One of the big updates on the 2022 Versys 650 is the addition of traction control. (Kawasaki/)

Ups

• Supercomfortable ergonomics
• Pleasing and fast-revving engine
• Now has traction control
• Lighting and dash have been updated

Downs

• New four-way-adjustable windshield still cannot be adjusted on the fly
• Touchy throttle and clunky shifting

Verdict

Kawasaki’s middleweight adventure-tourer will happily tackle any manner of pavement from winding country road to sprawling five-lane highway. The Versys 650 has an entertaining fast-revving engine, great suspension, and new updates that contribute to its versatility. Consider it a jack-of-many-trades, a well-built, comfortable, and enjoyable motorcycle for daily commuting or weekend adventures.

Overview

Introduced in 2009, the Versys 650 has delivered on its promise of being a balanced machine that’s just as enjoyable whether the rider is revving out its sporty and playful parallel-twin engine or taking it easy and making full use of the 650′s plush seat and wind protection.

This mid-displacement Versys shares an engine with the Ninja 650 and Z650, while its adjustable windscreen and upright riding position set it up for the longer haul. Meanwhile, the LT model ups the touring ante with hand guards and large hard cases as standard.

Cast aluminum 17-inch wheels, street-oriented tires, and a low 6.7-inch ground clearance mean this is more of a street-oriented tourer, yet the bike’s long-travel suspension and new traction control help will play a helping hand as road conditions worsen or riders get a little adventurous.

Whether riding to work or nowhere in particular, the revised Versys 650 will get you there in comfort and offer an engaging riding experience along the way.

The front end of the Versys 650 sees many changes in 2022, including a sharper front cowl, LED headlights, new dash, and a four-way-adjustable windscreen. (Kawasaki/)

Updates for 2022

For 2022, Kawasaki has fitted the Versys 650 with traction control, a full-color TFT with smartphone connectivity, LED headlights, a sharper front cowl, and a four-way-adjustable windshield.

Pricing and Variants

The Versys 650 comes in two versions, the standard model ($8,899–$9,099) and the LT ($9,999). The LT version includes 28-liter saddlebags and hand guards as standard. Riders planning to do a little more long-distance touring with their Versys might consider opting for the LT, while most commuters will find the standard model offers all the comfort and features they need.

Competition

Riders interested in middleweight adventure-touring motorcycles would also be looking at the BMW F 750 GS, Honda NC750X, and Suzuki V-Strom 650 or pony up for larger-displacement machines like the Ducati Multistrada V2 or Yamaha Tracer 9 GT.

The Versys’ compact 649cc parallel twin has a linear power curve leading up to its peak 60 hp. (Kawasaki/)

Powertrain: Engine, Transmission, and Performance

The Versys 650 is powered by a 649cc parallel-twin engine it shares with the Ninja 650 and Z650. This engine is compact, centralizing weight down low with its low-slung exhaust. Kawasaki explains that the engine’s compact design is due to a triangular crank and transmission shaft layout that makes it short from front to back, while the semi-dry sump oil system reduces overall engine height. The narrow pitch of the cylinders helps reduce width.

On the Cycle World dyno, the Versys produces 59.6 peak horsepower at 8,070 rpm and 41.6 peak pound-feet of torque at 7,210 rpm. Its dyno chart shows a perfect slope indicative of its smooth power delivery, while a tabletop torque curve hints at the bike’s tractable, approachable character. The quick-revving engine lets out an entertaining growl in the low-to-mid rpm range.

There are some shortcomings, including a slightly abrupt on/off throttle and a clunky gearbox, so riders should be diligent with their inputs.

Handling

The Versys 650 can feel a touch heavy when being lifted off the stand, but that weight does not affect the bike’s handling while in motion. Thanks to the bike’s well-balanced chassis and light steering, it glides down the freeway and is right at home on winding roads. Credit the wide one-piece handlebar, which offers a neutral riding position while creating the necessary leverage for tackling curvy stretches.

The suspension is very well balanced right out of the box. The suspension’s great tuning and over 5 inches of travel at both ends help the bike float over ribbed roads and tackle larger, harsher bumps with ease. The telescopic fork is adjustable for rebound and preload while the shock is adjustable for preload only. A simple-to-use remote adjuster makes tailoring the shock easy to accommodate the added weight from a passenger or, in the case of the LT, fully loaded hard cases.

Brakes

Braking duties are handled by two-piston Nissin radial-mount calipers and dual 300mm discs. The pairing brings the bike to a well-controlled standstill and a progressive lever feel communicates that stopping power well to the rider. At the other end resides a one-piston caliper and 250mm disc. This, too, performs well, and is only slightly less communicative than the front. ABS comes standard on both the front and rear.

A plush seat is comfortable for many miles of riding. (Kawasaki/)

Fuel Economy and Real-World MPG

The Versys drinks from a large 5.5-gallon fuel tank and has a fuel economy of 42.5 mpg. This is impressive considering the size of this machine, but competition, such as the smaller-displacement Honda CB500X, can sip fuel a little more efficiently (tested an average of 54.6 mpg).

Ergonomics: Comfort and Utility

One of the first things the Versts calls to mind is comfort. Riders will note the relaxed upright riding position, effective windscreen (now four-way adjustable), and plush seat. The 33.3-inch seat height required only a slight stretch and thick-soled boots for our 6-foot, 32-inch inseam test rider to completely flat-foot it at stops; other test riders around 5-foot-7 felt comfortable touching both feet down as well. The tank grooves are perfectly formed, especially for longer legs, and offer great grip when leaning in for turns.

If more utility is desired, the LT version offers hand guards and side cases that can fit a full-face helmet.

The dash is new and improved. It keeps the rider updated with mass amounts of information yet is easy to read. Bluetooth connectivity is another feature that brings the Versys 650 into the 21st century. (Kawasaki/)

Electronics

Kawasaki heard our requests for better electronics and made updates that really stepped up the Versys’ game. In addition to its standard ABS, the Versys 650 now has traction control. Three options allow the Versys’ TC to be less intrusive (Mode 1), have earlier intervention (Mode 2), or be turned off by using a switch on the handlebar.

Kawasaki has also upgraded the latest-generation Versys with a 4.3-inch, full-color TFT that gives an abundance of information and is easy to read. To further enhance its modern dash, a Bluetooth chip allows for connection to compatible smartphones and the Rideology app.

LED lighting is becoming the norm on modern motorcycles; the Versys 650 is now equipped with LED headlights.

The LT version comes with hard cases and hand guards as standard. It also has a different warranty and MSRP. (Kawasaki/)

Warranty and Maintenance Coverage

The Versys 650 comes with a 12-month limited warranty and the LT with a 24-month limited warranty. The Kawasaki Protection Plus plan can extend the factory warranty and is available for purchase.

Quality

The Versys 650 and LT version were already high up on the quality scale, but Kawasaki’s improvements, especially to the electronics, have brought this great commuter into the 21st century.

2022 Kawasaki Versys 650/LT Claimed Specifications

Source: MotorCyclistOnline.com

Ducati’s 2022 Streetfighter V2 has found just the right balance between power and performance with a composed chassis and 955cc twin. (Ducati/)

Ups

• Great power delivery, versatile and practical for the street
• All of the excellent electronics you want from a Ducati
• More relaxed riding position than Panigale V2

Downs

• An affordable Ducati is still an expensive motorcycle
• Handlebar position cramps wrists on long rides
• Less aggressive brake pad compound than Panigale

Verdict

Taking cues from the Panigale V2 and its 955cc Superquadro 90-degree V-twin engine, Ducati has taken the natural step of building a naked version of that fully faired sportbike. A more upright riding position with a one-piece handlebar, more relaxed footpeg position, and street-oriented nature make the Streetfighter V2 a great everyday ride. While the other bikes in the Streetfighter range have grown into 1,103cc asphalt rippers putting out 200-plus horsepower, the V2 has kept it real by keeping the door open for a wider variety of buyers.

The Ducati Streetfighter V2 is essentially a stripped-down, bare-skinned version of the Panigale V2 sportbike intended as a more practical option to its Streetfighter V4 lineup. (Ducati/)

Overview

Naked sportbikes are all about raw performance in a simple stripped-down package, but they’re also meant to be more practical and enjoyable for everyday street riding. As Ducati’s larger-displacement Streetfighter range has gained cylinders with the introduction of the V-4 engine, price and power have pushed their limits ever higher. The Streetfighter V2 hopes to make Ducati’s naked sportbikes more accessible. Not only is the $16,995 price tag at least more accessible, at $3,000 less than the lowest-priced V4, but the V2 has a friendly yet still potent power output that, when combined with an excellent suite of electronic rider aids, makes the V2 an incredible streetbike.

As this bike is a stripped-down lean-muscle version of the Panigale V2, Ducati pushed the footpeg position down and forward for a less aggressive stance, as well as thickening and widening the saddle for more comfort. (Ducati/)

Naked sportbikes have been around for decades, but Ducati has always managed to keep its Streetfighter offerings true to the company’s image, with raw power, amazing styling, and excellent performance. They really are stripped down, not dumbed down, versions of sportbikes like the Panigale. Riding to work during the week and ripping curvy roads on the weekend is what the Streetfighter V2 is all about.

Updates for 2022

This is a brand-new model for 2022, meant to fill the gap left when Ducati adopted the V-4 engine configuration on its most-potent sportbikes and superbikes.

Ducati offers a number of performance-minded accessories via its parts catalog, including biplane winglets, which are priced at a pretty staggering $1,492. (Ducati/)

Pricing and Variants

The Streetfighter V2 is available in Ducati Red for $16,995 and Storm Green for $17,495. The Sport accessory package with its carbon fiber and billet aluminum accessories is an additional $1,270.

Competition

Nakeds or streetfighters have evolved from the OG Triumph Speed Triple, while over time a ton of others have jumped on the bandwagon like KTM’s 1290 Super Duke, Aprilia’s Tuono RSV4, MV Agusta’s Dragster RR SCS, and BMW’s S 1000 RR. The Japanese got in the game too, with bikes like the Honda CB1000R, Kawasaki’s Z900 and Z H2, and Yamaha’s MT-10, MT-09, and MT-07.

The Streetfighter V2 is dripping with race-inspired electronics; a six-axis IMU manages all the electronic controls of the bike. Modes can be individually customized to rider preferences via the Streetfighter V2′s 4.3-inch TFT display. (Ducati/)

Powertrain: Engine, Transmission, and Performance

While the liquid-cooled 955cc Superquadro 90-degree V-twin engine is identical to the Panigale V2 in principle, Ducati made slight modifications for more practical street performance. Final drive gearing has been shortened via the addition of two teeth to the rear sprocket to aid engine response. Ducati claims the powerplant is good for 153 hp at 10,750 rpm and 74.8 pound-feet of torque at 9,000 rpm.

The Streetfighter V2 has the subtle touch of a gentle giant at low rpm and a rough-and-tumble personality when ridden with aggression. Off-idle fueling and initial throttle response is direct with a solid connection to the rear wheel via Ducati’s finely calibrated ride-by-wire system. It’s easy to romp around between 5,000 and 8,000 rpm, taking advantage of the V2′s broad torque spread.

The Streetfighter V2’s one-piece handlebar is pushed forward enough to create an uncomfortable wrist pressure while logging big miles or extended track sessions. (Ducati/)

There’s a small window from 8,000 rpm to around 10,000 where the Streetfighter punches into a higher weight class with breathtaking acceleration and lofting wheelies, always an effective strategy for reducing front-tire wear. Its fighting spirit is short-lived, however, as it quickly signs off around its 11,500 rpm redline; a gear change via the clutchless Ducati Quick Shift (DQS) EVO 2 system managing the bike’s well-spaced six-speed gearbox is required.

Handling

The Streetfighter’s chassis is remarkably well-balanced. Although it’s fundamentally the same running gear as the Panigale V2′s, Ducati lengthened the single-sided swingarm by 16mm (0.6 inch) for additional stability and added two chain links to offset the gearing change. The final result is a wheelbase 26mm (1 inch) longer than the Panigale’s. But while the straight-line stability is excellent, the bike still smashes corner apexes. It carves, quickly, with a front-end feel that can be relied upon and planted midcorner composure, all of it complemented by a Showa BPF fork and Sachs shock that are resilient enough for racetrack conditions and balanced enough for on-road comfort.

A Showa BPF fork and Sachs shock are resilient enough for racetrack conditions and balanced enough for on-road comfort. (Ducati/)

Brakes

The Streetfighter V2 gets less aggressive brake pads than the Panigale in identical Brembo M4.32 Monoblock brake calipers. Feel at the lever is compromised a bit, but they still work quite well, as does Ducati’s ABS Cornering EVO system.

Fuel Economy and Real-World MPG

Cycle World has yet to test the bike on our own roads, so we’ll have to wait for real-world numbers

Ergonomics: Comfort and Utility

As this bike is a stripped-down lean-muscle version of the Panigale V2, Ducati pushed the footpeg position down and forward to a less aggressive stance, thickened and widened the saddle shape for more comfort, and fitted the Streetfighter with a motocross-style handlebar. Overall comfort is quite good and viable for the daily ride, but aggressive enough to take advantage of the V2′s sporting prowess.

The Streetfighter V2 has the subtle touch of a gentle giant at low rpm and a rough-and-tumble personality when ridden with aggression. (Ducati/)

Electronics

Yeah, the Streetfighter has a few bells and whistles: Ride modes include Sport, Road, and Wet. Ducati Traction Control (DTC) EVO 2 has eight levels plus off, Ducati Wheelie Control (DWC) EVO has four levels, while the Engine Brake Control (EBC) EVO has three levels. There are also multiple power modes, Bosch Cornering ABS EVO, auto-tire calibration, and Ducati Quick Shift (DQS); an optional Ducati Data Analyser with GPS, anti-theft system, and Ducati Multimedia System are available options.

Warranty and Maintenance Coverage

Ducati offers a 24-month unlimited-mileage warranty.

Quality

Ducati now recommends normal maintenance service intervals of 7,500 miles and the first valve-clearance check at 15,000 miles, so buyers can rest easy and just ride.

Want to head to the racetrack after a long week of commuting to work? The Streetfighter V2 is up to the challenge. (Ducati/)

2022 Ducati Streetfighter V2 Claimed Specifications

Source: MotorCyclistOnline.com

The Honda Rebel 300 is a beginner bike that provides riders with everything it takes to develop their skills. More than perhaps any other bike, this Honda gives riders their wings. (Honda/)

Ups

• A top-quality beginner motorcycle
• Wonderfully approachable and reliable 286cc engine
• Light clutch pull with assist and slipper clutch
• Low 27.3-inch seat height

Downs

• Seat is small, dense, and could be more comfortable.
• Long-legged riders will find ergonomics slightly cramped

Verdict

Honda’s Rebel 300 can easily be considered the crème de la crème of beginner cruisers. An integral part of Honda’s small-displacement lineup, this bike has a highly predictable and mild-mannered engine, a low, confidence-inspiring seat, and stable, predictable handling that helps emphasize the fun factor for new riders. Honda hit the nail right on the head with this one.

Overview

Since its introduction as a cheap and cheerful 250cc single in the mid-’80s, the Honda Rebel has been the standard for beginner cruisers. In 2017, Honda transformed the little cruiser into the modern Rebel 300 we see today, adding a modern four-bulb LED headlight, a now-iconic peanut tank, and a solo saddle, giving the bike’s design the look of a larger cruiser in a small-displacement package. Most importantly, this is a bike that welcomes even the most timid new riders with a low seat height and friendly 286cc engine. And that’s how they getcha; once Rebel riders are hooked, Honda cleverly encourages them to enjoy the same familiar goodness in a stronger dose with the Rebel 500 and Rebel 1100.

Two colors, Matte Gray Metallic (shown here) and Pearl Blue, are available for the Rebel 300 and ABS version. (Honda/)

Updates for 2022

The Rebel does not receive any significant changes for the 2022 model year. Even color options remain the same, with the bike coming in Pearl Blue and Matte Gray Metallic.

Pricing and Variants

The Rebel 300 comes in ABS and non-ABS versions; standard versions are priced at $4,699 and the ABS at $4,999.

Many cruiserworthy accessories are available through Honda, including custom seats, fork covers, and a headlight cowl.

Competition

Although the Rebel arguably dominates the beginner cruiser market, it has some competition from the Yamaha V Star 250, Indian Scout Sixty, and Royal Enfield Meteor 350.

Honda’s 286cc single-cylinder engine is smooth, predictable, and has enough character to enjoy the ride. (Honda/)

Powertrain: Engine, Transmission, and Performance

Honda’s 286cc single-cylinder engine is user-friendly and fun, quick to rev, and entertaining to push to its limits. It is also very forgiving, as it doesn’t threaten to stall when an inexperienced rider shifts into too high a gear, a great trait for beginners who are still understanding the ins and outs of the powerband. Thanks to a well-developed assist and slipper clutch, clutch pull is light and hand fatigue is not a concern. The Rebel’s six-speed transmission shifts smoothly and does not catch false neutrals, so shifting is straightforward.

With its measured 25 hp, the engine can get up to freeway pace with reasonable alacrity and keep the bike there for the duration. The Rebel’s 0–60 time of 7.85 seconds means riders can even beat out some of the traffic at the stoplight.

Handling

The Rebel carries its weight down low, which makes it easy to tackle everything from tight city streets to the occasional trip into the hills, and its chassis is impressively composed. The 41mm telescopic fork and dual shocks provide decently sporty feedback when tackling tight turns. While small bump compliance is good for soaking up minor road imperfections, Cycle World found that the rear shocks will bottom out on larger bumps. This is still a bike for mellow, laid-back rides, reassuring beginners as they become familiar with motorcycling.

The LCD gauge displays relevant information while keeping the appearance minimalistic. (Honda/)

Brakes

Nissin hydraulic calipers grip onto single 296mm and 240mm discs front and rear respectively. Cycle World’s brake testing of the 2021 model showed a braking distance from 30–0 mph at 35.27 feet and a braking distance from 60–0 mph at 141.3 feet, better than its competition. More specifically, the Rebel’s 60–0 braking distance was 17.48 feet, or the length of an average SUV, shorter than the Royal Enfield Meteor 350′s. That shorter stopping distance gives riders more time to react to suddenly stopped traffic, which is especially beneficial to new riders. And a squeeze of the lever or press of the pedal offers great braking feedback, allowing riders to understand what’s going on and apply pressure as needed.

Fuel Economy and Real-World MPG

During testing the 300 averaged 57.8 mpg in real-world riding.

Ergonomics: Comfort and Utility

The Rebel platform is well known for its low seat height. At just 27.3 inches off the ground, the seat is supremely low and easy for riders of all inseams to get comfortable on. This is especially great for shorter riders who may feel intimidated by bike size. Legroom is slightly cramped for those over a 31-inch inseam, but they’ll still find reach to the bars plenty comfortable.

A full LED lighting package brings the Rebel 300 to the modern age. Honda also does well in keeping wiring and cables neat and tidy. (Honda/)

Electronics

Electronics on this bike are fairly straightforward. A circular LCD gauge relays relevant information in an easy-to-read format, while all-LED lighting throws clear, bright light for great visibility. ABS models offer an extra element of protection while braking in adverse conditions, though there are no other riding aids or riding modes.

The Rebel 300′s low-slung weight is a contributing factor to its nimble, yet stable handling. (Honda/)

Warranty and Maintenance Coverage

The Rebel 300 has a one-year, unlimited-mileage transferable warranty. An extension can be made with the HondaCare Protection Plan.

Quality

Honda likes to keep its bikes neat as a pin and the Honda Rebel 300 is no different. Wires and cables are always cleanly wrapped and tucked in, helping to keep up the bike’s clean, minimalist appearance.

2022 Honda Rebel 300/ABS Claimed Specifications

Source: MotorCyclistOnline.com