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

Ups

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

Downs

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

Verdict

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

Overview

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

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

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

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

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

Updates for 2022

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

Pricing and Variants

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

Competition

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

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

Powertrain: Engine, Transmission, and Performance

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

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

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

Handling

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

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

Brakes

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

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

Fuel Economy and Real-World MPG

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

Ergonomics: Comfort and Utility

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

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

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

Electronics

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

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

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

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

Warranty and Maintenance Coverage

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

Quality

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

2022 Kawasaki Versys 650/LT Claimed Specifications

Source: MotorCyclistOnline.com

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

Ups

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

Downs

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

Verdict

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

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

Overview

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

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

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

Updates for 2022

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

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

Pricing and Variants

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

Competition

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

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

Powertrain: Engine, Transmission, and Performance

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

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

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

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

Handling

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

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

Brakes

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

Fuel Economy and Real-World MPG

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

Ergonomics: Comfort and Utility

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

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

Electronics

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

Warranty and Maintenance Coverage

Ducati offers a 24-month unlimited-mileage warranty.

Quality

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

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

2022 Ducati Streetfighter V2 Claimed Specifications

Source: MotorCyclistOnline.com

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

Ups

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

Downs

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

Verdict

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

Overview

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

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

Updates for 2022

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

Pricing and Variants

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

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

Competition

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

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

Powertrain: Engine, Transmission, and Performance

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

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

Handling

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

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

Brakes

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

Fuel Economy and Real-World MPG

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

Ergonomics: Comfort and Utility

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

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

Electronics

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

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

Warranty and Maintenance Coverage

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

Quality

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

2022 Honda Rebel 300/ABS Claimed Specifications

Source: MotorCyclistOnline.com

The Triumph Speed Triple has always been known for its street-fighting prowess, but throw on a fairing and the 1200 RR transforms into one hell of a well-rounded, street-focused sportbike. (Triumph/)

Ups

• If bug eyes aren’t your thing, this sleek single headlight is for you
• Smooth and tractable engine is fun and easy to ride
• Riding position is a nice balance between a hypersport and a naked

Downs

• Track mode resets every time you stop
• Front-brake feel could be more aggressive
• A Speed Triple with a fairing. You want naked? Buy an RS

Verdict

Triumph set out to build a sportbike that was better for most of the riding that we actually do, which means the 1200 RR’s focus is more on fantastic street manners than all-out racetrack performance. A super-tractable engine; slightly relaxed ergos compared to, say, a Daytona Moto2 765; better wind protection than a naked; and yet more sporting on the track than its sibling, the Speed Triple RS. This is the Everyman’s sportbike.

Triumph is well known for finding a balanced, well-tuned setting for its sportbikes, and that continues to be the case with the Speed Triple 1200 RR, which feels nicely composed on the road. (Triumph/)

Overview

Change is funny. In the same way that some middleweight sportbikes have pushed all the way into what was commonly agreed to be open class territory, the Speed Triple—the very bike that set fire to the streetfighter class in the first place—now has a fairing. Has the world gone mad? Uh…madder?

Triumph sportbike fans have been wishing for a new open-class Daytona since the last of the old ones became extinct. But in some ways, it seems Triumph has gone one better. Why not simply build a sportbike that’s comfortable, tractable, extremely attractive, and doesn’t play by the rules of the other hypersport bikes on the market?

That’s just what Triumph did. The new Speed Triple 1200 RS had big changes in 2021, and now gets back on par with the class-leading nakeds from Ducati, KTM, and Aprilia. But by taking the same basic package, altering the riding position, adding wind protection and Öhlins’ Smart EC 2.0 electronically adjustable semi-active suspension, Triumph has created a bike that is likely what those nostalgic Daytona 955i owners are really looking for in a modern Triumph. And unless you’ve been hit upside the head one too many times, you’ll find the Speed Triple 1200 RR is absolutely one of the prettiest bikes the British company has ever created. If the Red Hopper/Storm Grey color scheme is the Kool-Aid, we’re definitely drinking it.

Clip-on handlebars tucked behind a bikini fairing add sporting character to the Speed Triple 1200 RR over the RS. (Triumph/)

Updates for 2022

Everything about the Speed Triple 1200 RR is brand-new from the ground up for 2022, from the engine to the chassis to the Öhlins suspension, to the very concept of the bike. This is fresh territory for Triumph, and we’re very glad it took the leap.

Pricing and Variants

Two color schemes are available: Crystal White Storm Grey (polite applause) is the standard color for $20,950; for an extra $325 riders can opt for Red Hopper Storm Grey (frenzied standing ovation and calls for encore). The bike comes pretty loaded with most of what you’d want, but the Tire Pressure Monitoring System ($250) and heated grips ($230) are available options.

The Speed Triple 1200 gets Öhlins’ Smart EC 2.0 electronically adjustable semi-active suspension, front and rear. (Triumph/)

Competition

As the 1200 RR falls somewhere in between hardcore sportbikes, sport-touring bikes, and nakeds, its competion is an interesting mix. The first bike that comes to mind is the MV Agusta Superveloce, which leads to a mix of bikes from all over the spectrum. The closest Japanese contenders are the Kawasaki Ninja 1000 SX, Kawasaki’s Z H2, Yamaha’s MT-10 SP/MT-10, or Suzuki’s Katana and GSX-S1000F. Moving to Europe brings to mind the Ducati Streetfighter V2 or Streetfighter V4, Aprilia’s Tuono V4 1100 or spicer Tuono V4 Factory 1100, the KTM 1290 Super Duke R Evo or midsize KTM 890 Duke GP, and BMW’s R 1250 RS or S 1000 R. Can’t decide between streaking or wearing clothes? Keep Triumph’s own Speed Triple 1200 RS in mind.

Powertrain: Engine, Transmission, and Performance

When the Speed Triple 1200 RS got its big 2021 redesign, many wondered what that uprated inline-triple engine would be like in a Daytona-esque sportbike. Compared to the previous-generation Speed Triple, displacement has grown from 1,050cc to 1,160, but bore and stroke dimensions have changed to an even more short-stroke design; bore has increased from 79 to 90mm, while stroke has decreased from 71.4 to 60.8mm. The outcome is a big jump in power from a claimed 147.9 hp at 10,500 rpm on the old Speed Triple to 177 hp at 10,750 rpm on the new RS and RR. Torque jumps from 86.3 pound-feet at 7,150 rpm to 92 pound-feet of peak torque at 9,000 rpm.

Another big change was stacking the gearbox, which made the engine more compact and allowed Triumph to include a two-way quickshifter. The fueling is ride-by-wire, with the rider able to choose between five riding modes. A stainless steel 3-into-1 header sends exhaust gases to an underslung primary silencer and then into a nicely styled final silencer.

The engine has a huge spread of available power, letting you ride the wave in third gear through corners that would have you up and down the box on other bikes. There’s enough horsepower for serious progress, but never so much that the chassis (or your brain) feels overwhelmed.

It’s hard to argue with the lines of the Speed Triple RR. You’ll enjoy looking at the bike just as much as you enjoy riding it. (Triumph/)

Handling

The biggest technological change over the RS is the inclusion of Öhlins’ Smart EC 2.0 electronically adjustable semi-active suspension package. The semi-active aspect of this system refers to electronic control of compression and rebound damping adjustment in the fork and shock while riding. This works within a number of preset modes offering more comfort or more dynamic performance, continuously adjusting and optimizing damper settings as the bike is ridden.

The system also offers a degree of customization which lets you select changes to aspects of the bike’s handling, e.g., corner entry, braking, corner exit, and then modifies the damper settings and programming to suit. Switching between the riding modes gives a noticeable difference in both comfort and how much the bike pitches under braking or acceleration.

Carving along a winding section of road, claims of ‘ultimate sportbike for the road’ don’t seem too far-fetched. Almost every element of the Speed Triple feels finely balanced; the chassis is nimble enough to hustle the tight sections of the road without feeling twitchy or overaggressive.

The Speed Triple 1200 RR is available in Crystal White Storm Grey for $20,950 and Red Hopper Storm Grey, which costs an additional $325. (Triumph/)

Brakes

Despite the use of Brembo’s awesome Stylema Monoblock four-piston calipers and twin 320mm disc setup, the brakes aren’t quite perfect. There’s tons of power from the front brake, and there’s never a problem getting the bike stopped, but lever feel is a little too soft and a little too heavy, even after a fiddle with the adjustable rate lever.

Fuel Economy and Real-World MPG

We’ve yet to test the bike on our own roads, so we’ll have to wait for real-world numbers, but Triumph claims 37 mpg.

The riding position is sporty without being uncomfortable and the electronics package offers enough support to keep you safe without stepping too hard on the toes of fun. (Kingdom Creative/)

Ergonomics: Comfort and Utility

The riding position is a big departure from the Speed Triple 1200 RS. The most significant change to the riding position comes from the clip-on handlebars, which are just over 5 inches lower and 2 inches further forward than the bars on the naked model. Combined with the footpegs, which have been moved up half an inch and back 1 inch, this allows a far more forward stance on the bike. It’s not full-on sportbike extreme, but more a halfway measure, somewhere between the regular Speed Triple and a Daytona 675.

On the road this definitely feels more natural once you’re acclimated; it’s easier to hang off through the turns and easier to brace through the pegs with the throttle cranked wide open. When speed limits or traffic impose a period of calm cruising, the position is nicely balanced enough to let you spread weight between your feet, hands, and backside and not feel as if all your weight is bearing down through your wrists.

Electronics

Like any modern sportbike, the Speed Triple 1200 RR has a whole ton of rider aids to optimize the riding experience. Its five riding modes include Rain, Road, Sport, Track, and Rider (custom). An inertial measurement unit (IMU) provides optimized lean-sensitive ABS and traction control; the bike also has Front Wheel Lift Control (that’s wheelie control to you and me). Cruise control and a standard Triumph Shift Assist up-and-down quickshifter are also included.

All info, modes, and controls are accessed through a 5-inch full-color TFT display with GoPro and bluetooth connectivity, turn-by-turn navigation, and a lap timer. All lights and signals are LED.

Warranty and Maintenance Coverage

Triumph offers a 24-month, unlimited-mileage warranty.

Quality

The Speed Triple 1200 RR is a stunningly finished, exquisite-looking bike that makes everything smooth, enjoyable, and easy.

The Speed Triple 1200 RR is not a full-on superbike, but rather a sportbike you can live with longer than a trackday session at a time. (Triumph/)

2022 Triumph Speed Triple 1200 RR Claimed Specifications

Source: MotorCyclistOnline.com

The 2022 CB1000R Black Edition has the implied blacked-out looks with small highlights of aluminum throughout. (Honda/)

Ups

• Extremely comfortable ergonomics
• Informative, easy-to-read TFT dash
• Top-notch attention to detail

Downs

• Lacks IMU-based electronics
• Lacks outright power of class leaders
• Menu navigation not always intuitive

Verdict

Buyers looking for a fun, reasonably priced open-class streetfighter with gentlemanly manners, comfortable ergonomics, and exceptional fit, finish, and styling must check out the Honda CB1000R. It may not be in the same range as power brokers like the KTM 1290 Super Duke R, BMW S 1000 R, or Ducati Streetfighter V4, but that’s not what Honda set out to accomplish. The company’s focus was on balanced performance, and the result is a very enjoyable naked bike.

Overview

Way back in the day, all sportbikes were nakeds. But the sportbike craze that began in the mid-80s and ran through the ‘90s and beyond brought about the fully faired race-replica. These bikes dominated the minds of buyers looking to emulate their racing heros, even if it was only for a few minutes on the way to work. The Honda CBR line was born during that era. Years later, when a new counterculture emerged in the form of streetfighters, Triumph was the first company to really pounce with their original Speed Triple and give us what we now call the naked sportbike, or streetfighter.

It took Honda a while to get on board, but it eventually introduced the 919 back in the early 2000s, when European sales of this type of bike were really exploding. Since 2008, the same basic concept has been represented by the CB1000R, the current model of which, released for 2019, really raised the bar on styling, features, and performance. The 2022 model is a carryover from the previous year’s model, when it received the blacked-out finishes and became the Black Edition.

Buyers looking for a comfortable, reasonably priced, and overall practical sportbike, one with a proven inline-four engine, modern electronics, broad power, and predictable handling, are exactly the sort of riders Honda set out to capture with the CB1000R.

A 5-inch full-color TFT screen offers four types of speed/rpm display as well as fuel gauge/consumption, riding mode selection/engine parameters, and a Shift Up indicator. Management is via buttons on the left handlebar. (Adam Campbell/)

Updates for 2022

The CB1000R Black Edition is a carryover model for 2022. The Black Edition was first available in 2021; Honda did not import a CB1000R to the US market in 2020.

Pricing and Variants

The 2022 CB1000R Black Edition keeps it simple in Graphite Black for $12,999.

Competition

The CB1000R faces a horde of competition in this class. The Europeans really fine-tuned the class over the years, and therefore represent a big chunk of Honda’s competitors. We can’t talk about streetfighters without first mentioning the Triumph Speed Triple; then comes the totally bonkers KTM 1290 Super Duke R Evo, Aprilia’s Tuono RSV4, Ducati’s Streetfighter V4, MV Agusta’s Dragster RR SCS, and BMW’s S 1000 R. The Japanese have been busy too, with bikes like the Suzuki GSX-S1000, Kawasaki’s Z900 and Z H2, and Yamaha’s MT-10, MT-09, and MT-07.

Intricately designed seven-spoke cast aluminum wheels accentuate the rest of the CB1000R’s sleek design. Stopping power from the front brake is impressive, and the ABS works well without being distracting. (Adam Campbell/)

Powertrain: Engine, Transmission, and Performance

The heart of the CB1000R is an updated and retuned version of the powerplant that first appeared in the 2004 CBR1000RR. It’s a short-stroke (75mm bore by 56.5mm stroke) four-cylinder screamer that’s been reworked for torque and equipped with the latest two-way slipper clutch for a light pull at the lever. Even so, the engine redlines at 11,500 rpm. On the dyno, it peaks at 121.8 hp, with a noticeable jump in the torque curve at 6,500 rpm. The gearing is substantially shorter than on the original CBR race replica, so that first gear tops out at about 72 mph.

Short gearing and 1,000cc of displacement launch the bike hard with the front wheel effortlessly skimming the ground. Similarly, measured performance is strong, though far from exceptional for a literbike: The CB sprints the quarter-mile in 11.1 seconds, traveling 128 mph at the end. A dash from a stop to 60 mph takes just 3.3 seconds, a time that’s as much wheelie- as power-limited. That quarter-mile time and trap speed are a little quicker and faster than that of a Yamaha MT-09 SP, but behind that of the fire-breathing end of the liter-class streetfighter spectrum.

Fueling is smooth and predictable, with the engine producing a nice steady stream of power through the midrange. It’s this characteristic that makes the CB1000R such an enjoyable bike for both commuting and the occasional ride through the twisties.

Handling

On winding roads, the CB’s 25 degrees of rake and 3.8 inches of trail work with big Pirelli Diablo Rosso tires (120/70ZR-17 front, 190/55ZR-17 rear) to produce stable, competent, reassuring handling.

The not-exactly-long 57.3-inch wheelbase and relatively conservative steering geometry add up to a machine that simply goes where you want without either twitchiness or less-than-responsive steering. Instead, the big CB quickly gives you the impression of being on your side, unlikely to surprise riders with unexpected behavior.

Part of that predictability comes from the compliant, well-damped Showa suspension. The Big Piston fork simply absorbs even the big bumps without a hint of harshness.

Brakes

Radial-mount four-piston Tokico calipers bite into a pair of 310mm floating discs up front and a single piston/265mm setup are out back. The ABS system will, of course, eventually intrude as the bike brakes harder, but the pulsing through the brake lever or the pedal is reasonably minimal, enough to warn the rider they’re on the limit without distracting. Stopping distances are good, if not exceptional: 34 and 135 feet from 30 and 60 mph, respectively.

With the CB1000R, Honda has prioritized solid sporty performance, good distinctive styling, and an ergonomic package that makes the CB more versatile than many other sportbikes or streetfighters. (Adam Campbell/)

Fuel Economy and Real-World MPG

We have yet to record fuel economy on the CB1000R.

Ergonomics: Comfort and Utility

The riding position and ergonomics say more about the bike’s character than the Superbike sourced but detuned engine. In its test of the CB1000R, Cycle World commented, “The pegs are planted directly underneath you, and the reach from the 32.8-inch seat height isn’t as short as that of many supersport bikes, so your legs aren’t tightly folded.”

The seat itself is well padded and wide enough for comfort on multi-hour rides. The handlebars rise enough to encourage a slight forward lean, enough to balance the wind at 80 mph but not enough to require a back massage after a day of riding. This is a gentleman’s express of a sportbike.

Electronics

The CB has traction control, ABS, and multiple throttle maps, but lacks a six-axis inertial sensor that would allow the various systems to be aware of the bike’s cornering attitude and to adjust their operation accordingly.

While the CB does not have the latest tech, it has an attractive TFT-color display and dedicated switch gear allowing the rider to quickly change between the four operating modes, Standard, Rain, Sport, and User. Sport mode offers the most power and the sharpest throttle response,  which is perhaps too sharp at times, and the least engine-braking and traction control intervention. Standard mode tunes everything back just a bit and offers a satisfyingly smooth throttle. Rain mode offers noticeably less power and slower response and, somewhat surprisingly, allows a greater degree of engine braking. User mode is just that. Riders looking for an ideal normal setting should start with the Standard (number 2) throttle-and-power map with minimal engine-braking and traction control selected.

The CB1000R is a machine that simply goes where you want, without either twitchiness or less-than-responsive steering. (Adam Campbell/)

Warranty and Maintenance Coverage

Honda offers a one-year transferable unlimited-mileage warranty. This can be extended with the HondaCare Protection Plan.

Quality

Fit, finish, and attention to detail are all top-notch on the CB1000R, and Honda has always been known for its reliability.

2022 Honda CB1000R Claimed Specifications

Source: MotorCyclistOnline.com

Kawasaki’s 2022 KLR650 gets another lease on life with newfangled features like fuel injection and off-road-tuned ABS. (Kawasaki/)

Ups

• Fuel injection a big bonus
• Minimal vibration through rubber-mounted bars
• Great wind protection with minimal buffeting

Downs

• Rubber-mounted and covered pegs have no place off road
• Stock shifter doesn’t like off-road boots
• Stiffer suspension still requires moderate pace to work well

Verdict

An affordable dual-purpose machine with an adventurous streak, the KLR650 will take you almost anywhere you can think of and get you back home with a smile on your face. Updates for 2022 focus on improving the basic functionality without starting from a blank canvas or changing the basic character that so many KLR owners have come to appreciate over the years.

The 2022 KLR’s cockpit: a new LCD instrument pod; wider, rubber-mounted handlebar; wider mirrors; a taller, two-position adjustable windscreen; an integrated accessory mounting bar; and two optional power sockets. (Kawasaki/)

Overview

Since it was introduced way back in 1987 (not a typo), the KLR650 has stood the test of time as other brands, even Kawasaki itself, built more focused models for every siloed aspect of adventure riding. ADV riding wasn’t even a thing back in ‘87, but over the years the KLR650 has grown from a bike perfect for everything from backroad exploring to touring to much, much more.

KLR650 buyers have resisted change for years, and one could argue that there was little reason for a newfangled design with shiny embellishments. At the same time, progress has to eventually march on. In the case of the 2022 KLR650, the team at Kawasaki focused on refining a trusted friend. The basic core remains very much a KLR, with a liquid-cooled 652cc single pumping out predictable, manageable torque and providing good traction through a heavy flywheel. The gearbox is still a five-speed unit, although tweaks have been made for better reliability.

As before, the KLR650 is a bit on the hefty side, weighing in at a claimed 483 pounds. But that steel frame, hung with suspension that provides supple damping, will help you pick your way through the rough stuff. Just don’t expect to charge into a rock garden like you’re on a competition enduro model.

When it comes down to it, the KLR is still a KLR, a jack of all trades but master of none. And that’s not a criticism. The KLR is what it is, an affordable and above all fun tool that will take you on any riding adventure you want without fuss.

The new tuned-for-off-road ABS and upgraded discs front and rear significantly improve braking performance for 2022. (Kawasaki/)

Updates for 2022

Digital fuel injection with a 40mm throttle body heads the list of updates, while revised intake and exhaust cams are said to boost midrange torque. The 2022 model gets increased generator capacity to help power accessories such as heated stuff and GPS units. Improved and firmer suspension settings combine with revised chassis geometry for more stable handling. Highlighting the importance of stability, Kawasaki went a step further by incorporating a 30mm-longer swingarm into the design, as well as increasing rake by 2 degrees (30 degrees versus 28 degrees). There’s also a touch more trail (8mm).

Revised brakes include off-road-tuned ABS and a 20mm-larger 300mm front disc plus a 1mm-thicker rear disc. New creature comforts include a fuel gauge on the new LCD dash, updated and revised bodywork and available luggage, wider mirrors, a wider rubber-mounted handlebar, and a taller and more protective windscreen sitting over a new LED headlight.

A new LCD dash now includes a fuel gauge—a much needed and welcomed update. (Kawasaki/)

Pricing and Variants

The new KLR650 comes in three basic configurations. The standard KLR650 is available with ABS for $6,999, or without for $6,699.

The KLR650 Traveler, which includes a top case and DC socket, is available with ABS and USB ports for $7,399, or with ABS but without the USB ports for $7,299.

Finally there’s the KLR650 Adventure, which comes with side cases, fog lamps, frame sliders, a tank pad, DC socket, and special graphics in Cypher Camo Gray. This version is available with ABS and USB ports for $7,999, with ABS but no USB ports for $7,899, or no ABS or USB ports for $7,699.

The 2022 KLR650 Adventurer (shown in Cypher Camo Gray) comes with side cases, fog lamps, frame sliders, and more. The top case is standard on the KLR650 Traveler model. (Kawasaki/)

Competition

The KLR650 has few direct competitors, but the closest are Suzuki’s DR650S and the Honda XR650L, each of which have their own rich history. Even still, shoppers looking for a midsize adventure bike might also consider options including the BMW F 850 GS Adventure/850 GS, BMW F 750 GS, KTM 890 Adventure R/890 Adventure, KTM 690 Enduro R, Husqvarna Norden 901, Kawasaki Versys 650, Suzuki V-Strom 650XT/650XT Adventure, Ducati DesertX, Yamaha Ténéré 700, Triumph Tiger Sport 660, Triumph Tiger 850 Sport, Royal Enfield Himalayan, and Honda CB500X.

Powertrain: Engine, Transmission, and Performance

The liquid-cooled four-valve 652cc DOHC single-cylinder engine is as tried and true as any engine out there. Bore and stroke measure 100.0 x 83.0mm. Fuel is delivered by a 40mm throttle body and DFI. Power is sent to a five-speed transmission. Kawasaki doesn’t quote horsepower, but torque is rated at 39.1 pound-feet at 4,500 rpm, and that’s all that really matters anyway.

On its First Ride Review, Cycle World said: “The fuel injection is a hit. The bike ran perfectly everywhere from about 6,000 feet of elevation to nearly 10,000. [The bike] has reasonable low-end torque, but it signs off pretty early; rev it and nothing much happens. We wound up on the interstate; while 80 mph is at the upper end of the bike’s legs, its air management is good and the engine has minimal vibration for a big single.

“The KLR is also equipped with oldest-possible-school traction control: a heavy flywheel. The inertia in the motor makes spinning the tire difficult, so electronic aids aren’t needed. The gap from first to second gear is wide, but short of adding a sixth gear, there might not be a better answer.”

The changes Kawasaki made to the 2022 KLR650 chassis make the bike more confident in line selection. Stability is much improved altogether. (Kawasaki/)

Handling

The chassis changes have successfully improved the bike’s feel. The old model had a tendency to follow pavement seams, but the changes Kawasaki made to stiffen the new bike make it more confident in line selection. The suspension is comfortable, if generally unremarkable, on the road; once onto dirt, it does a good job of absorbing low-speed bumps. Get too enthusiastic and it will bottom on even relatively mild obstacles, so it’s best to set a moderate pace.

Brakes

The new tuned-for-off-road ABS and upgraded discs front and rear get good marks. The ABS is good too; it’s not as intrusive as some systems, and accomplishes exactly what it is supposed to.

Fuel Economy and Real-World MPG

Cycle World does not have miles-per-gallon figures available for the 2022 Kawasaki KLR650.

As has always been the case, the 2022 KLR650 is up for almost any adventure. (Kawasaki/)

Ergonomics: Comfort and Utility

The shifter is close to the peg and cannot be raised without hitting the case, so a motocross boot will not fit beneath it to make an upshift; and the peg position is forward, so the standing position is cramped. The pegs are covered in rubber, meaning they’re slippery when wet. They’re also rubber-isolated from the frame, so putting your weight on them by standing makes them flex down to the point where your foot wants to slide off. On the better side, the new adjustable windscreen gets good marks for providing buffet-free wind protection on the highway.

Electronics

Like most things about the KLR, things are pretty simple. The bike gets off-road-tuned ABS, LED headlights, and a digital dash interface, while optional USB ports are available.

Warranty and Maintenance Coverage

Kawasaki offers a 12-month standard warranty, which can be extended by 12, 24, 36, or 48 months with the optional Kawasaki Protection Plus plan.

Quality

Bikes like the KLR650 don’t last for 34 years for no reason. Need we say more?

2022 Kawasaki KLR650 Claimed Specifications

Source: MotorCyclistOnline.com

Big updates were made to KTM’s 2022 RC 390, making an already impressive bike better, and leaving the competition in its dust. (KTM/)

Ups

• First-in-class lean-angle-sensitive TC and ABS
• Significant weight loss compared to previous model
• Updated WP suspension and ByBre brakes

Downs

• A touch of brake fade during long track sessions
• Single-cylinder vibrations can hinder longer street rides
• Comfortable, but still not made for taller riders

Verdict

You’ve gotta start somewhere and KTM’s 2022 RC 390 is as cool as any entry-level sportbike that has ever existed. It doesn’t matter if you’re an aspiring young racer, a trackday enthusiast, or an everyday rider looking for a practical and fun streetbike, the RC 390 delivers at a very reasonable price considering the top-notch features and specs. Updates to the brand-new 2022 model put this bike a clear step above the competition.

Notice the 2022 RC 390’s wheels, which KTM claims save 7.5 pounds of unsprung weight. An additional 3.3 pounds were saved by the updated frame. (KTM/)

Overview

KTM has been promoting young racers and riders for a long time. From motocross to roadracing, the Austrian company has put its money where its mouth is through programs like the Red Bull Rookies Cup, which has graduated numerous riders to the very top racing series in the world, the MotoGP World Championship. As domestic racing series around the world developed entry-level classes for upcoming racers, like MotoAmerica’s Junior Cup, KTM was there with its RC 390.

Not only has the RC 390 been a mainstay at the track since 2014, but it’s also made for one heck of a fun entry-level streetbike. For 2022, the RC 390 received a whole host of upgrades to the chassis, engine, and electronics, including a first-in-class three-directional IMU that allows lean-sensitive traction control and ABS.

Everything that could be refined on the chassis to reduce weight has been looked at and pared down. Upgraded chassis components improve handling and performance both on and off the track. Meanwhile, minor tweaks to the engine slightly improve output and offer better response and performance. New bodywork and styling is inspired by KTM’s RC16 MotoGP machine.

The RC 390’s design finds a nice balance between sharp, aggressive lines and a simple, user-friendly cockpit. (KTM/)

Updates for 2022

While the RC 390 went largely unchanged since being introduced back in 2014, the 2022 model has been significantly updated. The new bodywork stands out, especially the windscreen/upper fairing with integrated running lights and turn signals. Aerodynamics defined most of the changes to the bodywork, with lessons learned in Moto3, Moto2, and MotoGP.

The chassis includes a new ultra-lightweight frame that is 3.3 pounds lighter than the previous-gen model. A redesigned, bolt-on subframe houses a thicker seat pad for both rider and passenger. A new-for-’22 43mm WP Apex inverted cartridge fork has provisions for compression and rebound damping (with 30 clicks each), while a new WP Apex shock has spring preload and rebound adjustability.

Upgraded brakes include a ByBre (Brembo’s entry-level brand) four-piston caliper chomping on a single 320mm disc that bolts directly onto the wheel’s spokes up front, and a single-piston caliper and 230mm rotor on the rear. The lean-sensitive ABS allows the rear antilock to be disabled with its Supermoto mode to help aspiring racers “back it in” into the corner. Meanwhile, the new open hub wheels are a staggering 7.5 pounds lighter than before, drastically reducing unsprung rotating mass.

While the font could be larger, everything else about the RC 390’s TFT display makes it easy to see and navigate while on the road. (KTM/)

Although not as heavily updated as the chassis, the 373cc single gains a tiny bump in torque, thanks mostly to a 40-percent larger airbox. When strapped to Cycle World’s in-house dyno, the 2022 RC 390 produced 40.2 hp at 8,850 rpm and 24.4 pound-feet torque at 6,880 rpm.

The real improvements lie in the ride-by-wire system, which opened the door to lean-sensitive traction control, improved engine mapping, and an available Quickshifter+ option. A new exhaust features a stainless steel header routed back to an aluminum silencer. The engine is also fitted with a PASC slipper clutch that is very light in engagement at the bar.

A brand-new TFT dash is bright and self-adapting to light conditions, so you can always get the info you need when riding. Meanwhile, a bigger 3.6-gallon fuel tank improves range.

Pricing and Variants

The RC 390 is priced at a very competitive $5,799 and is available in two color options, which again hint at the bike’s MotoGP inspirations; the orange/black is reminiscent of the Tech3 KTM machinery, while the even sleeker orange/blue reminds you of the Red Bull KTM Factory Racing MotoGP colors.

The RC 390’s WP suspension does a good job of providing a plush ride on the street, while offering just enough support on the racetrack. It’s also easy to adjust based on rider needs, which may be the case for riders over 175 pounds. (KTM/)

Competition

At the very top of the list are the bikes that the RC 390 regularly competes against on the racetrack, namely the $5,299 Yamaha YZF-R3, and the $5,199 to $5,799 Kawasaki Ninja 400. Those not so interested in a plastic-wrapped sportbike might think about the similarly sized Yamaha MT-03, KTM’s own 390 Duke, Kawasaki’s Z400, or BMW’s G 310 R, all of which are naked, small-displacement sportbikes.

Powertrain: Engine, Transmission, and Performance

As previously mentioned, the liquid-cooled 373cc DOHC single-cylinder engine gets a few tweaks for 2022, but is very similar to the previous-generation powerplant. The engine impresses with its friendly character, even if the lightweight supersport sounds a bit strangled at low revs through the factory exhaust system.

Below 6,000 rpm, the single-cylinder pulls easily and fuels cleanly, and there’s a very connected feel thanks to the well-tuned ride-by-wire throttle, which offers a throttle response that’s centuries ahead of past single-cylinder engines. True, the RC 390 doesn’t pack a huge amount of power to play with, but that’s exactly what makes the bike so dang entertaining.

Handling

The superb ride quality and feel from the WP Apex suspension makes for a plush ride on the road, even if it is slightly soft at the rear when the rider weighs north of 175 pounds. In a test of the 2022 RC 390, Cycle World added, “Damping and preload adjustments are quick and easy thanks to the provided tools underneath the seat and take a few seconds on the side of the road. Those adjustments are immediately apparent and representative of the high-quality components fitted to the RC; this isn’t something typical of budget-conscious machines.”

The RC 390 is very agile thanks in part to the weight savings for 2022. Only minimal input is required to make steering corrections and dart through traffic as needed.

Brakes

The increased stopping power of the ByBre components is welcomed at the racetrack, and the ABS performs exceptionally, only intervening when needed. Supermoto ABS, which allows for rear-wheel lift, is the preferred setting at the track.

Fuel Economy and Real-World MPG

Average fuel economy is not available at this time.

Ergonomics: Comfort and Utility

Designed for track and sport riding, the RC 390 gets an aggressive riding position, and yet the bike is still surprisingly comfortable on the street thanks to clip-on handlebars with a modest rise. A new seat is thicker and has an improved profile for better comfort.

Horsepower and torque figures of the European-spec KTM RC 390 ran on the Cycle World dyno. (Robert Martin Jr./)

Electronics

Topping the list of electronics is the new ride-by-wire system that utilizes an inertial measurement unit to optimize the Motorcycle Traction Control system with lean-sensitive intervention. Cornering ABS, which takes lean angle into account when braking, adds an extra level of safety as well.

Another feature of the braking system is the Supermoto ABS mode, which deactivates the ABS to the rear wheel allowing the rider to slide the rear end into a corner, while also disabling rear-lift intervention and allowing hard braking even with the rear tire off the ground.

There is an optional Quickshifter+ system that allows clutchless up and downshifts. While the new TFT dash display provides all the info the rider needs about the bike’s various systems.

While the RC 390 is an excellent bike for around-town riding, it’s hard to not have thoughts about heading to the track thanks to its superb handling and lively single-cylinder engine. (Casey Davis/)

Warranty and Maintenance Coverage

The RC 390 comes with KTM’s 24-month manufacturer’s warranty.

Quality

It’s hard to argue with the fit-and-finish of the RC 390. KTM has done a nice job of updating the bodywork without cutting any corners. While previous-generation RC 390 models were hindered by engine issues when taken to the track, the hope is that constant attention to the issues have put the current generation RC 390 in a better position.

2022 KTM RC 390 Claimed Specifications

Source: MotorCyclistOnline.com

An all-new model in 2022, the Tiger Sport 660 is an upright urban sportbike, packaged as an asphalt-adventure machine. (Triumph/)

Ups

• Triple powerplant provides a broad usable range of power
• Comfortable riding position and tidy cockpit
• Versatile performance

Downs

• Nonadjustable fork dives through its travel under hard braking
• Engine a bit buzzy above 5,500 rpm
• Wish it had cruise control

Verdict

Triumph is intent on providing a variety of fairly priced machines that appeal to newer riders or buyers who prioritize bang for their buck. Priced at $9,495, the Tiger Sport 660 hits all the right marks for that crowd. Fun, fast enough, and packed with just the right amount of features, the bike makes for a great commuter while also being capable of comfortable two-up riding and weekend escapes, especially when equipped with Triumph’s optional luggage.

A small TFT screen integrated in a white-on-black LCD display is designed to work with the My Triumph accessory to provide turn-by-turn navigation, phone connectivity, and GoPro control. (Triumph/)

Overview

Somewhere along the line, someone figured out that adventure-style motorcycles were more comfortable, practical, and enjoyable over longer distances than just about anything out there. They also noticed that adventure-style motorcycles could really rip along a twisty road with upright ergos, plenty of ground clearance, and good leverage from their wide, one-piece handlebars. Triumph reminds us of those benefits with the Tiger Sport 660, which is billed as an entry point for the larger and more adventure-ready Tiger models in its lineup.

Popularly known for its sportbikes and the modern iterations of its Bonneville, Triumph took interest in the adventure bike market back in the mid-’90s. Taking everything it has learned from its experience with bikes like the Speed Triple, Street Triple, and modern Tiger ADVs, Triumph set its sights on adventure-sport machines like the Tiger Sport 660.

Built around the company’s new 660cc inline-triple, first seen in the Triumph Trident, the Tiger Sport 660 has a very recognizable spec sheet. The engine is untouched when compared to the Trident, the frame is only new in that it uses a sturdier (and longer) subframe, and multiple hard parts are shared between the two platforms.

The Tiger Sport 660 is powered by the same liquid-cooled DOHC three-cylinder engine as the Triumph Trident. Designed to be flexible and user-friendly, the engine is claimed to produce 90 percent of its peak torque from 3,600 rpm to 9,750 rpm. (Triumph/)

Updates for 2022

The Tiger Sport 660 is powered by the same liquid-cooled DOHC three-cylinder engine as the Trident, which produces a claimed 80 hp at 10,250 rpm and 47 pound-feet at 6,250 rpm. The Tiger Sport 660 also shares the same underslung silencer as the Trident, as well as a slip-and-assist clutch.

The tubular steel perimeter frame is nearly identical to the frame found on the Trident, yet the Tiger Sport has a sturdier subframe to support luggage and a higher two-level seat. And while luggage is not available as standard equipment, the bike’s tail includes integrated pannier mounts for easily installing the accessory luggage available through Triumph’s accessories catalog.

The Tiger Sport 660 suspension is a departure from what you’d find on the Trident and is better suited to the longer, more adventurous rides you might take on a bike designed to do it all. A 41mm separate function fork and rear shock with remote hydraulic preload adjustment offer a longer, 5.9 inches of wheel travel front and rear. The Tiger Sport has dedicated geometry too; rake and trail are set at 23.1 degrees and 3.8 inches versus 24.6 degrees and 4.2 inches on the Trident, respectively.

You can see a subtle resemblance to the larger Tiger family members in the front face, in the side cowlings, and even in the large 4.5-gallon fuel tank.

The Tiger Sport 660 is equipped with a simple, manually adjustable windscreen that can be moved up or down with just one hand. (Triumph/)

Pricing and Variants

The Tiger Sport 660 is available in Graphite/Sapphire Black or Lucerne Blue/Sapphire Black colors for $9,495, while stepping up to the more eye-catching Korosi Red/Graphite colors will cost an extra $125.

Optional accessories of note include: Triumph Shift Assist, $265; heated grips, $220; Tire Pressure Monitoring System, $250; integrated panniers, $584.72; LED fog lights, $290; dual comfort low seat, $190; aluminum luggage rack, $150; and twin helmet top box, $325.

Competition

There are a lot of midsize adventure-sport machines these days, each with their own mix of street- and dirt-oriented influences. The Kawasaki Versys 650 and Suzuki V-Strom 650XT/650XT Adventure are the two main options, and actually come at lower cost. Additional considerations include: BMW F 850 GS Adventure/850 GS, BMW F 750 GS, KTM 890 Adventure R/890 Adventure, Husqvarna Norden 901, Kawasaki KLR650, Ducati DesertX, Yamaha Ténéré 700, Yamaha Tracer 9 GT, Triumph Tiger 850 Sport, Royal Enfield Himalayan, and Honda CB500X.

Triumph describes the Tiger Sport 660 as a perfect gateway to larger and more adventure-ready models in its adventure-touring lineup. (Triumph/)

Powertrain: Engine, Transmission, and Performance

User-friendly power comes courtesy of Triumph’s 660cc liquid-cooled inline-triple that’s claimed to produce 90 percent of its peak torque from 3,600 rpm to 9,750 rpm. As previously mentioned, claimed horsepower is 80 at 10,250 rpm with 47 pound-feet of peak torque arriving at 6,250 rpm.

The Tiger Sport 660 packs a more than decent midrange punch, with a fantastic spread of power available from about 3,600 to 9,000 rpm—not far from Triumph’s claims. The throttle response is linear and approachable, offering up a user-friendly experience in city riding.

Every crack of the wrist highlights the Tiger’s excellently mapped ride-by-wire throttle, which is free of any flat spots or hiccups and allows the rider to fully enjoy the solid connection between the throttle and rear tire. On throttle or off, the response is never jerky.

In a first test on the Tiger Sport 660, Cycle World commented that the broad powerband added to the bike’s user-friendly nature; even if you’re in the wrong gear, the bike will chug off without complaint. Moreover, the six-speed gearbox is smooth and positive, with an easy pull from the lever on the slip-and-assist clutch.

Handling

A smooth throttle means nothing without good handling, and that’s where the Tiger Sport 660′s steeper rake comes in. “The bike is agile and tips in easily, transitioning smoothly from side to side without feeling twitchy, even at a quick pace,” the Cycle World test team notes. The wide and tall one-piece handlebar provides great leverage, especially when coming into decreasing-radius turns, while midcorner adjustments can be made without the bike complaining or feeling unsettled. Just pick a line and the Tiger holds it throughout.”

Despite its adventurous design, the Tiger Sport 660 is a happy urban commuter. (Triumph/)

Brakes

The Tiger Sport 660′s Nissin brake setup may seem middle of the road, but the dual-disc twin-caliper arrangement does a good job of slowing the Tiger down. Pull from the span-adjustable lever is easy, and the only other complaint is that feedback can feel a bit vague.

Fuel Economy and Real-World MPG

Triumph claims 52.2 mpg for the Tiger Sport 660, although Cycle World has yet to record mileage on a road test.

Ergonomics: Comfort and Utility

Triumph took long-range rider comfort into account when going from Trident to Tiger Sport 660, but also had to adapt the riding position to the Tiger’s intended use. The 32.9-inch seat height is 1.1 inches taller than the Trident, and the pillion seat is significantly higher than on the roadster for better passenger visibility. The bike fits riders under 6 feet tall, with Cycle World’s 5-foot-7 tester adding that the tall, wide handlebar offers an easy reach and neutral body positioning.

The cockpit is set up to be tidy; cables are cleanly routed, an easy-to-read TFT gauge serves up basic riding info, and simple-to-use controls are located on a compact switch cube at the left handlebar.

Standard features include Michelin Road 5 tires and twin LED headlights.

The Tiger Sport 660’s 32.9-inch seat height is 1.1 inches taller than the Trident, and the pillion seat is significantly higher than on the roadster for better passenger visibility. (Triumph/)

Electronics

Ride-by-wire throttle control allows two available ride modes: Road and Rain. Each mode has preset traction-control and throttle-response characteristics. ABS comes standard but does not allow the rider to turn it off, while traction control can be switched off from a menu on the TFT dash, which also provides all riding info and access to mode options. An optional Bluetooth module provides access to the My Triumph app, where you can see navigation options and interact with the bike via your smartphone.

Warranty and Maintenance Coverage

Triumph provides a 24-month, unlimited-mile warranty. Service intervals are every 10,000 miles or 12 months. Triumph claims the service time over the first three years of ownership add up to 8.3 hours of labor compared to a range of 11 to 15.9 hours for its competitors. Triumph asserts this results in 17 percent lower maintenance costs over that time span.

A 23.1-degree rake makes for easy tip-ins on the Tiger, while the longer-travel front suspension is composed enough for all but the harshest bumps. (Triumph/)

Quality

The fit and finish of Triumph’s motorcycle lineup continues to impress, and that continues to be the case with the Tiger Sport 660.

2022 Triumph Tiger Sport 660 Claimed Specifications

Source: MotorCyclistOnline.com

Royal Enfield’s Continental GT 650 is the best of both worlds: modern reliability and performance with classic cafe racer styling. (Royal Enfield/)

Ups

• Modern parallel-twin engine with EFI
• Three-year unlimited-mile warranty
• More color choices than a bag of M&Ms

Downs

• Spoked rims have tubes. Now what do I do?
• Nonadjustable suspension
• Relatively firm seat

Verdict

Many would consider the 2022 Continental GT 650 an entry-level bike due to its user-friendly performance and awesomely low, sub-seven-grand price tag, yet the bike punches well above its weight in terms of performance and rideability.

Those concerned with past rumors regarding Royal Enfield’s Indian manufacturing origin, take note: The build quality is nice with good detailing, and is head and shoulders above any other Indian motorcycle manufacturer (Royal Enfield completely revamped its manufacturing and QC methods when it first came to market with the GT 650 and its counterpart, the Interceptor 650).

The Continental GT 650’s engine may look more retro than any other current “classic” bike, but there’s plenty of modern technology behind the covers. (Royal Enfield/)

Overview

Royal Enfield is one of the oldest motorcycle brands in the world, dating back to 1901 when it was founded in England. The history of the Continental GT goes all the way back to 1964; that bike was one of last bikes to be built in Royal Enfield’s Redditch factory, before it and the Bradford on Avon factory shuttered the doors for good in 1967 and 1970, respectively. With licensed motorcycles like the 350cc single-cylinder Bullet model already being built in India since 1955, the brand survived and then later thrived after Madras Motors merged with the Eicher Group in 1994.

When the current generation of the Conti GT 650 was released back in 2019, it was a completely new platform with a brand-new and totally modern engine. Introduced alongside the Interceptor 650, the GT was designed to fill a void in the US market. One where the terms “inexpensive,” “simple,” and “fun” coexist with “cool” and “user-friendly.” “We’re not looking to take market share from anyone,” RE CEO Siddhartha Lal said, “We are here to grow the market by creating our own category.”

The engine and steel double-downtube cradle frame may look old-tech, but the performance of both is anything but. In the case of the engine, there are plenty of modern components throughout. An interesting fact is that RE purchased famed British chassis builder Harris Performance back in 2015, which means the Conti GT delivers in spades when it comes to handling dynamics. Wheels measure 18-inch front and rear while ByBre (an abbreviation of “By Brembo,” Brembo’s Indian subsidiary) brakes handle stopping duty.

This bike is all about style, and with a variety of colors and accessories available, something is sure to grab your fancy.

Fire up the Royal Enfield and you’re immediately greeted by a nice, melodious twin-cylinder rumble from the upswept mufflers. (Royal Enfield/)

Updates for 2022

The benefit of creating a capable, fun, and affordable motorcycle right out of the gate is that it needs little to no updates in its first years on the road. That is to say that there are no noteworthy changes to the 2022 Continental GT 650, which has stuck to its guns since rolling onto the scene in 2019.

Pricing and Variants

While there are no variations to choose from, Royal Enfield has made the 2022 Continental GT 650 available in no less than five color options, which is important when you consider that much of the competition is available in just one or two colorways.

Although there’s been a slight price increase since the GT 650 was unveiled in 2019, the bike is still competitively priced at $6,199 for the solid color schemes, $6,499 for the multicolored versions, and $6,999 for the chrome-tanked edition.

Wheels and tires are vintage spec, with a spoked 2.50 x 18-inch rim with a 100/90-18 Pirelli Phantom Sportscomp tire in front, and a spoked 3.50 x 18-inch rim shod with a 130/70-18 Pirelli Phantom Sportscomp in the rear (both tires have inner tubes due to the conventional spoked wheels). (Royal Enfield/)

Competition

While Royal Enfield claims its goal was to fill a void in the US market, it would be wrong to say there aren’t other models fighting a similar fight as the GT 650. The cafe racer style of bike remains extremely popular, meaning there are now a few options within this space.

At the top of the list you’ll find Triumph’s Bonneville series, which is somewhat fitting as Royal Enfield and Triumph were foes in the ‘60s, and remain so to this day. Another superlogical choice is the Kawasaki W800 Cafe, which Cycle World pitted against the Conti GT a few years back. BMW’s R nineT is a German interpretation of the style, or if you lean south toward Italy, Moto Guzzi’s V7 fits the bill. Looking for a more modern take? You could make the argument that Yamaha’s XSR900 and Husqvarna’s Vitpilen 401 count as cafe racers too.

Powertrain: Engine, Transmission, and Performance

Power comes from the retro-styled, air/oil-cooled, SOHC, 648cc, parallel-twin, four-valve-per-cylinder engine with a 270-degree crankshaft and EFI. Claimed power is 47 hp at 7,250 rpm and 38 pound-feet of torque at 5,250 rpm.

The air/oil-cooled SOHC vertical twin may certainly look old tech on the outside, but it’s modern internally, and its performance is surprisingly good. In a first ride review of the GT 650, Cycle World noted that, “The 270-degree crank provides gobs of quick-revving torque that makes the engine surprisingly fun to use, whether it’s zipping you out of tight traffic spots or blasting down your favorite twisty road. Plentiful low-end power means pulling away from a stop is very novice-friendly, and the six-speed gearbox has a nice, positive action.”

The praise (mostly) continues as the road opens up. “Paying attention to the tach is basically superfluous, as the twin’s wide spread of power extends from just off idle to around 7,000 rpm, where it begins to run out of breath,” Cycle World added.

Smooth, predictable throttle response is mandatory on a bike that can be used by newer riders, and the GT 650 delivers in that realm too.

The 320mm disc and twin-piston floating ByBre caliper do an admirable job of slowing the GT 650 down on a fun ride through the canyons, providing decent feel without being overly responsive. (Royal Enfield/)

Handling

Steering is light and neutral, the GT 650 holding a line without asking much of the rider. That’s just a small part of the story, however. Proving once again that the GT is more capable than its modest bones suggest, Cycle World wrote, “Steering is delightfully light but neutral, with enough stability to keep things from ever feeling flighty or nervous.”

The nonadjustable suspension (save for seven-step rear spring preload) has fairly soft spring/damping rates to provide a smooth ride over nasty pavement, but ramping up the pace in the canyons doesn’t cause it to come unraveled. In fact, the bike’s Gabriel fork and shocks are impressive in their ability to keep the chassis stable despite bottoming out on some of the bigger hits at a spirited pace.

Brakes

The Conti GT has a single 320mm disc/twin-piston caliper up front and a 240mm/single-piston rear setup, and this too is an area where the customer must look past the design. “The 320mm disc and two-piston ByBre caliper were easily up to the task of slowing the Continental GT during aggressive riding,” Cycle World said. “The brakes provide enough feel and feedback for experienced riders while not being overly responsive and progressive for novice hands. And the standard Bosch ABS works well, with no real overt intervention even during hard braking situations in the canyons,” the review added.

The GT 650’s twin reservoir-equipped shocks are from famed automotive aftermarket company Gabriel. Adjustment is limited to spring preload, but the shocks do a good job of keeping the chassis stable. (Royal Enfield/)

Fuel Economy and Real-World MPG

In a comparison test against the W800, the Continental GT recorded an excellent average fuel economy of 47.4 mpg.

Ergonomics: Comfort and Utility

Ergonomics are toward the sporty end of the spectrum without being too committed, with clubman-styled clip-ons that rise up above the top triple clamp, and pegs that are more rear-set than the ones on the Interceptor 650.

Vibration is minimal, with just a hint of vibes in the midrange that barely fuzz out the images in the mirrors.

Electronics

Staying true to the theme, a tachometer and speedometer duo dominate the cockpit view, while a small LCD screen on the tach displays the fuel gauge and odometer.

Warranty and Maintenance Coverage

Royal Enfield offers an almost unheard of three-year, unlimited-mileage warranty and roadside assistance, the latter of which may come in handy with those inner-tube wheels.

Royal Enfield continues to offer the Continental GT 650 in a variety of color options. Dux Deluxe (shown here) is among the two-tone offerings. (Royal Enfield/)

Quality

Royal Enfield’s reputation has improved dramatically over the years, and the aforementioned warranty seems to prove that it has a lot of confidence. And with an almost unprecedented duration, there isn’t much to worry about. Go for it.

2022 Royal Enfield Continental GT 650 Claimed Specifications

Cycle World Tested Specifications

Source: MotorCyclistOnline.com

Yamaha’s 2022 YZ125 is proof that there is still life in the 125cc two-stroke yet. This is the YZ125’s first overhaul in more than 15 years. (Yamaha/)

Ups

• Totally redesigned engine with more midrange to top-end power
• Refreshed and modern styling
• Updated suspension and brakes

Downs

• Missing the ring-a-ding sound bouncing off stadium bleachers
• Better relearn how to change jets and set your needle!
• Not always someone else to play with

Verdict

Yamaha didn’t just polish the old YZ125 by throwing on updated bodywork, even if that’s been the more common approach in recent years. In fact, the 2022 YZ125 is Yamaha’s first all-new 125cc motocrosser in 15 years.

Not only did Yamaha go to work on the engine, but it updated the suspension, ergonomics, brakes, and improved fueling and intake efficiency. If you’re trying to get more bang for your buck, it undercuts the European competition’s prices by almost a grand at $6,899, making the 2022 YZ125 a great option for two-stroke fans looking for a bike that’s modern, fun, and budget friendly.

Despite receiving a slew of updates, the 2022 YZ125 costs just $300 more than the 2021 model. Suggested retail price is $6,899. (Mason Owens/)

Overview

Young racers moving up through the amateur motocross ranks are still commonly raised and honed on two-strokes. At that level, like in the past, the perfect intermediate-sized machine is still a lightweight 125cc two-stroke that undercuts a 250 four-stroke by at least 25 pounds, has more forgiving power, teaches clutch control and technique, and is way less expensive to maintain.

The fact that Yamaha totally redesigned not only the engine in the YZ125, but modernized the bike in general proves that Yamaha agrees with that assessment and is focused on the future of motocross. Although the 125 class has evaporated from memory on the national level in Supercross and outdoor motocross, consumers obviously still have a place in their hearts for two-strokes in general. It’s nice to see Yamaha remains committed to them.

The 2022 YZ125’s increased power is noticeable on the track, and makes this latest two-stroke more forgiving when, especially if you are in the wrong gear. (Yamaha/)

Updates for 2022

Yamaha’s YZ125 gets a brand-new engine that delivers better midrange to top-end power. Improved fueling is provided by a new Keihin PWK38S carburetor in place of the 2021 model’s Mikuni, while a Moto Tassinari VForce4R reed valve system is now standard. Feeding that new fueling system is a revised intake with a straight shot into the intake tract.

Chassis improvements include revised suspension front and rear. The 48mm inverted KYB fork gets a leaf spring in the mid-speed valve for better damping, while an updated fully adjustable KYB shock with Kashima coated internals and separate high- and low-speed compression adjusters tames the rear.

The front brake boasts 30 percent more pad-contact area via a redesigned 270mm disc and more aggressive pad material. The rear disc has been reduced in diameter from 245 to 240mm, while retaining the same performance.

A flatter seat and narrower fuel tank design, together with reshaped bodywork and and updated radiator shrouds improve the rider’s interaction with the bike, while the styling and embedded graphics are modern and aggressive in appearance. The embedded graphics are more resistant to wear and tear too.

The 2022 YZ125’s silencer is 2 inches shorter and features a 6mm-longer outlet ring, while the expansion chamber has a narrower profile. (Mason Owens/)

Pricing and Variants

Keeping it simple, there are two colors and no options. The Team Yamaha Blue version comes in at $6,899, while the Monster Energy Yamaha Racing Edition is priced at $7,099.

Competition

Back in the day, we could have filled a box truck with all the competitors vying for 125cc two-stroke supremacy. But times have changed and the field has been whittled down to a pickup truck bed’s worth of adversaries, and they’re all European. The KTM group has three models all branded and spec’d slightly different: the KTM 125 SX, Husqvarna TC 125, and GasGas MC 125. Wander a bit further south and you’ll find the Italian TM MX 125 2T, and that’s just about it kids.

The suspension updates and bodywork encourage better riding form as the new platform makes it easier to stay on top of the bike than its predecessor. (Mason Owens/)

Powertrain: Engine, Transmission, and Performance

As mentioned, the 125cc two-stroke has been completely redesigned for stronger acceleration from mid-to-top as well as longer pulling power.

New cases house redesigned transmission gears, updated shifting mechanisms, and a high-inertia crankshaft assembly with an 8mm-longer connecting rod. There’s a new cylinder with relocated stud positions, increased port size and different shape, larger exhaust port, coupled with lower and wider transfer ports as well as a single rear transfer port. The head has improved combustion efficiency with an increase in volume and redesigned combustion chamber shape, while the new expansion chamber and 50mm (2.0-inch) shorter silencer provides a tone unlike any other YZ125. In short, almost nothing overlaps or interchanges with 2021 and prior machines engine-wise.

In its test aboard the 2022 YZ125, Dirt Rider wrote, “The new bike has better gear spacing, runs more cleanly, and feels more like a traditional 125cc powerplant. The newfound midrange to top-end power will be an eye-opener for longtime YZ125 fans.

“If there’s one downside to the 2022′s performance updates, it would be that the previous generation’s lower overall output and more manageable bottom-to-mid transition was more suitable for true beginner riders. However, most consumers will appreciate the 2022 model’s more competitive nature and recognize the performance updates as more than positive.”

Yamaha did a phenomenal job developing the 2022 YZ125 suspension. Front to rear balance is good, and helps keep the bike stable at speed yet turning predictably. (Mason Owens/)

Handling

The YZ125′s low, 209-pound claimed wet weight and nimble handling are a huge benefit on the track. In fact, it feels like you can cheat the track by carving really hard inside and outside of existing lines. “Simply put, riders can go where they want when they want on the YZ125,” Dirt Rider said.

Yamaha has been a class leader for years in the suspension department, and 2022 isn’t any different. The Dirt Rider staff added, “The KYB suspenders work even better than before, and shared componentry between the two-stroke and four-stroke models means that suspension tuners can now cross-reference settings to better suit more riders. The new machine has firmer settings, allowing an even wider audience to hop on, set sag, and go ride. In fact, the stiffer setup performed flawlessly for a handful of our test riders, even though we vary in weight from 145 to 185 pounds. There’s more balance than before, and the new bodywork further enhances the bike’s super-connected feeling between rider and track.”

Brakes

Yamaha spec’d the 2022 YZ125′s brakes from the updated 2020 four-stroke line, and they perform flawlessly. The front has improved feel and actuation thanks to increased caliper rigidity, bigger pistons, and new pads. The rear is less prone to locking up with a 5mm reduction in rotor diameter and an optimized disc profile.

Given that these are the same brakes used on Yamaha’s YZ250, YZ250F, and YZ450F, you can imagine how well they feel on the lightweight YZ125 platform.

Fuel Economy and Real-World MPG

This is a question that no motocross racer running $20-a-gallon race gas has ever asked, right?

The YZ125’s lightweight feel helps with quick change-ups in line choice and even avoiding contact with other riders. (Mason Owens/)

Ergonomics: Comfort and Utility

“The ergonomics are the best they’ve ever been, and it’s one of the first aspects of the new machine that inspires confidence right from the get-go,” the Dirt Rider staff said after their first day aboard the 2022 YZ125. “The seat is flatter, the radiator shroud connection thinner, and the overall feel more modern than ever,” they added.

Electronics

Depends on your point of view, but part of the charm of a traditional carbureted two-stroke is that it’s almost totally analog except for the Digital CDI ignition. The only modes are WFO or stuck in a rut. That’s part of the fun when riding a YZ125.

The YZ125 Monster Energy Yamaha Racing Edition adds style and a few extra dollars to the YZ125 price tag. MSRP for the Monster Energy Edition model is $7,099. (Yamaha/)

Warranty and Maintenance Coverage

As this is a competition machine, Yamaha offers a 30-day limited factory warranty.

Quality

Have you seen how many Japanese motocross bikes are still kicking around? After Armageddon, the roaches will be roosting on YZ125s.

2022 Yamaha YZ125 Claimed Specifications

Source: MotorCyclistOnline.com