The 390 Adventure is KTM’s big-bike-inspired beginner ADV. (KTM/)

Ups

• Well priced for a first dip in the ADV pond
• Nice electronics suite that keeps on improving
• Confidence-inspiring stopping power
• Suspension performs well for both street and dirt applications

Downs

• Less refined switch gear

Verdict

While large-displacement ADVs are the golden ticket to long-distance exploring, there’s an argument to be made for smaller, lighter adventure motorcycles to help introduce riders to the category while also being a great time on the trail. KTM’s 390 Adventure is a perfect example of a small-displacement ADV that’s easy to manage yet fully capable of full-spectrum fun.

Overview

The motorcycle market has long prioritized highly capable, albeit large, adventure motorcycles suited for riders with years of experience. That meant only a small selection of ADV machines for the beginner. KTM spotted the gap, which resulted in the launch of the 2020 KTM 390 Adventure.

The Austrian manufacturer repurposed the heart of its beginner-appropriate 390 Duke and RC 390 and wrapped the powerplant in an able-bodied chassis for tackling rougher terrain. With input from multitime Baja winner Quinn Cody, the handling and suspension were developed for off-road chops. Additionally, as covered in CW’s first look, KTM claimed its trellis frame was similar to the one found on the 450 Rally, putting greater emphasis on the 390 ADV’s off-road spirit.

For 2022, KTM sprinkles some more ADV pixie dust on the 390 Adventure to bring it closer to its larger siblings. Updated electronics with off-road ride modes and “more robust” cast wheels make this latest offering even more capable. New paint makes it visually closer to KTM’s Dakar bikes as well.

A welcome site for the traction control’s off-road mode. (KTM/)

Updates for 2022

The bike is still essentially the same machine, with an unaltered steel trellis frame wrapped around a 373cc single-cylinder DOHC water-cooled engine making an impressive 43 hp and 27 lb.-ft. of torque. Recently updated to meet Euro 5 emissions limits on KTM’s home continent, that mill gets a new suite of electronic rider aids for 2022.

The traction control system now has an off-road mode alongside the standard street setting, allowing more wheelspin before stepping in to cut torque. Meanwhile, updated ABS now includes a cornering system that works when the bike is banked.

The 2022 bike also gets new 10-spoke cast alloy wheels said to be stronger than the previous hoops.

Pricing and Variants

The 390 Adventure comes in two color choices and is listed at an MSRP of $6,799.

Competition

The adventurous 390 can battle it out with the BMW G 310 GS, Kawasaki Versys-X 300, or Honda CB500X, but these would need more aggressive tire treads to better compete with the KTM’s dirt-suited Continental TKC 70s.

The new color nods to KTM’s dune and desert racebikes. (KTM/)

Powertrain: Engine, Transmission, and Performance

The Adventure’s Euro 5–compliant 373cc single-cylinder engine is the same engine that can be found in the 390 Duke. Although motivated by a sub-400cc single, the bike has plenty of big-bike attitude, as confirmed in our first ride aboard the small ADV, where we noted, “This isn’t a beginner’s-only, low-spec and -tech affair. No, this is a motorcycle befitting KTM’s Adventure badge.”

This liquid-cooled single doles out 37.5 hp at 8,970 rpm and 23.2 lb.-ft. at 6,990 rpm when spinning its rear wheel on our Dynojet 250i rear-wheel dyno. There’s plenty of torque for dirt or road applications, as well as ample power for the highway, although riders should expect to use the upper edge of the rpm range when running at freeway speeds. With the wind at our backs, we noted that its top speed could get over the ton and into triple digit speeds.

The 390’s road manners are excellent. (KTM/)

Handling

Quinn Cody, a decorated off-road racer turned KTM R&D rider, provided input on the suspension and handling of the 390 Adventure, which resulted in WP Apex suspension that exceeds expectations. Suspension is stiff enough to handle technical sections off-road, but still performs admirably on road, being planted and taut in those conditions as well. The fork is adjustable for compression and rebound, while the shock is adjustable for preload and rebound.

The bike falls into turns with ease thanks in part to a 56.3-inch wheelbase and lightweight packaging. If traction gets dicey, lean-angle-sensitive TC is there to help. In addition to the Street ride mode, the electronics suite now comes with Offroad mode to suit off-the-beaten-path riding. As previously noted, “The 390 Adventure can handle any terrain put before it as long as you attack it at the proper speed.”

Brakes

Braking performance from Brembo’s budget-conscious ByBre units is excellent. The front radial-mounted four-piston caliper holds fast to a large 320mm disc and a two-piston floating unit grabs onto a 230mm disc. Cornering ABS can be turned off, while the Offroad mode completely deactivates the antilock braking system at the rear and reduces intervention at the front.

KTM says the new cast alloy wheels provide increased stiffness compared to the outgoing units. (KTM/)

Fuel Economy and Real-World MPG

KTM claims fuel economy of 100 km/3.37 liters (about 62 miles/0.9 gallon).

Ergonomics: Comfort and Utility

The fanned-out two-piece seat is well suited for longer jaunts; the reach to bar and peg are plenty spacious and comfortable. There’s ample room for moving around the saddle. The seat height is somewhat tall at 33.7 inches.

An impressive 7.9 inches of ground clearance gives the 390 Adventure a nice buffer between hard parts and rough topography. The stubby windscreen offers some wind protection and does not intrude into the rider’s line of sight.

Electronics

Despite being a smaller, budget-friendly bike, KTM loaded the 390 Adventure with an impressive electronics suite that enables it to excel regardless of conditions. Offroad mode allows some rear-wheel slip for adverse conditions, and maintains its settings in the event of a stalled engine; Offroad ABS balances traction without overregulating brake control on a trail; and KTM’s Motorcycle Traction Control system is lean-angle sensitive.

The rider interface includes a 5-inch full-color TFT display that can be connected to the KTM My Ride app for phone pairing. LED lighting throughout is a nice touch that adds to safety and conspicuity.

KTM doesn’t just slap “Adventure” onto a model name willy-nilly. When KTM says Adventure, it means it. (KTM/)

Warranty and Maintenance Coverage

KTM offers a 24-month/24,000-mile warranty for the 390 Adventure. The warranty can be transferred to subsequent owners within the stated warranty period.

Quality

The switch gear is a little less refined than on KTM’s big bikes, but there are nice touches carried down from the 790 Adventure, like a full-color display that’s easy to read at a glance.

2022 KTM 390 Adventure Claimed Specifications

Source: MotorCyclistOnline.com

The 2022 Kawasaki Z650RS is eye candy in Candy Emerald Green. (Kawasaki/)

Ups

• Decent grunt at all speeds; an especially usable midrange and low-end
• Relaxed, comfortable ergonomics
• Beautiful paint and retro styling

Downs

• Snatchy throttle
• Suspension is soft and has its limits
• Some cheap plastic bits on an otherwise high-quality bike

Verdict

The 2022 Kawasaki Z650RS pairs beautiful ‘70s-inspired styling with a modern middleweight package. Its 649cc engine is plucked straight from the Z650 so there’s a healthy grunt low to midrange, and it’s even more fun to ride around town than it is to look at when it’s parked in front of the coffee shop.

Overview

Rich histories are the backbone for rad throwbacks. Like many manufacturers, Kawasaki continues to satiate buyer’s enthusiasm for all things retro with its new-for-2022 Z650RS. This bike marries timeless 1970s Z1-inspired looks with a compact and modern middleweight design that attracts heritage-loving enthusiasts seeking modern reliability.

The 649cc liquid-cooled parallel-twin engine, same as found in the sugomi-styled Z650, is agreeable to novice or veteran riders desiring something less aggressive than the Z900RS’ inline-four, but still want playful and flexible power delivery.

The 650RS is not an aggressive sportbike, since the suspension is more comfort-oriented and ergonomics are decidedly more upright. But this makes it a great bike for the casual enthusiast who wants something that’s easy on the eyes and also practical for around-town riding.

Kawasaki chose the iconic “Fireball” colorway of the 1972 Z1 to celebrate the five-decade milestone of the Z heritage. Production for this particular trim is limited. (Kawasaki/)

Updates for 2022

The Z650RS is a new model for 2022, but shares nearly all of its architecture with Kawasaki’s Z650 naked, right down to its punchy DOHC 649cc engine, which is completely unchanged.

The main changes from the Z650 are on the ergonomic and styling fronts: minimal bodywork; a differently shaped, smaller 3.1-gallon teardrop tank; and an exposed headlight bucket to distinguish it from the naked model.

Pricing and Variants

The 2022 Kawasaki Z650RS comes in two trims: the base ($8,999) and the 50th Anniversary edition ($9,249). The latter includes the two-tone Candy Diamond Brown/Orange color, commemorative logos, passenger grab bar, gloss black frame, chrome headlight and meter trim rings, gold-colored rims, textured seat with contrast stitching, and a Z 50th Anniversary coffee-table book.

Competition

Similarly styled middleweights include the Royal Enfield INT650 and Yamaha XSR700 whereas more modern designs that compete in homogenous middleweight circles include the Suzuki SV650, Triumph Trident 660, Honda CB650R, Yamaha MT-07, and Aprilia Tuono 660.

The RS shares the same engine as the Z650. It also has the same steel trellis frame and rake and trail dimensions. (Kawasaki/)

Powertrain: Engine, Transmission, and Performance

The DOHC 649cc liquid-cooled parallel-twin engine is the same as the one seen in the Z650, even down to its tuning. With that, the engine shines in the low to midrange with a nice punch of power at 5,000 rpm.

When pulling away from a stop, the snatchy on/off throttle is noticeable and can take some getting used to, especially for newer riders. But when speeds pick up, the twitchy throttle is soon forgotten and the Z-RS’ 48.5 pound-feet of torque and flexible power delivery steal the show. Kawasaki’s claimed 67 hp is not intimidating, yet perfectly capable of higher speeds when asked. The bike has a six-speed transmission and slipper/assist clutch, the latter contributing to a light lever pull.

Handling

The bike’s 24-degree rake and 3.9-inch trail, narrowness, and leverage from the wide handlebar make the Z650RS nicely balanced and agile for side-to-side transitions.

Pushing the bike on high-speed sweepers, however, tests its stability and suspension. The Z-RS’ softly sprung nature means it’s tuned more for comfort than sport. The bike is stable on straight, well-maintained roads, but the limits of its 4.9 inches of travel at the front are revealed when picking up the pace on a canyon road’s pockmarked pavement. The horizontal back-link shock has 5.1 inches of travel and offers preload adjustability.

“For 90 percent of our ride, damping was more than adequate, but get all squidly and this machine will let you know you’ve gone too far,” our test rider noted. Consider this a great, comfortable bike for the street, with some potential for fun weekend rides.

Brakes

The braking package is reliably powerful, with dual two-piston calipers and 300mm discs up front and a one-piston caliper and 220mm disc out back. During testing we found the brakes had good feel and no fade. The standard ABS never came on intrusively to spoil the party, despite our best efforts. The brake lever has a five-way-adjustable lever, as does the clutch.

Pricing starts at $8,999. Although the Metallic Moondust Gray is the same price as the green version, it doesn’t have the same gold rims or raised Kawasaki logo. (Kawasaki/)

Fuel Economy and Real-World MPG

Fuel economy for the Z650RS is not currently available.

Ergonomics: Comfort and Utility

Longer fork tubes raise the upper triple clamp 20mm compared to the Z650 and situate the wide, flat handlebar higher for a neutral upright riding position. Kawasaki says that the handlebar grips are 50mm higher and 30mm further back, compared to the Z650.

Cycle World found that “the RS’ taller and wider handlebar sets the rider up in a relaxed upright position, while the seat’s narrow front portion gives stubby legs an easy stab to the asphalt.” A low, 31.5-inch seat height helps contribute to no-fuss touchdown. Hollow-centered rubber pads on both the rider and passenger footpegs help reduce vibration and improve rider comfort.

Dual analog gauges flank an LCD screen. (Kawasaki/)

Electronics

Kawasaki has done an admirable job blending modern with retro. Take the lighting, for example; there’s a circular round headlight and an oval taillight design, the latter an homage to the old-school Z model, but full LED. The dual analog gauges also contribute to the retro vibe, but a white-on-black LCD screen with modern format provides extra information in between the dials.

While a few of the 650′s competitors have ride modes, the Z650RS does not. Note, however, that it’s equipped with ABS.

Rich histories serve as a great platform for modern throwbacks. (Kawasaki/)

Warranty and Maintenance Coverage

Kawasaki offers a one-year limited warranty that can be extended up to 48 months.

Quality

Kawasaki’s Z650RS has a high-quality paint job that’s especially striking in the Candy Emerald Green 50th Anniversary heritage dual tone color, plus eye-catching gold rims. Some cheap plastic parts are evident in the instrument and tail areas.

2022 Kawasaki Z650RS Claimed Specifications

Source: MotorCyclistOnline.com

The Meteor 350 is a charming small-displacement cruiser from the India-based brand. (Royal Enfield/)

Ups

• Friendly manners
• All-day comfort from a well-padded seat
• Tripper Navigation comes standard
• Comforting three-year, unlimited-mileage warranty

Downs

• Poor engine and braking performance
• Soft suspension settings soak up bumps well enough, but the bike is not capable of being pushed as hard as its competition
• Untidy fit and finish

Verdict

The Meteor 350 is a simple, humble cruiser that helps build confidence in new riders with its approachable single-cylinder engine. Its performance figures may not be the most inspiring, and overall build quality could use refining, but the little Meteor isn’t meant to be a power cruiser. This bike is designed to take you where you need to go comfortably and simply with its built-in navigation system leading the way.

Overview

The Meteor 350, introduced to the American market in 2021, is the most recent addition to the small-displacement cruiser market. A mild-mannered 349cc air/oil-cooled single-cylinder engine sits below a large, bulbous tank that’s a throwback to bikes of yesteryear, but the bike does have modern touches, with its Tripper Navigation system and front/rear ABS.

Comfortable ergonomics and relaxed handling make this bike appealing to riders who want a comfortable machine for putting around town. The Meteor may not have the performance or refinement offered by other bikes in the segment, but it invites riders to relax and enjoy the ride.

Comfort is king. Relaxed ergonomics and a flat seat make the Meteor 350 a great choice for all-day cruising. (Royal Enfield/)

Updates for 2022

There are no updates for the 2022 model.

Pricing and Variants

The 2022 model MSRP ranges from $4,649 to $4,799, depending on which of the seven colors is chosen. Stellar and Supernova colors come with a passenger backrest.

Competition

The Honda Rebel 300 and Yamaha V Star 250 are also small-displacement cruisers featuring user-friendly performance at low cost. Riders will find that the Rebel 300 and V Star 250 will offer more performance than the Meteor 350.

Outright horsepower may be lacking, but a flat torque curve and quick run to peak torque make up for it. (Royal Enfield/)

Powertrain: Engine, Transmission, and Performance

The mellow air-/oil-cooled single in the Meteor is exceptionally easy to come to grips with. Its 17.9 peak power and 18.2 lb.-ft. of torque are not staggering by any means, but peak torque is delivered at 2,800 rpm, and 90 percent of the engine’s torque is delivered at just 1,800 rpm. That immediate torque and flat torque curve make the Meteor 350 an easy bike to ride from stoplight to stoplight, with plenty of grunt to get off the line and have a little fun.

During freeway rides we noted a max speed of 70 to 75 mph, so the bike may struggle to keep up with faster traffic. Although it has a modest top speed, at least it doesn’t feel like it’s struggling; the balance shaft does a fantastic job eliminating most engine vibrations.

The meaty clutch lever is relatively easy to pull. However, finding the engagement point is not as simple. A heel-toe shifter gives the rider different shifting options for clicking through the five-speed gearbox.

Handling

The Meteor’s handling and relaxed rider triangle are what make it an easygoing cruiser. A rigid chassis offers stability and a confidence-inspiring ride at city and moderate highway speeds. A 41mm fork keeps the bike on the intended line while twin tube emulsion shocks with soft settings soaking up imperfections. Although there is some wallowing at the rear end, and that softness limits how hard the bike can be pushed in turns, overall ride comfort is there. The Rebel’s power-to-weight ratio of 25 hp to 372 pounds make it capable of being pushed harder than the Meteor’s 17.9 hp to 421 pounds. Tip-in feel on the 350 is great, but you rarely find yourself wanting to go fast enough to need any real lean angle.

The Meteor is available in seven different colors including Stellar Blue, shown here. (Royal Enfield/)

Brakes

A ByBre two-piston caliper and 300mm disc serve as the front end’s braking system while a ByBre one-piston caliper and 270mm disc are used out back. Mushy feel at the lever and a noncommunicative rear brake pedal don’t help the Meteor’s poor brake performance. When the Meteor went through our performance testing, 60–0 test results gave us a 158.8-foot stopping distance, a whole 17.5 feet longer than the Rebel.

Fuel Economy and Real-World MPG

The Meteor 350 has an impressive CW-measured fuel economy of 60.1 mpg. A large-for-its-class 4.0-gallon tank means many miles before a fill-up is needed.

The bulbous tank is big, but does not intrude on the rider’s personal space. (Royal Enfield/)

Ergonomics: Comfort and Utility

One area where the Meteor 350 stands out is comfort; the Royal Enfield feels more plush than Honda’s Rebel 300. The seat is wide and cushy and the riding triangle is more neutral. Reach to the bars is relaxed and the foot-forward peg position is casual. Seat height is also short-rider-friendly at 29.7 inches.

Electronics

Tech on the modest Meteor includes ABS, electronic fuel injection, halogen headlight with LED light guide, and an LED taillight.

To have a navigation system standard in an under-$5K motorcycle is impressive. This little screen connects to the Royal Enfield app to provide directions from point A to point B. The screen is clear and easy to read. An analog speedometer has an LCD screen within, for added info.

The Meteor’s under-$5K MSRP and mild manners are characteristics that beginners can love. (Royal Enfield/)

Warranty and Maintenance Coverage

The Meteor comes with an impressive three-year unlimited-mileage warranty.

Quality

The Meteor does not have the most tidy fit and finish. Sloppy wiring is evident, and overall quality control is clearly lacking, with hardware loosening up during rides. This Royal Enfield does nail a classic retro look, but that shouldn’t have to come with obvious sacrifice.

2022 Royal Enfield Meteor 350 Claimed Specifications

Source: MotorCyclistOnline.com

The CB650R slides in between the CB300R and CB1000R Black Edition in Honda’s Neo-Sports Café lineup. (Honda/)

Ups

• Lively and engaging inline-four, a configuration unique in this class
• Crisp throttle response
• Surprisingly accessible seat height
• Excellent braking
• High level of quality

Downs

• Higher price than many of its competitors; also gets a $100 price hike from last year
• Sporty front suspension tracks well in turns, but its firmness can result in jarring feedback on bumps

Verdict

Riders interested in a top-quality middleweight naked powered by an entertaining and high-revving inline-four will find the Honda CB650R is the only bike in the 650cc range that hits all those marks. All the other bikes in the category are of the two- and three-cylinder variety. However, the CB650R’s MSRP tops the list compared to the competition.

Overview

Inline four-cylinder engines have been a staple of Honda’s lineup since the 750 Four debuted in 1969. Fast-forward 50 years to 2019, when Honda’s CBR650F and CB650F middleweights were heavily revised and given the R suffix to better match the bike’s sporty performance. The outgoing streetfighter-styled CB650F was replaced with a freshly designed naked middleweight that now represents what Honda calls its Neo-Sports Café segment. This new styling, reminiscent of the late ‘90s/early ‘00s Hornet/Honda 599, is seen in today’s CB650R, modernized with blacked-out paint and burnished bronze detailing.

Today, the CB continues to bring the classic high-revving spirit of its flamboyant predecessors with its liquid-cooled 649cc mill. The CB650R claims a unique spot in today’s current middleweight class as being one of the only 650cc bikes equipped with an inline-four engine, unless your definition of “middleweight” includes the GSX-S750 or Z900.

The midsize CB makes for an appropriate step up from beginner bikes or a reintroduction to riding. Its engine, comfortable ergos, solid braking performance, and top quality receive top grades that, for those interested, may outweigh the somewhat unbalanced suspension and high price.

Modern LED lighting throughout gives the CB its pristine look. (Jeff Allen/)

Updates for 2022

Nothing has changed for 2022. Honda made changes to the CB’s suspension, engine, ergo, and styling just last year.

Pricing and Variants

The latest CB comes in Matte Black Metallic for an MSRP of $9,299, which is $100 more than last year’s model.

Competition

The CB’s main competition comes from the Aprilia Tuono 660, Kawasaki Z650, Suzuki SV650, Triumph Trident 660, and Yamaha MT-07. Larger-displacement offerings like the Suzuki GSX-S750 might also be considered when shopping this class.

The SV650 ABS ($7,749), MT-07 ($7,899), Z650 ABS ($8,049), and Trident ($8,395) undercut the $9,299 CB by $900 or more and are arguably just as much fun and lively. The larger-displacement GSX-S is even less expensive at $8,549. The only competitor that the CB beats in price is the Aprilia Tuono 660, which has an $10,499 MSRP.

The 649cc engine loves to rev and rev high. (Jeff Allen/)

Powertrain: Engine, Transmission, and Performance

The twin-spar frame houses the same powerplant seen in the CBR650R, a liquid-cooled DOHC 649cc inline-four. The CB’s engine is tuned for high rpm, as is evident in its peak power figures and real-world character. As seen in our dyno test, its peak 81.9 hp is achieved at 10,870 rpm and its 42.97 lb.-ft. of torque at 7,960 rpm. At 7,000 rpm there is some vibration present; push it past 8,000 and the vibration diminishes. In any case, the ride is an exciting one. In our review, we noted that “aggressive riders will be entertained by the opportunity to push it to high rpm and draw out more of its raucous energy, but the linear way the power is delivered means the bike is also accessible to riders climbing the displacement ranks.”

A twist of the throttle rewards riders with crisp throttle response and addictive intake and exhaust sounds. Twin air ducts on either side of the fuel tank direct air into the airbox to produce a great growl; a large 1.5-inch bore tailpipe trumpets sound out of the exhaust.

Handling

Last year Honda swapped out the Showa Separate Function fork for the Showa Separate Function Fork Big Piston version. This fork carries over into the 2022 model year and gives the middleweight CB a sporty and firm ride quality. This stiffness helps the bike track into turns, but harsh bumps have their say.

On the other end, the Showa shock does a better job absorbing roughed-up roads, though rebound and compression adjustability would help balance out the ride. The bike’s 445 pounds is carried well though, which is nice when hitting snaking turns.

Brakes

Stopping is handled by Nissin calipers at both ends. The dual radial-mounted four-piston units at the front work particularly well with the two floating 310mm discs; braking responsive and perform with an easy one-finger pull at the lever. The rear’s single-piston caliper grabs hold of a 240mm disc. Coming to a stop is uncomplicated, as it should be.

A single finger on the brake lever is practically all you need to bring the CB to a halt. (Jeff Allen/)

Fuel Economy and Real-World MPG

During our time on the bike, we averaged 47 mpg.

Ergonomics: Comfort and Utility

The CB’s handlebar was canted forward as part of the MY21 changes and the reach there is comfortable, whereas the pulled-back peg position makes the full rider triangle somewhat sporty. Honda managed to keep the bike fairly narrow, which is impressive considering there is an inline-four engine there.

The 32-inch seat height is reasonably approachable, especially considering that the beginner-friendly CB300R is only fractions lower.

Electronics

While the CB does not have ride modes, it does have rider aids such as Honda Selectable Torque Control (or traction control) and two-channel ABS. HSTC can be turned off.

The white-on-black LCD display is somewhat modern, although it’s quickly starting to fall behind full-color TFT units. Font sizes were increased last year and the display angle was slightly altered to help with visibility in full sun.

Honda keeps all of the CB’s lighting up to modern standards; LEDs are found in the headlight, taillight, and turn signals.

The air ducts on either side of the tank feed into the airbox, giving the CB its entertaining intake growl. (Jeff Allen/)

Warranty and Maintenance Coverage

Honda’s transferable warranty includes one-year, unlimited-mileage coverage. The HondaCare Protection Plan is available for extending that coverage.

Quality

Like the CB1000R, the middleweight CB has fine fit and finish. Minimalist details match the bike’s clean look, making for a simple yet effective design.

2022 Honda CB650R Claimed Specifications

Source: MotorCyclistOnline.com

The Kawasaki Z400 is the naked version of the Ninja 400. (Kawasaki/)

Ups

• Comfortable, upright ergonomics
• Same great engine as in the Ninja 400
• Nimble handling
• Hello, cheap thrills! Great low price

Downs

• Side shrouds can cramp taller riders

Verdict

Kawasaki’s Z400, small streetfighter with aggressive styling, provides cheap thrills with its near $5K price. The bike is well prepared for urban environments but also fun to ride on backroads or on the racetrack. The 400 stands out with nimble handling and a fantastic engine that riders won’t easily outgrow.

Overview

Introduced in 2019, the Kawasaki Z400 is a relatively new face to the small-displacement naked bike category. Unveiled a year after the significantly revised Ninja 400, the Z400 combines stripped-down streetfighter styling with the same capable, fun-loving 399cc parallel-twin engine found in its sibling. All the important characteristics of a small-displacement machine remain; the 400 is light and agile and its engine is great for developing riders. And for those who simply aren’t Ninja people, its upright ergonomics make it comfortable for longer commutes. It’s no wonder the Z400 followed on the coattails of its counterpart when it claimed the 2019 and 2020 Cycle World Best Lightweight Sportbike award.

At $5,199, the Z400 is priced competitively for the beginner market. (Kawasaki/)

Updates for 2022

Kawasaki offers the 2022 models in two color options: Candy Lime Green/Metallic Spark Black and Pearl Robotic White/Metallic Matte Graphenesteel Gray.

Pricing and Variants

The 2022 Z400 is competitively priced for the beginner motorcycle market at $5,199. The only version of this motorcycle is equipped with standard ABS.

Competition

The Z400 is not alone in its quest for attracting newer riders. The Austrians have a selection of small-displacement naked bikes with the KTM 390 Duke, Husqvarna Vitpilen 401, and Husqvarna Svartpilen 401. Competition from Japan includes the Honda CB300R and Yamaha MT-03. At the beginner/intermediate level, there’s also the Suzuki SV650.

A chipper 399cc parallel-twin engine powers the Z-four-hundo. (Kawasaki/)

Powertrain: Engine, Transmission, and Performance

When a motorcycle is easy enough for a new rider to tame but still exciting enough to make a veteran rider smile under their helmet, there’s usually a well-balanced engine to blame. Such is the case with the Z400; its parallel twin won’t scare off beginners, but it can be ridden hard when asked. Its assist-and-slipper clutch has an easy pull and aids in smooth deceleration into corners.

On the CW dyno, the engine delivers 44.1 hp at 9,830 rpm and 25.1 lb.-ft. of torque at 8,250 rpm to the rear wheel. The resulting power curve is linear and the torque curve is broad and flat. Power delivery is extra smooth, receiving top marks from our editors.

Handling

The nonadjustable 41mm Showa fork and preload adjustable KYB shock have softer spring rates than the Ninja 400′s suspension units. We found that the Z400 performs well over bumpy surfaces with a cushy, well-damped ride. Overall, its nimble chassis and neutral handling make the Z400 easy to control and tip into turns, and its light weight and low mass make maneuvering at low speeds easy.

Brakes

Nissin calipers grab hold of 310mm and 220mm discs (front/rear). They do not provide a strong initial bite, but that’s OK for beginners. Nonswitchable ABS comes standard.

Aggressive in style, but not so aggressive in ergonomics. On the Z, riders will have a more upright riding posture than if they opted for the Ninja 400. (Kawasaki/)

Fuel Economy and Real-World MPG

The Z400 does not shy away from longer stints between fill-ups and can regularly get 45.4 mpg.

Ergonomics: Comfort and Utility

The Z400′s rider triangle is more relaxed than the Ninja 400′s. The one-piece handlebar is wider and the pegs are in a forward position. Our test rider wrote, “I’m only 5-foot-10, but I look pretty large on the Z400. I wouldn’t go so far as to say I felt cramped on the Z400, but roomy it is not.” Significantly, protruding side shrouds also hit our taller test riders’ knees. The Z400 is, however, inviting to shorter riders with its claimed 30.9-inch seat height and slim tank. Because it does not have a windscreen or extra bodywork like the Ninja 400, the Z does not offer the same amount of wind protection.

Electronics

The Z’s electronics are uncomplicated. ABS comes standard as a safety feature and an Eco mode indicator on the LCD dash lets the rider know when they are riding efficiently. The stacked instrument has a different orientation than the Ninja’s, but it also uses large display fonts that are easily readable at a glance. LED lighting illuminates the road at night.

Whether taking on the open road or slicing in and out of traffic, the Z dishes out the fun. (Kawasaki/)

Warranty and Maintenance Coverage

Kawasaki offers a one-year limited warranty with an option to extend with the Kawasaki Protection Plus program.

Quality

Beginner friendly doesn’t mean a bike has to be cheaply made. Kawasaki’s quality has improved over the years. The Z400 has a nice fit and finish with beautiful paint, clean lines, and a tidy dash.

2022 Kawasaki Z400 ABS Claimed Specifications

Source: MotorCyclistOnline.com

Futuristic bodywork makes the small Vitpilen easy on the eyes. (Husqvarna/)

Ups

• Easy Shift for clutchless up/downshifting
• Lightweight and compact for easy handling
• Great brakes

Downs

• Ergonomics not as comfortable as Svartpilen’s
• Seat is also uncomfortable
• Illegible dash

Verdict

The Vitpilen 401 brings the same exciting small-displacement spirit as Husky’s Svartpilen, but clip-ons and street-focused Metzeler M5s give it a cafe racer vibe. What it may lack in riding comfort it makes up for in handling.

Overview

Husqvarna does a great job at bringing its concepts to life, and the Vitilen is a perfect example. First introduced alongside the Svartpilen 401 concept at the 2014 EICMA show, the Vitpilen went into production just three years later.

Now in its fifth year in production, the Vitpilen 401 continues to strut its stuff as the brand’s small-displacement, cafe racer-styled model. This motorcycle goes with road-focused tires, clip-on-style handlebars, and vibrant white paint compared to its dark, rugged Svart sibling. A 373cc single-cylinder engine, WP Apex suspension, and steel trellis chassis give it nimble, street-shredding capability.

The Vitpilen 401 has seen a significant drop in price over the years. Priced at $6,299 early on, the bike now sells for $5,399. It is more wallet-friendly than ever. (Husqvarna/)

Updates for 2022

The Vitpilen sees cosmetic changes to its bodywork, including the new white finish, anodized rims, and some changes to the detailing on the side panels.

Pricing and Variants

The 2022 Husqvarna Vitpilen 401 shares the same $5,399 MSRP as the Svartpilen.

Competition

Husqvarna sees competition not only in its own backyard, with the Svartpilen 401 and KTM 390 Duke, but also from the Kawasaki Z400, Yamaha MT-03, and Honda CB300R.

The ’Pilens’ cafe and scrambler styles balance each other; if the Svartpilen is the yin, then the Vitpilen is the yang. (Husqvarna/)

Powertrain: Engine, Transmission, and Performance

The 373cc single-cylinder engine is a punchy, exceptionally entertaining powerplant. Twist the ride-by-wire throttle and let the low-end torque and 40 ponies carry you down the straightaway or around tight bends. The quick-revving thumper has no issue getting up to and maintaining highway speeds either.

Its peppy engine is paired with a slipper-clutch-equipped six-speed gearbox. The slick-shifting gearbox is also connected to Husky’s Easy Shift sensor, which allows for clutchless up- and downshifting.

On our dyno, the 401 produced 41.4 hp at 8,740 rpm and 26.4 pound-feet of torque at 6,880 rpm. As you can read in our test coverage, Husky says that it is tuned more for urban riding, with its power lower in the rev range compared to its more purely athletic cousin, the RC 390.

The steel trellis frame and single-cylinder engine are a compact pairing. (Husqvarna/)

Handling

Weighing in at just 340 pounds on the Cycle World scales, the Vitpilen is extraordinarily light. This minimal weight combined with a compact steel trellis frame and admirable WP suspension means the bike is easy to flick through quick transitions and extremely maneuverable at low speeds, despite cafe-style handlebars that provide less leverage than a wide, upright bar.

The 43mm WP Apex fork and monoshock are nicely balanced, soft enough to absorb smaller chop yet firm enough to limit jostling on harsh patches. If riders find that some fine-tuning is needed due to weight or riding style, the fork can be adjusted for compression and rebound. The shock is preload adjustable as well.

Brakes

The ByBre brakes provide strong but not intimidating stopping power. A radial-mount four-piston caliper and 320m disc up front and single-piston floating caliper and 230mm disc at the rear deliver great performance overall. ABS is standard front and rear. The rear system can be turned off with the Supermoto mode.

The Vitpilen has a small 2.5-gallon tank but can make roughly 50 mpg. (Husqvarna/)

Fuel Economy and Real-World MPG

While we do not have fuel economy figures available, the similar 390 Duke made about 52 mpg, so we can guesstimate that the Vit will have similar fuel economy.

Ergonomics: Comfort and Utility

Ergonomics will be somewhat less comfortable than the Svartpilen for many riders due to the clip-on handlebars. Its aggressive rider triangle puts more weight on the rider’s wrists. The younger crowd may not mind, but the forward-canted riding position may convince others to opt for something with a more upright riding position.

The seat height is a tallish 32.9 inches, so short riders will need to balance on one leg or stretch to get two feet down. It’s a naked bike, and therefore not designed for treks across the country, but the Vitpilen’s thin, firm seat is not the most comfortable for that sort of ride anyway.

Electronics

In addition to ABS and Supermoto ride mode, the Vitpilen has a round LCD gauge and LED lighting throughout. The main complaint with the dash is that it is difficult to read; its small black letters and numbers disappear almost completely in the sunlight.

A premium feature is the Easy Shift function, which allows clutchless up/downshifting. This quickshift system is most commonly seen on bikes double the price, so it’s great to have this as standard on a $5,399 bike.

Clip-ons contribute to an aggressive rider triangle. (Husqvarna/)

Warranty and Maintenance Coverage

The Vit’s warranty is 24 months from date of purchase or 24,000 miles, and is transferable.

Quality

The Vitpilen 401′s fit and finish is nearly as pristine as its bright white colorway. Everything is tidy, and the only complaints are that the dash and seat need to be improved, just as they also do on the Svartpilen 401.

2022 Husqvarna Vitpilen 401 Claimed Specifications

Source: MotorCyclistOnline.com

What a gem: the Street Twin’s Cobalt Blue brings the price up to $9,995. (Triumph/)

Ups

• Lovely and approachable 270-degree crank parallel-twin engine
• Predictable handling via a well-developed, stable chassis
• Thick, comfortable seat
• Nice attention to detail with aluminum accents

Downs

• Annoying gas cap and delay in fuel level display after fill-up
• For the price you’d think the Street Twin would have full LED lighting
• Engine heat and vibration

Verdict

If a motorcycle with a sensible and friendly engine, predictable handling, comfortable seating, and classic looks checks all the right boxes for you, and you don’t mind paying a somewhat premium price, then the Triumph Street Twin is a great option.

Overview

The Street Twin is one of the top-selling modern classics in Triumph’s lineup. Introduced in 2016, the bike pairs classic styling with an engine that is agreeable to a wide variety of riders. Significant updates were made in 2019, while more changes were made this year to improve its engine and further refine comfort and quality. These changes go a step further in helping the bike attract a widespread following.

Currently, Triumph uses “Street” in its model names to indicate that a lower-displacement engine is used than in the higher-powered “Speed” models (though we may see a change in Triumph’s naming conventions in 2023). The Street Twin is powered by Triumph’s 900cc parallel-twin engine. A 270-degree firing order and ample low- to midrange torque give this engine an engaging character. Pair that with the bike’s classic design and excellent fit and finish for a sensible, if somewhat pricey, Street Twin.

The Street Twin EC1 Special Edition gives a nod to the moto culture of London’s East End. (Triumph/)

Updates for 2022

The Street Twin’s engine is now Euro 5 compliant. Other updates include a thicker foam seat, new cast wheels with machine detailing, new bodywork, and brushed aluminum detailing.

Pricing and Variants

The 2022 Street Twin’s price ranges from $9,695 to $9,995, depending on color; choices are Jet Black, Cobalt Blue, or Matte Ironstone. Anglophiles will be stoked; the Twin also comes in the EC1 special edition ($10,445). The name comes from the custom moto culture in London, specifically within the historic district of London, the postal code for which is EC1.

Competition

There are many manufacturers riding the retro-style wave. Shoppers have a mix of modern and retro-styled bikes to look at, including the Honda CB650R, Royal Enfield INT650, Suzuki SV650, Moto Guzzi V7, Yamaha XSR700, Kawasaki W800, or the new-for-2022 Z650RS.

The negative space between the parallel twin and tubular steel frame is quite attractive. (Triumph/)

Powertrain: Engine, Transmission, and Performance

A 900cc parallel twin (now Euro 5 compliant) is as easily controlled as it is fantastically engaging. There’s a ride-by-wire throttle for precise response and a five-speed gearbox with a wet, multiplate, and torque-assist clutch for smooth gear changes. The 270-degree crank delivers loads of character and the engine’s power is concentrated in the low to mid-rpm range. In fact, over 50 pound-feet of torque is delivered between 2,750 and 6,000 rpm as indicated on its dyno chart. Overall, the engine produces 60.1 hp at 6,880 rpm and 55.6 pound-feet of torque at 3,700 rpm. This is plenty to carry the bike well through twists and turns and is very user-friendly from stoplight to stoplight.

Nothing is perfect, though, and there are a couple of complaints with this engine. First, engine heat begins to toast the rider’s right shin after about 40 minutes of riding. Second, vibrations tend to creep into the pegs at around 5,500 rpm. Fortunately, the vibration doesn’t make its way into the handlebar.

A single 310mm disc and four-piston caliper at the front slow the Twin down. (Triumph/)

Handling

Bring on miles of winding roads. The Street Twin tackles any type of curved road, switchbacks or sweepers alike, with confidence. The rider can pick a line and stay there thanks to the bike’s predictable handling and stable double-cradle steel-tube frame.

KYB suspension at both ends plays a supporting role in the bike’s good backroad manners. The 41mm fork and dual shocks keep the bike settled in the turns, and both ends are planted. That said, the shocks’ compression setting is slightly stiff and rebound is quick, causing a slight bucking on sharp bumps. Both ends have a moderate 4.7 inches of travel.

Brakes

No brand loyalty when it comes to brake calipers. The Twin has Brembo and Nissin calipers front and rear, respectively, and the Brembo caliper grabs the 310mm disc with a determined bite. Although the Nissin/255mm rear disc combo gets the job done, more pressure must be applied to the rear brake pedal than anticipated to get the same level of performance.

Fuel Economy and Real-World MPG

The Street Twin gets an average of 50.7 mpg.

A one-piece bench seat is thick and comfortable for extended periods of time. (Triumph/)

Ergonomics: Comfort and Utility

The Triumph’s well-padded single-piece seat is nice on the glutes, comfortable for many hours of riding with ample room to adjust and shift as needed. Because there is so much real estate here, two-up riding is very manageable.

The handlebar places the rider in an upright riding position; the pegs, which made for a slightly cramped ride for our 6-foot-tall rider, offer a relaxed bend at the knee for most folks. Seat height is an accessible 30.1 inches.

Electronics

The Street Twin is retro in style but blends in some modern tech, coming standard with switchable traction control, ABS, two ride modes (Road and Rain), an underseat USB charging socket, and an immobilizer-equipped key.

An analog speedometer with an integrated LCD screen provides all relevant information. Lighting is a combination of halogen (front) and LED (rear), though considering the price of this bike, it would be nice to have the best lighting at both ends.

A halogen headlight certainly does keep it old school. LED lighting is found on the back, though, so it would be nice to have LED at the front as well. (Triumph/)

Warranty and Maintenance Coverage

Triumph motorcycles come with a two-year unlimited-mileage warranty.

Quality

Triumphs gush with quality nowadays. Engines are more reliable, and there’s great attention to detail with brushed aluminum accents throughout. Now, if only some of the electronics could be updated…

2022 Triumph Street Twin Claimed Specifications

Source: MotorCyclistOnline.com

The YZF-R3 is Yamaha’s fully-faired entry-level sportbike and is inspired by its larger supersports. (Yamaha/)

Ups

• Point-and-shoot handling
• Compact dimensions and friendly character make it a great beginner sportbike
• Great brake lever feedback
• Beautiful World GP 60th Anniversary Edition

Downs

• 321cc engine falls behind the larger-displacement competition
• No assist-and-slipper clutch, a feature common to both its competition and larger siblings

Verdict

The popularity of the YZF-R platform is undeniable. As the entry into that lineup, the peppy, race-derived YZF-R3 is one of Yamaha’s top sellers thanks to sharp handling and beginner-friendly character. But is that enough when competitors’ engines grow to 400cc? A point to consider when shopping for a small-displacement sportbike.

Overview

Yamaha began competing in the Road Racing World Championship Grand Prix in 1961, and has been learning technological and cultural lessons that inform its motorcycle development ever since. That research, and its results, is carried on today by the tuning fork’s supersport lineup, from the YZF-R1M to the YZF-R3. To commemorate the dawn of its racing heritage, Yamaha decked out its YZF-R series in World GP 60th Anniversary livery for the 2022 model year.

From its slippery bodywork to details like YZR-M1-inspired top clamp and forged aluminum piston technology pulled from the YZF-R1, Yamaha’s littlest supersport is clearly just as serious about its purpose as the more powerful Rs. While the R3 shares these similarities, its tractable 321cc engine makes it attractive to riders who may feel intimidated by the larger iterations. The R3′s refined chassis and communicative brakes make it especially responsive both on the track and on winding roads.

The World GP 60th Anniversary Edition has unique paint, a gold fork, gold rims, gold tuning fork emblems, and special badging on the airbox cover. (Yamaha/)

Updates for 2022

Bodywork graphics have changed for this year, but only slightly, not counting the addition of the World GP Anniversary Edition.

Pricing and Variants

Midnight Black and Team Yamaha Blue return as the two primary color options for the base model, which rings in at $5,299. The YZF-R3 World GP 60th Anniversary Edition, at $5,499, looks particularly good in 60th anniversary Yamaha Heritage White and Rapid Red chain-block livery.

Competition

Competition is in its DNA, which is fortunate as this superbike-derived R3 has loads of tough rivals in the Kawasaki Ninja 400, KTM RC 390, Honda CBR300R, and Suzuki GSX250R.

A 321cc parallel twin lurks beneath streamlined bodywork. (Yamaha/)

Powertrain: Engine, Transmission, and Performance

The R3′s 321cc parallel twin is mild mannered enough to provide riders with an education on managing a motorcycle’s power; the question, for some, is whether it’s enough to entertain riders as they grow, like Kawasaki’s Ninja 400. When we put these two head to head, we concluded that the R3′s lower displacement can indeed hold it back in the eyes of the competition-oriented. That said, the engine is engaging, and loves to be revved high in the 9,000 rpm range as seen by its run on the dyno, where it made 36 hp at 10,700 rpm and 19.8 pound-feet of torque at 9,000 rpm. In our earlier run of the R3, we applauded the bike for its impressive roll-on acceleration at speed and the aggressive sound from the 2-into-1 exhaust.

One odd omission remains an assist and slipper clutch, a feature seen on the YZF-R7 and many of the R3′s rivals. This can hinder the bike from reaching its true potential, because it requires smooth clutch actuation from its rider to keep the chassis stable.

Handling

In the same comparison as mentioned before, Cycle World found that the R3 really shines in its chassis and brake feel: “Refine your downshift technique and the Yamaha will reward you with a confidence-inspiring feel from entry to exit. It’s nimble on its feet, enabling midcorner steering corrections when needed and tackling side-to-side transitions with more aggression than the Ninja. The Yamaha is a very sweet-handling motorcycle.”

The inverted telescopic fork and shock love to be ridden aggressively. Both are stiff and sporty, delivering excellent track manners; the downside is that this stiffness can beat up the rider on average, torn up roads. Overall, though, it’s tough to beat the refinement and control that the R3 offers during sporty rides.

The R3 dominates the track with its stiff suspension and point-and-shoot chassis. (Yamaha/)

Brakes

When trail-braking on the track, the R3 does a fine job of communicating how much brake pressure is applied and how much is left to use. Additionally, the front brake, with its single 298mm disc, is responsive without being too progressive for novice riders. ABS is standard at both ends.

Fuel Economy and Real-World MPG

Fuel economy is claimed to be 56 mpg.

Ergonomics: Comfort and Utility

Clip-on handlebars and tucked pegs place the rider in a sporty riding position over the tank and behind the fairing for great wind protection at speed. This locked-in position may not be the most ideal for longer trips, but when it comes to spirited track rides or canyon roads it has its benefits. The seat is flat and narrow, and its 30.7-inch seat height is approachable for shorter riders.

Midnight Black, for those who prefer the R3 in a darker hue. (Yamaha/)

Electronics

Although it is missing ride modes and a slipper clutch, the R3 does come standard with ABS, LED headlights and taillights, and an LCD dash. The LCD display’s layout is similar to the R1′s, but is less technologically advanced.

Warranty and Maintenance Coverage

The R3, in both standard and World GP edition, has a one-year limited factory warranty.

The windshield and bodywork provide a nice bubble of wind protection. (Yamaha/)

Quality

Yamaha has done an outstanding job in making the little R3 nearly as nice and refined as its larger superbikes. The R3 has sleek bodywork and an organized command center; the only minor complaint is its turn signals, which are unusually big and bulbous.

2022 Yamaha YZF-R3 Claimed Specifications

Source: MotorCyclistOnline.com

“Your entry to the Dark Side” is not a Darth Vader quote. It’s Yamaha’s marketing hook for the approachable MT-03. (Yamaha/)

Ups

• Powered by the same sporty engine as the R3
• Great handling for a budget-friendly bike
• Roomy ergos for such a compact bike

Downs

• Brakes are uncommunicative when the mood gets aggressive
• Heavier clutch pull compared to its competition

Verdict

New riders wanting a taste of Yamaha’s MT range get exactly what they want with the fun and spunky MT-03. The bike’s R3-sourced engine and chassis promise sporty behavior, while MT-inspired ergos provide more comfort for around-town riding.

Overview

There have always been high expectations for Yamaha’s MT-03. Not only was it riding on the success of the MT-07, -09, and -10, but it had to be approachable for the young, so maybe not so reckless. So Yamaha took the sporty engine and chassis from the respected YZF-R3, emphasized comfort with upright ergonomics, left the bike bare bones with sinister styling, and then tested the waters in Europe. Obviously it was successful, as three years later the machine made its way to the US as a 2020 model.

Cycle World tested the MT-03 at the press launch, then got it in-house for dyno testing and a second round of road testing, and concluded that the machine is a great entry point to the renowned MT lineup. The engine is entertaining for all, the handling is pretty impressive, the ergonomics are comfortable for such a compact bike, and the brakes… Well, the brakes could use some refining. Still, the low price point really brings it all together.

The MT-03 is appropriate for riders with limited experience and engaging enough to entertain riders with plenty of miles behind them. And it does it all with MT flair.

The glare and stare from the MT-03’s LED headlight cluster. (Yamaha/)

Updates for 2022

2022 is only the MT-03′s second year of availability in the US market, so no major changes have been made.

Pricing and Variants

The MT-03 is available in three colors: Cyan Storm, Team Yamaha Blue, and Matte Stealth Black. All have the same $4,799 MSRP.

Competition

Today’s lucky new riders get a wide selection of small-displacement naked bikes to choose from. The MT-03 is in the company of the BMW G 310 R, Kawasaki Z400, KTM 390 Duke, Honda CB300R, and Husqvarna Svart/Vitpilen 401.

The 321cc parallel twin recorded 37.1 hp and 20.2 pound-feet of torque on the dyno. (Yamaha/)

Powertrain: Engine, Transmission, and Performance

The MT-03 is powered by a 321cc DOHC parallel twin, the same engine used in the sporty and capable YZF-R3. This powerplant loves to be revved, and riders will find that it’s most entertaining above 6,000 rpm.

If there’s one standout issue with the MT-03, it’s the relatively stiff clutch pull. While it may not go easy on rider forearms, the clutch does have decent feel, and it’s easy to launch the MT-03 from a stoplight. This engine produced 37.07 hp at 10,590 rpm and 20.22 pound-feet of torque at 9,010 rpm on our in-house dyno. It doesn’t have a ton of torque, but its power is engaging for all riders.

The small MT weighs in at a mere 375 pounds when measured on <i>Cycle World</i>’s scales. (Yamaha/)

Handling

Riders of any and all experience levels have to agree that the MT-03 is a light, flickable machine. Cycle World commented that it “tips into the corners quickly and easily without requiring much input from the rider” and later mentioned that its “54.3-inch wheelbase and light 375-pound weight (measured on the CW scales) made maneuvering a breeze, nimbly strutting around like a prize-winning show dog.”

The superb handling goes beyond just lightweight steering, as the MT-03′s 37mm KYB inverted fork and shock deliver impressive ride quality. The front does not feel excessively soft, despite its springs being softer than the R3, and provides good feel when tackling rougher sections of pavement.

The MT’s rigid tubular steel frame is designed for twists and turns. It communicates solidly and does a fine job at keeping the bike stable when hitting apexes.

Brakes

A pull on the front brake lever means a two-piston caliper takes hold of a 298mm disc. Feel at the lever is translated well and the front brake does a decent job bringing this bike to a stop. However, under more aggressive braking, it feels wooden and underpowered. If ABS engages, it is not as noticeable as when the system engages at the rear. Hard pushing on the rear brake lever results in the same mushy underpowered sensation. When the rear caliper clamps down hard on the 220mm rear disc, ABS engages but does not chatter.

Ergonomics are upright and comfortable, although the tank shrouds did warrant complaints from one of our test riders. (Yamaha/)

Fuel Economy and Real-World MPG

Yamaha claims that the MT-03 is capable of 56 mpg.

Ergonomics: Comfort and Utility

The MT-03 has a roomy, open riding position. The tall bar allows ample elbow room and the slightly rearward peg position is a nice balance between sporty and comfortable. The tank’s flared sides meant legroom was slightly cramped for our 5-foot-10 test rider, but taller test riders found they still had space to tuck in and use the tank for added grip in turns.

The seat is flared and wide for nice support, but narrows toward the tank for easy foot-down stops. The measured 31.1-inch perch is average for the small naked bike category, and makes the MT-03 a relatively easy bike for all riders to throw a leg over.

Electronics

As it’s designed for casual trips through town rather than aggressive rides through the canyons, the MT-03 doesn’t get a full electronics suite like its bigger siblings. The LED headlight and two angled position lights give the MT a menacing face; turn signals and taillight are LED as well. Its LCD dash is nothing to write home about, but it’s tidy and easy to read.

The MT-03 in Matte Stealth Black. (Yamaha/)

Warranty and Maintenance Coverage

The MT-03 comes with a one-year, limited factory warranty.

Quality

Whether you like the styling or not, the MT-03 has admirable fit and finish. The only minor grievance we have is that the fuel cap’s keyhole cover was flimsy and held on only by a pin.

The MT-03 is available at an easy-to-swallow $4,799, regardless of color choice. (Yamaha/)

2022 Yamaha MT-03 Claimed Specifications

Source: MotorCyclistOnline.com

The SV650 has been Suzuki’s standard bike flagship since 1999. (Suzuki/)

Ups

• Unique-for-its-class V-twin engine
• Attractive price tag
• Narrow seat
• Great sound
• Tried-and-true design

Downs

• Tried-and-true design means no significant updates in recent years
• Below-average front brake performance
• Heavier than a majority of its competitors

Verdict

For those looking for a great first, second, or even one-and-only bike, the SV650 is a great bet. Today’s crop of competitors puts serious pressure on this proven platform, but the current SV remains true to its roots as a straightforward, simple, charismatic, and capable all-arounder.

Overview

The Suzuki SV650 is an iconic V-twin-powered middleweight. When it entered the fray in 1999, it set a high bar for standard motorcycles everywhere, because it did everything well and seemed to love it. The SV happily served everyone from first-timers to old-timers, many of whom kept them on as long-timers. It’s the rare motorcycle that can be both a first and a forever bike.

While it was wonderfully successful in its first few years, the SV650 unfortunately lost loyal fans when it was restyled and redesigned as the Gladius and SFV650 in 2009 and 2013, respectively. These bikes were heavier and decked out in bodywork that might charitably be called “funky.” Fortunately, it made a comeback in 2017, and got a tasteful follow-up in 2019 with the addition of the cafe-styled SV650X. The revised standard had returned to its roots, and was  approachable, straightforward, and most of all, fun.

Since its return to the tried-and-true design, the SV has introduced a new generation of enthusiasts to its combination of peppy, character-rich V-twin power and agile but predictable road manners. That combo makes it both a highly capable and entertaining commuter and a fun canyon carver.

The SV comes in two iterations, one with ABS (shown here) and the other without. (Suzuki/)

Updates for 2022

Why mess with success again? Suzuki learned its lesson the first time. Maybe a little too well, as the SV650 hasn’t seen a major update in years.

Pricing and Variants

The SV650 is available with or without ABS ($7,749/$7,299).

Competition

Middleweight standards from around the world are coming at the Suzuki in droves. This includes three options from Japan and two from Europe: Yamaha’s MT-07, Kawasaki’s Z650, Honda’s CB650R, Triumph’s Trident 660, and Aprilia’s Tuono 660.

One thing to consider here is that the majority of the competition is powered by parallel-twin engines, with only the Honda CB650R using a four. Suzuki’s V-twin gives it a notably different character, not to mention a much better sound.

The 645cc V-twin engine in the SV is unique, configuration-wise, in the standard bike category. (Suzuki/)

Powertrain: Engine, Transmission, and Performance

The SV650′s proven 645cc V-twin engine has plenty of low- to midrange power for passing traffic, pulling smoothly to its 10,000 rpm redline. In other words, there’s plenty of room to stretch the engine’s legs at higher speeds. The intake and 2-into-1 exhaust also give fantastic tones. In our past review, the engine “displayed the epitome of perfect fueling, sweet gearbox action, and easily managed throttle response.”

A useful feature for new riders is the bike’s low-rpm assist, which adjusts engine speed to help prevent stalling during takeoff. Startup is also an easy task; with a single press of a button, the Easy Start System runs the motor until the bike fires up. No need to pull in the clutch if the bike’s in neutral; make use of the free hand to adjust the mirrors, close your visor, or whatever, as the bike springs to life.

Producing a measured 69.3 hp at 8,530 rpm meant it produced more peak horsepower than its 2017 rivals, but today, peak horsepower figures for middleweights is up in the 70–80 range (we’re looking at you Trident 660, CB650R, and Tuono 660).

A narrow seat and wide handlebar give the SV650 its relaxed ergonomics. (Suzuki/)

Handling

At a claimed 437 pounds, today’s ABS-equipped model is about 8 pounds lighter than the previous-generation SFV650, but 20 or more pounds heavier than current competitors, with the exception of the CB650R. Although this impacts agility somewhat, it aids in overall stability. In an earlier comparison with the Kawasaki Z650 and Yamaha FZ-07, Cycle World commented, “The SV650′s mellowed yet relatable charm is more apparent on the road. It’s not the lightest-handling bike in the group, but it’s the most stable, predictable, and planted on a twisting canyon road and feels totally refined.”

Suspension is handled by a telescopic fork and link-type rear shock for a firm and sporty ride. These components are nonadjustable, with the exception of preload at the rear.

Sometimes it’s OK to not overengineer a motorcycle. Suzuki’s straightforward approach to motorcycle design makes the SV650 a capable and practical motorcycle for everyday riding. (Suzuki/)

Brakes

Braking is handled by two four-piston Tokico calipers and a pair of 290mm floating stainless steel discs up front and a single one-piston caliper and 240mm disc out back. These contribute to good stopping power; however, we found the two front units lacking in bite and power, with numb feedback overall.

Testing the brakes against its 2017 competition showed that the SV needed more room to come to a stop. From 60–0, the SV stopped in 139 feet, which isn’t bad, but the FZ-07 and Z650 did it in 136 and 132 feet.

Fuel Economy and Real-World MPG

We averaged 48 mpg during our testing. This was right in between the FZ-07 (51 mpg) and Z650 (47 mpg).

Ergonomics: Comfort and Utility

The SV650′s ergonomics are relaxed and comfortable. The point where the seat and tank meet is narrow and the handlebar is wide. It is relatively heavy, but the seat height is an admirably low 30.9 inches which makes keeping the bike upright at stops doable.

Although extended periods of time on the seat may cause discomfort, the overall riding position is neutral enough to make it an all-around comfortable commuter and weekend ride.

Electronics

Starting up the SV is a simple affair. The Easy Start System only requires a short press of the starter button while the bike is in neutral in order for the bike to come to life. Pulling in the clutch is not necessary.

A basic LCD display, halogen headlight, and LED taillight are standard; ABS is a $450 option.

Despite the suspension’s minimal adjustability, the spring and damping rates are well chosen, keeping the chassis nicely under control at a rapid pace in the twisty pavement sections without being too stiff at lower speeds on imperfect urban tarmac. (Suzuki/)

Warranty and Maintenance Coverage

Suzuki offers a one-year limited warranty for the SV650 with the option to extend with Suzuki’s Extended Protection plan.

Quality

Although, or perhaps because, this Suzuki hasn’t had a recent update and the components are no longer cutting-edge, this bike is ridiculously reliable.

2022 Suzuki SV650/ABS Claimed Specifications

Source: MotorCyclistOnline.com