Mileage: 6,294 Base Price: $14,899 (2021); $14,999 (2022) Accessories: $729.95
After a year together, it’s finally time to say goodbye to our 2021 Motorcycle of the Year. We’ve had a great time with the Yamaha Tracer 9 GT, so we’re sad to see it go.
We added several Yamaha factory accessories to improve wind protection, storage capacity, and passenger comfort.
The Tracer 9 GT is the culmination of several generations of development and refinement, and the result is a fantastic lightweight sport-tourer built around Yamaha’s 890cc inline-Triple, which is good for 108 hp at 10,000 rpm and 63 lb-ft of torque at 7,200 rpm at the rear wheel. This is one of the most fun and engaging engines around – it’s like hanging out with three hellraising buddies who know how to keep it cool in polite company but love to get rowdy when the clock strikes 6,500 rpm.
In stock trim, the Tracer 9 GT is a versatile, comfortable machine that served us well on day rides, weekend jaunts, and multiday trips. We appreciated the Yamaha’s good wind protection, upright riding position, generous legroom, dual-height seat (31.9/32.5 inches), and adjustable handlebar and footpeg positions. None of our testers complained about soreness in wrists, lower backs, or shoulders, nor was engine heat ever an issue.
We replaced the OE Bridgestone tires with Dunlop Sportmax Roadsmart IVs.
Any time the road turned twisty, we were glad to be on the Tracer. With its raucous engine, excellent chassis, and semi-active suspension, we attacked corners with gusto, enjoying the confidence boost that a well-sorted motorcycle can provide.
To get to the good stuff, we logged many miles on the slab. One of our nits to pick is how busy the engine is in 6th gear at freeway speeds. At 65 mph, the engine turns 4,200 rpm. We lost count of how many times we grabbed ghost shifts to 7th thinking there might be another gear up top. We’d like to try a rear sprocket with one less tooth to make the gearing taller.
Yamaha’s Touring Windshield is taller and wider than stock.
In terms of maintenance, we did routine checks of tire pressure, oil level, chain tension and lubrication, and such. We changed the oil and filter after about 5,000 miles, and we used the recommended Yamalube products. We also took the Tracer to our local Yamaha dealer after a safety recall was announced that all 2021-22 MT-09 and Tracer 9 GT models had an improperly programmed ECU that could cause engines to stall unexpectedly in certain circumstances. It was fixed quickly at no charge.
The Tracer proved to be unforgiving of laziness with the clutch when pulling away from a stop, both before and after the recall repair. Without adequate revs, we’d stall the Tracer like a newbie.
After about 5,000 miles of hard use, the rear Bridgestone Battlax T32 GT tire was toast. We spooned on a set of Dunlop Sportmax Roadsmart IV radials, and they’ve provided excellent grip and ride quality. MSRP for the Roadsmart IV tires is $189.95 for the front (120/70ZR17) and $250.95 for the rear (180/55ZR17). You can read our Roadsmart IV review here.
To enhance the Tracer 9 GT’s touring ability, we installed several Yamaha factory accessories, including the Touring Windshield ($179.99), Top Case Mounting Kit ($116.99), 50L Top Case ($289.99), 50L Top Case Backrest Pad ($74.99), and 50L Fitted Top Case Inner Bag ($66.99).
We installed Yamaha’s 50L Top Case. It’s also available in a 39-liter size.
Installation was straightforward. The Touring Windshield is 2.8 inches wider and 3.2 inches taller than stock, and it made a big difference in terms of wind protection. The Tracer’s 30-liter saddlebags are large enough to hold a full-face helmet in each side. The 50L Top Case bumps total storage capacity to 110 liters, and the backrest pad was appreciated by passen-gers.
Over the course of nearly 6,300 miles, we averaged 44.4 mpg, which yields 222 miles from the 5-gallon tank (premium unleaded is required). Our fuel economy ranged from as high as 60.4 mpg to as low as 33.7 mpg, the latter after giving it the whip in a serious headwind.
After whining to Yamaha reps about having to return the Tracer 9 GT, we wiped away our tears when they offered us a lollipop: an accessorized 2022 MT-10. Stay tuned to find out how we get along with the Tracer’s big brother.
The 2023 Royal Enfield Scram 411 is a new scrambler variant of the Himalayan. Photos courtesy Royal Enfield.
Anytime you have a hit on your hands the way Royal Enfield does with its Himalayan adventure bike, you capitalize on it. A few modifications here, a tweak there, and voila, a new variation is born. Many times, however, as with blockbuster movies, sequels fail to capture the success of the original. With the Scram 411, has Royal Enfield produced the two-wheeled equivalent of a follow-up hit like The Empire Strikes Back or a forgettable flop like Ghostbusters II?
The new scrambler-style Scram 411 and the Himalayan share the same frame and air-cooled 411cc Single with SOHC and two valves. The 4-gallon fuel tank is also the same, but the Himalayan’s two-piece seat has been swapped for one of a singular design. More importantly, the 21-inch front wheel of the Himalayan was replaced with a more street friendly 19-incher on the Scram.
The instrument cluster was also downsized, with the Himalayan’s digital compass and tachometer being omitted on the Scram, while the speedo was replaced with a different version that includes a clock, dual tripmeters, an odometer, and a gear-position indicator. Our test bikes were outfitted with Royal Enfield’s Tripper navigation unit, but according to company reps, supply-chain issues have prevented the Tripper from being offered as standard equipment. Instead, it will be an accessory available sometime in the future.
Gone as well are the Himalayan’s windscreen and front rack, forcing Enfield designers to clean up the bike’s exposed cockpit, which they did by way of a cast metal headlight nacelle. Affixed to the mounting points on the frame where the front rack was previously attached is a pair of “urban badge plates.” Kudos to Enfield for taking the time to cover an ugly mounting stalk that another OEM may have left exposed and then incorporating that element into the bike’s graphics.
The Scram 411 is available in seven different graphics packages, all starting at $5,099.
Our route through the dairy lands of Wisconsin presented enough greenery and full lakes to make a California resident like me loathe returning to our brown, drought-stricken state. What it didn’t provide was a roadway tight enough to push the Scram to its limits in a series of peg-grinding, left-to-right transitions. But in the Badger State’s plentiful sweepers, gently rounded corners, and straightaways, the Scram exhibited all the confidence a bike of its caliber should.
The semi-knobby tires do a fine job generating good grip and control in on- or off-road conditions while looking the part of a scrambler. The handlebars are just the right width to provide the rider with comfortable control. But the reach to the levers was at the limit of my comfort level, and while you can fiddle with the clutch cable to bring the clutch lever closer to the bar, the brake lever would require replacement with something more ergonomic.
The few short gravel roads we traveled were also navigated with nonchalance except for the non-switchable rear ABS, which the Himalayan has but the Scram does not. Standing on the balls of my feet, I felt the same pressure from the side covers pushing my calves outward as I experienced with the Himalayan. Moving my feet forward until the heel of my boot caught the footpeg helped relieve the pressure, but I’d rather my feet be better positioned.
Over the course of 400 miles, I found the seating position of the Scram to be surprisingly agreeable for a small-displacement motorcycle. The reach to the handlebar felt natural, and the seat provided a good combination of comfort and support. The seat-to-footpeg ratio was spacious enough to keep my knees from aching at the end of two full days of riding.
At 7.5 inches, the Scram’s nonadjustable fork has 0.4 inch less travel than the Himalayan. Whether it’s the reduced travel or different damping, the Scram responded more harshly to rough pavement than its stablemate. The preload-adjustable rear shock, on the other hand, was less affected by irregularities.
The Scram 411 variant of the Himalayan is an obvious direction in which to expand Royal Enfield’s model lineup. However, whereas the Himalayan succeeds well in its intended off-road environment, the Scram struggles to shine as brightly on pavement. In the dirt, the 411cc Single’s claimed 24.3 hp is enough for a novice or experienced motorcyclist to have fun, but on the road there’s barely enough forward thrust to keep a 5-foot-11, 187-lb rider like me moving at freeway speeds. At full tuck on a flat road, I got to 75 mph molasses-quick, but even at 65 mph there’s hardly any passing power in reserve.
On the other hand, the counterbalanced Single produces hardly any vibration. Regardless of engine rpm, the air-cooled engine remained eerily smooth. The 5-speed transmission was uncooperative at times, exhibiting occasional notchiness when downshifting multiple gears, but the clutch pull is light.
The Scram’s brakes are adequate but uninspiring. On the Himalayan, the single-disc brakes front and rear sufficiently slow the motorcycle in the dirt. On the street, however, effort is required to extract full power from the front 300mm disc gripped by a 2-piston caliper and the rear 240mm disc with a single-piston caliper.
Has Royal Enfield got a sophomore hit on its hands? Accepted on its own terms – clean retro styling, a modestly powered little-engine-that-could Single, a solidly built price-point chassis, and an entry-level price – the answer is a qualified yes. Part of the deal is a low-tech motorcycle that’s heavy for its displacement class (432 lb with its 4-gallon tank full), which will be appealing, irrelevant, or unappealing depending on your point of view.
In the small-displacement scrambler segment, there aren’t many options available, but the Scram 411 isn’t the only game in town. For an extra $300, there’s the more modern, more powerful, and lighter Husqvarna Svartpilen 401. Different strokes for different folks.
2023 Royal Enfield Scram 411 Specs
Base Price: $5,099 Website: RoyalEnfield.com Warranty: 3 yrs., unltd. miles w/ roadside assistance Engine Type: Air-cooled Single, SOHC w/ 2 valves Displacement: 411cc Bore x Stroke: 78.0 x 86.0mm Horsepower: 24.3 @ 6,500 rpm (factory claim) Torque: 23.6 lb-ft @ 4,500 rpm (factory claim) Transmission: 5-speed, cable-actuated wet clutch Final Drive: Chain Wheelbase: 57.3 in. Rake/Trail: NA Seat Height: 31.3 in. Wet Weight: 432 lb Fuel Capacity: 4.0 gals.
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.
We got a first ride on the all-new Ducati DesertX in the Rocky Mountains of Colorado. Photos by Gregor Halenda and Scott Rounds.
Ducati knows how to build sportbikes and superbikes. The Italian manufacturer claimed 14 World Superbike championships between 1990 and 2011, and it has finished in the top three in MotoGP every year since it began competing in the premier class in 2003, including two championships. A lot of this racing experience transfers well onto the company’s streetbikes, and even its Multistrada models, which handle more like sportbikes than adventure bikes when ridden hard on pavement.
Enter the Ducati DesertX, the newest machine to leave the factory in Borgo Panigale, with a seemingly heavy penchant for unpaved surfaces. Styling-wise, the DesertX looks like it’s ready to tackle the Dakar Rally with a rally-inspired fairing, long-travel suspension, and off-road friendly wheel sizes.
At the bike’s North American launch held just outside Aspen, Colorado, Ducati reps admitted during the technical presentation that this machine took the company out of its comfort zone. Despite this declaration, Ducati has some off-roading lineage. Back in 1990, Italian rider Edi Orioli won the grueling Paris-Dakar rally aboard a Cagiva Elefant, a feat he repeated in 1994. Ducati was under Cagiva Group’s ownership from 1985 to 1996, and the Elefant was powered by a 900cc Ducati V-Twin.
A concept of the DesertX was first shown at EICMA in 2019, and it was met with a wave of enthusiasm. This prompted Ducati to pursue its development, and although the concept bike was based on a Scrambler 1100, the DesertX is almost entirely new from the ground up. Its engine is based on the Monster’s liquid-cooled 937cc Testastretta V-Twin, not on the Scrambler’s air-cooled 1,079cc mill.
It’s the same engine you’ll find in the Hypermotard, Multistrada V2, and Supersport, though it has been reworked for use in the DesertX. It claims 110 hp and 68 lb-ft of torque, and changes include dedicated ride and power modes. Gearing is shorter from 1st to 5th (6th was left unchanged for highway riding), with the lowest gears made especially short to handle tight off-road sections: 1st is 14% shorter and 2nd is 9% shorter than on the Multistrada V2. Valve-adjustment intervals are set at 18,000 miles.
The DesertX is the first modern Ducati to roll on a 21-inch front and 18-inch rear wheel combo, and the rims are cross-spoked and tubeless. This, of course, works better over rough terrain than other wheel combinations, and it offers a better selection of off-road tires. The Pirelli Scorpion Rally STR tires on the DesertX provide great traction on hard-packed and moderately soft dirt, as well as surprisingly tenacious, vibration-free grip on pavement. From previous experience with these tires, though, they’re not very good in sand and mud, but there are other options for that. You can opt for the aggressively treaded Scorpion Rally for more extreme off-road excursions or for the more street-oriented Scorpion Trail II tires, both of which are approved for the DesertX.
The DesertX is built on a steel trellis frame, with fully adjustable suspension by Kayaba that includes a 46mm inverted fork and a single shock with a remote preload knob located on the right side of the bike just below the seat. Suspension travel is ample, with 9 inches up front and 8.7 inches out back. The tall suspension provides abundant ground clearance, with 9.8 inches of space between the skid plate and terra firma.
Fuel capacity is 5.5 gallons, and a 2.1-gallon auxiliary tank ($1,500) is available. The optional tank is rear-mounted, and it feeds the main tank via a switch. When the fuel level in the main tank drops low enough to accept the additional 2.1 gallons, the rider is prompted to switch on the auxiliary tank through the instrument panel, and the extra fuel is then pumped into the main tank.
Out On the X
The DesertX proved itself more than capable of handling serious off-road excursions during our 85-mile test loop, of which about 85% was unpaved, and a good portion of that was rough, rocky, and in places quite steep. Our hosts had accessorized our test bikes, firstly to showcase a few of the goodies available from Ducati but also to help protect the bikes from damage that might be suffered over challenging terrain. Accessories included crash bars ($700), a larger skid plate ($500, mounted solidly to the frame via brackets rather than to the engine cases), and a Termignoni muffler, among a few other items.
Standard seat height is 34.4 inches, with an optional low seat ($308) dropping that to 34.1 inches. If you require an even easier reach to the ground, you can further drop the perch to 33.3 inches by combining the low seat with a lowering kit, which includes fork and shock springs and a shorter sidestand ($300). A taller seat is also available that raises height to 34.6 inches.
At 6 feet tall, I could get one foot flat on the ground and the other on my toes with the standard seat, which is narrow at the front to ease reach to the ground and widens considerably at the rear to give broad support. Unfortunately, I cannot comment on its long-term comfort since most of the day was spent standing on the footpegs off-road. The fairing protects your torso from most of the windblast, though the optional taller touring windscreen ($230) would probably be a good investment for longer highway stints.
The 5-inch TFT instrument display is mounted vertically, which is said to facilitate reading it while standing up, while also providing a better display when using the optional Bluetooth-enabled turn-by-turn navigation through your phone. Lean-sensitive ABS and traction control, wheelie control, adjustable engine braking, cruise control, and a quickshifter are all standard. The DesertX has four road modes (Sport, Touring, Urban, and Wet) and two off-road modes (Enduro and Rally), as well as four power levels, all selectable via the instrument panel. Enduro mode limits output to 75 hp, sets throttle response to dynamic, shuts off wheelie control, and reduces ABS intervention to level 2 (out of 3, rear ABS disabled) and traction control to level 3 (of 8).
Within minutes after turning off the pavement, the DesertX asserted itself more as a proper dual-sport machine rather than a ponderous adventure bike. My preferred off-road setting was Rally, which drops ABS intervention to minimum (still off at the rear) and traction control to level 2, though even this setting wasn’t ideal for a fast pace. Fortunately, all six ride modes are individually customizable, so I turned traction control off and selected the softer throttle setting than the standard dynamic setting.
My only gripe with the ride modes is how they are selected. You must hold down the mode button on the left-hand switch assembly for a couple of seconds to prompt the mode selection menu on the instrument panel and then scroll to the desired mode, hit the mode button again, and shut the throttle to confirm your selected mode. With practice it can be done in a matter of seconds while riding, but it’s a distracting and tedious process that could be simplified. On the bright side, the bike retains its selected ride modes anytime the ignition switch is turned off and on again.
With this tailored Rally setting selected, the rear end slid at will to ease cornering on dirt, and the front wheel lifted effortlessly to clear obstacles. With elbows up and in attack mode, the DesertX ate up all the rocks, bumps, and ruts that passed beneath its wheels without flinching. It kept a solid, unwavering line, and easily steered around anything I didn’t want to hit. It truly feels like a much lighter bike at speed than its claimed 492 lb wet weight would suggest. The front end feels solid, and the bike never shook its head, even after the front wheel got pounded by successive bumps at speed. The bike is equipped with a steering damper, so the stability isn’t surprising.
The suspension, which had been adjusted for my 220 pounds fully dressed, soaked up big dips and bumps without bottoming – and with dirtbike-like plushness. I did end up bumping up the rebound damping a couple of clicks at both ends since the fork had topped out with a knock a couple of times as the wheel lifted off a few jumps and the rear wallowed a bit when negotiating tight turning transitions. The bike behaved ideally after that.
The DesertX really impressed, however, on a long, steep, rocky climb up a switchback-riddled trail that brought us to the top of a ski hill at an elevation of more than 11,300 feet. This is where the shorter gearing became an asset, especially the bottom two gears. Admittedly, the gap between 1st and 2nd is a bit wide, prompting frequent gear changes when slowing for corner entry, but the bike’s quickshifter made this effortless.
On pavement, the DesertX behaved as a Ducati should. At a modestly quick pace it railed through sweeping turns with confidence-inspiring stability. Its tall suspension does make turning transitions ponderous, as it’s a long way up and then back down into a lean again. And it prefers a deliberate, calculated approach to cornering rather than a point-and-shoot sportbike style. This is due to its 21-inch front wheel and the long suspension travel – nail the twin M50 Brembos hard at corner entry and that long travel gets soaked up quickly. Overall, though, it will easily keep pace with sportbikes, especially if the pavement gets rough.
What’s the Verdict?
While the Ducati DesertX falls into the adventure-touring category due to its engine displacement, it really handles more like a big dual-sport machine off-road. It’s a serious off-roader that can be ridden hard by an expert or more modestly and easily by someone with less experience. It wavers into KTM 890 Adventure R, Husqvarna Norden 901, and Honda Africa Twin territory, which is an unusual place to be for the Italian maker of sportbikes. However, it can easily hold up performance-wise to those bikes both on and off the road and possibly exceed their performance, though only a head-to-head comparison can determine that.
It is pricey, however, retailing for $17,095. The KTM retails for $14,599, the Husky for $13,999, and the Honda for $14,449. That might make the choice a difficult one, but one thing is for sure, while Ducati might be fairly new to this off-road business, the DesertX will not disappoint, especially if you use it as it was designed to be used – off the pavement and on the gas.
2022 Ducati DesertX Specs
Base Price: $17,095 Price as Tested: $19,795 Website:Ducati.com Warranty: 2 yrs., unltd. miles Engine Type: Liquid-cooled, transverse 90-degree L-Twin, desmodromic DOHC w/ 4 valves per cyl. Displacement: 937cc Bore x Stroke: 94.0 x 67.5mm Horsepower: 110 hp @ 9,250 rpm (claimed, at the crank) Torque: 68 lb-ft @ 6,500 rpm (claimed, at the crank) Transmission: 6-speed, cable-actuated wet slip/assist clutch Final Drive: Chain Wheelbase: 63.3 in. Rake/Trail: 27.6 degrees/4.8 in. Seat Height: 34.4 in. Wet Weight: 492 lb Fuel Capacity: 5.5 gals.
The 2022 Yamaha MT-10 features an updated 998cc CP4 inline Four, new R1-derived electronics, upgraded brakes, refreshed styling and ergonomics, a new TFT display, and more. Photos by Joseph Agustin.
Streetfighter, naked bike, sport standard – take your pick, but a motorcycle like the Yamaha MT-10 should really be called The Answer.
And The Question? You’ve got $13,999 in your bank account, declining in value with each passing day due to inflation, so how should you spend it?
2022 Yamaha MT-10 in Cyan Storm
You could be prudent and invest it, but the stock market is volatile and crypto is funny money.
Or you could buy something tangible. You work hard for your money, so reward yourself. Buy something fun.
You could steal another $1,001 from your piggybank and buy a $15,000 Specialized S-Works Turbo Levo electric-assist mountain bike. You’d be the envy of everyone at your local trail, but it’s still a bicycle. You have to pedal it to get anywhere.
Instead, why not cut to the chase and buy a 160-hp scream machine with electric-blue wheels and laser-beam eyes? Money can’t buy happiness, but it can buy a bundle of thrills.
Near where the intake ducts enter the airbox are new Acoustic Sound Grilles that direct intake noise into the cockpit.
Twist its right grip, and the MT-10 punches a gaping hole in the atmosphere, sucking in air through a trio of uneven-length intake ducts and sending a glorious howl up through a pair of Acoustic Sound Grilles, tingling all the right nerves and tapping into your hypothalamus for a big hit of dopamine.
Embrace your inner hedonist. Ask for forgiveness rather than permission. Be the gear change you want to see in the world.
Rowing through said gears – made easier with an up/down quickshifter but also slick and smooth using the slip/assist clutch – and spooling up the 998cc inline Four repeatedly is endlessly entertaining and hopelessly addictive. The only thing that got me to stop was an offer of free lunch with North Carolina pulled pork and sweet tea on the menu.
The MT-10’s CP4 (crossplane 4-cylinder) engine is adapted from the Yamaha YZF-R1 sportbike. Its crossplane crankshaft offsets each crankpin 90 degrees from the next, resulting in an uneven firing interval that produces a sound and feel that’s distinct from a typical inline-Four and similar to a V-Four. Fluctuations in inertial crankshaft torque are smoothed out, providing more linear throttle response and helping keep the rear tire hooked up when launching out of corners. This thrill mill churns out immediate, predictable, goosebump-inducing power.
The MT-10’s 998cc CP4 is adapted from the YZF-R1. It’s a stressed member of the cast-aluminum Deltabox frame.
Tuned for the street, the MT-10’s powerplant diverges from the R1’s track-ready engine. Its crankshaft has more inertial mass for smoother throttle response, its conrods and valves are made from steel rather than titanium, and its intake ports, combustion chambers, and forged aluminum pistons are different, resulting in a lower compression ratio (12:1 vs 13:1 on the R1). Yamaha optimized torque delivery between 4,000 and 8,000 rpm – right in the heart of the rev range.
Like the YZF-R1, the MT-10’s throttle-by-wire system now employs Yamaha’s Accelerator Position Sensor Grip (APSG), which uses a spring, slider, and gear mechanism to produce variable resistance for a more natural throttle feeling. Throttle response can be altered by selecting one of four PWR (Power) modes, with Modes 1 through 3 going from sharp to soft and Mode 4 reducing power for sketchy conditions. There are also high and low engine-braking modes.
Mission control for the rider’s left hand.
Response is fairly anemic below 4,000 rpm, lively in the midrange, and hair-on-fire hellacious from 8,000 rpm until redline (12,000 rpm). When we tested an MT-10 a few years ago, its 160 hp at the crank translated to a peak of 138 hp at 9,400 rpm at the rear wheel, with more than 120 hp on tap above 8,500 rpm. The wide, flat torque curve topped out at 77 lb-ft at 9,200 rpm. Figures should be similar for the current model.
Hanging off the right side is a shorter, lighter silencer protruding from an underbelly exhaust box with four catalyzers that zap unfriendly elements from spent gasses. A slightly larger rear sprocket (42 teeth vs. 43 before) contributes to smoother response at small throttle openings and better fuel economy, which Yamaha says has increased from 30 to 36 mpg.
An up/down quickshifter, cruise control, and R1-derived electronics are standard equipment.
The MT-10’s 2022 update also includes a 6-axis IMU and a comprehensive electronics suite originally developed for the YZF-R1. The system includes lean-sensitive traction control, slide control, wheelie control, mind control (but don’t quote me on that), and cornering ABS, all with multiple levels or modes. Each can be adjusted independently, and the Yamaha Ride Control system provides four ride modes with attendant presets. Since it’s easy to go unexpectedly fast on the MT, the new Yamaha Variable Speed Limiter can help riders avoid unwanted attention from authorities by curbing acceleration above a set speed.
Show Me What You Got
Aesthetically, the MT-10 sports a more stripped-down look, with what little bodywork there was on the previous model removed. The intake ducts on either side of the fuel tank, which were cosmetic before but now fully functional, are more prominent. New twin-eye mono-focus LED headlights and LED position lights combine with a more compact nose assembly to minimize overhang and shorten the MT’s nose-to-tail length. The MT-10’s styling still has a Transformers-esque quality that will inspire cheers or jeers depending on your point of view.
Twin-eye mono-focus LED headlights are new, and only the right is illuminated for low beam.
Aimed at middle-aged experienced riders who appreciate both performance and comfort, the MT-10 may look more aggressive, but its ergonomics are more user friendly. Its fuel tank has been reshaped, its rider triangle has been revised to enhance the feeling of sitting “in” the bike, and its seat foam is firmer for more support (seat height increased slightly to 32.9 inches).
2022 Yamaha MT-10 in Matte Raven Black with accessories
A few years ago, we added a windscreen, a comfort seat, a trunk, and soft saddlebags to the MT-10, and it made for a solid sport-tourer, thanks in part to standard cruise control. The current model would likely perform even better as a long-hauler. A new tubular subframe keeps the tailsection slim while providing support for a passenger and gear. Yamaha’s accessories list includes top trunks in three sizes (30, 39, or 50 liters) along with passenger backrest pads and liner bags.
Behind the MT-10’s small flyscreen is a new 4.3-inch color TFT display that packs in a lot of info. However, as with the MT-09 and Tracer 9 GT, some of the text is small and difficult to read at a glance – at least for middle-aged eyes of the target demographic. Also, the menu wheel next to the right grip requires dexterity and coordination to use while controlling the throttle.
Using the menu wheel on the right switchgear can be tricky.
Riding the Ridge
We plied nearly 200 miles of some of the best roads near Asheville, North Carolina, including the Blue Ridge Parkway, NC 215, NC 281, U.S. 276, and Charleys Creek Road. Early morning fog and deeply shaded corners that hid wet pavement and patches of gravel kept us on our toes. Thankfully, the MT-10 is very forgiving and reassuring in dodgy conditions.
North Carolina Route 215
The MT’s chassis uses the same cast-aluminum Deltabox frame found on the R1, with the engine as a stressed member to save weight. It has a long swingarm for stability, but its compact 55.3-inch wheelbase (an inch shorter than the MT-09’s) and moderate 467-lb curb weight help the MT feel agile and fit – much more so than the graybeard at the controls.
Most of the pavement on our route was smooth, but even where there were cracks, seams, and dips, the MT’s fully adjustable KYB suspension soaked up the punishment without complaint, and the new Bridgestone Battlax S22 tires provided reassuring grip. Checking tire pressures is now easier thanks to 90-degree valve stems – a small but much-appreciated upgrade.
Cyan Storm wheels are eye-catching and they’d shod with Bridgestone Battlax S22 sport tires.
Fast bikes need strong brakes, and the MT’s dual 320mm floating front discs with 4-piston radial calipers and single 220mm rear disc with a 2-piston caliper turn kinetic energy into thermal energy with authority. New for this year are a Brembo radial front master cylinder, a Brembo rear master cylinder, and new pad springs on the rear caliper, all of which give the brakes a more refined, precise feel.
But Wait, There’s More!
Joining the MT-10 this year is the up-spec MT-10 SP, which replaces the manually adjustable KYB suspension with Öhlins semi-active suspension, adds steel-braided front brake lines, and comes in a YZF-R1M-inspired colorway with premium styling accents.
2022 Yamaha MT-10 SP
The SP is the first production motorcycle to be fitted with Öhlins’ next-generation electronically controlled suspension that uses the latest spool valve damping. Riders can choose between three semi-active damping modes and three manual settings. Managed through the Yamaha Ride Control menu, the suspension can be tailored to suit the riding style or environment.
We didn’t get a chance to ride the MT-10 SP, but we expect it will take the riding experience up another level. It’s available in Liquid Metal/Raven for $16,899. The standard MT-10 is available in Cyan Storm (shown) or Matte Raven Black for $13,999.
2022 Yamaha MT-10 in Matte Raven Black (left) and Cyan Storm
When the original FZ1 was introduced in the early 2000s, it took the YZF-R1’s superbike performance and made it easier to live with on the street. From the FZ1 to the FZ-10 to the latest CP4-powered, R1 electronics-equipped MT-10, Yamaha has refined its formula and improved the final result. Ask the right question and the answer becomes obvious.
2022 Yamaha MT-10 Specs
Base Price: $13,999 Website: YamahaMotorsports.com Engine Type: Liquid-cooled, transverse inline-Four, DOHC w/ 4 valves per cyl. Displacement: 998cc Bore x Stroke: 79.0 x 50.9mm Horsepower: 138 hp at 9,400 rpm (rear-wheel dyno, previous model) Torque: 77 lb-ft at 9,200 rpm (rear-wheel dyno, previous model) Transmission: 6-speed, cable-actuated slip/assist wet clutch Final Drive: Chain Wheelbase: 55.3 in. Rake/Trail: 24 degrees/4.0 in. Seat Height: 32.9 in. Wet Weight: 467 lb Fuel Capacity: 4.5 gal. Fuel Consumption: 36 mpg
Yamaha Motor Corporation, USA, has introduced the new 2023 lineup of YZ off-road motorcycles. Designed for competition, highlights for the 2023 lineup of Yamaha YZ motocross and cross-country machines include a new flagship YZ450F motocross model, along with a new YZ125X and extensively updated YZ250X 2-stroke cross-country models.
Fresh off back-to-back professional Motocross and Supercross titles, Yamaha introduces a new YZ450F for 2023 designed to push capabilities even further. Building on the power delivery, suspension performance, and usability of the previous model, the new YZ450F features more power, less weight, a slimmer design, and improved handling in an even more usable package.
2023 Monster Energy Yamaha Racing Edition YZ450F
The new 2023 YZ125X offers a completely new, more powerful 125cc 2-stroke engine, revised suspension damping, improved brakes, enhanced ergonomics and a new look, which Yamaha says makes it the perfect option for young enthusiasts looking to move up to a full-size 2-stroke cross-country bike that is ready for competition.
For riders looking for big 250cc 2-stroke power in the ultimate cross-country racer, the new 2023 YZ250X features updated brakes, revised suspension, race-inspired ergonomics, and aggressive new styling.
“What really stands out about the new YZ450F is just how light and balanced it feels when riding hard,” said Derek Brooks, Yamaha Motorsports Motorcycle Product Line Manager. “This new platform builds on the legendary YZ suspension and handling with an even more powerful, yet controllable engine character that will offer expert riders everything they need to compete and win at the highest level. At the same time its revised ergonomics and tuneability with the free engine mapping Power Tuner makes it easier to ride fast for all rider skill levels. I’m pumped to see it hit the tracks soon!”
2023 Yamaha YZ450F & Monster Energy Yamaha Racing Edition YZ450F
For the 2023 YZ450F, Yamaha engineers were tasked with improving on traditional strong points of broad, torquey power, plush suspension, and predictable handling but with a distinctly rider-centric focus for the new model with a 5-lb weight reduction, increased control, and improved ergonomics. The end result is a lighter, more compact engine that reportedly pumps out even more power, improved handling with greater agility while still maintaining excellent stability, and a significantly lighter, slimmer body with enhanced ergonomics for greater control.
2023 Yamaha YZ450F in Team Yamaha Blue
Changes for the new YZ450F start with the engine. Completely redesigned for 2023, updates include new exhaust and intake port shapes, larger-diameter titanium intake valves, new forged aluminum piston, new cylinder body, crankshaft, and balancer assembly, and a switch from wet sump to dry sump lubrication. The combined effect of these features is said to be more midrange and top-end power, including a 500 rpm higher rev limit for longer over-rev and more linear output characteristics for increased rideability and control.
Helping lay that power down to the rear wheel, a new cable-actuated clutch design replaces the coil springs of the previous model with a new disc spring and integrates primary gear and basket into a single steel unit. The result is a more compact, lightweight, and durable assembly. Additionally, a new tri-shaft transmission layout vertically stacks the transmission shafts, raising the center shaft and forming a triangle between the crank, drive shaft, and main shaft for a lighter, more compact transmission.
Providing riders with the opportunity to fine-tune engine performance to their liking, Yamaha’s Power Tuner App has been extensively revised for 2023, retaining the full functionality of the previous version but now even easier to use with more functionality. Engine mapping can now be made using an intuitive new slide bar. There is also a new lap timer, Traction and Launch Control tuning, and bike set-up guides. Additionally, a new lightweight handlebar-mounted switch allows on-the-fly selection of preloaded engine maps.
The new Traction Control System communicates wheel slip to the ECU, tuning the engine to maintain ideal rear-wheel traction. Three levels can be selected: High, Low, or Off. The updated Launch Control System now features an rpm limiter that can be adjusted in 500 rpm increments between 6,000 rpm and 11,000 rpm for optimized launches when the gate drops. Both systems are controlled through the Yamaha Power Tuner App.
The next major update to the 2023 YZ450F involves the completely redesigned aluminum bilateral beam frame, which consists of more than 10 different aluminum components welded together, providing the opportunity to carefully tune rigidity and flex characteristics of each component. Yamaha says the result is a “better handling machine with lighter feel, improved bump absorption and increased traction, allowing the rider to enter corners with greater confidence and more line choices.”
New internal suspension valving works in combination with the new frame and body to provide exceptional bump absorption, increased traction, and better cornering performance. High-spec, fully adjustable Speed Sensitive System KYB coil spring-type forks now feature a new hand-operated compression damping adjuster for simple, tool-less adjustments, and the linkage-type rear suspension features a KYB shock with damping characteristics to match the new chassis.
Finally, a new slimmer, flatter, and more compact body design lends a much lighter, more precise riding feel. A completely redesigned air intake pathway, airbox, and filter allow for a narrower fuel tank, significantly slimmer front shrouds and a lower airbox cover. Additionally, more seamless, rounded features including seat edges and side covers further ease rider movement for improved control. The rider triangle is also improved with increased legroom between the seat and footpegs, as well as revised handlebar position for a more natural posture and enhanced rider comfort.
Other features include a push-button electric starter system with a high-capacity, ultra-light lithium-ion battery, 1-1/8-inch aluminum tapered handlebars, new compact PVC handlebar pad, new lightweight throttle cables, wide footpegs with new lightweight aluminum alloy brackets, a quick-adjust clutch perch, and new chain guide.
2023 Yamaha YZ450F Features & Benefits
Completely redesigned 450cc 4-stroke engine is lighter, more compact and more powerful with an increased rev limit for longer over-rev
Overall weight savings of 5 lb over previous model
Revised Yamaha Power Tuner App with intuitive new “Quick Setting” slide bar, Traction & Launch Control tuning, and additional new features
Two-mode adjustable engine mapping allows on-the-fly selection between two tunable engine maps via new lightweight, handlebar-mounted push-button switchgear
New Traction Control System communicates wheel slip to the ECU to maintain ideal rear wheel traction with three selectable levels: High, Low, or Off
Updated Launch Control System now features adjustable rpm limiting for improved launches when the gate drops
More compact, lightweight cable-actuated clutch design replaces coil springs with a new disc spring
New tri-shaft transmission layout shortens the engine from front to back for more optimized engine positioning
Redesign air intake path, airbox and filter allow for slimmer airbox cover and radiator shrouds
Ultra-compact 44mm Mikuni throttle body ensures optimum fuel atomization while saving weight and improving mass-centralization
Completely redesigned lightweight aluminum bilateral frame carefully balances rigidity and flex characteristics for a lighter feel, improved bump absorption and increased traction
Slimmer, flatter and more compact body includes narrower fuel tank and front shrouds and more seamless, rounded features for easier rider movement and improved control
Rider triangle is also improved with increased legroom and revised handlebar position for a more natural posture and enhanced comfort
Fully adjustable Speed Sensitive System KYB coil spring-type fork and linkage-type KYB rear shock offer best-in-class suspension performance with revised damping characteristics to match the new YZ450F’s chassis
Front fork now features a new hand-operated compression damping adjuster for simple, tool-less adjustments
Large 270mm front brake rotor is coupled with a Nissin caliper and aggressive pad compounds
Rear brake feel is improved by reducing the rigidity of the brake hose providing a wider range of control at the pedal
Advanced computer-aided wheel design shaves weight without sacrificing durability, while rear wheel comes laced in a three-cross-spoke pattern for improved impact absorption and rider feel
Compact, lightweight push-button electric start provides effortless restarts
Premium Yamaha Blue and dark blue graphics scheme is embedded to provide excellent durability and scratch resistance
Race-developed Dunlop Geomax MX33 tires
The 2023 Yamaha YZ450F will be available from dealers this November in Team Yamaha Blue starting at $9,899. The 2023 Monster Energy Yamaha Racing Edition YZ450F will be available from dealers this October starting at $10,099.
2023 Yamaha YZ450F in Team Yamaha Blue
2023 Monster Energy Yamaha Racing Edition YZ450F
2023 Yamaha YZ125X
Introduced in 2020, the YZ125X was conceived to bolster Yamaha’s cross-country lineup while offering passionate 2-stroke enthusiasts a dedicated enduro racer. In the first major update for the model, the 2023 YZ125X reflects many of the extensive changes recently rolled out for the current competition-ready YZ125 motocross model but also incorporates a number of additional key modifications aimed specifically at boosting capability for rigorous long distance, multi-terrain cross-country racing.
The result is a powerful, featherweight, class-leading 2-stroke woods racer that represents both the ideal step up for young enthusiasts looking to enter into cross-country competition or for seasoned riders, a capable and lightweight 2-stroke.
It all starts with a more powerful liquid-cooled 125cc 2-stroke engine. Every functional part of the engine is new, including the cylinder, cylinder head, piston, piston pin, connecting rod, crankcase, and expansion chamber. To enhance the YZ125X’s performance in varied terrain and over long race distances, features such as Yamaha Power Valve System (YPVS) characteristics, exhaust timing, and compression ratio have been optimized to improve ease-of-use in the low- to mid-rpm range. A new Hitachi Astemo Keihin PWK38S carburetor with throttle position sensor and 3D-map-controlled CDI unit further enhances fueling and power delivery. A new intake design with VForce4 carbon reed valve and a straighter intake path is said to result in an improved feeling of power in the high rpm range.
To match increased engine performance, an updated braking system features larger front pistons, more rigid caliper, and a redesigned 270mm front rotor with a 30% increase in pad contact area. A redesigned rear rotor maintains the same braking power while dropping outer diameter from 245mm to 240mm, reducing unsprung weight.
Front and rear suspension damping has been revised to further improve bump absorption and cornering performance. Best-in-class KYB suspension includes a fully adjustable Speed Sensitive System 48mm inverted front fork, now with new internals for more precise damping. The revised fully adjustable KYB rear shock features reduced-friction Kashima Coat internals, separate adjusters for high- and low-speed compression damping, and a full lock oil rebound system. Additionally, front and rear settings are fine-tuned to handle the types of demanding and varied environments commonly encountered in cross-country competition.
A new flatter seat and more narrow fuel tank design, along with integrated body panels and slimmer radiator shroud width all combine to enhance freedom of movement forward and back, allowing the rider to easily shift body weight for increased control. Emphasizing its YZ racing pedigree, new front and rear fender design, bold Yamaha Blue and dark blue colorway, and premium embedded graphics provide a sharp, aggressive new look with excellent durability and scratch resistance.
Additional features on the 2023 YZ125X include premium lightweight blue Excel rims wrapped in high performance Dunlop Geomax MX33 tires, along with a cross-country oriented 18-inch rear wheel, larger rear sprocket, standard aluminum side stand, reserve fuel petcock, sealed O-ring chain, and a newly adopted scraper between the fork’s dust and oil seal.
2023 Yamaha YZ125X Features & Benefits
Redesigned liquid-cooled Yamaha Power Valve System (YPVS)-equipped 125cc two-stroke engine reportedly boasts more power in the mid- to high-range with cross country-specific tuning to enhance low- to midrange performance
New high-precision Hitachi Astemo Keihin PWK38S carburetor features throttle position sensor and 3D-map-controlled CDI unit
New straight intake design with VForce4 carbon reed valve
New shorter, lighter muffler
High performance brake setup features more rigid front caliper, larger front pistons, and redesigned rotors with increased pad contact area up front
Improved rider ergonomics are more narrow with a flatter seat and slimmer radiator shrouds
Fully adjustable Speed Sensitive System KYB inverted front fork with new internals for more precise damping and a new scraper between the dust and oil seal
Removable lightweight aluminum rear subframe constructed of square-section tubing
Lightweight finely tuned chassis for nimble handling, more control, and less rider fatigue
Revised 6-speed, close-ratio gearbox has wider transmission gear tooth width and new optimized gear ratios
New lightweight rear sprocket design
Sealed O-ring chain
High-capacity radiator with dark louvers deliver maximum cooling and aggressive looks
Lightweight aluminum handlebar with two-position adjustable handlebar clamp
Adjustable clutch lever with works-style cable adjuster
New premium graphics are now embedded for improved durability and scratch resistance
Premium lightweight Excel rims
Race-developed Dunlop Geomax MX33 tires
The 2023 Yamaha YZ125X will be available from dealers this September in Team Yamaha Blue starting at $7,099.
2023 Yamaha YZ125X in Team Yamaha Blue
2023 Yamaha YZ250X
2023 Yamaha YZ250X in Team Yamaha Blue
Significant updates for 2023 incorporate similar changes made to the Yamaha’s current YZ250 motocrosser to improve on key areas and provide an even more competitive, well-rounded package.
Rider ergonomics are more narrow and substantially improved through new integrated body panels, slimmer shroud width, and flatter seat. These changes allow greater freedom of movement front to back and easier weight transfer for improved control. Along with the slimmer, more aggressive bodywork, a new front and rear fender design and a new graphics scheme highlight the race-focused YZ lineage. Premium graphics are now embedded to provide improved durability and scratch resistance. Additionally, updates to the seat and bodywork also enabled a new, straighter intake design, allowing a more efficient intake path to the engine for improved low- to midrange pulling power.
The YZ250X’s suspension performance improves with revised front and rear damping characteristics to enhance bump absorption and cornering agility. The fully adjustable Speed Sensitive System KYB 48mm inverted front fork receives new internals and newly adopted scraper between the dust and oil seal, while the revised, fully adjustable KYB rear shock features reduced-friction Kashima Coat internals. Settings are specifically tuned to meet the harsh demands of cross-country competition.
A revamped brake setup features a more rigid front caliper, larger front pistons, and redesigned 270mm front rotor that increases pad contact area. A redesigned rear rotor drops the outer diameter from 245mm to 240mm, reducing unsprung weight.
The 2023 YZ250X uses the same liquid-cooled YPVS-equipped 249cc 2-stroke powerplant as its YZ250 stablemate but with YPVS characteristics, exhaust timing, and compression ratio optimized to improve ease-of-use in the low- to mid-rpm range for improved cross-country performance. Additionally, clutch durability is enhanced through a new friction material with excellent heat resistance characteristics ideal for long distance racing.
Finally, premium lightweight Excel wheels combine with high performance Dunlop Geomax MX33 tires, a cross-country-oriented 18-inch rear wheel size, wide-ratio gearing, a standard aluminum side stand, a sealed O-ring chain, and a reserve fuel petcock.
2023 Yamaha YZ250X in Team Yamaha Blue
2023 Yamaha YZ250X Features & Benefits
Improved rider ergonomics are more narrow with a flatter seat and slimmer radiator shrouds offering greater freedom of movement
Advanced liquid-cooled YPVS-equipped 249cc 2-stroke engine is lightweight and compact, with a wide, tractable powerband
New straight intake design improves low- to midrange pulling power
Hitachi Astemo Keihin PWK38S carburetor with power jet and throttle position sensor provides crisp throttle response
High performance brake setup features larger front pistons, more rigid caliper, and redesigned rotors with increased pad contact area
Fully adjustable KYB fork features the Speed-Sensitive System and includes a newly adopted scraper between the dust and oil seal
Front and rear suspension settings optimized for enhanced cross-country performance
Forged aluminum semi-double cradle frame
Removable aluminum rear subframe constructed of square-section tubing for reduced weight
5-speed gearbox
New clutch pressure plate material with heat resistance characteristics ideal for extended cross-country competition
New lightweight rear sprocket design
Sealed O-ring chain
High-capacity radiator with blacked-out louvers
Compact exhaust expansion chamber for improved clearance and exhaust efficiency
Lightweight aluminum handlebar with two-position adjustable handlebar clamp
Adjustable clutch lever with works-style cable adjuster
New premium graphics are now embedded for improved durability and scratch resistance
Premium lightweight Excel rims
Race-developed Dunlop Geomax MX33 tires
The 2023 Yamaha YZ250X will be available from dealers this August in Team Yamaha Blue starting at $7,999.
2023 Yamaha YZ250X in Team Yamaha Blue
2023 Yamaha Motocross and Cross Country Lineup
The remainder of Yamaha’s motocross and cross-country lineup, including the YZ65, YZ85, YZ85LW, YZ125, YZ125 Monster Energy Yamaha Racing Edition, YZ250, YZ250F, YZ250F Monster Energy Yamaha Racing Edition, YZ250FX, YZ450FX, WR250F, and WR450F all return unchanged for 2023.
Yamaha bLU cRU Off-Road Racing Contingency Program
All 2023 YZ models are eligible for Yamaha’s current bLU cRU Off-Road Racing Contingency Program, which features nearly $5 million for Yamaha bLU cRU riders competing in off-road motorcycle racing. YZ riders can earn contingency payouts via a bLU cRU debit card, receive a 10% rebate on GYTR parts and accessory purchases of up to $1,000, and receive an instant $45 credit on the bLU cRU Swag website. The 2023 bLU cRU Off-Road Racing Contingency Program details will be announced soon.
For complete details on how to register for the bLU cRU Off-Road Racing Contingency Program, along with specific information on which racing series, events, and classes are included, visit the Off-Road Racing Contingency page.
Can-Am also reiterated its commitment to growing the number and diversity of on-road riders through its “We Can All Ride” campaign. According to BRP:
71% of Can-Am three-wheel owners are new to powersports
40% of Can-Am riders are women, the highest percentage of female riders in any of BRP’s product lines
The Can-Am Women of On-Road community now has more than 15,000 female riders
2023 Can-Am Spyder and Ryker models
“Whether it’s for new entrants to the sport or for our community of passionate riders, we never stop looking for ways to innovate and improve the Can-Am experience,” said Martin Éthier, Global Marketing Director of Can-Am On-Road. “Our riders come from all over the world and from all walks of life, and we want our products to match that diversity by offering a fully curated experience that opens the road to all.”
2023 Can-Am Spyder F3 Lineup
The Can-Am Spyder F3 lineup includes five models:
Can-Am Spyder F3
2023 Can-Am Spyder F3 in Steel Black Metallic
Starting at $23,099, the Can-Am Spyder F3 features a 115-hp Rotax ACE 1330cc in-line Triple engine with an Eco mode, a semi-automatic 6-speed transmission, a vehicle stability control system, relaxed cruiser-like comfort with the UFit System, 6.5 gallons of storage capacity, LED lighting, and a 4.5-inch digital display. For 2023, it’s available in Steel Black Metallic.
Can-Am Spyder F3-S Special Series
2023 Can-Am Spyder F3-S Special Series in Manta Green
Starting at $26,299, Can-Am Spyder F3-S Special Series has the same features as the F3 plus a Super Sport grille, a gauge spoiler, a mono seat cowl, high-performance KYB shocks, a 7.8-inch digital display, and BRP Connect with vehicle-optimized smartphone apps. For 2023, it’s available in Manta Green and Monolith Black Satin with blue accents.
Can-Am Spyder F3-T
2023 Can-Am Spyder F3-T in Petrol Metallic
Starting at $28,599, the Can-Am Spyder F3-T adds touring capability with a windscreen, cruise control, adjustable rear air suspension, hard saddlebags and a glove box with 21 gallons of total storage, towing capability, and the BRP Audio 4-speaker sound system with audio control keypad. For 2023, it’s available in a new Petrol Metallic colorway as well as Pearl White.
Can-Am Spyder F3 Limited
2023 Can-Am Spyder F3 Limited in Plasma Red
Starting at $32,499, Can-Am Spyder F3 Limited adds extra touring capability and luxury with a top trunk with an integrated passenger backrest, 36.5 gallons of total storage, heated grips, footboards, and color-keyed Dark or Platinum (replacing Chrome) trims. For 2023, it’s available in Steel Black Metallic Platinum, Plasma Red Platinum, Monolith Black Satin Dark, and a new Petrol Metallic Dark colorway.
Can-Am Spyder F3 Limited Special Series
2023 Can-Am Spyder F3 Limited Special Series in Mineral Blue
Starting at $35,599, Can-Am Spyder F3 Limited Special Series adds a comfort seat, a short-reach handlebar, auxiliary lights, 12-spoke wheels, a top case rack, and a Super Sport grille. For 2023, it’s available in new Mineral Blue and Petrol Metallic colorways, both with carbon black-colored parts and trim.
2023 Can-Am Spyder FT Lineup
The touring-ready Can-Am Spyder RT lineup includes three models:
Can-Am Spyder RT
2023 Can-Am Spyder RT in Hyper Silver
Starting at $29,999, the Can-Am Spyder RT features a 115-hp Rotax ACE 1330cc in-line Triple engine with an Eco mode, a semi-automatic 6-speed transmission, a vehicle stability control system, touring footboards, an electric windscreen, a touring seat with extra lumbar support, heated grips, 31 gallons of storage capacity, a 7.8-inch digital display, BRP Connect with vehicle-optimized smartphone apps, and the BRP Audio 4-speaker sound system with audio control keypad. For 2023, it’s available in Petrol Metallic and Hyper Silver.
Can-Am Spyder RT Limited
2023 Can-Am Spyder F3 Limited in Deep Marsala Metallic
Starting at $34,499, the Can-Am Spyder RT Limited has the same features as the RT plus self-leveling rear air suspension, a premium passenger backrest, heated seats and grips for the rider and passenger, 47 gallons of storage capacity with a LinQ-ready top case, premium BRP Audio 6-speaker sound system with audio control keypad, signature LED lights, color-keyed Dark or Platinum trims, and a lined and lit front cargo box. For 2023, it’s available in Carbon Black, Hyper Silver, Deep Marsala Metallic, and Petrol Metallic (Dark only).
Starting at $37,499, the Can-Am Spyder RT Sea-to-Sky offers top-of-the-line luxury, with features for other RT models plus new, exclusive Green Shadow paint, a color-matched top case, 16-spoke wheels in a new Prosecco color, ultra-comfortable adaptive foam seats with lumbar support, and exclusive Prosecco-colored trim, Sea-to-Sky stitched seats, and Sea-to-Sky badging. It also features adjustable side wind deflectors and a colored rear panel for a sportier look when top case is removed.
New accessories for Spyder F3 and Spyder RT models include footboard lights and footboard risers for added comfort and accessibility for shorter riders.
2023 Can-Am Ryker Lineup
The smaller, sportier, more accessible, and more affordable Can-Am Ryker lineup includes three models:
Can-Am Ryker
2023 Can-Am Spyder Ryker 600 in Icepop Blue
Starting at $11,399, the Can-Am Ryker features a Rotax 600cc 2-cylinder or 900cc 3-cylinder engine, an automatic CVT transmission with reverse, shaft final drive, a vehicle stability control, adjustable ergonomics, and a drift-friendly Sport Mode and fuel-saving Eco Mode (on 900cc model only). The Ryker is available with replaceable Panel Kits for a custom look, and 23 different options are available. New panel colorways for 2023 include Lemon Twist, Icepop Blue, Gold Rush, and Silver Lava.
Can-Am Ryker Sport
2023 Can-Am Ryker Sport in Gold Rush
Starting at $15,099, the Can-Am Ryker Sport features all Rotax 900-spec Ryker features plus Sport model-exclusive styling, KYB HPG suspension (with front/rear adjustable preload and rear adjustable compression damping), a Sport comfort seat, a MAX Mount that adds long-haul cargo and passenger options, Sport Mode, and cruise control. Like the standard Ryker, the Sport is available with 23 different panel colorways, including four new ones for 2023.
Can-Am Ryker Rally
2023 Can-Am Ryker Rally in Lemon Twist
Starting at $17,499, the Can-Am Ryker Rally features all Rotax 900-spec Ryker features plus stronger wheels, rally-ready tires, a pushbar, a skid plate, mud flaps, an intake with pre-filter, LED lights, an Akrapovič exhaust, a rally handlebar with handguards, a comfort seat, anti-slip footpegs, KYB HPG shocks with remote adjusters and an extra inch of travel, a MAX Mount that adds long-haul cargo and passenger options, Drift Mode for dirt-friendly cornering, and cruise control. Like the standard Ryker, the Sport is available with 23 different panel colorways, including four new ones for 2023.
2023 Can-Am Ryker with accessory Circuit wheels
New Ryker accessories include Panel Kits, heated grips, Circuit wheels, a driver backrest, grille protection, and more.
Can-Am has also redesigned is line of exclusive apparel, which includes jackets, gloves, and helmets in a variety of styles for men and women.
The 2023 800 ADVentura comes in two versions: the up-spec “T” (Terrain) with spoked wheels shown above and the base-model “S” (Street) with cast wheels.
During the press event, held in late June, I also got a first ride on an eighth model, which was under embargo until August 1 and will be available in “late winter” as a 2023 model. The embargo has come and gone, so I can now talk about the 800 ADVentura. (When I asked one of CFMOTO USA’s reps how to pronounce the name, he said “add-ventura” rather than “A-D-V-entura,” which is a mouthful.)
During our full day of testing eight different CFMOTO models, we played games like Avoid the Tar Snake and Tag the Flag.
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Having moved on to the 889cc version of its LC8c parallel-Twin in the 890 Adventure, KTM was happy to allow CFMOTO to use the 799cc version from the 790 Adventure. Note the 800MT on the bodywork – that’s the model name used in other markets.
Given American tastes for large motorcycles and the popularity of adventure bikes, the 800 ADVentura is the CFMOTO model that’s most likely to resonate with U.S. buyers. As described in my 2022 lineup review, CFMOTO established a partnership with KTM back in 2014, and soon after began producing KTM 200/390 Dukes for the Chinese market. In 2018, CFMOTO and KTM broke ground on a joint venture production facility in China.
Given the cozy relationship between CFMOTO and KTM, it’s no surprise that CFMOTO’s top-of-the-line model is powered by a liquid-cooled, DOHC, 8-valve 799cc parallel-Twin borrowed from the previous-generation KTM 790 Adventure, which makes a claimed 95 hp and 57 lb-ft of torque. Equipped with throttle-by-wire, it has two ride modes (Sport and Rain) and cruise control.
The 800 ADVentura has a chromoly-steel frame, fully adjustable KYB suspension (front/rear travel is 6.3/5.9 inches), 19-inch front and 17-inch rear wheels, and J. Juan triple-disc brakes with cornering ABS. It has a 5-gallon fuel tank, full LED lighting, and a 7-inch TFT display.
Two versions of the 800 ADVentura will be offered, an “S” (Street) model with cast wheels and a “T” (Terrain or Touring, you decide) model with spoked wheels. The T is also equipped with a quickshifter, a tire-pressure monitoring system, a steering damper, a skid plate, crash bars, handguards, and a centerstand. Claimed curb weight is 496 lb for the S and 509 lb for the T.
There was only one bike at the launch, an 800 ADVentura T, and it was hogged by everyone. I managed to get in a few laps, just enough to realize its potential. The 800 ADVentura has the wide, flat seat and comfortably upright seating position with generous legroom that we’ve come to expect from adventure bikes, and is part of what makes them so popular (unless you are short of inseam, of course).
When you’re on a closed circuit, as we were on the Minnesota Highway Safety & Research Center’s 1.2-mile, 6-turn paved road course with a one-third-mile front straight, it’s only natural to give the whip to whatever you’re riding. With the 800 ADV-T in Sport mode, I pinned the throttle and felt it surge forward with gusto.
I was the 509-lb gorilla on a track shared with wee Papios and playful 300s, so I used the 800’s wide handlebar to give a wide berth to other bikes and slice my way through the two chicanes made of traffic cones. Cornering ABS gave me the confident to dive deep into turns and trail brake to scrub off speed, and the J. Juan binders did my bidding without complaint. The 800 ADV-T handled with confidence and poise, and I was sorely tempted to exit the track and hit the road.
At the end of the day, after indulging in the gluttonous BBQ buffet laid out by Big Mo Cason (who drove all the way from Des Moines, Iowa, to cater the event) and a midafternoon downpour that drenched the track, I spent my last dozen or so laps of the day staring at the back of the 800 ADVentura. John Burns, who writes for Motorcycle.com and looks like Willie Nelson in high-viz gear, had grabbed the 800’s key and I did my best to chase him down on a 700CL-X.
I outweigh JB by 50 lb, probably 55 after hoovering two plates of brisket, mac-n-cheese, slaw, and cornbread at lunch, so my meat sack in the saddle knocked a big dent in the 700CL-X’s 83-lb weight advantage. Factor in the 800’s 21-hp upper hand over the 700 (95 hp vs. 74), however, and you’ve looking a pretty even odds. Lap after lap I’d close in on John, but I could never quite catch him. Burns got in way more laps on the 800 ADV-T than I did, and he can write – and ride – circles around me, so check out his review over at MO if you desire more depth and entertainment.
Overall, the 800 ADVentura felt solid, responsive, and – not surprisingly given the origin of its engine – on par with similar offerings from Europe. We look forward to getting more seat time for a more in-depth evaluation.
2023 CFMOTO 800 ADVentura Specs
Base Price: $9,499 (S model) Price as Tested: $10,499 (T model) Website:CFMOTOusa.com Warranty: 2 yrs., unltd. miles Engine Type: Liquid-cooled, transverse parallel-Twin, DOHC w/ 4 valve per cyl. Displacement: 799cc Bore x Stroke: 88.0 x 65.7mm Horsepower: 95 hp @ 9,250 rpm (claimed, at the crank) Torque: 57 lb-ft @ 8,000 rpm (claimed, at the crank) Transmission: 6-speed, cable-actuated slip/assist wet clutch Final Drive: Chain Wheelbase: 60.3 in. Seat Height: 32.5 in. Wet Weight: 509 lb Fuel Capacity: 5.0 gals.
BRP has unveiled two all-electric motorcycles, the Can-Am Pulse streetbike and Can-Am Origin dual-sport. Both are scheduled for release in mid-2024.
Teased back in March, Can-Am finally unveiled two all-electric motorcycles during a global product reveal on August 7 at the annual Club BRP event. The models include the Can-Am Origin dual-sport and Can-Am Pulse streetbike, both slated to launch in mid-2024.
Detailed specs for the Origin and Pulse will not be released until August 2023, but BRP provided images of the futuristic-looking machines and company reps did a walk-around of the two prototypes during a virtual media briefing.
“Today, our story of innovation reaches new heights,” said José Boisjoli, President and CEO of BRP, at Club BRP 2023. “We have set out to reclaim our motorcycle heritage and are very proud to re-enter the market with the introduction of the first two models of our all-electric Can-Am motorcycle family. Half a century ago, Can-Am roared to victory on the track and the trail, and today, a legacy is reborn. In true BRP fashion, we are bringing our very own electric powerpack to our motorcycles, and crafting thrilling riding experiences for a whole new generation.”
Can-Am Origin
Both street-legal models will be powered by BRP’s all-new, proprietary Rotax E-Power technology, said to provide “highway-worthy speeds with plenty of horsepower and torque.”
They also share key design elements such as their distinctive LED headlights, large TFT displays, edgy white and gray bodywork, a bright yellow panel covering their battery packs, inverted forks, single-sided swingarms, single-disc brakes front and rear (with rather small front rotors), and solo seats. Rear cowls may cover pillion seats; passenger footpegs are not visible on either machine, but production versions will likely have passenger accommodations.
Left-side view of the Can-Am Origin shows its enclosed final drive. Chain or belt?
Setting the Can-Am Origin dual-sport apart from its streetbike sibling is rally-style bodywork, fork guards, and spoked wheels, in diameters that appear to be 21 inches in front and 18 inches out back, common sizes for off-road tires. The final drive is enclosed, and Can-Am reps would not reveal whether power is sent to the rear wheel via chain (used on nearly all dual-sports) or belt (used on many production electric bikes).
The Can-Am Pulse has the muscular stance of a streetfighter, with racy-looking cast wheels shod with sportbike rubber and a sculpted “tank” that keeps the bike’s profile in line with conventional gas-powered motorcycles.
According to BRP, both models will “showcase state-of-the art technology” and “offer a truly connected experience for riders.” The Origin and Pulse will be equipped with an on-board charger said to offer rapid charging times and easy charging at home or at automotive standard Level 2 charging stations.
BRP says the Rotax E-Power technology will “be at the heart of all BRP electric models, across all product lines – from water to snow, to dirt and asphalt.”
Full details about the Origin and Pulse will be revealed in August 2023 to coincide with Can-Am’s 50th anniversary. For more information, visit CanAmMotorcycle.com.
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Kawasaki announced the return of several sport, retro sport, naked, cruiser, adventure touring, and dual-sport models to its motorcycle lineup. These 2023 motorcycles are set to arrive in Kawasaki dealerships during the summer months.
Models included in this announcement are the Ninja 1000SX, Ninja 400 and 400 ABS, Z H2 and H2 SE, Z900RS and Z900RS Cafe, Z400 ABS, the Vulcan S and Vulcan 900 lineups, 1700 Voyager ABS, Versys-X300 and Versys-X300 ABS, and the KLR650 lineup.
2023 Kawasaki Ninja 1000SX in Emerald Blazed Green / Metallic Diablo Black / Metallic Graphite Gray
The Kawasaki Ninja 1000SX is back with its refined sport-touring capabilities, combining the power of a supersport with the feel of an upright sportbike and familiar Ninja styling.
The Ninja 1000SX features a 1,043cc liquid-cooled inline-Four, Kawasaki Traction Control, Kawasaki Intelligent anti-lock Braking System (KIBS), Kawasaki Quick Shifter, 4.3-inch all-digital TFT color instrumentation, and electronic cruise control.
The Ninja 1000SX includes rider aides such as electronic cruise control and integrated riding modes that combine traction control and Power Modes, and it is compatible with the Kawasaki RIDEOLOGY THE APP.
This 2023 model will be offered in Emerald Blazed Green / Metallic Diablo Black / Metallic Graphite Gray starting at $13,199
2023 Kawasaki Ninja 400 and Ninja 400 ABS
2023 Kawasaki Ninja 400 in Metallic Magnetic Dark Gray/ Metallic Matte Twilight Blue
Ideal for both experienced riders and newer riders looking to step up from a lower displacement bike, the 2023 Ninja 400 sport motorcycle offers the largest displacement in its category.
The 2023 Ninja 400 features a 399cc liquid-cooled parallel-Twin, a slip/assist clutch, a lightweight trellis frame, Uni-Trak rear suspension, a 310mm semi-floating petal disc brake and 2-piston caliper in the front, and 220mm petal disc brake and 1-piston caliper in the rear.
A low seat height (30.9 in.), twin LED headlights, and high-grade multifunction dash instrumentation make the Ninja 400 the ideal choice for riders looking to enter the sport-riding scene.
2023 Kawasaki Ninja 400 in Pearl Blizzard White / Metallic Carbon Gray
For 2023, the Ninja 400 and the Ninja 400 ABS are available in Metallic Carbon Gray / Metallic Matte Carbon Gray, Pearl Blizzard White / Metallic Carbon Gray, and Metallic Magnetic Dark Gray/ Metallic Matte Twilight Blue. The Ninja 400 starts at $5,299, and the Ninja 400 ABS starts at $5,699.
2023 Ninja 400 ABS KRT Edition in Lime Green / Ebony
The Ninja 400 ABS KRT Edition is painted in a Lime Green / Ebony color scheme and starts at $5,899. The Ninja 400 KRT Edition without ABS will come in the same color scheme starting at $5,499.
2023 Kawasaki Z H2 and Z H2 SE
2023 Kawasaki Z H2 in Metallic Phantom Silver / Metallic Carbon Gray
The flagship model of the Kawasaki Z lineup, the 2023 Z H2 features a balanced supercharged 998cc liquid-cooled inline-Four, a 6-speed dog-ring gearbox, a slip/assist clutch, a lightweight trellis frame, high-performance Showa suspension components, and Brembo monoblock brake calipers.
The bike also offers an IMU-based electronics package, Kawasaki Quick Shifter (KQS), Kawasaki Launch Control Mode (KLCM), Kawasaki Cornering Management Function (KCMF), electronic cruise control, integrated riding modes, all-digital TFT color instrumentation, smartphone connectivity via RIDEOLOGY THE APP, and LED lighting.
For 2023, the Z H2 comes in Metallic Phantom Silver / Metallic Carbon Gray and starts at $18,500.
The Z H2 SE offers the same features that come standard on the Z H2, with the addition of the Kawasaki Electronic Control Suspension (KECS) with Skyhook EERA Technology, which adapts to road and riding conditions in real-time, providing the ideal amount of damping by combining high-level mechanical components with the latest electronic control technology and reportedly giving the rider a smoother ride as it continually adapts to the road surface in real-time.
For braking power, the 2023 Z H2 SE will once again feature Brembo Stylema monoblock brake calipers, a Brembo front brake master cylinder, and steel-braided lines.
2023 Kawasaki Z H2 SE in Metallic Matte Graphenesteel Gray / Ebony / Mirror Coated Black
The 2023 Z H2 SE will be offered in Metallic Matte Graphenesteel Gray / Ebony / Mirror Coated Black starting at $20,700.
2023 Kawasaki Z900RS and Z900RS Cafe
2023 Kawasaki Z900RS in Metallic Diablo Black / Metallic Imperial Red
The Kawasaki Z900RS retro-sportbikes reignites the classic style of the original Z1 900 motorcycle.
The 2023 Z900RS and Z900RS Cafe feature a 948cc liquid-cooled inline-Four, a slip/assist clutch, horizontal back-link rear suspension, authentic retro styling, an iconic teardrop fuel tank, a tuned stainless steel exhaust system, a round LED headlight, and bullet-shaped analog dials.
2023 Kawasaki Z900RS Cafe in Metallic Diablo Black
For 2023, the Z900RS comes in a Metallic Diablo Black / Metallic Imperial Red paint scheme starting at $11,949. The Z900RS Cafe adds cafe-racer styling with a front cowl, a special seat, and a drop handlebar, and is available in Metallic Diablo Black starting at $12,399.
2023 Kawasaki Z400 ABS
2023 Kawasaki Z400 ABS in Metallic Matte Graphenesteel Gray / Metallic Spark Black
Described in a 2018 Rider First Ride Review as a “Ninja 400 with a flat handlebar and no fairing,” the Kawasaki Z400 ABS naked sportbike features a 399cc liquid-cooled parallel-Twin, a slip/assist clutch, streetfighter styling, a lightweight chassis, an upright riding position, a low seat height (30.9 in.), and standard ABS.
2023 Kawasaki Z400 ABS in Pearl Robotic White /Metallic Matte Graphenesteel Gray
For 2023, the Z400 ABS is available in Metallic Matte Graphenesteel Gray / Metallic Spark Black and Pearl Robotic White /Metallic Matte Graphenesteel Gray starting at $5,399.
2023 Kawasaki Vulcan S, Vulcan S ABS, and Vulcan S Cafe
2023 Kawasaki Vulcan S in Metallic Flat Spark Black
The Kawasaki Vulcan S sport cruisers are geared to fit a wide range of riders as a result of not only the bikes’ reported starting curb weight just shy of 492 lb but also the exclusive Ergo-Fit sizing system, which includes 18 possible configurations for the handlebar, footpegs, and seat.
Both bikes feature a 649cc liquid-cooled DOHC parallel-Twin and sportbike-derived chassis and suspension. The 2023 Vulcan S Cafe also comes equipped with three-tone paint, signature tank badging, sport striping, and a dark-tinted windshield deflector.
2023 Kawasaki Vulcan S in Cafe Pearl Storm Gray / Ebony
For 2023, the Vulcan S is available in a Metallic Flat Spark Black colorway starting at $7,349, the Vulcan S ABS is offered in Pearl Matte Sage Green / Metallic Flat Spark Black starting at $7,899, and the Vulcan S Cafe is available in Pearl Storm Gray / Ebony starting at $8,099.
2023 Kawasaki Vulcan 900 Classic in Metallic Spark Black /Metallic Magnesium Gray
In our “Middleweight Touring Cruisers” comparison test, which included the Vulcan 900 Classic LT, Rider EIC Greg Drevendstedt wrote: “Cruisers are about style and sensation. How a cruiser looks is just as important as how it sounds and feels.”
All three of the 2023 Vulcan 900 cruiser models feature a 903cc liquid-cooled, fuel-injected V-Twin and a low seat height (26.8 in.).
The Vulcan 900 Classic features rider footboards with a heel/toe shifter, tank-mounted instrumentation, and a 180mm rear tire. The Vulcan 900 Classic LT features a studded seat with standard passenger backrest, leather saddlebags, and a height-adjustable windscreen. The Vulcan 900 Custom features wide drag bars and forward-mounted footpegs, a low center of gravity for easy handling, custom styling with a teardrop tank, parallel slash-cut pipes, and pinstripe wheels.
2023 Kawasaki Vulcan 900 Classic LT in Pearl Storm Gray / Ebony
2023 Kawasaki Vulcan 900 Custom in Pearl Matte Sage Green / Flat Ebony
For 2023, the Vulcan 900 Classic is available in Metallic Spark Black /Metallic Magnesium Gray starting at $8,999. The Vulcan 900 Classic LT is available in Pearl Storm Gray / Ebony starting at $9,999 with a 24-month limited warranty, and the Vulcan 900 Custom is available in Pearl Matte Sage Green / Flat Ebony starting at $9,499.
2023 Kawasaki Vulcan 1700 Voyager ABS
2023 Kawasaki Vulcan 1700 Voyager ABS in Pearl Storm Gray / Ebony
The 2023 Vulcan 1700 Voyager ABS touring cruiser features a 1,700cc liquid-cooled, fuel-injected, transverse 52-degree V-Twin, Kawasaki Advanced Coactive-braking Technology (K-ACT II) ABS, throttle-by-wire, and electronic cruise control.
The bike has a frame-mounted fairing, an intercom-headset compatible audio system, and integrated luggage. For 2023, the Vulcan 1700 Voyager is available in Pearl Storm Gray / Ebony starting at $19,299.
2023 Kawasaki Versys-X 300 and Versys-X300 ABS
2023 Kawasaki Versys-X 300 in Pearl Matte Sage Green / Metallic Matte Carbon Gray
With a compact Ninja-derived 296cc liquid-cooled DOHC Twin, the Kawasaki Versys-X 300 is a nimble, lightweight motorcycle that’s suitable for commuting or touring.
The Versys-X 300 has a lightweight chassis, long-travel suspension, a low seat height (32.1 in.), front cowling with a tall windscreen, and a rear carrier.
The 2023 Versys-X 300 is available in Pearl Matte Sage Green / Metallic Matte Carbon Gray starting at $5,899, while the ABS model comes in the same color scheme starting at $6,199.
2023 Kawasaki KLR650 and KLR650 ABS
2023 Kawasaki KLR650 in Pearl Storm Gray
The KLR650 sports a 652cc liquid-cooled Single nestled in a recently redesigned high-tensile double-cradle frame. In 2022, the bike was upgraded with new improved ergonomics, bodywork, a taller two-position adjustable windscreen, a larger aluminum rear carrier, increased generator capacity, and an LED headlight. It features all-digital multifunction instrumentation, an optional ABS system, and 7.9 inches of front travel coupled with 7.3 inches of rear travel.
2023 Kawasaki KLR650 in Pearl Solar Yellow
2023 Kawasaki KLR650 in Candy Lime Green
The 2023 KLR650 is available in three colorways – Pearl Storm Gray, Pearl Solar Yellow, and Candy Lime Green – and starts at $6,899. The KLR650 ABS is offered in Pearl Storm Gray starting at $7,199.
2023 Kawasaki KLR650 Adventure and KLR650 Adventure ABS
2023 Kawasaki KLR650 Adventure in Cypher Camo Gray
The KLR650 Adventure model is built off of the standard KLR650 platform and designed for the rider who is looking for increased carrying capacity and convenience. It comes equipped with factory-installed side cases, LED auxiliary lights, engine guards, a tank pad, and both a DC power outlet and USB socket. It’s available both with and without ABS.
The 2023 KLR650 Adventure is available in Cypher Camo Gray starting at $7,899, while the KLR650 Adventure ABS also comes in Cypher Camo Gray starting at $8,199.
2023 Kawasaki KLR650 Traveler ABS
2023 Kawasaki KLR650 Traveler ABS in Pearl Solar Yellow
The KLR650 Traveler model consists of the same features found on the standard KLR650 as well as a factory-installed top case and both a DC power outlet and USB socket. It comes equipped with ABS.
The KLR650 Traveler ABS is offered in Pearl Solar Yellow starting at $7,599.
