Ups

• Engaging and entertaining real-world power from the 107ci engine
• Carries its 671-pound weight well
• Brakes have relatively admirable performance especially considering a single disc setup on both ends
• Classic Harley-Davidson design

Downs

• Because it lacks a windscreen/fairing and storage, the Slim isn’t quite fit for long-distance cruising

Verdict

The Harley-Davidson Softail Slim is a stripped-down cruiser powered by an entertaining V-twin. The Slim handles and stops relatively well making it an enticing option for shorter stints.

Overview

The Harley-Davidson Softail Slim brings bobber simplicity to the Softail lineup with spoked wheels, chopped fenders, floorboards, and a 107ci V-twin. Light touring and around-town cruising are in store for riders of this classically styled cruiser.

Updates for 2021

Aside from Vivid Black there are three new colors: Billiard Red, River Rock Gray Denim/Black Denim, and Midnight Crimson/Stone Washed White Pearl.

Pricing and Variants

Pricing for the Softail Slim can range between $15,999 and $16,749 depending on paint. Tack on an additional $795 for the optional ABS.

Competition

Solo riders can also look to the Indian Chief and Triumph Bonneville Bobber as the Softail Slim’s primary competitors.

There’s also plenty of competition within Harley-Davidson’s own seven-model Softail lineup, including the Softail Standard, Street Bob 114, Low Rider S, Sport Glide, Fat Boy 114, Fat Bob 114, and Heritage Classic. Sharing the same basic chassis and components, these are similar models with different aesthetics and focuses. Take your pick.

Powertrain: Engine, Transmission, and Performance

Harley-Davidson is known for its emotion-stirring V-twins and within the 2021 Softail Slim resides its 107ci (1,746cc) V-twin engine. On our in-house dyno, this motor sends 73.7 hp at 4,860 rpm and 98.4 pound-feet of torque at 2,790 rpm to the rear wheel via a belt final drive.

While these performance numbers are modest, during testing we found the real-world power to be engaging and seriously entertaining. Throttle response is crisp and minimal vibration is felt at freeway speeds when in sixth gear.

Handling

The Softail Slim has very neutral handling. Don’t let the Cycle World measured 671 pounds (fully fueled) fool you. This cruiser carries its weight exceptionally well, making for easily manageable slow-speed maneuvers and relatively light steering, as noted in Road Test Editor Michael Gilbert’s MC Commute.

The 49mm telescopic fork and coilover monoshock glide over the road with the exception of the latter sometimes struggling with big bumps.

Brakes

Sure, there may be complaints that the 671-pound Harley-Davidson Softail Slim is equipped with only a single four-piston caliper and 300mm disc setup up front, but during performance testing the H-D recorded a 60-0 stop in a relatively quick 138.4 feet.

The single rear caliper is a two-piston unit clamping to a 292mm disc. ABS is an additional $765 charge.

Fuel Economy and Real-World MPG

In real-world testing, the Softail Slim has a 36.7 average mpg.

Ergonomics: Comfort and Utility

Whether putting feet down at a stop or putting feet down on the floorboards, the rider has an easy reach to the ground and relaxed ergos, especially for our 5-foot-7 tester. Seat height is at a measured 26.4 inches. Reach to the swept-back handlebar is also reported to be relatively relaxed.

A couple of things that limit the Softail Slim’s comfort factor for longer rides is its lack of a windscreen and fairing because without them we report that there is moderate windblast that gets tiresome.

Electronics

ABS is optional, but an LED headlight with incandescent front signals and taillight, USB power outlet, and a tank-mounted analog speedometer with digital display make up the standard electronic features.

Warranty and Maintenance Coverage

The Softail Slim comes with a two-year, unlimited-mileage warranty.

Quality

The Softail Slim is an enticing around town cruiser with classic H-D styling and an aesthetically pleasing design.

2021 Harley-Davidson Softail Slim Claimed Specifications

Cycle World Tested Specifications

Source: MotorCyclistOnline.com

Ups

• Maximum fun, minimum size
• Improved version of a classic design
• New long-stroke 125cc engine
• New five-speed gearbox
• Standard ABS

Downs

• Little engine does not make a freeway flier
• Short 45-inch wheelbase feels odd dynamically, at first

Verdict

To inject some fun into your day, take a ride on the Honda Monkey ABS. Its new long-stroke engine and wide-ratio five-speed gearbox improve both acceleration and top speed. Still, don’t expect to set any Bonneville records, because this Monkey is basically a mini.

Overview

In America, the original 1968 Mini Trail 50 lit a powder keg of excitement for small motorcycles. For 2019 Big Red launched its spiritual descendent, the Monkey. Now comes the 2022 Monkey ABS with a gutsier engine, wide-ratio five-speed gearbox, higher top speed, and standard ABS.

Updates for 2022

Honda gave the 2022 Monkey what riders have wanted all along—a five-speed gearbox, spunkier acceleration, higher top speed, and standard ABS. This new little standard shares key engine specs with the 2022 Grom, including a smaller bore and longer stroke (50mm x 63.1mm versus the previous 52.4mm x 57.9mm) for more low- and midrange grunt. The five-speed gearbox has a wider ratio spread overall, and ABS is now included as standard equipment.

To ease maintenance, a cartridge-style oil filter replaces the previous prehistoric spinner and screen filter. A choice of yellow or black paint replaces 2021′s choice of red or blue.

Pricing and Variants

If you want a 2022 Monkey, Honda makes choosing ridiculously easy: Pearl Black or Banana Yellow. The paint colors are literally the only decision to make, because the base MSRP of $4,199 now includes ABS for the first time (it was previously a $200 option).

Competition

The Honda Monkey’s competition includes the Benelli TNT 135, Kawasaki Z125 Pro, Yamaha TW200, and even Honda’s Grom.

Powertrain: Engine, Transmission, and Performance

Compared to the original 49cc Mini Trail, the 2022 Monkey is leagues apart in technology. Although its 125cc engine uses a horizontal cylinder, air-cooling, and a single-overhead-camshaft, two-valve head, it leapfrogs ahead with electronic fuel injection and the above-mentioned five-speed gearbox with manual clutch. Power output? The original Mini Trail reportedly made 3 hp—a far cry from the modern Monkey’s expected 9.7 hp (based on 2022 Grom preview here).

Handling

Any motorcycle with a short 45-inch wheelbase like the Monkey ABS has will likely feel pretty perky in the handling department. Get aboard and you’ll first notice there isn’t much motorcycle visible ahead or behind you. And rolling into motion, the slightest tug on the handlebar gets the bike turning left or right. Tire footprints (120mm front and 130mm rear) are similar to larger bikes, and with a fairly typical geometry, the steering is predictable, albeit quick—just right for sub-60 mph territory where the Monkey lives. Bottom line: The Monkey ABS is responsive handling, and once you get accustomed to it, enjoyable in a variety of street settings.

Brakes

Fifty years ago, twin-piston front disc brake calipers were cutting-edge racing kit, but now, even on starter bikes like the Monkey, they’re ubiquitous. And for good reason: They work way better than retro drums, with consistent feel and clamping force appropriate for the Monkey’s low-speed job at hand. The rear disc is less posh, with a single-piston caliper and a 190mm disc, 30mm smaller than in front. As is universal now, both discs are cross-drilled for consistent performance in all conditions. The standard ABS, like on most bikes, is most likely activated by overexuberant rear-brake application. It’d take a pretty hard pull on the front brake lever to get the ABS going here. The ABS is not disengageable in case you want to venture into the dirt, where the original Mini Trail 50 started.

Fuel Economy and Real-World MPG

As of this writing, Cycle World had not conducted a full test of the 2022 Monkey ABS, but the estimated 155 mpg is likely close to accurate for typical around-town and backroads riding. With the little bike’s 1.5-gallon fuel tank, that’s 232 miles of range on a good day. Let’s go!

Ergonomics: Comfort and Utility

With its standard handlebar, claimed low 30.5-inch seat, and 231-pound curb weight, the Monkey ABS is easy for practically anyone to straddle and ride. The cockpit is cramped for taller riders (the old term “a monkey riding a coconut” is perfect here), but for anyone in the general vicinity of 5 to 6 feet tall, this Monkey can serve. And it’s rather a one-trick pony, because the solo seat, genially shaped and thickly padded, is designed for a single rider; no passenger pegs are provided.

Electronics

The Monkey is about as easy to start and ride as a manual-gearbox bike can be. Turn the ignition key, flip up the sidestand, thumb the starter, and the EFI engine starts and idles immediately.

A multifunction LCD panel reads out engine rpm, road speed, fuel level, gear position, and has an odometer, twin trip odometers, and a clock function. Plenty of functionality for a small bike, but nothing is premium or over the top.

LED lighting is used in its round headlight and taillight.

Warranty and Maintenance Coverage

Honda’s limited warranty coverage for the 2022 Monkey ABS is one year, with unlimited mileage. But optional via the HondaCare Protection Plan is an additional five years of coverage, with no mileage limits, which can also include roadside assistance.

Quality

Even more than a half-century after Honda introduced the Mini Trail 50, the 2022 Monkey ABS mirrors Honda’s characteristic build quality: The components are cleanly designed, fit together with aforethought and precision, and leave little to criticize in terms of execution. In a word, the Monkey, like its forebears, is “refined.”

2022 Honda Monkey ABS Claimed Specifications

Source: MotorCyclistOnline.com

Ups

• An approachable, beginner-friendly ADV-tourer from the UK
• Meaty powerband from the inline-three
• High-quality Brembo Stylema brakes
• Exceptionally maneuverable
• Two-position seat adjustability

Downs

• Non-switchable ABS
• Unbearable engine heat

Verdict

The 2021 Triumph Tiger 850 Sport replaces the base Tiger 900 with the purpose to attract those new to the midsize ADV-touring segment with its accessible price, power, and ergonomics.

Overview

The new Triumph Tiger 850 Sport is a road-focused ADV-tourer first, and off-road rider second. It makes the everyday commute comfortable with upright and standard ergonomics and a tall windscreen, and has potential for the trail with blocky Michelin Anakee Adventure tires. It is powered by the same 888cc T-plane triple as the Tiger 900 models, but is retuned to be more tractable in the lower rev range. The new model is more approachable in both price and power compared to its 900 predecessors and is an exceptionally maneuverable and high-quality package for touring.

Updates for 2021

The Triumph Tiger 850 Sport replaces the base Tiger 900 model, but has a revised ECU map, new graphics package, and LED lighting.

Pricing and Variants

The Triumph Tiger 850 Sport is the only variant in the 850 format, which retails at a price of $11,995. Those looking for a little more power and even more up-spec components will be looking at writing a $14,700-plus check for the 900 GT and Rally models.

Competition

Motorcycles that are running in the same competitive circles as the Tiger 850 include the Suzuki V-Strom 650, Honda NC750X, and Kawasaki Versys 650.

Powertrain: Engine, Transmission, and Performance

In part from the revised ECU map, the 888cc DOHC inline-three delivers a more linear and newer-rider-friendly power.

When Motorcyclist’s Senior Editor Adam Waheed rode it for his MC Commute he praised its punchy power and good acceleration. The only knock was that the heat emanating from the engine makes the cockpit unbearable. In staffer Morgan Gales’ review he wrote: “Aside from simply knowing that the engine was detuned, I never found myself wanting power that wasn’t there. The three-cylinder engine has a pleasant character, with nice sound and feel. The lope at idle is satisfying and deep with clear pops of combustion, not merely a mechanical whirring. As the engine revs up, there’s a little vibration around 5,000 rpm, but not so much as to be tiring or take away from the ride.”

When testing the machine on our in-house dyno, the Tiger 850 Sport produced a peak 76.93 hp at 8,030 rpm and 54.99 pound-feet of torque at 6,930 rpm.

Handling

Easy steering and exceptional maneuverability for its size were pros of the ADV. Gales noted, “Handling on the 850 is neutral and confidence-inspiring. Much of the bike’s 478 pounds is carried low, so at slow speeds the bike feels light and nimble; paired with the adjusted engine, this allows for precise control.”

The Tiger 850 Sport is suspended by a nonadjustable Marzocchi fork and preload-adjustable shock. An excellent blend of support and small-bump compliance makes for an overall pleasing ride quality.

Brakes

Stopped by a pair of top-shelf Brembo Stylema calipers clamping to dual 320mm discs up front and a single-piston caliper out back, the Tiger 850 Sport is brought to a quick halt with excellent feel. As Motorcyclist’s Adam Waheed stated, the braking components are almost overkill, and he’s not wrong. The same Brembo pieces are used on nearly every modern-day, 200-plus horsepower superbike. Still, they’re a nice touch.

ABS is fixed and unable to be deactivated.

Fuel Economy and Real-World MPG

We recorded 42.4 mpg from the Tiger 850. And with the substantial 5.3-gallon fuel tank more than 200 miles can be had between gas station stops.

Ergonomics: Comfort and Utility

The seat’s two-position adjustability offers a choice between a claimed 32.7-inch and 31.9-inch seat height, which creates flexibility for a wide range of riders. At 6-foot Waheed reported that he was comfortable in the higher position and that short-statured riders will appreciate the lower setting. Further, the seat is wide and comfortable for rider and passenger alike.

The bend in the handlebar is wide and great for road use and the tall windscreen offers nice wind protection. The wind screen can be adjusted without the use of tools.

Electronics

Two engine maps (Road and Rain), non-switchable ABS, on/off-adjustable traction control, a 5-inch TFT display, and 12-volt mini-power port make up the electronics package.

Warranty and Maintenance Coverage

The Triumph Tiger 850 Sport is covered by a two-year, unlimited-mileage warranty.

Quality

Triumph’s new Tiger 850 Sport oozes high-quality from its switch gear to the beautiful Brembo Stylema calipers. It, as standard with Triumphs, is easy to ride and approachable for many. A well-thought out machine for your well-thought out tour.

2021 Triumph Tiger 850 Sport Claimed Specifications

Cycle World Tested Specifications

Source: MotorCyclistOnline.com

Ups

• The pinnacle of Ducati’s superbike capabilities
• Claimed 234 hp combined with a 336-pound dry weight. Gnarly.
• Unrivaled performance that offers a glimpse into MotoGP

Downs

• It’s an exclusive model with an astronomical $100,000 price tag

Verdict

The Superleggera V4 is a no-expense-spared superbike that represents the best of Ducati’s engineering with influences from its MotoGP project. Translated to “super light,” the V4 is dripping in titanium and carbon fiber and weighs only a claimed 336 pounds dry.

Overview

The 2021 Superleggera V4 is a limited-run superbike built as a demonstration of Ducati’s expertise and unrestricted by racing regulations. It is the third Superleggera offered by Ducati following the 1199 Superleggera and 1299 Superleggera V-twin models, and is now powered by the Stradale V4 engine that’s claimed to produce a mind-boggling 234 hp. That, with a whole lot of carbon fiber and titanium bits makes for ripping speeds. Add in MotoGP-driven aerodynamic winglets, electronics, and top-shelf components, and you can see Ducati’s intent.

Updates for 2021

There are no updates to the Superleggera V4 in 2021.

Pricing and Variants

The Ducati Superleggera V4 is an ultraexclusive model, and its $100,000 MSRP reflects it. Only 500 units will be produced.

Of course, any of the Ducati Panigale V4 models can be had for a lot less money. The base model Panigale V4 ($22,995) is the easiest cost of entry, while the up-spec Panigale V4 S ($28,695) is the most selling. The racing homologation-special Panigale V4 R ($40,000) of which the Superleggera is based is also available, and offers the closest level of performance.

Competition

The Ducati Superleggera V4 is in a class of its own. It’s the most premium superbike on the market and is built as only an exercise in engineering, but racing homologation-special machines like the Ducati Panigale V4 R, BMW M 1000 RR, Honda CBR1000RR-R Fireblade SP, and Kawasaki ZX10RR may be the closest thing to it.

Powertrain: Engine, Transmission, and Performance

Powered by a 998cc Desmosedici Stradale V-4 engine, the Superleggera is claimed to produce a remarkable 234 hp at 15,500 rpm and 87.7 pound-feet of torque at 11,750 rpm with its provided racing kit fitted. That’s the most power offered in a publicly available superbike.

But even more remarkable is the Superleggera’s tractable power delivery and ultraprecise electronic rider aid intervention, as Gilbert reported in his first ride review. “The powerplant’s rideability encourages a heavy right wrist, offering complete control with only minor wheelspin and hovering low-trajectory wheelies while unleashing its midrange grunt at corner exit.”

Handling

There’s no single aspect of the Superleggera’s handling that steals the show, but rather a blend of confidence-inspiring composure and a factory racebike level of feel from the chassis and Öhlins suspension that makes it so good. The ridiculously low 336-pound claimed dry weight makes for quick and easy handling too.

In our first ride review of the Superleggera V4, Cycle World Road Test Editor and current MotoAmerica competitor Michael Gilbert reported, “Turn-in effort and precision are like nothing I have experienced on a Ducati; the chassis and Öhlins NPX 25/30 fork provide a level of feedback that is incomparable to any production bike I have tested.”

Brakes

The Superleggera is brought to a halt by a pair top-shelf Brembo Stylema R calipers clamping to 330mm discs with excellent feel and stopping power—and the claimed dry weight (empty tank, no oil, and no battery) of 336 pounds makes required effort minimal. Ducati employed its ultraprecise Cornering ABS EVO system on the Superleggera.

Fuel Economy and Real-World MPG

There is no real-world miles per gallon measurement available.

Ergonomics: Comfort and Utility

The Ducati Superleggera V4 is built as a track weapon, meaning the ergonomics are aggressive. Seat height is a claimed 32.9 inches.

Electronics

As a full-blown superbike, the Superleggera fitted with a MotoGP-derived electronic rider-aid suite. A full-color TFT display influenced by Ducati’s GP 20 prototype utilizes a race-inspired interface and offers access to: riding modes, power modes, Cornering ABS EVO, Ducati Wheelie Control EVO, Ducati Slide Control and Engine Brake Control EVO. The Ducati Traction Control EVO 2 with its predictive strategy and seamless intrusion is a highlight of the package.

Warranty and Maintenance Coverage

The Superleggera is covered by a 24-month/ unlimited mileage warranty.

Quality

The Superleggera is purely an exercise in Ducati’s best engineering and the final product reflects that. It drips in exotic titanium and carbon fiber and packs the highest level of performance offered to the public. The quality is clear.

2021 Ducati Superleggera V4 Claimed Specifications

Source: MotorCyclistOnline.com

Ups

• The base-model GSX-R1000 offers an easier entry into a Suzuki superbike, while still packing potential
• All-around performance and legendary Gixxer character
• Sets the bar for sportbikes in regard to street riding comfort

Downs

• The Gixxer has fallen a step behind the competition with no major updates since 2017
• LED lighting is everywhere but the turn signals
• LCD display is a blast from the past in comparison to modern-day TFT dashboards

Verdict

The Suzuki GSX-R1000 and GSX-R1000R carry the flag for the legendary Gixxer line, offering a balance of performance that keeps it a contender.

Overview

Since Suzuki first stuffed a 988cc inline-four engine into the compact GSX-R750 chassis in 2001, the GSX-R1000 has held its pace as a heavy hitter in the superbike category. The last major update to the GSX-R came in 2017 with a ground-up redesign, but development has been held nearly stagnant since. Regardless, the Gixxer remains a favorite for its well-balanced, easy-to-ride character and usable performance.

Updates for 2021

Suzuki is celebrating its heritage with a 100th Anniversary Edition GSX-R1000R in 2021, which features a unique paint scheme. Otherwise, both the GSX-R1000 and GSX-R1000R models remain identical.

Pricing and Variants

The base-model Suzuki GSX-R1000 is available for $15,799, while the up-spec GSX-R1000R version has a $17,749 MSRP.

The differences? The R-model is equipped with Showa’s more premium Balance Free Front Fork (BFF) and Balance Free Rear Cushion Light (BFRC-Lite), a bidirectional quickshifter, launch control, cornering ABS, and steel-braided brake lines. That said, if your primary intent for a Gixxer is the racetrack, the R-model is the obvious choice.

The 100th Anniversary Edition GSX-1000R is also available in 2021 for $17,999.

Competition

Other fully faired superbike competition includes the Aprilia RSV4 1100, Ducati Panigale V4, Kawasaki ZX-10R, BMW S 1000 R, Honda CBR1000RR-R Fireblade SP, and Yamaha YZF-R1.

Powertrain: Engine, Transmission, and Performance

Suzuki’s GSX-R1000 and GSX-R1000R are powered by a 999cc liquid-cooled inline-four with the Suzuki Racing Variable Valve Timing (SR-VVT) system. It has a signature engine character from its exhilarating exhaust note to its conventional firing order. Motorcyclist’s Adam Waheed reported that the engine is peppy from the bottom-end and offers oomph in the midrange for passing traffic. The top-end is also strong, but some competitors could pass it up in that regard.

Quick response from the electronic ride-by-wire system combined with the bidirectional quickshifter is an easy way to get through the Gixxer’s six-speed gearbox efficiently.

Handling

At a claimed wet weight of 445 pounds, the R-model’s maneuverability impressed our test rider. In his review, he wrote, “It steers more sharply than its predecessor while still offering a high degree of stability. Equally impressive is the lofty level of rear grip that the chassis affords.”

The GSX-R1000R features Showa’s Balance Free Fork and Showa’s Balance Free Rear Cushion Light shock. The front is responsive and easily adjustable at the bottom of the fork legs. The rear is also easily adjustable and performs well on both track and street.

Brakes

Strong braking performance is had with Brembo and Nissin calipers (front/rear). The front Brembo four-piston unit grabs hold on 320mm discs while the one-piston Nissin clamps a 240mm disc. The addition of steel-braided brake lines are an improvement and help mitigate brake fade, which is useful under the extreme conditions of racetrack use. We were particularly pleased with the rear’s strong and responsive feel. Cornering ABS comes standard on the R.

Fuel Economy and Real-World MPG

During our testing of the 2021 GSX-1000R we averaged 36 mpg.

Ergonomics: Comfort and Utility

The inline-four is impressively slim making riding comfort one of the top in the class. The seat is supportive and passenger accommodations are available. Clip-ons are not overly aggressive and the pegs are located in a comfortable position.

Electronics

The Engine Control Module (ECM) works in tandem with EFI and IMU to enhance the bike’s performance. A ride-by-wire throttle helps to seamlessly match throttle inputs with the IMU-influenced electronics. There are three modes in Suzuki’s Drive Mode Selector (power delivery modes) and 10 selectable modes in its Motion Track Traction Control System. LED positioning lights and headlight guide the way in dark settings, though LED lighting is not carried over into the turn signals.

As previously mentioned, cornering ABS, launch control, and a bidirectional quickshifter are also features on the up-spec GSX-R1000R.

A digital LCD display is outfitted in front of the handlebars, but feels dated in comparison to the TFT displays on other 2021 superbikes.

Warranty and Maintenance Coverage

A 12-month unlimited-mileage warranty is included with longer coverage available.

Quality

The silhouette of the GSX-R1000 models sport clean lines and a racy liveries, and as far as comfort and performance are concerned, they hold their own in a field of cutthroat superbikes.

2021 Suzuki GSX-R1000/GSX-R1000R Claimed Specifications

Source: MotorCyclistOnline.com

Ups

• A casual trailbike or enduro competitor
• Yamaha’s characteristic well-planted chassis is prevalent on the WR450F
• Major changes have been made shortly after the prior redesign in 2019
• Good throttle response

Downs

• Could use an additional gear to make it a six-speed like the WR250F
• Front brake has been heavily updated, but not the rear

Verdict

Designed to tackle everything from the weekend to trail ride to challenging enduro competition courses, Yamaha’s WR450F continues to see improvements to power it through any terrain.

Overview

Designed as both an enduro racer and trail navigator, the Yamaha WR450F packs performance that is slightly different from its motocross and cross-country equivalents. It shares many major components with the YZ450F motocrosser, for example, but flaunts enduro-specific features such as different ECU tuning, a multichamber mechanical spark arrestor-equipped muffler, softer suspension settings, and altered engine mount combination.

Updates for 2021

Many notable changes have taken place on this year’s WR450F including: a new cylinder head, camshafts, piston, and connecting rod that are identical to the YZ450F motocrosser but with dedicated ECU tuning. It also gets a revised aluminum bilateral beam frame and lightened engine mounts, as well as a new top triple clamp, front axle, a revised front brake package, and revised internal valving settings in the suspension. A new, triple-clamp-mounted multifunction meter is also used.

Pricing and Variants

Pricing for the highest-displacement WR is $9,799.

Competition

The Husqvarna FE 501, KTM 500 XCF-W, and Honda CRF450X serve as the WR450F’s primary competitors.

Powertrain: Engine, Transmission, and Performance

The clean and smooth-running 450cc liquid-cooled four-stroke of the WR450F, though lower on power than the YZ450F and YZ450FX, makes 48.9 hp at 9,000 rpm and 31.8 pound-feet at 7,200 rpm on our in-house dyno. An advantage we found with this lower power is you can be heavier-handed on the throttle in the low to mid rev range and not lose traction. Navigating through the five-speed gearbox presents best uses for each gear: First can be used for tighter-wooded trails, second for starting and stopping, third for faster-paced single-track, and fourth and fifth for wide-open sections to stretch the WR’s legs.

Handling

Yamaha is well known for its planted chassis and the WR450F represents the brand well. This is even more noticeable thanks to the soft suspension and 264-pound (measured) wet weight.

A 48mm KYB Speed Sensitive System (SSS) coil-spring fork and KYB shock, though notably softer than its motocross sibling, provides a good, controlled feel. It is adjustable for compression and rebound at the fork and spring preload, high-/low-speed compression damping, and rebound damping at the shock. These adjustments can be made easily.

Brakes

The front brake caliper, disc, and pads have been newly designed for 2021. The Nissin two-piston caliper now has 25.4mm pistons and the disc has 16 percent more contact area with a 22.3-percent-larger brake pad. The rear brake continues to be the same as the previous model with a Nissin one-piston caliper and 245mm rotor.

Fuel Economy and Real-World MPG

Real-world miles per gallon is not currently available, but a fuel consumption indicator is connected to the WR’s 2.2-gallon fuel tank.

Ergonomics: Comfort and Utility

The WR450F’s 2.2-gallon fuel tank size is not noticeably larger than the 1.6-gallon unit of the YZ450F. This is because the fuel tank is extended downward rather than up or out. It is, however, noticeable compared to its Austrian competition as it makes the bike a touch wider in the midsection. The WR has the same handlebar bend as the YZ. Seat height is measured at 37.6 inches. If we had our preference, we would want a taller seat and hand guards, but these can be accommodated with a perusal of Yamaha’s Genuine Yamaha Technology Racing (GYTR) catalog of accessories.

Electronics

The new LCD displays a full-feature enduro meter with Standard and Race riding modes that each display different data. Standard shows two tripmeters, a clock, and real-time fuel consumption that illuminates a warning light when there is 0.5 gallon left in the tank, while Race mode features an average speed display and timer. The WR also has an electric start system.

Warranty and Maintenance Coverage

Like the YZ450F, the WR450F has a 30-day limited factory warranty,

Quality

The WR450F has what it takes to be a great trailbike and enduro racer, and it has Yamaha’s renowned quality and durability to back it up.

2021 Yamaha WR450F Claimed Specifications

Cycle World Tested Specifications

Source: MotorCyclistOnline.com

Ups

• Great control and feedback from the WP Xplor suspension
• Strong Brembo brakes with excellent cornering ABS
• Versatile riding with on-road, off-road, and touring capabilities
• Revisions seen ergonomics, suspension, engine, bodywork, and more

Downs

• Short windscreen is practical for off-road riding, but not so at high speeds

Verdict

A great, do-it-all motorcycle is now even better.

Overview

Between it and the 1290 Super Adventure S, the KTM 1290 Super Adventure R is the more off-road oriented of the two. It features a 21-inch front wheel, fully adjustable 48mm WP Xplor fork and WP PDS monoshock, both with 8.7 inches (220mm) of travel and spoked, tubeless adventure-spec tires. It is riddled with tech like ride modes, cruise control, traction control, and cornering ABS for short or longer on-road adventures as well. Its numerous updates and improvements help give it a leg up on the previous model years and sets a solid benchmark for the class.

Updates for 2021/2022

The new subframe aids in dropping down the seat height slightly to 34.6 inches and the narrower seat makes for an easier reach to the ground. The longer-travel WP suspension has also been reworked, and the engine now meets Euro 5 emission standards. A three-part tank helps distribute liquid weight lower and the steering head has been moved back 15mm, both of which KTM says lends to a sharper cornering sensation. More advanced rider aids are accessible in the new 7-inch TFT display. New LED lighting, a new quick-access airbox, updated bodywork and graphics, shorter windscreen, and adventure-spec Bridgestones are a few more updates.

Pricing and Variants

The 2021/2022 KTM 1290 Super Adventure R’s pricing is yet to be announced, but the 2020 version was $18,599 so we can expect pricing to be somewhere in that ballpark.

Competition

The 1290 Super Adventure R runs with other on- and off-road rivals such as the Suzuki V-Strom 1050 XT Adventure, BMW R 1250 GS Adventure, Honda Africa Twin, and Ducati Multistrada 1260 Enduro.

Powertrain: Engine, Transmission, And Performance

The 1290 Super Adventure R is powered by a 1,301cc liquid-cooled LC8 V-twin which now meets Euro 5 emissions standards and has improved heat dissipation. KTM claims that despite Euro 5 compliance, the LC8 continues to produce a peak 160 hp at 9,000 rpm and 102 pound-feet of torque at 6,500 rpm. Multiple ride modes help tame/release the engine’s potential both on and off-road. European contributor Adam Child had a chance to ride the 2021 model, which will be the 2022 model for the US. He wrote: “Peak power now arrives slightly higher in the rev range, 250 rpm later than before, and the bike has lost a small amount of torque. On a bike with so much tire-shredding grunt, these changes are hardly noticeable.”

Handling

Although it is a tall adventure bike, Child related that the KTM has an on-road connection from chassis to Bridgestone A41 tires. Its off-road-friendly rider aids help increase its accessibility.

A 48mm WP Xplor fork and WP Xplor PDS monoshock both provide 8.7 inches of travel. In his review, Child writes: “The WP Xplor suspension is hugely effective, despite the need to be stable at high speed and absorb intense punishment off-road. As expected, there is a lot of suspension movement; you can feel the rear squat under power, and the strong Brembo brakes get the fork diving like a toddler when a car backfires, but the movement has control.… The feedback and control from those excellent Xplor fork allows you to make the most of the Brembo’s strong stopping power.”

Brakes

Situated with cornering ABS and an off-road-specific ABS mode, the braking system proves it is ready to take on diverse surfaces. The Brembo units are the same as the previous model year: a four-piston radial mount caliper with dual 320mm discs and two-piston Brembo caliper with a 287mm disc. Child reports that stopping power is strong and cornering ABS is excellent.

Fuel Economy and Real-World MPG

Child reports the 6.1-gallon fuel tank should provide decent range, around 200 miles.

Ergonomics: Comfort and Utility

The seat height has dropped from the previous 35.0 inches to 34.6 inches and is now narrower between the legs. The windscreen is also smaller and shorter which allows for an unobstructed view when off-road riding, but doesn’t do much at high speeds. The riding position is roomy and since the levers, bars, pegs, and screen are adjustable ergonomics can be fine-tuned. Peg rubber can also be removed for off-road riding.

Electronics

From the vast 7-inch TFT display riders can tailor and or disengage rider aids which include: cornering and off-road ABS, traction control, motor slip regulation, stability control, cruise control, and rain, street, sport, and off-road ride modes. Keyless ignition also actuates the fuel cap and seat, Child says.

Warranty and Maintenance Coverage

KTM provides a 12-month warranty for its R models.

Quality

Versatile, tech-rich, and now more approachable to a wider range of riders, the updated 1290 Super Adventure R sets a benchmark for its class.

2021/2022 KTM 1290 Super Adventure R Claimed Specifications

Source: MotorCyclistOnline.com

Ups

• Engine delivers smooth, linear power and and can carry a gear slightly longer than the competition
• Consistent clutch feel
• Impressive stability and good cornerin

Downs

• Engine vibration takes some time to get used to
• There’s a trade-off between the suspension’s performance and comfort
• Needs to have a more planted feeling in low-traction conditions

Verdict

The FX 450′s engine, stability, and cornering stand out as positives. Although suspension was revised this year, we still find there is room for improvement because the rider is left to choose between performance or comfort when making adjustments.

Overview

The Husqvarna FX 450 is the Austrian brand’s flagship cross-country motorcycle. As such it can be seen competing in races such as the Grand National Cross Country (GNCC), World Off-Road Championship Series (WORCS), AMA National Enduro Championship, and AMA National Grand Prix Championship (NGPC). It uses the same 450cc liquid-cooled four-stroke engine as its motocrosser cousin, the FC 450, but has a larger 2.3-gallon fuel tank, smaller 18-inch rear wheel, O-ring chain, and different suspension valving, EFI mapping, and tires.

Updates for 2021

Along with the entire fleet of TX, FC, and TC models, the FX utilizes a new mid-valve damping system in its WP Xact air fork for improved performance and consistency, as well as new low-friction linkage seals in the Xact rear shock for better response. It also has a new seat texture and redesigned graphics.

Pricing and Variants

The FX 450 has a starting price of $10,799.

Competition

The trio of Austrian brands could go head to head; KTM has its 450 XC-F and GasGas has its EX 450F. Competitors from Japan include the Yamaha YZ450FX, Honda CRF450RX, and Kawasaki KX450X. We even pitted this full-size cross-country bike against Yamaha’s YZ250FX and GasGas’ EX 350F in a head-to-head comparison here.

Powertrain: Engine, Transmission, and Performance

A 450cc liquid-cooled four-stroke engine is at the heart of the versatile FX. It has linear power that allows the rider to stretch the gears of its five-speed transmission slightly longer than Yamaha’s YZ450X, for example. Its Magura clutch provides a consistent feel too. On our in-house dynamometer this engine produced 51.5 hp at 9,300 rpm and 32.9 pound-feet of torque at 7,300 rpm. During our testing, we found the engine produces smooth, “almost electric-type power…it’s deceptively fast, with the kind of controllable power that can be an advantage when used correctly.”

Handling

Suspension updates include a new mid-valve damping system in the fork and new low-friction linkage seals in the shock. The internal valving is set up to be soft which made the bike feel a little low in the rear and caused us to desire a more planted feeling in low-traction conditions. Making changes to the suspension was necessary to improve chassis comfort. Its handling was particularly impressive when it came to its cornering and stability on fast-paced trails.

Brakes

Magura two-piston and one-piston calipers grab hold of the 260mm front and 220mm rear discs. These are reported to work well and have a good progressive feel. The smaller rear disc can be used aggressively and does not cause constant rear-wheel lockup.

Fuel Economy and Real-World MPG

Fuel economy is not available, but in cross-country motorcycle fashion there is a larger 2.3-gallon fuel tank.

Ergonomics: Comfort and Utility

Thanks to a wide and flat ProTaper handlebar the cockpit is roomy and open. The chassis is narrow despite a larger 2.3-gallon fuel tank. Seat height is measured at 37.2 inches.

Electronics

Two map settings and traction control options are available for on-the-fly selection via the engine control module.

Warranty and Maintenance Coverage

The full-size cross-country model comes with a 30-day warranty.

Quality

Its cornering, stability, and engine all lend to the FX’s well-rounded character. Suspension does have some give and take when it comes to performance versus comfort.

2021 Husqvarna FX 450 Claimed Specifications

Cycle World Tested Specifications

Source: MotorCyclistOnline.com