no wonder that people fall for it. As I’ve said so many times before, driving pleasure is not proportional to the number of horsepower and Nm. By no means, depending on your application it can simply be the other way around, low weight and less horsepower can be much more fun and even desirable if you operate on and off road and seek new challenges or experiences as a single pilot. Of course, if you’re a “tourer” who flies solo with a lot of dick, the picture will look different, as size, weight and engine volume mean something completely different. But by all means don’t be fooled by the numbers, this is more than enough for the vast majority of people who don’t carry specialist status and that includes the vast majority of us. Admittedly, this isn’t an acceleration and high-speed machine, but for Norwegian use it’s absolutely perfect. Honda Africa Twin 1100 L
One of the very best perhaps? At the more powerful end of the spectrum is the Honda Africa Twin 1100 L, one of the legends of the adventure segment that just keeps on rolling with very important updates this year. The model has become slimmer, a full 12 kg lighter and has received a very important update to the ECU which now delivers a much smoother and better throttle response, rider support and mapping options. With the new and slimmer seat frame and reduced overall weight, the Honda is much easier to handle and now approaches Yamaha’s T7 in terms of mobility and handling. Of course, it’s much more powerful and has a ditto higher fun-factor. The Africa Twinn 1100 L offers tremendous comfort and rawness that makes it hard not to get mischievous on and off the road. Even though I’m not a long rider, the model suits me in every way and this is definitely one of the best bikes I ride. Its predecessors had a slightly jerky and annoying throttle response but this has improved significantly on the 2024 model. The Africa Twin 1100 L has it all and with the quick shifter and blipper this is some of the best equipment I ride. 102 hp and 112 Nm is plenty, just so it’s said. The bike delivers much more power than these figures indicate. And for a sound, Honda has really gotten good at sound, so you don’t have to do anything here, unless you want to take off some weight. The original exhaust systems are actually quite heavy, so you can save quite a few kilos by fitting a slipon. You also get Honda quality, the best of all when it comes to comfort and reliability. The design, yes, that’s also an innertier. There is generally little to point the finger at, except perhaps one thing – the price. Some of the Honda models have unfortunately become too “pricy” and that is perhaps the biggest challenge for this particular model right now. BMW F 900 GS
The cheeky one and the challenger. The BMW F 900 GS represents a significant boost compared to its predecessor, the 850 GS, which is something completely different. With this model, BMW has taken a quantum leap into the future and I personally find many of the characteristics of Honda’s Africa Twin 1100 L in this model. The F 900 GS has 105 hp and 85 Nm compared to Honda’s 102 hp and 112 Nm and you can actually feel the difference when driving. But BMW has maxed out on power and engine management so this goes badly in the mapping choice called “dynamic”. The F 900 GS is 12 kg lighter than the Honda and that is also a significant contribution. These two bikes are quite similar apart from the price, where BMW draws the longest straw. Depending on the choice of model and optional extras, the price can vary by 30-50,000 in favor of the BMW. The F 900 GS does not have as advanced electronic dampers as the Honda and these components alone probably account for a significant part of the price difference. However, the F 900 GS is a great choice, even though I personally prefer the Honda in this particular class. The F 900 GS challenges boats up and down and is probably a very dangerous challenger to Yamaha’s T7. The price difference isn’t too big, but the F 900 GS has a lot of power and far better dampers than a standard T7 comes with. The BMW is a little bigger and bulkier, but not by much. The F 900 GS has a high fin-factor and is also a great mileage killer on the road. Impressively delivered from BMW. BMW R 1300 GSA
Biggest of all. Late in the season came the BMW 1300 GS Adventure (GSA) By no means a beauty, but design-wise much cooler and better than what I got the impression that when I saw the first pictures. Rarely have BMW’s designers been so reviled, rarely have we raised our eyebrows so high, and rarely have we needed so much time to become visually accustomed to what many refer to as “der panser wagen”. It’s simply a demanding design, but what does that matter when the bike is as good to ride as this one actually is. I’ve never been particularly enthusiastic about the GSA models, which I personally think are too big and shapeless. Good to ride, but far too big for me. But back to the 1300 GSA, after driving a few meters and taking a few turns I quickly feel that this is something very special. This is a symphony of a motorcycle that is so balanced that weight and size are practically neutralized. The bike follows my gaze and lets me easily change course and curves in a way I’ve never known possible. Steering position, cornering, cornering performance, power and comfort are simply outstanding and the raise and lower function makes it easy for me as a short rider to handle the giant at low speeds or when stopping. This is so good that I forget time and place, stay out in the woods until well after dark and am further impressed by the crazy lighting technology that is so insanely good and cannot be compared to anything else I have experienced. It’s actually a lot of fun to drive in the dark, something I’ve never been particularly fond of. The technology package is perfected and plays very well with the well-balanced giant. I’ve been saying for years that I’m on the hunt for the world’s best motorcycle and despite my slightly lukewarm attitude to the GSA model, I have no problem saying that I’ve now found it. “This is the world’s best motorcycle,” says me, who has never liked the GSA model! Disadvantages, yes price. You’ll probably spend over SEK 320,000 for the most affordable version and could easily add 30 to 50,000 or more if you go too far into the equipment catalog. But, having said that, this is a motorcycle that you can easily own for 5 to 10 years and therefore depreciate over an equally long period. I find it hard to imagine that there could be anything better and more fun to ride than this. GSA actually has a pretty high fun-factor, which you can’t tell from the design. And yes, I could actually imagine owning a GSA myself now, I could NOT before. This one goes straight into my custom top category called – this is so good I don’t care what it looks like. In the naked segment I found new gear technology that I just dig – Yamaha MT09 AMT
Pure joy. 2024 has been the year of automatic technology. Honda’s DCT system (Dual Clutch Transmission) was challenged this year by Yamaha, BMW and KTM and more are likely to follow. Honda itself delivered a new E-clutch, which is slightly different from a normal automatic gearbox since the gearbox can be controlled both manually and automatically and has a normal clutch part. There are two small electric motors on the outside of the clutch that control everything. This works really well and is fun to drive. The CB 650 R has definitely been given a new lease of life with this solution, which is great to drive at all speeds. 
I like driving these automatics, mainly because they offer so many more combinations than a regular manual gearbox and I can therefore vary my riding style much more. It’s almost like having access to multiple motorcycles in one frame, it’s really fun. Yamaha launched AMT (Automatic Manual Transmission) on the MT09 and it really was a brilliant idea. Yamaha’s new gear technology is controlled by manual gear switches located on the left handlebar and the gear pedal is simply gone. You can shift fully automatic, fully manual or a combination of automatic and manual, all with the gear switches on the handlebar. If you’d like to learn more about how this technology works, just check out Kennet’s article on this page. https://hubriding.no/2024/12/15/automatgir-eller-ikke-det-er-det-store-sporsmalet-i-2025/ Within each of these options, you can also choose engine mappings to suit your mood or state of mind. It’s really easy to jump between all these functions, but it takes a bit of practice to get your brain and fingers organized so that everything flows on the keyboard. But it’s definitely worth the practice, this is new and it’s great fun. You shift gears much faster with the gear switcher on the handlebar than you can with a huge foot on a small gear pedal. The ride is therefore much more festive, comfortable or playful and this system fits perfectly on an MT09. The combination of a festive steering geometry, a hefty engine and AMT is simply an unbeatable combination that produces new and wide smiles. I don’t understand why we get hung up on old technology when we have access to such systems. In the old days, there was an email system called “all in one” and this simply has to be it. You get access to raw play and pure fun, high comfort, cornering pleasure and otherwise good touring properties. This is probably the most fun thing I’ve driven this year and I really hope that Norwegian drivers dare and take the time to familiarize themselves with this technology. You can’t just drive this once for 15 minutes, you need some time to learn how your brain and fine motor skills can dance with the controls. If you learn that, then all I can say is – help yourself to a joyride. Big big fun – Husqvarna 801
The challenger. Almost as much fun as the MT09 but a good deal more affordable. The Husqvarna 801 was launched at the end of the summer and carries on the legacy of the all too short-lived Nuda 900. I’ve missed the Nuda 900, it was distinctive, motorcycle-inspired, cool and very capable and it was therefore quite sad that it was only allowed to live for a couple of years before production was stopped. But, all the more gratifying that the 801 is now being launched. The 801 is not as technically advanced as the MT09 AMT, but for those who want a similar model that is just as capable and fun, this is a very good alternative. The Husqvarna 801 isn’t a scrambler, but it does work like a scrambler and also has very good gravel capabilities. Even with 17 inch wheels. 105 hp and 87 Nm kicks this frenetically accompanied by a well-functioning quick-change system, a very good frame and dampers from WP that hold it all together very well when you apply power. The 801 delivers a fun-factor that will make you forget time and place. The steering geometry is fantastic and the bike just begs to be challenged. Lift your head, lock your gaze and leave it at that, the 801 follows you like a glue stick and is remarkably well balanced. Weaknesses, yes one, I get overly rowdy driving this and the driving license may therefore be in danger of being challenged. With a slipon from Acrapovic, the range-two makes a wonderful sound that you want to hear from as often as possible. This was undoubtedly one of the most fun models I drove this summer and the model was also named the surprise of the year at the Straand meeting in September. Without a doubt, a lot of driving pleasure per dollar invested. The design is distinctive but keeps a good grip on Husqvarna’s DNA. I like. Best steering geometry – ever BMW M 1000 XR
The very best in sports touring. Although I have ridden many hundreds of motorcycles of all brands and segments, I have never ridden a motorcycle with carbon wheels. I’ve ridden a lot of BMW s 1000 XR and have even owned one myself. Even the standard model is a brute with its 170 hp and 112 Nm, but cannot be compared to what BMW gets out of the M 1000 XR. Here BMW pumps out 201 hp and 113 Nm that can be pulled up to almost 15,000 rpm. This is special enough in itself, but it’s not the most special thing. Let’s take a closer look at the wheels, which are made of carbon and are therefore significantly lighter than the standard wheels. This changes the bike’s steering characteristics, braking capacity and mobility considerably, so much so that I couldn’t have imagined beforehand how much easier it is to turn. Weight is of course important for the gyro effect, but I couldn’t have imagined that the reduced weight of the carbon wheels could have such a big effect. When the model is as optimized with power, driver support, balancing and steering geometry as this one is, BMW naturally hits the bull’s eye. All technical performance and interfaces are of course flawless and challenge any driver’s skills. This is therefore a project that requires a willingness and ability to train to master and everything is indeed impressive. In this case, mapping choices and driver support are constantly challenging each other and no driver will be able to successfully handle the full effects of the available choices. Not exactly a commuter machine, but definitely something for those who have it all and want to challenge themselves and their skills. Guaranteed to be one of the most capable machines available to the commercial market. The M 1000 XR really impresses me, even though I myself and for completely different reasons may not define this as my No. 1. But my goodness…. Moto Guzzi has something the others don’t
Italian “passion” and a way of Life. Last but not least, I must also include a Guzzi, specifically the Moto Guzzi V85 TT. This model has not been updated or changed in 2024 but is included because in a short five-year period it has managed to become almost iconic. There is also something about Moto Guzzi that the other brands do not have. Guzzi certainly doesn’t hit every rider, but those that are hit are hit hard. Guzzi riders are loyal and they often want nothing more than a Guzzi. And I’m noticing that interest in this brand is growing, Guzzi is almost a cultural thing that obviously affects more and more people and I understand that very well. 
The V85 TT is a motorcycle that consistently scores highly in absolutely all areas, with the exception of one thing, namely the performance at the top of the rev range. Up here, the V85 TT simply flattens out and in many ways drops out of the bully league, which isn’t necessarily a bad thing when you get so many other good things in return. The steering geometry and cornering characteristics are absolutely outstanding, the V85 TT delivers almost better handling than the GS. Ergonomics and comfort are at a very high level and are therefore very good, not to say absolutely wonderful to drive. The power delivery through the mid-range is great and ensures a nice fun-factor. The mechanical precision is in a class of its own and contributes significantly to making every operation a pleasure. The wet weight of 230 kg is certainly acceptable and the driving characteristics are perfect for Norwegian conditions. With a 19-inch front wheel, a wide and very comfortable handlebar, you’ll find peace of mind and good flow on all types of surfaces. Next year, the engine will be upgraded slightly from 76 to 80 HP and 83 Newton. A very modest increase that will probably only be used to adjust married EURO/5+. Moto Guzzi is replacing its entire color palette next year and the news will be many and cool. If you haven’t ridden the V85 TT then you simply must try it. The 2025 model comes with a new 7-inch TFT instrument with integrated GPS. I simply love driving the V85 TT and will definitely buy one again. If you haven’t driven a V85 TT or a Stelvio, you just have to try it, these two models complement each other well in their own way. In summary This was my summary of the highlights from 2024. A varied bunch in different outfits and segments with everything from small to large. For my part, I’ve always been a powder boy who has been and still is fond of tight turns and high power, but in recent years I’ve really opened my eyes to the opposite. My area of use has changed significantly in that I now spend more time exploring and having adventures, preferably in forests and mountains and on gravel with a collapsible fishing rod, packed lunch and a backpack. So simple and so nice. That’s why I now prefer sleek designs, reduced weight and big wheels to lots of horsepower and Newton meters. A good piece of advice might therefore be to think carefully about what you want to experience on your motorcycle and perhaps less about what your friends want you to ride. Your own preferences are quickly challenged by external circumstances and set against group affiliation or other guidelines, so it’s important to know what you really want to use your motorcycle for. Define your area of use and what you want to prioritize. Don’t be afraid to choose smaller bikes, you will probably ride a slightly smaller bike with lower power better than one that is too big and powerful, given that your area of use dictates that you need exactly that. So simple, yet very difficult. The sun has turned and I’m really starting to look forward to a new and adventurous riding season with new and great opportunities. Merry Christmas and a Happy New Year to all. See you on the road =0)
