The 2022 Royal Enfield Classic 350 meshes a brand-new engine with classic postwar styling and modern features like ABS and fuel injection. (Royal Enfield/)

Ups

• Modern features and “Classic” postwar styling
• A great beginner bike with a low seat height and mellow power
• You can almost buy three Classics for the price of a Triumph Bonneville

Downs

• Better know how to change a tube if you get a flat
• Underpowered for more experienced riders

Verdict

The Royal Enfield Classic 350 is a fantastic option for riders who are new to motorcycling and want a forgiving and inexpensive bike to get started. A bonus is that the Classic 350 has a really cool vintage aesthetic that appeals to those looking for nostalgic styling without breaking the bank. To top it off, RE will offer no less than nine different variations/paint styles, so there is bound to be something appealing for just about anyone seriously considering buying one.

With a modern, fuel-injected engine and safety features like ABS brakes, buyers don’t have to deal with vintage performance and won’t have to learn how to set the points or how to tickle the carb.

Overview

There are many overused words in motorcycling. Classic is one of them. Yet Royal Enfield pretty much has a patent on that word, as the company has been continuously producing motorcycles since 1901. Originally founded in England, the brand produced bikes there until its factories in Redditch and Bradford-on-Avon were shuttered in 1970. Its Indian subsidiary survived and was eventually acquired by the Eicher Group. That provided the chance for rebirth, and the Chennai company has been streaking forward ever since.

For 2022, RE has brought back the Classic 350, the bestselling model in the company’s long history, which was inspired by the 1948 G2 350 Bullet—the first bike with an articulating swingarm! The Classic was brought back to provide the simplicity of pure riding enjoyment in a basic package, with nostalgic styling, but powered by an all-new, modern engine.

The engine is a 349cc single with fuel injection that promises to provide a nice balance of power and usability for riders looking for a simple and forgiving motorcycle, without the hassles of a vintage bike. Everything about this bike was designed to be fun and friendly. Key to that goal is a low 31.7-inch seat height that ensures that riders of all heights can get their feet firmly planted on the ground.

Royal Enfield meshes an all-new design of the 2022 Classic 350 with the postwar silhouette of its 1948 G2 350. (Royal Enfield/)

Updates for 2022

This born-again model features a new engine, chassis, and styling, with just about everything getting refreshed and updated.

Pricing and Variants

The Classic 350 will be available in nine different styles and colors. Dark Stealth Black and Dark Gunmetal Grey models come with 10-spoke alloy wheels and tubeless tires for $4,599. Meanwhile, the Signals Desert Sand ($4,599) and Signals Marsh Grey ($4,599) models that were inspired by Royal Enfield’s association with the Indian armed forces feature 1950s-era military graphics.

Five more color options will be made available, including Halcyon Forest Green, Halcyon Black, or Halcyon Blue, all three of which are $4,499. Chrome Red and Chrome Brown with mirror-finish tanks and special badging will run $4,699.

The Classic 350 is intended to offer a nice balance of power and usability for riders looking for a simple and forgiving motorcycle, without the hassles of a vintage bike. (Royal Enfield/)

Competition

The cafe racer/traditional style of bike continues to be a hit in 2022, and here are some of our favorites. At the top of the list has to be Triumph’s Bonneville series, as these bikes were foes in the ‘60s and remain so to this day.

Another superlogical choice is the Kawasaki W800 Cafe, which Cycle World has in the past pitted against a Royal Enfield Conti GT. BMW’s R nineT is a German interpretation of the style, or if you prefer something with Italian flavor, the Moto Guzzi’s V7 fits the bill. Looking for a more modern take? You could make the argument that Yamaha’s XSR700, and Husqvarna’s Vitpilen 401 and Svartpilen 401 align nicely.

Powertrain: Engine, Transmission, and Performance

The Classic 350′s single-cylinder SOHC counterbalanced air/oil-cooled 349cc J-series engine first found life in the Meteor 350 and puts out a claimed 20.2 hp at 6,100 rpm and 19 pound-feet of peak torque at 4,000 rpm. Fuel injection ensures quick and easy startup as well as smooth running, while a classic peashooter exhaust gets rid of spent gases. Power is sent through a wet multiplate clutch to the five-speed transmission and then onto a chain final drive.

Handling

The single-cylinder engine bolts into an all-new, steel twin-downtube spine frame that Royal Enfield claims has been strengthened for better stability and more precise handling.

Plush suspension is provided by a conventional 41mm fork with just over 5 inches of travel and a pair of twin-tube emulsion shocks with six steps of spring-preload adjustment. Most models ride on spoked chrome alloy inner-tube wheels with a 19-inch front and 18-inch rear, while the Dark models have 10-spoke (tubeless) alloy wheels in the same diameters. Both versions come with 100/90-19 front and 120/80-18 rear tires made by CEAT.

The Classic 350 is powered by the same air/oil-cooled 349cc SOHC powerplant as seen in the Royal Enfield Meteor 350, which we’ve become fond of for its gradual power delivery and gentle personality. (Royal Enfield/)

Brakes

Braking is handled by ByBre (Brembo’s Indian subsidiary) components with a single 300mm disc and twin-piston floating caliper on the front, and a 270mm disc/single-piston floating caliper out back. The system features dual-channel ABS.

Fuel Economy and Real-World MPG

We haven’t had a chance to get numbers on the Classic 350 yet, but the last Continental GT Cycle World tested got around 47 mpg, so expect this bike to be roughly in that ballpark.

Ergonomics: Comfort and Utility

Everything about the Classic 350 was designed to be fun and friendly to a wide range of riders. Key to that goal is a low 31.7-inch seat height that ensures that riders of all heights can get their feet firmly planted on the ground. The thickly padded seat promises a comfortable place to sit whether you’re making a quick trip around town or on a long ride over the weekend.

A mid-rise handlebar should help provide a relaxed and upright riding position, while mid-mounted foot controls with rubber inserts should put most rider’s legs into a gentle bend that won’t cramp them up on longer rides.

Simple but effective, the Classic 350 pairs an analog tachometer to a smaller LCD display. (Royal Enfield/)

Electronics

The only “rider aids” that come on the Classic 350 are ABS brakes, and you could argue that fuel injection is an aid to less hassles!

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.

Quality

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

2022 Royal Enfield Classic 350 Claimed Specifications

Source: MotorCyclistOnline.com

Consider the Honda CB500X a “light middleweight” adventurer that’s ready to serve as a city commuter on weekdays but then deliver actual off-road adventure on weekends. (American Honda/)

Ups

• Upright seating position with good wind protection
• Low seat height welcomes riders of all heights
• New dual-disc front brakes (with standard ABS) and upgraded fork

Downs

• Handlebar too low to comfortably accommodate standing off road
• Windscreen requires tools for height adjustment
• No provisions for fork adjustment

Verdict

When it comes to entry-level adventure-style motorcycles, the Honda CB500X is an amazing value at $7,199. The bike is more at home on the asphalt than the dirt, but is perfectly capable of tackling gravel roads too. For 2022, Honda upgraded the fork, braking system, and made a few other chassis-related improvements. Riders who want to give adventure riding a try for the first time or those just looking for a comfortable, upright, and all-around practical motorcycle should definitely check out the 500X.

For 2022, Honda upgraded the CB500X’s fork, braking system, and made a handful of chassis-related improvements, including new wheels and a redesigned swingarm. (American Honda/)

Overview

Honda has long taken on the responsibility of encouraging new riders into the sport, and the CB500 range of bikes is proof. This trio of machines includes the naked CB500F, fully faired CBR500R, and the adventure-styled 500X detailed here. An argument can quickly be formed that the CB500X is the most practical and versatile of the lot. With an upright seating position, tall and protective windscreen, dual 296mm disc brake setup up front (with standard ABS), adventure-oriented wheel sizes (19-inch front and 17-inch rear), dual-purpose-style tires, and a tractable parallel-twin engine, the “light middleweight” adventurer is ready to go wherever you want to travel.

Originally launched in 2013, the CB500X brought crossover adventure style to Honda’s fun-focused 500cc lineup. Driven by customer feedback, the CB500X has become more adventurous over time. A 2016 upgrade included a larger fuel tank and more wind protection via a taller screen. The bike also gained LED lighting, a spring-preload-adjustable fork and an adjustable brake lever.

Another evolution happened in 2019, with Honda updating the engine for increased torque and roll-on performance. The switch to a 19-inch front wheel (from a 17-incher) was a nod to the bike’s adventurous personality, while comfort features like a 20mm-taller windscreen and full-featured display were added to help the CB500X stand out in an ultracompetitive category.

If you’re looking to get your feet wet (or muddy?) in the world of adventure riding, are a newer rider, or a seasoned vet looking for an affordably priced choice, the CB500X is definitely worth consideration.

Updates for 2022

Having already gained recognition for its versatile performance, the CB500X receives modest but purposeful updates for 2022. Engine changes include revised fuel-injection settings and a lighter radiator, while the chassis benefits from the switch to an inverted Showa 41mm SFF-BP fork, dual Nissin radial-mount four-piston calipers biting 296mm rotors, lightweight wheels that feature thinner spokes, and a redesigned swingarm for improved rider comfort and handling performance. Compared to the previous model, claimed curb weight is 5 pounds lighter at 439 pounds, and weight bias also moves slightly forward for enhanced front-tire grip and feel. The front/rear weight bias percentage is 48.7/51.3 compared to the previous 48/52.

Styling updates are limited to just a larger front fender.

Pricing and Variants

Now that ABS is standard, there is only one version of the CB500X, which is available in one color scheme: Pearl Organic Green/Black for $7,199.

Competition

Although there are few 500cc twin-cylinder competitors, there are many similarly styled, entry-level ADV models that could be considered alongside the CB500X. The KTM 390 Adventure, Kawasaki Versys-X 300, Royal Enfield Himalayan, and BMW’s G 310 GS are a bit smaller in displacement, while the KTM 690 Enduro R, Yamaha Ténéré 700, and Suzuki V-Strom 650 sit on the other side of the spectrum with larger engines. Although visually similar but at the far end of the price and displacement scale—for those ready to jump into the deep end—there is Ducati’s Multistrada V2.

The previous year model’s conventional fork has been replaced with a Showa 41mm inverted Separate Function Fork Big Piston (SFF-BP) fork with 5.9 inches of cushion stroke, held by new upper and lower triple clamps. (American Honda/)

Powertrain: Engine, Transmission, and Performance

At the core of Honda’s CB500 range is a 471cc liquid-cooled parallel-twin engine with new fuel-injection settings targeting improved torque feel and character. Exhaust is expelled through twin pipes that lead to a low-mount muffler. Power is delivered to the rear wheel via a Slipper Assist Clutch (with a claimed 45 percent less lever effort than a traditional clutch), through a six-speed transmission to a chain final drive.

In our most recent test Cycle World described the engine performance as such: “The engine, although docile, was in no way lacking when it came to the spirited paces of Southern California’s busiest freeways. Its 42.45 hp at 8,130 rpm and 29.25 pound-feet at 6,500 rpm recorded during a fourth-gear pull on the CW in-house dyno are plenty for an adventure motorcycle meant to be friendly and usable.” Power delivery is predictable, making it easy to comfortably tackle gravel roads on fun adventures out of the city.

Handling

Lightweight and nimble, Honda designed the CB500X for easily navigating traffic, canyon roads, dirt trails, and everything in between. The suspension components on previous-generation CB500X models left riders wanting a little more, with Cycle World commenting, “On the pavement, the CB-X’s 41mm fork and single shock are soft and don’t allow for a planted feel in switchbacks—mid-turn bumps have the rear pogoing over those undulations, causing instability.” The changes for 2022 look to address those criticisms, and while test riders have yet to log miles on the platform, we’ll soon see if the 2022 model can match or beat the performance we experienced on the 2020 bike.

The 2022 CB500X’s dual 296mm petal-style rotors (versus single 310mm brake disc on the 2021 model) and axial-mounted Nissin two-piston calipers require less lever pressure when braking, while keeping any weight gain to a minimum. (American Honda/)

Brakes

On the previous model, we felt the braking was adequate with that bike’s single front disc/twin-piston-caliper setup. The addition of two slightly small-diameter (296 versus 310mm) discs with twin-piston calipers should in theory be a big improvement in performance and feel. Honda claims that the required lever pressure when braking has been reduced, and that the smaller disc size keeps any weight gain to a minimum.

The CB500X’s windscreen has two available height settings—56.9 inches and 55.5 inches—but requires tools to be adjusted. (American Honda/)

Fuel Economy and Real-World MPG

Considering that very little if anything has changed with the engine itself, our last recorded average fuel economy on the 2020 model of 54.6 mpg is totally solid, and should work out to around 250 miles of total range.

Ergonomics: Comfort and Utility

More findings from the last test that should carry over to the new model pertain to rider comfort. “When cruising along at speed the windscreen serves its purpose in deflecting the wind, but you best be sure the placement is suitable before your journey because the two-height adjustability does require tools,” wrote the Cycle World test staff. Even still, it is nice to have options, and in this case you have two; the windscreen can be adjusted to 56.9-inch or 55.5-inch heights.

While we had no issue with flat-footing, riders with shorter inseams will be on their toes. Commuting to and from the office or around town is done in comfort; the ergonomics are upright with the tapered handlebar and central peg position. The width of the bar and low-slung weight allow for easy slow-speed maneuvering. Standing up on the pegs for dirt sections is moderately uncomfortable since the bars are just a tad low and back, causing the rider to bend more over the bars than preferred. Then again, the CB500X is more street-oriented than dirt-focused.

LCD instruments—set in a multi-surfaced and textured surrounding—give the affordable CB500X a premium look and feel. (American Honda/)

Electronics

There isn’t a lot of tech wizardry here, but you get standard ABS, LED lighting, and a fully digital instrument cluster featuring a gear position indicator and programmable shift-up light.

Warranty and Maintenance Coverage

A one-year transferable, unlimited-mileage limited warranty is standard, while an optional HondaCare Protection Plan is also available.

Quality

Despite the affordable price, this is still a Honda, and the Japanese company has an amazing reputation for high-quality fit and finish, and takes pride in the durability of its products.

2022 Honda CB500X Claimed Specifications

Source: MotorCyclistOnline.com

Kawasaki’s 2022 KLX300 is ready to play, wherever you want to go. (Kawasaki Motors Corp /)

Ups

• Smooth counterbalanced engine
• Adjustable suspension front and rear
• Comfortable ergonomics and seat

Downs

• Seat height might be challenging for shorter riders
• Small battery can be easily drained
• Can’t quite pull tall sixth gear all the way to redline

Verdict

Kawasaki’s KLX300 is a competitively priced dual sport machine starting at $5,799, but unlike its Honda rival, the CRF300L, the KLX300 offers adjustable long-travel suspension front and rear. Power comes from a 292cc counterbalanced single that’s flexible and fun, making the bike ready to rock the trail or street. At 302 pounds fully fueled, the relatively lightweight overall package contributes to nimble handling that’s ideal for newer riders or those not looking to muscle a heavier dual sport around on local adventures.

The Fragment Camo Gray colorway adds $200 to the competitively priced KLX300, which aims to be a practical, approachable dual sport for newer riders, local commuters, and those looking to explore nearby single-track. (Kawasaki Motors Corp./)

Overview

Dual sporting continues to explode in popularity, as new and veteran riders aim to get outside and enjoy exploring more than ever before. The range of options offered in the class span the spectrum from small-displacement entry-level machines to open-class enduros with competition pedigrees like KTM’s 500 EXC. A refreshing subsegment is without doubt the 300cc dual-sport category. Bikes like Kawasaki’s KLX300 are not only a great starting point for new riders looking for an approachable, do-it-all machine, but also a fun, practical option for more experienced riders to get out and enjoy trail riding or asphalt commuting without breaking the budget.

In the case of the KLX300, buyers get an entertaining overall package that is lightweight, offers enough engine performance for technical singletrack riding, enough comfort to tackle highways and paved roads that lead to the trail, and suspension more than capable of tackling off-road rocks, roots, and ruts with ease. On top of the friendly buy-in price, the small-displacement engine benefits from excellent fuel economy, which makes it a great choice for weekday commutes when fuel prices skyrocket.

Updates for 2022

An all-new platform for 2021, there were no major updates to the KLX300 for 2022.

Pricing and Variants

The only decision you need to make if purchasing the 2022 KLX300 is do you go with corporate Kawasaki Lime Green ($5,599) or spend an extra $200 on the Fragment Camo Gray ($5,799)?

Equipped with EFI and convenient electric start, the KLX proved hassle-free to cold start, a momentary bump of the thumb button effortlessly prodding the motor into a smooth idle. (Kawasaki Motors Corp./)

Competition

With the explosion of dual sport riding, there is plenty of competition. The Japanese manufacturers have been offering similar machines for ages. Honda’s CRF300L/CRF300L Rally are the most natural competitors and have been banging heads with the KLX since both were 250cc machines. Recent platform-wide updates for the CRF300L make the Honda an appealing package, but the Kawasaki does a fine job of setting itself apart with the aforementioned adjustable suspension. Suzuki offers the DR200S, while Yamaha still offers the dated XT250 and TW200. If you’re looking for a bit of European flair, BMW’s more road-oriented G 310 GS is similarly priced at $6,190.

Powertrain: Engine, Transmission, and Performance

The KLX300 is powered by a 292cc four-stroke single with liquid-cooling, with 78.0 x 61.2mm bore and stroke measurements. Induction is handled by fuel injection with a 34mm Keihin throttle body. Power is sent to the rear wheel via a six-speed transmission. When sister publication Dirt Rider last ran the KLX on our Dynojet dyno, it produced 23.4 hp at 8,100 rpm, and 15.4 pound-feet at 8,000 rpm.

In its adventure-focused outing aboard the KLX300, Cycle World found, “The KLX’s gear-driven counterbalancer does an excellent job smoothing vibes, with only a light buzz detected in the bars and footrest, mildly gaining intensity when engine revs climb beyond 6,000 rpm. At an indicated 70 mph in top gear, the LCD bar-type tachometer registers 7,500 rpm. The KLX hums along contentedly at that pace and will pull upwards of 8,500 rpm on a level stretch; however, the assistance of a downhill grade or tailwind is needed to tap the remaining 2,000 revs in sixth.”

The 2022 KLX300’s unchanged, single-cylinder engine offers up an ultralinear delivery from bottom revs to its 10,500 rpm limit. Power is accented with a whisper of top-end surge that comes in around 8,000 rpm and can be felt in the bottom gears of the six-speed gearbox. Horsepower and torque figures are from the previously tested 2021 KLX300. (Cycle World/)

Handling

Weighing in at just 302 pounds, the KLX300 is light and predictable. “Venturing onto a narrow winding backroad, the nimble KLX tipped into corners with just a hint of steering input,” according to Cycle World’s review of the KLX. Steering is so light that new owners may take some time getting adjusted to the lithe handling when turning into slow, tight corners. The plush suspension soaks up road bumps and ripples with ease, yet offers good damping control, delivering a comforting sense of overall stability and composure.

Off-highway performance is dictated by suspension and here’s where the KLX300 impresses. “Faced with larger bumps at higher speeds, the Kawasaki’s KYB 43mm inverted fork and KYB shock delivered a controlled high-performance feel,” Dirt Rider Magazine said in its review of the KLX. “Helping it remain stable at speed was an impressive amount of what we sometimes describe as ‘holdup.’ So what’s holdup? Think of it as the ideal combination of stiff-enough spring rates with good compression and rebound damping; together, this gives the suspension excellent bottoming resistance and the ability to absorb repeated bumps without packing down in the stroke, where the suspension becomes too compressed to respond efficiently.”

The KLX300 has great trail manners when ridden at a casual pace, making it a fun, user-friendly bike for navigating city streets or exploring local trails. (Kawasaki Motors Corp./)

Brakes

A Nissin dual-piston front caliper squeezes a 250mm rotor to provide powerful stopping capability as well as plenty of feedback at the lever. When it’s time to come to a complete halt, there is absolutely no vague feeling when grabbing the front brake; a hard initial bite lets you know it’s working, though it’s very progressive. The rear brake is a Nissin single-piston caliper paired with a 240mm rotor that is equally as capable as the front and can lock up the back wheel on command at any speed.

Ergonomics: Comfort and Utility

The KLX300 feels small and is easily manageable on the trail, despite having a slightly taller seat height when compared to the CRF300L (35.2 inches for the KLX versus 34.7 inches for the Honda).

While that smaller stature aids in control, the form factor comes at a slight cost. In its review of the KLX, Dirt Rider added, “The bike feels especially small while standing, which causes the rider to hunch over more than normal to reach the handlebar; this would be mostly eliminated with a taller handlebar. While seated, the rider triangle is quite comfortable, though the distance between the footpegs and front part of the seat causes a somewhat tight bend at the knees. When the need to extend your legs arises, the elevated rear portion of the seat opens up the rider triangle a touch, offering a more relaxed riding position while slaying highway miles.”

Electronics

The KLX300 is about as basic as it gets when it comes to electronics, which helps keep the price down but also keeps from overwhelming riders looking for straightforward dual sport performance. The KLX has a tachometer, odometer, two tripmeters, a clock, and a neutral indicator light and low-fuel light.

Where will the KLX300 take you? (Kawasaki Motors Corp./)

Warranty and Maintenance Coverage

Kawasaki offers a 12-month limited warranty; that can be extended with the optional Kawasaki Protection Plus program in intervals of 12, 24, or 36 months.

Quality

A notchy gearbox, large gap between first and second gear, and more difficult clutch pull are the main drawbacks of the Kawasaki. “Its fundamental weak points are that it’s less refined than the [Honda] CRF300L and feels like an older motorcycle,” said the Dirt Rider staff. “Despite that, for a rider whose off-road aspirations go beyond smooth fire roads and mild two-track, the KLX300 is the more capable bike off the showroom floor.”

2022 Kawasaki KLX300 Claimed Specifications

Source: MotorCyclistOnline.com

2022 Honda NC750X DCT. (Honda/)

Ups

• Cavernous front keyed storage compartment
• Great fuel mileage
• Low sticker price

Downs

• A second front disc brake would be beneficial
• A little heavy
• Legroom somewhat cramped

Verdict

There are very few motorcycles on the market that are practical in the truest sense of the term, and the Honda NC750X is one of them. Easy on the wallet, easy to ride (especially the DCT automatic transmission version), great fuel mileage, surprising performance, huge storage compartment in front, fairly comfortable… The NC750X ticks all the practical boxes. This bike is perfect for the rider who isn’t looking for outright performance or in making a statement at the local bike hangout, but rather just wants a do-it-all motorcycle without the ego.

Honda NC750X. (Jeff Allen/)

Overview

Instead of repurposing or modifying an existing motorcycle engine for the NC series, Honda took the unusual path of basing the design on the architecture of the engine powering its Fit subcompact automobile. The result is a torquey but quick-revving powerplant that provides surprisingly good performance while sipping fuel. The engine design also permits a huge storage compartment where the fuel tank normally sits, a low seat height, and low center of mass for handling. Originally debuting in 2012 with three models (the adventure-touring crossover NC700X, the more commuter-oriented NC700S, and the Integra maxi-scooter), the 670cc engine was enlarged to 745cc in 2014.

Some updates occurred in 2016, with taller windscreen, LED lighting, new LCD instrument panel, DCT automatic transmission software upgrades, new exhaust, and Showa Dual Bending Valve fork.

More extensive upgrades were done in 2021. Honda started with the tubular-steel diamond frame and through a careful redesign (using varying tube thicknesses) not only saved 2.6 pounds over the previous chassis but also freed up more useful space for the storage compartment by relocating the battery and redesigning the airbox. The curb weight was reduced by 13.2 pounds, while suspension travel shortened as part of the bike’s more commuter/touring-oriented image. In addition, the seat height was lowered 1.2 inches, to 31.5 inches.

The engine received equal attention in 2021. The valve timing was adjusted (timing differs between the two cylinders), while new technology, including throttle by wire and a refined exhaust system, opened the door to more power and a stronger torque curve past 5,000 rpm. The engine was given a higher, 7,000 rpm redline and weighed 2.6 pounds less than the previous-generation powerplant.

Shorter ratios for first, second, and third gears (for both manual and DCT) were designed to improve standing start and roll-on acceleration through those gears, while fourth, fifth, and sixth gears were made slightly taller, for maximum fuel efficiency. The addition of a slipper clutch for 2021 reduced lever load by 20 percent.

The NC750X DCT is perfect for the rider who isn’t looking for outright performance or in making a statement at the local bike hangout, but rather just wants a do-it-all motorcycle without the ego. (Jeff Allen/)

Updates for 2022

There are no updates to the 2022 Honda NC750X, with Grand Prix Red as the only colorway available.

Pricing and Variants

The 2022 Honda NC750X with standard manual six-speed transmission retails for $8,699. The DCT automatic transmission version of the 2022 NC750X has an MSRP of $9,299.

Competition

Competitors to the Honda NC750X include other commuter-friendly streetbikes with upright riding position, such as the Kawasaki Versys 650, Suzuki V-Strom 650, and BMW F 900 R.

Powertrain: Engine, Transmission, and Performance

The liquid-cooled OHC parallel-twin engine has its cylinders canted forward at 55 degrees, with a 270-degree crankshaft. Because the engine design was based upon Honda’s Fit/Jazz subcompact automobile engine, the volumetric efficiency and engine tuning is maximized for lower rpm, so it not only provides excellent torque but also sips fuel compared to the usual higher-revving motorcycle engine design. Honda claims 57.8 hp at 6,750 rpm and 50.9 pound-feet of torque at 4,750 rpm.

In the Ride Review of the 2021 NC750X DCT model, Cycle World noted, “With its quick-revving nature and a flat torque curve that starts just off idle, whacking the throttle open from a stoplight is rewarded with instant and surprisingly strong acceleration that will easily holeshot any traffic.” The DCT automatic transmission does an excellent job of sensing when you’re ramping up the pace through turns versus just commuting to work, making downshifts at just the right times before corner entry.

Handling

Despite its 472-pound wet weight (493 pounds for the DCT version), 60-inch wheelbase, and nonadjustable (save for spring preload on the rear shock) suspension, the NC750X is surprisingly agile and can make quick work of a twisty section of road. Ground clearance is quite good before the footpeg tips touch down, with chassis pitch kept to a minimum and very good grip from the stock Metzeler Tourance Next tires. Steering is light and neutral at all speeds, yet the chassis remains very stable in nearly all situations.

The NC750X’s storage trunk was enlarged in 2021, an update made possible by the bike’s new frame. (Jeff Allen/)

Brakes

The 320mm disc and twin-piston slide-pin caliper with two-channel ABS up front provides adequate braking power, but stopping power is much stronger when used in conjunction with the 240mm rear disc brake.

Fuel Economy and Real-World MPG

The NC750X recorded an average of 52.4 mpg during Cycle World’s First Ride Review test.

Ergonomics: Comfort and Utility

The NC750X’s ergonomics are pretty much standard bike fare, with a comfortable upright riding position providing good leverage over a wide handlebar. The seat-to-footpeg relationship is a little cramped, though, with those taller than 5 feet, 8 inches probably wishing for a taller seat option. It turns out there are benefits and downsides to the 1.2-inch-lower seat height introduced in 2021.

Since practical features are equally important as a slim, sporty design, the NC750X’s front storage compartment is positioned where the fuel tank would traditionally sit. It holds 23 liters and is shaped to fit a helmet, but also comes in handy when transporting a random assortment of goods, from groceries to books and more. The exterior portion of the lid features rails for mounting a tank bag, while the interior portion has four hooks, for using rubber straps that can help in organizing luggage.

Electronics

The NC750X got a major upgrade to its electronics in 2021. With throttle by wire now managing engine performance and character, Honda was able to incorporate three modes for the rider to choose from for various riding conditions. Mode selection is managed between the left-hand switch gear and the LCD display. Honda Selectable Torque Control (HSTC) comes standard on both the manual and DCT NC750X and is designed to offer softer, finer control as it manages rear-wheel torque thanks to TBW.

Two-channel ABS is used for both front and rear brakes. Lighting is all LED, although the instrument panel is an LCD instead of the increasingly common TFT display, reflecting Honda’s price-point intentions.

The NC750X makes for a great commuter, but won’t shy away from longer rides or a fun day on twisty canyon roads. (Jeff Allen/)

Warranty and Maintenance Coverage

The NC750X comes with Honda’s standard one-year unlimited mileage limited warranty that is transferable if you sell the bike. Extended coverage up to five years is available via the Honda Protection Plan.

Quality

Despite its economical design, the NC750X still reflects Honda’s pride in the quality of its products. Fit and finish are up to Honda’s usual standards: Excellent.

2022 Honda NC750X/NC750X DCT Claimed Specifications

Source: MotorCyclistOnline.com

2021 Honda Super Cub C125 ABS. (Honda/)

Ups

• Nostalgic looks with modern features
• Semi-automatic clutch easy for newbies
• 17-inch wheels offer better ride and more tire choices

Downs

• No storage bins
• No passenger accommodations
• Shifting requires finesse for smooth acceleration

Verdict

A modern remake of the original 50cc motorcycle that launched motorcycling (and Honda) into the American mainstream, the Super Cub C125 ABS has all the retro looks of its forebear but with a thorough infusion of current tech, including a fuel-injected 125cc engine. It’s a completely enjoyable and accessible pathway to motorcycling fun.

2021 Honda Super Cub C125 ABS. (Honda/)

Overview

American Honda’s immensely successful “You Meet the Nicest People on a Honda” lifestyle advertising campaign of the ‘60s was originally based upon the little 50cc Super Cub (check out Kevin Cameron’s history of the bike here), a crossover between a scooter (small size, step-through underbone frame, no clutch) and a motorcycle (manual shift gearbox, large wheels) whose accessibility and fun factor changed the nation’s attitude toward motorcycles. Continuously manufactured by Honda since 1958 for numerous world markets, production numbers of the Super Cub have long since surpassed 100 million, making it the most produced motor vehicle in history.

Despite its sales success and long history with numerous iterations and updates, the Super Cub was actually dropped from American Honda’s lineup in 1974. It wasn’t until 2019 that the Super Cub returned to the US, and while the styling closely resembles the original, the internals are vastly upgraded. Modern features such as fuel injection for the 125cc engine, a steel tube frame (replacing the old pressed-steel underbone chassis), inverted fork with increased suspension travel, front disc brake with ABS, LED lighting, electric start, and smart keyless ignition are just some of the updates that make the new Super Cub even more enjoyable than its predecessor.

2021 Honda Super Cub C125 ABS. (honda/)

Updates for 2021

There are no updates for 2021 to the Super Cub C125 ABS. The only available colorway is Pearl Nebula Red.

Pricing and Variants

The MSRP for the Super Cub C125 ABS is $3,749.

Competition

Some competitors for the Honda Super Cub C125 ABS include Yamaha’s Zuma 125 and Suzuki’s Burgman 200, but the direct competition with regard to styling would likely be scooters such as Vespa’s Primavera 150 or Sprint 150.

2021 Honda Super Cub C125 ABS. (Honda/)

Powertrain: Engine, Transmission, and Performance

The Super Cub’s OHC air-cooled 125cc two-valve single-cylinder engine is claimed to put out 9.1 hp at 7,500 rpm, and 7.2 pound-feet of torque at 5,000 rpm. That’s enough to easily cruise at 50 mph, with CW’s Morgan Gales reporting that “I saw 65 mph on flat ground and still had some room to go” in his First Ride Review of the new Super Cub. The semi-automatic clutch on the four-speed transmission makes shifting an easy task for beginner riders, with the heel/toe shifter making sure that your shoes don’t get scuff marks on top.

Handling

The Super Cub handles bumps, potholes, and other pavement irregularities much better than your average scooter, due to its 17-inch wheels (versus the usual 10- to 13-inch wheels on scooters) being able to roll over obstacles with greater ease. Light damping and good wheel travel ensure a comfortable, compliant ride.

Brakes

A 220mm disc with single-piston caliper front brake equipped with ABS and a drum brake in the rear ensures that the Super Cub stops quickly and safely.

2021 Honda Super Cub C125 ABS. (Honda/)

Fuel Economy and Real-World MPG

There are no miles-per-gallon figures available for the Super Cub C125 ABS.

Ergonomics: Comfort and Utility

The Super Cub’s ergonomics are standard scooter fare, with an upright riding position, easy-to-reach bars, and comfortable, well-padded seat. There are no passenger accommodations though.

Electronics

Other than the front brake’s ABS, there are no rider aids or other electronics on the Super Cub C125 ABS. All lighting is LED.

Warranty and Maintenance Coverage

The Super Cub comes with Honda’s standard one-year, unlimited-mileage limited warranty. Extended warranty coverage is available through the HondaCare Protection Plan.

Quality

As with any Honda, the Super Cub’s fit and finish is excellent.

2021 Honda Super Cub C125 ABS. (Honda/)

2021 Honda Super Cub C125 ABS Claimed Specifications

Source: MotorCyclistOnline.com

Evolution is the name of the game with the 2022 Yamaha Tracer 9 GT; why wouldn’t you want a lightweight, nimble tourer with just the right power? (Yamaha Motor USA/)

Ups

• Chassis (w/ semi-active suspension) puts the “sport” in sport-tourer
• Seat and wind protection provide excellent all-day comfort
• New advanced electronics have cured the fueling lurch

Downs

• Big improvements equals higher price tag

Verdict

The traditional sport-touring class has for years evolved away from the sporty side and toward the toury side, with 1,000cc and larger engines, and ever higher creeping weights. Yamaha has definitely found a tasty recipe concocted with just the right ingredients of power, handling, technology, comfort, and styling with the Tracer 9 GT. The Tracer was all-new for 2021 and may have hopped up in price, but the addition of much more sophisticated electronic engine management, semi-active suspension, and much-improved features shouldn’t scare buyers away.

2022 Yamaha Tracer 9 GT. (Yamaha Motor USA/)

Overview

Back in 2015, Yamaha created the Tracer 900 GT, which was based on the FJ-09. The move to take that fun naked sportbike and transform it into an affordable and epically fun sport-touring machine was well received by buyers. Fast-forward to 2021, when Yamaha revamped and renamed this sport-touring spinoff, the Tracer 9 GT, which is based on the now-also-renamed MT-09 (which was also all-new in 2021). But like its hyper-naked cousin, this time around, the 9 GT gets a load of upgrades aimed at improved engine performance and refinement, while the chassis gets semi-active suspension. Additionally, the Tracer 9 GT gets an all-new six-axis IMU-based electronics suite derived from its open-class superbike cousin, the YZF-R1. More on that below.

Other notable features are the redesigned 30-liter-capacity saddlebags (which come standard) that can now be latched but left unlocked, which means you don’t have to pull the key out of the ignition everytime you want to access their contents. Another standout is the new dash, which has twin 3.5-inch displays that have more info than you can shake a stick at (and are customizable); one of the most informative dashes out there, to be sure. Like the model that preceded it, the 9 GT is renowned for its long-distance comfort thanks to a supportive and adjustable seat, protective windscreen, and comfortable ergonomics. So, although it may cost around $1,800 more than the outgoing model, the Tracer 9 GT comes with a lot of additional premium features that definitely improve an already great motorcycle.

Updates for 2022

The Tracer 9 GT was an all-new model for the 2021 model year, with Yamaha changing its name from the outgoing Tracer 900 GT. A number of updates to the CP3 engine platform and chassis pushed its performance potential.

The GT received an all-new 890cc liquid-cooled three-cylinder DOHC four-valve-per-cylinder fuel-injected engine. Bore remains the same 78mm, but stroke has been increased from 59.1 to 62.1mm increasing displacement from 847 to 890cc. Other engine changes include new forged aluminum pistons and fracture-split connecting rods, a new intake system, and new exhaust system. A completely new fuel-management system utilizes repositioned fuel injectors, now on the throttle valve side of the throttle body and operated via the Yamaha Chip Controlled Throttle (YCC-T). New rider aids, made possible by the six-axis IMU-based electronics suite, includes Traction Control (TCS), Slide Control (SCS), and wheelie control (LIF). Four ride modes are available in the Yamaha D-mode menu.

A new lightweight aluminum frame hosts new KYB electronically controlled suspension. Based on input from the IMU, ECU, and the Suspension Control Unit (SCU), the suspension calculates the ideal damping settings; rebound and compression damping for the fork and rebound damping for the shock. Other updated features include the ABS braking system, called, yeah, just that: Brake Control System, or BCS. This includes cornering ABS and a system that can independently control pressure front and rear and has two selectable modes: BC1 and BC2. The former is oriented toward optimizing hard panic stops while upright, while BC2 is for sport riding, and panic stops while leaned over.

But wait, there’s more! Full LED lighting with new cornering lights takes information from the IMU to determine lean angle and then increases intensity the more lean angle is added for improved rider confidence when riding at night. Other features include the Quick Shift System (QSS) that allows clutchless upshifts and downshifts. The new aforementioned twin 3.5-inch TFT display screens are your access point to all the bells and whistles the bike has to offer. Certainly not last, but one more new feature are the updated 10-position heated grips, yeah 10. Two colors are available, Liquid Metal and Redline.

2022 Yamaha Tracer 9 GT. (Yamaha Motor USA/)

Pricing and Variants

The Yamaha Tracer 9 GT is available in Liquid Metal and Redline for $14,999.

Competition

Depending on your definition, there are a ton of options out there from pure sport-touring machines to street-oriented ADV bikes, to upright sportbikes like the Tracer 9 GT. Bikes that we would call pure sport-tourers included the Kawasaki Concours 14 and Ninja H2 SX SE, Suzuki’s GSX-S1000GT+/GSX-S1000GT, Yamaha’s own FJR1300ES, and BMW’s K 1600 GT, R 1250 RT, and R 1250 RS. Upright sportbikes include Kawasaki Versys 650, Versys 1000 LT, and Ninja 1000 SX, Honda’s NC750X and CB500X, Ducati’s Multistrada series, and BMW’s S 1000 XR. Street-oriented ADV bikes would include KTM 1290 Super Adventure S and Triumph’s Tiger Sport 660 and Tiger 850 Sport.

2022 Yamaha Tracer 9 GT Dyno Chart. (Robert Martin Jr./)

Powertrain: Engine, Transmission, and Performance

During his First Ride Review of the 2021 Yamaha Tracer 9 GT, Road Test Editor Michael Gilbert said of the engine: “Yamaha has finally achieved a natural feel and silky-smooth initial fueling of the Accelerator Position Sensor Grip (APSG) Yamaha Chip Controlled Throttle (YCC-T) ride-by-wire system, curing the 9 GT of the abrupt lurch found on previous Tracer and MT models. This throttle is precise, with the maps delivering admirably broad and linear power delivery. Yamaha claims the updated CP3 delivers 6 percent more torque, which adds a bit to its flexibility and fun factor, but there’s no denying that it has always been a torque monster; yank the throttle in any of the lower three gears and lift the front tire skyward to the accompaniment of that legendary triple exhaust note.”

Speaking of the new rider aids, Gilbert added, “The system works well to extract performance with almost seamless intervention, but also provides peace of mind when your adventure gives you unexpected tarmac conditions. Add to that a new clutchless bidirectional quickshifter to ease the process of ripping through its well-spaced six-speed gearbox, and the Tracer fully meets all premium expectations.”

Placed on Cycle World’s in-house Dynojet 250i dynamometer, the Tracer 9 GT’s CP3 powerplant produced 104.2 hp at 9,900 rpm and 62.2 pound-feet of torque at 7,000 rpm. For reference, the numbers are very similar to the last Tracer 900 GT ran on the Cycle World dyno despite tightening Euro 5 emissions standards.

2022 Yamaha Tracer 9 GT. (Yamaha Motor USA/)

Handling

From that same test, Gilbert praised the Tracer 9 GT’s overall chassis balance. “Midcorner chassis feel and stability is vastly improved without losing any steering sharpness. Overall, it’s better balanced in every area and inspires confidence where the on-edge outgoing Tracer model didn’t.”

Gilbert raved about the Tracer 9 GT’s semi-active suspension too. “…Yamaha and KYB crushed the calibration. For 90 percent of testing, the bike was set on the soft suspension compliance of A-2. The softer setting helped maintain chassis composure in offering big-hit support, but better coped with the road’s imperfections and chatter bumps for more comfort. Should you be blessed with endless glassy tarmac, ripping sweepers, and no speed limits, the stiffer A-1 setting is ready and waiting for you. Also worth noting is the way in which the system delivers seamless, almost unnoticeable changes to damping characteristics, instilling confidence and helping with corner-to-corner consistency even when the Tracer is ridden aggressively.”

2022 Yamaha Tracer 9 GT. (Yamaha Motor USA/)

Brakes

The Tracer 9 GT is brought to a halt via a pair of Advics four-piston calipers clamping to 298mm discs up front and a single two-piston caliper at the rear. The system also utilizes Yamaha’s Brake Control cornering ABS system.

According to our First Ride Review of the Tracer 9 GT, the braking setup offers serious stopping power and smooth ABS intervention, despite varying conditions. Gilbert reported, “Two settings offer selectable levels of ABS sensitivity: Mode 1 is a traditional fixed antilock setting, while Mode 2 adjusts ABS sensitivity with information from the motorcycle’s IMU, front and rear wheel speed sensors, and brake pressure. In testing, even applying serious brake pressure with a notable amount of lean angle in Mode 2 didn’t cause front-wheel lockup or tuck, but rather immediate, usable stopping power.”

Fuel Economy and Real-World MPG

Yamaha claims the Tracer 9 GT achieves 49 mpg, but official Cycle World testing numbers are yet to be published.

Ergonomics: Comfort and Utility

The Yamaha Tracer 9 GT finds a balanced, upright sport-touring rider triangle with a one-piece motocross-style handlebar and somewhat aggressive lower stance. Seat height is easily adjustable in two positions, which Cycle World measured at 31.9 inches (low) and 32.5 inches (high). Likewise, the footpegs are adjustable as is the handlebar. A fairing offers decent wind protection aboard the Tracer, while an adjustable (although somewhat minimal) windshield reduces buffeting further. Finally, a set of 10-setting heated grips add comfort to the chilly days.

2022 Yamaha Tracer 9 GT. (Yamaha Motor USA/)

Electronics

The Tracer 9 GT has a ton of electronic systems to improve the ride: Brake Control System or BCS with ABS; rider aids include: Traction Control (TCS), Slide Control (SCS), and wheelie control (LIF); suspension is an electronically controlled semi-active KYB system with two modes; Cruise control; Yamaha D-mode (ride modes); Quick Shift System (QSS). Concluded by full LED lighting and twin 3.5-inch screen info dash.

Warranty and Maintenance Coverage

The Tracer 9 GT is covered by Yamaha’s one-year limited factory warranty.

Quality

The fit and finish of the Tracer 9 GT, as with all Yamaha products, is top-notch. Premium componentry and a number of creature comforts add to a supreme riding experience.

2022 Yamaha Tracer 9 GT. (Yamaha Motor USA/)

2022 Yamaha Tracer 9 GT Claimed Specifications

Cycle World Tested Specifications

Source: MotorCyclistOnline.com

The best of both worlds, commute during the week, hit the dirt for adventure on
the weekends. (Jeff Allen/)

Ups

• Recently increased engine displacement pays dividends
• Affordability in dual sporting/ADV riding
• ABS braking system optional

Downs

• Needs a few bolt-on pieces for more aggressive off-road riding
• Seat is relatively tall for shorter riders
• Lacks suspension adjustability

Verdict

After receiving a ton of updates for the 2021 model year—including a 36cc displacement bump—these models pack big potential in small(er) packages. What you get are two bikes focused much more on the fun factor than trying to keep up with high-performance, competition-oriented models. Whether you are new to dirt riding, looking for a commuter that can also deliver weekend fun, or don’t want to make a five-figure investment, the CRF300L and CRF300L Rally make great sense.

2021 Honda CRF300L. (Jeff Allen/)

Overview

If there is a single “gateway” platform in Honda’s lineup, it is arguably the CRF300L and CRF300L Rally, depending on the flavor you desire. The key differences between the standard 300L and 300L Rally are largely aesthetic, however those same changes give the two bikes very different personalities. Both bikes were updated for 2021 after serving similar roles as 250cc versions of the same basic platform that had been around since 2013. The 300L is a straight-shooting dual-sport-style bike that at a glance looks like the image we think of in our heads when talking about the class. On the flipside is the 300L Rally, which is a really cool interpretation of an adventure-oriented motorcycle, albeit downsized to fit riders giving ADV riding a try for the first time.

Barriers are few when it comes to the CRF300L. This bike is about as friendly as they come when talk turns to dual-purpose motorcycles (bikes that are equally at home on pavement or dirt). Another word that describes the little L perfectly is forgiving; from the tractable, predictable, smooth-power delivery, to the plush suspension and confidence-inspiring handling. This bike is as much for the rider looking for a first-ever dirt bike, to the urban commuter who wants to occasionally head off the highway and explore.

Where the CRF300L Rally departs the script is the Dakar-inspired styling. To the casual observer, there’s a striking resemblance to Ricky Brabec’s Factory Monster Energy Honda Rally machine. Where this diminutive bike differs from the standard model is the windscreen and some additional protective pieces like a skid plate and hand guards. These might sound minor, but the windscreen alone greatly improves the versatility of the bike by helping reduce fatigue on longer rides and offering some protection from the elements.

Both machines share an engine, chassis (including suspension, brakes, and controls), and have identical geometry, similar seat heights, and similar ground clearance. This in theory should make the buyer’s choice much easier: Do you want the Rally styling or the standard dual- purpose look.

2021 Honda CRF300L. (Jeff Allen/)

Pricing and Variants

As mentioned, above there are two variations, the standard 300L ($5,249) and the 300L Rally ($5,999). Both models are offered with ABS brakes as an option for $5,549 and $6,299 respectively.

Competition

As you would imagine, this class has plenty of competition. The Japanese manufacturers have been offering similar machines for ages. Kawasaki offers the KLX300, which is the CRF300L’s closest and most logical adversary. We put both of these models in a Dirt Rider head-to-head comparison.

Suzuki offers the DR200S, while Yamaha still offers the dated XT250 and TW200. All of these machines align close to closish with the 300L, but the 300L Rally’s closest sparring partner would be BMW’s G 310 GS, which is similarly priced at $6,190.

2021 Honda CRF300L Dyno Chart. (Robert Martin Jr./)

Powertrain: Engine, Transmission, and Performance

Both versions of the 300L share an identical powertrain with a 286cc liquid-cooled four-stroke single with double-overhead cams, four valves, and fuel injection. This ultra-efficient engine produced a very sound 68 mpg in our last complete test. Power is delivered to the rear wheel via a six-speed transmission and a low-maintenance cable-operated clutch.

You won’t mistake the 300L’s engine for a competition-oriented model, but then again, that’s not the point. This bike’s intention is to be friendly and usable, which is exactly what Evan Allen discovered during his test of the 2021 model: “What the revised engine offers is quick-revving yet predictable character that helps the bike effortlessly navigate trails. Riding on twisting single- track and two-track, I spent a lot of time switching between second and third gear, locking up the rear wheel, and dumping the clutch on corner exits. Never once did the CRF300L fall flat or seem overworked.” He added, it “has a lightweight feel, is remarkably quiet, and never makes any disconcerting noises. There’s no sudden hit or burst of power in the rpm range; power just rolls on nicely off the bottom and builds steadily until it begins to sign off at 9,000 rpm.”

2021 Honda CRF300L. (Jeff Allen/)

Handling

Key to handing on a dirt-oriented bike is suspension performance and weight. These two things pretty much define how the motorcycle is going to feel on road and off. Allen’s impression of the suspension’s performance is telling for a machine in this price point. “As dreamy as the engine is, the suspension could be improved upon. The bike’s Showa 43mm inverted fork and Showa Pro-Link shock are good for 10.2 inches of travel, but are undersprung and all-around soft.” After riding the bike on road and off his conclusion was: “Unfortunately, none of these issues can be easily addressed, because there are no damping adjustments; you’re stuck with what Honda’s given you. That’s a shame; everything else about the bike is perfectly enjoyable, and the CRF300L would be a home run if it came with adjustable suspension.” And although the suspension is always up to the task, the bike offers nimble handling from its light 309-pound measured weight. Note that the Rally weighs a bit more at a claimed 331 pounds.

Brakes

It’s hard to nitpick a bike in this price range, but one again, in a perfect world we’d love a better front brake. Allen adds: “The Nissin two-piston caliper and 256mm disc feels timid and vague, not really delivering strong or progressive action. To be fair, this occurred only when pushing the bike at a quicker pace, perhaps a bit faster than its intended use case.” Out back is a single-piston caliper and a 220mm disc, which offers predictable feel and a progression. The Rally model utilizes a larger 296mm front disc for additional stopping power.

2021 Honda CRF300L. (Jeff Allen/)

Fuel Economy and Real-World MPG

As mentioned above, our testing delivered 68 mpg, and when equated with the 2.1-gallon fuel tank offers a theoretical 140-plus-mile range on a tank, which is more than enough for a day on the trail or multiple days of commuting. The Rally model utilizes a larger, 3.4-gallon fuel tank for extended range.

Ergonomics: Comfort and Utility

One thing that the CRF300L got high marks for is the bike’s comfort. Allen said: “This bike’s rider triangle feels comfortable and agreeable, closer to a full-size dual sport. Being quite roomy, the bike never feels small even when standing on the pegs.” One thing to consider is that although the seat height isn’t sky high compared to most competition machines, at just shy of 35 inches, is definitely more elevated than most purely street-oriented bikes. Oddly, the Rally version has a slightly higher seat height at 35.2 inches.

2021 Honda CRF300L. (Jeff Allen/)

Electronics

There aren’t too many bells and whistles here, just the basics. But you do get an “informative digital instrument cluster displaying gear position, fuel mileage, and fuel consumption in addition to the standard speedometer, tachometer, twin tripmeter, and clock,” Allen said. And as mentioned, both the CRF300L and the CRF300L Rally are available with optional ABS for a $300 premium.

Warranty and Maintenance Coverage

Both bikes come with a one-year transferable, unlimited-mileage limited warranty, which can be extended with the optional HondaCare Protection Plan.

Quality

Despite the affordable price, this is still a Honda, and the Japanese company has an amazing reputation for high-quality fit and finish, and takes pride in the durability of its products.

2021 Honda CRF300L. (Jeff Allen/)

2021 Honda CRF300L/CRF300L ABS/CRF300L Rally/CRF300L Rally ABS Claimed Specifications

Dirt Rider Honda CRF300L Tested Specifications

Source: MotorCyclistOnline.com

2022 Kawasaki Ninja H2/H2 Carbon. (Kawasaki/)

Ups

• Street-legal supercharged beast
• Nearly 190 RWHP stock, with monster torque curve
• Top-shelf chassis, suspension, brakes

Downs

• $30,500 price tag
• On the porky side (525 pounds wet)
• Poor fuel mileage

Verdict

Yes, there are sportbikes that can go through a set of corners or down the dragstrip quicker, but nothing (other than its racetrack-only brother H2R) can match the Kawasaki Ninja H2′s brutal yet precise inhaling of space and time when you twist the throttle. Don’t assume the H2 is a letdown by comparing its power numbers to its racetrack-only H2R brother; despite passing EPA exhaust and noise regulations, the H2 will peel your eyelids back with its mind-bending acceleration.

2022 Kawasaki Ninja H2/H2 Carbon. (Kawasaki/)

Overview

Kawasaki set the motorcycling world on its collective ear in 2015 when it released the Ninja H2R and its street-legal brother, the H2. Utilizing parent company Kawasaki Heavy Industries’ extensive expertise in turbine technology (KHI’s Aerospace division has decades of experience designing and manufacturing the turbine assemblies found in various Rolls-Royce jet engines used in commercial aircraft) allowed Kawasaki to fit a centrifugal supercharger in the tight confines of a sportbike and boost power to outrageous levels. A stock H2 cranked out almost 190 hp on the CW dyno, with a horsepower and torque curve that no normally aspirated production engine can match. And an H2 with only bolt-on modifications with Kent Kunitsugu riding managed to run 226.9 mph at a top speed meet in Mojave, California.

But just like the H2R, it’s not just all about power with the H2. A steel-tube trellis chassis and single-sided swingarm are tuned for cornering ability as well as straight-line stability, including top-tier KYB fully adjustable AOS II fork and Öhlins TTX shock with remote preload adjuster. Brembo’s latest Stylema four-piston calipers with 330mm discs provide excellent stopping power, and a full electronic rider aids suite employing a five-axis IMU helps the rider harness that performance.

All of the Ninja H2R/H2/H2 Carbon motorcycles are built to order, requiring deposits within a limited ordering period. Each bike is hand assembled by specialized personnel at the factory.

Updates for 2022

There are no updates for 2022 on both the Ninja H2 and Ninja H2 Carbon. Available colorways are Mirror Coated Spark Black for the Ninja H2, and Mirror Coated Matte Spark Black/Candy Flat Blazed Green for the Ninja H2 Carbon.

Pricing and Variants

The 2022 Ninja H2 retails for $30,500. The Ninja H2 Carbon features a carbon fiber upper cowl fairing with clear coat paint to show off the carbon weave; this model sells for $34,000.

Competition

Being the only forced induction production motorcycle in the market means the Ninja H2 doesn’t have any direct competition. But if you look at it from the “halo bike” aspect (an extravagant model that represents a brand’s design and manufacturing prowess), then competitors could include the Ducati Panigale V4 R, BMW M 1000 RR, or even the MV Agusta Rush.

Powertrain: Engine, Transmission, and Performance

The Ninja H2′s 998cc DOHC inline-four engine cranked out an impressive 189.8 hp at 11,090 rpm and 91.2 pound-feet of torque at 10,790 rpm on the CW dyno back in 2015 (the last time that we’ve had access to a Kawasaki H2), and recorded a swift 9.62 seconds at 152 mph in the quarter-mile, but none of those figures tell the full story of just how mind-bending the H2′s acceleration really is. “ZX-14R? Hayabusa? Meh. Gruntier, yes, but also somehow more flaccid feeling and also less agile,” said CW Editor-in-Chief Mark Hoyer in his Road Test Review of the Ninja H2. “The H2 is just so sharp…waltz up to 8,000 rpm in third, two bars of boost showing on the dash (you think so, anyway), and roll it wide open for ohmygodisthat132mphbeforemynextbreath?!” A MotoGP-inspired dog-ring transmission (where only the gear engagement dog-rings slide on the gearshafts for quicker gearshifts) and KQS auto-blip shifter for clutchless up- and downshifts ensure that power is as uninterrupted as possible.

2022 Kawasaki Ninja H2/H2 Carbon. (Kawasaki/)

Handling

With its purpose-built steel-tube trellis frame and top-shelf suspension, the Ninja H2 is much more agile than its 525-pound wet weight and 57.3-inch wheelbase would lead you to believe. “The bike worked the 3.375-mile, 16-turn Losail circuit with remarkable competence,” said CW’s Don Canet in his First Ride Review of the Ninja H2, “displaying handling that will run circles around the ZX-14R and Suzuki ‘Busa.” Cornering clearance is abundant, and despite its bulky appearance, the exhaust muffler never drags at max lean.

Brakes

Huge 330mm discs clamped by Brembo’s top-spec Stylema four-piston Monoblock calipers and a two-piston caliper/250mm disc combo out back utilizing KIBS (Kawasaki Intelligent Braking System) ABS do an excellent job of slowing the Ninja H2. Canet revealed during his time on the Losail circuit with the H2 that he “felt no ill effect on the rare occasion I invoked ABS aboard the H2 (feeling a subtle pulse in the lever without any freewheeling).”

2022 Kawasaki Ninja H2/H2 Carbon. (Kawasaki/)

Fuel Economy and Real-World MPG

The Ninja H2 averaged 28 mpg during Hoyer’s Road Test Review.

Ergonomics: Comfort and Utility

Although the Ninja H2 is basically a serious sport machine, its ergos are not quite as aggressive as the latest supersport bikes. “The riding position feels slightly more relaxed than that of a ZX-10R,” said Canet in his First Ride Review of the H2. Taller riders might feel a little pretzeled, however. “If you are 6-foot-2 like me, your hands are lower than your knees, like a sprinter ready to fire out of the blocks,” noted Hoyer in his H2 Road Test Review.

Electronics

The Ninja H2/H2 Carbon/H2R were all upgraded in 2017 with a Bosch five-axis IMU that significantly updated the rider-aid electronics suite. The KTRC traction control system now has nine different levels along with a Cornering ABS function in the KIBS. The KEBC (Kawasaki Engine Brake Control) has two settings, “Off” for normal function, and “Light” for less engine-braking. Launch control is handled by the KLCM (Kawasaki Launch Control Mode) with three modes. The KQS now has both clutchless downshift and upshift capability. Smartphone connectivity via Bluetooth allows access to the Rideology app that logs various riding data.

Warranty and Maintenance Coverage

The 2022 Kawasaki Ninja H2 and H2 Carbon come with Kawasaki’s standard 12-month limited warranty. Extended coverage is available in 12, 24, 36, or 48 months via Kawasaki Protection Plus option.

Quality

The Ninja H2 bristles with extreme quality parts and finish. Yes, the price tag is very hefty, but you’re definitely getting what you pay for. Case in point: The flawless, hand-applied paint has a very deep, mirrorlike yet translucent finish that is created by using a solution of silver ions in a reducing agent that forms a microscopic layer of pure silver.

2022 Kawasaki Ninja H2/H2 Carbon. (Kawasaki/)

2022 Kawasaki Ninja H2/H2 Carbon Claimed Specifications

Source: MotorCyclistOnline.com

2022 Kawasaki Ninja 650. (Kawasaki/)

Ups

• Solid bang-for-the-buck choice
• Still available with or without ABS
• Updates in 2020 make it even better

Downs

• Engine power and exhaust note a bit flat
• A little short on legroom for taller riders

Verdict

One of the original entry-level sportbikes when it debuted in 2006, Kawasaki’s Ninja 650 continues its long run as a solid choice for new riders who need a larger-size motorcycle. The engine really hasn’t changed much since that time, though, and it’s due for an upgrade.

2022 Kawasaki Ninja 650. (Kawasaki/)

Overview

When Kawasaki decided to make a larger and improved version of its long-running EX500, the result was another sales hit for the company, and 16 years later, the Ninja 650 has demonstrated the same long shelf life as its predecessor (in addition to spawning several other models using the same engine such as the Versys 650 and Z650). With sprightly performance aided by around 65 rear wheel horsepower pushing a sporty chassis with low seat height and a list price in the $7K range, it’s not difficult to see why it appeals to both new entry-level and experienced riders alike.

Updates for 2022

There are no changes to the 2022 Kawasaki Ninja 650, other than new colorways. The available color motifs are Pearl Robotic White/Metallic Carbon Gray and Metallic Matte Graphenesteel Gray, as well as a special KRT Edition model in Lime Green/Ebony/Pearl Blizzard White Kawasaki Racing Team graphics.

Pricing and Variants

The 2022 Kawasaki Ninja 650 has a list price of $7,899 for the non-ABS version and $8,299 for the ABS edition in the Metallic Matte Graphenesteel Gray colorway; the Pearl Robotic White/Metallic Carbon Gray motif has an MSRP of $8,099 for the non-ABS model, and $8,499 for the ABS version. The KRT Edition model lists for $8,099 for the non-ABS version, and $8,499 for the ABS model.

Competition

Competition in this category has definitely heated up lately, and entries like the stalwart Suzuki SV650 as well as the Honda CB650R have now been joined by newcomers such as the Yamaha YZF-R7, Aprilia RS 660, Ducati Panigale V2,  and Triumph Tiger Sport 660.

Powertrain: Engine, Transmission, and Performance

The Ninja 650′s 649cc DOHC vertical-twin engine is claimed by Kawasaki to put out 67 hp at 8,000 rpm and 47 pound-feet of torque at 6,700 rpm. The engine received some internal updates in 2017 aimed at increasing midrange and low-end power, providing “spunky performance” according to Kent Kunitsugu in his First Ride Review. The Ninja is definitely down on power compared to its competition, however. The six-speed transmission is equipped with a slipper/assist clutch.

2022 Kawasaki Ninja 650. (Kawasaki/)

Handling

A major weight reduction program in 2017 sliced more than 40 pounds off the Ninja 650, which helps its overall handling manners over the previous version immensely. Overall steering manners are light and neutral, and the nonadjustable (except for spring preload in the rear) suspension strikes a nice balance between comfort soft and sport firm as long as you don’t try to get too aggressive in the turns, as Morgan Gales noted in his 2020 Ninja 650 First Ride Review. For the majority of riders in the market for this bike, though, the stock suspension will do just fine.

Brakes

The combination of 300mm petal-type rotors and twin-piston slide-pin Nissin calipers up front provide strong stopping power with good feel in the middle of the pull, without being aggressive enough to overstep the limits too easily.

2022 Kawasaki Ninja 650. (Kawasaki/)

Fuel Economy and Real-World MPG

There are no CW test miles-per-gallon figures or claimed mpg figures from Kawasaki for the 2022 Ninja 650.

Ergonomics: Comfort and Utility

Being the sporty brother to the Z650, the Ninja 650′s ergos are expectedly a little more aggressive. The same comfy seat (and somewhat sparse legroom for taller riders) as the Z650 is on the Ninja 650, but the reach to the slightly more aggressively angled bars is a bit longer, canting your torso forward a little more. Passenger accommodations are as you’d expect for a sportbike: fairly spartan.

2022 Kawasaki Ninja 650. (Kawasaki/)

Electronics

Other than ABS with the ABS-specific models, there are no electronic rider aids on the Ninja 650. The upgrade in 2020 to a full-color 4.3-inch TFT dash display brings Bluetooth connectivity to your smartphone via Kawasaki’s Rideology app, tracking various riding facts such as time riding, distance ridden, fuel mileage, etc. Headlights were also updated to LED units in 2020.

Warranty and Maintenance Coverage

The Ninja 650 comes with Kawasaki’s 12-month limited warranty, with optional extended warranty up to 48 months via Kawasaki’s Protection Plus program.

Quality

Despite its somewhat budget/entry-level intentions, the Ninja 650 is equipped with much of the latest tech and higher-quality components that you’d normally find on pricier motorcycles. Fit and finish is excellent.

2022 Kawasaki Ninja 650. (Kawasaki/)

2022 Kawasaki Ninja 650 Claimed Specifications

Source: MotorCyclistOnline.com

2022 Honda Navi. (Honda/)

Ups

• $1,807 MSRP
• 15-liter key-locked water-resistant storage space
• Larger engine than most scooters

Downs

• Drum brakes
• Price-point suspension
• Better act fast if you want one

Verdict

Intended as an urban/suburban mobility alternative, the Navi offers up a larger 109cc engine and large storage bin over other scooters, but it’s biggest selling point is its $1,807 price tag. That not only significantly undercuts the $2K price barrier, it’s also cheaper than the sea of scooter competition out there. Any scooters that can compete with the Navi’s price can’t come anywhere near the build quality and established dealer/parts network of a Honda.

2022 Honda Navi. (Honda/)

Overview

The Navi has been available in India and Mexico for several years already, and 2022 marks the first year Honda has decided to bring it to the USA. The scooter utilizes the 109cc four-stroke OHC air-cooled single-cylinder engine and CVT transmission from the popular Activa scooter, but from that point on it blurs the distinctions between motorcycle and scooter. Outside of a clutch and shift lever, all the other controls are basically the same as a motorcycle, meaning new riders will already have a basic sense of the controls if they decide to progress up from the Navi. Honda hopes that besides attracting people who have never ridden before, the Navi will also generate a cult following similar to the popular Grom and Ruckus miniMOTO models.

Updates for 2022

There are no updates, as the 2022 Navi is a brand-new model for the US market. Available colorways are red, Nut Brown, Ranger Green, and Grasshopper Green.

Pricing and Variants

The 2022 Navi will retail for $1,807.

Competition

Competitors for the Navi include Yamaha’s Zuma 125, the Suzuki Burgman 200, Piaggio’s Liberty 50 and Liberty 150 series, Vespa Primavera 50 and 150 and Sprint 50 and 150, and Kymco’s Spade 150 and Like 150i ABS. Honda’s own catalog has competitors as well, including the Grom, Ruckus, Monkey ABS, Super Cub C125 ABS, Trail 125, ADV 150, PCX, and Metropolitan.

2022 Honda Navi. (Honda/)

Powertrain: Engine, Transmission, and Performance

Using the 109cc four-stroke OHC air-cooled single-cylinder engine from the popular Activa scooter sold in India and other markets, Honda is claiming 7.83 hp at 7,500 rpm and 6.6 pound-feet of torque at 5,500 rpm. This is significantly more than any 50cc-engined scooter, and “…gives a lot more acceleration…allowing easy holeshots and effortlessly keeping up with city traffic,” said Kent Kunitsugu in his First Ride Review of the Navi. And with the CVT automatic transmission, there’s no gear shifts to worry about, plus it allows the Navi to accelerate up to 45 mph pretty quickly, and 55 mph is possible.

Handling

With a 10-inch rear wheel and 12-inch front wheel, the Navi obviously is quick to turn and very agile, “permitting you to easily dart and navigate through tight traffic situations without any flightiness or instability,” states Kunitsugu in his Navi First Ride Review. He adds, “The telescopic fork and single rear shock provide a decently smooth ride over most imperfect urban pavement, although big or sharp bumps and potholes expectedly overwhelm the suspension and are definitely felt through the chassis.”

Brakes

Cable-actuated 130mm drum brakes are used at both ends to help keep the price down, and while they’re not as flashy as disc brakes, in the Navi’s case they get the job done. The front and rear brakes are linked with the rear brake pedal; pushing on the rear brake pedal also actuates the front brake to a certain extent, helping to settle the chassis under braking.

2022 Honda Navi. (Honda/)

Fuel Economy and Real-World MPG

Honda is claiming 110 mpg with the Navi.

Ergonomics: Comfort and Utility

The Navi’s ergos are reasonably comfy by scooter standards, with a standard handlebar that rises up to put your torso in a mostly upright position, well-padded and supportive seat, and decent legroom. The Navi also has passenger pegs and room for a passenger on the single seat.

Electronics

The Navi has no electronics to speak of. Even the fueling is by a single carburetor, not fuel injection.

Warranty and Maintenance Coverage

The Navi comes with Honda’s standard one-year, unlimited-mileage limited warranty. Additional coverage is available through the HondaCare Protection Plan.

Quality

Honda hasn’t become a household name by producing inferior quality products. While some of the Navi’s componentry isn’t top-shelf due to its price-point intentions, the fit and finish is typical Honda: Excellent.

2022 Honda Navi. (Honda/)

2022 Honda Navi Claimed Specifications

Source: MotorCyclistOnline.com