Success in the middleweight adventure-touring category requires the right mix of power, weight, suspension travel, and cost. The Tuareg 660 is Aprilia’s entry into the ultracompetitive and rapidly growing segment. (Aprilia/)

Ups

• Parallel-twin engine helps find traction where there is little
• Really fun on the asphalt too
• Predictable chassis on and off-road

Downs

• Lacks lean-sensitive TC and ABS
• Could use even shorter gearing for real off-road riding
• Aprilia Quick Shift an extra $249 option

Verdict

The Aprilia Tuareg 660 is a well-balanced and nicely appointed midsize adventure bike that’s equally at home on the asphalt or off it. Based on Aprilia’s Tuono 660 and RS 660, this ADV version completes the brand’s family of parallel twins. The comfortable, versatile Tuareg can do it all and go just about anywhere you can think to ride it.

Acid Gold (shown here) and Martian Red colors are priced at $11,999. (Aprilia/)

Overview

As the adventure-bike market continues to mature, it also becomes more subdivided. Middleweight ADV models are nothing new, but in recent years more and more companies have built bikes for this growing sector. A bike like Aprilia’s Tuareg 660 offers more manageable weight and power output than the 1,000cc-plus models out there. That doesn’t mean this bike is entry level; it merely means it can be friendlier and more accessible to a broader range of buyers. Newer riders and experienced vets will appreciate the Tuareg’s features.

Powered by a 659cc parallel twin that receives some tweaks compared to its Tuono and RS 660 siblings, the Tuareg’s power delivery is well suited to ADV riding, with more tractable delivery and throttle response. It also features the Aprilia Performance Ride Control (APRC) system, which provides four modes to help the rider optimize the power delivery for various road surfaces.

The chassis is up to the task of off-road exploration, with long-travel Kayaba suspension front and rear, but it’s also well suited to long days ripping curvy stretches of asphalt. Brembo brakes provide excellent stopping power, appropriate to Aprilia’s image as a sporty company. Good wind protection means that this is a bike that you can load up, hit the road, and do some serious miles on. Where will you go?

Upgrading to the Tuareg 660 in Aprilia’s Indaco Tagelmust (blue, white, red) paint will set you back an additional $600. Other differences include the silver wheels. (Aprilia/)

Updates for 2022

The Tuareg 660 is a brand-new model for 2022. The engine is based on Aprilia’s new family of 659cc parallel-twin-engined sportbikes like the Tuono 660 and RS 660.

Pricing and Variants

The Tuareg is available in three color options: Acid Gold and Martian Red are priced at $11,999, while the Indaco Tagelmust (blue, white, red) goes for $12,599. Notable accessories include the aforementioned quickshifter ($249.95), aluminum side bags ($1,399.95), top box ($769.95), top-box rack ($549.95), low saddle ($249.95), heated grips ($269.95), and there are tons more options.

Turn-in is light and quick; once in the corner handling remains light and nimble, with the ability to change the line with just a thought and small inputs. (Aprilia/)

Competition

The adventure-touring class is packed to the rafters with motorcycles designed to help riders explore without having to worry about excess heft. True, engine configurations are all over the map from single-cylinder, to V-twins, triples, and parallel twins, but there are choices at every price range.

The biggest competition for the Tuareg 660 remains the Yamaha Ténéré 700, KTM 890 Adventure R, BMW F 850 GS Adventure/850 GS, Husqvarna Norden 901, Triumph Tiger 900 models, and the Ducati Desert X.

The Tuareg’s 659cc engine is based on the powerplant found in the RS 660 and Tuono 660, with small but significant changes. The valve train features specific valve timing, lift, and duration for more torque, while the airbox uses longer intake funnels for the same reason. (Aprilia/)

Powertrain: Engine, Transmission, and Performance

The Tuareg is powered by the same 659cc parallel twin that powers the RS 660 sportbike and Tuono 660 naked, but there are key differences. For instance, model-specific camshafts decrease lift and duration, tailoring the bike’s torque and power delivery for adventure riding. Aprilia claims 52 lb.-ft. of torque and 80 hp, both peaks coming lower in the rpm range than the company’s sporting street models. Aprilia also says 75 percent of that torque arrives below 3,000 rpm and 90 percent below 5,500 rpm.

The connection between throttle and rear tire is linear and easy to control, though in testing, Cycle World still felt there was room for more bottom-end grunt. “I feel a larger rear sprocket might be in order if you aim to spend most of your time in the dirt,” Justin Dawes said after spending a full day in the saddle.

Four ride modes are offered by the Aprilia Performance Ride Control (APRC) system: Urban, Explore, Off-road, and Individual. Each gets all 80 ponies, but throttle response is varied. Urban is the most muted, followed by Explorer; Off-road has the most aggressive response. Traction control can be quickly adjusted through four levels within each of those modes; engine-braking is adjustable as well.

A narrow seat and tank area mean there’s plenty of room while standing. (Aprilia/)

Handling

The Tuareg’s chassis is impressive in every situation. “Dual-rate springs in the 43mm fork and a progressive linkage attached to rear shock offer a nicely balanced ride in small chop and bumps at any speed, but there is plenty of holdup when you blast it into a corner hard,” Dawes said. “And it can corner hard, especially when a rider sits down in the corner.”

Motocross-inspired cut-and-thrust maneuvers are possible as the 660 squares off the turns amazingly well while sitting down. Standing up it also smashes a predictable line, despite the moderately aggressive Pirelli Scorpion Rally STR tires constantly searching for traction.

“On-road performance is just as impressive if not more than the Tuareg 660′s off-road capability,” Dawes said.

Brakes

The braking package includes Brembo four-piston calipers biting dual 300mm discs up front and a Brembo single-piston caliper/260mm disc out back.

Lever response and feel from the front brake is excellent in the dirt and merely great on the street. The rear brake is a little vague in the dirt, but has good street feel.

Fuel Economy and Real-World MPG

Real-world MPG is currently not available for the Tuareg, but will be listed as additional testing is completed.

Making changes to ride modes, TC, and ABS settings is quick and easy via a bright and clear TFT dash. (Aprilia/)

Ergonomics: Comfort and Utility

A narrow seat makes reaching the ground easy despite the seat’s 33.9-inch height. “The seat shape is great, but when off-road and sitting I did find the hard plastic edges of the seat pan more than a few times,” Dawes said after a full day of riding. “The rest of the ergonomics fit my 5-foot-10 frame well.”

Air management from the nonadjustable windscreen is great, flowing air right over the rider’s head at highway speeds.

Electronics

The Tuareg 660 has four ride modes offered by the Aprilia Performance Ride Control (APRC) system: Urban, Explore, Off-road, and Individual. Additionally, there are four levels of traction control; the adjustable ABS can be turned off completely if so desired. Last but not least are settings for engine-braking. The dash features a TFT display with warning lights around the perimeter, while LED headlights light up the road.

Warranty and Maintenance Coverage

Aprilia offers a standard 24-month warranty that can be extended an additional 12 or 24 months.

With the Tuareg 660, Aprilia created a capable and competitive adventure bike for the dirt. (Aprilia/)

Quality

Fit and finish on the Tuareg 660 is quite good, while the $11,999 base price is great for a bike with this many top-notch features.

2022 Aprilia Tuareg 660 Claimed Specifications

MSRP:	$11,999
Engine:	659cc, DOHC, liquid-cooled parallel twin; 8 valves
Bore x Stroke:	81.0 x 63.9mm
Transmission/Final Drive:	6-speed/chain
Fuel Delivery:	Electronic fuel injection w/ 48mm throttle bodies; ride-by-wire
Clutch:	Wet, multiple disc, slipper function
Engine Management/Ignition:	Electronic
Frame:	Double cradle steel frame
Front Suspension:	43mm Kayaba USD fork, fully adjustable; 9.4 in. travel
Rear Suspension:	Kayaba shock, fully adjustable; 9.4 in. travel
Front Brake:	Brembo 4-piston caliper, dual 300mm discs w/ ABS
Rear Brake:	Brembo 1-piston caliper, 260mm disc w/ ABS
Wheels, Front/Rear:	Spoked wheels w/ aluminum rims, 21 x 2.15 in. / 18 x 4.25 in.
Tires, Front/Rear:	Tubeless; 90/90-21 / 150/70R-18
Rake/Trail:	26.7°/4.5 in.
Wheelbase:	60.0 in.
Ground Clearance:	N/A
Seat Height:	33.9 in.
Fuel Capacity:	4.8 gal.
Wet Weight:	450 lb.
Contact:	aprilia.com

Source: MotorCyclistOnline.com

The CBR300R is both beginner and wallet friendly. (Honda/)

Ups

• Low seat height
• Light clutch action
• Lower price and cost of ownership compared to a majority of its competitors

Downs

• Larger-displacement competition leaving the CBR300R behind
• Limited technological advancements compared to competition

Verdict

The CBR300R is a great option for those tipping their toes into the sportbike world. While competitors like the Kawasaki Ninja 400 and KTM RC 390 put greater emphasis on performance, and might be better options for track days or sporty canyon riding, the CBR300R is a great lightweight sportbike option for the casual commuter.

Overview

The CBR300R is Honda’s smallest sportbike. It’s equipped with a modestly designed single-cylinder engine that prioritizes low to midrange torque and sips fuel for efficient commuting. A low seat height, low cost of ownership, light clutch action, and safety features like optional ABS make it great for riders who are just starting out.

Grand Prix Red is a carryover colorway for 2022. (Honda/)

Updates for 2022

There are no changes to the 2022 CBR300R. There is, however, a $100 bump up in price.

Pricing and Variants

Two trims of the CBR300R are available, one with ABS ($5,099) and one without ($4,899).

Both models come in identical colorways as before: Grand Prix Red and Matte Gray Metallic.

Competition

The small-displacement sportbike category has a good spread of fully faired competitors including the Yamaha R3 ($5,499), Kawasaki Ninja 400 ($5,299), Suzuki GSX250R ($4,999), and KTM RC 390 ($5,799). If BMW’s G 310 RR comes to the US, that will be part of the competition as well.

There are naked variants of each manufacturer’s small-displacement model, Honda’s example being the slightly more stylish CB300R.

The CBR300R’s 286cc single-cylinder engine sips fuel from its 3.4-gallon tank. (Honda/)

Powertrain: Engine, Transmission, and Performance

The CBR300R is powered by a 286cc liquid-cooled single-cylinder engine with a smooth and predictable power delivery that makes it great for new riders. An added benefit is the lightweight clutch pull, which removes some of the stress that comes with leaving stoplights in busy city traffic. A counter balancer limits engine vibration, though some buzz is felt at freeway speeds. In past testing we saw the Honda hit 7,500 rpm at 70 mph, with 3,000 rpm left until redline. Even still, you’ll notice that there isn’t a lot of power to help you accelerate away from traffic when cruising at freeway speeds.

When we last ran the CBR300R head to head with competitors from Kawasaki, KTM, and Yamaha it produced 27.7 horsepower at 8,390 rpm and 18.6 lb.ft. at 6,730 rpm while running a 15.15 second quarter-mile. That time was the slowest of the group and highlights the more modest engine performance compared to the competition. It makes sense that the RC 390, with its higher displacement, took the win there. What we did garner from that comparison though is the power delivery is “parental approved” and that the bike is arguably the most beginner friendly because of it.

Handling

Honda has been building beginner-friendly motorcycles for decades and understands the importance of a stable, well-balanced chassis that gives new riders the confidence to hit the road. That continues to be the goal with the CBR300R, which aims to offer predictable handling in a lightweight package that’s ideal for cutting through busy city streets and even the occasional trip along nearby canyon roads.

A 54.3-inch wheelbase and 364 pounds (with ABS) curb weight would suggest the CBR300R is lightweight and easy to tip into corners, its narrow tires (110/70-17 and 140/70-17) further contributing to its responsive handling.

Suspension consists of a 37mm fork and Pro-Link single shock. Frame is a tubular steel design. As a whole, the chassis provides a comfortable ride that is still firm enough to keep everything under control in all but the most reckless paces on the street.

Brakes

Predictable, new-rider-friendly performance is once again the name of the game when it comes to the CBR’s brakes. Stopping is done with a single brake disc at the front and rear, in 296mm and 220mm sizes respectively.

While the initial bite is mild (a benefit for those getting accustomed to stopping a motorcycle), stopping power progresses at a linear pace. There’s also a small CBR equipped with ABS (anti-lock braking system) to help new riders with controlled stops in poor conditions.

Hints of the CBR600RR and CBR1000RR can be seen in the CBR300R’s styling. (Honda/)

Fuel Economy and Real-World MPG

The CBR300R is a conservative fuel sipper; our testing recorded 60 mpg.

Ergonomics: Comfort and Utility

The low 30.7 inch seat means most riders will confidently set their feet on the ground at stops. The riding position isn’t as committed as Honda’s track-bound CBR supersport bikes, either; the CBR300R’s natural, neutral riding position is plenty comfortable for the average commute.

Electronics

A combination of analog and digital instrumentation provide the vital stats. Although somewhat simplistic, the speedometer, fuel gauge, coolant temp, tripmeter, odometer, and clock are digitally displayed; the tachometer is analog.

Dual headlights, electronic fuel injection, a computer-controlled digital transistorized ignition, and optional ABS are other electronic-related features.

Compare this to models like the KTM RC 390, which comes with a TFT display, cornering ABS, and lean-sensitive traction control, and you can see that the CBR300R has fallen slightly behind the competition in terms of features.

Relaxed and neutral ergos make the CBR300R a relatively comfortable bike to commute on. (Honda/)

Warranty and Maintenance Coverage

A one-year transferable unlimited-mileage warranty and possible extension with the Honda Protection Plan is par for the course.

Quality

The overall silhouette of the CBR300R is tidy and sharp. Honda’s good ol’ reliability has its back as well.

2022 Honda CBR300R Claimed Specifications

MSRP:	$4,899/$5,099 (ABS)
Engine:	286cc, DOHC, liquid-cooled single-cylinder; 4 valves/cyl.
Bore x Stroke:	76.0 x 63.0mm
Transmission/Final Drive:	6-speed/chain
Cycle World Measured Horsepower:	27.7 hp @ 8,390 rpm
Cycle World Measured Torque:	18.6 lb.-ft. @ 6,730 rpm
Fuel Delivery:	PGM-FI fuel injection w/ 38mm throttle body
Clutch:	Wet, multiplate
Engine Management/Ignition:	Computer-controlled digital transistorized w/ electronic advance
Frame:	Tubular steel
Front Suspension:	37mm telescopic fork; 4.7 in. travel
Rear Suspension:	Pro-Link shock, preload adjustable; 4.1 in. travel
Front Brake:	Single hydraulic caliper, 296mm disc (w/ optional ABS)
Rear Brake:	Single hydraulic caliper, 220mm disc (w/ optional ABS)
Wheels, Front/Rear:	17 in. / 17 in.
Tires, Front/Rear:	110/70-17 / 140/70-17
Rake/Trail:	25.3°/3.9 in.
Wheelbase:	54.3 in.
Ground Clearance:	N/A in.
Seat Height:	30.7 in.
Fuel Capacity:	3.4 gal.
Claimed Wet Weight:	357 lb./364 lb. (ABS)
Contact:	powersports.honda.com

Source: MotorCyclistOnline.com

Kawasaki’s fast, comfortable ZX-14R hasn’t seen many changes since 2012, but continues as a great alternative to Suzuki’s Hayabusa. (Kawasaki/)

Ups

• One of the most powerful normally aspirated engines
• Stable chassis, stout brakes
• Smooth and comfy enough to sport-tour on

Downs

• Still big and heavy
• Thirsty engine
• No longer Kawasaki’s fastest or baddest model

Verdict

The ZX-14R was by far Kawasaki’s biggest and baddest sportbike model for many years until the flagship supercharged H2 series came along, and it’s still an excellent choice for someone looking for an extremely powerful, smooth, and comfortable sportbike. It’s not a razor-sharp, racetrack-ready supersport machine; more of a gentlemen’s express that can generate big speed without theatrics, apparent effort, or making physical demands on the rider. In fact, throw some soft luggage onto the big Kawasaki and you’ll have one seriously fast sport-tourer.

The ZX-14R is still available in only one colorway: Metallic Matte Graphenesteel Gray/Flat Ebony. (Kawasaki/)

Overview

This big bruiser originally debuted in 2006 as the ZX-14 after Kawasaki became mired in controversy with the ZX-12R, reluctantly limiting that bike’s top speed to “only” 186 mph as part of a gentleman’s agreement with other manufacturers. That first R-less ZX-14 was actually softened up around the edges as Kawasaki played nice for a while; the bodywork was much more aerodynamic, the ergonomics were relaxed a bit, and the engine lagged behind the Suzuki Hayabusa somewhat, despite the ZX-14′s slight displacement advantage.

In 2012 Kawasaki decided that enough was enough, making extensive upgrades to the engine and chassis to establish the ZX-14R as the undisputed power and acceleration king. Increasing engine displacement by 89cc to 1,441cc via a 4mm-longer stroke was just the start; other changes included an all-new cylinder head with hotter cams, new forged pistons that force a higher 12.3:1 compression ratio, higher-flowing air filter and exhaust, plus beefier engine internals to keep that power flowing. The Kawasaki’s unique aluminum monocoque chassis also underwent strengthening and tweaking to handle the additional power, with improved suspension and wheels topping off the package.

Updates for 2023

There are no updates to the ZX-14R for 2023, and only a slight update to the colorway, which is now called Metallic Matte Graphenesteel Gray/Flat Ebony.

The ZX-14R comes with a decent price jump for 2023, despite there being no changes to the platform. Even still, the ZX-14R’s price undercuts the Hayabusa MSRP by more than $2,000. (Kawasaki/)

Pricing And Variants

Despite the lack of any changes whatsoever, the 2023 Kawasaki ZX-14R has an MSRP of $16,599, a considerable $1,000 increase over the previous year’s MSRP.

Competition

The only real direct competitor to the ZX-14R is the Suzuki GSX1300R Hayabusa, which comes in at a higher MSRP of $18,799 and makes the Kawasaki’s price increase a little easier to process.

Interestingly, both bikes are now sold only in the USA, as neither is clean enough to pass Euro 5 emissions regs.

Those cross-shopping the hypersport category might be interested in Kawasaki’s own Ninja H2 SX and H2, which retail for $27,500 and $31,500, respectively.

Powertrain: Engine, Transmission, and Performance

Everything about the ZX-14R’s DOHC inline four-cylinder powerplant is big and beefy. There’s its 1,441cc displacement; there’s a cylinder head with CNC-milled combustion chambers, 12.3:1-compression forged pistons, alloy connecting rods with stout small ends, and a crankshaft with meaty main journals. The transmission is heat-treated for durability and slick action, and a slipper clutch keeps downshifts from upsetting the chassis.

“Even with its hefty 584-pound wet weight and 58-inch wheelbase, the ZX-14R will easily go vertical with the front tire in the first two gears with just the throttle, and third gear wheelies require little effort,” Cycle World noted in the 2012 ZX-14R First Ride Review. But the Kawasaki isn’t just all brute power. Dual gear-driven counterbalancers smooth out the engine vibes and keep the mirror images crystal clear.

There’s no hiding the ZX-14R’s size. A benefit to the oversized platform is comfort; reach to the bars is short so your torso is more upright than usual on a sportbike. (Kawasaki/)

Handling

Despite its considerable heft at 593 pounds fully fueled and its rangy 58.3-inch wheelbase, the big Kawasaki comports itself well on twisty roads, displaying surprising agility even though the chassis is rock-solid in the turns. The fully adjustable suspension does an excellent job of absorbing pavement irregularities, although spring rates are a bit on the soft side.

Brakes

While the Nissin radial-mount four-piston calipers from the 2012 model worked fine, in 2018 the ZX-14R received the Brembo M50 four-piston Monoblock calipers that formerly debuted on the 2016 “Special Edition” model ZX-14R.

Together with the 310mm twin discs, the Brembos provide excellent braking power with good progressiveness and feel; a good thing, considering the Kawasaki’s acceleration capabilities.

Fuel Economy and Real-World MPG

The ZX-14R’s big engine is pretty thirsty, with our last test averaging 36 mpg; to be fair, that number included a lot of throttle twisting. Careful throttle use could probably stretch that to the high 40s.

Ergonomics: Comfort and Utility

Despite its penchant for high speed and sudden acceleration, the ergonomics on the ZX-14R are actually fairly comfortable and roomy. The reach to the bars is short so riders sit more upright than usual on a sportbike, and there’s plenty of legroom even though the Kawasaki has decent ground clearance. Even the passenger accommodations are decent, as the one-piece seat has plenty of room for a second occupant. This is a bike that could easily be mounted with soft luggage and ridden for long distances.

Despite its 593-pound curb weight and long 58.3-inch wheelbase, the ZX-14R handles surprisingly well. (Kawasaki/)

Electronics

The ZX-14R is equipped with three-mode Kawasaki Traction Control (KTRC). There is also a two-level power mode selector, and ABS is standard equipment. The Kawasaki hasn’t changed much since its 2012 debut, so the dash uses an analog tachometer and speedometer, augmented by an LCD info panel displaying pertinent info.

Warranty and Maintenance Coverage

The ZX-14R comes with Kawasaki’s 12-month limited warranty. Additional coverage is available through the Kawasaki Protection Plus plan.

Quality

The ZX-14R displays very high-quality construction, and fit and finish is excellent. However, the technology is a bit dated, as there have been no updates since the 2012 second-generation upgrade.

2023 Kawasaki ZX-14R Claimed Specs

MSRP:	$16,599
Engine:	1,441cc, DOHC, liquid-cooled parallel twin; 16 valves
Bore x Stroke:	84.0 x 65.0mm
Transmission/Final Drive:	6-speed/chain
Fuel Delivery:	DFI w/ 44mm throttle bodies
Clutch:	Wet, slipper type; hydraulic operation
Engine Management/Ignition:	Ride-by-wire/TCI
Frame:	Aluminum monocoque chassis
Front Suspension:	43mm Kayaba inverted cartridge fork, fully adjustable; 4.6 in. travel
Rear Suspension:	Kayaba shock, fully adjustable including ride height; 4.9 in. travel
Front Brake:	4-piston Brembo M50 Monoblock radial-mount calipers, dual 310mm discs w/ ABS
Rear Brake:	2-piston caliper, 250mm disc w/ ABS
Wheels, Front/Rear:	Cast aluminum; 17 x 3.50 in. / 17 x 6.00 in.
Tires, Front/Rear:	120/70ZR-17 / 190/50ZR-17
Rake/Trail:	23.0°/3.7 in.
Wheelbase:	58.3 in.
Ground Clearance:	4.9 in.
Seat Height:	31.5 in.
Fuel Capacity:	5.8 gal.
Wet Weight:	593 lb.
Contact:	kawasaki.com

Source: MotorCyclistOnline.com

In an era where naked bike designs have become increasingly bold, the GSX-S750 stands out for its classic design. (Suzuki/)

Ups

• Punchy, sportbike-derived engine
• Stable chassis
• Three-level TC is adjustable on the fly and retains selection between use
• Lower end of the price range for middleweight category

Downs

• No quickshifter or other electronics to keep up with the competition
• Only preload-adjustable suspension
• Extra weight compared to competition; slower handling

Verdict

The GSX-S750 is not the most aggressive bike in the middleweight naked bike category, but what the bike lacks in outright performance it makes up for in terms of rock-solid handling, engine performance, and great value.

Overview

While modern naked bikes continue to evolve in terms of performance, technology, and style, Suzuki’s GSX-S750 soldiers on as a bare-bones offering, prioritizing practical performance over towering horsepower and extensive electronics. The result is a motorcycle that works well around town, with just enough GSX-R DNA for fun trips up your favorite canyon road. Credit the GSX-R750-sourced engine, which has been purposefully retuned for low-end torque, and a chassis with a nice blend of stability and front-end feel.

Two versions of GSX-S750 are available. The GSX-S750Z ABS comes with ABS and a little extra pop thanks to the Metallic Triton Blue paint. (Suzuki/)

Updates for 2022

There are no major changes for 2022. Aside from recycled and touched-up colors, the only change is a tiny price increase, up $50 from last year for both variants of the GSX-S750.

Pricing and Variants

The base-model GSX-S750 comes in any color you’d like so long as it’s black (Metallic Matte Black No. 2) and retails for $8,549. Suzuki continues to offer the slightly flashier GSX-S750Z ABS for $8,949, with its Metallic Triton Blue/Glass Sparkle Black paint, wheel stripes, and of course ABS.

Competition

Nearly every manufacturer has come to market with a middleweight naked bike of their own, though Suzuki does have a price advantage over nearly every bike in the space.

Other standout middleweight nakeds include the Yamaha MT-09 ($9,499), Honda CB650R ABS ($9,299), and Kawasaki Z900 ABS ($9,399). There are some great options from European manufacturers, such as the BMW F 900 R ($8,995), Triumph Street Triple ($10,945), and Ducati Monster ($12,695).

Sporty to its core, the GSX-S’ inline-four engine is a reworked version of the GSX-R750 powerplant. Changes are intended to boost low-end torque, with power tapering off up top. (Suzuki/)

Powertrain: Engine, Transmission, and Performance

The GSX-S750′s 749cc inline-four powerplant is derived from the sporty GSX-R750′s, making this the only bike in the category that can trace its roots back to the supersport world. Suzuki notes that the big-bore engine architecture enabled them to use a shorter chassis, which improves handling.

Camshafts are specific to the GSX-S750, as Suzuki specifically tuned this engine for use on the street.

In the most recent test of the GSX-S750, sister publication Motorcyclist wrote, “If you’re seeking usable real-world engine excitement that is enough to get the blood flowing, but not so much to scare you, then you’ll appreciate this powerband.”

Throttle response is smooth and accurate, but as the bike’s cable-actuated clutch lacks a slipper function, smooth hand work is required during high-rpm downshifting.

There’s bound to be some price comparisons between the GSX-S750 and its competition. At $8,549 it is nearly $1,000 cheaper than the MT-09. (Suzuki/)

Chassis

The GSX-S750 frame is unique in combining elements of a tubular-style and a twin-spar sportbike frame to balance weight, cost, and performance.

The GSX-S750 is very stable, but its 465-pound weight and steering geometry do make it feel somewhat sluggish through tighter sections of canyon road. With a slightly forward cant, there is great feel and understanding of what is happening at the front end.

The KYB inverted fork and link-type shock offer good damping, a plus considering both ends are only preload-adjustable. Prior GSX-S750 tests demonstrated that damping is calibrated on the sporty side, providing responsive handling feel and steadfast stability at the expense of ride comfort over sharp bumps.

Its twin-spar frame may look like it is constructed from alloy, but it’s actually steel. This, too, helps with the sporty and stable riding characteristics, but contributes to the hefty weight. This bike’s 465 pounds is only a few shy of the beefed-up GSX-S1000, which is laden with rider aids.

The GSX-S750’s front brake package was updated in 2018. Overall performance is admirable, though outright stopping power might not be as strong as the competition. (Suzuki/)

Brakes

Radial-mounted four-piston Nissin brake calipers squeeze dual, 310mm front brake discs, with a single-piston caliper out back. Power and feel on the brake levers is good, but even so, the brakes struggle to bring the heavy bike to a stop within reasonable stopping distances. ABS doesn’t come standard on the base model, but is equipped on the Z version.

Fuel Economy and Real-World MPG

Fuel economy has not been recently recorded for the GSX-S.

Ergonomics: Comfort and Utility

As mentioned before, the somewhat forward rider triangle seen on the Gixxus gives the rider a great idea of what is happening at the front end. Its sporty ergonomics are not unnecessarily compact, and were comfortable for our 6-foot-2 test rider. The handlebar is nice and wide and the seat is comfortable for daily riding. Suzuki adds that it used a large-diameter, tapered aluminum handlebar to damp vibration.

The dash is a simple rectangular LCD display which includes pertinent information. Traction control levels can be selected via the handlebar switch. (Suzuki/)

Electronics

Because the GSX-S750 is equipped with a cable throttle, it does not have ride modes or an up/down quickshifter. It does, however, have Suzuki’s easy start system and Low RPM Assist, making it easy to leave from a stop. An LCD dash informs the rider of the bike’s vital stats, though admittedly looks dated compared to the dash you might find on newer middleweight nakeds. A halogen headlight and LED taillight help the rider see and be seen.

Traction control includes three levels (plus off) to choose from; we found that level 3 holds the reins closer than level 1 or 2, the latter of which puts the linear power to the pavement while still having the rider’s back.

The base model is not equipped with ABS, but for those seeking that rider aid, the GSX-S750Z ABS is available for $400 more.

The GSX-S750 is not the most sporty middleweight naked on the market, but there’s still sportbike DNA in the package. (Suzuki/)

Warranty and Maintenance Coverage

The GSX-S750 comes with a 12-month, unlimited-mileage warranty with option to extend with Suzuki’s Extended Protection.

Quality

The GSX-S’ fit and finish holds up well under scrutiny. A tidy dash and details like anodized fork caps give it a high-quality look and feel behind the cockpit, though the overall design is starting to look a bit dated.

2022 Suzuki GSX-S750 Specifications

MSRP:	$8,549 (base)/$8,949 (Z ABS)
Engine:	749cc, DOHC, liquid-cooled inline-four; 16 valves
Bore x Stroke:	72.0 x 46.0mm
Transmission/Final Drive:	6-speed/chain
Fuel Delivery:	Electronic fuel injection w/ 32mm throttle bodies
Clutch:	Wet, multiplate; cable operation
Engine Management/Ignition:	Transistorized w/ electronic advance
Frame:	Twin-spar steel chassis
Front Suspension:	41mm KYB inverted fork, spring preload adjustable; 4.7 in. travel
Rear Suspension:	KYB shock, spring preload adjustable; 5.4 in. travel
Front Brake:	4-piston Nissin calipers, dual 310mm discs / w/ ABS (Z ABS)
Rear Brake:	1-piston Nissin caliper, single disc / w/ ABS (Z ABS)
Wheels, Front/Rear:	17 in.
Tires, Front/Rear:	120/70-17 / 180/55-17
Rake/Trail:	25.0°/4.1 in.
Wheelbase:	57.3 in.
Ground Clearance:	5.3 in.
Seat Height:	32.3 in.
Fuel Capacity:	4.2 gal.
Claimed Wet Weight:	465 lb. (base) / 470 lb. (Z ABS)
Contact:	suzukicycles.com

Source: MotorCyclistOnline.com

The 890 Duke R leads KTM’s middleweight naked bike charge, and is the most performance-oriented model within the 890 Duke family. (KTM/)

Ups

• Stronger engine than 790 Duke
• Varying performance/comfort depending on model
• 890 Duke R is a track-ready performer

Downs

• Premium “Track” electronics add cost
• More expensive than outgoing 790 Duke

Verdict

No one ever really complained about the 790 Duke’s performance, but KTM saw fit to replace it with a much improved, more expensive 890 Duke R in 2020. Now the 890 Duke family is a three-model lineup with something for everybody.

The 890′s engine is better in almost every way than its predecessor, and the R model’s suspension is a vast improvement over the 790′s nonadjustable (save for rear spring preload) units. The base-model 890 Duke’s comfort level has increased, while the GP model is easy on the eyes thanks to paint inspired by Tech3 KTM Factory Racing’s RC16 MotoGP bikes.

Be prepared for a higher sticker price, especially with the extras required to unlock some of the electronics.

Love the 890 Duke R but looking for something that prioritizes comfort over track-focused performance? The 890 Duke uses a more street-oriented engine map, more modest hardware, and a relaxed rider triangle. (KTM/)

Overview

When the 790 Duke was released in 2018, it soon became obvious that KTM had a winner on its hands. Equally at home commuting through the daily urban grind or carving up twisty roads, KTM’s first go at a middleweight parallel-twin naked/standard bike hit the performance bull’s-eye.

The Austrian company could have continued with minor polishing of details for years and no one would have given it a second thought. But “Ready to Race” is KTM’s slogan, and the company’s competitive mentality couldn’t let the status quo continue, so an 890 Duke R was unleashed for 2020. The 790 was great indeed, but the 890 family of bikes have even greater overall competence.

The star of the 890 lineup is the 890 Duke R, which gets adjustable suspension, more performance-oriented tires, and sportier engine mapping. Consider this the primary option within the 890 Duke lineup, the bike that most dealers will feature on showroom floors.

The 890 Duke GP slots in between the base model and R, by using KTM’s more mellow engine map, but adding GP-inspired paint, orange wheels, and a passenger seat cover. (KTM/)

The 890 Duke sits at the opposite end of the lineup and is more street oriented. The parallel-twin engine is the same as the R’s, but power is reduced thanks to its own mapping. Nonadjustable WP Apex suspension is better suited to relaxed highway riding, and the ergonomics have been adjusted for everyday comfort.

The GP model adds an orange-and-black MotoGP-inspired livery, including an orange passenger seat cover. The GP model’s engine output is also on par with the base 890 Duke.

Updates for 2022

There are no updates to the 890 Duke or Duke R with the exception of an Atlantic Blue colorway, although the Duke GP was technically an all-new model for 2022.

Model Variants

As mentioned, the 890 Duke is available in three variations: a standard 890 Duke, 890 Duke R, and 890 Duke GP.

While the 890 Duke’s more relaxed rider triangle and lower price tag will appeal to many, the 890 Duke R’s added performance is an incredible bargain and genuinely lives up to its “Super Scalpel” nickname. The GP represents a nice middle ground, though it could be argued that anything with GP in its name should come with performance-minded features.

KTM’s “Ready to Race” philosophy shows through in the on-track performance of the 890 Duke R. (KTM/)

Pricing

The standard KTM 890 Duke is certainly on the higher end price-wise for a middleweight naked bike, retailing for $11,299. The upgraded 890 Duke R runs a bit higher at $12,399, although the engine and chassis parts are easily worth the extra cost. Whether the graphics/paint on the $11,899 890 Duke GP justify the additional $600 over the standard model is up to the buyer.

Competition

The middleweight naked bike category includes stiff competition from nearly every major manufacturer, with interesting variations in displacements and engine types across the category. Traditional middleweight twin options include the Suzuki SV650 ($7,399), Kawasaki Z650 ($7,749), and the Yamaha MT-07 ($7,899). Options from Triumph and Aprilia include the Trident 660 ($8,395) and Tuono 660 ($10,499), respectively.

Four-cylinder options in the space include the Suzuki GSX-S750 ($8,549), Honda CB650R ABS ($9,299), and Kawasaki Z900 ABS ($9,399). Buyers might also consider bikes with a bolder mix of performance and personality, such as the BMW F 900 R ($8,995), Yamaha MT-09 ($9,499), Triumph Street Triple ($10,945), and Ducati Monster ($12,695).

The 890 engine is based on the 790 Duke’s powerplant with a larger bore and stroke, higher compression ratio and rpm ceiling, larger valves, a new piston design, new connecting rods, and a new crankshaft, all wrapped in new engine cases. The crankshaft has 20 percent more rotating mass for added character and improved cornering stability. (KTM/)

Powertrain: Engine, Transmission, and Performance

KTM’s 889cc DOHC parallel-twin engine is a bored/stroked version of the 790 Duke’s powerplant, which earned ample praise during its somewhat short two-year life span. As expected, the 890′s larger engine is everything it should be, especially the uniquely tuned 890 Duke R variant, which KTM claims is good for an extra 5 hp compared to the 890 Duke and 890 Duke GP.

Cycle World has not tested the standard 890 Duke, we can say that when strapped to the Cycle World dyno, the 890 Duke R recorded 106.2 hp at 9,900 rpm and 60.4 lb.-ft. of torque at 8,700 rpm, 11 hp over the 790 Duke. While the 2 lb.-ft. torque gain doesn’t sound like much, there’s an increase between 3,500 to 6,000 rpm that adds to the KTM’s low-to-midrange grunt: “Horsepower figures enjoy a bump throughout the powerband, most notably matching the 790′s peak power 1,000 rpm earlier, then smashing it all the way until its increased redline,” CW’s Michael Gilbert said in his First Ride Review of the 890 Duke R.

A buttery initial power delivery sets the bike in motion, building to an addicting punch in the midrange. At 7,000 rpm, the 890 Duke R lofts the front end to the air in the first three gears. Power builds fast and quickly makes its way through the rev range, pulling strongly into high revs and just tapering off before redline.

Handling

Nicknamed “The Scalpel” and “The Super Scalpel” thanks to their aggressive steering geometry, the 890 Duke and 890 Duke R thrive on twisty pavement with superb agility and pinpoint handling that allows riders to put the bikes anywhere in a corner. The Duke has a lightweight and slim feel between the legs, and flicking the bike side-to-side requires very little effort.

The updated suspension, especially on the upgrade R model, addresses one of the few weak points of the 790 Duke, which had trouble dealing with rough, imperfect pavement; the 890 Duke R “effortlessly glides over small chatter bumps in stark contrast to the 790,” Gilbert said in his First Ride Review, “while providing adequate support for the [suspension-]travel-munching dips and heavy braking zones. And it’s sweet to have adjustability too.”

Tires play less of a role in overall handling, though it’s important to mention that the R model rolls on Michelin Power Cup tires, while base 890 Duke is fitted with street-oriented Continental ContiRoad rubber.

Even more differences between R and standard/GP models: While the 890 Duke R is fitted with Brembo Stylema Monoblock calipers and 320mm discs, the standard model uses KTM-branded J.Juan four-piston radial-mount calipers biting on 300mm discs. (KTM/)

Brakes

The standard 890 Duke and 890 Duke GP feature KTM-branded J.Juan four-piston radial-mount calipers biting on 300mm discs, a slightly less performance-oriented setup than what’s found on the R.

R models take a next step in terms of components, with Brembo Stylema Monoblock calipers and 320mm discs combining for great feel and braking performance in track riding. Meanwhile, a Brembo MCS master cylinder with adjustment for lever ratio and brake feel results in superb braking action, in addition to dropping 2.6 pounds of unsprung weight that surely plays a role in the improved fork action.

Fuel Economy and Real-World MPG

There are no miles-per-gallon figures available for the 890 Duke or its variants.

The 890 Duke has a 0.6-inch-lower seat height compared to the R model, and the pegs are lower for more legroom. The result is a more comfortable motorcycle for street riding, but slightly less ground clearance. (KTM/)

Ergonomics: Comfort and Utility

Although the 890 Duke’s riding position is a bit aggressive, with a longer reach to the handlebar that puts your torso farther forward than most naked bikes, it doesn’t put excessive pressure on the wrists.

The 890 Duke R’s ergos are decidedly racier, with a lower handlebar and rearset footpegs that reflect its higher-performance intentions, but the riding position is still comfortable enough to handle everyday riding. The R and GP models also do away with the passenger seat, while the R goes a step further by also doing away with the passenger footpegs.

Riders who prioritize comfort may want to look at the base-model 890 Duke.

Electronics

All versions of the 890 come with an extensive electronic rider aids suite designed around a 6D lean angle sensor that keeps track of the angle of the bike and sends information to the ECU to improve traction control and ABS actuation. Three ride modes have preset settings for throttle response and traction control: Sport is for aggressive riding, Street is for everyday riding, and Rain is for slippery pavement.

An optional Track mode allows the rider to choose throttle response and TC settings, disable wheelie control, and allows access to a Launch Control, but this requires the purchase of a software upgrade. A bidirectional quickshifter and MSR (Motor Slip Regulation, which works with the slipper clutch to reduce engine-braking) are also available as an option, part of one of the software upgrades. Lean-angle-sensitive Cornering ABS is standard on all 890 Duke models, as is the Supermoto mode that allows deactivation of the rear ABS to allow rear wheel slides under braking. Dashboard is a full-color TFT display, and lighting is all LED on all 890 Duke models.

Warranty and Maintenance Coverage

The 890 Duke and 890 Duke GP come with KTM’s 24-month/24,000-mile transferable warranty, while the R model comes with KTM’s standard 12-month/12,000-mile transferable warranty.

Quality

KTM has always set some pretty high standards for quality, and it shows in the components and construction of all the 890 Duke models. Fit and finish is excellent.

2022 KTM 890 Duke/R/GP Claimed Specifications

MSRP:	$11,299 (standard)/$12,399 (R)/$11,899 (GP)
Engine:	889cc, DOHC, liquid-cooled parallel twin; 8 valves
Bore x Stroke:	90.7 x 68.8mm
Transmission/Final Drive:	6-speed/chain
Fuel Delivery:	Electronic fuel injection w/ 46mm throttle bodies
Clutch:	Wet, multiple disc; cable operation
Engine Management/Ignition:	Ride-by-wire/TCI
Frame:	Chromoly steel tube chassis
Front Suspension:	43mm WP Apex inverted fork, nonadjustable (standard, GP) / compression and rebound damping adjustable (R); 5.5 in. travel
Rear Suspension:	WP Apex shock, spring preload adjustable (standard, GP) / spring preload (remote hydraulic), rebound, high- and low-speed compression damping adjustable (R model); 5.9 in. travel
Front Brake:	4-piston caliper, dual 300mm discs (standard, GP) / Brembo Stylema 4-piston Monoblock radial-mount caliper, dual 320mm discs (R)
Rear Brake:	1-piston slide-pin caliper, 240mm disc w/ ABS (standard, GP) / Brembo 2-piston caliper, 240mm disc (R)
Wheels, Front/Rear:	Cast aluminum; 17 x 3.50 in. / 17 x 5.50 in.
Tires, Front/Rear:	120/70ZR-17 / 180/55ZR-17
Rake/Trail:	24.0°/3.9 in. (standard, GP) / 24.3°/3.9 in. (R)
Wheelbase:	58.1 in.
Ground Clearance:	7.5 in. (standard, GP) / 8.1 in. (R)
Seat Height:	32.2 in. (standard, GP) / 32.8 in. (R)
Fuel Capacity:	3.7 gal.
Wet Weight (without fuel):	372.6 lb. (standard, GP); 365.9 lbs. (R)
Contact:	ktm.com

Source: MotorCyclistOnline.com

The CBR500R is one of three entry-level 500cc Honda models for new and returning riders, or those looking for a sporty yet practical bike for around-town riding. (Honda/)

Ups

• New Showa BP-SFF inverted fork, revised shock settings
• New double-disc front brakes
• Sips fuel

Downs

• More expensive than the competition
• Very short first gear
• Mirrors not that functional

Verdict

Updates to the CBR500R ABS for 2022 made Honda’s midsize entry-level sportbike even more appealing, with better suspension and brakes atop the list of improvements. New riders looking for a friendly but capable bike to learn on would be wise to take a long look at the CBR.

The CBR500R’s twin-cylinder engine has plenty of easily accessible power, and the chassis is set up with agile steering that navigates urban traffic with ease. The CBR is a little pricier than the competition, but you’re also getting Honda’s excellent build quality and expansive dealer network.

Multiple styling updates over the years have resulted in a modern-looking bike with sharp lines and an overall sporty appearance. (Honda/)

Overview

Originally introduced back in 2013, the CBR500R is part of Honda’s trio of entry-level models, the others being the naked CB500F and adventure-tour CB500X. All three are built upon an identical midsize twin-cylinder platform, allowing them to be sold in numerous world markets. With a 471cc parallel-twin engine encased in a steel diamond-type frame and square-tube swingarm as the starting point, these three models are a major step up in performance from your typical small-displacement beginner bike, but lose none of the user-friendliness that’s essential to bikes in this category.

With its racy fairing and clip-on bars, the CBR500R is the sportiest of the trio, but it’s definitely no supersport race-replica. The bars are a bit lower and narrower than the tubular handlebar on the CB500F, but the seat and its friendly 31.1-inch height, as well as its footpeg placement, are identical, so the rider is not pretzeled into a race jockey riding position.

The parallel-twin engine’s linear power and wide torque spread make this bike a good learning environment for beginners, with plenty of acceleration for getting through city traffic. A 55.5-inch wheelbase, coupled with a wet weight hovering around 425 pounds, means quick, agile handling for slicing through that traffic.

There have been a lot of minor updates throughout the years, with subtle detail improvements in 2016 and some major changes in 2019, as bodywork and styling got edgier and bars were positioned a little lower, along with a very slight midrange power increase and a drop of 7 pounds. But the CBR’s core combination of accessible performance and nonintimidating feel have remained. The ABS model eventually became the only model offered in 2021, but it’s the latest updates on the new 2022 model that have had the biggest effect on performance.

Compared to the previous model, weight bias moves slightly forward for enhanced front-tire grip and feel. (Honda/)

Updates for 2022

Suspension and brakes top the list of 2022 upgrades to the CBR500R, and while the old components weren’t bad, the new parts work so much better that there’s almost no comparison. Up front, a Showa SFF-BP (Single Function Fork – Big Piston) inverted fork replaces the old conventional damping rod unit, while a pair of 296mm discs and radial-mount four-piston calipers replace the single disc, two-piston caliper setup of the previous model. A new swingarm is more than 2 pounds lighter and more rigid; new 10-spoke cast aluminum wheels are lighter as well.

Pricing and Variants

The 2022 Honda CBR500R ABS retails for $7,199; the non-ABS variant was discontinued in 2021. Two color choices are available: Grand Prix Red and Sword Silver Metallic.

Competition

The CBR500R’s engine leaves it in a middle ground between lightweight entry-level machines and true middleweight twins. Full-fairing, lower-displacement options include the KTM RC 390, Kawasaki Ninja 400, and Yamaha YZF-R3. Meanwhile, its larger-displacement competition comes in the form of fully faired twins like the Kawasaki Ninja 650 and Aprilia RS 660.

The CBR500R’s flat torque curve and linear power delivery emphasize Big Red’s focus on versatility and approachability for all skill levels. (Robert Martin Jr./)

Powertrain: Engine, Transmission, and Performance

As a “global” model, intended for sale in numerous world markets, Honda’s 471cc parallel-twin-cylinder powerplant was designed to make just enough power to slide under the 47 hp limit, therefore qualifying for Europe’s and Southeast Asia’s mid-level A2 learner licenses. The nearly square bore/stroke figures of 67 x 66.8mm enable the engine to pump out decent torque (29.77 lb.-ft. at 6,450 rpm, with 43.2 hp at 8,280 rpm) while still being revvy enough to generate a very linear power curve: “There’s enough power and a nice, flat torque curve to scoot through city and highway traffic swiftly and easily without constantly rowing through the gearbox,” we said in our CBR500R/CB500F test review.

The six-speed transmission is equipped with a very short first gear, which helps avoid stalling for new riders but also requires a little throttle/shifter coordination to achieve smooth upshifts to second gear. A power-assist/slipper clutch was added in 2019, and allows easy lever effort with surprisingly good feel.

Those interested in overall engine performance can reference Cycle World’s dyno run here.

While the CBR500R’s suspension always felt on par for an entry-level machine, Honda upgraded to a Showa 41mm SFF-BP fork for 2022. The result is much improved feel during spirited riding. (Honda/)

Handling

While the previous CBR certainly wasn’t terrible in the handling department, the budget-conscious build of the suspension could be felt anytime the pace ramped up or the front brake was applied with any authority. Midcorner bumps would upset the chassis; front-end dive while braking was excessive. The new Showa SFF-BP fork and reworked rear shock have eliminated those concerns, working with the excellent Michelin Road 5 tires to transform the CBR into an agile entry-level bike that can carve tight and twisty roads at a pace that would make many sportbikes sweat.

Dual 296mm front brake discs with radial-mount four-piston calipers increase stopping power for 2022. (Honda/)

Brakes

Similar to the suspension upgrade, the new dual front disc brake setup (dual 296mm discs with radial-mount four-piston calipers) replaces a single 320mm disc and two-piston caliper combination that wasn’t terrible to begin with. But the new braking system allows you to brake harder and with more control while expending less effort; that pays dividends everywhere from city streets to twisty canyon roads.

Fuel Economy and Real-World MPG

The CBR’s engine really shines here. We averaged 67 mpg during our test review, and that was with a lot of throttle twisting while having fun in the canyons. We never saw the reserve fuel light come on before reaching 225 miles, and with the CBR’s 4.5-gallon tank, getting 280 miles out of a tankful isn’t being too optimistic.

Ergonomics: Comfort and Utility

Despite its edgy styling and its model designation, the CBR500R is by no means a supersport bike and lacks the racer-boy ergos of its larger CBR600RR and CBR1000RR-R linemates. Its newbie-friendly 31.1-inch seat height isn’t completely cramped for legroom, despite having good ground clearance for cornering fun, and while the clip-on bars were slightly lowered and narrowed in the 2019 makeover, they’re not as low as those on a real supersport.

The rider’s seat is comfortable enough for long rides; the passenger perch unfortunately isn’t as nice, with a small seat with minimal padding and high footpegs meaning complaints will be forthcoming in short order.

While the CBR500R does feature all-LED lighting, the LCD dashboard looks dated when compared to the full-color TFT displays that come standard on many of today’s bikes. (Honda/)

Electronics

Other than standard ABS, the CBR has no electronic rider aids. Its LCD dashboard looks dated in the age of full-color TFT displays, although the lighting is now all-LED, with the headlights getting a more powerful setup for 2022.

Warranty and Maintenance Coverage

The CBR500R comes with Honda’s one-year, unlimited-mileage transferable warranty. Extended coverage is available via the HondaCare Protection Plan.

Quality

The upgrades for 2022 have definitely raised the CBR’s game on the quality side, but remember that it’s a Honda, where build quality is always top of the list.

2022 Honda CBR500R ABS Claimed Specifications

MSRP:	$7,199
Engine:	471cc, DOHC, liquid-cooled parallel twin; 8 valves
Bore x Stroke:	67.0 x 66.8mm
Transmission/Final Drive:	6-speed/chain
Cycle World Measured Horsepower:	43.2 hp @ 8,300 rpm
Cycle World Measured Torque:	29.8 lb.-ft. @ 6,500 rpm
Fuel Delivery:	Electronic fuel injection w/ 34mm throttle bodies
Clutch:	Wet, power assist/slipper; cable operation
Engine Management/Ignition:	TCI
Frame:	Diamond-type steel-tube
Front Suspension:	41mm Showa SFF-BP inverted fork, nonadjustable; 4.3 in. travel
Rear Suspension:	Showa shock, spring preload adjustable; 4.7 in. travel
Front Brake:	Radial-mount 4-piston calipers, dual 296mm discs w/ ABS
Rear Brake:	1-piston floating caliper, 240mm disc w/ ABS
Wheels, Front/Rear:	Cast aluminum; 17 3.50 in. / 17 x 4.50 in.
Tires, Front/Rear:	120/70-71 / 160/60-17
Rake/Trail:	25.5°/4.0 in.
Wheelbase:	55.5 in.
Ground Clearance:	5.1 in.
Seat Height:	31.1 in.
Fuel Capacity:	4.5 gal.
Cycle World Measured Wet Weight:	425 lb.
Contact:	powersports.honda.com

Source: MotorCyclistOnline.com

Excellent fit and finish, impressive performance and handling, and an imposing look all come together to make the Triumph Rocket 3 an impressive motorcycle. (Triumph/)

Ups

• Big, brawny engine (163 lb.-ft. of torque!)
• Almost 90 pounds lighter than previous-gen bike
• Handles far better than it should
• Roadster design much better than previous cruiser style

Downs

• You’re still piloting a near-675-pound motorcycle
• Rear brake underpowered
• Rocket 3 R’s handlebar a little too low
• Rear tire budget

Verdict

Like King Kong deciding to go to the gym, Triumph made the original Rocket III engine bigger and stronger in 2020. But it also received a better chassis, adjustable suspension, new wheels/tires, and equally beefy brakes, while losing almost 90 pounds. The latest Rocket 3 (note the name change) is light-years ahead of the previous model in the handling department. Plus the roadster styling and design better suits the Rocket 3 over its previous cruiser persona. If you want the biggest, baddest, tire-roastingest roadster out there, and you also want to go around corners surprisingly well, look no further.

Overview

When the first-generation Rocket III made its debut in 2004, it was designed as a big-displacement cruiser with windscreen and saddlebags. Engine size was becoming a marketing angle for manufacturers, with Yamaha’s Road Star engine growing to 1,670cc, Honda’s VTX1800 at 1,795cc, and Kawasaki’s Vulcan at 2,053cc. Triumph decided to go all in, creating an inline DOHC three-cylinder displacing a gargantuan 2,253cc, making it the largest-displacement production engine in the motorcycle space. The Rocket III was well-received for the most part, but the massive lump of an engine never really found a big audience with the cruiser crowd, and Triumph continually massaged and tweaked the big three with numerous iterations over the years in an attempt to find its market.

The Hinckley firm went back to the drawing board, and came out with a revamped Rocket in 2020 that dumped the cruiser design for a much-improved roadster style, now designated the Rocket 3. Engine size grew to 2,458cc in addition to dropping more than 40 pounds (!), and the old steel twin-spar frame was replaced by an aluminum backbone chassis. That chassis is significantly smaller and 50 percent lighter with a single-sided swingarm incorporating built-in shaft drive; in all, the Rocket 3 scales in nearly 90 pounds less than its predecessor. Showa suspension is fully adjustable at both ends, and there’s suitably fat rubber with a 150/80-17 front tire and a 240/50-16 out back. The amazing result is a monster roadster that not only goes like hell in a straight line, but can also carve twisty pavement far better than you’d think would be possible for a 675-pound-or-so bike.

In its 2020 redesign, the Rocket 3’s design moved away from American cruiser lines and closer to a roadster aesthetic. (Triumph/)

Updates for 2023

Updates are limited to color options for 2023. The Rocket 3 R, the ultimate muscle roadster, comes in three colors, including a new Sapphire Black, a Silver Ice and Cranberry Red paint scheme, plus a new Matt Silver Ice option. This new scheme features Matt Silver Ice fuel tank, front mudguard, and rear bodywork together with Jet Black side panels, headlight bowls, fly screen, and radiator cowls.

The Rocket 3 GT comes in two new color options: a new Sapphire Black, and Carnival Red and Sapphire Black scheme, with hand-painted silver coach line detailing.

The new Carnival Red and Sapphire Black scheme features a Carnival Red tank, front mudguard, and rear bodywork, premium hand-painted silver coach lining and Sapphire Black side panels, fuel tank infill, headlight bowls, fly screen, and radiator cowls.

Additional equipment of the Rocket 3 GT gives more comfort to the rider with a more relaxed riding position, but the forward foot controls take away a small bit of performance. (Triumph/)

Variants

There are two basic variants of the Rocket 3. The Rocket 3 R is the sportier of the two with a flatter handlebar and footpegs that are located in a conventional location; the Rocket GT has a higher and pulled-back handlebar bend, small fly screen, a passenger backrest, and more forward-set footpegs for a more laid-back riding position.

Pricing

The Rocket 3 R sells for $23,400, while the Rocket 3 GT retails for $24,100.

The Rocket 3 GT and Rocket 3 R feature multi-spoke aluminum wheels: 17 inches in diameter in the front and 16 at the rear. Triumph engineers claim a 17-inch wheel doesn’t give the right look and stance, but points out that performance was not compromised for the sake of style. (Triumph/)

Competition

As a big muscle roadster, the Triumph Rocket 3′s only real competition is the Ducati Diavel 1260.

Powertrain: Engine, Transmission, and Performance

The Rocket 3′s 2,458cc three-cylinder behemoth of an engine produces a claimed 165 hp at 6,000 rpm, but the real eye-opener is the claimed torque figure: 163 lb.-ft. at 4,000 rpm. No other motorcycle currently in production comes close; its main competition, Ducati’s Diavel 1260, comes up 68 lb.-ft. short, and even BMW’s big K 1600 six-cylinder can only muster 133 lb.-ft.

CW’s Justin Dawes put it this way in his First Ride Review: “Turn the TC off and you will quickly find the rear tire overwhelmed by the torque, spinning easily at the drop of the hydraulic torque-assist clutch. And then a boiling, rolling spin-up after the shift to second followed by a squirmy chirp into third.”

With the TC on, combined with the Rocket 3′s long 66-inch wheelbase, low 30-inch seat height, and very relaxed steering geometry, the Triumph accelerates like, well, a rocket.

A stripped-down roadster appearance showcases the centerpiece of the Rocket 3: the engine. (Triumph/)

Handling

Here’s the crazy part. Despite its ocean-liner 66-inch wheelbase, chopperish 27.9-degree rake angle of the fork, and hefty 650-plus-pound weight, the Rocket 3 actually shreds twisty pavement with surprising aplomb. Dawes elaborates: “Tipping into a corner takes little effort despite the bulbous 150mm front and 240mm rear tires. Cornering clearance is ample and stability is unshakable with a composed suspension action that follows the road well and doesn’t come unglued when the road is less than perfect.… In short, it goes around the corner much better than a quarter-ton-plus, 2,500cc, fat-tired motorcycle should have a right to.” Both the stout 47mm Showa inverted cartridge fork and single rear shock are fully adjustable.

Brakes

Thankfully Triumph saw fit to equip the Rocket 3 with serious braking power up front to complement its monster speed-generation capabilities. A pair of Brembo M4.30 four-piston radial-mount Monoblock Stylema front calipers squeezing 320mm discs provide superb braking power and feel, with a strong initial bite that helps get the slowing party started without requiring an initial death grip on the lever. Unfortunately the rear brake isn’t as epic as the front, with its good power masked by mushy, muddled feel at the pedal.

A bright and clear TFT dash makes it easy to select ride modes, and in the near future will control your GoPro and give turn-by-turn navigation. (Triumph/)

Fuel Economy and Real-World MPG

Triumph is claiming 32.4 mpg for all versions of the Rocket 3.

Ergonomics: Comfort and Utility

The Rocket 3 R’s ergos are more sport-oriented than the Rocket 3 GT. The R model’s flatter handlebar is a longer reach from the seat that brings your torso forward, and its footpeg location is more conventional, providing slightly better ground clearance than the GT’s more cruiser-style forward-set footpegs (which can be adjusted fore or aft by 25mm; both Rocket’s footpegs can also be lowered 25mm from the standard position).

Likewise, the GT’s handlebar bend is higher and rearward for a more upright torso position. The GT’s seat is slightly lower (29.5 inches versus 30.4 for the R model), and the passenger seat has a small padded backrest.

The Rocket 3’s 2,458cc triple is as entertaining as you might expect, as demonstrated by <i>Cycle World</i>’s first test aboard the 2020 model (shown here). (Triumph/)

Electronics

The Rocket 3 comes with three ride modes (Rain, Road, Sport) with preset power, throttle response, traction control, and Cornering ABS settings, while Rider mode allows custom configuration of those settings.

Hill hold, cruise control, and keyless ignition are standard with both Rocket 3 models, and heated grips come with the GT. The dashboard is shaped like an analog tach, but is actually a full-color TFT display that is easily readable. Lighting is now all-LED.

Warranty and Maintenance Coverage

The Rocket 3 comes with Triumph’s 24-month unlimited-mileage warranty. Additional coverage is available through Triumph.

Quality

The new-generation Rocket 3 is light-years ahead of the previous generation as far as fit and finish and overall quality. Gone are details like the ugly exhaust pipe clamps and excess wiring zip-tied to the frame; the bike as a whole looks like it was designed as a motorcycle from the beginning, instead of a tractor engine shoehorned into a motorcycle frame.

2022 Triumph Rocket 3 R/GT Claimed Specifications

MSRP:	$23,400 (R)/$24,100 (GT)
Engine:	2,458cc, DOHC, liquid-cooled inline 3-cylinder; 12 valves
Bore x Stroke:	110.2 x 85.9mm
Transmission/Final Drive:	6-speed/shaft
Fuel Delivery:	Electronic fuel injection
Clutch:	Wet, power assist; hydraulic operation
Engine Management/Ignition:	Ride-by-wire/TCI
Frame:	Double cradle aluminum chassis
Front Suspension:	47mm Showa inverted fork, fully adjustable; 4.7 in. travel
Rear Suspension:	Showa shock, fully adjustable; 4.2 in. travel
Front Brake:	Brembo M4.30 Stylema Monoblock radial-mount 4-piston calipers, dual 320mm discs w/ Cornering ABS
Rear Brake:	Brembo M4.32 Stylema Monoblock 4-piston caliper, 300mm disc w/ Cornering ABS
Wheels, Front/Rear:	Cast aluminum; 17 x 3.50 in. / 16 x 7.50 in.
Tires, Front/Rear:	150/80R-17 V / 240/50R-16 V
Rake/Trail:	27.9°/5.3 in.
Wheelbase:	66.0 in.
Ground Clearance:	N/A
Seat Height:	30.4 in. (R)/29.5 in. (GT)
Fuel Capacity:	4.8 gal.
Claimed Dry Weight:	642 lb. (R)/648 lb. (GT)
Contact:	triumphmotorcycles.com

Source: MotorCyclistOnline.com

V-Strom 650’s 2017 face-lift finally gave it the adventure-bike looks it was crying out for, and continues on through 2023. (Suzuki/)

Ups

• V-twin engine still a gem after all these years
• Outstanding comfort, balanced handling
• Impressive range and economy

Downs

• Electronics relatively rudimentary by 2020s standards
• Suspension and brakes aren’t cutting-edge
• Not as capable off-road as its styling suggests

Verdict

Suzuki might catch some criticism for lagging behind its rivals in terms of regular new model launches, but the V-Strom 650 is a good example of the benefits of gentle evolution over clean-sheet redesigns. While its chassis can trace its heritage back to the first-generation version’s introduction in 2004, and the engine’s roots are from its 1990s debut in the SV650, a steady program of improvements mean the V-Strom 650 still hits modern emissions targets and makes a compelling case for itself as a road-biased, low-cost adventure-tourer. With an all-new parallel-twin-powered replacement currently under development, the smaller V-Strom’s days might be numbered, but it’s still a bike that never fails to please.

V-Strom 650 is a good example of the benefits of gentle evolution over clean-sheet redesigns. (Suzuki/)

Overview

Following the launch of the bigger V-Strom 1000 in 2002, the 650cc version was an obvious addition to the range when it reached showrooms in 2004. Initially it suffered the same problems as the larger machine: Its styling was frumpy, and despite its high-rise riding position, the aluminum frame and cast wheels meant it was always on the “touring” side of adventure-touring. There was no real off-road element to either its appearance or its abilities, and that worked against the V-Strom as riders rushed for bikes that made them look like they were planning on an overland trek to Mali even when they were really only heading to the mall.

Once you’d come to terms with the styling, that original V-Strom 650 was an impressive middleweight, turning in more performance and better handling than might be expected from its appearance and selling well as a result. A styling refresh in 2011 helped, increasing the fuel tank capacity and range and increasing the ground clearance. But it took until 2015, when Suzuki launched the first-generation V-Strom 650XT, for the bike to really start to grasp the “adventure” side of its nature with the addition of wire wheels and a “beak” on the nose.

For 2023, V-Strom 650 is available in white paint with gold-anodized wheels. (Suzuki/)

That beak had already become the signifier of the entire adventure bike class, but Suzuki’s original DR Big was where it all started. With a complete refresh in 2017 the V-Strom fully embraced that heritage, gaining the styling that’s still unchanged on the 2023 model half a decade later. While the bigger V-Strom 1050 has since become even more closely aligned to the DR Big, with a rectangular headlamp and blocklike bodywork that pays direct homage to Suzuki’s formative 1980s adventure bike, the V-Strom 650 has kept the sleeker look of the 2014-2019 V-Strom 1000. It’s unlikely to get a visual update to match the bigger model, as a new 700cc parallel-twin Suzuki adventure bike is waiting in the wings to replace the V-Strom 650, probably as soon as 2024, with more serious off-road abilities to compete with the Yamaha Ténéré 700.

Updates for 2023

Colors aside, the 2023 versions of the V-Strom 650 are unchanged from previous years. The base model’s sole color option switched from white to blue, while the XT’s went from blue/silver with blue-anodized wheels to white with gold-anodized wheels. Meanwhile, the XT Adventure continues on with a combination of black paint, blue graphics, and blue-anodized rims.

Pricing and Variants

The V-Strom 650 is available in three variations: standard ($8,904), XT ($9,399), and XT Adventure ($10,499).

Differences between models are small but important. Standard V-Strom 650s roll on 10-spoke cast wheels, while the XT gets spoked-style tubeless wheels, hand guards, and a lower engine cowl. V-Strom 650XT Adventure adds 37-liter panniers to the XT’s equipment, as well as engine guard bars, a handlebar cross brace, and an accessory bar.

Standard V-Strom 650s roll on 10-spoke cast wheels, while the XT (shown here) gets spoked-style tubeless wheels, hand guards, and a lower engine cowl. (Suzuki/)

Competition

Kawasaki’s Versys 650 has always been the most obvious rival to the V-Strom 650, sharing the same sort of road-biased approach with cast alloy wheels and a touring-style fairing. With the advent of the Versys 650XT and the refresh in 2017, the V-Strom took on a slightly more rugged look, but buyers looking for a twin-cylinder adventure bike with real off-road chops are likely to turn instead to Yamaha’s much newer Ténéré 700.

From Europe, BMW’s F 700 GS is a direct competitor to the V-Strom 650, and again a far more recent model, while Triumph’s Tiger Sport 660 also makes a very convincing alternative if you’re sticking to the asphalt. The Tiger 850 Sport is a slightly faster, pricier option with similar mild dirt road abilities.

Suzuki’s V-twin dates back to the SV650’s 1998 debut but has been regularly updated since then. (Suzuki/)

Powertrain: Engine, Transmission, and Performance

The 645cc DOHC V-twin engine in the V-Strom 650 might appear long in the tooth, but subtle upgrades over the years have kept its power strong while reining in emissions to meet constantly changing limits. It’s certified at 70 hp and managed a genuine 65.2 hp the last time we had one on the dyno.

The 2017 update that remains in production today eliminated the power deficit to the SV650 and added traction control. On testing that bike, Cycle World’s Barry Hathaway said: “Smooth, docile, and well-mannered, engine performance will only disappoint if you decide to street race a GSX-R600.”

Power gets down via a six-speed box and chain final drive and is tamed by that traction control system, but you won’t find the quickshifter technology that’s becoming increasingly common across the motorcycle spectrum in the 2020s.

2023 V-Strom 650XT Adventure is the top version, but still cheaper than many rivals. (Suzuki/)

Handling

Like the engine, the frame dates back to the original V-Strom 650. While it doesn’t have the sort of off-road design that its rivals are increasingly adopting, that plays into the Suzuki’s hands on the roads where these bikes will spend 99 percent of their time.

The rigid aluminum twin-spar chassis and simple-but-effective suspension means the 650′s road manners are impeccable. The V-Strom makes you want to ride to the horizon and beyond, with the proviso that the V-Strom’s off-asphalt abilities don’t match up to its appearance. Hathaway wrote: “The adventure of leaving the pavement is more the ‘trying not to crash’ kind than the Paris-Dakar ideal.”

Brakes

One look at the V-Strom 650′s two-piston sliding caliper front brakes is an instant reminder of its age. In a world where even scooters are fitted with four-pot, radial-mount stoppers, these look like an anachronism, though the reality is that they’ll pull the V-Strom up more than sharply enough. There’s ABS, of course, but it’s neither the sort of cutting-edge, cornering ABS system that’s becoming common on modern bikes even at the middleweight level, nor can it be switched off for off-road use—another indicator that the V-Strom isn’t as serious about dirt roads as some of its rivals.

V-Strom 650XT Adventure adds 37-liter panniers to the XT’s equipment, as well as engine guard bars, a handlebar cross brace, and an accessory bar. (Suzuki/)

Fuel Economy and Real-World MPG

Owners reports show that the V-Strom 650 will usually manage between 50 and 60 mpg depending on use, and with a 5.3-gallon tank that should mean a relatively easy 260 miles between fill-ups with the potential to stretch that to around 300 miles if you’re careful.

Ergonomics: Comfort and Utility

Comfort is an area where the V-Strom 650 shines, so put aside any concerns that a mere 650 isn’t big enough to cope with big miles.

Testing the 2017 model, again essentially the same bike as the 2023 version, Cycle World’s Barry Hathaway said: “At 6-foot-2, I felt as though the bike was sized just for me, and that I could ride for days on end without discomfort. Virtually no vibration makes its way to the pegs or bars, regardless of engine speed. Pleasant vibes are present, but are so refined they are scarcely felt, and through the seat only. Steering is (you guessed it) neutral and precise. Can a motorcycle be too refined and comfortable, or too average? If so, this could be that bike. But it’s sure to be the ideal motorcycle for some, and the perennial selection of the V-Strom 650 by numerous Iron Butt enthusiasts is proof.”

Multiple modes, available from the left hand bar, are one of the V-Strom’s concessions to modern technology. (Suzuki/)

Electronics

While the V-Strom 650 isn’t overburdened with gizmos, and lacks the sort of full-color TFT instruments, LED lights, and smartphone connectivity that are fast becoming the norm, it’s not backward in terms of equipment. There’s ABS and traction control, albeit without the IMU-assisted cornering functions of some rivals, and ride-by-wire throttles have brought thoughtful additions including a “low RPM assist” feature that helps prevent stalling.

Warranty and Maintenance Coverage

A 12-month warranty is standard, extendable via Suzuki Extended Protection (SEP).

Quality

Owners generally report strong build quality, but keep an eye out for corrosion on fasteners and fixings, particularly if you ride on wet or salted roads.

2023 Suzuki V-Strom 650/XT/XT Adventure Specifications

MSRP:	$9,104/$9,599/$10,799
Engine:	645cc, DOHC, liquid-cooled, 4-stroke, 90° V-twin
Bore x Stroke:	81.0 x 62.6mm
Transmission/Final Drive:	6-speed/chain
Fuel Delivery:	PGM-FI w/ 34mm throttle bodies
Clutch:	Wet, multiplate
Engine Management/Ignition:	Fuel injection w/ SDTV
Frame:	Twin-spar aluminum
Front Suspension:	43mm telescopic fork, nonadjustable
Rear Suspension:	Monoshock, preload adjustable
Front Brake:	2-piston Tokico calipers, dual 310mm discs w/ ABS
Rear Brake:	1-piston Nissin floating caliper, 260mm disc w/ ABS
Wheels, Front/Rear:	Cast aluminum; 19 in. / 17 in. (tubeless wire wheels on XT and XT Adventure)
Tires, Front/Rear:	110/80-19 / 150/70-17
Rake/Trail:	26°/ 4.3 in
Wheelbase:	61.4 in.
Ground Clearance:	6.7 in.
Seat Height:	32.9 in.
Fuel Capacity:	5.3 gal.
Wet Weight:	470 lb. / 476 lb. (XT) / 528 lb. (XT Adventure)
Contact:	suzukicycles.com

Source: MotorCyclistOnline.com

Honda’s CRF250F is a great choice for riders getting their feet wet off-road, but also well suited for tackling challenging terrain at the hands of more experienced riders. (Honda/)

Ups

• Well-balanced handling with capable suspension
• Off-road legal in all 50 states
• Electronic fuel injection
• Low fuel indicator can be helpful on the trail

Downs

• Compact chassis could be too small for larger riders (though just right for others)

Verdict

The CRF250F is one of those bikes that provides a great foundation for novice riders while bringing any experienced rider who swings a leg over it back to their roots, where sheer speed, engine size, and the latest technology did not matter. It is a versatile, popular machine that grows rider skills and confidence off-road and is rideable year-round on trails across the nation.

Overview

The Honda CRF250F sits beneath the CRF450X and above the CRF125F, serving as the middle ground in Honda’s trailbike lineup. Keihin electronic fuel injection and spark arrestor–equipped exhaust make it rideable year-round in all 50 states.

The CRF250F offers manageable power from the 249cc four-stroke engine, and a well-balanced Showa suspension make it feasible and fun for newer or seasoned riders with their sights set on singletrack and moderately technical terrain. Compact dimensions and nimble handling further boost confidence and control while out on the trail. At the end of the day, a bike that increases confidence helps grow the sport, and Honda’s amiable trailbike is a great fit for the job.

The CRF250F gets props for its impressive and well-balanced suspension. (Jeff Allen/)

Updates for 2023

In 2019 Honda increased the engine capacity to 249cc from the 223cc engine in the previous-generation CRF230F and included other mechanical and comfort-focused updates. Red number plates were added in 2022 to better align the 250F with Honda’s competition lineup, while the rest of the package was carried over for 2023 sans changes.

Pricing and Variants

The CRF250F is available in just one trim, and retails for $4,899.

Competition

Other trailbikes suitable for teens or young adults are primarily Yamaha’s TT-R230 and Kawasaki’s KLX230R.

Fuel injection on this air-cooled four-stroke is a somewhat recent update. Benefits include linear power and easy start-up whether the bike has been sitting or is hot on the trail. (Honda/)

Powertrain: Engine, Transmission, and Performance

In 2019 the CRF-F’s engine saw a significant redesign. The result was a counterbalanced, EFI-equipped, larger-displacement unit suitable for the modern age; no more rejetting or cleaning carbs needed.

This 250cc four-stroke engine offers great low-end power that builds in a linear fashion, making it approachable for novices. It is still exciting enough for experienced riders, though, with its ability to boost the front end up over obstacles. On our dyno, the air-cooled single churns out 20.1 hp and 15.5 pound-feet of torque and chugs on up through the rpm range.

CARB and EPA compliance, plus a USDA-qualified spark arrestor, mean the CRF250F is clean-running and safe for enjoyment across all 50 states.

The CRF250F is all about flinging dirt, having fun, and growing skills. (Jeff Allen/)

Handling

The CRF250F’s chassis is compact and well-balanced. A short wheelbase (55.9 inches) makes it a compact machine that beginners can easily maneuver. The twin-spar steel frame nicely balances flex, strength, feedback, and comfort.

A Showa 41mm fork and Showa shock are also impressive. The fork offers plush comfort while also providing ideal bottoming resistance under heavy loading, making it capable of tackling jumps, conquering rocks, and dominating technical sections. Small rain ruts do cause some discomfort, as Dirt Rider mentioned in its review, with the front suspension feeling harsh and transmitting vibration into the handlebar. The shock works great out of the box, and although it is only preload adjustable, it catered well to DR’s 120-pound test rider.

Brakes

The CRF250F’s two-piston caliper/240mm disc up front and single-piston caliper/220mm disc brake out back offer good stopping power. The braking setup once again highlights the balancing act that the CRF250F plays so well; power is ample without an excessively aggressive initial bite that might overwhelm newer riders.

The riding doesn’t stop at the end of the season. This bike is green-sticker legal in California. (Jeff Allen/)

Fuel Economy and Real-World MPG

MPG is yet to be recorded.

Ergonomics: Comfort and Utility

The long motocross-style seat is on par with standard dirt bike comfort and enables the rider to easily move around. The Honda’s 34.7-inch measured seat height is taller than its competitors, but that doesn’t mean it’s not manageable. Our test riders, ranging from 5-foot-2 to 5-foot-8, still rode comfortably aboard Big Red’s trailbike and found that it was easy to plant both feet on the ground when stopped.

Electronics

Galloping down the single-track doesn’t require a whole lot of gizmos. The bike comes to life with a hit of the electric starter button and the bike’s electronic fuel injection ensures consistent, efficient fueling throughout the ride. Handlebar-mounted low fuel and “key on” indicator lights notify the rider of the most essential information.

Honda pulled from its CRF performance line to give the CRF250F some race-inspired styling. (Jeff Allen/)

Warranty and Maintenance Coverage

Six months of warranty coverage is included with the possibility to extend with Honda’s Protection Plan.

Quality

This novice-friendly platform has nice build quality with clean welds and durable structure overall.

2022 Honda CRF250F Claimed Specifications

MSRP:	$4,899
Engine:	250cc, SOHC, air-cooled single-cylinder; 4-valve
Bore x Stroke:	71.0 x 63.0mm
Transmission/Final Drive:	5-speed/chain
Cycle World Measured Horsepower:	20.1 hp @ 7,500 rpm
Cycle World Measured Torque:	15.5 lb.-ft. @ 6,000 rpm
Fuel Delivery:	EFI w/ 34mm throttle body
Clutch:	Wet, multiplate; cable actuation
Engine Management/Ignition:	Full transistorized
Frame:	Tubular steel twin-spar
Front Suspension:	Showa 41mm telescopic fork, nonadjustable; 8.5 in. travel
Rear Suspension:	Showa shock, spring preload adjustable; 9.1 in. travel
Front Brake:	2-piston caliper, 240mm disc
Rear Brake:	1-piston caliper, 220mm disc
Wheels, Front/Rear:	Spoked; 21 in./18 in.
Tires, Front/Rear:	Pirelli Scorpion XC Mid Hard; 80/100-21 / 100/100-18
Rake/Trail:	26.1°/4.0 in.
Wheelbase:	55.9 in.
Ground Clearance:	11.3 in.
Cycle World Measured Seat Height:	34.7 in.
Fuel Capacity:	1.6 gal.
Cycle World Measured Wet Weight:	264 lb.
Contact:	powersports.honda.com

Source: MotorCyclistOnline.com

Less beauty, more beast. Kawasaki’s Z H2’s styling won’t please all tastes, but at least it’s not bland. (Kawasaki/)

Ups

• Torque “curve” like Uluru
• Surprisingly affordable for a bike that will draw so much attention
• High-end components even for the base model justify the price; you’re not just paying for the supercharged engine. The SE version adds even more toys

Downs

• Styling is even busier than other Kawasaki models, with too many disconnected shapes and a massive, odd-looking exhaust
• It’s no lightweight at around 530 pounds
• Inevitable wind blast on such a fast naked bike; fuel consumption can be crazy if you use all the performance

Verdict

You know we’re living in incredible times when a bike with 197 certified horsepower (167 at the wheel during our tests) and a supercharged 998cc four-cylinder engine isn’t even in the top 10 most powerful bikes on the market. But although the Z H2 doesn’t breach the 200 hp barrier, its use of forced induction to achieve its performance means it’s a different experience altogether compared to its high-revving rivals.

The performance experience is just as jaw dropping as the supercharged specs suggest, regardless of the actual numbers. But what’s perhaps most remarkable is that the Z H2 somehow manages to be a usable day-to-day machine. As we head toward the twilight of the internal combustion era, it could well turn out to be a future collectable classic, just as big two-strokes of the ‘70s and ‘80s are in strong demand today.

Colors are the only changes to the Z H2 and Z H2 SE for 2023, with a red/gray theme for the base model. (Kawasaki/)

Overview

Kawasaki first revealed its intention to create a range of supercharged four-cylinder bikes back in 2013, when a prototype H2 engine was the centerpiece of the firm’s stand at the Tokyo Motor Show, although by that stage rumors of the project were already circulating; patents for a supercharged Kawasaki had been appearing for several years. Twelve months later, the Ninja H2 superbike and its even madder 310 hp track-only H2R sibling were revealed, with deliveries starting in 2015.

At the end of 2015, Kawasaki dropped hints of additional supercharged models by showing drawings of the “SC-01 Spirit Charger” and “SC-02 Soul Charger,” one half-faired, the other naked. It also showed off a new Balanced Supercharged Engine derived from the H2′s design but aimed less at outright power and more at torque. In 2018, the Balanced Supercharged Engine found a home in the new H2 SX sport-tourer, a bike that was arguably loosely derived from the SC-01 designs. For 2020, the same motor found a home in the Z H2, which took its cues from the SC-02 Soul Charger.

By then, the original Ninja H2′s power had been raised to 228 hp from its original 197 hp, making space for the newer, cheaper machines to step in at that sub-200 hp power point. For 2021, the Z H2 SE was added to Kawasaki’s lineup, taking the base Z H2 and slotting KECS computer-controlled damping into the Showa fork  and shock.

Updates for 2023

Paintwork aside, the Z H2 and Z H2 SE haven’t been altered since their introduction. Given that the COVID-19 pandemic struck just as the original Z H2 hit the market, drying up supply chains and sales with effects that are still being dealt with today, they’re still a rare enough sight on the street to guarantee a second glance.

Pricing and Variants

The base Z H2 will set you back $18,500 and comes only in Metallic Phantom Silver/Metallic Carbon Gray with a red trellis frame and wheels in 2023. The Z H2 SE is $20,700 and also comes in just one color scheme, Metallic Matte Graphenesteel Gray/Ebony/Mirror Coated Black, with black wheels and a green frame and graphics. The SE also adds Kawasaki Electronic Control Suspension (KECS) with Showa Skyhook EERA technology, Brembo Stylema front calipers, and stainless steel braided brake lines.

Competition

If you’re stuck on the idea of a supercharger, then there’s nothing to compete with the Z H2 outside of its sister H2 models in the Kawasaki range or the frighteningly expensive Bimota Tesi H2 using the same engine. However, the options for powerful naked bikes have expanded considerably over the last couple of years, with Ducati’s Streetfighter V4, V4 S, and V4 SP setting the bar at 205 hp from its 1,103cc V-4 engine, a figure that’s matched by MV Agusta’s Brutale 1000 RR, Brutale 1000 RS, and Rush.

Step down a power class to the 170–180 hp region and the market grows; KTM’s 1290 Super Duke R, Triumph’s Speed Triple 1200, and Aprilia’s Tuono V4 all sit here, as well as the EBR 1190SX, with BMW’s S 1000 R falling just a fraction behind them in terms of outright grunt. Meanwhile, buyers who want the Z H2 for its combination of vast torque and unique engineering might also be tempted by the likes of Triumph’s 2.5-liter 180 hp Rocket 3 R.

The supercharged 998cc four-cylinder will always be a talking point and marks the Z H2 as a future classic. (Kawasaki/)

Powertrain: Engine, Transmission, and Performance

The main draw of the Z H2 is inevitably that supercharger, spinning at 110,000 rpm and forcing more air into the 998cc four-cylinder engine than it would otherwise be able to inhale. Essentially that means it behaves like a larger-capacity motor. There’s a slight hesitation on initial throttle openings, but after that the flow of torque and power is enough to allow wheelies on demand and sub-10 quarter-mile times. That power, all 197 hp at 10,500 rpm and 101 lb.-ft. at 8,500 rpm according to Kawasaki’s spec sheet, or 167.2 hp at 10,580 rpm and 87.6 lb.-ft. at 8,560 on the CW dyno, travels through an assist-and-slipper clutch to a quickshift-aided six-speed transmission.

Testing the Z H2 SE for Cycle World, Doug Toland said: “To say it ‘peaks’ may actually be a bit misleading; the H2 has an almost electric torque feel starting from 2,000 rpm and basically adds 20 hp with every 1,000 rpm.”

Handling

Whether you opt for the base Z H2 or the semi-active damped Z H2 SE, you’re buying a high-spec set of suspension components. It shows in the way the bike hides its mass (529 pounds for the base model, 531 pounds for the SE). It’s not a track-focused machine, but with so much power on tap, the stability of the chassis is a blessing. It also means that while the Z H2 can be a top-rate adrenaline pump when required, there’s a sensible side that lets it swallow miles without leaving your nerves frayed at the end of every journey.

The 320mm discs and Brembo calipers are always a solid combination, and Kawasaki’s KIBS system makes the most of them. (Kawasaki/)

Brakes

Like the suspension, Kawasaki hasn’t cheaped-out on the Z H2′s brakes. Brembo M4.32 Monoblock calipers grab 320mm front discs, assisted by Kawasaki’s KIBS antilock system, which monitors brake pressure, wheel speed, throttle position, clutch position, and gear to optimize the level of braking provided, limiting rear wheel lift, and helping to make any intervention by the ABS to be less intrusive. The front brake is very strong with good feel to the point of ABS intervention, at which point the rider loses some feel but no stopping power, unless the ABS fully takes over to avoid what it determines to be impending wheel lockup.

Use the Z H2’s performance to its fullest and you’ll run a tank of fuel to its emptiest in no time. (Kawasaki/)

Fuel Economy and Real-World MPG

During testing we managed 40–45 mpg on the freeway and 28–30 mpg on more involving roads. With a 5-gallon tank, that means 150–200 miles per tank is possible depending on how brutal you are with the throttle. But, as Doug Toland discovered, you don’t get to use all that supercharged performance for free. He wrote, “The H2 can devour gasoline at an alarming rate if you spend a lot of time deep in boost. I once saw 7—that’s seven—mpg.”

Ergonomics: Comfort and Utility

There may be superbikes that offer even more performance than the Z H2, but chances are you’ll crawl off them after a day’s riding with a back like Quasimodo. That’s where another of the Kawasaki’s strengths shines through as it’s a surprisingly comfortable, roomy machine. “Vibration is surprisingly low despite a high-rpm blower, seat comfort is surprisingly high even after many 200-mile days, and seat-to-footpeg distance is good and generous; I never touched a footpeg (or anything else) to the ground,” said Cycle World’s test. “The rider triangle is pretty comfortable and well proportioned; the only noticeable quibble was that the passenger seat seemed a little close for my 5-foot-10 frame at times.”

Color TFT display gives access to all the Z H2’s gadgets and settings. (Kawasaki/)

Electronics

Although not quite as packed with electrickery as the Ninja H2 SX SE, Kawasaki’s first radar-assisted motorcycle, the Z H2 and Z H2 SE aren’t short of toys. Both versions get cruise control, launch control, traction control, and ABS with an IMU-assisted Kawasaki Cornering Management Function (KCMF) that assists braking and acceleration in turns, multiple riding modes, smartphone connectivity, and a standard up-and-down quickshifter. On top of that, the Z H2 SE gains Kawasaki’s KECS semi-active damping, using a Skyhook algorithm to alter the suspension settings as you ride and adding multiple modes for different conditions.

Warranty and Maintenance Coverage

A one-year, transferrable, unlimited-mileage warranty is standard, with the option of Kawasaki Protection Plus to extend it.

Quality

All the H2 bikes are Kawasaki’s flagship models, and their build and spec reflect that. The Z H2 lacks some of the top line elements offered on the Ninja H2, such as self-healing paint, but it’s still at the apex of the firm’s quality.

2023 Kawasaki Z H2/Z H2 SE Claimed Specifications

MSRP:	$18,500/$20,700
Engine:	998cc, DOHC, liquid-cooled inline-four w/ supercharger; 16 valves
Bore x Stroke:	76.0 x 55.0mm
Transmission/Final Drive:	6-speed/chain; quickshifter
Fuel Delivery:	Fuel injection w/ 40mm throttle bodies
Clutch:	Wet, assist-and-slipper clutch; hydraulic actuation
Engine Management/Ignition:	TCBI w/ Digital Advance
Frame:	Trellis steel chassis
Front Suspension:	Showa 43mm SFF-BP fork, compression, rebound and preload adjustable (KECS semi-active damping adjustment on Z H2 SE); 4.7 in. travel
Rear Suspension:	Uni-Trak Showa gas shock, compression, rebound and preload adjustable (KECS semi-active damping adjustment on Z H2 SE); 5.3 in. travel
Front Brake:	4-piston Brembo M4.32 calipers, dual 320mm discs w/ ABS (Brembo Stylema on Z H2 SE)
Rear Brake:	1-piston caliper, 260mm disc w/ ABS
Wheels, Front/Rear:	Aluminum, 17-inch
Tires, Front/Rear:	120/70-17 / 190/55-17
Rake/Trail:	24.9°/4.1in.
Wheelbase:	57.3 in.
Ground Clearance:	5.5 in.
Seat Height:	32.7 in.
Fuel Capacity:	5.0 gal.
Wet Weight:	529 lb. / 531 lb.
Contact:	kawasaki.com

Source: MotorCyclistOnline.com