The 2023 Kawasaki Ninja ZX-4RR KRT Edition is an all-new small-displacement sportbike said to offer track-ready performance.
In 2018, Kawasaki distinguished itself from Honda and Yamaha by bumping displacement of its entry-level sportbike up from 300cc to 400cc with the introduction of the Ninja 400. Team Green has thrown down the gauntlet again with the 2023 Kawasaki Ninja ZX-4RR KRT Edition, a new track-focused sportbike.
The 2023 Kawasaki Ninja ZX-4RR KRT Edition chassis was designed with input from the Kawasaki Racing Team (KRT) World Superbike program.
At its heart is a new liquid-cooled, DOHC 16-valve 399cc inline-Four, which adds two more cylinders than the Ninja 400’s 399cc parallel-Twin. Developed with input from Kawasaki’s Ninja ZX supersport machines, the engine has an oversquare bore and stroke of 57.0 x 39.2mm and is said to deliver impressive power and a claimed peak of 26.5 lb-ft of torque at 11,000 rpm.
The engine features fine-sand cast intake ports, large intake and exhaust valves, precision-machined combustion chambers, forged camshafts, cast-aluminum pistons, and a 12.3:1 compression ratio, yet it runs on regular unleaded fuel.
The 2023 Kawasaki Ninja ZX-4RR KRT Edition has ride modes, traction control, and adjustable suspension.
A lightweight flywheel contributes to the Four’s quick-revving nature, a large radiator contributes to efficient cooling, and a ram air duct brings cool, high-pressure air into the engine.
The TFT display has a Circuit Mode for track riding.
Equipped with throttle-by-wire, the Ninja ZX-4RR features four ride modes (Sport, Road, Rain, and Rider customizable) that adjust traction control (Modes 1-3 or Off) and power mode (Low or Full). It has a 6-speed transmission with a slip/assist clutch and an up/down quickshifter. Up front is a 4.3-inch color TFT display that includes a Circuit Mode for track riding and Bluetooth connectivity via Kawasaki’s Rideology The App.
The 2023 Kawasaki Ninja ZX-4RR KRT Edition’s frame and swingarm are made of high-tensile steel. Claimed wet weight is 414.5 lb.
Designed using input from Kawasaki Racing Team’s (KRT) efforts in the World Superbike Championship, the Ninja ZX-4RR’s chassis consists of a high-tensile steel trellis frame with various pipe diameter thicknesses, a swingarm pivot section, and a high-tensile steel swingarm. Up front is a 37mm inverted Showa SFF-BP (Separate Function Fork – Big Piston) fork with adjustable preload and 4.7 inches of travel, and out back is a fully adjustable horizontal back-link Showa BFRC (Balance Free Rear Cushion) Lite shock with 4.9 inches of travel.
Out back is a fully adjustable horizontal back-link Showa BFRC (Balance Free Rear Cushion) Lite shock.
The Ninja ZX-4RR rolls on five-spoke 17-inch cast-aluminum wheels shod with Dunlop Sportmax GPR-300 radial tires (120/70-ZR17 front, 160/60-ZR17 rear). Slowing it down are a pair of 4-piston radial-mount monoblock front calipers squeezing 290mm semi-floating discs and a 1-piston rear caliper squeezing a 220mm disc.
The 2023 Kawasaki Ninja ZX-4RR KRT Edition has aggressive styling with all-LED lighting and a Lime Green/Ebony color scheme. It has an MSRP of $9,699 and will be available this spring.
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.
Is this 2022 Harley-Davidson XL883 Sportster one of that last air-cooled Evos? (Photo courtesy Harley-Davidson)
Few motorcycle brands are as legendary as Harley-Davidson. You won’t find the Hells Angels on Gold Wings or Panigales, after all. Within the brand, the Evolution (Evo) Sportster is truly iconic.
Born in 1957, XL Sportsters were the smaller performance models for more spirited riders. Originally equipped with 883cc and 1,000cc Ironhead engines, they were updated in 1986 to the Evo that produces the sound that many associate with Harley.
1957 Harley-Davidson XL Sportster (Photo by Jeff Bowles, lic. CC-A 2.0 G)
Development on the engines started during the notorious AMF years in the 1970s, and the original Evo was a 1,340cc variant, which replaced the aging Shovelhead in 1984. They are air-cooled with push rods, overhead valves, and enough vibration to remind you that it’s no Japanese cruiser. There’s nothing quite like an Evo.
The 1986 Sportsters got 883cc and 1,100cc Evo engines that hardly changed over the next 36 years. The 1,100cc Evo got bumped up to 1,200cc in 1988, fuel injection was added in 2006, and a 5-speed transmission replaced the 4-speed in 1991. And that’s about it. We live in a very different world today where European emissions standards are strangling anything that runs on gas.
Harley’s old-school Evo rumblers just aren’t clean enough, so a new breed of Sportsters is taking their place. The Sportster S and Nightster (a recycled Evo Sportster name) have the latest Revolution Max engines first seen on the Pan America adventure bike, while the Milwaukee-Eight powers the Softail and Touring models.
2021 Harley-Davidson Sportster S (Photo courtesy Harley-Davidson)
The Revolution Max is a liquid-cooled V-twin with a lot more power, but it lacks the character of the admittedly obsolete Evos. Harley has finally axed the last two traditional Sportsters – the Iron 883 and Forty-Eight (1200) – with production slated to end in 2023. They were discontinued in Europe in 2020 due to Euro 5 regulations.
Evo Sportsters have a cult following for a reason – they have infinite character. Riding an Iron 883 in 2022 is similar to riding its 1957 counterpart, which is truly special. They’re also incredibly customizable – you can build an entire Sportster from scratch with aftermarket parts. It’s a tinkerer’s dream, and few Sportsters end up alike. So many have been punched out of the factory that they’ll seemingly live on forever in the preowned market.
Are there any equivalents from other brands? Can you buy a new bike that’s comparably old-school? You certainly can, and we’ll start with a brand that’s even more old-school than Harley.
Royal Enfield
1951 Royal Enfield Bullet 350 (Photo courtesy Bonhams)
Harley-Davidson was founded in 1903, but Royal Enfield started in 1901. In fact, it’s the oldest motorcycle brand with continuous production. Originally an English company, it produced a model as iconic as any Sportster: the Bullet. Launch in 1948, it beats the Sportster as the oldest motorcycle design in history. Both the Bullet and Royal Enfield names come from the same place, as the original company was a subcontractor to the Royal Small Arms Factory in Enfield, London, which produced military rifles and swords.
2002 Royal Enfield Bullet 500 (Photo by Samihasib, lic. CC-A 2.0 G)
Like Harley, Royal Enfields were instrumental in World War II, used extensively by the British Army and Royal Air Force. The Indian Army began using Royal Enfield Bullets in the late 1940s and opened a factory in Madras. By 1955, 350cc bullets were sent as kits to Indian factories and production of complete motorcycles soon followed under license. The legendary 1955 Indian Bullet remained relatively unchanged, unlinking itself from the British counterparts that were updated in the late 1950s.
2021 Royal Enfield Meteor 350 (Photo courtesy Royal Enfield)
The British company fell into disarray in the early 1960s and was shut down by 1970, but India’s arm endured and produced the 1955 Bullet for domestic riders. Success was not infinite, as superior Japanese bikes almost wiped out the brand in the 1990s. India’s Eicher Motors bought the near-bankrupt company, and the long-running Bullet received significant quality improvements, while additional models were also developed.
2022 Royal Enfield Classic 350 (Photo courtesy Royal Enfield)
Today, there are two primary engine displacements – 350cc Singles and 650cc Twins. Smaller than the outgoing Evo engines but with no less character. All have fuel injection and emissions equipment to pass Western regulations. In fact, the Royal Enfield Meteor 350 became the best-selling 125cc-and-above motorcycle in the U.K. In the American market, the Bullet name was recently dropped in favor of the Classic (and Meteor) 350, while the Continental and INT 650s, Scram 411, and Himalayan 411 adventure bike are relatively new models.
Royal Enfield Continental GT 650 (Photo by the author)
All of them remain old-school and true to their roots, and you won’t find anything closer to bikes from the 1950s and 1960s. I dare say the Classic 350 is even more “vintage” than the Sportsters, while the new 650cc parallel-Twins are classically designed as well. Royal Enfields are designed in England and built in a state-of-the-art factory in India, and they’re half the price (or less) of new Sportsters. For old-school enthusiasts, they’re tough to fault.
BSA and Norton
BSA stands for Birmingham Small Arms Company, which began manufacturing firearms in the 1860s. in 1905, a bicycle with a small Minerva engine was built and motorcycle production became inevitable. The versatility of BSA was very evident during World War II when 67 factories supplied millions of rifles and machine guns, along with 126,000 M20 motorcycles.
By 1950, BSA was the largest motorcycle manufacturer in the world. From 1938 to 1963, BSA’s Gold Star became an icon for the brand and was among the fastest bikes in the 1950s. It was called “Gold Star” after a Gold Star badge was awarded to Wal Handley in 1936 for running the Brooklands racing circuit at over 100 mph on a BSA Empire Star. Gold Star bikes had single-cylinder, 4-stroke engines in 350cc or 500cc displacements, and each came with dynamometer results to confirm horsepower.
BSA merged with Triumph and Norton to form Norton-Villiers-Triumph in a desperate attempt to save all three in the 1970s, but none could overcome the rising dominance of Honda, Kawasaki, Suzuki, and Yamaha. Triumph made a successful comeback in the 1990s with models reentering the U.S. market in 1995. The rights to Norton were bought in 2008, and the famous Commando was again produced in England, but the company fell into bankruptcy in 2020.
2023 Norton Commando 961 (Photo courtesy Norton)
India’s TVS Motor Company subsequently bought Norton, and expensive hand-built performance bikes are now being produced. A pair of 2023 retro Commando models were also just announced, the 961 SP and 961 CR (the latter with clip-ons), which follow the very limited 2019 Commandos. Prices are high, starting at nearly $19,000, and the 961cc parallel-Twin only pushes out 76.8 hp. That leaves BSA, which is currently under Indian ownership (sound familiar?) and reintroducing the Gold Star.
2022 BSA Gold Star (Photo courtesy BSA)
The 2022 Gold Star has a 652cc single-cylinder engine that provides old-school character as thumpers tend to do. It makes 45 hp and can reportedly do the ton (100 mph), which is the same as the original 500cc model. Thankfully, the bike remains basic without ride modes, other electronics, or a fancy digital display. Like the 650cc Royal Enfields and even the new Commando, there are twin analog gauges for us Luddites. It’s ultimately a modern-ish bike with an old look and feel (like contemporary Triumphs) and certainly a very classic badge.
There are some niche brands selling old-school designs that are genuinely intriguing. Janus Motorcycles is an American company based in Indiana, but it doesn’t have a historic pedigree. These are simply new bikes with old-school charm. There are three models, but the Halcyon 450 has the biggest engine (445cc) and is the one to get. It reminds me of a 1920s James Flat Tank 750, minus the V-twin, and the single-cylinder thumper is sure to have character. Most onlookers will also think it’s a 100-year-old antique. With a top speed of 90 mph, it’s viable for highway rides, although I’d keep them short. The bikes are only available in the U.S. (but not California), and prices start at $14,995 for the Halcyon 450.
U.K.-based Wardill Motorcycles is similar to Janus, but it has a history going back to 1927. The modern incarnation is owned by Mark Wardill, grandson of the original designer, so there’s direct family involvement as well. The new Wardill 4 is based on the 1927 Wardill 3, which was revolutionary at the time with a patented 2-stroke supercharged engine (Kawasaki’s H2 wasn’t the first).
Wardill 4 Prototype with Mark Wardill (Photo courtesy Wardill Motorcycles)
Although a lot of positive attention was received, Wardill only produced prototypes and was soon forgotten. The Wardill 4 looks even older than the Janus Halcyon 450, with triangular girder forks, a longer tank, ridged frame, and 250cc single-cylinder engine. It puts out a paltry 17.3 hp but will allegedly hit a top speed of 90 mph. There are also drum brakes front and rear, so those looking for something old-school have struck oil with this one.
Brough Superior is a French brand with an English history going back to 1919. This was a luxury brand through and through, not unlike Duesenberg or Rolls-Royce, and was a favorite of Thomas Edward Lawrence, aka Lawrence of Arabia. In fact, he died riding one in 1932 (model GW 2275). The brand ceased production in 1940 to focus on the war effort and was unable to resume operations afterward.
2021 Brough Superior Lawrence (Photo courtesy Brough Superior)
It was founded by visionary George Brough and recently revived by Thierry Henriette, and the first new model based on the famous SS100 from 1924 was unveiled at the EICMA show in Milan in 2013. There are several models to choose from today, from the SS100 to the Lawrence Original, and all are hand-built luxury bikes with price tags to match. They really capture the early style of the originals while employing state-of-the-art engineering throughout. The 997cc V-twin of the new SS100 looks a lot like what Indian has in the Scout models, but these are very different beasts. It’s respectable in the power department, with 102 hp and 64 lb-ft of torque.
Triumph and Kawasaki
Technically, all the bikes mentioned are modern classics, but brands like Royal Enfield and BSA maintain classic designs that compare well to the Evo Harleys. Bigger, more popular brands have capitalized on this vintage trend as well with thoroughly modern, retro-styled bikes. Triumph is the most recognized with the 1960s-inspired Bonneville line. Named after the Bonneville Salt Flats in Utah, the original model launched in 1959 and had a 650cc parallel-Twin, while later models were upgraded to 750cc.
2023 Triumph Bonneville T100 in Meriden Blue (Photo courtesy Triumph)
Although shuttered in the 1970s, Triumph made a triumphant return in the 1990s. Yes, pun intended. Today’s Bonnevilles look very similar to the mid-century originals but are modern, high-performance machines. The 1990s bikes started with 800cc parallel-Twins, later upgraded to 865cc, and today there are speedy 900cc and 1,200cc models. Performance is superior to Harley Sportsters, but that Harley character is missing with the smooth liquid-cooled engines. Bonnevilles have better starting prices than Sportsters, however, so enthusiasts can get a retro British thrill with money left over for accessories.
2023 Kawasaki W800 (Photo courtesy Kawasaki)
Triumph isn’t the only brand pushing out modern classics. Kawasaki has the W800, based on the 1966 650cc W1 (and even the 1949 BSA A7), Moto Guzzi has the 850cc V7, based on the 1971 V7 Sport, and Ducati has the Scrambler, loosely based on the 1962-1976 models. And so on. However, when comparing modern bikes to Harley, one brand can’t be overlooked.
Indian Motorcycle
Harley and Indian were the two great American brands during the first half of the 20th century. The first Indian prototype was finished in May 1901, beating Harley by a couple of years. Public sales began in 1902, and a year later, Indian’s Chief Engineer Oscar Hedstrom set a motorcycle speed record at 56 mph.
1953 Indian Chief 80 (Photo courtesy Mecum)
The first V-twin debuted in 1905 as a factory racer and hit production models in 1907, and Indian was producing 32,000 bikes annually by 1913. During World War I, the company focused on the war effort and exhausted its civilian supply, which drained inventory and forced many dealers to abandon them. Indian never fully recovered, and Harley became the bigger, more popular brand. The Scout and Chief V-Twin models, introduced in the early 1920s, are iconic and live on today as modern interpretations. Competition and mismanagement led to Indian’s demise in 1953, leaving Harley as the primary U.S. motorcycle manufacturer, but the brand came back a couple of times in the late 1990s and early 2000s, only to repeatedly falter.
In 2011, Polaris acquired Indian and successfully revived the brand. There’s a smorgasbord of models today, including the performance-oriented, flat-track inspired FTR 1200. The Scout models are the closest to Harley’s Evo Sportsters but equipped with modern, more powerful liquid-cooled V-Twins. The new Revolution Max Sportsters are now appropriate comparisons. Under Polaris, Indian has become a modern performance-oriented motorcycle manufacturer, but the bikes still provide an old-school, nostalgic ride thanks to classic looks and outstanding V-Twins.
Evo Sportster: The King is Dead, Long Live the King
Harley-Davidson Sportster 1200 (Photo by the author)
This is not an exhaustive list of Evo Sportster alternatives, but it demonstrates a broad commitment to classic designs for those of us that prefer vintage-inspired rides without lots of angled plastic, bleeding-edge technology, and race-ready performance. Traditional Sportsters are a rare breed, a throwback to the past, but they’re certainly not alone. Although they’re soon to be dead, new kings will rise. Royal Enfield, BSA, Moto Guzzi, Triumph, Norton, and even Kawasaki remind us that a host of brands have very interesting histories and aren’t ready to close the door on vintage models. And that’s a very good thing.
Kawasaki has announced a slew of new and updated models to its 2023 lineup. New models include three additions to the KLX230 family and the new KLR650 S. Updated models include the Ninja 650, the Z650, and the KX450SR.
2023 Kawasaki KLX230
2023 Kawasaki KLX230 in Battle Gray
New for 2023 is the dual-purpose KLX230. Designed to be lightweight and easily maneuverable for both trail and street riding, the KLX230 features a 4-stroke 233cc air-cooled engine with electric start and compact steel perimeter frame. The short 54.3-inch wheelbase along with the high 10.4-inch ground clearance adds to the maneuverability of the bike. The KLX230 also features front and rear disc brakes, a 21-inch front and 18-inch rear wheel, a front fork with 8.7 inches of travel suspension, and a rear suspension with 8.8 inches of wheel travel. Available for $4,999 in Battle Gray.
The 2023 KLX230 S is a more approachable version of the KLX230 and features a lower seat height of 32.7 inches (compared to 34.8 inches on the KLX230). The lower seat height is due to the shorter wheel travel, with 6.2 inches of travel in the front and 6.6 inches of travel in the rear.
2023 Kawasaki KLX230 S in Battle Gray
ABS is optional, and riders have the ability to turn the ABS function on and off. The non-ABS option is available for $4,999 in Lime Green and Battle Gray while the ABS option is available for $5,299 in Battle Gray.
2023 Kawasaki KLX230SM
2023 Kawasaki KLX230SM in Oriental Blue
The KLX230 family grows with the new KLX230SM supermoto, designed for a more comfortable ride on pavement. Featuring the same 233cc air-cooled engine and electric start as the KLX230 and KLX230 S, the KLX230SM comes with 17-inch front and rear wheels that are wider than the wheels on the KLX230. The 37mm inverted forks add front-end rigidity and give the bike a sportier look.
2023 Kawasaki KLX230SM in Lime Green
The compact LED headlight and blacked-out engine, frame, swingarm, handlebars, and rims add to the street-ready appearance. The non-ABS option is available in Lime Green and Oriental Blue for $5,299 while the ABS option is available in Lime Green for $5,599.
2023 Kawasaki KLR650 S
2023 Kawasaki KLR650 S in Pearl Storm Gray
Following the release of the all-new KLR650 last year, Kawasaki adds the KLR650 S to the 2023 lineup. It shares the 652cc single-cylinder engine, the digital instrumentation panel, high-tensile double-cradle frame, and the LED headlight with last year’s KLR650. New to the KLR650 S is the model configurations for added versatility.
The KLR650 S also features a lower front and rear suspension. The 41mm fork offer 6.7 inches of suspension travel while the rear suspension sits at 7.0 inches of travel. The 21-inch front wheel and 17-inch rear wheels allow riders to enjoy this bike both on and off the roads. The standard KLR650 S is available for $6,899 in Pearl Storm Gray and Candy Lime Green, and the KLR650 S with ABS is available in Pearl Storm Gray for $7,199.
The Ninja 650 has been updated for model year 2023. Like previous models, the 2023 Ninja 650 features a 649cc parallel-Twin engine, a 4.3 -inch TFT display, twin LED headlights, and smartphone connectivity.
What sets the 2023 model apart from past iterations is the Kawasaki TRaction Control (KTRC). The KTRC assesses several parameters to get a real-time picture of the riding conditions. It also allows riders to select between two modes. Mode 1 facilitates acceleration out of corners by maximizing forward drive from the rear wheel, making it ideal for sport riding. Mode 2 reduces engine output when excessive wheel-spin is detected to help riders navigate wet pavement. Riders also have the option to turn the system off.
2023 Kawasaki Ninja 650 in Pearl Robotic White / Metallic Matte Flat Raw Graystone / Ebony
The 2023 Ninja 650 is available for $7,999 in Metallic Matte Graphensteel Gray / Ebony or Pearl Robotic White / Metallic Matte Flat Raw Graystone / Ebony.
2023 Kawasaki Z650
2023 Kawasaki Z650 in Metallic Spark Black / Metallic Flat Spark Black
The naked Z650 returns in 2023 with the 649cc parallel-Twin engine, a 4.3-inch TRT display, LED headlight, a thick passenger seat, and smartphone connectivity.
New for 2023 is the Kawasaki TRaction Control (KTRC) system, the same system equipped in the updated 2023 Ninja 650. The KTRC assesses several parameters to get a real-time picture of the riding conditions. It also allows riders to select between two modes. Mode 1 facilitates acceleration out of corners by maximizing forward drive from the rear wheel, making it ideal for sport riding. Mode 2 reduces engine output when excessive wheel-spin is detected to help riders navigate wet pavement. Riders also have the option to turn the system off.
2023 Kawasaki Z650 in Metallic Matte Graphenesteel Gray / Ebony
The 2023 Z650 is available in Metallic Spark Black / Metallic Flat Spark Black or Metallic Matte Graphenesteel Gray / Ebony for $7,749.
2023 Kawasaki KX450SR
2023 Kawasaki KX450SR in Lime Green
The race-ready KX450SR returns in 2023 with new Showa front and rear suspension components. The KX450 debuted in 2022 with a 449cc engine with electric start, a close-ratio 5-speed transmission, and a slim aluminum perimeter frame. The new Showa front and rear suspension components on the 2023 KX450SR feature a titanium-oxide inner fork tube that improves wear resistance and reduces friction. The rear shock offers dual compression adjustability so that high speed and low speed damping can be tuned separately. The handlebar can also be adjusted in 12 different positions for rider customization.
The 2023 KX450SR will be available in late fall in Lime Green for $12,699.
Kawasaki’s venerable Versys 650 sport-tourer has been updated for 2022 with traction control, updated styling with an adjustable windscreen, and a new TFT display with Bluetooth connectivity. Photos by Kevin Wing.
My 2009 Kawasaki Versys 650 was one of the best utilitarian two-wheelers I’ve owned, but since I’m always putting miles on test bikes, I hardly ever rode it. When I realized I’d added only 500 miles to the odometer in five years, a deep sense of shame prompted me to sell it. After listing it on Facebook Marketplace, it was gone in a flash. Due to the high prices for used motorcycles right now, I earned a small profit – about a dollar for every mile I put on it.
The only colorway for the 2022 Kawasaki Versys 650 LT is Metallic Spark Black/Metallic Flat Spark Black.
Flash forward a few months and I’m wending my way through the twisty interior of San Diego County aboard a 2022 Kawasaki Versys 650. It’s the $9,999 LT version with hard saddlebags and handguards, which only comes in Metallic Spark Black/Metallic Flat Spark Black this year. The base model is available in the same color for $8,899, or in Candy Lime Green/Metallic Flat Spark Black/Metallic Spark Black for $9,099.
Not surprisingly, the 2022 upgrade is a much better motorcycle than my just-sold 2009 model, but they still have a lot in common despite 13 years of separation. The seating position, performance, and overall essence of the motorcycle remain virtually unchanged, but a few key aspects go a long way toward improving the bike’s desirability.
The new TFT display is a welcome upgrade. The screen is bright and easy to read.
New for ’22 is a full-color 4.3-inch TFT display that is a major improvement over the previous instrument panel, and light-years beyond the one on my ’09 model. The layout of information is modern and clean, blending everything – the gear position indicator, fuel gauge, tach, speedo, clock, tripmeter, etc. – into a centrally located format. A rider can choose between a black or white background, and the screen brightness automatically adjusts to ambient light levels.
Simultaneously depressing two analog buttons on the display allows a Bluetooth connection to be established between the Versys and Kawasaki’s Rideology smartphone app. The app features a useful and handy maintenance log, general bike info, and the ability to record rides as well as share them with others.
During the ride, when the bike and app are talking to one another, the TFT display will notify the rider when a new call or email has been received. The part of my ride recorded with the Rideology app showed that I traveled 79 miles for 1.34 hours from Orange to San Diego counties at an average speed of 54 mph. The map, however, displayed a straight line from point A to point B, not an accurate GPS mapping of the twists and turns.
My old Versys’ windscreen was adjustable only if I were willing to remove the four bolts necessary to position it differently, which rarely, if ever, happened. The inefficiency of the process meant a rider found a likable position for the windscreen and that’s where it stayed. The new Versys features an easily adjustable windscreen that can be raised and lowered to four different settings over a 3-inch range. It’s a two-handed affair with one hand depressing the lock button while the other moves the windscreen, but it’s worth the small effort. The upper position deflects wind quite well while the low position puts the rider more in the wind stream.
The new windscreen is the cherry atop a redesigned upper fairing that shares a family resemblance with its liter-bike counterpart, the Versys 1000. The sides of the new cowling are ducted to move air around the rider while the dual headlights are now bright, low-wattage LEDs. The rear of the Versys matches the front with aggressively pointy style and a new LED taillight.
Anti-lock brakes now come standard on all Versys 650 models, as does traction control. The 649cc liquid-cooled parallel-Twin powering the Versys isn’t a tire shredder – when we dyno tested a 2020 Versys 650, it sent 63 hp and 43 lb-ft of torque to the rear wheel – but it can certainly break traction given enough throttle when leaned over. TC has two settings, with the first being less intrusive and the second providing a more conservative safety net that should prove beneficial to newer riders or experienced ones caught in low-traction conditions. If desired, traction control can be switched off entirely via a switch located on the left switchpod.
Kickstand up and traveling south on Interstate 5 toward San Diego, the Versys felt like a comfortable and familiar old shoe. Exiting the slab and venturing into the twisties, it soon becomes apparent the Showa suspension’s stock settings were a tad soft for my taste. Once stopped, a few stiffening clicks of preload on top of the left fork leg, a few clicks of tensioning rebound on top of the right fork leg, and a few stiffening twists of the remote preload adjuster on the rear shock dialed things in for tackling the road ahead.
The 28-liter saddlebags are large enough to accommodate a full-face helmet, though without much room to spare. There is also a helmet lock if you need to secure your lid when the saddlebags are full of other incidentals. The ignition key unlocks the saddlebags and allow them to be removed from the motorcycle. For those requiring more storage, Kawasaki offers a matching 47-liter top case along with other accessories, such as heated grips and a GPS mount.
The bike’s peppy midrange thrusts its 503-lb claimed curb weight forward in enthusiastically manageable fashion. Dual 2-piston calipers grip 300mm petal discs to slow the party down with equal efficiency. When leaned over, the Versys holds its line effectively and transitions to and fro confidently.
The 5.5-gallon fuel tank combined with efficient fuel consumption allows for extended mileage between fuel stops. (During our 2020 test, we averaged 46 mpg for 253 miles of range.) That’s great news for commuters or anyone wanting to incorporate longer trips into their Versys ownership. Complementing the Versys’ fuel range is an ergonomically neutral riding position that is one of the things I loved most about my old Versys as well as the new one.
Like my old Versys, the new version is a modern, solid, middleweight jack-of-all-trades that’s as steadfast as a motorcycle can be. It responds dutifully to what’s asked of it, whether that be cruising around the city, commuting to work, or taking off on long weekends or longer tours. During my Versys ownership never once did it fail to start, or run badly once started, even though it spent most of its time languishing in my garage.
My old Versys didn’t have ABS, traction control, a remote preload adjusting shock, TFT display, a slip/assist clutch, LED lights, or an easily adjustable windscreen, and it didn’t look nearly as good as the ’22 Versys. In 2009, the MSRP of a base-model Versys was $7,099, which is just over $9,700 in today’s dollars. The new bike offers much more for less money, and the touring-ready LT is a fantastic bargain.
2022 Kawasaki Versys 650
Base Price: $8,899 Price as Tested: $9,999 (LT model) Website:Kawasaki.com Engine Type: Liquid-cooled, transverse parallel-Twin, DOHC w/ 4 valves per cyl. Displacement: 649cc Bore x Stroke: 83 x 60mm Horsepower: 63 hp @ 8,700 rpm (rear-wheel dyno, 2020 model) Torque: 43 lb-ft @ 7,300 rpm (rear-wheel dyno, 2020 model) Transmission: 6-speed, cable-actuated slip/assist wet clutch Final Drive: Chain Wheelbase: 55.7 in. Rake/Trail: 25 degrees/4.3 in. Seat Height: 33.3 in. Wet Weight: 503 lb (as tested) Fuel Capacity: 5.5 gals. Fuel Consumption: 46 mpg
Rider Motorcycle Buying Program. Get up front prices on local inventory. View Inventory
Child of the ’60s meets Bud Ekins’ 1915 Harley-Davidson in 1978. (Photo by Robin Riggs)
Looking through a file folder named “Cars & Bikes” on my computer the other day, I noticed that in 50 years of riding, I’ve experienced nearly the entirety of motorcycle history. From 1915 Indian board-track racers to a 2022 KTM 1290 Super Duke R Evo, that’s 108 model years’ worth. And in between were tests, rides, or races on more machines from every decade. Hardly planned, this all resulted from simply loving to ride, being curious, and, most of all, saying yes at every chance. Here are some of my favorite moto memories, one apiece covering 12 decades.
1915 Harley-Davidson Model 11-F
In 1978, Cycle magazine gave me an assignment after I joined the staff: Write a feature about anything I wanted. Interested in the history of our sport, I replied that I’d like to ride a really old bike. “Call this guy,” the editor said, handing me the number of Bud Ekins, an ISDT gold medalist and the stuntman in the epic The Great Escape jump scene.
More than a century after its manufacture, this modified 1915 Harley-Davidson 11-F completed the cross-country Motorcycle Cannonball. (Photo by SFO Museum)
In his enormous shop, Ekins reviewed the starting drill for his 1915 Harley-Davidson Model 11-F: Flood the carb, set the timing and compression release, crack the throttle, and then swing the bicycle-style pedals hard to get the V-Twin’s big crankshaft spinning. When it lit off, working the throttle, foot clutch, and tank-mounted shifter – and steering via the long tiller handlebar – were foreign to a rider used to contemporary bikes. But coordination gradually built, and after making our way to the old Grapevine north of Los Angeles, I found the 998cc engine willing and friendly, with lots of flywheel effect and ample low-rpm torque to accelerate the machine to a satisfying cruising speed of about 45 mph. And its rider to another time and place.
On a lucky trip to New Zealand, McIntosh Racing founder Ken McIntosh let me race his special Norton Model 18 in the Pukekohe Classic Festival. Unlike the exotic Norton CS1 overhead-camshaft model that likewise debuted in 1927 – a big advancement at the time – the Model 18 TT Replica used a tuned version of the company’s existing 490cc pushrod Single engine. Its name was derived, fittingly, from the sterling Model 18 racebike’s multiple Isle of Man TT wins. As such, the production TT Replica had as much racing provenance as you could buy at the time.
The author aboard New Zealander Ken McIntosh’s 1927 Norton Model 18 TT Replica, which reached 80 mph on track. (Photo by Geoff Osborne)
I found it surprisingly capable, delivering a blend of strong power (a digital bicycle speedometer showed a top track speed of80 mph) and predictable, confident handling – despite the girder-style fork and hardtail frame. However, lacking gear stops in its selector mechanism, the 3-speed gearbox required careful indexing to catch the correct gear. But once I got the process down, the bike was steady, swift, and utterly magical, like the Millennium Falcon of Singles in its time.
When a friend handed me his 4-cylinder Nimbus, it had big problems. The engine was locked solid, and my buddy wanted to get it running and saleable. Built in Denmark, the Nimbus is unique for several reasons. One is its 746cc inline-Four engine. Rather than being mounted transversely like modern multis, it was positioned longitudinally in the frame, with power flowing rearward via shaft drive. Interestingly, the rocker-arm ends and valve stems were exposed and, when the engine was running, danced a jig like eight jolly leprechauns. The frame was equally curious, comprised of flat steel bars instead of tubing, and riveted together. With a hacksaw, hammer, and some steel, you could practically duplicate a Nimbus frame under the apple tree on a Calvin and Hobbes Lazy Sunday.
Bob Sinclair, former CEO of Saab Cars USA, loved motorcycles. He’s riding a Nimbus Type C sidecar rig with a furry friend as co-pilot. (Sinclair Family Archives)
Anyway, the seized engine refused to budge – until I attempted a fabled fix by pouring boiling olive oil through the spark-plug holes to expand the cylinder walls and free up the rings. Additionally, I judiciously added heat from a propane torch to the iron block. Eventually, the engine unstuck and, with tuning, ran well. But the infusion of olive oil created a hot mist that emanated from the exposed valvetrain, covering my gear and leaving behind an olfactory wake like baking Italian bread.
1949 Vincent Black Shadow
One blissful time, years before Black Shadows cost six figures, I was lucky enough to ride one. Seemingly all engine, the Black Shadow was long and low, with its black stove-enamel cases glistening menacingly, and its sweeping exhaust headers adding a sensual element to an otherwise purely mechanical look.
Unquestionably the superbike of its day, Vincent’s 998cc Black Shadow was simultaneously elegant and menacing, and a big 150-mph speedometer let the rider know it. This is a 1952 model. (Photo by Clement Salvadori)
Thanks to the big, heavy flywheels and twin 499cc cylinders, starting the Vincent took forethought and commitment. And once the beast was running, so did riding it. A rude surprise came as I selected 1st gear and slipped the clutch near the busy Los Angeles International Airport. Unexpectedly, the clutch grabbed hard, sending the Shadow lurching ahead. The rest of the controls seemed heavy and slow compared to the Japanese and Italian bikes I knew at the time – especially the dual front brakes. The bike was clearly fast, but glancing at the famous 150-mph speedometer, I was chagrined to find that I’d only scratched the surface of the Black Shadow’s performance at 38 mph.
1955 Matchless G80CS
Despite not being a Brit-bike fan in particular, I’ve owned five Matchlesses, including three G80CSs. Known as a “competition scrambler,” in reality the CS denotes it as a “competition” (scrambles) version of the “sprung” (rear-suspension equipped) streetbike. Power comes from a 498cc long-stroke 4-stroke pushrod Single of the approximate dimensions of a giant garden gnome. Starting a G80CS requires knowing “the drill” – retarding the ignition, pushing the big piston to top-dead-center on compression, and giving the kickstart lever a strong, smooth kick all the way through. This gets the crank turning some 540 degrees before the piston begins the compression stroke again.
A true garage find, this 1955 Matchless G80CS hadn’t been used since 1966. Now resurrected, the long-stroke 498cc pushrod Single shoves the desert sled ahead like the rapid-fire blasts of a big tommy gun. (Photo by John L. Stein)
Once going, the engine fires the G80CS down the road with unhurried explosions. Then at 50 mph or so, the Matchless feels delightfully relaxed; vibration is low-frequency and quite tolerable, and the note emanating from the muffler is a pleasant bark –powerful but not threatening. It is here, at speeds just right for country roads, that the G80CS feels most in its element as a friendly, agreeable companion. With such a steady countenance, it’s no wonder that G80CS engines powered tons of desert sleds. I just wouldn’t want to be stuck in a sand wash on a 100-degree day with one that required more than three kicks to start.
During Ducati’s infancy, the Italian firm concocted a249cc overhead-cam roadster named the Diana. Featuring a precision-built unit-construction engine like Japanese bikes, it offered an essential difference: being Italian. And that meant all sorts of wonderful learning, as I discovered when, as a teen, I bought a “basket-case” Diana. The term isn’t used much anymore, but it means something has been disassembled so thoroughly that its parts can be literally dumped into a basket. In the case of this poor ex-racer, literally everything that could be unscrewed or pried apart was. The engine was in pieces, the wheels were unspoked, the frame and fork were separated, and many parts were missing.
The author aboard his basket-case 1961 Ducati Diana. (John L. Stein archives)
Its distress repelled my friends but inspired me. Upon acquiring it, a year of trial-and-error work included rebuilding the scattered engine, designing and welding brackets onto the frame for a centerstand and footpegs, assembling the steering, fabricating a wiring harness, and ultimately tuning and sorting. This basket-case Ducati literally taught me the fundamentals of motorcycle mechanics, by necessity. And due to the racy rear-set controls I’d crafted, the machine had no kickstarter, necessitating bump-starting everywhere, every time.
The bike was never gloriously fast, but it carried me through my first roadrace at the Ontario Motor Speedway. After selling it, I never saw it again. Rest in peace, fair Diana. And by the way, the California blue plate was 4C3670. Write if you’ve seen it!
1971 Kawasaki Mach III
Stepping from an 8-hp Honda 90 onto a friend’s Mach III, which was rated at 60 hp when new, was the biggest shock of my young motorcycling life. I knew enough to be careful, not only because of the 410-lb heft of the Kawasaki compared to the Honda’s feathery 202 lb, but because the Mach III had a reputation as a barn-burner. It was true. Turning the throttle grip induced the moaning wail from three dramatic 2-stroke cylinders, and propelled the Kawasaki ahead with a ferocity I’d never come close to feeling before.
Rated at 60 horsepower, the Kawasaki Mach III (officially known as the H1) was the quickest-accelerating production motorcycle of its time. (Photo by John L. Stein)
In those first moments of augmented g-forces, I distinctly felt that the acceleration was trying to dislocate my hips. In reality, it was probably just taxing the gluteus muscles. But regardless, I remember thinking, “I’ll never be able to ride one of these.” That clearly wasn’t true, but the memory of the Mach III’s savage acceleration and whooping sound remains indelible. Additionally, the engine vibration was incessant – there was simply no escaping it – and in those pre-hydraulic disc days for Kawasaki, the drum brakes seemed heavy and reluctant, even to a big-bike novice. Glad I found out early that the Mach III’s mad-dog reputation was real.
1985 KTM 500 MXC
If Paul Bunyan designed a motorcycle, this KTM 2-stroke would be it. For its day, the 500 MXC was extraordinary at everything, such as extraordinarily hard to start; the kickstart shaft was a mile high and the lever arm even higher. At over6 feet tall in MX boots, I still needed a curb, boulder, or log handy to effectively use the left-side kickstarter. The motor had so much compression (12.0:1) that this Austrian Ditch Witch practically needed a starter engine to fire the main one. Once, I was stuck on a desert trail with the MXC’s engine reluctant to re-fire. Not so brilliantly, I attached a tow line to my friend’s Kawasaki KX250 and he pulled me to perhaps 25 mph on a nearby two-lane road. Before I could release the line and drop the clutch, my buddy slowed for unknown reasons. Instantly the rope drooped, caught on the KTM’s front knobby, and locked the wheel, slamming the bike and its idiot rider onto the asphalt. The crash should have broken my wrist, but an afternoon spent icing it in the cooler put things right.
A beast to start and a blast to ride, this 1985 KTM 500 MXC 2-stroke was also comically and maddeningly tall. So was the desk-high kickstart arm. But, oh my, how the Austrian Ditch Witch could fly. (Photo by John L. Stein.)
When running, though, the MXC was spectacular. Capable of interstate speeds down sand washes and across open terrain, the liquid-cooled 485cc engine was a maniacal off-road overlord. The suspension included a WP inverted fork and linked monoshock with an insane 13.5 inches of travel out back. I bought the 500 MXC used for $500, and I had to practically give it away later. But now, I wish I had kept it, because it was fully street-plated – ideal for Grom hunting in the hills today.
1998 Yamaha YZF-R1
On a deserted, bucolic section of Pacific coastal backroads, I loosened the new Yamaha R1’s reins, kicked it in the ribs, and let it gallop. And gallop it did, at a breathtaking rate up to and beyond 130 mph. That’s not all that fast in the overall world of high performance, but on a little two-lane road edged by prickly cattle fences and thick oaks, it ignited all my senses. What had been a mild-mannered tomcat moments before turned into a marlin on meth, but it wasn’t the velocity that was alarming.
Superbike tech leapt ahead with Yamaha’s YZF-R1. Its performance rang every alarm bell in the author’s head. (Photos by Yamaha)
No, the point seared into my amygdala was how hard the R1 was still accelerating at 130 mph. Rocketing past this speed with a ratio or two still remaining in the 6-speed gearbox sounded every alarm bell in my head, so I backed down. Simply, the R1 rearranged my understanding of performance. But simultaneously, it made every superbike of the 1970s, including the King Kong 1973 Kawasaki Z1 – the elite on the street in its era – seem lame by comparison.
2008 Yamaha YZ250F
After 25 years away from motocross, in 2008 I bought a new YZ250F and went to the track. Oh, my word. The dream bikes of my competitive youth – Huskys, Maicos, Ossas, and their ilk – faded to complete irrelevance after one lap at Pala Raceway on the modern 4-stroke. Naturally it was light, fast, and responsive, but the party drug was its fully tunable suspension. By comparison, everything else I’d ridden in the dirt seemed like a pogo stick. Together, the awesome suspension and aluminum perimeter frame turned motocross into an entirely different sport, and I loved it anew.
Contemporary technology turned riding motocross from torture in the sport’s early years to the best workout – like simultaneously using every machine in the gym at maximum effort. Training and racing this 2008 Yamaha YZ250F produced heartrates just shy of running a 10k race. (John L. Stein Archives)
In retrospect, the glorious old MX bikes were dodgy because real skill was required to keep them from bucking their riders into the ditch. But, surprisingly, I found motocross aboard this new machine still merited hazard pay, for two reasons: 1) Thanks to the bike’s excellent manners, I found myself going much faster; and 2) Tracks had evolved to include lots of jumps, sometimes big ones. Doubles, step-ups, table-tops – I later paced one off at Milestone MX and realized the YZ was soaring more than 70 feet through the air.
2017 Yamaha TW200
There’s something about flying low and slow that’s just innately fun. Just ask the Super Cub pilots, lowrider guys, or Honda Monkey owners. After a day in the Mojave, plowing through sand, sliding on dry lake beds, and dodging rocks and creosote bushes, Yamaha’s TW200 proved equally enamoring. Yes, it’s molasses-slow, inhaling hard through the airbox for enough oxygen to power it along. And it’s built to a price, with an old-school carburetor and middling suspension and brakes.
For flying low and slow on a dry lake bed, the fat-tire Yamaha TW200 is righteous. Learn to dirt-track early in life, and the skills last forever. (Photo by Bill Masho)
Nonetheless, its fat, high-profile tires somehow make it way more than alright, kind of like riding a marshmallow soaked in Red Bull. Curbs? Loading docks? Roots, ruts, and bumps? Scarcely matters at 16 mph when you’re laughing your head off. Top speed noted that day was a bit over 70 mph – good enough for freeway work, but just barely. So, actually, no. But throttling the TW all over the desert and on city streets reminded me just how joyous being on two wheels is.
Building from its supercharged Ninja H2 hyperbike, Kawasaki launched the naked Z H2 for 2020. Lucky to attend the press launch for the bike that year, I got to experience this 197-hp missile on a road course, freeways, backroads, and even a banked NASCAR oval. The latter was, despite its daunting concrete walls, an apropos vessel to exploit the bike’s reported power. Weighing 527 lbs wet, the Z H2 has a 2.7:1 power-to-weight ratio – nearly twice as potent as the 2023 Corvette Z06.
Exploiting Kawasaki’s 197-horsepower Z H2 definitely required a racetrack. (Photo by Kawasaki)
Supercharged engines are known for their low-end grunt, and the Z H2 motor was happy to pull at any rpm and in any gear. But it fully awakened above 8,000 rpm, as the aerospace-grade supercharger began delivering useful boost. From here on, the job description read: Hang on and steer. Free to pin it on the road course and oval, I did. And not for bravado’s sake – I really wanted to discover the payoff of having so much power. As it turns out, a supercharged liter bike dramatically shrinks time and space, making it a total blast on the track – and absolute overkill on the road. Watch where you aim this one.
Based in Southern California, John L. Stein is an internationally known automotive and motorcycle journalist. He was a charter editor of Automobile Magazine, Road Test Editor at Cycle, and served as the Editor of Corvette Quarterly. He has written for Autoweek, Car and Driver, Motor Trend, Cycle World, Motorcyclist, Outside, and other publications in the U.S. and abroad.
2023 Kawasaki Ninja ZX-6R in Metallic Matte Twilight Blue / Metallic Diablo Black (MSRP $10,699 non-ABS only)
The whole family will be able to take their turn on two wheels following the recent announcement from Kawasaki of the return of three models for the 2023 model year – the KLX300 dual-sport, KLX300SM supermoto, and Ninja ZX-6R sportbike – as well as a new electric balance bike for the kiddos called the Elektrode. Read on to learn more about these bikes, then don your gear and follow Kawasaki’s advice to “let the good times roll.”
2023 Kawasaki KLX300
2023 Kawasaki KLX300 in Lime Green (MSRP $5,899)
The Kawasaki KLX300 dual-sport returns for 2023 with all the features riders have grown to love, whether off-roading or on the street. Starting at $5,899 for the familiar Lime Green ($6,099 for the Fragment Camo Gray), the KLX300 is still a financially friendly entry point for new motorcycle riders. It features a 292cc DOHC liquid-cooled 4-valve Single with its powerband, electric starter, cam profiles sourced from the KLX300R off-road model, and a 6-speed gearbox. We did a first ride review on the KLX300 in March 2021 and reported solid bottom-end torque and midrange power.
2023 Kawasaki KLX300 in Fragment Camo Gray (MSRP $6,099)
The bike has a steel perimeter frame and aluminum swingarm, a 21-inch front and 18-inch rear wheel combo, and dual-sport tuned long-travel suspension for optimal ground clearance. The 43mm inverted fork with adjustable compression damping and the fully adjustable gas-charged Uni-Trak shock provide 10 inches of travel in the front and 9.1 inches in the rear, meaning the KLX300 can dish out whatever the trail (or asphalt) throws at you. When it comes to braking, the dual-sport comes with a 2-piston caliper and 250mm disc up front and a 1-piston caliper and a 240mm disc in back.
2023 Kawasaki KLX300SM
2023 Kawasaki KLX300SM in Neon Green (MSRP $6,299)
First introduced for the 2021 model year and developed alongside the KLX300 dual-sport, the KLX300SM shares a similar engine and chassis with its stablemate. However, the SM features a host of supermoto-inspired components, including 17-inch front and rear wheels paired with IRC Road Winner RX-01 street tires, supermoto-tuned suspension, and a larger 300mm disc and 2-piston caliper up front for braking.
2023 Kawasaki KLX300SM in Ebony (MSRP $6,299)
Priced at $6,299 for both Neon Green and Ebony, the KLX300SM is still a great entry-level supermoto bike but with the credentials that make it attractive to more skilled riders as well.
2023 Kawasaki Ninja ZX-6R
2023 Kawasaki Ninja ZX-6R in Metallic Matte Graphenesteel Gray / Metallic Diablo Black (MSRP $10,999 non-ABS or $11,999 with ABS)
In order to meet growing consumer demand, Kawasaki has reportedly moved up the production and introduction of its 2023 model Ninja ZX-6R supersport motorcycle, featuring a 636cc 4-cylinder DOHC engine optimized for both the street and the track. The Ninja ZX-6R has the Kawasaki QuickShifter, Kawasaki Intelligent anti-lock Brake System (KIBS), selectable power modes combined with Kawasaki Traction Control, Showa suspension with a SFF-BP fork, slip/assist clutch, adjustable clutch lever, multifunction LCD screen, and a pressed-aluminum perimeter frame.
The 2023 Kawasaki Ninja ZX-6R is available in Metallic Matte Twilight Blue / Metallic Diablo Black without ABS for $10,699, or in Metallic Matte Graphenesteel Gray / Metallic Diablo Black for $10,999 without ABS or $11,999 with ABS.
2023 Kawasaki Elektrode Electric Balance Bike
2023 Kawasaki Elektrode electric balance bike (MSRP $1,099)
From the brand behind the KX motocross powerhouse comes the new Elektrode electric balance bike. Little rippers can now start their journey on two wheels as early as 3 years old, putting them on the path to the podium earlier than ever.
Since engine noise and exhaust can often be intimidating to young children learning to ride, the Elektrode should help encourage those who might otherwise be nervous to see how much fun riding can be. The Elektrode is lightweight and compact in size to allow for easy transportation in the back seat or trunk of a car.
The 2023 Elektrode electric balance bike features an air-cooled, brushless, in-wheel electric motor producing 250 watts of acceleration at the rear wheel. Power is said to be delivered in a smooth, linear fashion, getting the bike moving in a predictable way and gradually building the rider’s comfort with power and control. The motor positioning contributes to the Elektrode’s low center of gravity, which should create a light steering feel and easy turning and leaning.
The Kawasaki Elektrode’s in-frame lithium-ion battery is said to provide up to 2.5 hours of riding (or approximately 9 miles) depending on battery and rider conditions. The battery takes 2.5 hours to fully recharge from any home outlet, car, camper, or side-by-side vehicle, and the bike features an auto-sleep feature that shuts off the power after 10 minutes of inactivity. The battery’s location in the aluminum frame provides protection from dirt, debris, and potential impact damage that could occur during hard use.
Three speed modes allow young riders to grow and adapt as their abilities increase. Modes can be selected using the LCD screen located on the handlebars – but only when the bike is at a complete stop. Each mode caps the electric bike at a specific speed: low at 5 mph, mid at 7.5 mph, and high at 13 mph. A special parental lock requires a unique passcode to deter unauthorized changing of power levels. Or turn off the power entirely, fold up the rubber-padded steel footpegs, and use the Elektrode as a standard balance bike.
The Elektrode’s lightweight aluminum frame and 32.8-inch wheelbase provide durability while remaining light for kids to handle. A highly rigid steel front fork on the front of the bike should grant young riders a solid feel for steering, and a 160mm rear-mounted mechanical disc brake provides ample stopping power at the pull of a lever.
To add to the lightweight, sturdy nature of the Elektrode, Kawasaki designed special 16-inch cast-aluminum wheels with 16- x 2.125-inch HE-type knobby tires for use on several different types of terrain and tubes with Schrader valves.
The Elekrode is designed to accommodate riders from ages 3 to 8. The 16-inch wheels and adjustable components make it suitable for growing riders, including over 4 inches of adjustability in the seat, meaning the Elektrode can fit children 37-55 inches tall. The handlebar design promotes an upright riding position without compromising knee space, providing the extra room as kids grow, and with a common-sized handlebar and seat, parents will have the ability to change and customize their child’s bike as they see fit.
And when it comes to looking cool, Kawasaki designed the Elektrode to look like a full-fledged off-road machine. A KX-inspired front number plate adorns the front of the Elektrode, and the bike comes in the iconic Kawasaki Lime-Green coloring and racing graphics.
The 2023 Elektrode electric balance bike will be available in Lime Green with for $1,099.
For more information or to find a Kawasaki dealer near you, visit Kawasaki.com.
Rider Motorcycle Buying Program. Get up front prices on local inventory. View Inventory.
The all-new 2022 Kawasaki Z650RS brings retro style to Team Green’s middleweight Z lineup. Photos by Kevin Wing.
The last bike I rode before swinging a leg over the 2022 Kawasaki Z650RS was a 1975 Honda CB400F SuperSport. I’ve owned this Honda for more than 30 years and, having just come back from Moto41 motorcycle restorations in Santa Ana, California, it’s as new as a 47-year-old bike can be. While not a Kawasaki, there’s an interesting juxtaposition comparing a modern retro throwback to an OG member of the era.
The 2022 Kawasaki Z650RS is available in Candy Emerald Green or Metallic Moondust Gray/Ebony for $8,999. The 50th anniversary edition in Candy Diamond Brown (not shown) is $9,249.
Joining the Z900RS in Kawasaki’s lineup, the Z650RS in Candy Emerald Green or Metallic Moondust Gray/Ebony retails for $8,999, while the 50th anniversary edition in Candy Diamond Brown is $9,249. When the CB400F was new in 1975, it retailed for $1,433, or $7,818 in 2022 dollars. The Z costs more but, considering its performance and technological advancements over the CB, it’s a bargain.
The price of the Z650RS becomes a little harder to justify when compared to its half-brother stablemate, the non-RS Z650 ABS model, retails for $8,049. Considering the Z650RS and Z650 share the same engine and chassis, the retro styling of the RS comes at a $950 premium.
The retro-styled Kawasaki Z650RS is built on the same solid, reliable platform as the Z650, Ninja 650, and Versys 650.
Producing an extra 21 hp while weighing just 5 lbs more than the AARP-eligible Honda, the Ninja-derived 649cc parallel-Twin scuttles the Z650RS through a tight set of twisties with fervor. The motorcycle’s chassis is solid and up to the task, but depending on rider weight and aggression level, the non-adjustable fork and preload-only adjustable shock can get overwhelmed. Nothing a skilled rider can’t compensate for, but it’s clear the RS is suspended to meet a price point as well as the needs of a variety of riders in a variety of situations, which has baked-in limitations.
The 659cc parallel-Twin in the Z650RS makes 67 hp at 8,000 rpm and 48.5 lb-ft of torque at 6,500 rpm.
The fuel system of the Z650RS features a dual throttle valve configuration, with the main valves directly attached to the cable extending back from the twistgrip and the secondary valves controlled by the bike’s ECU. The two-step process, according to Kawasaki, endeavors to “precisely regulate intake airflow to ensure a natural, linear response.” However, in lower gears at around-town speeds, throttle application felt abrupt. No matter how smoothly I attempted to modulate a steady throttle, the Z650RS responded by light-switching between acceleration and deceleration. At higher speeds in higher gears, however, there was a more rheostatic throttle response. Given such inconsistent behavior, I wouldn’t swap the Kawi’s EFI for the Honda’s carburetors. But ask me again when it comes time to clean those four carbs.
Classic round headlight is powered by a modern LED. Bullet-shaped gauges add to throwback style.
Sometimes you just don’t realize how good you have it until you’re physically reminded. Clutch pull on the Honda is hastening arthritis in my left hand. Working the clutch lever in stop-and-go city traffic has the muscles and tendons in my hand and forearm pleading for respite after an hour of riding. The Z, in contrast, features a slip/assist clutch that offers a feather-light pull. Not only does it lessen the amount of strength required to operate the clutch, it also reduces the amount of engine braking at the rear wheel during downshifts – a modern luxury that has spoiled us.
With no other motorcycling option, I drove a cage from my home in Long Beach, California, to attend the Z650RS press launch that began in downtown Hollywood. The notion of navigating the Honda through LA’s rush-hour traffic was outweighed by my desire to survive. The CB400F’s ancient brakes seem to be carved from balsa wood.
Cast wheels are designed to mimic spoked rims. They’re shod with Dunlop Sportmax Roadsport 2 tires.
The retro-styled Kawi employs fully modern dual 300mm front discs squeezed by two-piston Nissin calipers, which providing all the braking performance I needed. There was good feel at the lever, allowing me to increase or decrease pressure as warranted. The single rear disc was equally praiseworthy, and the whole package gets an added level of safety with standard ABS.
The seating position and rider-machine interface of the Z650RS is everything you’d expect of a sport standard – comfy and user-friendly. From the reach to the handlebars, bend in the knees, positioning of the footrests, and width of the seat, the RS just feels right. Whether around town, in the canyons, or on the freeway, I struggled to find something ergonomic to complain about.
The 2022 Kawasaki Z650RS has the agreeable ergonomics of a sport standard, with a modest seat height and a user-friendly riding position.
Just over a yard (31.5 inches) separates the top of the seat from the pavement, keeping the Z650RS manageable for the inseams of most riders. Combined with the bike’s low curb weight of 412 pounds, the Z650RS is lightweight and feels even lighter once in motion. A rubber-mounted handlebar helps nullify the already minimal amount of engine buzz, while 5-way adjustable clutch and brake levers allow for customization of settings between hands big and small.
There’s no reason why I should fixate on the fact that the Z650RS has a helmet lock, other than it being one of those useful and inexpensive conveniences that many modern motorcycles now lack. Don’t get me started on what passes for toolkits these days.
The round analog gauges are handsome, and the LCD screen in the center is useful and discreet.
Instrumentation is a matter of old-school clocks meeting new-school multi-functionality. The analog speedo and tach are era-appropriate and nicely outfitted with chrome bezels, while the LCD screen features easy-to-read white letters on a black background and includes a gear-position indicator, clock, and fuel gauge. Eat your heart out, 1975!
Styling of the Z650RS is a mash-up of new meets old, which will most likely spark unresolved arguments of a subjective nature. While not an inherently smooth inline-Four like my CB, the Kawi’s parallel-Twin is a better engine choice for reducing cost, complexity, maintenance, and weight. It’s bulletproof, too, getting its neck wrung out on bikes ranging from the Versys 650 to flat-track racebikes. The cast wheels resemble the spoked wheels of distant-past KZ650 models, though later KZs were outfitted with cast wheels.
Reminiscent of the old-school UJMs, the Z650RS brings modern performance and technology to the table while delivering solid value.
Then there’s the exhaust. What first attracted me to the 400 Four was its unmistakably beautiful exhaust system. While the Z900RS holds true to its ’70s era roots with a long-swept pipe ending in a chrome muffler, Kawasaki chose to equip the Z650RS with the same stubby Versys-esque muffler found on the Z650. Another visual eyesore is the parts-bin radiator made obvious by its unused mounting tabs and too-wide width forcing the ugly routing of the return and overflow tubes. When you’re paying a premium for style, details matter.
Available color schemes are spot-on for the era, especially for the Candy Emerald Green version with its use of pinstripes and raised Kawasaki tank emblem. Blinkers on all the RS models are modern with transparent lenses encasing colored LED lights, not the saucer-shaped disco-age variety. A must-have upgrade is the chrome grab bar available as an accessory from the Kawasaki parts catalog.
Fuel capacity of the Z650RS is just 3.2 gallons.
For now, I’ll keep my Honda. I’ve owned it for so long, it’d be like an itchy phantom limb if it weren’t in my garage. But, given the choice between buying one today (clean examples will set you back anywhere from $5,000 to $7,000) and buying a brand-new Z650RS, the decision would hinge on riding intentions and wrenching ability.
The Honda holds the upper hand in the coolness factor by way of its authenticity, but it is seriously compromised in the harsh light of modern transportation and pales in comparison to the performance and ability of the Z650RS. A daily commuter in La La Land the Honda is not. There are also mechanical concerns such as adjusting points, syncing carburetors, and a host of other woes old bike ownership demands.
2022 Kawasaki Z650RS in Metallic Moondust Gray/Ebony
The Kawasaki has the ability to be whatever a rider wants it to be: commuter, sportbike, sport-tourer, or weekend runabout. The Z650RS, like many of the old standards, is built to conquer it all. Throw in all its wonderful modern conveniences and reliability, there’s little to worry about. Lube and adjust the chain, change the oil regularly, keep the battery charged, and just ride. If you’re attracted to old-school cool styling but want to avoid old-school bike ownership, you can get the best of both worlds with the Z650RS.
2022 Kawasaki Z650RS Specs
Base Price: $8,999 Website:kawasaki.com Engine Type: Liquid-cooled, transverse parallel-Twin, DOHC w/ 4 valves per cyl. Displacement: 649cc Bore x Stroke: 83.0 x 60.0mm Horsepower: 67 hp @ 8,000 rpm Torque: 48.5 lb-ft @ 6,500 rpm Transmission: 6-speed, cable-actuated slip/assist wet clutch Final Drive: O-ring chain Wheelbase: 55.3 in. Rake/Trail: 24.0 degrees/3.9 in. Seat Height: 31.5 in. Wet Weight: 419 lbs Fuel Capacity: 3.2 gals.
To challenge the dominance of Honda’s CB750, Kawasaki unleashed the Z1 in 1972. At the time, Team Green didn’t just produce the most powerful Japanese inline-Four, it also beat its rivals to the punch with a double overhead cam valvetrain. That innovative engine configuration may have impressed gearheads, but the Z1’s ultra-attractive Fireball paint scheme turned heads as well. Fifty years later, the Z1’s DNA is still found in its Z Series descendants. Celebrating the milestone are 2022 Kawasaki Z 50th Anniversary editions of the retro-style Z650RS and Z900RS as well as the more modern Z650 and Z900.
2022 Kawasaki Z650RS 50th Anniversary
The retro-styled RS line borrows most from the Z1, donning the legendary Fireball livery. As many Kawi fans know, the original 2018 Z900RS paid tribute to the Z1 in a similar colorway. However, Kawasaki reproduces the Candy Diamond Brown and Orange of the 1972 model with a special multi-layer painting process on the 2022 Z900RS and Z650RS.
2022 Kawasaki Z650RS 50th Anniversary
A gold wheelset alludes to the Z Series’ golden anniversary, while Z 50th branding on the front fender and engine case covers take a more literal approach. The nostalgia only ramps up from there. Both variants bear Double Overhead Camshaft badges on the side panels, and the classically styled seats come wrapped in new textured material. Despite the absence of a center stand, a grab rail offers peak vintage styling.
2022 Kawasaki Z900RS 50th Anniversary
While the RS trims harken back to the Z1, the 2022 Z650 and Z900 draw inspiration from the 1982 Kawasaki Z1100GP. Draped in Firecracker Red, the modern-day naked bikes honor the 40-year-old GP while retaining their aggressive appearance. The sporty silver and dark blue graphics toe the line of classic and contemporary while a commemorative logo adorns the front fender.
2022 Kawasaki Z900 50th Anniversary
The RS line may tout a gold wheelset, but the 50th Anniversary Z650 and Z900 take a different route with gold tank emblems, Z logos, and fork tubes, and they roll on red wheels. Similar to the Z650RS and Z900RS, however, the two modern nakeds tout a new textured seat.
2022 Kawasaki Z650 50th Anniversary
Despite the cosmetic revisions, the 50th Anniversary Z editions are mechanically identical to their base model counterparts. Kawasaki will produce all four special-edition motorcycles in a limited capacity and each customer will receive a coffee table book celebrating the iconic Z Series. The 50th Anniversary are available now and priced as follows:
2022 Kawasaki Z650RS 50th Anniversary: $9,249
2022 Kawasaki Z900RS 50th Anniversary: $12,049
2022 Kawasaki Z650 50th Anniversary: $8,299
2022 Kawasaki Z900 50th Anniversary: $9,499
For more information or to find a dealer near you, visit kawasaki.com.
After spending two years on the bench, the Kawasaki KLR650 is back where it belongs, exploring the boondocks. Now equipped with fuel injection, optional ABS, and other updates, it’s the same rock-solid KLR, only better. (Photos by Drew Ruiz)
The word legend is overused, especially by cliché-loving motojournalists, but when it comes to the world of adventure riding, the Kawasaki KLR650 can lay a credible claim to the title. With its second major update since being introduced in 1987, the 2022 Kawasaki KLR650 continues the model’s long history as an affordable, dependable adventure bike.
First released as the KLR600 in 1984, the model was upgraded to a 650 in 1987. The high fender, tall stance, and elevated ground clearance left no doubt as to its dual on-and off-road purpose. Powered by a single-cylinder, liquid-cooled, DOHC, 4-valve engine, with fueling managed by a Keihin carburetor, the KLR also had a 5-speed transmission and front disc brake. Cutting-edge stuff for the time, and the bike quickly gained a reputation for steady reliability and go-anywhere capability.
The KLR’s updated styling includes more aggressive bodywork. The Adventure model we tested is equipped with 21-liter saddlebags, auxiliary lights, and crash bars.
Almost nothing changed for two decades, which gives some indication as to the KLR’s intrinsic qualities and its popularity. You don’t mess with success, and if it ain’t broke, don’t fix it. Even after the first major update in 2008, which included a longer fork, a new swingarm, better brake calipers, and a redesigned fairing, the Keihin carburetor and just about everything else remained unchanged. But the world has moved on, and as with many long-in-the-tooth motorcycles, satisfying the latest regulations is a major driving factor behind the updates to the new model.
So, what has Kawasaki done to the KLR? To calm the nerves of the faithful, I’ll start with what hasn’t changed. The short answer: most of it. Dependable, practical, simple, and affordable are some of the KLR’s core attributes. For 2022, there are still no rider modes, throttle-by-wire, TFT display, or other complexities (and related costs), and the base model is still priced well under $7,000. The KLR has a reputation for field reliability, where everything can be fixed with a wrench and a rock; even the Marine Corps has a fleet modified to run on diesel. The new KLR stays true to that formula.
Although much of the new KLR remains faithful to previous models, some of the key enhancements include a taller adjustable windscreen and improved ergonomics for a more comfortable upright riding position.
Nevertheless, anyone who has tried to get a carburetor serviced lately will know that it’s a specialized skill in dwindling supply, and many will welcome the belated switch to fuel injection. Yes, the old Keihin carb was rock-solid, but EFI has proven its worth on motorcycles for decades. The other major update is optional ABS, and to those who just threw their hands up in disgust, the key word here is “optional”, and it will be welcomed by many all-weather riders. There’s also a long list of tweaks and enhancements to this new KLR, all of which should appeal to fans new and old. It has been made stronger and more reliable, and offers more comfort, wind protection, load-carrying ability, and versatility.
The KLR has built an enviable reputation for being simple, reliable, and economical. The new KLR aims to maintain that reputation, and updates for 2022 add practicality without unnecessary complexity.
The old thumper has been updated to improve efficiency and meet the latest regulatory requirements, at the heart of which lies the new EFI system. Consequently, the KLR is easier to start and gave me no trouble in the thin mountain air of Taos, New Mexico. By making the subframe an integrated part of the main frame, the entire chassis is stiffer, which improves stability and increases load capacity. Stability also gets a boost from more rake (30 degrees, up from 28), more trail (4.7 inches, up from 4.4), a 1.2-inch-longer swingarm, and a longer wheelbase (60.6 inches, up from 58.3), and key load-bearing areas have all been strengthened. The front suspension has been adjusted to accommodate frame updates and a 28-pound increase in curb weight, while the rear shock is now adjustable for rebound in addition to spring preload.
The optional ABS has been tuned for dual-sport duty and has just enough intervention to add safety without compromising off-road thrills.
A larger 300mm front disc has increased braking power, and a thicker rear disc is less prone to fade on steep descents. ABS is a $300 upgrade. Kawasaki did a good job tuning the ABS to suit the dual-sport nature of the KLR, but it can’t be turned off. Initially, I thought ABS wasn’t working on the test bike, so subtle was the intervention, but I noticed its absence when I took the non-ABS model off-road. Given the price, I expect a lot of buyers will opt for it; I know I would.
Auxiliary LED lights are part of the Adventure model trim package.
Both the battery and generator have been updated to provide more power for accessories such as auxiliary lights and heated grips. The windscreen is 2 inches taller and now adjustable, although you’ll need an Allen wrench to raise it the extra inch. A nifty half-inch bar has been added above the dash for mounting accessories, and the updated LCD is clear, easy to read, and now has a fuel gauge. All-round LED lights are now standard, and the Adventure model I tested comes equipped with useful auxiliary lights and crash bars for the cowling and engine, adding to its off-road credentials. The new seat, still a dirtbike-style single unit, has been redesigned to improve comfort, although I wished for more cushion over long distances.
The new digital display works well, and the fuel gauge is a welcome addition on a bike that will be pushed to its range limits.
Our test ride began at the RFD-TV Ranch, where the sprawling Rocky Mountains descend into the high New Mexico plains. Pulling onto the highway, the KLR rides like a middleweight Single; that is to say, the pace is leisurely. Kawasaki has done a good job of balancing the old thumper, so there is very little in the way of vibration. Although the KLR is not a highway bike per se, it happily cruises at 75 mph. But at higher speeds, it would really benefit from a 6th gear.
Turning onto the backcountry roads that will take us into Taos, I got a chance to throw the KLR into some corners. At slower speeds, the 21-inch front wheel and tall stance result in a bit of steering flop, but once adjusted to its characteristics, the KLR’s road handling exceeded expectations. The semi-knobby tires squirm a bit on pavement, but the bike is composed when accelerating through tight corners.
New adjustable rear suspension contributes to the KLR’s better handling, whether loaded or unloaded.
The afternoon took us into the dirt, and another characteristic I had to adjust to is the gear shift position. I couldn’t get my motocross boot under the lever easily, especially when standing on the pegs. Upshifting was a struggle, particularly from 1st to 2nd. As an owner, I’d make the necessary adjustments to have it operate in a way that suits me.
Gear shifting aside, the KLR’s supple suspension comes into its own off-road, and riding the rocky trails is fantastic fun. The new KLR is still equipped with Dunlop K750 tires, a road/trail compromise with an emphasis on compromise. Nonetheless, tractor-like low-end torque enables the KLR to maintain traction in sandy, loose terrain. It’s almost impossible to stall, and the moment I get bogged down, a slip of the clutch is all that’s required to churn my way through.
Backcountry trails are the KLR’s preferred domain, where the supple suspension and tractor-like torque combine for fun, confident, carefree cruising.
Working our way down from Taos the following day, there were plenty of opportunities to test the KLR on gravel tracks, sandy trails, and the dreaded silt. The silt track might as well have been a road of marbles, and it’s at times like these when even the most experienced riders risk falling off that a lone traveler will be particularly thankful they’re on a simple, relatively lightweight adventure bike. Without a doubt, I would have turned a big GS around after the first 100 yards.
Early the next morning, the KLR now loaded with gear, I set off solo for Arizona. Route 60 rolls across the plain and into the Gila National Forest, where a massive thunderstorm provided an opportunity to test handling in the rain and the waterproofness of the hard saddlebags that come standard on the Adventure model. I was on the non-ABS version, which coped admirably, as did the side bags, which remained bone dry inside.
Loaded up for the long ride home.
Trails in the Coconino National Forest provided the perfect opportunity to test the loaded KLR. No matter where I’ve ridden in the world, I always seem to end up on tracks like these, with a mix of sand, rubble, and gravel. The seated ergonomics are excellent. My body position is upright with a comfortable bend at the knee and arm, but standing up, the peg position is a little too far forward, bringing the handlebar too close to my body. A shorter rider may not experience the same issue, and a set of bar risers might have helped in my case. Putting that aside, the KLR is a breeze to ride on tracks like these, and even with the old-school tires, it is only the deeper sandy sections that force me to slow down to crawling speeds.
Updates to the frame and swingarm have increased the load capacity, and the KLR sports a larger, aluminum rear rack.
Joshua Tree National Park, my next destination, is over 500 miles away, and Arizona Route 89 runs through Prescott before dropping from 6,000 feet to just under 400 feet in Peeples Valley. An amazing winding descent, where over a distance of just 10 miles the temperature climbs from a cool 68 degrees to 115. It feels like riding into a hairdryer. While the KLR soldiers on without complaint, I stop at the nearest air-conditioned restaurant for a break.
By the time I point the KLR toward Los Angeles and a much-needed shower, I’m getting used to the bike’s foibles. Yes, there are some things I would change, but when you consider the bigger picture, they seem trivial. I’ve done long-distance adventure tours on BMW’s venerable R 1200 GS in several countries. But for the same price as a GS, you can buy a KLR650, all the gear you need, and still have enough left over to fund a substantial tour.
What the KLR lacks in on-road performance, it makes up for in traction, and the thumper will plow its way through loose, uneven terrain.
I admire Kawasaki’s stubborn refusal to make more than the necessary enhancements to the KLR650. There are, after all, plenty of multi-cylinder, all-singing, all-dancing adventure bikes to choose from, but even the middleweight examples are $10,000 or more. The KLR650 Adventure model I tested, with auxiliary lights and saddlebags, costs just $7,699. Adding ABS raises the price to one dollar shy of $8,000.
The Kawasaki KLR650 is the rescue mutt of the dual-sport motorcycle world. No, it’s not perfect, but you’ll end up falling in love with it, and you know it will be a dependable, loyal, eager companion on any adventure, and for a lot less money than fancy breeds.
The new-and-improved Kawasaki KLR650 continues the model’s long history as an affordable, dependable adventure bike.
2022 Kawasaki KLR650 Specs
Base Price: $6,699 Price as Tested: $7,699 (Adventure model) Warranty: 1 yr., unltd. miles Website: kawasaki.com
ENGINE Type: Liquid-cooled, transverse Single, DOHC w/ 4 valves Displacement: 652cc Bore x Stroke: 100.0 x 83.0mm Compression Ratio: 9.8:1 Valve Insp. Interval: 15,000 miles Fuel Delivery: DFI w/ 40mm throttle body Lubrication System: Wet sump, 2.2 qt. cap. Transmission: 5-speed, cable-actuated wet clutch Final Drive: O-ring chain
CHASSIS Frame: Tubular-steel semi-double cradle, steel swingarm Wheelbase: 60.6 in. Rake/Trail: 30 degrees/4.8 in. Seat Height: 34.3 in. Suspension, Front: 41mm fork, no adj., 7.9 in. travel Rear: Single shock, adj. rebound & spring preload, 7.3 in. travel Brakes, Front: Single 300mm disc w/ 2-piston caliper Rear: Single 240mm disc w/ 1-piston caliper Wheels, Front: Spoked aluminum, 1.60 x 21 in. Rear: Spoked aluminum, 2.50 x 17 in. Tires, Front: 90/90-21, tube-type Rear: 130/80-17, tube-type Wet Weight: 487 lbs. (as tested) Load Capacity: 316 lbs. (as tested) GVWR: 803 lbs.
