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2020 Yamaha YZ250F

YZ250F front right
2020 Yamaha YZ250FYamaha

Yamaha completely overhauled the YZ250F in 2019 with a new electric-start DOHC engine and twin-spar aluminum frame, updated KYB Speed-Sensitive System (SSS) coil-spring fork and KYB shock, as well as revised bodywork. So, for 2020, this middleweight motocrosser returns unchanged except for a fresh graphics package. Despite ranking fifth among the six 250cc four-stroke MXers in terms of peak horsepower and torque, the 250F’s engine remains one of the best around with the most low-end-to-midrange performance and strong, torquey feel. The engine also makes competitive top-end power, even if it doesn’t carry a gear as long as the KTM 250 SX-F or Husqvarna FC 250.

YZ250F right side
2020 Yamaha YZ250FYamaha

Suspension is the plushest in class and requires few, if any, changes for a broad spectrum of riders, regardless of their ability or weight. In fact, the YZ250F is the most stable bike in the category with an incredibly planted and predictable feel. As a result, the Yamaha may not be the most nimble or lightest-feeling bike, but it nevertheless corners and handles well. Given that it is such a well-rounded package, the YZ250F remains a highly competitive option in the popular quarter-liter MX segment.

Cycle World’s Annual Ten Best Bikes

In 2014, Yamaha significantly improved the YZ250F with a new reversed-cylinder-head, rearward-slanted, fuel-injected engine. A 450cc motocross bike won the Best Motocrosser award that year, but Yamaha roared back in 2015 with even more updates, which enabled it to claim the coveted honor that year.

YZ250F rear left
2020 Yamaha YZ250FYamaha

2020 Yamaha YZ250F Reviews, Comparisons, And Competition

Manufacturer Claimed Specifications

Price $8,199
Engine Liquid-cooled, DOHC, single-cylinder
Displacement 250cc
Bore x Stroke 77.0mm x 53.6mm
Horsepower N/A
Torque N/A
Transmission 5-speed
Final Drive Chain
Seat Height 38.2 in.
Rake 27.3°
Trail 4.7 in.
Front Suspension 48mm fully adjustable; 12.2-in. travel
Rear Suspension Fully adjustable; 12.5-in. travel
Front Tire 80/100-21
Rear Tire 100/90-19
Wheelbase 58.1 in.
Fuel Capacity 1.6 gal.
Claimed Wet Weight 234 lb.

Cycle World Tested Specifications

Seat Height 37.0 in.
Dry Weight 237 lb.
Rear-Wheel Horsepower 38.2 hp @ 12,500 rpm
Rear-Wheel Torque 18.5 lb.-ft. @ 8,500 rpm
0–60 mph N/A
1/4-mile N/A
Braking 30–0 mph N/A
Braking 60–0 mph N/A

Source: MotorCyclistOnline.com

2020 Kawasaki KX250

KX250 front right
2020 Kawasaki KX250Kawasaki

While the 2020 Kawasaki KX250 doesn’t look much different on the outside than the 2017–2019 models, it features a significantly changed engine, new suspension components, and a few other chassis upgrades. The heavily revised powerplant makes 3.8 more peak horsepower than the 2019 machine. It has, however, lost some of the low-end grunt that it had before, which makes fanning the clutch a necessity for maximum acceleration. The KX250’s lack of electric start wouldn’t be a big deal if the engine were easier to fire up, especially when hot.

KX250 left side
2020 Kawasaki KX250Kawasaki

The new KYB 48mm coil-spring fork and KYB shock share their spring rates with the KX450 and are set up on the stiff side. Both ends of the bike feel somewhat harsh at slower speeds—in braking bumps, for example—and lack comfort on all but the biggest-impact landings. “The suspension on the KX250 is a tad harsh,” tester Tanner Basso noted. “It’s not very plush over smaller bumps and lower-speed sections of the track.” All that said, the KX250 remains one of the better-handling bikes in its class due to its nimble and smaller overall feel on the track.

KX250 right side
2020 Kawasaki KX250Kawasaki

2020 Kawasaki KX250 Reviews, Comparisons, And Competition

Manufacturer Claimed Specifications

Price $7,799
Engine Liquid-cooled, DOHC, single-cylinder
Displacement 249cc
Bore x Stroke 78.0mm x 52.2mm
Horsepower N/A
Torque N/A
Transmission 5-speed
Final Drive Chain
Seat Height 37.3 in.
Rake 28.6°
Trail 5.1 in.
Front Suspension 48mm fully adjustable; 12.4-in. travel
Rear Suspension Fully adjustable; 12.2-in. travel
Front Tire 80/100-21
Rear Tire 100/90-19
Wheelbase 58.3 in.
Fuel Capacity 1.7 gal.
Claimed Wet Weight 231 lb.

Cycle World Tested Specifications

Seat Height 36.8 in.
Dry Weight 233 lb.
Rear-Wheel Horsepower 39.6 hp @ 12,500 rpm
Rear-Wheel Torque 18.9 lb.-ft. @ 9,600 rpm
0–60 mph N/A
1/4-mile N/A
Braking 30–0 mph N/A
Braking 60–0 mph N/A

Source: MotorCyclistOnline.com

2020 Honda XR650L

XR650L
2020 Honda XR650LHonda

The 2020 Honda XR650L is a dual-sport companion with staying power. Case in point: The 644cc air-cooled single was so capable when it debuted in 1992 that Cycle World editors awarded it Best Dual-Purpose Bike. The same can also be said for ’93. Since then, the XR650L hasn’t changed much, retaining its long-travel suspension, traditional off-road styling, and five-speed gearbox. It’s a reliable workhorse that provides a predictable ride on or off the beaten path. Tried-and-true elements like the air-adjustable 43mm fork with 16-position compression damping and the fully adjustable Pro-Link rear suspension, for example, make it amenable to a variety of conditions.

The 2020 XR650L is unchanged from the previous model year. And the year before that, and so on. But the electric-start, dry-sump-lubrication engine, tough steel frame, and sealed battery make for a motorcycle that remains quite capable. In fact, back in 2015, editors compared an XR650L with more modern machinery, and the Honda held its own, even if it showed its age. “It never did anything bad,” one test rider admitted. “It started easily and was a smooth runner. And, for the price, you can’t beat it.”

2020 Honda XR650L Reviews, Comparisons, And Competition

Manufacturer Claimed Specifications

Price $6,999
Engine Air-cooled, SOHC, single-cylinder
Displacement 644cc
Bore x Stroke 100.0mm x 82.0mm
Horsepower N/A
Torque N/A
Transmission 5-speed
Final Drive Chain
Seat Height 37.0 in.
Rake 27.0°
Trail 4.0 in.
Front Suspension 43mm compression-damping adjustable; 11.6-in. travel
Rear Suspension Fully adjustable; 11.0-in. travel
Front Tire 3.00-21
Rear Tire 4.60-18
Wheelbase 57.3 in.
Fuel Capacity 2.8 gal.
Claimed Wet Weight 346 lb.

Cycle World Tested Specifications

Seat Height N/A
Dry Weight N/A
Rear-Wheel Horsepower N/A
Rear-Wheel Torque N/A
0–60 mph N/A
1/4-mile N/A
Braking 30–0 mph N/A
Braking 60–0 mph N/A

Source: MotorCyclistOnline.com

2020 Triumph Rocket 3

Rocket 3
2020 Triumph Rocket 3 RTriumph

Fifteen years after its debut, Triumph’s big-bore three-cylinder cruiser, the Rocket 3, has been completely redesigned. Engine capacity is up from 2,294cc to 2,458cc, further cementing the massive Brit bike’s title as the world’s largest-displacement production motorcycle. Triumph’s claimed 165 hp is impressive, but 163 pound-feet of torque is the true showstopper. With the hopped-up powerplant comes a new chassis—aluminum frame and fully adjustable Showa suspension; single-sided, shaft-drive-integrated swingarm—and more aggressive styling. Sport, Road, and Rain modes tailor power output, throttle response, traction control, and ABS.

Rocket 3 right rear
2020 Triumph Rocket 3 GTTriumph

Triumph lopped off nearly 90 pounds for a claimed dry weight of 642 for the Rocket 3 R and 648 for the Rocket 3 GT; the new frame weighs half of the outgoing steel unit. Never mind the relaxed steering geometry and lengthy wheelbase, handling far surpasses that of the previous-generation model. “Triumph constructed a motorcycle that was expected to be unhinged and bordering on unmanageable—or at least it should feel like it,” Senior Editor Justin Dawes wrote after riding both models. “Instead, it’s easy as pie to ride. The Rocket 3 is phenomenal in its ability to accelerate, turn, and stop.”

2020 Triumph Rocket 3 Reviews, Comparisons, And Competition

Rocket 3 left side
2020 Triumph Rocket 3 RTriumph

Manufacturer Claimed Specifications

Engine Liquid-cooled, DOHC, three-cylinder
Displacement 2,458cc
Bore x Stroke 110.2mm x 85.9mm
Horsepower 165.0 hp @ 6,000 rpm
Torque 163.0 lb.-ft. @ 4,000 rpm
Transmission 6-speed
Final Drive Shaft
Seat Height 30.4/29.5 in.
Rake 27.9°
Trail 5.3 in.
Front Suspension 47mm fully adjustable; 4.7-in. travel
Rear Suspension Fully adjustable; 4.2-in. travel
Front Tire 150/80-17
Rear Tire 240/50-16
Wheelbase 66.0 in.
Fuel Capacity 4.8 gal.
Claimed Dry Weight 642/648 lb.

Cycle World Tested Specifications

Seat Height N/A
Dry Weight N/A
Rear-Wheel Horsepower N/A
Rear-Wheel Torque N/A
0–60 mph N/A
1/4-mile N/A
Braking 30–0 mph N/A
Braking 60–0 mph N/A

Source: MotorCyclistOnline.com

2020 Honda Super Cub C125 ABS

Super Cub right side
2020 Honda Super Cub C125 ABSHonda

The 2020 Honda Super Cub is a modern version of the reason American Honda became associated so many years ago with the “nicest people.” Despite the tremendous sales success of the early 49cc step-through—reportedly more than 100 million sold worldwide—the Cub was long absent from Honda’s US model line, only making a comeback in 2019 as the Super Cub C125 ABS. A four-speed, heel-and-toe-shifter transmission with a semi-automatic centrifugal clutch offers scooterlike twist-and-go mobility, and the twin-shock chassis easily handles surface streets. Styling is likewise true to earlier models: Bodywork flows smoothly from the front fender past the valanced fork and solo seat to the wraparound rear fender.

Super Cub rear right side
2020 Honda Super Cub C125 ABSHonda

This year, the claimed 240-pound machine—top speed is estimated at 55 mph—is unchanged but for its color scheme, a striking Pearl Nebula Red. Decades after the debut of the original, the Super Cub C125 ABS continues to open the two-wheel door to those who might be intimidated by larger, more complex motorcycles. After spending https://www.cycleworld.com/riding-worlds-friendliest-motorcycle-honda-super-cub/, staffer Morgan Gales wrote, “The Super Cub reminds me of simpler times—just cruising, not pushing the bike for peak performance—and I love it.”

2020 Honda Super Cub Reviews, Comparisons, And Competition

Super Cub left side
2020 Honda Super Cub C125 ABSHonda

Manufacturer Claimed Specifications

Price $3,649
Engine Air-cooled, SOHC, single-cylinder
Displacement 124.9cc
Bore x Stroke 52.4mm x 57.9mm
Horsepower N/A
Torque N/A
Transmission 4-speed
Final Drive Chain
Seat Height 30.7 in.
Rake 26.5°
Trail 2.8 in.
Front Suspension 26mm; 3.5-in. travel
Rear Suspension Twin shocks; 3.6-in. travel
Front Tire 70/90-17
Rear Tire 80/90-17
Wheelbase 48.9 in.
Fuel Capacity 1.0 gal.
Claimed Wet Weight 240 lb.

Cycle World Tested Specifications

Seat Height N/A
Dry Weight N/A
Rear-Wheel Horsepower N/A
Rear-Wheel Torque N/A
0–60 mph N/A
1/4-mile N/A
Braking 30–0 mph N/A
Braking 60–0 mph N/A

Source: MotorCyclistOnline.com

2020 Honda CRF250R

Honda CRF250R right side
2020 Honda CRF250RHonda

Looking back, 2018 was a monumental year for the Honda CRF250R. The 249cc motocrosser received a completely new engine and chassis, including a Showa 49mm coil-spring fork, Honda having abandoned the previous SFF Triple Air Chamber (TAC) fork. The 2018 model handled better than ever, benefiting from more suspension comfort and improved high-rpm power. Unfortunately, the DOHC engine lacked the low-end-to-midrange punch that the prior model’s SOHC package produced. Honda addressed this issue with revisions to the 2019 and ’20 models, both of which, in fact, have improved low-rpm grunt.

In spite of Honda’s efforts, however, the CRF250R still has the least bottom-end power in the class. As long as the rider fans the clutch and keeps revs up, the engine works just fine as it makes competitive peak power. The suspension strikes a good balance between performance and plushness, leaning slightly toward the former in overall feel. The CRF250R is also the sharpest-turning bike in the class, yet still has very good straight-line stability. Tester Allan Brown described the CRF250R as having, “a light-feeling chassis, excellent cornering ability, and smooth power. This adds up to very easy, low-energy-consumption riding.”

Honda CRF250R left side
2020 Honda CRF250RHonda

2020 Honda CRF250R Reviews, Comparisons, And Competition

Manufacturer Claimed Specifications

Price $7,999
Engine Liquid-cooled, DOHC, single-cylinder
Displacement 249cc
Bore x Stroke 79.0mm x 50.9mm
Horsepower N/A
Torque N/A
Transmission 5-speed
Final Drive Chain
Seat Height 37.8 in.
Rake 27.4°
Trail 4.6 in.
Front Suspension 49mm fully adjustable; 12.0-in. travel
Rear Suspension Fully adjustable; 12.4-in. travel
Front Tire 80/100-21
Rear Tire 100/90-19
Wheelbase 58.3 in.
Fuel Capacity 1.6 gal.
Claimed Wet Weight 237 lb.

Cycle World Tested Specifications

Seat Height 37.2 in.
Dry Weight 236 lb.
Rear-Wheel Horsepower 39.4 hp @ 12,300 rpm
Rear-Wheel Torque 18.8 lb.-ft. @ 9,700 rpm
0–60 mph N/A
1/4-mile N/A
Braking 30–0 mph N/A
Braking 60–0 mph N/A

Source: MotorCyclistOnline.com

2020 KTM 250 SX-F

250 SX-F front right
2020 KTM 250 SX-FKTM

This past year was a big one for the KTM 250 SX-F. The Austrian manufacturer’s quarter-liter four-stroke motocrosser received a stiffer frame, a more rigid upper triple clamp, swingarm revisions, a new exhaust system, and updated bodywork, among other changes. For 2020, the 250 SX-F benefits from an optional perforated airbox cover along with revised settings for the WP Xact air fork and WP Xact shock; the latter also got a new piston. On the Cycle World dyno, the latest model made 40.8 hp and 19.3 pound-feet of torque, nearly identical to the current Husqvarna FC 250. Despite its top-weighted powerband, the engine also produces good bottom-end and strong midrange.

The updated WP suspension feels plusher than before, thereby lessening the stiffer feel of the latest-generation frame. At 231 pounds with a full tank of fuel, the 250 SX-F is also the lightest bike in its class. Plus, it comes with high-quality components, such as a Brembo hydraulic clutch and brakes, and ODI lock-on grips. “The 250 SX-F has a great engine, nimble handling, and top-notch componentry,” tester Eric Storz said. “It really feels like a racebike.”

250 SX-F left side
2020 KTM 250 SX-FKTM

2020 KTM 250 SX-F Reviews, Comparisons, And Competition

Manufacturer Claimed Specifications

Price $9,099
Engine Liquid-cooled, DOHC, single-cylinder
Displacement 249.9cc
Bore x Stroke 78.0mm x 52.3mm
Horsepower N/A
Torque N/A
Transmission 5-speed
Final Drive Chain
Seat Height 37.4 in.
Rake 63.9°
Trail N/A
Front Suspension 48mm fully adjustable; 12.2-in. travel
Rear Suspension Fully adjustable; 11.8-in. travel
Front Tire 80/100-21
Rear Tire 110/90-19
Wheelbase 58.5 in.
Fuel Capacity 1.9 gal.
Claimed Wet Weight 218 lb.

Cycle World Tested Specifications

Seat Height 37.4 in.
Dry Weight 231 lb.
Rear-Wheel Horsepower 40.8 hp @ 13,400 rpm
Rear-Wheel Torque 19.3 lb.-ft. @ 9,200 rpm
0–60 mph N/A
1/4-mile N/A
Braking 30–0 mph N/A
Braking 60–0 mph N/A

Source: MotorCyclistOnline.com

2020 Husqvarna FC 250

FC 250 right side
2020 Husqvarna FC 250Husqvarna

For 2020, Husqvarna went in a different direction with the suspension for its four-stroke motocrossers. More softly sprung and damped at both ends, the setup spec’d for the FC 250 is naturally liked by riders who weigh 155 pounds or less and lap at novice-to-intermediate levels. Conversely, the fork and shock sag too much and lack bottoming control for faster intermediate-to-pro-level riders who weigh more than 155 and those of any skill level who tip the scales at 170 pounds plus. The FC 250 has a midrange-to-top-end-oriented powerband, making 40.7 peak hp at a sky-high 13,900 rpm; bottom-end improves using the optional ventilated airbox cover supplied with the bike. With its broad power delivery, the FC 250 can carry a gear for a remarkably long time.

FC 250 left side
2020 Husqvarna FC 250Husqvarna

With an MSRP of $9,199, the FC 250 is the most expensive 250cc-class four-stroke MXer on the market and one of the best-equipped: Magura hydraulic clutch, Brembo brakes, and ODI lock-on grips. “I personally value comfort, so I appreciate the FC 250’s softer valving,” tester Eric Storz noted. “The suspension is supple and composed through choppy sections of the racetrack.”

FC 250 rear right
2020 Husqvarna FC 250Husqvarna

2020 Husqvarna FC 250 Reviews, Comparisons, And Competition

Manufacturer Claimed Specifications

Price $9,199
Engine Liquid-cooled, DOHC, single-cylinder
Displacement 249.9cc
Bore x Stroke 78.0mm x 52.3mm
Horsepower N/A
Torque N/A
Transmission 5-speed
Final Drive Chain
Seat Height 37.4 in.
Rake 26.1°
Trail N/A
Front Suspension 48mm fully adjustable; 12.2-in. travel
Rear Suspension Fully adjustable; 11.8-in. travel
Front Tire 80/100-21
Rear Tire 110/90-19
Wheelbase 58.5 in.
Fuel Capacity 1.9 gal.
Claimed Wet Weight 219 lb.

Cycle World Tested Specifications

Seat Height 37.2 in.
Dry Weight 234 lb.
Rear-Wheel Horsepower 40.7 hp @ 13,900 rpm
Rear-Wheel Torque 19.3 lb.-ft. @ 9,100 rpm
0–60 mph N/A
1/4-mile N/A
Braking 30–0 mph N/A
Braking 60–0 mph N/A

Source: MotorCyclistOnline.com

Metric Cruisers Are Great Alternatives to American Iron

When discussing cruisers, Harley-Davidson is the brand that usually comes to mind, and we’ve recently been adopting Indian Motorcycles in that conversation. But there are plenty of viable cruiser options from lands beyond our shores where the metric system is the standard of measurement. Hence the “metric cruisers” nomenclature for motorcycles built in any country but the US.

We love our cruisers here in the land of the free, so manufacturers around the globe build their own versions based loosely on the traditional American template of low seats, feet placed forward, and powered by torquey engines. Listed here are cruisers selected for their individual uniqueness or their functionality, the latter because we realize most _Motorcyclist_ readers want to ride farther than just their neighborhood coffee shop or pub, and do it at a higher pace than most Sturgis devotees.

So, if you’re looking for an interesting cruiser and are willing to look globally, here are eight respectable options to consider, listed alphabetically.

2011–2020 Ducati Diavel/XDiavel

Our favorite cruisers aren’t afraid of corners, like the butch Ducati Diavel.
Our favorite cruisers aren’t afraid of corners, like the butch Ducati Diavel.Motorcyclist

Okay, so calling this stretched Italian hot rod a cruiser is a bit of a stretch, but perhaps that’s why we like it so much. Of any bike resembling a cruiser, the Diavel stands the best chance of keeping up with your sportbike buddies on a curvy road. With 160 claimed hp on tap, the Diavel (Italian for devil) certainly won’t be left behind on any straight roads.

The Diavel debuted in 2011 with a retuned version of 1198 superbike’s V-twin placed in a steel trellis chassis with a cast aluminum subframe. A 30-inch seat height (barely) qualifies the Diavel as a cruiser, and its 516-pound wet weight makes it extremely light for a 73ci cruiser. Its single-sided swingarm proudly displays a fat 240/45-17 rear tire.

The platform was updated for the 2015 model year with a new headlight, TFT instruments, and a twin-spark ignition and new fuel injectors for the engine. At the time, it held the record for the quickest 0–60 mph time of any production motorcycle Cycle World had ever tested, thanks partially to its longish 62.3-inch wheelbase that mitigates wheelies. Excellent stopping power comes from radial Brembo calipers and 320mm discs.

The XDiavel expanded Ducati’s cruiser offerings when it debuted in 2016.
The XDiavel expanded Ducati’s cruiser offerings when it debuted in 2016.Motorcyclist

The Diavel line was augmented in 2016 with the arrival of the XDiavel, hewing even closer to the cruiser formula with a stretched wheelbase (63.6 inches), a lower seat (29.7 inches), belt drive, and footpegs placed further forward. Significantly, the X receives a 1,262cc V-twin with variable valve timing, vastly improving the delivery of power below 6,000 rpm. Although wet weight went up to 545 pounds, the XDiavel is still plenty sporty and has a fairly generous 40-degree available lean angle, the same as its predecessor.

Rounding out the Diavel story is the Diavel 1260, introduced in 2019. It uses a version of the XDiavel’s 1,262cc motor, and is endowed with sleeker styling and improved electronics.

1985–2020 Honda Rebel 250/500, 300/500

The Rebel 250 was priced at $4,190 in 2016, its last year of production, looking awfully similar to how it did in 1985.
The Rebel 250 was priced at $4,190 in 2016, its last year of production, looking awfully similar to how it did in 1985.Motorcyclist

This little icon earns its place on this list for its value and reliability, but mostly for its stupendous longevity and ubiquity. The Rebel 250 has been rousing American roads for an incredible 35 years, and has been under more American riding students than any other motorcycle.

The Rebel debuted way back in 1985, using Harley-esque styling cues in a compact, inexpensive package. It’s powered by a 234cc parallel-twin engine that’s at least adequate enough for highway travel and mostly bulletproof. (A Rebel 450 existed for only two years, 1986–87.) A low seat height (26.6 inches) conspired with modest weight to make almost anyone feel like they could master it.

The intrinsic goodness of the Rebel 250 is defined by two numbers: 31 and 150,000. It remained in Honda’s lineup, mostly unchanged, for a stunning 31 years. And more than 150,000(!) Rebel 250s were sold in America until its retirement after the 2016 model year.

Upholding the Rebel’s enviable reputation as a highly approachable cruiser is the bobber-style Rebel platform introduced in 2017 and available with your choice of two engines. Start out with the 286cc Rebel 300 retailing for $4,399 at its launch, or step into the 471cc Rebel 500, using a parallel-twin motor just like its progenitor.

The bobber-style Rebels were introduced in 2017, available as a 500 (left) or a 300 (right).
The bobber-style Rebels were introduced in 2017, available as a 500 (left) or a 300 (right).Motorcyclist

1996–2015 Honda Valkyrie

The wildest of all Valkyries was the limited-production Rune, produced in 2004 and 2005. Dual 330mm front and single rear 336mm brake discs were also the largest ever fitted to a production Honda.
The wildest of all Valkyries was the limited-production Rune, produced in 2004 and 2005. Dual 330mm front and single rear 336mm brake discs were also the largest ever fitted to a production Honda.Motorcyclist

The Honda Valkyrie earns its spot on our list for being one of the original power cruisers. It began in 1996 when Honda stripped down its Gold Wing to create the Valkyrie, powered by the Wing’s 1,520cc flat-six engine that received hot-rodding tricks like bumpier camshafts and six individual carburetors. To many, the six-cylinder motor was an attractive alternative to the V-twins typically found in cruisers, barking out an exhaust note similar to a Porsche.

The original Valk was discontinued after 2003, but the model reached its apex in 2004 with the introduction of the audacious Valkyrie Rune. Now powered by the updated Gold Wing’s 1,832cc six-cylinder, the outlandish Rune looked like it came from a high-end custom builder rather than the conservative Honda.

Priced at an outrageous $25,499, its attention to detail was far beyond anything from a major manufacturer, with a lovely faired radiator, flush-mount LED turn signals, and a single-sided swingarm. The trailing-link front suspension was unlike anything seen on a modern production bike, giving the impression of a heavily raked fork while having conventional steering geometry. Due to its high price and unorthodox appearance, the Rune sold in small numbers and was dropped from Honda’s lineup after the 2005 model year.

The Valkyrie was resurrected in 2014, again as a stripped-down Gold Wing, supposedly 150 pounds lighter than the Wing. However, consumer reaction was tepid and the Valk ceased to be after 2015.

2013–2020 Moto Guzzi California Eldorado/Audace

Moto Guzzi’s California platform is an Italian alternative take on a V-twin cruiser, here shown in its Eldorado model.
Moto Guzzi’s California platform is an Italian alternative take on a V-twin cruiser, here shown in its Eldorado model.Motorcyclist

The California was reintroduced in 2013 with a new 1,380cc engine, the largest V-twin ever produced in Europe. This platform was augmented in 2016 with the attractively retro Eldorado version and then the hot-rod Audace. Either iterations are worthy of consideration, as their 90-degree air-/oil-cooled V-twins deliver sportier characteristics than traditional cruiser engines, outputting a claimed 96 hp and 88.5 pound-feet of torque (rated at the crankshaft). All are built in Italy at Guzzi’s Mandello del Lario factory, the same place Guzzis have been constructed since 1921.

It’s the Eldorado version that perhaps offers the best blend of performance and style. It features classic touches like chrome inserts on the fuel tank, classy double pinstripes on the tank and fenders, and aluminum spoked wheels wearing tubeless whitewall tires.

In addition to ABS and the standard electronics suite found on all Californias, the Eldorado has cruise control as standard equipment, as well as shrouded shocks and classic round turn signals. Four-piston Brembo calipers and 320mm discs are sportbike-worthy, and enough to bring the bike’s sub-600-pound wet weight to a quick halt. Oddly, the plush Eldorado is more fun to ride than the performance-biased Audace that rolls on fatter tires. The Eldorado currently retails for $16,490.

2017–2020 Triumph Bonneville Bobber

Triumph’s Bobber brings a new take on cruiser motorcycles, melding the popular bobber style with the historic Bonneville platform.
Triumph’s Bobber brings a new take on cruiser motorcycles, melding the popular bobber style with the historic Bonneville platform.Motorcyclist

Triumph’s versatile Bonneville platform gives cruiser riders an alternative from the glut of V-twin engines that dominate this category, and the Bobber version has been one of the best-selling of the line. It uses the 1,200cc version of Triumph’s parallel-twin motor with a 270-degree crank to give it a deeper growl akin to a V-twin. It’s rated at 77 hp and 78 pound-feet of torque, which is plenty enough to move the bike’s 500-and-change pounds of weight. Sporty-ish steering geometry (27.8-degree rake, 3.5 inches of trail) and a cruiser-stubby wheelbase (59.4 inches) endow it with greater agility than most cruisers.

The Bobber is instantly recognizable by its adjustable tractor-style seat that appears to float above the rear fender. Other nice details include the battery box with stainless-steel strap, fork gaiters, bar-end mirrors, and bullet-shaped turn signals. Wire-spoked wheels add to the vintage appearance. The couple of downsides to the Bobber are its tiny 2.4-gallon fuel tank and no passenger provisions. New MSRPs start at $11,950 and bump up to $13,150 for the Bobber Black version.

2004–2020 Triumph Rocket lll/3

The 2020 Rocket 3 brings a new era to Triumph’s Rocket line, a much sportier motorbike than the previous generation. An aluminum frame, single-sided swingarm, Brembo Stylema brakes, and beautiful metal finishes highlight this handsome monster.
The 2020 Rocket 3 brings a new era to Triumph’s Rocket line, a much sportier motorbike than the previous generation. An aluminum frame, single-sided swingarm, Brembo Stylema brakes, and beautiful metal finishes highlight this handsome monster.Triumph

Triumph’s Thunderbird 1600 nearly earned this entry and is a worthy metric cruiser alternative, but its Rocket lll brother stole the spot thanks to its sheer audacity. Debuting in 2004, the Rocket was defined by its massive 2,294cc three-cylinder engine, the largest-displacement engine of any production motorcycle. Amazingly, the Rocket was more manageable than a motorbike’s size could be expected to handle, helping it earn our Cruiser of the Year award.

Over the years, the Rocket spawned several sub-models, including the Classic, Tourer/Touring, and the hot-rod Roadster, the last Rocket lll in Triumph’s lineup, existing through 2018.

The Rocket lll was retired, but it’s now been replaced by the Rocket 3, vastly improving the model’s finish detailing and performance. It again uses a monumentally large three-cylinder engine, now displacing 2,458cc. Miraculously, it’s 40 pounds lighter than its smaller predecessor, contributing to an overall 88-pound weight drop, thanks largely to the new aluminum frame.

Both the Rocket R ($21,960) and touring-oriented Rocket GT ($22,600) boast 165 hp and a gargantuan 163 pound-feet torque from the 2.5-liter triple. Their hydroformed header arrangement and aluminum airbox look sublime, exemplary of the bike’s high-level of finish detailing. Early reports say it’s really fun to ride and handles much better than expected, so we can’t wait to ride one for ourselves.

2007–2017 Yamaha/Star V Star 1300/Silverado

The V Star 1300 blends versatility, attractive good looks, and a modest price for a metric cruiser worthy of consideration.
The V Star 1300 blends versatility, attractive good looks, and a modest price for a metric cruiser worthy of consideration.Motorcyclist

Reasonable people will appreciate the V Star 1300 for its cost-effectiveness and understated good looks. Yamaha (and its erstwhile cruiser brand Star Motorcycles) has been the Japanese OEM most successful in creating attractive American-style cruisers, exemplified by this 1300 platform that includes touring variants (Silverado/Tourer) and the batwing-fairinged Deluxe that debuted in 2013.

All are powered by an 80ci (1,304cc) V-twin engine that provides ample power for the bike’s relatively low weight. A well-disguised liquid-cooling system keeps heat away from its rider, and a belt-drive system requires minimal maintenance. Excellent attention to detail belies the reasonable cost of entry. A seat height around 27 inches keeps even short legs within comfortable reach from the ground.

The V Star 1300 is a more manageable cruiser than the giant heavyweights that typically get the most recognition, and its touring-oriented sub-models provide a worthy mount for any trips farther than the neighborhood roadhouse. Older models are available today for as little as $3,500.

2002–2010 Yamaha/Star Road Star Warrior XV1700

The Road Star Warrior remains desirable today for its aluminum chassis, hot-rod air-cooled motor, and sportbike suspension and brakes.
The Road Star Warrior remains desirable today for its aluminum chassis, hot-rod air-cooled motor, and sportbike suspension and brakes.Motorcyclist

The Road Star Warrior remains desirable today for its aluminum chassis, hot-rod air-cooled motor, and sportbike suspension and brakes. | Motorcyclist

Although introduced nearly 18 years ago, the Road Star Warrior remains one of the best performance cruisers ever built. Powered by a 102ci (1,670cc) V-twin and featuring a lightweight aluminum frame and swingarm—unusual in the cruiser category—the XV1700 delivers a sporting punch that continues to be desirable even today.

Its 48-degree V-twin is air-cooled, making it prettier than liquid-cooled lumps, but it uses modern four-valve cylinder heads to produce nearly 100 pound-feet of torque and 76 hp at the rear wheel. It sprinted through the quarter-mile in just 12.5 seconds and from 0–60 mph in 4.3 seconds when we tested it in 2002. Hydraulic lifters and belt final-drive help minimize maintenance.

Weighing in at a relatively light 658 pounds, the Warrior undercut Honda’s original VTX1800 by a full 100 pounds. Four-piston front brake calipers and a 41mm inverted cartridge fork are ex-YZF-R1 bits, further adding to its sport credentials. Decent ones can be found for $5,000 or less.

Source: MotorCyclistOnline.com

NAWA Racer electric has hybrid battery

NAWA Technologies has revealed an electric café racer with a hubless rear-wheel motor and world-first ‘hybrid’ battery system, combining next-gen ultracapacitors with a lithium-ion battery.

They say it is the first time an electric motorbike has used ultracapacitors.

Nawa claim it is 25% lighter, 10 times more powerful, with five times more energy.

Yet they say it is only capable of 300km of range in the city which is not much more than the Harley-Davidson LiveWire with city range of up to 235km and 152km of highway range.

livewire mother earth NAWA
LiveWire has 235km of city range

It’s also a long way short of Italian company Energica’s new Ego and Eva with up 400km (250 miles) of range, although they don’t specific city or highway range.

City range is always farther on electric vehicles with regenerative braking.

NAWA claims their regenerative braking re-uses 80% of the energy otherwise lost while lithium-ion batteries can only re-use 30%.

Here is how it works

NAWA’s carbon-based ultracapacitors charge and discharge in seconds and are capable of picking up energy from regenerative braking and supplying it back to an electric motor very quickly.

They can do this millions of times over without degradation, offering fast energy transfer, unlike lithium-ion.

It’s not really new.

Back in 2015, we reported on LA-based California NanoSystems Institute in the University of California who developed a hybrid battery that combined lithium-ion batteries with supercapacitors.

Hybrid supercapacitor - electric motorcycles
Hybrid supercapacitor

So why don’t all electric vehicles use supercapacitors or ultracapacitors?

Although they have five times more energy storage than existing technology, lithium-ion still has greater overall capacity.

By integrating these ultracapacitors into a lithium-ion system, NAWA’s battery has much more efficient overall performance.

This reduces the charge and discharge cycles of the lithium-ion battery performs and extends the life of the system.

It also reduces the environmental impact of lithium mining.

NAWA claim the hybrid ultracapacitor battery system can reduce the size of a lithium-ion battery by up to half, or extend the range by up to double, or a manufacturer’s preferred combination of size, weight and range.

The NAWACap ultracapacitor pack recharges in just two minutes and the entire battery can be charged to 80% in one hour from a home supply.

Lightweight racerNawa racer has hybrid battery with ultracapacitors

The NAWA Racer concept’s pack only weighs 10kg which makes it ideal for use in a motorcycle.

Together with the bike’s carbon frame, it weighs only 150kg.

It is driven by a hubless rim motor in the rear wheel with 75kW of power for a 0-100km/h rate of less than three seconds which is fairly typical of most electric motorcycles.

Nawa racer has hybrid battery with ultracapacitors
Hubless rear wheel motor

NAWA Racer’s NAWACap pack can be removed and swapped for different levels of performance. There are also Race and Eco modes for more speed or extra range.

Other features are LED lighting, painted aluminium and copper, anodised matte black suspension forks and nubuck leather saddle in vintage camel.

The concept will be on show at the Consumer Electronics Show in Las Vegas on 7 January 2020.

We don’t believe NAWA Technologies will build the bike for the maket.

Their business is the production of ultracapacitor cells, so they will probably sell the technology to motorcycle manufacturers.

Source: MotorbikeWriter.com