Choices for smaller, affordable motorcycles are growing, and that’s good news for riders looking for a fun bike that won’t break the bank. Whether you’re new to riding and want something easy to handle or an experienced rider looking for a lighter or shorter bike, you have more options now than ever when it comes to finding the best small motorcycles!
Below is Rider’s 2022-2023 list of Best Small Motorcycles, an update of the popular post from 2019. Our new list includes motorcycles with seat heights up to 30 inches with an MSRP of $17,000 or less.
We’ve also curated lists of the best bikes with seat heights between 30.0 and 30.9 inches, as well as a list of bikes with seat heights between 31.0 and 31.9 inches. We’ll include links to those lists soon.
When possible, we’ve included a link to our test ride reviewsso you can get a sense of how each bike performs in action. We’ve also included the 2022-2023 model year’s U.S. base MSRP (as of publication), seat height, and claimed wet or dry weight. On models with options to lower the seat height or suspension, we’ve listed the standard and lowered seat heights. You can also click on a model’s name to go to the manufacturer’s webpage for a full list of specifications and details.
The models in this list are arranged by seat height, with the first model having the shortest seat height and the last model having the tallest seat height in the list.
When I tell people I have a motorcycle, I get one of three responses. The first is that motorcycles are dangerous and not worth the risk. The second is that a Honda Rebel 250 isn’t a “real” motorcycle. The third response – and my favorite by far – is delivered in the form of a story about someone’s trusty first bike that they’ll never forget.
I’ve heard the horror stories of life-changing accidents. These stories I can respect. They come from a place of caring, sometimes a place of loss. They’re not fun stories, but they are stories that deserve to be heard.
As to the second response, I have lost patience with those who say the Rebel isn’t a real motorcycle. The Rebel 250 is small, that’s true. You won’t find it on a list of the top 10 most powerful motorcycles. You won’t find it on anyone’s list of dream bikes. But if people who tell me the Rebel 250 isn’t a real motorcycle could hear some of the third type of responses, they might have a different perspective.
The third response is my favorite because it is the one that most aligns with my own experience. It comes from riders who have owned a Rebel 250, usually as a first bike. When I tell these people what motorcycle I have, they light up. They tell me about how they learned to ride on a Rebel. Or how they left work in a trail of dust on a Rebel when their spouse was going into labor or taught their sons and daughters to ride on a Rebel. I can relate to these stories because they are fueled by that first joy of sitting on a bike.
When I decided I wanted a motorcycle, I searched everywhere. I printed off Craigslist postings and asked my friends and family what they thought of them. I took pictures of motorcycles with “For Sale” signs on the side of the road. I didn’t really know what I was looking for until I saw a posting for a 2014 Honda Rebel 250.
I took my dad with me to look at it the very next week. It was the least intimidating motorcycle I had seen so far. It was gorgeous, with shiny black paint and a stylish “Rebel” sticker on the gas tank. I admit, my enthusiasm about finally finding a motorcycle that was affordable, small enough for me to sit on comfortably, and in great condition might have clouded my judgment, but I still think it’s a beautiful bike.
Some things are beautiful not because of their complexity but because of their simplicity. The Rebel wasn’t trying to be anything it wasn’t. Likewise, I wasn’t trying to impress anyone with a thundering loud exhaust or state-of-the-art technology. I just wanted to be what I was: a new rider comfortable and happy on her first motorcycle.
Before I ever sat on a motorcycle, I rode horses. My horse is named Chief. I still have him, although now he spends his days grazing through retirement. He is a gentle giant, calm and steady. He stuck with me through thorn briars and winding wooded trails. We even have the same hair color. One thing I learned from Chief was how to trust what carries you. I developed a similar trust with the Rebel.
My Rebel has been my loyal mount for six years. It has carried me from Dover, Tennessee, up to Grand Rivers, Kentucky, a town of about 400 people nestled between the Tennessee and Cumberland rivers with a fantastic restaurant called Patti’s. To get there, I go up the Trace through Land Between the Lakes. I stop for a break in front of the old iron furnace. I ride by the elk and bison range. I swing by the planetarium and watch a Beatles laser show. Before long, I’m dining at Patti’s, chowing down on bread baked in a clay flowerpot and a 2-inch-thick pork chop.
My Rebel has also carried me to Aurora, Kentucky, home of the Hot August Blues Festival and Belew’s Dairy Bar. The memory of a Belew’s double cheeseburger with the patty edges crispy with grill flavor still makes my mouth water. At the Hot August Blues Festival, folks from all walks of life stretch out on the riverbank and catch up while bands get down with it. You never meet a stranger in Aurora, even if you’ve never seen a single person there before. Through all these experiences, my Rebel was with me.
I’m not trying to convince you to go buy yourself a Rebel 250. If you’re new to motorcycles and want one that is easy to ride, dependable, and not very expensive, then a Rebel is a good choice. It’s not flashy or impressive, but it has a character of its own. Nor am I trying to convince myself that I made the right choice. If I could do it over again, I wouldn’t change a thing. All I want is for new riders to cherish their time with their first bike and for experienced riders to take a moment and remember what that felt like.
Allison Parker joined the Rider staff as assistant editor in August 2022. This is her first story for the magazine, and it appeared in the December 2022 issue. –Ed.
Recently, Honda revealed an advert for their upcoming participation in the Rose Parade, showing off several electric vehicles in the name of the zero-emissions theme, ‘Forever Determined.’
The image showed off an electric bike the brand’s simply christened ‘a Honda electric motorcycle’- odd, considering Honda doesn’t have any larger-capacity builds capable of thunder-juice (and doubly odd since the bike looked like some kind of CB500/CB750 Hornet).
A view of the electric bike mysteriously present on Honda’s Rose Parade advert. Media sourced from Motorcycle.com.
The brand’s move to promote a machine that’s not even been premiered yet has us thinking they’re about to go electric in a big kind of way – and now, we have further proof from Honda’s Racing Corporation.
“Honda has another critical mission to pursue in the area of motorsports – it is the realization of carbon neutrality,” explains Honda director and senior managing executive officer Shinji Aoyama in a report from RideApart.
A MotoGP Honda bike leaning into a twisty. Media sourced from HRC.
“Honda has already been conducting research and development of technologies for carbon neutrality while proactively leveraging the field of motorsports. From now onward, we will further enhance our initiatives to put such technologies into practical use in our racing activities.”
“Moreover, starting with motorcycles, we will explore possibilities of introducing electrified vehicles in actual races where we compete.”
A lineup of bikes present in Honda’s recent successes in competition. Media sourced from HRC’s Facebook page.
With other bike marques working advanced tech on the circuit to trickle down into production models, we’re curious to see what Honda’s next move is.
Stay tuned, drop a comment below letting us know what you think, and as always – stay safe on the twisties.
Rider’s editor-in-chief Greg Drevenstedt (left) and American Rider’s editor-in-chief Kevin Duke share a fireside toast. (Photos by Kevin Wing)
Buried deep in my iPhone is a text message I sent to my riding buddies on Feb. 29, 2008 (lucky leap day, as it turns out):
I got the job!! I’m Rider’s new Road Test Editor! Woohoo!
I had just returned from my second interview with Mark Tuttle, Rider’s former editor-in-chief. We had met up for a motorcycle ride, and during lunch at a beachside cafe, he offered me the job.
Working full-time at a motorcycle magazine really has been a dream come true. It’s been an honor and a privilege to ride hundreds of new motorcycles and travel all over the world. But one of the most rewarding parts of my job has been getting to know fellow motorcycle enthusiasts who work in the industry – passionate, intelligent, talented individuals who have become not only trusted colleagues but true friends.
The Wingman
One of those friends is Kevin Wing. He’s one of the best motorcycle photographers in the business, and his work has been featured in Rider, Motorcyclist, Sport Rider, Cycle World, and other leading publications since the ’90s. Wing is responsible for countless inspiring covers and vivid images that bring this magazine to life, and he deserves way more credit for his contributions than we could ever give him.
Like many photographers, Kevin Wing avoids the limelight. I managed to capture a selfie with him (right) and Duke during a lunch stop.
Wing was the photographer on my first Rider photoshoot. A month into my new job, Tuttle asked me to photo model on the Buell XB12XT for the June 2008 cover feature. Wing was patient with my inexperience, coaching me on how to ride 2 feet off the back bumper of a minivan for tracking shots.
Wing is also a perfectionist. He’ll call for as many photo passes as it takes – sometimes dozens of them in a single corner – to get the lighting, focus, angle, and other details just right. On the Buell shoot, I struggled to do repeated U-turns on a steep, narrow road for the cover shot. When I blew it one time and ended up in the weeds, he snagged a few embarrassing frames of me trying to extricate myself.
Enjoying fresh pavement on Lockwood Valley Road aboard the Husqvarna Norden 901 and Honda CB500X.
If I’m honest, I’ve never felt like the “talent.” I’m a rider with middling skills who is always trying to compensate for a lifelong habit of cocking my head to the left, inspiring a few riding buddies to nickname me “iLean.” The real talent is the guy behind the camera.
The Dukester
Another industry veteran I’m proud to call my friend is Kevin Duke. He started out at Motorcyclist in the late ’90s and was an editor at Roadracing World and Motorcycle Consumer News before taking the helm as editor-in-chief at Motorcycle-USA.com and then Motorcycle.com. When the EIC position opened up at our sibling publication, Thunder Press (which became American Rider last May), I was stoked when Duke landed the job.
The Honda CB500X is more at home on the pavement, despite its adventure styling and 19-inch front wheel.
Over the years, I’ve attended dozens of press launches around the world with Duke. He was at my first press launch in Gatlinburg, Tennessee, in the spring of 2008, one that will forever live in infamy after one guy crashed (me), nearly every other journalist got a ticket, and one unlucky soul was hauled off in handcuffs. But that’s a longer story best told over a couple of beers…
In January 2013, Duke and I attended the global launch of the BMW R 1200 GS “water” Boxer in South Africa, an event that got cut short on the first day after a British motojournalist crashed and ultimately succumbed to his injuries.
Following the fatal incident, the mood at the launch was somber. We had a free day before our flight home, and Duke and I decided we needed to do something life-affirming. So we borrowed a BMW X1 and drove to Bloukrans Bridge, which, at 700 feet above the Bloukrans River, is the site of the world’s highest commercial bungee jump.
Can you tell which one of us had completed the Bloukrans Bridge bungee jump and which one was awaiting his fate?
I was nervous during the entire two-hour drive there, hoping Duke would chicken out so I could do the same. But he never did, and we went through with it. The jump was two seconds of sheer terror followed by one of the most exhilarating experiences of my life.
The Motorcycle Camping Plan
Duke and I oversee a small editorial team as we work collaboratively on Rider and American Rider. Duke is a former racer and can wheelie anything on two wheels, but now that he runs an American V-Twin publication, his opportunities to ride bikes not made by Harley or Indian are limited.
“Hey Duke, we’re working on this adventure issue for Rider. How about you take the train up here to Ventura, and we’ll go for a ride? Bring your tent and sleeping bag.”
As a full-sized adventure bike with long-travel suspension, the Husqvarna Norden 901 is well-suited for stand-up riding off-road.
We both spend way too much time riding a desk chair, so he didn’t hesitate to accept my invitation. We had a pair of adventure bikes – a Honda CB500X and a Husqvarna Norden 901 – in the Rider garage, and we’d be joined by Wing on our Yamaha Tracer 9 GT long-termer.
You know what they say about the best-laid plans. Duke missed his 6 a.m. train, pushing our departure back by two hours. Deadlines, a bum knee, and aftereffects of a Covid booster slowed down my last-minute packing, so by the time we hit the road it was noon.
Introduced last year, the Norden 901 is Husqvarna’s first foray into the adventure/travel segment. Husky is owned by KTM, and the Norden is built on the same platform as the KTM 890 Adventure. It’s powered by an 889cc parallel-Twin that makes a claimed 105 hp at the crank, and it has throttle-by-wire, a 6-axis IMU, and a full suite of electronic rider aids. MSRP is $13,999, and the touring cases with carriers add $1,030.
First, the Ride
From my house, I can hit California Route 33 with a rock. It peels off U.S. Route 101 near the beach, and after winding through small hamlets like Casitas Springs and Oak View, Route 33 passes a biker hangout called the Deer Lodge and becomes one of the best motorcycling roads in Southern California, entering the wide-open spaces of Los Padres National Forest. I even wrote about the 33 in my cover letter when I applied to Rider back in 2008:
A motorcycling treasure sits in Rider’s backyard. The triple-crown of the Jacinto Reyes Scenic Byway (Route 33), Lockwood Valley Road, and Cerro Noroeste Road has it all: breathtaking vistas, peg-scraping switchbacks, fast sweepers, and top-gear straights.
In Honda’s lineup since 2013, the CB500X has grown into its role as a light, affordable adventure bike. Built around a 471cc parallel-Twin, in 2019 it got a larger front wheel, more suspension travel, and other upgrades. Updates for 2022 include a lighter front wheel, a lighter swingarm, a new inverted Showa SFF-BP fork, and dual front disc brakes. MSRP is $7,199, and Honda’s accessory tankbag, light bar, and panniers bring the as-tested price to $8,517.
Even better, these roads have minimal traffic, especially on a Tuesday. “The Kevins” and I have ridden together many times, and we enjoy a brisk pace. We pushed our bikes hard and gnawed the chicken strips down to gristle. And then, out of nowhere, we received an unexpected gift.
Covering about 25 desolate miles from its junction with Route 33 to the small community of Lake of the Woods, Lockwood Valley Road has suffered a long history of neglect. It was in rough shape when I first rode it 15 years ago, and over the years, it has only deteriorated further. One tricky section is a tangled knot of first-gear corners that go through narrow desert canyons and washes. On one of my first test rides through Lockwood Valley, I dumped a $20,000 BMW R 1200 HP2 Megamoto in a patch of sand that caught me off-guard, cracking one of the magnesium cylinder heads and nearly putting my dream job at risk.
As the Kevins and I turned onto Lockwood Valley Road, we saw that the top layer of pavement had been scraped off. A few miles later, we came upon the paving crew. And then … nirvana!
The recently repaved Lockwood Valley Road was a delight.
All the twists and turns that were such a challenge when the pavement was cracked, patched, potholed, and strewn with sand and rock-slide debris became a jet black, eerily smooth roller coaster like those plastic Hot Wheels tracks you could twist into acrobatic shapes and loops. We were gobsmacked.
The Actual Motorcycle Camping
An army marches on its stomach, and so does a crew on a photoshoot ride. We’re all remote workers these days, so rides like these give us a chance to see each other face-to-face and have some laughs. While we sat around a picnic table and scarfed down an XL combination pie at Mike’s Pizza, Duke revealed that Wing had also been the photographer on his first shoot – 25 years ago to the month. We commiserated about the recent heat wave, inquired about Duke’s and Wing’s kids, and discussed the length of my beard. By December, I should be eligible for a part-time gig as Santa.
As California Route 33 follows the winding path of the Ventura River through Wheeler Gorge, it passes through a pair of tunnels built in 1931.
We waddled out to the bikes rubbing our distended bellies, saddled up, and made our way through the alpine community of Pine Mountain Club before spiraling our way up Cerro Noroeste Road to the top of its namesake mountain. Cerro Noroeste is surrounded by the Chumash Wilderness, and sprawled across its 8,300-foot summit under the shade of enormous Jeffrey pines is Campo Alto Campground.
When my brother and I first camped at Campo Alto back in ’06, we had embraced our Tennessee heritage, bringing little more than a box of fried chicken, a bottle of Jack Daniel’s, and bed rolls tossed in the bed of my F-150. We’ve taken Rider staff camping trips to Campo Alto, so it seemed a fitting location for our most recent escape. A week after Labor Day on a Tuesday, it was deserted.
Shaded by enormous Jeffrey pines, Campo Alto Campground is perched atop Cerro Noroeste at 8,300 feet in Los Padres National Forest.
As the Kevins set up camp, I rode down to the general store in Pine Mountain Club and stocked up on beer, chips, sandwich fixin’s, and firewood. We soon had a toasty blaze going and cold cans of IPA in our hands. Heavy rains had spun off from Cyclone Kay and soaked the mountains only a day or two before, and the petrichor mixed with the smell of pine and wood smoke.
“Hard to believe we’re so close to home,” Wing said. “Feels like we’re a million miles away.”
We had ridden less than 100 miles since leaving Ventura, and it was probably half that to the campground as the crow flies. But we were on the top of a mountain surrounded by wilderness, and there was no one around but us.
“Trust me, Duke, if we just bomb down this hill, go over the river, and through the woods, we’ll get home an hour earlier.”
After the sun went down, it dropped into the 40s, so we huddled close to the fire, sipped some 10-year-old Henry McKenna bourbon, and told war stories about press launches, photoshoots, close calls, and embarrassing moments. (Yes, I told the Gatlinburg story.)
Ours was an adventure with a little “a.” We didn’t do much preparation or planning, nothing went wrong, and we were back home in less than 36 hours. But we slept in tents under the stars, had fun, and asked, “Why don’t we do this more often?” Even a brief escape with good friends does wonders for the soul.
The 2023 Honda “bagger” Rebel 1100T DCT ($11,299) in Bordeaux Red Metallic
The 2023 Honda lineup is in, including 11 returning models from five categories and the new “bagger” Rebel 1100 trim level.
In 2023, we’ll see the return of sportbikes like the CBR1000RR, the touring-focused NC750X, the classic Shadow Aero and Shadow Phantom, miniMOTOs like the Super Cub and Monkey, and more.
The highlight of Honda’s 2023 lineup is the “bagger” Rebel, the 2023 Rebel 1100T DCT. With a dual-clutch transmission, wind protection, and extra cargo space offered in the new hard-shell saddlebags, this model puts a different spin on Honda’s new-school cruiser platform.
And for those who love the Rebel just as it is, the Rebel 1100 will still be available in its non-bagger form, in both manual and dual-clutch transmission versions.
The 2023 Honda Rebel 1100 ($9,499) in Green Metallic
“This announcement covers nearly every category of on-road motorcycle, which is a testament to how deep our product offering is,” says Brandon Wilson, Manager of Sports and Experiential at American Honda. “Whether it’s for the first-time rider or the weekend warrior, we’re committed to delivering the best possible ownership and riding experiences to all of our passionate two-wheel customers.”
Honda also announced in September that it would be continuing the Gold Wing family for model year 2023. Click here for more information on the 2023 Gold Wings.
2023 Honda Rebel 1100
The 2023 Honda Rebel 1100 ($9,499) in Iridium Gray Metallic
Honda introduced the Rebel 1100 two years ago, a bigger-displacement cruiser modeled after the successful Rebel 300 and 500. It’s a capable and comfortable all-around cruiser featuring a liquid-cooled, 1083cc, parallel-Twin engine available with either a manual transmission or DCT (dual-clutch transmission).
The new “T” trim marks the beginning of the “bagger” Rebel, only available with DCT. The Rebel 1100T DCT comes standard with a windscreen and hard-shell saddlebags with a combined 35 liters of space, making it even more practical for longer rides.
The 2023 Honda “bagger” Rebel 1100T DCT ($11,299) in Metallic Black
The 2023 Honda Rebel 1100T DCT will come in Metallic Black or Bordeaux Red Metallic starting at $11,299. The Rebel 1100 DCT will come in Iridium Gray Metallic or Green Metallic starting at $10,099. And the Rebel 1100 will start at $9,499 for Iridium Gray Metallic or Green Metallic.
2023 Honda Rebel 500 & Rebel 300
The 2023 Honda Rebel 500 ($6,449) in Candy Blue
The Rebel 500 and 300 return as Honda’s most approachable and affordable entry-level cruiser models. The 500 comes with a 471cc, liquid-cooled, parallel-Twin engine, while the 300 has a 286cc, liquid-cooled, single-cylinder engine. These models provide a relaxed riding position with a classic-meets-modern aesthetic.
The 2023 Honda Rebel 500 ABS SE ($6,949) in Titanium Metallic
Both models are available in standard and ABS versions, and the Rebel 500 ABS SE includes numerous add-ons like a diamond-stitched seat and a headlight cowl. Both models also feature a peanut fuel tank, LED lighting, and blacked-out engine components.
The 2023 Honda Rebel 300 ($4,749) in Candy Diesel Red
The 2023 Honda Rebel 300 ($4,749) in Matte Black Metallic
The 2023 Honda Rebel 500 ABS SE will come in Titanium Metallic starting at $6,949. The Rebel 500 ABS will be available for $6,749, while the 500 without ABS will be available for $6,499, both in Matte Black Metallic or Candy Blue. The Rebel 300 ABS will come in at $5,049, and the 300 without ABS will be $4,649, both in Matte Black Metallic and Candy Diesel Red.
2023 Honda Shadow Aero
The 2023 Honda Shadow Aero ($7,799) in Ultra Blue Metallic
The Shadow Aero returns with its large front fender, chrome headlights, a low-slung seat, spoked wheels, swept-back twin exhausts, and a 745cc V-Twin engine. The Aero has a retro look but comes with modern technology like fuel injection and ABS. It will be available in February 2023.
The 2023 Honda Shadow Aero will be available for $7,799 in Ultra Blue Metallic.
2023 Honda Shadow Phantom
The 2023 Honda Shadow Phantom ($7,999) in Adventure Green
This bobber-inspired cruiser has a blacked-out engine, short fenders, and black wheels with spokes. The Shadow Phantom is designed for a comfortable riding experience and features the same 745cc V-Twin engine as the Shadow Aero.
The 2023 Honda Shadow Phantom ($7,999) in Matte Black Metallic
The 2023 Honda Shadow Phantom will be available for $7,999 in Adventure Green or Matte Black Metallic.
2023 Honda CBR1000RR
The 2023 Honda CBR1000RR ($16,599) in Grand Prix Red
The CBR1000RR sportbike is built to perform, featuring a light 432-lb curb weight and a powerful 998cc inline 4-cylinder engine with dual-stage fuel injection. The RR also boasts a TFT display, a full LED lighting package, and your choice of ABS or conventional brakes.
The 2023 Honda CBR1000RR will be available in Grand Prix Red with ABS for $16,899 or without ABS for $16,599.
2023 Honda CBR600RR
The 2023 Honda CBR600RR ($12,099) in Grand Prix Red
With eight World Supersport titles, the CBR600RR is a tried-and-true supersport. Two sets of injectors per cylinder ensure both low- and high-rpm performance, while the Honda Electronic Steering Damper detects vehicle speed and adjusts damping to stable handling. The 4.8-gallon fuel tank is centered and low in the frame, allowing for a compact design and making the bike more responsive to rider input.
The 2023 Honda CBR600RR will be available in Grand Prix Red for $13,099 with ABS or $12,099 without ABS.
2023 Honda CBR300R ABS
The 2023 Honda CB300R ABS ($5,049) in Pearl Dusk Yellow
This entry-level sport-naked bike features a friendly 286cc, liquid-cooled, single-cylinder engine designed for use in real-world riding situations. The CBR300R is light weight at 316 lb wet and features standard ABS, blacked-out engine components, and a cafe style. New for 2023 is a gear-position indicator on the LED instrument panel.
The 2023 Honda CB300R ABS ($5,049) in Matte Black Metallic
The 2023 Honda CBR300R ABS will be available for $5,049 in Pearl Dusk Yellow or Matte Black Metallic.
2023 Honda NC750X
The 2023 Honda NC750X ($9,399) in Matte Nightshade Blue
Honda built the NC750X to create a motorcycle that can “do it all and do it well.” This commuter bike features a liquid-cooled, SOHC 8-valve parallel-Twin engine, a large front storage compartment big enough to store most helmets, an upright riding position, and a dual-clutch transmission. It also features the Honda Selectable Torque Control, allowing riders to choose between some rear-wheel spin for gravel and dirt or reduced spin for slippery roads.
The 2023 Honda NC750X will be available for $9,399 in Matte Nightshade Blue.
2023 Honda Super Cub C125 ABS
The 2023 Super Cub C125 ($3,849) in Pearl Gray
The original Cub sold 100 million units worldwide since 1958, and this reimagined Cub is powered by a 124cc four-stroke engine that zips around town while sipping fuel. The Super Cub features modern technology like fuel injection, front-wheel ABS, and an electric starter, offering convenience for everyday riding.
Since its development in 1961, the Monkey has retained its vintage-inspired styling while evolving into a practical and fun pint-sized machine. It features the same 124cc air-cooled engine as the Honda Grom with a five-speed transmission and standard ABS. With a claimed 169 mpg, a wet weight of 231 lb, 12-inch wheels, and chunky tires, the Monkey is built for urban riding.
The 2023 Honda Monkey ($4,249) in Pearl Nebula Red
The 2023 Honda Monkey ABS will be available for $4,249 in Pearl Nebula Red and Banana Yellow.
2023 Honda ADV150
The 2023 Honda ADV150 ($4,349) in Candy Rose Red
The ADV150 is a mix of adventure and urban riding. This “Africa Twin of the scooter world” features a 149cc, liquid-cooled, 4-stroke engine in a steel frame.
At 134 mpg, this scooter is practical for getting around town while also being able to handle scenic dirt roads. It also features an automatic transmission, an adjustable windscreen, and under-seat storage.
The 2023 Honda ADV150 will be available for $4,349 in Candy Rose Red.
2023 Honda Gold Wing Tour Airbag DCT in Candy Ardent Red
Despite concerns by some that Honda would be discontinuing its popular flagship Gold Wing motorcycle – perhaps precipitated by the announcement in July that the Gold Wing Road Riders Association was closing its doors – the company recently announced the return of the Gold Wing family for 2023.
2023 Honda Gold Wing Tour Airbag DCT
Slated to be available in November, the new Gold Wings will comes in four different trims, three of which feature Honda’s exclusive Dual Clutch Transmission (DCT).
With its hefty liquid-cooled 1,833cc horizontally opposed 6-cylinder engine, the 2023 Honda Gold Wing still boasts all the features touring riders have grown to love, including throttle-by-wire, four riding modes (Tour, Sport, Econ, and Rain), Honda Selectable Torque Control (Gold Wing Tour models only), Hill Start Assist, optimized cruise control, and electronically controlled combined braking system with ABS. Gold Wing DCT and Tour DCT models feature Walking Mode for creeping forward and backward and saving curb weight through the absence of a reverse idle shaft.
2023 Honda Gold Wing Tour in Black
In 2021, a number of audio improvements were incorporated, including richer sound, optimized automatic volume-adjustment level, and a standard XM radio antenna, and Android Auto integration joined Apple CarPlay integration. Speakers that had been upgraded to 45 watts in 2021 were bumped again in 2022 to a 55-watt rating.
2023 Honda Gold Wing Tour Airbag DCT
The Gold Wing’s trunk was also upgraded in 2021 and now holds 61 liters – enough for two full-face helmets – which makes for a combined 121 liters of storage including the saddlebags.
2023 Honda Gold Wing DCT in Matte Gray
Pricing and color options for the 2023 Honda Gold Wing are summarized below:
2023 Gold Wing Tour Airbag DCT: Candy Ardent Red (MSRP $32,900)
2023 Gold Wing Tour DCT: Black, Candy Ardent Red (MSRP $29,600)
2023 Gold Wing Tour: Black, Candy Ardent Red (MSRP $28,600)
Honda‘s legendary flagship tourer is back for 2023 – and the semi-centennial celebration of substantial scoots continue!
The goals on the Gold Wing docket for this year are “comfort, smoothness, technology and surprisingly nimble handling,” along with the addition of Honda’s Dual Clutch Transmission on three (of the four) trim levels.
The Honda Gold Wing, which is returning for 2023. Media sourced from Honda.
The new 2023 machine will be available as of November of this year, with the following obligatory perks (as per the official press release):
Substantial luggage capacity
Premium sound system
Convenient navigation software
Suspension performance
Available DCT gearbox
The Honda Gold Wing, which is returning for 2023. Media sourced from Honda.
Colors continue to skip this side of the rainbow, with the following schemes available in the following variants:
Candy Ardent Red
Gold Wing Tour Airbag DCT
Gold Wing Tour DCT
Gold Wing Tour
Black
Gold Wing Tour DCT
Gold Wing Tour
Matte Grey
Gold Wing DCT
The Honda Gold Wing, which is returning for 2023. Media sourced from Honda.
For other related news, be sure to check back at our shiny new webpage; subscribe for the best of the latest ifyou’d rather a curated list be sent to your inbox twice week, and until next time – stay safe on the twisties.
For the past 32 years, Rider has selected a Motorcycle of the Year. With the exception of two years when we made a People’s Choice selection by popular vote among readers (the Honda F6B in 2013 and the BMW R 1200 RT in 2014), it has been up to the Rider editorial team to choose a winner based on our collective experience with the year’s eligible contenders.
We ride as many of the new or significantly updated motorcycles released over the past year as possible, and we evaluate them within the context of their intended use.
Since we announced last year’s winner, we’ve tested cruisers, baggers, sportbikes, adventure bikes, naked bikes, minibikes, sport-tourers, luxury-tourers, cafe racers, standards, dual-sports, and even an electric dirtbike for kids.
Narrowing down such a diverse range of motorcycles into a single “best” isn’t easy. Our goal is to identify the one that best fulfills its intended purpose and advances the state of motorcycle design, performance, and function.
We haven’t always hit the mark. The BMW K1 we selected as our first MOTY in 1990 proved to be a flop, and the forkless Yamaha GTS1000 we selected in 1993 was the answer to a question no one asked.
Even if some of the selections we’ve made don’t stand the test of time, we stand by them because they were impressive motorcycles within the context of their eras. Others are easier to defend, like the 2001 Honda GL1800 Gold Wing, the 2002 Suzuki V-Strom 1000, the 2005 BMW R 1200 GS, and the 2017 Harley-Davidson Milwaukee-Eight Touring lineup.
For 2022, there were more than 60 eligible contenders. We narrowed them down to 10 finalists and one ultimate winner.
Winner of Rider’s 2012 MOTY award, BMW’s top-of-the-line luxury-tourer got its most significant update yet for 2022. Its ultra-smooth 1,649cc inline-Six makes 160 hp and 133 lb-ft of torque, its full suite of electronic rider aids was upgraded, and it has a huge 10.25-inch TFT, an air-conditioned smartphone compartment, and other new comfort and convenience features.
Competing head-to-head with the Kawasaki Versys 650LT, the all-new 650 ADVentura is powered by a 649cc parallel-Twin that makes 60 hp and 41 lb-ft of torque. It has an adjustable windscreen, a TFT display, LED lighting, a slip/assist clutch, standard ABS, Pirelli Angel GT sport-touring tires, and hard-shell saddlebags. At $6,799, it undercuts the Kawasaki by $3,200.
2022 Ducati Multistrada V4 Pikes Peak. Photo by David Schelske.
The range-topping Multistrada V4 Pikes Peak’s 1,158cc Grandturismo V4 cranks out 170 hp and 92 lb-ft of torque, and its apex-strafing game gets elevated with a new Race mode and revised quickshifter. It’s equipped with a full electronics package (including adaptive cruise control and blind-spot detection), Öhlins Smart EC 2.0 suspension, Brembo Stylema calipers, and more.
2022 Harley-Davidson Nightster. Photo by Kevin Wing.
The spiritual successor to the air-cooled Evo-powered Sportster, the all-new Nightster is a performance cruiser built on Harley’s modular liquid-cooled Revolution Max engine platform, in this case with a 975cc V-Twin with variable valve timing that produces 90 hp. Classic styling cues include a peanut “tank” (actually an airbox cover), a round air intake cover, and exposed rear shocks.
Toeing the line between a twist-and-go scooter and a step-over motorcycle, the all-new Honda Navi borrows the fan-cooled 109cc Single and CVT transmission from the Activa 6G scooter and the Grom’s popular design language. The 8-hp Navi weighs just 236 lb, has a 30-inch seat height, and is priced at just $1,807, making it an ideal gateway to the world of motorcycling.
Indian’s Challenger bagger, powered by the liquid-cooled PowerPlus 108 V-Twin that makes 108 hp and 113 lb-ft of torque at the rear wheel, was Rider’s 2020 MOTY. Touring capability gets a boost on the Pursuit Limited (or Dark Horse), which adds fairing lowers, a tall adjustable windscreen, a Touring Comfort seat, heated grips, and a trunk with an integrated passenger backrest.
2022 KTM 1290 Super Duke Evo. Photo by Kevin Wing.
Known as “The Beast,” the 1290 Super Duke R added “Evo” to its name and was updated with WP Semi-Active Technology (SAT) suspension available with six modes and automatic preload adjustment, a revised throttle-by-wire system, and more. Its 1,301cc V-Twin cranks out 180 hp and 103 lb-ft of torque, and its electronics allow riders to tame or unleash The Beast as they see fit.
2022 Royal Enfield Classic 350. Photo by Brandon Bunch.
The Classic 350 brings back the styling that made the Royal Enfield Bullet – built from 1931-2020 – such an iconic bike and pairs it with a 349cc air-/oil-cooled, SOHC, 2-valve, fuel-injected Single with a 5-speed gearbox. Available in nine color-style combinations and priced as low as $4,599, the Classic 350 is the embodiment of simple, fun, affordable motorcycling.
2023 Triumph Tiger 1200. Photo by Kingdom Creative.
Triumph completely revamped its Tiger 1200 adventure bike platform for the 2023 model year, shaving off 55 lb of weight, bolting in a 147-hp Triple from the Speed Triple, and equipping it with a new chassis and upgraded electronics. Five variants are available: the street-focused GT, GT Pro, and GT Explorer and the off-road-ready Rally Pro and Rally Explorer.
At the top of Yamaha’s Hyper Naked pecking order is the MT-10, a descendent of the FZ1 that was Rider’s 2006 MOTY. This “Master of Torque” is powered by a 160-hp crossplane inline-Four derived from the YZF-R1. It was updated for 2022 with new R1-derived electronics, upgraded brakes, revised styling and ergonomics, a new TFT display, and more.
And the 2022 Motorcycle of the Year Winner is…
SUZUKI GSX-S1000GT+
2022 Suzuki GSX-S1000GT+. Photo by Kevin Wing.
Here at Rider, we’re big fans of performance. That’s an often overused and general term, but it encapsulates so much of what we love about motorcycles. Powerful, thrilling engines. Strong, responsive chassis – everything from the frame to the suspension, brakes, and tires. And these days, electronic rider aids that allow responses to be tailored to different conditions or rider preferences.
2022 Suzuki GSX-S1000GT+. Photo by Kevin Wing.
We’re street riders. We may do the occasional track day or school, but it’s usually to help us sharpen our skills so we can ride more confidently and safely on the street. We want performance that is exciting yet still manageable on public roads.
At the same time, we like to go the distance. Rider was started in 1974 just as the touring segment was taking off, and motorcycle travel has been one of the magazine’s hallmarks. We’ve tested thousands of motorcycles over the years, and we gravitate toward bikes that are comfortable, reliable, and versatile yet still get our performance juices flowing.
2022 Suzuki GSX-S1000GT+. Photo by Kevin Wing.
Our 2021 Motorcycle of the Year was the Yamaha Tracer 9 GT, an adventure-style sport-tourer that’s lighter and more affordable than traditional heavyweight sport-tourers like the BMW R 1250 RT, Yamaha FJR1300, and Kawasaki Concours 14 – every one of which has worn Rider’s MOTY crown at some point. In fact, eight of our 32 previous MOTY winners have been sport-tourers.
And now, make that nine. The Suzuki GSX-S1000GT+ (the ‘+’ denoting the model with standard saddlebags, whereas the base GT model goes without) delivers all the performance a street rider needs in a refined, comfortable, sophisticated package at a reasonable MSRP of $13,799. It checks all the right performance boxes while also being practical and providing – as George Carlin would say – a place for our stuff.
2022 Suzuki GSX-S1000GT+. Photo by Kevin Wing.
The GSX-S’s 999cc inline-Four is adapted from the GSX-R1000 K5, a bulletproof, championship-winning engine. Tuned for street duty, it churned out 136 hp at 10,200 rpm and 73 lb-ft of torque at 9,300 rpm on Jett Tuning’s rear-wheel dyno.
As we said in our road test in the July issue, “The GSX-S engine is a gem with no rough edges. From cracking open the throttle above idle to twisting the grip to the stop, power comes on cleanly and predictably.”
2022 Suzuki GSX-S1000GT+. Photo by Kevin Wing.
The GSX-S1000GT+ is equipped with the Suzuki Intelligent Ride System, which includes three ride modes that adjust throttle response, power delivery, traction control, cruise control, and other systems. It has the best up/down quickshifter we’ve ever tested, and thanks to its street-tuned, sportbike-spec chassis, the GT+ offers predictable handling, unflappable stability, and impeccable smoothness.
Touring amenities include comfortable rider and passenger seating, 25.7-liter side cases that can accommodate most full-face helmets, and a 6.5-inch full-color TFT display with Bluetooth connectivity via Suzuki’s mySPIN smartphone app. With its angular sportbike styling, the GSX-S1000GT+ looks as fast as it goes, and the side cases can be easily removed for an even sportier look.
As we concluded in our road test, “The GSX-S1000GT+ strikes an excellent balance between performance, technology, weight, comfort, and price. Life is good when the scenery is a blur.”
Congratulations to Suzuki for the GSX-S1000GT+, Rider’s 2022 Motorcycle of the Year!
The world is changing, and motorcycles continue to change with it. While some riders maintain a love for the classics, many are hungry for the next big advancements and innovations in the industry. In response to what Honda says are the needs and desires of riders around the world, the company has released a briefing containing plans for the next three decades focused on the electrification of its motorcycle models, including more than 10 new electric motorcycle models by 2025.
Honda claims it will “continue to lead the industry in this ‘era of carbon neutrality,’” aiming to achieve carbon neutrality for all its products and activities by 2050. The company will continue advancing its ICE (internal combustion engines) while it roles out new electric models.
Honda Electric Line
According to the press briefing, the new electric motorcycle product launch will involve commuter motorcycles, commuter scooters, and electric bicycles in China, Asia, Europe, and Japan, as well as the “FUN” lineup, which will include adult and kids models, in the U.S., Japan, and Europe.
Honda plans to introduce two commuter EV models between 2024 and 2025 in Asia, Europe, and Japan, and the company is exploring a range of future personal-use models, including ones equipped with a power source besides swappable batteries.
Currently, EMs and EBs account for more than 90% of industry-wide global electric motorcycle unit sales (approximately 50 million units). In China, the world’s largest electric motorcycle market, they are widely adopted as a convenient form of everyday mobility, and Honda has been offering such products by leveraging its local supplier infrastructure and development/manufacturing operations. With the expectation that demand for EMs/EBs will be expanding globally, Honda plans to introduce a total of five “compact and affordable” EM and EB models between now and 2024 in China, Asia, Europe, and Japan.
In addition to commuter EVs, Honda is actively developing electrified models in the “FUN” category and plans to introduce a total of three adult FUN EV models in the U.S., Japan, and Europe between 2024 and 2025. Honda will also introduce the Kids Fun EV model, designed to pass on the joy of riding to the next generation.
Honda “FUN’ EV models
Honda to Continue Internal Combustion Engine Advancements
Carbon neutral doesn’t necessarily mean electric. In an attempt to reduce CO2 emissions, Honda is working on models that use ethanol-heavy fuel. In Brazil, 100% ethanol models are already available. Honda plans to release a 20% ethanol model in India as soon as the beginning of next year with 100% ethanol models following.
Smoothing Out the Kinks
While electric motorcycles might be imminent, there are quite a few challenges to iron out first. One of those challenges is the lack of charging stations and battery charge capacity. To address this problem, Honda is working on a battery sharing service. Battery sharing services will be even more practical with Honda’s swappable batteries on its electric commuter bikes. Honda is also working on the standardization of swappable batteries in Japan, Europe, and India to make battery sharing even more accessible for motorcyclists.
Innovative Software
Honda is looking at more than just how a motorcycle runs. It’s also considering software advances to help meet the needs of riders. Starting with the electric commuter models schedule to be released in 2024, Honda will offer software with capabilities like optimal route options that consider remaining range, charging spot notifications, and after-sales support. As the world adapts toward electric transportation, it may take time for charging stations or battery sharing services to become more available on roadsides. These software advancements will be instrumental in providing stress-free riding on its electric models.
August Beck, who is 6 going on 7 and had never ridden a motorcycle before, helped us test the 2022 Greenger x Honda CRF-E2 electric dirtbike. Photos by Kevin Wing.
Do you remember the pure joy of your first motorcycle ride? If you started young, you probably have magical memories of ripping around your neighborhood on a Honda Mini Trail, a Rupp Dart Cycle, or some other minibike.
Or if you had trails or a track nearby, maybe you rode a little dirtbike like a Yamaha PW50 or Honda Z50R.
Weighing 106 lb and with a max load of 99 lb, the CRF-E2 is the electric equivalent to a 50cc dirtbike.
If you were lucky, you got a minibike for your birthday or Christmas. If you weren’t, you nagged your parents incessantly to buy one or befriended the kid down the street who had one.
Childhood isn’t as carefree as it used to be, and neighbors aren’t as forgiving of noise. Minibikes and peewee dirtbikes are still sold at local dealerships and outdoor retailers, but there are fewer places to ride them – and fewer parents willing to let their kids do so.
The CRF-E2 has red plastic bodywork, as well as blue and white graphics mimicking those of Honda Performance dirtbikes like the CRF450R and CRF250R.
Stepping Stones
My buddy Paul Beck and I met on monthly adventure rides hosted by our local BMW dealership. His wife, Allison, became friends with my wife, Carrie, and in 2015, soon after Paul and Allison had their first child, August, they bought a house down the street from us.
Carrie and I don’t have kids of our own, and we enjoy being “aunt and uncle” to August and his younger brother, Wolfgang. When August was 18 months old, we got him a bright-red Strider balance bike and a matching stars-and-stripes helmet for Christmas.
August getting the hang of the Strider. Photo by Allison Beck.
Since he started so young, it took August a while to get the hang of the Strider. He mostly paddle-walked it, and he wasn’t a fan of the helmet. But before we knew it, he was zipping around with his feet up on the footrests, coasting and balancing on two wheels with an ear-to-ear grin on his face.
From the Strider he graduated to a BMX bike, which he picked up quickly.
Built by Greenger Powersports, the CRF-E2 is officially licensed by American Honda.
Knobby Tires but No Noise
Designed and manufactured by Greenger Powersports, the CRF-E2 is an officially licensed product of American Honda and only available through Honda powersports dealers (MSRP is $2,950). The electric equivalent of a 50cc dirtbike, it’s powered by a 48-volt brushless DC electric motor that produces up to 3.4 hp and 18.4 lb-ft of torque and has two power modes.
The CRF-E2 is powered by an air-cooled 48-volt brushless DC motor with an inner rotor that’s rated at 25 kW.
With a full charge, the CRF-E2’s lithium-ion battery lasts up to two hours. Using a 110V outlet, the battery can be fully charged in four hours – or 2.5 hours with the optional quick-charge system ($250). It also has a swappable battery, and a spare battery costs $1,000.
For American Honda to license something made by another company, the build quality and reliability had to meet exacting standards. The CRF-E2 has a twin-spar aluminum frame, a tapered aluminum handlebar, front and rear hydraulic disc brakes with petal-style rotors, adjustable aluminum brake hand levers, and 12-inch spoked aluminum rims with Kenda Millville K771 knobby tires.
The CRF-E2 rolls on 12-inch wheels with Kenda knobbies.
Suspension is handled by a 33mm telescopic fork with 3.9 inches of travel and a rear monoshock with 3.8 inches of travel and adjustable preload and rebound. The shock’s top mounting bolt has two positions that alter the seat height from 24.8 to 25.5 inches. The CRF-E2 accommodates riders up to 99 lb.
The top mounting bolt for the DNM has two positions to adjust seat height. The included standard charger plugs into a 110V outlet.
August’s First Ride
To get August ready for his first ride, Fly Racing sent us a full set of youth dirtbike gear: a Formula Carbon Prime Rush helmet with Adaptive Impact System; Zone goggles; Kinetic Wave jersey, pants, and gloves; Maverik motocross boots; and a Barricade jersey and knee/shin guards. August said he felt like a superhero when he put everything on.
Wearing his Fly Racing gear, August says he feels like a superhero.
His first ride was on a Thursday afternoon in a little pocket park in the back of our neighborhood. With no transmission, the CRF-E2 has simple twist-and-go operation. His dad and I gave him pointers on how to gradually roll on the power, to squeeze rather than grab the brakes, and to give the nearby trees plenty of space.
The CRF-E2 has reach-adjustable brake hand levers. The digital display on the left side of the handlebar shows remaining charge and other info.
August picked it up in no time. He turned lap after lap after lap, then he did figure-8s. He practiced stopping and starting. He tumbled a couple times when coming to a stop on uneven ground, but he got back up and kept going.
One of the most appealing aspects of the CRF-E2 is its nearly silent operation. Residents and dog walkers in our suburban neighborhood didn’t notice or didn’t care that a kid was having fun on a dirtbike within eyesight.
It was a family affair. Dad was coaching. Mom and Grandpa Rolf were watching. Little brother Wolfgang was jealous. Carrie and I clapped and cheered.
On one lap, August yelled to Wolfgang, “This is my favorite motorcycle ever!” Wolfgang yelled back, “It’s my favorite too!” (Wolfgang still needs more Strider practice.)
Two hours later, Carrie and I went home for dinner, and August was still riding. Paul said he would stay out there with his son until it got dark or the battery ran out.
Geared up and ready to ride.
Hitting the Dirt
After morning and afternoon practice sessions in the park, it was time to hit the dirt. Paul and I lifted the 106-lb CRF-E2 into the bed of his Ford F-150, ratchet-strapped it in place, and drove with August up to the Hungry Valley OHV area in Gorman, California.
Practicing starting and stopping on loose dirt and gravel, which August had never ridden on.
August felt confident riding on the grass in our neighborhood park because it provided good traction, but he struggled with the loose sand and gravel of the OHV area’s parking area. With coaching help from photographer Kevin Wing, we worked our way up gradually, having August ride back and forth in straight lines from Paul to me, practicing smooth starts and stops.
Getting some coaching from dad.
After 20 minutes or so, we took a break in the shade. It was a hot day, and August wasn’t accustomed to the heat in full riding gear. A cold, wet towel, some iced-down Gatorade, and a bag of peanut M&Ms revived him.
August adapted quickly to the loose sand and bermed turns on the mini track.
Next, we moved to a mini track limited to bikes 90cc or smaller. Luckily, we had it to ourselves, and August started turning laps. He struggled with some of the bermed turns that had deep sand and rocks at the bottom. He fell down a lot, and each time Paul or I helped pick up the bike and provided some coaching and encouragement.
When things got wobbly, August struggled to keep his feet on the pegs.
August no doubt felt the pressure of having three adults watching him, but he never gave up. Every time he toppled over, he’d jump up and say, “I’m okay!” and try again.
“I’m okay!”
It was amazing to see how quickly August progressed. Intuitively, he started to learn throttle control, body position, and line selection, avoiding some of the larger rocks or tricky spots.
On his own, August discovered side trails that allowed him to get some relief by riding around some of the most challenging turns.
Best of all, he had fun. When he got tired and started making mistakes, we’d take a break in the shade. But he was always eager to go again. And Paul was a proud papa.
When riding through deep sand, August learned to throttle his way out of trouble.
After a few hours of alternating between riding sessions and breaks, August’s enthusiasm outstripped his energy. He wanted to keep riding, but he kept dropping the bike because he was too exhausted.
Even after all that riding, the battery level had only dropped by one bar out of five. Most kids will run out of gas before the CRF-E2 runs out of charge.
Happy lad and proud dad.
August was bummed when we loaded the CRF back in the truck, but he was passed out asleep before we left the OHV park.
When we got home, Paul and I had a couple beers while we supervised August washing down the bike, cleaning his gear, and putting everything away so it would be ready for his next ride. Learning good habits is part of growing up.
Paul plans to buy the CRF-E2 so August can keep riding, and in a year or two, Wolfgang will inherit his brother’s gear and pick up the baton.
Welcome to the moto tribe, August. You have a lifetime of fun ahead of you.
