For 2020, Yamaha once again offers the Super Ténéré ES in a single color: Ceramic Ice. Otherwise, this twin-cylinder adventure-tourer remains unchanged since its most recent update in 2014. But as ADV bikes continue to evolve for evermore specific niches, the Super Ténéré toes the line. Indeed, this category comprises everything from superbikes with long-travel suspension to Dakar Rally-inspired middleweights that nod to the category’s genesis, as well as smaller-bore machines that don’t need 8-gallon gas tanks to cover a bazillion miles and off-road-focused models with touchscreens and Apple CarPlay. What a time to be alive and ride motorcycles.

The Super Ténéré represents the adventure bike as we’ve long known it. You can cover long distances in relative comfort, carry luggage and a passenger, and travel unpaved roads. And, at $16,299, it’s sensibly priced compared to other liter-plus ADVs. While it may not be as sophisticated as other models, the Super Ténéré has three ride modes, linked ABS, and electronically adjustable suspension. The big parallel twin features a 270-degree crank and puts power to the ground via shaft final drive. In other words, it’s probably more sophisticated than your hatchback.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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