Ups

• Uber-tractable power delivery from the 649cc parallel-twin engine
• Well-balanced box-stock suspension settings with adjustability

Downs

• No significant changes since 2015 means the Versys has grown long in the tooth
• Clunky six-speed gearbox
• Abrupt on/off throttle response

Verdict

The Versys 650 is Team Green’s delivery of approachable and functional performance to the middleweight sport-touring segment, though a lack of recent updates shows its age.

Overview

Originally introduced in 2009, the Versys 650 has been the middleweight staple of Kawasaki’s sport-touring lineup with approachable performance and user-friendliness. It’s powered by Team Green’s proven 649cc parallel-twin engine and paired with neutral handling, making it a motorcycle that riders of all skill levels can enjoy. And although it’s growing long in the tooth, it’s known for its simplicity and reliability.

Updates for 2021

There are no updates to the Versys 650 models for 2021.

Pricing and Variants

The 2021 Kawasaki Versys 650 ABS is available for $8,399. Team Green also offers the up-spec Versys LT for $9,299, which includes OE-equipped hand guards and 28-liter hard saddlebags for more functionality.

Competition

Main competitors of the Versys 650 include the Honda CB500X and Suzuki V-Strom 650.

Powertrain: Engine, Transmission, and Performance

The Versys 650 is powered by Kawasaki’s proven 649cc parallel-twin engine, known for its approachability and user-friendliness. The powerplant last received updates in 2015 to the ECU mapping and exhaust system, but has remained unchanged since.

Placed on the Cycle World dyno, the Versys 650 produced a modest peak 59.60 hp at 8,070 rpm and 41.55 pound-feet of torque at 7,210 rpm. While it may not be the most impressive figures, take note of the tabletop-like torque curve beginning around 2,000 rpm and the ultralinear power delivery before tapering off toward redline. The combination makes for a tractable, friendly engine on the road.

In our first ride review of the 2021 Versys 650 LT, we also noted, “The Versys is fantastically fun for spurts between lights, commuting on freeways, or rambling around on winding pavement. This engine can really stretch across third, fourth, and fifth gears; sixth is only rarely needed on the freeways.”

But that’s not without shortcomings. The six-speed gearbox is clunky and requires significant effort to shift, and the on/off throttle response is abrupt, which can be annoying at low speeds.

Handling

The Kawasaki Versys 650 is known for its well-balanced, neutral handling. Measured at 500 pounds fully fueled on the Cycle World scales, the Versys LT is known to be slightly top-heavy at low speeds, but holds great composure on the open roads. The telescopic fork is adjustable for preload and rebound damping, while the shock sees only preload adjustability. Still, we found dialed-in box-stock settings glide over pavement of all conditions in our testing.

Brakes

The Versys is brought to a halt by a pair of two-piston Nissin axial-mounted calipers clamping to 300mm discs up front and a single one-piston Nissin caliper and 250mm disc out back. Stopping power is adequate, but feel at the front lever could be improved for better understanding of applied brake pressure.

ABS comes standard on both models.

Fuel Economy and Real-World MPG

Cycle World recorded an average of 42.5 mpg during testing. Pair that with the relatively large 5.5-gallon fuel tank, and trips of more than 200 miles are reasonable.

Ergonomics: Comfort and Utility

A wide, one-piece motocross-style handlebar offers great lever for an in-command riding position aboard the Versys. The seat is supportive and narrow between the legs, which lends itself to a more approachable feel of the CW-measured 33.2-inch seat height.

The windscreen is adjustable and offers great protection in its highest setting. The LT’s hand guards also provide some protection against the open air.

Electronics

The 2021 Kawasaki Versys 650 lacks any sort of electronic rider-aid package, hold for the standard ABS system. It’s unsurprising considering the 2009 launch date of the model and only various updates incorporated to the 2015 machine, but it does lack compared to other modern-day competition.

Likewise, halogen lighting and an LCD/analog tachometer also feel outdated, but updates will surely drive up costs.

Warranty and Maintenance Coverage

The 2021 Kawasaki Versys 650 is covered by a 24-month, limited warranty. Additional coverage can be purchased via Kawasaki Protection Plus.

Quality

The Versys 650′s quality falls a step behind in terms of 2021 standards. The fitted equipment and overall build reflects the fact that the last significant update was made in 2015.

2021 Kawasaki Versys 650 ABS/Versys 650 LT Claimed Specifications

Cycle World Tested Specifications

Source: MotorCyclistOnline.com

Ups

• Tried-and-true reliability from the 644cc single
• Go-anywhere capability

Downs

• Updated competition finally stresses the ol’ XR

Verdict

The XR650L is Honda’s proven on- and off-road workhorse with nearly two decades of reliability to prove it. This may be the most iconic dual sport machine ever produced.

Overview

There are few motorcycles that have enjoyed a run as successful as that of the Honda XR650L. Since debuting in 1992, the XR has enjoyed the riches of Baja race victories and long-standing success as a trusty dual sport machine. Really, it hasn’t changed much since then, and neither has its reputation.

Updates for 2021

The XR650L remains unchanged in 2021.

Pricing and Variants

The Honda XR650L retails for $6,999.

Competition

Big Red’s main competitor in the big-bore dual sport space is the Kawasaki KLR650, which sees updates for 2022. The Suzuki DR650S can also be considered as well as the more expensive but modern-day KTM 690 Enduro R.

Powertrain: Engine, Transmission, and Performance

The 649cc air-cooled single-cylinder engine powering the XR650L packs a go-anywhere, do-anything attitude with its two-decade proven reliability. It has the capability to chug up the steepest hills with loads of usable torque, and on the road the counterbalanced engine is reasonably smooth. A 100-mph top speed? You betcha. Sure, it may not pack the performance of screaming modern-day liquid-cooled enduros, but chances are if you’ve made it here, that’s not what you’re searching for in the first place.

Handling

At a claimed 346 pounds fully fueled, the XR650L is a tank in comparison to modern-day competition. Yet, once up to speed, quick and agile steering will be a surprise. The adjustable Showa suspension is plush and well balanced, making for adequate all-day ride comfort, but it lacks the big-hit support to withstand bottoming out on any serious jumps!

Brakes

The XR650L is stopped via disc brakes front and rear.

Fuel Economy and Real-World MPG

Honda estimates 52 mpg out of the XR650L.

Ergonomics: Comfort and Utility

Built with aggressive ergonomics, the XR650L is known for having a cramped riding position for taller riders with its relatively low handlebar and tight seat-to-footpeg measurement. That’s kind of funny considering the relatively high claimed 37.0-inch seat height that will challenge most, especially in low-speed situations.

Its long motocross-style seat is paired with a grab handle and folding passenger pegs, meaning the XR is two-up capable.

Electronics

The XR650L is as bare-bones as it gets. The closest thing to a rider aid found on the XR is a push-button electric starter. Otherwise it’s equipped with a headlight, turn signals, and an analog speedometer.

Warranty and Maintenance Coverage

Honda covers the XR650L with a transferable limited warranty. Additional coverage is available with an additional HondaCare Protection Plan.

Quality

The Honda XR650L has been Honda’s trusty dual sport steed since its inception and has remained virtually unchanged since. Sure, it may not have the gizmos and gadgets that come standard in 2021, but you can’t fault its bulletproof reliability.

2021 Honda XR650L Claimed Specifications

Source: MotorCyclistOnline.com

Ups

• Adjustable power delivery tailors the 1,087cc parallel-twin performance to preference or skill level
• Approachable measured 27.6-inch seat height
• Honda’s automatic Dual Clutch Transmission (DCT) available
• Built-in storage

Downs

• Approachable ergonomics for short-statured riders, but cramped for the taller pilots
• Visible wires and coolant plumbing need a tuck

Verdict

The Rebel 1100′s adjustability makes the big Rebel approachable for beginner riders, but the engine’s potential and solid chassis make it an adequate platform for intermediate riders and beyond.

Overview

With the all-new 2021 Rebel 1100, Honda expands its beginner-friendly cruiser lineup to the next level. Utilizing a proven liquid-cooled 1,084cc parallel-twin engine seen in the Africa Twin, tight ergonomics, and creature comforts, the 1100 blends the long-standing Rebel approachability with a new sense of flexibility and performance. It’s a motorcycle that riders of all skill levels can enjoy.

Updates for 2021

The Honda Rebel 1100 is an all-new model for 2021.

Pricing and Variants

The 2021 Honda Rebel 1100 is available for $9,299 in a standard six-speed manual transmission form. Honda’s automatic Dual Clutch Transmission (DCT) is also available on the Rebel 1100 as a $700 upgrade, bringing the MSRP to $9,999.

Both models are offered in Bordeaux Red Metallic or Metallic Black.

Powertrain: Engine, Transmission, And Performance

The Rebel 1100 is powered by a liquid-cooled 1,084cc Unicam parallel twin, similar to that previously seen in the Africa Twin. Tweaked and modified to suit the cruiser vibe, the Rebel’s engine sees unique engine mapping, a 20 percent larger flywheel for increased inertia, and revised camshaft profiles for a “power pulse,” as Honda says.

As mentioned above, the Rebel 1100 is offered with Honda’s automatic Dual Clutch Transmission (DCT), which eliminates the clutch levers, the need to shift, or worry of stalling at a stop. A manual setting and paddle shifters allows you to override the sytsem and make the shifts, if you desire. It’s a nice touch on the Rebel, especially for less experienced riders. And considering it only adds $700 to the price tag, it is an affordable option. The DCT adds a measured 23 pounds to the Rebel, bringing it to 512 pounds with a full tank of fuel.

Standard to the regimented Cycle World testing protocol, we ran the non-DCT Rebel 1100 on our in-house Dynojet 250i, recording power figures. The 1100 produced a peak 81.02 hp at 7,010 rpm and 67.90 pound-feet of torque at 5,010 rpm.

During Adam Waheed’s real-world MC Commute testing, he noted the friendly, yet engaging delivery and adjustability of the Rebel 1100. “It’s rambunctious enough to put a smile on your face, and we appreciate its calculated level of engine vibration that doesn’t become annoying after a couple of hours in the saddle,” Waheed wrote. “Adjustable engine power, traction, and engine-brake control make for a tailored riding experience.”

Handling

Handling, as we’ve come to expect from Honda, is delightfully neutral and inspires particular confidence at low speeds. Thanks largely to the engine placement’s effect on weight distribution, the already lightweight 489-pound (non-DCT) or 512-pound (DCT) Rebel feels incredibly well balanced and nimble.

The calibration of the Rebel’s suspension adds to its pleasing ride character too. The nonadjustable fork and preload-adjustable dual Showa shocks find sweet balance in small-bump compliance and support, though heavier riders may struggle to cope with the light spring rate.

Brakes

The 1100 stops with a Nissin dual-piston caliper on a 256mm disc in the rear and a single radially mounted Tokico four-piston caliper on a 330mm rotor in front. Brakes are responsive with good feel through the adjustable lever, allowing for precise application to help you explore the limits of the front suspension and OE-fitted Dunlop D428 tire.

Fuel Economy and Real-World MPG

Cycle World-measured fuel economy is 37.6 mpg.

Ergonomics: Comfort and Utility

The Rebel 1100 shares a similar ergonomic configuration to its smaller-displacement kin, which is mostly good news for riders of shorter stature. A comfortable reach to the one-piece handlebar gives an in-command feel, but tight footpeg spacing can grow tiresome for riders of all sizes—especially the lankier ones, as noted in the Cycle World first ride review. Likewise, the CW-measured 27.6-inch seat height allows for an easy flat-foot stance for most riders.

A nice perk to the Rebel 1100 is 3 liters of storage located under its seat, plus a USB-C charging port.

Electronics

As we’d hoped, much of the technology seen in the Africa Twin has been carried over to the Rebel 1100. That means power delivery is adjustable via three selectable power modes and then managed by a multi-level (plus off) Honda Selectable Torque Control (HSTC), or the manufacturer’s terminology for traction control. Off-throttle deceleration is also adjustable in three settings.

Three riding modes (Rain, Sport, Tour) make for preset combinations of these settings, while a fourth User mode allows for personal preference. That adjustability creates flexibility in the Rebel 1100′s character, meaning it can be tailored for all types of riders and expands the customer base of the model.

The Rebel 1100 also gets full-LED lighting and a basic LCD display to relay all pertinent riding information.

Warranty and Maintenance Coverage

The Rebel 1100 has a one-year, transferable, unlimited-mileage limited warranty.

Quality

The Rebel 1100 feels well engineered and packs high performance for an otherwise friendly cruiser, but plastic paneling and an excess of wires and exposed plumbing rob it of top-notch aesthetics. Still, black-out finishes, full-LED lighting, and other touches remind of Honda’s quality.

2021 Honda Rebel 1100 Claimed Specifications

Cycle World Tested Specifications

Source: MotorCyclistOnline.com

Ups

• The GSX-S1000 has a whole new look, revamped tech, and engine updates
• Robust handling and effective suspension
• Loads of grunt from just about anywhere in the rev range

Downs

• Bumps at speed bring light to the rear shock’s limits

Verdict

The 2021 GSX-S1000 sees the most changes since its 2015 introduction. Added rider aids, more torque and power, and revised appearance make it a more tempting naked literbike from Suzuki.

Overview

Suzuki has been incorporating GSX-R1000 power in standard bike form seen in the GSX-S1000 since 2015. That power, along with a compact chassis and upright riding position, makes this bike suitable for daily riding and potential trackdays. Now, it sees the first major overhaul since its intro with updates to the engine, tech, and bodywork.

Updates for 2022

To read the full low down on 2022 updates, be sure to read our 2022 Suzuki GSX-S1000 First Look. Changes in a nutshell include: the Euro 5-compliant engine has new camshafts, valve springs, throttle bodies, airbox, and 4-2-1 exhaust; a new ride-by-wire system with two additional traction control modes and three ride modes; a slipper and assist clutch; up/down quickshifter; and different ergonomics, bodywork, and lighting.

Pricing and Variants

At the time of writing, the revised GSX-S1000′s MSRP is to be determined. For reference, the last generation started at $11,099. The new version is available in Glass Sparkle Black, Metallic Matte Mechanical Gray, and Metallic Triton Blue.

Competition

Naked-bike competition is spread evenly around the world, from Japan’s Yamaha MT-10, Honda CB1000R, and Kawasaki Z900 to Europe’s Aprilia Tuono V4, Ducati Streetfighter, and Triumph Speed Triple.

Powertrain: Engine, Transmission, and Performance

At the heart of GSX-S is a revised 999cc liquid-cooled inline-four engine that the manufacturer claims to have been refined to not only meet Euro 5 standards, but also provide a broad, smooth torque curve and increased horsepower. Claimed power figures are 150 bhp at 11,000 rpm and 78 pound-feet 9,250 rpm. A slipper/assist function and quickshifter are now standard with the six-speed transmission.

In Motorcyclist’s first ride review, the GSX-S’ midrange is pegged as inspiring. “It drives like a streetbike with a far greater capacity as it serves up bucketloads of grunt—and does so from almost anywhere in the revs. Time and again during our test I would go back a gear or two on the now-standard (and supersmooth) up-and-down quickshifter to make a brisk overtake, but it wasn’t necessary. Drive was instantaneous and mighty.”

Handling

Despite a slight weight increase to a claimed 472 pounds, we found “the Suzuki still steers well, and that weight lends a robust feel to the handling.”

Further, the 43mm KYB fork is impressive and effective in normal riding. The rear shock on the other hand approaches its limits when coming in hot on bumpy corners and road undulations, but provides great feedback when the road is smooth. The bike also handles the track environment with impressive composure.

Brakes

Dual 310mm discs and Brembo four-piston calipers make up the front of the GSX-S1000′s brakes. The rear is managed with a single 240mm disc and Nissin one-piston caliper. ABS intervened early during our track testing, and under hard braking everything felt controlled and well managed.

Fuel Economy and Real-World MPG

Real-world or claimed mpg is not available at this time. The fuel tank capacity has increased to 5.0 gallons, up from the prior model year’s 4.5.

Ergonomics: Comfort and Utility

The GSX-S1000 has more upright ergonomics especially compared to its GSX-R1000 cousin, and this year slight adjustments to the tapered handlebar give it an even more upright riding position. The bars are now 23mm (0.9 inch) wider and 20mm (0.78 inch) closer to the rider. The seat height has been lowered to 31.9 inches and both the pilot and passenger’s foam seat have also been reshaped for improved comfort.

Electronics

The obvious change in electronics is the stacked LED headlight, and LED taillight and indicators and behind the bars there is also a revised LCD dash. The bike’s revised ECM communicates quicker with other electronics like the electronic throttle bodies and bidirectional quickshifter. There are also three ride modes (Active, Basic, and Comfort) as well as five-mode traction control and standard ABS.

Warranty and Maintenance Coverage

A 12-month unlimited-mileage warranty comes with the purchase of the newest GSX-S1000. Suzuki offers extended coverage through the Suzuki Extended Protection (SEP) program.

Quality

Some riders may find that even with all the updates the GSX-S1000 sees for 2022, it may still be a bit basic when it comes to specs, but the GSX-S1000′s face-lift and changes do improve the overall look and function.

2022 Suzuki GSX-S1000 Claimed Specifications

Source: MotorCyclistOnline.com

Ups

• Emotion-evoking sound and acceleration from the CP4 engine
• The M-model’s Ӧhlins suspension conquers ride feel
• A precise electronic rider aids package keeps the ride in check
• Minimum engine heat and vibration, even at highway speeds

Downs

• Yamaha’s Y-TRAC data logging smartphone app can be clunky
• The 5-inch TFT display is becoming outdated in comparison to competition

Verdict

You can’t think about modern-day production superbikes and not have the YZF-R1 come to mind. Its MotoGP-derived 998cc inline-four CP4 engine has adrenaline-pumping performance and is tricked out with loads of electronics.

Overview

When it comes to most influential sportbikes, the Yamaha YZF-R1 is one of high standing. Its legendary CP4 inline-four engine has close ties with MotoGP and World Superbike that make it a standout competitor in performance and rideability. The R1 was introduced in 1998 and has been a popular choice for track or street riders looking to hit every apex.

Updates for 2021

There are no updates to the 2021 Yamaha YZF-R1 models.

Pricing and Variants

The 2021 Yamaha YZF-R1 has an MSRP of $17,399 whereas the up-spec YZF-R1M, comes in at $26,099. The M comes in carbon fiber bodywork, has Yamaha’s GPS datalogging system, and Ӧhlins semi-active suspension.

Competition

A competitive spirit rages in the YZF-R1, and it is also present in superbikes like the Aprilia RSV4, BMW S 1000 RR, Ducati Panigale V4, Suzuki GSX-R1000, Kawasaki ZX-10R, Ducati Panigale V4, and Honda CBR1000RR-R Fireblade.

Powertrain: Engine, Transmission, and Performance

Beneath the YZF-R1′s bodywork is the legendary 998cc inline-four CP4 engine with its MotoGP-driven crossplane crankshaft technology and wicked-sound uneven firing order (270 degrees, 180 degrees, 90 degrees, 180 degrees). It was last updated for the 2020 model year to meet Euro 5 emissions standards, while maintaining power output. It also received a new cableless ride-by-wire throttle system called Accelerator Position Sensor with Grip (APSG).

In our first ride review of the 2020 model, we reported that it “retains the same emotion-stirring power delivery and inspiring crossplane pitch that made the outgoing model so entertaining. Even more impressive: The new cableless throttle eliminates the overly sensitive initial throttle response of the outgoing model, most significantly in the most-aggressive Power Mode A.”

Since then, Motorcyclist’s Adam Waheed completed street testing aboard the up-spec 2021 YZF-R1M, noting its minimal engine vibration and unique sound. “Even better is the engine’s sound, delivering a unique guttural roar that sounds like no other motorcycle made…aside from Valentino Rossi’s YZR-M1 MotoGP prototype,” Waheed wrote. “An electric up-and-down quickshifter makes for immediate gear exchanges between each of the six transmission cogs.”

Handling

Both the Yamaha YZF-R1 and YZF-R1M are sweet handling superbikes with confidence-inspiring characteristics. Stellar feedback and feel have always been standout traits of the Yamaha, and even more so with the updated internal valving and spring rates of the base-model’s KYB suspension in 2020. “The result is a confidence-inspiring feedback in all areas of the racetrack without sacrificing stability under heavy braking loads,” Cycle World Road Test Editor Michael Gilbert reported. “Every lap came with the realization that I could push deeper still into corners.”

The YZF-R1M is outfitted with a top-shelf, gas-charged Ӧhlins NPX fork and shock with Electronic Racing Suspension (ERS) semi-active function. Since its inception on the 2015 model year YZF-R1, lap-to-lap consistency in damping characteristics has improved dramatically, though for sole track riding focus, switching to a manual (or frozen) damping setting is preferred.

Brakes

Both variations of the R1 are stopped by a pair of Advics four-piston calipers clamping to 320mm discs up front and a single-piston caliper grabbing a 220mm out back. Yamaha’s IMU-operated Brake Control System (the bLU cRU’s terminology for ABS) works to quickly and efficiently slow the motorcycle in varying grip conditions.

Secondary to the brakes themselves, Yamaha incorporated a three-level Engine Brake Management (EBM) system in 2020, which allows the ability to tailor off-throttle deceleration characteristics from the engine. It has been a welcomed touch, especially when you’re looking for every ounce of confidence at the racetrack.

Fuel Economy and Real-World MPG

The YZF-R1 has a claimed 33 mpg and a 4.5-gallon fuel tank.

Ergonomics: Comfort and Utility

An aggressive, relatively low clip-on handlebar position and attack-position nonadjustable rearsets signal the YZF-R1′s sporting intent. Sure, the setup is racy, but not the most aggressive out there, according to Waheed’s MC Commute. The windscreen is also relatively tall, offering an easy aerodynamic tuck on the straightaways.

Electronics

As is the case with nearly all premium superbike offerings, the Yamaha YZF-R1 is equipped with an extensive list of electronic rider aids that work directly with a six-axis IMU for precise inputs. Switchable aids like the aforementioned EBM function and Power Delivery Modes, the lean-angle-sensitive Traction Control System, Slide Control System, Lift Control, and a bidirectional quickshifter are technologies derived directly from Yamaha’s racing efforts to enhance the performance of the YZF-R1. A Launch Control function is also equipped if you’re ready for your local club race.

Overall, the electronics’ level of precision has also been a highlight of the R1. The 5-inch TFT display is growing relatively small by the standards set by some competition, but it is the host of an otherwise awesome package.

The up-spec YZF-R1M also is equipped with Yamaha’s Communication Control Unit, enabling smartphone connectivity via the Y-Trac app. Here, you can overlay 16 different data channels—including gear position, lean angle, front and rear brake pressure, throttle percentage, rpm, speed, and more—to study and improve your on-track riding, though we’ve found the app to be somewhat difficult to use.

Finally, a separate YRC app allows the adjustability of the Ӧhlins and electronic rider aids via a built-in Wi-Fi communicator. Dial in your preferred settings, then save it for use later on.

Warranty and Maintenance Coverage

Both the 2021 R1 and R1M come with a one-year, limited factory warranty.

Quality

There is a lot to love about the YZF-R1. Evolutional updates to an astounding platform originally introduced in 2015 kept it a top-tier superbike. The R1M, dressed in that delightfully carbon fiber bodywork and up-spec suspension, takes it a step further.

2021 Yamaha YZF-R1/M Claimed Specifications

Source: MotorCyclistOnline.com