Ups

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

Downs

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

Verdict

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

Overview

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

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

Updates for 2021

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

Pricing and Variants

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

Competition

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

Powertrain: Engine, Transmission, and Performance

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

Handling

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

Brakes

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

Fuel Economy and Real-World MPG

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

Ergonomics: Comfort and Utility

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

Electronics

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

Warranty and Maintenance Coverage

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

Quality

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

2021 Honda Super Cub C125 ABS Claimed Specifications

Source: MotorCyclistOnline.com

Ups

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

Downs

• Big improvements equals higher price tag

Verdict

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

Overview

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

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

Updates for 2022

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

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

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

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

Pricing and Variants

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

Competition

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

Powertrain: Engine, Transmission, and Performance

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

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

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

Handling

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

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

Brakes

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

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

Fuel Economy and Real-World MPG

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

Ergonomics: Comfort and Utility

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

Electronics

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

Warranty and Maintenance Coverage

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

Quality

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

2022 Yamaha Tracer 9 GT Claimed Specifications

Cycle World Tested Specifications

Source: MotorCyclistOnline.com

Ups

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

Downs

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

Verdict

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

Overview

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

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

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

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

Pricing and Variants

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

Competition

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

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

Powertrain: Engine, Transmission, and Performance

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

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

Handling

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

Brakes

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

Fuel Economy and Real-World MPG

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

Ergonomics: Comfort and Utility

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

Electronics

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

Warranty and Maintenance Coverage

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

Quality

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

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

Dirt Rider Honda CRF300L Tested Specifications

Source: MotorCyclistOnline.com