Sport UTVs are a nice addition to the powersports enthusiast’s garage with their off-road capability and their ability to bring a friend comfortably. (Adam Waheed/)

When it comes to fun, it’s hard to argue with Kawasaki’s powersports model lineup. Two wheels, four wheels, or no wheels, Team Green offers something fast to get your blood pumping. This time we traded a new motorcycle for a new UTV in the form of the Teryx KRX 1000 ($23,199), a two-seat sport side-by-side from Kawasaki, and wheeled it in a fun 60-mile off-road poker run in conjunction with the annual UTV World Championship. This leisure trail drive is designed for motorsports enthusiasts who want to see what the racecourse is like and want to experience the thrill of sport driving without the stress of competition.

Kawasaki has been building its Teryx UTV at its Lincoln, Nebraska, factory since the 2008 model year. When this vehicle was originally unveiled, it was designed for more general recreation and a bit of utility and was a lot smaller than a modern UTV. The KRX 1000 is an additional UTV in Kawasaki’s four-wheel segment, though it continues to produce the smaller Teryx 800 for folks who are looking for something that’s a little bit less sporty and more compact to use on narrower trails. Vehicles like the KRX 1000 are an answer to UTVs like the Polaris RZR, an extreme performance sport UTV.

The KRX 1000 rings in at $23,200. For that price, you get a vehicle with 31-inch beadlock wheels, which are nice as they help keep the tires on the rims. When you’re operating on very technical terrain you don’t have to worry about the tire sliding off. Power comes from a 999cc parallel twin with eight valves per cylinder and liquid-cooling, an engine configuration that’s proprietary to the Teryx KRX 1000; it’s too big to be used on a motorcycle. All of these UTVs are rear engine layouts. The KRX employs a CVT transmission that puts power to all four wheels when desired.

But it’s nice that Kawasaki paid attention to the details. The oil filter is easy to access. The oil sight glass is right there. You can easily add engine oil; there’s a big knob on the oil cap so you can actually twist it with your hands.

This KRX also comes with four link rear suspension and independent front suspension. Kawasaki says there’s a little under 19 inches of front suspension travel and right around 21 inches at the back, almost double what a dirt bike has; quite a lot of wheel travel and movement in this thing.

Let’s turn this thing on real quick. The Teryx employs a good old-fashioned mechanical key, though it looks kinda flimsy. For a $23,200 vehicle, the key should appear more premium, not like something on a KLR650 or a KLX minibike. Anyway, make sure your foot is on the brake, twist the key, and the engine starts up.

It’s evident in its exterior design that Kawasaki borrows styling cues from its Ninja family of sportbikes. (Adam Waheed/)

We really like the Teryx’s signature LED headlights and the nice TFT color display; it all looks super slick. (Our Teryx was also fitted with an aftermarket huge LED light bar which did a really great job.) The simple reason UTVs are so much fun is their ability to go to places that you would normally go on your motorcycle, but you can bring a friend on the spur of the moment with no pressure to gear up; if they can operate a car, they can also probably help drive one of these. Bring a cooler full of drinks and snacks, bring extra clothes for changing conditions, experience Mother Nature’s glory in a different way. It’s easy and natural for a motorcycle guy to like UTVs; bring company, have additional equipment along, just make it more pleasurable. Of course riding motorcycles is awesome too, but in a perfect world, you want to have a UTV and a couple of motorcycles and check as many boxes as you can.

Unlike a normal automobile, the transmission has no park, just a high gear, a low gear, neutral, and reverse. There’s also a mechanical cable-actuated parking brake. The high, or “H,” setting is designed for all-around forward vehicle movement. Conversely, “L” is for when you are traveling up or down extremely steep terrain, and also a good setting to use if you are crawling rocks or towing Jet Skis or a small trailer. When put in reverse, this KRX 1000 Teryx has a backup camera just like an automobile; cool, because these vehicles are notoriously hard to see behind.

Since we’re driving in Arizona, technically no helmet is needed; of course, you always want to wear a helmet anyway. Unlike with automobiles, there are pretty much no federally mandated safety standards or crash testing protocol in UTVs. It’s a good idea to bucket up, plus maybe wear some gloves, a full-sleeve shirt, and long pants.

The Teryx KRX 1000 has selectable two- and four-wheel drive; you can also lock the front differential if you want to. If you are crawling rocks or going over real aggressive terrain, that front differential lock will allow you to have more control over the vehicle. This Teryx also benefits from electronic power steering which, just like an automobile, gives a very light steering feel, immediately noticeable when moving at parking lot speeds, where the vehicle is very easy to control.

The seats are manually adjustable fore or aft; the wheel tips up and down, though there’s no fore/aft telescoping adjustment. The ergonomics in this vehicle are, of course, rather automotive. The big rearview mirror is nice, as is the see-through roof. The KRX 1000 is sort of a cruiser, a little bit less sporty, ergonomically, than some others in its class. Because you sit higher in this vehicle, you have a good view angle; whether going up or down inclines, visibility is high.

Back to that 999cc Kawasaki parallel twin. Kawasaki says this engine is good for right around 116 hp at the crankshaft; that power is very smooth, making this a very easy vehicle to operate. There’s no power hit; it almost feels like a smooth four-stroke go-kart. There’s also a low power mode; say you’re just getting into UTV driving and you don’t want to experience the full force of the parallel-twin engine. Just put it in low power and it mellows right out, good if you are teaching your kids how to drive or if you’ve never owned a sport UTV and are looking to just kind of figure out the dynamic of the vehicle. Still, lay into that throttle in normal mode and it’s got some get up and go.

This KRX 1000 has a governed top speed of 68 mph, but when riding upwards of 50 mph, there’s a nice little boost of power. Kawasaki vehicles are renowned for their punchy engine feel, and even though the power is a little bit modest, once spooled up there’s a nice little punch. It’s nothing crazy, not the smack-in-the-face acceleration of the forced air induction vehicles like the Turbo RZR, but still it’s enough to put a smile on your face.

The instrument panel prominently displays vehicle speed, so there’s no doubt. Other visual cues, like the four-wheel-drive designator, could be a little bigger, but overall the color touchscreen-compatible display looks very nice, very sharp and crisp. There’s also a GPS mode, which is pretty neat, as are the vehicle metrics that show pitch and roll in real time. There’s even Bluetooth music, though curiously no stereo; all sound systems are optional. Other creature comforts include 12V and USB power ports for charging devices, an automotive-style glove box, cupholders, map storage, and a fire extinguisher, just in case.

The  Teryx KRX 1000′s long, compliant suspension delivers a favorable ride. To be fair, the terrain we’re operating on isn’t that fast or wide open like it can be in the desert, but for a recreational ride it performs pretty well. The steering feels a little bit looser than a modern automobile’s, but that’s not necessarily bad in a UTV.

Dimensionally, this car measures 68 inches in width, splitting the difference between the modern 64-inch and long-travel 72-inch UTVs. That little bit of extra width helps add stability to the chassis, reducing propensity to roll, which is naturally a very important thing. The wheelbase on this vehicle is just under 100 inches, adding good stability.

A fuel gauge keeps tabs on the 10.6-gallon fuel tank. Interestingly, there’s also a CVT belt temperature gauge, and since heat kills more CVT belts than anything, that’s a handy addition. Good job, Kawasaki; we appreciate your paying attention to the details.

That CVT, by the way, makes for a really easy driving experience with no gears to shift. It’s perfect for the laid-back nature of this poker run, with its course clearly marked by arrows and leisurely timed schedule. It’s nearly impossible to get lost or get truly far behind; if you miss all the arrows, follow the dust tracks. It’s the perfect event for a casual vehicle like this.

Still, just like when riding a heavy adventure bike, you have to be very careful about where you put the wheels on these vehicles. Stay away from sharp-edged rocks; if you must hit one, hit it straight on and not on the edge of the tire near the sidewall. Getting a flat can ruin your day and put you behind schedule-wise.

Overall, though, these rigs seem plenty tough. Kawasaki obviously prides itself on building high-quality vehicles that stand the test of time, and to that end, invests heavily in engineering and durability testing. These vehicles are always going to be beat up all the time, exposed to rocks, dirt, grit, water, mud, sand, and they’re designed and built accordingly. Kawasaki may be a Japanese company, but it has a long history in the United States, and these Teryxs are built right here in America.

Everything that goes has to stop, and quadruple disc brakes are incorporated in this KRX 1000. The front two wheels benefit from double-piston calipers, while the rear wheels have single-piston units, and the braking capability on this Kawasaki is nice with a firm pedal, not as mushy as we remember on the old Teryx 800s. It’s not going to be totally sharp, but it’s got some bite to it. I also like that the brakes don’t ramp up aggressively; this helps you maximize the traction you have from these 31-inch tires. There is no ABS; it’s a full manual braking experience. Just be smooth with your foot, and you’ll be fine.

The powertrain does put some heat into the cockpit. We drove on a mild day, 73 degrees Fahrenheit with low humidity, so the cockpit heat wasn’t overpowering. On a chilly day, we’d probably like the drivetrain heat. On the other hand, at 90 degrees, the heat could get annoying or worse.

Overall, the KRX is a fun, easy-driving UTV. We like that it takes us to the same places that we go on our off-road dirt bikes, but in added comfort with a friend riding shotgun. We would definitely consider spending $23,200 for it if we wanted a fun easygoing UTV. If we were to make it ours, we’d throw that light bar and hook up a stereo. Who doesn’t like listening to their favorite tunes on the trail?

2022 Kawasaki Teryx KRX 1000 Technical Specifications and Price

Getting out and exploring Mother Nature in greater relative comfort is what driving a sport UTV like Kawasaki’s Teryx KRX 1000 is about. (Adam Waheed/)

For its $23,199 asking price, you certainly get a lot of machine for your money, especially compared to the price of a modern adventure bike. (Adam Waheed/)

Dimensionally, the Teryx KRX 1000 is about the size of a small Jeep Wrangler from the ’90s and early 2000s. It’s a surprisingly capable machine that’s easy to operate. (Adam Waheed/)

Automobile-style controls make it easy to understand how to operate the Teryx KRX 1000. (Adam Waheed/)

We love the color touchscreen-compatible TFT display. Integrated GPS ensures that you’re never lost. (Adam Waheed/)

As opposed to most automobiles, the Teryx KRX 1000 employs a 999cc parallel-twin mid-engine design that helps lower the vehicle’s center of gravity. It certainly isn’t the fastest thing on the trail, but it is enough power to put a smile on your face. (Adam Waheed/)

Source: MotorCyclistOnline.com

For some of you there can be no best electric motorcycle for, um, adults. Or grown-ups. Or whatever demographic search results are most relevant. The fact is that this is still an emerging market with nascent technology. Some of you will have to be dragged kicking and screaming into the age of electric streetbikes.

And some want to be part of the revolution. We’re not going to see ranges and weights that stack up to IC bikes just yet. But the throttle response and acceleration we crave are already here. The rush is real. And until other metrics catch up, torque and the thrill that comes with instantaneous thrust are happening right now.

The emotional connection we feel to the sight, sound, and smells of fossil fuels burning in the service of speed are just that: emotion. The smart money says we’re capable of rewiring our brain to love machines that hum, smell vaguely like ozone, and rip for real. It can start with the simple pressing of a button. No kick, priming, or warmup time needed.

Here’s Motorcyclist’s pick of the five best electric motorcycles for adults, meaning adult-sized folks. Not kids. Hey, power to weight matters.

Zero SR/S

Pray to the light machine: The Zero SR/S has unlocked up to 227 miles of range. (Zero/)

Sad about the imminent demise of inline-four’s and suck-squeeze-bang-blow? Perhaps 140 pound-feet torque and 110 hp will help dry those tears. Zero is quickly becoming a leader in the electric motorcycle category. After surviving venture capital’s demands and the 2008 Great Recession, Zero delivered its first production model in 2010. The SR, based on the S, debuted in 2014. For 2020 Zero gave us a new trellis frame and two new models, the SR/F (read or watch the 2020 Zero Motorcycles SR/F Review MC Commute) and the faired SR/F, the latter of which introduced traction control to the world of Zero.

The SR/S is the pinnacle of Zero’s nine-model lineup. You get 13 percent more range than its naked SR/F sibling. That works out to a possible 227-mile range (with Power Tank and Extended Range Charging), or a more plausible 156-mile city range. A claimed charge time of 54 minutes (with the optional 6kW plus 1kW Cypher upgrade) gets you to 95 percent charged. Those Cypher upgrades come from the Cypher Store, which offers downloadable software upgrades allowing riders to unlock up to a total 21 kWh with the 3.6 kWh Power Tank (available in fall 2022). Why not make it standard? The tech may change, but sales and marketing tactics don’t.

As with IC, heat is always the enemy. So the SR/S employs that most traditional IC means of heat management: passive air-cooling. So while the max top speed is 124 mph, a sustained top speed of 110 mph is recommended. A 0–60 time of 3.12-ish seconds puts the bike in the mix with most traditional literbikes. Among the more interesting stats on Zero’s site? An estimated $1.61 cost to recharge the Standard model. Just wow. The party starts at $20,595 for the Standard model, with the Premium starting at a $22,695 MSRP. Speaking of parties, riders will have to make sure their playlists are on point; aside from the distinct whir of the A/C motor and the wind, all you’ll hear is what’s in your earbuds. Check out Slayer’s early catalog if you still miss shrieks and thunderous roaring.

Energica Experia

The right kind of adventure, not the wrong kind: The Energica Experia takes a bold electric step. (Energica/)

The Experia hasn’t actually been delivered yet, but we’re going to make an exception to Motorcyclist’s usual rigid standards. Founded in Italy in 2014, Energica has carved out a niche for itself as an established maker of race-bred electric motorcycles. Like Zero, it has also established itself as an actual producer of electric motorcycles, rather than the usual stream of prototypes and missed product release dates.

Energica is known for the Eva, Ego, Ribelle, and EsseEsse9+ streetbike and sportbike models, and the Experia is the logical (and quite Italian) adventure motorcycle extension of the model lineup. Claiming an industry-leading range of 130/261 highway/city miles, the all-new motor is now 22 pounds lighter and puts out 75kW of peak power and 60kW of continuous power. This keeps things at a respectable 102 and 80 hp, respectively. The 573-pound curb weight puts it at the top of the ADV curve, but that’s still less than several of its 1,200cc peers, like the BMW R 1250 GS or Triumph Tiger 1200 XCA.

One of the joys of ADV ownership seems to be packing a studio apartment’s worth of stuff in matching luggage. So there’s optional panniers and a top case to give riders 112-plus liters’ worth of storage, along with a smaller waterproof “tank” compartment for rainsuits and small stuff. The other important storage is the 22.5/19.6 kWh lithium polymer battery, which features fast-charge DCFC Level 3 recharging. This means the bike can claw back about 248 miles of range in about an hour.

At this point in product development, the Experia isn’t falling short on the IC spec sheets; it’s close to equaling them. All the numbers and figures in the world don’t mean squat compared with being the first to own anything. Being part of this process, for good and bad, is part of the allure. Assuming an uneventful production and a delivery rollout several months from now, orders are being taken as of June 1, assuming you have a minimum of $23,250 of disposable income.

LiveWire One

The LiveWire One in Horizon White. (LiveWire/)

While the new (and mostly unreleased) Del Mar is the obvious choice, only 100 lucky customers managed to score the Del Mar Launch Edition, which sold out in 18 minutes. The rest of us will have to wait until spring of 2023. Featuring H-D XR-750 styling and numerous H-D branded parts, the Del Mar channels a few Triumph X-75 Hurricane and Buell Firebolt design cues for added heritage. But Motorcyclist can’t in good conscience let you wait a whole nine months for the Del Mar to hit dealerships.

Until then, we suggest you spend the next year on the classic LiveWire One. Having dropped the Bar & Shield from its name in 2021, the LiveWire (learn more in the 2020 Harley-Davidson LiveWire Review MC Commute article and video) now retails for $22,799. When Q2 of 2023 arrives, you could trade it in for an anticipated $15,000 Del Mar and possibly have change left over. Not exactly the soundest of financial strategies, but for your money you’ll be one of the few Subject Matter Experts on all things LiveWire.

Or maybe you’ll fall in love with what’s arguably the only electric cruiser around. Since its 2019 release, the hype has worn off some. But the LiveWire One is claiming to be the “No. 1 selling electric motorcycle,” meaning it outsells specific models by Zero and other competitors. That translates into retail sales of 1,648 units, with 1,057 landing in the US over the course of 33 months in 2019-21. So maybe plan for a high reserve at a future Mecum auction? Wonder how the concours experts will treat examples without extant (and spent) lithium-ion batteries?

KTM Freeride E-XC

The quick-change KTM PowerPack with 3.9 kWh capacity in “action.” (KTM/)

If you’re going to take a leap of faith in terms of technology, who better to nail the landing than KTM? Not intended for commuting or street use, the KTM Freeride EX-C is purely an exercise in dirt. Introduced in 2014, the Freeride E-XC’s second generation debuted in 2018, featuring upgraded battery capacity from 2.6 kWh to 3.9 kWh. It also raised peak power to 18 kW. Regenerative braking was added, along with a 43mm upside-down fork, new triple clamps, better brakes, and new bodywork.

All this is communicated to the soil by a liquid-cooled (that’s right!) permanent magnet synchronous motor rated at 24.5 hp peak power, meaning about 12 hp sustained output at 4,500 rpm. Obviously, that power gets put down by your right wrist without the benefit of any clutch to help modulate it. And in the spirit of liquid-cooling, the motor and battery are fully submersible in water should you get in over your head, creek-wise.

Charging time is said to be 1.3 hours, but here comes the unfun bit. This only nets you about 45 minutes of full power riding, or about 11.5 miles of travel. Arguably, 15–20 miles might be all you get with smaller IC motors, but that’s quite a few more trips around the dirt than you get with the EX-C. A charged spare battery would be a good idea, since swapping them is a snap. But it won’t get mistaken for a trail or enduro bike.

The base MSRP of $11,099 has risen quite a bit over the last few years. But you get the equivalent of a pure dirt two-stroke 125cc MX machine in electric guise. And initial throttle bite is likened to a 250cc four-stroke response. Bicycle-style brakes mean you have to grab a handful of left hand when trail-braking, as opposed to your right foot. Its 244 pounds makes it quite a bit heavier than anything in the IC class. But you’re not here to be the fastest. You’re here to be one of the first. Take that, Ricky Bobby.

Sondors Metacycle

The battery pack is slightly wider than initial Sondors Metacycle prototypes. (Sondors/)

Some people say the Sondors isn’t a motorcycle. They’re somewhat right. But Motorcyclist has dedicated millions of pixels to Honda’s miniMOTO lineup without a peep from these people. So clearly it’s just about fossil fuels versus a three-pronged plug. These differences just get in the way of a good time. It’s exciting to blur existing lines and render traditional boundaries meaningless.

Originally, the dangling carrot was a $5,000 price tag and a claimed 80 mph. Early takers got in at said price point, but the entry fee is now $6,000. Delivery has been pushed back numerous times, but a June delivery date is happening now. What buyers get is a permanent magnet AC hub motor capable of a claimed 80 pound-feet of torque, with peak said to be 130 pound-feet. Its 8/14.5kW of nominal/peak power translates to 11/20 hp, respectively. The 17-inch wheels carry robust 110/70 and  150/60 front/rear tires, with proper disc brakes doing the stopping. Charging takes 3.75 hours via a standard home outlet, with up to 80 percent available in two hours. The removable battery is only 8 x 4 x 3 inches, so it’s easy to steal power from your employer during normal work hours.

Paired with a claimed 80-mile range, this puts the Metacycle squarely in the commuter conversation. Dirt, ADV, and other subdisciplines may be a stretch for electric, but the true strength of current electric motorcycles is in 20–30 mile urbanish commutes. And if you want to get into what is/isn’t a motorcycle, this ain’t a step-through scooter. The hub-mounted motor calls to mind the traditional swingarm-mounted motor of most scooters. But we’ve spilled plenty of ink on those too. It just comes down to a fun, adrenaline-filled way to get to your soul-sucking day job.

Pausing on the road to the future. A rider, no doubt resting after their breath is taken away by the performance of the SR/S. (Zero/)

Not just a luxury: waterproof charging station for your smartphone, or rather, your second dashboard. (Energica/)

Capable of a one-hour 100 percent charge with DC fast charging, so start hunting for a station near you. (LiveWire/)

The KTM Freeride E-XC proves that rocks can conduct electricity. (KTM/)

The Sondors Metacycle has an option for passenger pegs, complete with mounts. (Sondors/)

Source: MotorCyclistOnline.com

A woman’s experience on two (or three) wheels doesn’t have to come down to riding as a passenger on the husband’s Road Glide Limited or Ultra Limited. More women are riding now than ever, as noted in our One in Five Motorcyclists Are Now Women article. There are annual women’s ride days and events like Babes in the Dirt 2018 that celebrate female ridership. Cruising around town or taking a spirited ride in the canyons isn’t only for the fellas.

In that same vein, picking the best Harley-Davidson doesn’t come down to bikes with a low weight. Many women who ride move their 800-pound-plus cruisers around just as well as a man could. Your choice of ride should mainly come down to what you feel comfortable handling, your personal style, and what bike gives you the most confidence, just like with anybody else. If Harley is your bag, bag yourself a Harley. This list, alphabetical by model, serves as a guide to H-D motorcycles suitable for a variety of female riders.

2022 Harley-Davidson Freewheeler

The Freewheeler is ideal for ladies worried about tip-overs, or those with physical limitations, who still want to ride free. (Harley-Davidson/)

The Harley-Davidson Freewheeler is unique because it rolls down the road on three wheels instead of two. Naturally that third wheel provides stability, which makes the hefty 1,118 pounds (claimed) less intimidating and appropriate for riders who either don’t want to worry about a tip-over or who physically need constant balance. Additionally, there is a reverse function for ease of backing out of parking lot stalls or just generally avoiding endless Y-turns.

A torquey Milwaukee-Eight 114 V-twin engine gets the Freewheeler going down the road, and dual discs up front provide the means of bringing the trike to a halt. There’s a whole slew of rider safety features as well, from cornering ABS and traction control to cornering electronic linked braking, which applies even brake pressure to both the front and rear brakes without the need to use both levers. The front half of the motorcycle has traditional cruiser profile and style with floorboards, mini-ape handlebars, and chrome throughout. Thanks to the forward foot controls and the mini-apes, the riding position is super relaxed. An added benefit of the nontraditional rear end is a convenient trunk for storing extra gear or personal items. The Freewheeler’s MSRP ranges from $28,499 to $29,599 depending on color.

2022 Harley-Davidson Iron 883

The price tag and approachability of the Iron 883 make it a valid option for riders making their first move to Harley-Davidson. (Harley-Davidson/)

On the opposite side of the spectrum is the stripped-down Iron 883, which is very slim by comparison. Naturally, it doesn’t have an extra wheel, but it’s 33.5 inches wide versus the Freewheeler’s 55.3. This slimness helps the rider maneuver better in between traffic. The Iron 883′s 25.7-inch seat height makes it approachable to riders of all statures, and its mid-mount controls contribute to a more businesslike riding position. The 883cc Evo V-twin, exhausts, and many other bits and bobs are blacked out to give this bike an aggressive, minimalist style. The 883cc mill is not necessarily for the beginner, but riders determined to get a Harley will find this a great introduction to the brand. And with a price tag starting at $11,249, the Iron 883 is the most budget friendly of H-D’s lineup.

2022 Harley-Davidson Low Rider S

The Low Rider S pairs style with performance. (Harley-Davidson/)

The Low Rider S offers a balance of style and performance, pairing black-out lone-wolf style with power from a Milwaukee-Eight 117 V-twin engine. On our dyno, this V-twin produced 94.8 hp at 4,750 rpm and 115.1 pound-feet of torque at 3,200 rpm, plenty of power for aggressive riders. Dual 300mm discs up front and a single 292mm disc out back generate notable stopping power, with a 60–0 stopping distance of 135.21 feet, similar to the sporty Yamaha MT-09 SP. The upright riding position is compact due to the combination of mid-mounted pegs and a handlebar set on 4-inch risers. Seat height is a claimed 27 inches, so a two-footed stance at a stop is possible for many riders. Pricing for 2022 starts at $17,530.

2022 Harley-Davidson Nightster

The Nightster is unique, with its 975 RevMax engine pulled from the Bronx concept and a fuel tank located under the seat. (Harley-Davidson/)

The Harley-Davidson Nightster sets itself apart from the other bikes on this list because it is powered by the liquid-cooled Revolution Max 975T V-twin, meaning it has a more high-revving engine character with smooth, immediate acceleration for a sporty ride. Three ride modes (Rain, Road, and Sport) alter power delivery to suit road and weather conditions. The stiff, responsive chassis and great suspension mean it’s at home on curvier roads. The Nightster is a modern and perhaps untraditional take on a Sportster, but it delivers a great canyon-carving experience for those who want to head to the hills. Pricing starts at $13,499.

2022 Harley-Davidson Road Glide

A shark-nose fairing gives the Road Glide an unmistakable profile. (Harley-Davidson/)

While its claimed 855-pound curb weight is the heaviest of the two-wheeled models on this list, we’ve seen women easily maneuver bikes of this weight. A low 25.9-inch seat height helps ensure the Road Glide remains upright, as riders’ feet can easily touch the ground. The frame-mounted shark-nose fairing is easily recognizable, serving double duty by protecting the rider from wind blast. With other touring-ready amenities like hard cases, cruise control, and an infotainment system, this motorcycle is ready for longer rides. MSRP for the base Road Glide is $22,249, but if you are looking for more enhancements, consider the Special or the performance-focused ST models (base MSRPs of $27,449 and $29,999, respectively). There’s also the Limited (base MSRP of $28,729) which increases the amount of storage and improves two-up comfort with the addition of a passenger backrest.

2022 Harley-Davidson Road King

The Road King is known for its comfort on short and long hauls thanks to its wind protection. (Harley-Davidson/)

The Road King offers a more traditional, classically styled take on touring with an expansive windscreen, chrome-accented fender, single headlamp, and studded seat. Like the standard Road Glide, it uses the M-8 107 V-twin engine. The King’s seat height is only 26.3 inches, which makes putting feet down easy when eventually coming to a stop after long rides. The claimed wet weight is 27 pounds less than the Road Glide. Tech is kept minimal for the purist tourer, but add-ons are available as needed; cruise control, ABS, and electronic linked braking are standard, but hill-hold control, tire-pressure monitoring, and cornering rider aids are optional. This timeless touring rig ranges from $19,929 to $20,754 depending on color choice.

2022 Harley-Davidson Sportster S

Unlike the Nightster, the Sportster S touts a different version of the Pan America’s Revolution Max 1250T V-twin. The high pipes give it a very different style too. (Harley-Davidson/)

The Sportster S is another liquid-cooled motorcycle from the Bar & Shield, with the Revolution Max 1250T engine at its heart producing a claimed 121 hp versus the Nightster’s 90. Clutch pull is light; power delivery is smooth and linear. Its low center of gravity, wide front tire, and 30-degree rake result in easy slow-speed maneuvers, nice considering its 502-pound claimed wet weight. Reach to the bars is a bit of a stretch, but a 28.9-inch seat height is still manageable, if higher than some of motorcycles previously mentioned. The Sportster S also features modern tech like ride modes, cornering ABS, and cornering traction control. A price of $15,499 is the starting MSRP.

2022 Harley-Davidson Street Bob 114

The Street Bob 114 is a blank canvas for customizing. (Harley-Davidson/)

The Street Bob 114 is hustled down the road by the air/oil-cooled Milwaukee-Eight 114 engine.  Harley made the switch to the larger-displacement V-twin in 2021, meaning the latest generation has a boost in power compared to 2020-and-earlier Street Bobs. Past testing has found that the Street Bob is an engaging bike with light steering, and the latest model is bound to be similar. Seat height is at a low 25.8 inches, while tall handlebars and forward foot controls contribute to a stretched riding position, but the tall bars give great leverage. The blacked-out components and stripped-down vibe are ripe for customization. Have a last-minute plus-one to the party? A passenger seat allows a friend to tag along. ABS does not come standard, so for that add another $819 to the $15,349 base MSRP.

Source: MotorCyclistOnline.com

There is no getting around the SP’s price; at almost $36K, it’s a staggering amount of money for a naked bike. (Alex Photo/)

They say that too much is never enough. Never has this been more true than with Ducati’s mighty Streetfighter V4. Not content to have in its stable two variants of the wildest and fastest super-naked ever conceived, the Bologna factory has now added a third: the limited-edition Ducati Streetfighter V4 SP, which has even more too much.

Its upgrades over the S include lightweight carbon wheels, Stylema Brembo R brakes, and track-ready semi-active suspension focusing it even harder on going like a bat out of hell sans fairing.

We put the new SP to the test on the Cremona racetrack in Italy. Back-to-back sessions against Ducati’s Streetfighter V4 S meant ample opportunity to spot the important differences.

Ducati has left the Desmosedici Stradale engine and mapping alone, meaning it’s exactly the same unit found in the V4 and V4 S variants. The 1,103cc Desmo Stradale produces a staggering 208 hp at 13,000 rpm in standard form, with a whopping 90.4 pound-feet torque at 9,500 rpm. As with the SP version of the Panigale, Ducati has added a dry clutch, invoking old Ducati racebikes.

If you can remember the first Bush presidency, the rattle of the dry clutch will rekindle fond memories. There’s a distinctive Ducati bark from the standard exhaust too, amplified by the almost effortless quickshifter.

Ducati granted me three sessions on the standard Streetfighter V4 S before I jumped on the SP. We already know both machines share the same engine and produce the same quoted power, but after half a lap I’d have bet my house that the SP has more. Even at a relatively slow pace, it feels livelier, sharper, and once up to speed, seems to churn out more grunt.

On the 900-meter-long back straightaway, with the throttle pinned and rider aids busy controlling power, slide, and front-wheel lift, the SP drives ridiculously hard and feels even faster than the category-leading V4 S. But it’s not the engine making the difference; it’s the wheels. The lightweight carbon rims save 3.1 pounds, meaning significantly less inertia, and help the SP accelerate with even more crazed aggression than the V4 S.

You can take the SP to the redline in each gear, and it loves it. The acceleration doesn’t tail off but just keeps driving and surging forward, the limiting factor being not the bike but how much the rider can physically endure. At the end of the straight, the SP is indicating 173 mph and still accelerating.

Yes, you can ride the SP conventionally by short-shifting through V4′s liquid midrange and still go ridiculously quick. But for the best results, take a deep breath, trust in Ducati’s excellent rider aids, and hammer it.

The Ducati Streetfighter V4 S is suspended on Öhlins Smart EC 2.0 semi-active suspension, a setup exclusively designed for the V4 S to work primarily on the road. The SP uses a similar system, but one transferred from the Panigale of 2020-21, with a slight change to the spring preload and much more track focus than the Streetfighter V4 S.

The wheels are 3.1 pounds lighter, and overall the SP weighs in 6.6 pounds under the S. There’s a grippier, track-focused seat and the adjustable pegs are set slightly higher, but the gearing, power, chassis geometry, and wheelbase are as before.

On the same track, in the same weather conditions, and on the same Pirelli slick tires, I was two seconds a lap faster on the SP. Perhaps there was an element of getting used to the circuit on the S, but I had three 20-minute sessions on that bike, and it only took me three laps on the SP to be a whole second quicker—and it was easier to ride too.

Those carbon wheels make the SP accelerate faster, certainly, but the biggest difference between the two models is in the handling. The SP is easier to manage and turns with noticeably less effort, and once into the turn, the suspension holds the chassis immaculately. There’s less squat and, thanks to the repositioned pegs, more ground clearance. With a stiffer chassis and more ground clearance, I was able to let off the brakes a fraction earlier, carry more corner speed, and allow the bike to flow with more lean and more speed.

The SP was also faster to change direction, taking less input to lever from left to right; it was arguably more accurate too, as it darted from apex to apex with race-bred precision.

The updated Brembo Stylema R stoppers, as used on the Superleggera, are immensely strong but not overwhelming. On test, the SP went again and again from 173 mph to second gear at the end of each lap, and even after a few sessions I was still braking too early. The lightness of the wheels reduces the stopping distance further while increasing stability, which is also aided by those huge carbon wings, which now feature a small Italian Tricolore on the side.

Pushing for a fast lap on the more road-oriented V4 S was rewarding but relatively hard work. Achieving the same lap time on the SP seemed easier and was less fatiguing, and trackday riders will feel more relaxed and less drained by the SP in the final sessions of the day. Yes, it’s still enormously physical; clinging to a 208 hp beast while getting smashed by a 175 mph wind can’t be anything else. But the SP’s lightness of feeling combined with its handling accuracy make it a superior track prospect, one that accelerates even faster, spins up even faster, and brakes even later.

The list of rider aids is extensive: three riding modes, Bosch cornering ABS EVO, traction control, wheelie control, slide control, launch control, and engine-brake control, all of them lean sensitive and incredibly effective. I rode in Race mode on track and found them faultless. The Pirelli slicks provided excellent mechanical grip, giving the TC and slide control an easy time, but the wheelie control was working tirelessly.

The lighter feeling on track should also be present on the road, while low-speed fueling should also be excellent in everyday environments. The dry clutch has a heavier action than the V4 S’ wet clutch, but this is only needed to select first gear and then becomes redundant.

Verdict

Ducati hasn’t increased power or torque or tweaked the SP’s Desmo Stradale in any way. Yet in a back-to-back test against the Ducati Streetfighter V4 S, I managed to lap two seconds a lap quicker. It is arguably the fastest, most exotic, and most desirable naked bike on the market.

Lap times notwithstanding, the SP is easier to ride fast thanks to improved handling, stopping, and acceleration, and it retains the V4 S’ excellent rider aids. The only downside to owning an SP will be slightly less on-road comfort and a slightly heavier clutch. But who cares about comfort when you’re cutting lap times so easily? And who doesn’t love the rattle of a dry clutch?

If only they weren’t already all but sold out.

2022 Ducati Streetfighter V4 SP Technical Specifications and Price

Ducati’s standard Streetfighter V4, with manually adjusted suspension, is under $20K at $19,995. The V4 S, with an Öhlins semi-active suspension similar to the SP’s, is $25,495. (Alex Photo/)

The SP has the same braking software, running new algorithms, but now the brakes have been upgraded to the Stylema R items, first featured on the Superleggera. (Alex Photo/)

Ducati has all but sold out of SPs already, so if you want one, you’re going to have to be lucky as well as quick. (Alex Photo/)

The 1,103cc V-4 produces a staggering 208 hp at 13,000 rpm in standard form, with a whopping 90.4 pound-feet of torque at 9,500 rpm. (Alex Photo/)

Trundling down pit lane, clutch rattle reverberating off the garages, and a few sharp blips of the throttle to add to the occasion: paradise. (Alex Photo/)

The SP has the same suspension travel, but stiffer front springs, more oil, and different shim compared to the V4S. (Alex Photo/)

The wheels are 3.1 pounds lighter; the SP is 6.6 pounds lighter overall. (Alex Photo/)

There’s a grippier track-focused seat, and the adjustable aluminum pegs are set slightly higher. (Alex Photo/)

Three riding modes, Bosch cornering ABS EVO, traction control, wheelie control, slide control, launch control, and engine-brake control, not to mention the standard up-and-down quickshifter and Öhlins Smart EC 2.0 suspension. (Alex Photo/)

This was a track-only test performed on Pirelli slicks. Ducati even removed the number plate and mirrors. (Alex Photo/)

Ducati has changed the seat to a grippier perch for track use and solo use only. The adjustable pegs are a fraction higher than the V4 S’, but only a fraction. (Alex Photo/)

Fuel economy should be on par with the V4 S, which was frankly never excellent. Ducati quotes 7.6 liters/100km or 31 mpg. (Alex Photo/)

Source: MotorCyclistOnline.com

In the early 1900s Harley-Davidson and Indian Motorcycle put America on the newborn map of motorcycling. Like baseball and apple pie, the cruiser is an all-American pastime—though often as not these days it’s done on Japanese brands—that continues to resonate with riders across the states and around the globe. Cruisers are admired by men and women alike for their iconic style, rumbling engine (primarily of the V-twin variety), and low stance. Here, listed alphabetically by manufacturer, are our top five cruisers for women.

Harley-Davidson Iron 883

The Iron 883 is a raw, bare-bones Harley with an iconic look that’s ready for individual personalization. (Harley-Davidson/)

The Iron 883, with its time-honored air-cooled 883cc V-twin, is Harley-Davidson’s minimalist cruiser. Its lean simplicity is the embodiment of the cruising lifestyle; it may not be fully dressed for touring, or even long rides, like many others in the Harley stable, but it drips cruiser attitude. It’s also comfortably thin between the rider’s legs, and its 25.7-inch seat height is friendly toward shorter inseams. Mid-mount controls mean no need to stretch legs out too far. And it’s hard not to notice that the Iron 883 is Harley’s most budget-friendly cruiser as well, with a starting MSRP of $11,249.

Honda Rebel 500

While the Rebel 500 doesn’t have a classic V-twin engine, it has held its own for years as an excellent all-around motorcycle. (Honda/)

Honda’s Rebel 500 is famous for attracting female ridership; in fact, according to Honda, a remarkable 28 percent of Rebel 500 owners are women. The Rebel 500 sits nicely between Rebels 300 and 1100, and was picked for this list because it strikes a nice balance between approachability and usability, perfect for those new to motorcycling. Not only that, but the 500 performs admirably, with comfortable power from its 471cc parallel twin and impressive handling thanks to a compact 58.7-inch wheelbase. Pricing is entry-level friendly as well, with a starting MSRP of $6,399.

Indian Scout Bobber

The Scout Bobber’s 25.6-inch seat height not only contributes to the aggressive riding position, but also instills flat-footed confidence at stops. (Indian Motorcycle/)

The Indian Scout Bobber is a beefy single-seat cruiser with forward foot controls and an aggressive cruiser riding position. An easy reach to the ground and a low-slung heft limit any reservations riders may have about its claimed 553-pound weight. A rowdy cruiser sound and feel come straight from the Scout Bobber’s beefy 69ci (about 1,100cc) V-twin engine, while bar-end mirrors, a two-toned seat, side-mounted license plate, and bobbed fenders set its look apart from the standard Scout. Indian also offers quite a few colors to choose from. Starting MSRP: $11,499.

Kawasaki Vulcan 900 Classic LT

As classically designed as it gets: large protective windscreen, chrome everywhere you look and a comfy studded seat with matching saddlebags. (Kawasaki/)

Looking for riding comfort in a classic full-dress cruiser profile? The Kawasaki Vulcan 900 Classic LT provides both comfort and utility with a large windscreen, saddlebags, and a passenger backrest for laid-back touring. The studded seat and saddlebags, glistening chrome, and valanced fenders, along with the Pearl Robotic White/Pearl Nightshade Teal paint, add up to one eye-catching machine. Just imagine it in contrast with the red rock of Arizona or flat golden farmlands of the Midwest, its 903cc V-twin rumbling away the miles. You’ll look fantastic while making the most of your money. Starting MSRP: $9,499.

Yamaha Bolt R-Spec

The Yamaha Bolt R-Spec’s clean lines, from steel fender to steel fender, make it ripe for customization. (Yamaha/)

The Bolt R-Spec cruiser is raw and minimalist in design, wrapping its 942cc air-cooled V-twin in a double cradle frame that exposes the engine to as much wind as possible. Like the Indian and Kawasaki, the Yamaha has a non-maintenance-intensive belt final drive, freeing up more time for riding. Its compact design gives it precise handling for the class, meaning the Bolt R-Spec is a great casual around-town cruiser. And its trim, clean design means it’s a blank slate for customizing, ready to comfortably tackle the urban jungle in any style you give it. Starting MSRP: $8,599.

Source: MotorCyclistOnline.com

From the trails to the dunes to the motocross track, there are plenty of ways for women to let the roost fly and have some fun off-road. And bike makers across the globe have offerings that are well suited to lady riders. Observe! Need more tips? Read the Best Motorcycles for Women write-up.

Honda CRF250F

The CRF250F is Honda’s flagship trailbike. (Honda/)

The Honda CRF250F is Big Red’s flagship trailbike. Powered by a fuel-injected 249cc four-stroke engine, it makes smooth, linear, predictable power, which helps make it an easy-to-ride machine. Its 20.1 hp and 15.5 pound-feet of torque offer enough power to be fun for an experienced rider, yet docile enough for a newer one. The 34.8-inch seat height is suitable for the average adult or taller teenager. And it’s year-round off-road legal in all 50 states, so the fun doesn’t have to stop. For 2022, it’s listed at an MSRP of $4,749.

Honda CRF450X

The Honda CRF450X is best suited for more experienced riders with intent to go on high-skill-level trails. (Honda/)

If you’re set on riding a 450, the Honda CRF450X might be a suitable option. By 450cc-level standards, it’s a relatively tame off-road/trail bike in stock trim. Between the twin spars of its aluminum chassis resides a fuel-injected 449cc four-stroke engine and six-speed gearbox, which make this bike plenty fast; there’s more than enough power to climb over rocks or blast through soft sands. Like the CRF250F, it’s legal to ride off-road all year round. Conveniences include an electric start, headlight, sidestand, fuel economy meter, and hand guards. MSRP is $9,799.

Suzuki DR-Z125L

The DR-Z125L’s 32-inch seat height makes it accessible for shorter-statured riders. (Suzuki/)

Suzuki’s four-stroke trailbike, the DR-Z125L, is a great option for the young or shorter-statured rider. The power from the 124cc engine, in conjunction with its light 196-pound (claimed) weight, allows the bike to be easily handled on the trail. Its 19- and 16-inch wheels and soft, nicely tuned suspension settings aid its progress over technical single-tracks. The DR-Z’s simplicity can be both a pro and con; it’s carbureted, making assessing any fueling issues easier, but relies on a kickstarter to get it going, which might be difficult for some riders. For well under $4K ($3,399 MSRP), the DR-Z does Suzuki proud and is a great way to start getting dirty, especially for riders who don’t mind going without a lot of tech.

Kawasaki KLX140R

The KLX140R has three versions available to suit ground clearance and seat height preferences (Kawasaki/)

Another dirt bike for ladies we deem worthy of consideration is Kawasaki’s KLX140R, an approachable Team Green offering with a 30.7-inch seat height (base model). Although it’s carbureted, it’s a little more tech-laden with an electronic starter and keyless ignition. Its handling is well-mannered, and its high-revving 144cc four-stroke engine is forgiving for newer riders. There are three variations of this model: the base KLX140R, the L, and the F, with the differences being seat heights and wheel sizes. The 2023 models have already been priced, and these KLXs start at $3,449 for the base and go up to $4,049 for the F.

Kawasaki KLX230R

The Kawasaki KLX230R has a 36.4-inch seat height versus the 35.4-inch seat height of its shorter sibling, the 230R S. (Kawasaki/)

The KLX230R and KLX230R S are two trailbikes with Kawasaki’s versatile 230cc four-stroke engine within a steel perimeter frame, which makes for a rigid and easy-to-maneuver dirt bike. The KLX230R features full-size off-road wheels and ample ground clearance (a claimed 11.8 inches). The KLX230R S features modified suspension that lowers the seat height to 35.4 inches, compared to the KLX230R’s 36.4-inch perch. Both off-road bikes are green-sticker compliant for year-round riding and retail for $4,749.

Yamaha WR250F

Take the YZ250F motocrosser, fine-tune it for enduro riding, and the result is the WR250F. (Yamaha/)

The Yamaha WR250F enduro bike is based on the company’s YZ250F, with a 250cc fuel-injected four-stroke engine tuned for the kind of usable midrange power ideal for enduro riding and racing and a chassis that’s amazingingly comfortable. Its KYB suspension is highly praised for its bottoming resistance too. Equipped with full-size 21- and 18-inch wheels, the overall dimensions are suitable for taller women who can manage the 37.6-inch seat height. While it is not green-sticker compliant, it does have a Forestry Service-compliant spark arrestor-type muffler. Pricing starts at $8,799.

Husqvarna FC 250

The Husqvarna FC 250 is the cousin to KTM’s 250 SX-F. (Husqvarna/)

Husqvarna’s FC 250 is geared to those who are more inclined toward motocross. The 250cc four-stroke engine produces most of its power high up in the rev range, but overall power is not as aggressive as the rest of the 250cc four-stroke competition. In its 2022 comparison, sister publication Dirt Rider gave props to the FC because of its suitability for shorter and lighter riders. Seat height is at a claimed 37.0 inches. The FC’s 2023 price tags display a starting MSRP of $10,099.

KTM 125 SX

Want a fun, easily maintained two-stroke motocrosser? The KTM 125 SX fits the bill. (KTM/)

For female riders interested in the two-stroke arena, KTM’s 125 SX comes immediately to mind. Two-strokes like the 125 SX are beneficial because they’re less expensive to maintain, easy to work on, and don’t skimp on the fun factor. Fine-tuning the WP Xact suspension is easy with its tool-free suspension setup, and the 125 SX’s 125cc two-stroke engine hits the sweet spot in the motocross-ready mid- to high-rpm range. Seat height is at a claimed 37.7 inches. MSRP is listed at $7,949.

Source: MotorCyclistOnline.com

It’s been about seven years since I started riding motorcycles. Those seven years have been some of the most transformative of my life—sappy, maybe, but true. Now, instead of going on about the freedom I’ve experienced and the fun I’ve had, I’m going to help you experience it all yourself.

From cruisers to adventure bikes, a wide variety of streetbikes are appropriate new motorcycles for the female beginner rider, priced in a range that’s easy to swallow.

Royal Enfield Meteor 350

The Royal Enfield Meteor 350 is a friendly little bike that’s great for getting your feet wet in motorcycling. (Royal Enfield/)

Related: How to Buy a Motorcycle Online

The Royal Enfield Meteor 350 was introduced in 2021. When I first rode it, I was smitten by its classic cruiser charm. Its 349cc single-cylinder engine is quite mellow, with only 17.4 hp and 18.2 pound-feet of torque as measured on our dyno, but that’s great for beginners who don’t want twisting the throttle to be a frightening experience. The seat height is low at 30.1 inches, and the wide cushion is comfortable. There’s also a navigation cluster for riders who want just a few modern amenities. Multiple trim levels are available depending on how much of a touring bike you want. MSRPs for 2022 models start at $4,649 and go up to $4,799.

Honda Rebel 300/500

Old reliable. The Honda Rebel maintains its status as a great, likable beginner motorcycle. (Jeff Allen/)

No list of beginner motorcycles is complete without the Honda Rebel. The Rebel has been around for decades in its many forms, introducing countless motorcyclists to the sport, and with good reason. The Rebel 300 and 500 have low seat heights at a claimed 27.2 inches, approachable engines with nonthreatening power delivery suitable for rider growth, and low centers of gravity that make the bikes easy to handle. Plus, they have Honda reliability. For 2022, the 300 slots in with an MSRP of $4,699 and the 500 comes in with an MSRP of $6,399.

Kawasaki Ninja 400 ABS or Z400

The Ninja 400, shown here, is a blast when it comes to slaloming from apex to apex. (Kawasaki/)

Related: 3 Tips for Buying Your First Motorcycle

Looking for something more sporty? The Kawasaki Ninja 400 ABS, and its naked sibling the Z400, are great fun on the track yet still comfortable enough to be daily commuters. These bikes feature a zippy, compact 399cc parallel twin for a spirited ride. While the seat height is naturally taller than a cruiser at 30.9 inches, these light sportbikes handle extremely well. Pricing is also beginner-friendly, with both models starting at $5,199.

Yamaha YZF-R3

The YZF-R3 was bred for the track. (Yamaha/)

Yamaha’s YZF-R3 is another pinnacle of the small-displacement sportbike category. An aggressive riding position, sporty handling, manageable 321cc twin-cylinder engine, and superbike styling (see the Monster Energy Yamaha MotoGP or World GP 60th Anniversary editions especially) make this bike a top contender in the sporting small-displacement category. Since racing is in its blood, it’s a blast on the track. A trackday on this bike is recommended; not only is it a rip-roaring good time, but the skills developed will be helpful in street riding, and it’s nice to learn them without the worry of traffic. The bike’s price is as competitive as its DNA at $5,299.

Husqvarna Svartpilen 401 or Vitpilen 401

Brothers in arms. The Svartpilen and Vitpilen 401s are Husqvarnas fit for the entry-level rider. (Husqvarna/)

The twin arrows of Husqvarna. No, it’s not some awesome Scandinavian fantasy book. Arrows are the namesake of Husqvarna’s Svartpilen 401 (Black Arrow) and Vitpilen 401 (White Arrow). These bikes, and their 501 and 701 counterparts, took the industry by storm with their futuristic looks when they were introduced in 2018. They’re powered by 373cc single-cylinder engines and two flavors of style; whereas the Svartpilen takes a slightly more upright scrambler approach, the Vitpilen has cafe style with low-slung handlebars. Both have a price tag of $5,399.

KTM 390 Duke

The KTM 390 Duke is a peppy bike that sits just above the 200 Duke in Team Orange’s naked bike lineage. (KTM/)

Related: Best Full-Size Motorcycles For Beginning Riders

The KTM 390 Duke is a sharp-handling and spunky small-displacement motorcycle descended from the 790 Duke (now the 890 Duke) and of course the 1290 Super Duke. Because it’s lightweight and compact with its 373cc single, it’s not intimidating to ride, and is great fun for riders of all skill levels. Tapping into Supermoto ride mode, for instance, allows the rider to unleash the fun just that much more. The Duke is priced at $5,799.

Kawasaki Versys-X 300

Take on a tour. Kawasaki’s Versys-X 300 is geared for longer rides. (Kawasaki/)

You’d be hard-pressed to stick to your commute and not veer off on the scenic route when aboard the Kawasaki Versys-X300. Thanks to its windscreen and upright riding style, you’ll be sitting comfortably. The bike is powered by a peppy two-cylinder 296cc engine; a slipper clutch makes clutch action fatigue-free. The Versys-X is also ready for accessorization with hard cases, hand guards, auxiliary lights, and all sorts of equipment. It is priced at $6,099.

KTM 390 Adventure

If dirt is more in your wheelhouse, then the KTM 390 Adventure is a great trail companion. (KTM/)

Take the 390 Duke and adventure-fy it and you have the KTM 390 Adventure. The 373cc single-cylinder is surrounded by adventure bike styling, from the beaky front headlight to five-spoke wheels carrying knobby Continental TKC 70 tires. The Adventure features an off-road ride mode as well as off-road ABS and lean-angle-sensitive traction control. Admission to KTM’s program of dirt-road and trail entertainment is another $1,000 tacked on to the 390 Duke’s price, for an MSRP of $6,799.

Source: MotorCyclistOnline.com

If I were a rich girl I would have a larger garage.

There are so many new motorcycles out there that cater to comfort, speed, skill level, and so on, but all motorcycles are ultimately part of a fun-loving, adrenaline-addict lifestyle. Naturally, I want them all.

Women, like all riders, have different styles and preferences, so the best street bikes are ones that showcase an individual’s style, while considering utility, power, and prowess. These are motorcycles that I would love to have in my garage. Some of them are also what my fellow female motorcyclists ride.

Harley-Davidson Iron 883

Grab your favorite leather jacket and riding boots. The Iron 883 has the classic cruiser charm with a dollop of V-twin power. (Harley-Davidson/)

Related: Top 5 Most Expensive Motorcycles 2022

Women who want a raw cruiser dripping with V-twin Americana can look to the Harley-Davidson Iron 883. The Iron 883 is powered by an air-cooled 883cc V-twin engine producing a claimed 54 pound-feet of torque at a friendly 3,750 rpm, plus that unmistakable Harley sound. Its dimensions are friendly as well, with a 25.7-inch claimed seat height suitable for any inseam to flat-foot at stops. Mid-mount foot controls help make a comfortable ride.

Harley-Davidson Road Glide

The Road Glide offers touring-focused amenities like an infotainment system and hard bags for those who crave the scenic route. (Harley-Davidson/)

The Harley-Davidson Road Glide has a commanding road presence with its wide sharknose fairing and Milwaukee-Eight 107 V-twin engine. While it might seem a little intimidating due to its massive 885 pounds, that weight is carried low, and I have seen many women handle big machines like this. Additionally, the fairing on this model is mounted on the frame rather than the fork for easier handling, and the seat, at a claimed 25.9 inches high, is only a smidge taller than the Iron 883.

Honda Rebel 300/500

The Honda Rebel 300 and 500 are confidence boosters for women who are just starting out. (Jeff Allen/)

Related: Best Budget-Friendly Beginner Motorcycles

The Honda Rebel 300 and its 500 counterpart are two classic smaller motorcycles from Big Red, great for boosting rider confidence while offering a distinct cruiser profile. Both the 286cc single and 471cc parallel twin serve up very approachable power. The easy reach to both the handlebars and pegs help make these bikes attractive for shorter and beginner riders.

KTM 390 Duke

Bring on the canyons. The 390 Duke is lightweight and fun for zipping around. (Jeff Allen/)

Full disclosure: This bike is already in my garage. The little Duke is particularly attractive to me because of its low price, low intimidation factor, and high overarching fun factor (read more about it in my long-term review). It simply slices around corners thanks to its short wheelbase and light weight, and it’s comfortable to ride for long periods of time. I know looks are subjective, but this one caught my eye with its sharp angles and pop of color and has never let go.

Kawasaki Ninja 400

The 2021 Ninja 400, shown here, stands out with teal paint. (Kawasaki/)

Speaking of pops of color, the 2021 Ninja 400 had Pearl Nightshade Teal and Passion Red paint options that really stood out. For 2022, there’s a nice twilight blue among the metallic gray/matte black, and bright KRT edition lime green. Appearances aside, the Ninja 400 is a fantastic bike for a trackday or the trip around town. Its 399cc twin can still pull the bike off the line with no trouble at all, but it’s far from intimidating for beginner riders craving a more sporty style.

Aprilia Tuono 660

The premium quality of the Aprilia Tuono 660 is droolworthy. (Aprilia/)

Related: Fastest Production Motorcycles 2022

The Aprilia Tuono 660 is the Italian brand’s accessible naked middleweight. It has a more upright riding position than its companion, the RS 660, and its narrow profile accommodates many different rider sizes as well. It’s paired with the same tantalizing 659cc parallel-twin engine that welcomes all the green lights the world has to offer while being agile enough to snake through the canyons. If you are like me, giddiness will creep in when you twist the Tuono’s throttle.

Triumph Street Triple

The Triumph Street Triple platform has style and class. (Triumph/)

From its protruding twin headlights to 765cc triple, I’ve always had a soft spot for the Triumph Street Triple series. It’s sleek, classy, and always fun. There’s plenty of sportiness from its Moto2-inspired engine and aggressive riding position, but it’s also all-day accommodating. Want more power? There’s the RS. Want a lower seat? There’s the R with a low ride height option that drops the bike a claimed 45mm lower.

BMW S 1000 RR

When you just want to go fast… (BMW/)

Once, while taking a motorcycle repair course, I met a woman who owned a BMW S 1000 RR. She was petite, but holy smokes, was she a ripper. “I like going fast,” she said with a toothy grin as we made our introductions. Boy, did she have the right bike. By the time I got onto the main road after leaving class, she was long gone, her 999cc inline-four roaring away with its 200-plus horsepower. Point is, if going fast is your main criterion, the S 1000 RR won’t disappoint. My classmate could tell you that.

Source: MotorCyclistOnline.com

There are two riding modes: Street and Supermoto. Each mode gives full power but with its own throttle map. (Sebas Romero, Marco Campelli/)

GasGas set out to reinvent its brand in 2020, breaking out from the niche trials-bike market to contest the Moto3 championship. That audacious move was quickly followed by success at the famous Dakar Rally last January. And this spring, the factory raised its profile further by badging Jake Dixon’s Moto2 Triumph-powered Kalex as a GasGas. Now GasGas launches its first production streetbike, the SM 700.

The catalyst behind the transformation of the Spanish manufacturer is parent company Pierer Mobility, which also owns KTM and Husqvarna, two established off-road marques now forging new futures in the road sector. That means no prizes for working out that the “new” SM 700 supermoto shares just about everything with the KTM 690 SMC R and Husqvarna 701. In fact, the 693cc 74 hp single-cylinder engine is identical, as is the fully adjustable WP suspension and trellis frame. Only its cast wheels and dramatic red paintwork separate it from its hooligan siblings.

Opting to venture into the road market with a supermoto certainly makes sense, especially so given that the supermoto scene emerged out of dirt riding. But the aggressive characteristics of bikes in the class aren’t for everyone, and their popularity has waned since the golden supermoto days of the mid-1990s.

Single-cylinder engines, light, slim, and ideal for twisty supermoto tracks, are unfashionable as well these days. But the KTM-developed LC4 is a sophisticated and versatile motor. It weighs just 78.3 pounds, including the electric start, throttle body, clutch, and coolant lines, and is supported by two riding modes, Street and Supermoto, which are refreshingly simple to use. An up-and-down quickshifter comes as standard, along with that must-have on all supermoto machines, a slipper clutch; on the GasGas, it’s hydraulically operated.

Below 2,500 rpm, especially in the higher gears, it’s a little lumpy. But tap back on the quickshifter and it will pull cleanly. Short-shifting through the torque of the midrange is a satisfying experience, allowing you to make quick progress on the road. Fueling is precise and smooth, another massive step forward from the single-cylinder bikes of times gone, and while vibrations are noticeable they are anything but intrusive at 70 mph cruising speeds.

But the real difference between this and older singles is that you can also thrash the GasGas and have some serious fun. On the track you can hold onto a gear for longer than you’d expect, occasionally bouncing it off the rev limiter between corners, and the GasGas loves it. Tuck down behind its wide supermoto bars and it will breeze past an indicated 100 mph and onward to 110 mph.

Yes, 324 pounds (dry) plus 74 hp and 54.2 pound-feet should equal some serious fun. Add fully adjustable WP suspension and Continental Attack SM rubber on 17-inch wheels, and clearly it’s time to find a racetrack. Preferably a tight one.

There are three ways to ride this thing. Conventionally, sitting still on the racy seat and using the single’s pleasing dollops of torque, which feels a bit lazy on a bike this intense but is a great way to revel in its chassis’ responsiveness. Traditionally, supermoto style, with weight forward, inside leg out, braking later than late, sliding the rear to the apex as you push the bike down into the corner before turning and firing out. Or knee down, as if on a normal sportbike at a trackday, with your weight off the inside of the bike, knee skimming the curb before pushing the bike upright on the exit.

The GasGas loves all three. Ride conventionally on the road, then get to the track or even a fast switchback mountain pass and hit it supermoto style or knee down. It steers so quickly, and is so lacking in mass and bulk compared to normal bikes, that it takes a period of adjustment to get fully onto its wavelength. Those wide bars work like long levers and make the steering super light. They’re aided, in all probability, by the SM’s cast wheels, which are fractionally lighter than the spoked rims on the KTM and Husqvarna, two bikes that hardly steer like a pair of raked-out cruisers.

The SM 700 is also beautifully set up. On the racetrack there was no need to adjust the fully adjustable WP suspension, or even drop the tire pressures; just roll into turn one and have fun. A twisty track is where the GasGas truly shines, and unlike a 200 hp superbike, the bike is brilliant at relatively low speeds. You’re not wrestling 400 pounds, just riding a bike that wants to get you into and out of the next corner as quickly as possible. And after a 20-minute track session, instead of feeling drained, you’re keen for another fun session.

This was my first time on the Continental Attack SM tires, which were faultless on the road and track. Even when the pegs started to tickle the surface, I still felt confident in the grip and feel. And while the SM 700 generates superb mechanical grip, there are also excellent rider aids to fall back on. Traction control and ABS are both lean-sensitive in the Street mode. In Supermoto mode the TC will allow a small slide and the ABS is active on the front wheel only. Use the bike’s torque, get on the power incredibly early, and the chassis and traction control find grip and propel you forward; you dart away from the apex like a greyhound after a rabbit.

Braking is looked after by a huge 320mm disc and Brembo four-piston Monoblock caliper, which do the job nicely and are supported by the Bosch cornering ABS system, a vital part of the package given that we’re not all supermoto experts. The added safety of the corning ABS gives you the confidence to brake hard and deep to the apex, while selecting Supermoto mode disengages the rear and allows you to drift into corners, or just pull big skids while pretending to look good. Away from the track, the stoppers have a lovely feel and an adjustable lever. Again, the lean-sensitive ABS will come in useful in mixed conditions, and when carving up city traffic, which the GasGas will do all too easily.

There is a practical side to the SM 700. Service intervals are every 6,000 miles. Fuel consumption should be good, with GasGas quoting 4.1 liters/100km, or 57.4 mpg, which from the 3.6-gallon fuel tank (filled from the rear) will give a theoretical range of 206 miles. That’s over 150 miles before you’ll need to search for fuel. And, frankly, after 120 miles or close to two hours in the thin saddle, you’ll want a break.

Verdict

Like its KTM sibling, the GasGas SM 700 is a well-judged balance of aggression and rideability for both track and road, supported by easy-to-use rider aids. The elephant in the room is the fact that it is essentially a KTM 690 SMC R in red with unique styling and cast wheels, which don’t make a huge difference to anything except looks. But copying the KTM makes sense. It has the best, most powerful single-cylinder engine on the market, brilliant handling, and a suite of usable rider aids that make supermoto riding more accessible to normal motorcyclists. It’s logical to just add your own design twist, logo, and culture.

This is an ideal second bike, albeit a pricey one, to have in the back of the garage for when you simply want to have fun, and for that reason I love it. And dare I say I prefer red over orange.

2022 GasGas SM 700 Specifications

Cornering ABS and TC for the road in Street, and ABS just on the front, and less sensitive TC on the rear in Supermoto. The front wheel will lift a fraction in Street mode, a foot or so off the ground depending on speed and gear. (Sebas Romero, Marco Campelli/)

For effortless wheelies you’ll need to opt for the Supermoto mode. (Sebas Romero, Marco Campelli/)

Should you wish, TC can be turned off, but it can’t be trimmed—it’s either Street or Supermoto or off. Cornering ABS can’t be switched off either, but the rear can be disengaged. (Sebas Romero, Marco Campelli/)

An up-and-down quickshifter comes as standard, disabling the clutch, and works the same in each mode. (Sebas Romero, Marco Campelli/)

GasGas offers all the aftermarket goodies you’ll need for the track: hand guards, crash protection, service pit mat, tools, and obviously, a choice of three slip-on street exhausts. (Sebas Romero, Marco Campelli/)

Away from the track, there are rear racks, smartphone brackets, and an ergo seat. (Sebas Romero, Marco Campelli/)

Yes, that is MotoGP legend Sete Gibernau who joined us on track, which incidentally was in his back garden. Sete was great fun, and our instructor for the afternoon. (Sebas Romero, Marco Campelli/)

Wheels are cast, no longer spoked as on the KTM and Husqvarna. They reduce the weight slightly (1.1 pounds) and give the GasGas an individual look. (Sebas Romero, Marco Campelli/)

The GasGas boasts a peak power figure of 74 hp at 8,000 rpm, and a peak torque output of 54.2 pound-feet at 6,500 rpm. (Sebas Romero, Marco Campelli/)

The LC4 motor was updated in 2019 and given a 7 hp boost in the process, which makes it the most powerful single-cylinder engine available today. (Sebas Romero, Marco Campelli/)

Service intervals are every 10,000 kilometers or 6,000 miles. (Sebas Romero, Marco Campelli/)

The LC4 motor weighs just 96 pounds, including the electric start, throttle body, clutch, and coolant lines. (Sebas Romero, Marco Campelli/)

Source: MotorCyclistOnline.com

Tag along with us on R 18 cruisers during Day 4 of The Great Getaway with BMW Motorrad. (Hermann Köpf/)

There’s nothing like a multiday motorcycle touring trip to reinvigorate the soul. That’s exactly what BMW Motorrad is going for with its The Great Getaway, a motorcycle tour that visits the Central American isthmus of Costa Rica for a week of relaxed cruising aboard BMW’s R 18 cruiser. Get up to speed on the first few days with BMW’s The Great Getaway Motorcycle Tour, Day 1 – 2022, BMW’s The Great Getaway Motorcycle Tour, Day 2 – 2022, and BMW’s The Great Getaway Motorcycle Tour, Day 3 – 2022.

For the fourth and final day of our tour, we left the tropical rainforest near Arenal for a special surprise event planned by the generous folks at Elephant Moto. Want to find out the surprise? Watch the video and see for yourself.

Editor’s note: Get the inside scoop on BMW’s cruiser lineup in the 2021 BMW R 18 Cruiser MC Commute Review, 2021 BMW R 18 Classic First Look Preview, 2022 BMW R 18 B and R 18 Transcontinental First Look, 2021 BMW R 18 Power Cruiser First Look Preview, BMW Concept R 18 Cruiser First Look, 2022 BMW R 18 B Transcontinental MC Commute Review, and 2021 BMW R 18 Classic MC Commute Review videos and articles.

Source: MotorCyclistOnline.com